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B777 Oral Review ORALSTUDY@AOL.

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FINAL RE ISION BILLs STUDY GUIDE AND ORAL PREP B - 777

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The purpose of this study guide is to ask questions and give answers covering many areas that are typically asked by the FAA on oral examinations. It is never possible to cover everything, and some of these questions are more in depth than a normal oral..... esoteric if you will. !owever, if this is used as a gauge of knowledge and encouragement to study "rather than being the actual study material# it will give you a good measure of your systems knowledge. The guide is laid out by sections generic to most aircraft systems and includes a brief performance and procedures section. 1.

GENERAL: Aircraft general $$$$$$$$$$$$$$$$$$$$$$. %&


'mergency 'quipment $$$$$$$$$$$$$$$$$$$$$$. Fire )etection * +rotection $$$$$$$$$$$$$$$$$$$$. ,eneral +arameters * -imits $$$$$$$$$$$$$$$$$$$.. Inhibits $$$$$$$$$$$$$$$$$$$$$$$$$$$$. A+0 1ystem $$$$$$$$$$$$$$$$$$$$$$$$$$. 3x Information $$$$$$$$$$$$$$$$$$$$$$$$$ (% (( (. (/ (2 (4

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ELECTRICAL: generators, A56)5 systems, external, standby, and backup power $ (7 3x Information $$$$$$$$$$$$$$$$$$$$$$$$$ 8. HYDRAULIC: supply and distribution $$$$$$$$$$$$$$$$$$.. ,ear * 9rakes $$$$$$$$$$$$$$$$$$$$$$$$$. 3x Information $$$$$$$$$$$$$$$$$$$$$$$$$ !:) ;otes $$$$$$$$$$$$$$$$$$$$$$$$$$. 82 84 &( &8

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FUEL: supply, distribution, and fuel <ettison $$$$$$$$$$$$$$$$.. && Fuel -imits $$$$$$$$$$$$$$$$$$$$$$$$$.$. &/ 3x Information $$$$$$$$$$$$$$$$$$$$$$$.$.. &/ AIRCONDITIONING: supply and distribution $$$$$$$$$$$$$$.$ &2 PRESSURIZATION: controls and systems $$$$$$$$$$$$$$$$... +ressuri=ation -imits $$$$$$$$$$$$$$$$$$$$$$. ENGINES: including ignition, fuel, and oil $$$$$$$$$$$$$$$$.. 'ngine ;otes $$$$$$$$$$$$$$$$$$$$$$$$$. 'ngine -imits $$$$$$$$$$$$$$$$$$$$$$$$$. 3x Information $$$$$$$$$$$$$$$$$$$$$$$.$. FLIGHT CONTROLS? normal, secondary, and direct controls $$$$$$$.$. Flight 5ontrol 3ovement $$$$$$$$$$$$$$$$$$$..$. !igh -ift )evices $$$$$$$$$$$$$$$$$$$$$$$$ Flight 5ontrol -imits $$$$$$$$$$$$$$$$$$$$$$. INSTRUMENT NA! " COMM ? indications and tests $$$$$$$$$$$ @perating +arameters $$$$$$$$$$$$$$$$$$$$$$ .% .( .8 .2 .> .> .4 /( /8 /& /. 2%

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B777 Oral Review ORALSTUDY@AOL.com

FINAL RE ISION

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AUTOFLIGHT: F31 $$$$$$$$$$$$$$$$$$$$$$$$$ ,+1 ;otes ..$$$$$$$$$$$$$$$$$$$$$$$$$... 1ingle 'ngine $$$$$$$$$$$$$$$$$$$$$$$$$. Autoflight -imits $$$$$$$$$$$$$$$$$$$$$$$$

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ICE " RAIN: adverse weather equipment * procedures $$$$$$$$$$$$ 27 'AI -imits $$$$$$$$$$$$$$$$$$$$$$$$$$.. >% PERFORMANCE PROCEDURES $%& TECHNI'UES: general procedures $$ >( Aussia $$$$$$$$$$$$$$$$$$$$$$$$$$$$. >/ )uty -imits $$$$$$$$$$$$$$$$$$$$$$$$$$. >/ NOTES OF INTEREST: $$$$$$$$$$$$$$$$$$$$$$$$ Aircraft )esignations $$$$$$$$$$$$$$$$$$$.$$$. FirstBs $$$$$$$$$$$$$$$$$$$$$$$$$.$$$. Alloys * 5omposites $$$$$$$$$$$$$$$$$$$.$$$. +arts )esigned by @thers $$$$$$$$$$$$$$$$$$.$$$ )ates $$$$$$$$$$$$$$$$$$$$$$$$$$.$$.. 'vents $$$$$$$$$$$$$$$$$$$$$$$$$$.$$ >2 >> >> >> >4 >7 >7

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ACRONYMS: $$$$$$$$$$$$$$$$$$$$$$$$$$$.$. 4%

)I15-AI3'A and request for help? nothing here is magic or new, nor is there a guarantee that it is or will remain accurate. That is where you come inC If you see something wrong .... please correct it and send me a copy "D File, 'EA#. If you would like to add to it $$.... feel freeC This is free to any 5A- pilot. 5opy this if you would like, or ' 3ail 9ill at @AA-1T0):FA@-.com for an ' 3ail copy of your own in G31Eord 7>G format. ,ood luck with your trainingC 1pecial note for 9 >>>? many numbers "such as !:) pressures# are found only in the 9 >>> 3aintenance 3anuals and are presented here only for comparison with other aircraft, and for those really interested in such things. These are ;@T legitimate @ral questions "which are limited to Flight 3anual information @;-:#, but maybe a help in understanding <ust HEhy did it do thatIJ. 3aybe we can answer something other than HI donBt know, but IBve seen it beforeCJ 9ill 9addorf, 'EA "9 >>>@AA-.77#

NOTE: REAL ORAL 'UESTIONS ARE HIGHLIGHTED IN (OLD AND PRECEDED (Y AN ASTERIS). @ther questions are for informational6training purposes only. These other questions are either ;@T found in the Flight 3anual, or are more in depth than a normal @ral. 5onsider these as extra 9onus Kuestions.

B777 Oral Review ORALSTUDY@AOL.com


GENERAL 9>>> 8%%?

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-ength Eidth wing Eidth M fuselage ext Eidth M fuselage int !eight Turning Aadius 5A- 5onfiguration

8%7L (G (77L ((G ".284 sq. ft# ;ote? Eright 9rothers (st flight was only (8%BCCC 8%L .G (7L &G 2%L 7G (/2L 84& +ax ".468&/#. ;ote? 5ertified to .(7 +ax.

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* +,$- $./ -,/ I00/&1$-/ A2-13% 1-/04 1% -,/ 2,/25614-47 8C,/25 29../%- F61:,- M$%9$6;. )ual 'ng Fail? Fuel 5ontrol 1witches "both# M 50T@FF, then A0;. Aam Air Turbine 1witch M +01!. 5abin Alt? @xygen 3asks M @;, (%%N. 5rew 5ommunications M 'stablish. *Y39 $./ <$651%: 9= -3 $% $1.2.$>- >3. >61:,-. +,$- <166 ?39 @/ 63351%: >3.7 control surfaces clear * position of those surfaces. chocks in place. mx personnel *6or stands. "potential in<ury or F@) threats#. gear doors are 0+. mx log "often on the <etway#. "what systems should ;@T be touched#. *N3< ?39 $./ /%-/.1%: $ 236& 2325=1- 8%3 =3</.;. +,$- $2-13%4 <166 ?39 -$5/7 5ockpit 1afety check? 9attery switch M @;. !:) panel M set "switches @FF except eng driven pumps#. Eindshield Eipers M @FF. -anding ,ear lever M )@E;. Alt Flap Arm switch M @FF. "9-A;O#. Alt Flaps selector M @FF. 'stablish power? select primary external power, then secondary power if available. 1tart the A+0? +acks M A0T@P A+0 bleed M A0T@P verify A+0 ,en switch M @;. *O% $ 236& AACB &3/4 -,/ ($--/.? 4<1-2, ,$C/ -3 @/ ON >3. $% APU 4-$.-7 yes? it provides power to A+0 fuel pump, fuel valve, and inlet door. *H3< &3/4 -,/ MEL <3.57 81./. 6335 9= $ 4=/21>12 1-/0; index by FA3 codes. "3anual organi=ed by systems, alphabetically#. red are AD13 issues. ";AT1 reduced traffic separation altitudes#. the words H)ispatch ;otification AequiredJ are in green. the words H3Q 5ontrol ;otification AequiredJ are in cyan. magenta are 5at III * autoland items. 'A R 'T@+1 operational items. "3# R mx steps to be taken for dispatch. "@# R ops "pilotBs# steps to be taken for dispatch. Ehen are the pax doors inhibited from operatingI 4%kts? HFlt -ockJ prevents handle from moving enough to activate doors "but the ext vent will open#. ;ote? This is why the evac checklist depowers the plane M to disable Flight -ock. Ehat is unique about the cabin door windowI incorporates a wide angled lens to view the outside prior to opening.

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B777 Oral Review ORALSTUDY@AOL.com


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!ow can you get into the cockpit if it is lockedI FA key. -ocated in compartment S ((> "small compartment in center aisle between doors -( * A(#. depower A65? the lock fails to the open position. force the door open M latch mechanically allows forced entry into the cockpit without permanent damage to the lock. ;ote? Forcing the door outward will result in permanent damage. *+,$- -?=/ 3> 2$@1% &33.4 $./ 3% -,/ (D7777 Htranslating plug typeJ? first moves inward * upwardP then translates outward * forward. ;ote? The door vent is to prevent A65 pressuri=ation if not fully closed * locked. ;ote? If pressuri=ed? a mechanical lock prevents the door from opening fully until the psid is reduced.

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1#. *H3< 2$% ?39 -/66 1> $ 2$@1% &33. 14 $.0/&7 yellow tab showing at girt bar windows "also arms the 'mer +ower Assist#. lever in AA3') position. GAG on )oor page indication in the cockpit for AA3'). ((. Ehere are the 5abin )oor 1afety 1traps locatedI in each door sill, T way up the left side. "+ull the metal handle#. (8. 5an the cabin override the 5ockpit 'mer -ight switchI yes? FA F door (- "the F13# switch in @; overrides all cockpit positions "including @FF#. (&. If the 1eatbelt 1ign switch is left in A0T@, when will the seatbelt lights come @;I gear downP or flaps deployedP or (%,%%%B cabin altP or pax @8 deployed. ;ote? 1ince this provides a backup to the 5hecklistP consideration should be given to leaving it in A0T@ instead of @FF during flight. (.. Ehere6how many '-T does the >>> haveI 8? in the slides6life rafts F doors (- * .A. (? in the fuselage auto activated when the slide is in the water. ;ote? 5heck for red flashing light on the '-T. If not flashing? ensure the lanyard is pulled, touch the contacts at the base of the antenna with a damp finger, and straighten the antenna. ;ote? '-T transmits for approx. /% hours. 15. *+,$- &3/4 -,/ M$4-/. (.1:,- 5%3@ &37 push @;6@FF. sets the target level "each knob has some control#. effects all lights that have knobs with white dots above the knob. 16. *+,$- &3/4 -,/ S-3.0 61:,- 4<1-2, &37 turns dome, floods, * indicator lights full bright regardless of other switch positions. (>. Ehat lights are on the 1tandby 5ockpit lighting systemI 5A6F@65TA main panel floods, glareshield flood, aisle stand flood, and dome lights. 18. *+,/./ &3 </ 2$..? 61C/ $%10$647 9ulk 5argo only. ;ote? 5argo vent fan provides &%% 5F3 airflow when cargo temp is selected to !I,! "inhibited in -@E#. Aun the fan in !I,! with live animals onboard. "5A- std is !I,! always# (7. )oes the 3A1 system have to be closed out after each flightI yesP in order to reset itself prior to the next flight. ;ote? Allow the 3A1 system (% minutes to fully connect to all seats after T6@ prior to trouble shooting.

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8%. Ehat is the E'1 systemI Earning 'lectronic 1ystem which controls? 3 Earning lights, all aural annunciations, * stick shaker. ;ote? It does ;@T control the 3 5aution system, which is a part of the 'I5A1. 21. *+,$- 14 -,/ EICAS 4?4-/07 'ngine Indication * 5rew Alerting 1ystem which controls? 3 5aution, warning alerts, caution alerts, advisory alerts, comm alerts, memo msgLs, * status msgLs. 88. Ehat messages will ;@T cancel with the 5A;56A5- buttonI warning level messages, comm, or memo. 8&. Ehat are the system alert levelsI Time critical aural warnings "windshear, pull up, eng failure? 2/kts M <ust below D(#. Earning red msg * 3 Earning. 5aution amber msg * 3 5aution. Advisory amber msg indented ( space on 'I5A1. 5omm !igh? disabled "for future use#. 3ed? aural chime, white text, bullet. -ow? indented white text, bullet,"no chime#. 3emo white text "no bullet, no chime#. 8.. Ehat are the / types of Aural AlertsI siren continuous master warning alert "push master warning to silence#. beeper master caution alerts ". beeps in ( sec, then stops automatically#. fire bell sounds until crew action taken "push master warning to silence#. Eailer associated with autopilot disconnect "optional#. chime high6low sounds once for each mid level comm alert. voice time critical warning alerts. 25. *H3< 0$? -,/ >3663<1%: A9.$6 +$.%1%:4 @/ 416/%2/&7 A6+ disconnect push A6+ yoke disconnect button to silence. overspeed can ;@T be silenced "fix the situation#. T6@ configuration warning fix the situation or retard the throttles below T6@ thrust. cabin altitude push 3 Earning to silence. 26. *+,$- 14 -,/ EICAS EC/%- RCD @9--3%7 records all parameters for up to / suspect conditions into 'I5A1 memory for 3Q to examine after flight. ;ote? Important to use this when a fuel gauge malfunctions. ;ote? 1ystem may also be checked with H3x Info )isplayJ, * printed for insertion in -ogbook. 8>. Ehen will the 1tat page show messages during preflightI during A)IA0 alignment "autopilot, TA5, autothrottles, others#. recheck the 1tat page again after A)IA0 alignment is completed to insure the messages are gone. ;ote? 1TAT msg "inflight# can be checked by referring to FA3 for description of fault "write it up#. 28. *H3< 2$% -,/ 4/23%& =$:/ 83. 03./; 3> 096-1D=$:/ S-$-94 M/44$:/4 @/ ./$&7 press 1TAT again to page through. pressing 1TAT after the last page will clear the screen. 29. *+,$- 14 -,/ AIMS 4?4-/07 Airplane Information and 3anagement 1ystem, manages > computer systems? primary, thrust mgmt sys, data comm, central mx, airplane condition, flt data recorder, * flt management computing. ;ote? 0tili=es the 287 data buses to transfer data between systems.

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3#. *+,$- 2363.4 $./ 94/& >3. EC3%&1-13%$6E C,/25614- 4-/=4A$2-13%47 GtrueG? green GfalseG? cyan "also used for an GoverriddenG step#. &(. Ehat does an amber key of ;@A3A- or ;@; ;@A3A- mean on the 5!O- page of the 'I5A1I there is a partially completed checklist in the system. &8. !ow may a 5hecklist be reset in order to start it againI select top of 5!O- page? A'1'T1, then Aeset All R will reset all checklists. "or Aeset ;ormal or ;on ;ormal#. reselecting a specific ;@A3A- checklist that had been completed or overridden will reset it. 33. *+,/% 0$? $ N3%DN3.0$6 83. $%?; C,/25614- @/ 2$66/& FC30=6/-/G7 when H5hecklist 5ompleteJ icon appears at the bottom of the last page. 34. *+,/% &3/4 -,/ S-/.16/ C325=1- L1:,- 230/ ON7 automatically? @; when pk brake is released * @FF at (%,%%%B 31-. &/. Ehat does the H-ADJ light above the cockpit door tell youI "also? -AD light in 9unk Area#. all . lavs at doors 8 -6A are occupied. &2. Ehat are the only two purely analog instruments in the cockpitI brake pressure gauge * whiskey compass "* itBs not even whiskey anymoreC#. &>. Ehat are the ',+E1 modes of operationI 3ode ( R excessive baro sink rate "A65 is sinking#. 3ode 8 R excessive AA sink rate "terrain closure rate or rising terrain#. 3ode & R descent after T6@. 3ode . R inadvertent proximity to terrain? "gear F /%%B A,-, flaps F 8./B A,-#. gear or flaps may be inhibited by pressing their individual button. 3ode / R U (%%%AA and off ,61. may be inhibited by pressing the button. 3ode 2 R H9ank AngleJ when at &/, .%, * ./ degrees. H(%%, /%, &%, 8%, (%J foot altitude calls. 3ode > R Eindshear. 38. *+,$- -.1::/.4 $ C3%>1:9.$-13% +$.%1%: 1% TAO 3. LND7 +redeparture? "inhibited at D(# "'ither thrust lever V 2%N ;(#. door "entry or cargo# open main gear steering unlocked flaps Ds F31 rudder trim V 8 degrees stab outside green band ( or 8 warning lights inop tiller not centered In flight? gear ( or 8 warning lights inop 169 extended ( or 8 loud speakers inop

pk brake set spoilers not forward ( or 8 loud speakers inop

39. *+,/% 14 -,/ P+S 8P./&12-1C/ +1%& S,/$.; 4?4-/0 $2-1C$-/&7 on the ground with radar selected on the 'FI1 panel. automatically on the ground with T6@ thrust set. automatically airborne U 8&%%B AA "alerts F U (8%%B AA#. ;ote? ;ew caution alerts are inhibited between 4% OIA1 * .%%B AA. ;ote? ;ew warning alerts are inhibited between (%% OIA1 * /%B AA. 4#. *D/42.1@/ -,/ E0/.:/%2? L1:,-1%: 4?4-/0. powered by remote batteries. interior lts, aisle lts, cross aisle lts, floor proximity lts, exit lts, escape slide lts. controlled by FA panel or cockpit?

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@FF @FF. AA3') @; if main )5 is lost "good for (/ min#. @; @; manually "cockpit or FA panel#. .(. Ehen does the 'I5A1 G'mer -ightsG msg come @;I selector @FF, selector @; by pilots "i.e. the switch is out of AA3#, selector @; by FA. 42. *C$% -,/ C325=1- <1%&3<4 @/ 3=/%/& 1%D>61:,-7 yes? unpressuri=ed * preferably U 8/% OIA1 "Dref W 4% max#. "V W4%? the force to close the window greatly increases#. .&. 5an you get into the '*' compartment inflightI yes? through a trap door in the floor at (-. ... Ehat powers the 5argo )oorsI fwd * aft cargo are elec doors powered by the ground handling bus "manual backup drive#. bulk cargo is a manual plug type door "counter balanced for ease of operation#. 45. *+,$- 14 -,/ H9125/4- <$? -3 23%-$2- -,/ FSM 84,3.- 3> -,/ PA;7 press the 5A9 "cabin# mic selector 8Q in U ( sec, places a priority call to the F13 station at (-. .2. Ehat does the 1+OA knob on the @bservers Audio 5ontrol +anel doI nothing. "at 5A-#. ;ote? The 8 speakers on the overhead panel are not active either at 5A-. .>. Ehat are @xygen ,eneratorsI +AQ @8 F /%%F chemical generators. located in ceiling +10s. deployed automatically F (&,/%% cabin alt "or manual release in cockpit#. chemical generator starts when lanyard "attached to masks# is pulled outP and cannot be stopped. ;ote? 5hemical generators last approx. 88 minutes. ;ote? There is one extra "for a lap child# mask in the ceiling of each seat grouping * in each lav. .4. Ehat is the location * quantity of the 5rew @8 bottle"s#I 8 cylinders located in the equipment bay "((/ cu ft each#. check? normally 4%%W lbs. on preflight M 1tat page "or if lower, see section ( for chart#. ;ote? 1ome 9>>> "not 5A-# only use one bottle * have different @8 charts. ;ote? If the @8 quantity chart is used, mx will have to get a temp reading from the bottle "not @AT#. ;ote? Aemember to check the 5rew @8 9low @ut disc on the A65 left during the walkaround. 49. *+,/% 14 -,/ O2 0$45 015/ $2-1C$-/&7 when the -t @8 mask door is @+'; "disables hand mike * boom mike#. hand * boom mikes may be restored by closing the -t @8 door A;) then pushing the test switch. 5#. *D/42.1@/ $% O2 -/4-. leave it all in the box. push test lever? check yellow cross * @8 flowing "you can hear it#. verify left red lever pushed down to (%%N @8. test emergency by holding emer knob * pressing test lever. "if desired#. 3Q will test mike "transmitting on flt interphone with speaker selected#. 51. *+,/% 094- -,/ 2./< @/ 941%: 3I?:/%7 above a cabin alt of (%,%%%B.

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52. *A- <,$- MSL $6-1-9&/ 094- 3%/ 83. @3-,; =163-4 @/ 3% 3I?:/%7 one pilot must be using @8 when the other pilot gets out of the seat V F-8/%. both pilots must be using @8 when above F- .(% ".......Xguess weBll never reach F-.&%#. /&. !ow can you tell if an escape rope is fully deployed before you <ump outI the end attached to the A65 is green, and should be in view. ;ote? 5hecks the boltsC @ne AA pilot "9>.># trusted the rope * broke his back in the fall "wasnBt attached#. 54. *C$% D14=$-2, 94/ ,/$&<1%& -3 1%2./$4/ -,/ G+ >3. TAO7 no? only the 5apt may authori=e this procedure "(%kts max#. 55. *H3< 092, G+ 0$? @/ $&&/& >3. $ 55-D,/$&<1%& 230=3%/%- 3% R<? 22R $- E+R7 look at the Aunway Analysis "bottom# to determine -bs6kt of headwind or tailwind. 3ultiply -bs Q OT1 of steady !E component. 56. *D3/4 $ -$16<1%& ,$C/ -3 @/ >1:9./& 1%-3 -,/ G+ >3. TAO7 yes? always use the full tailwind component "full gust# to calculate the weight reduction needed. />. Ehat does the Accuload line (% code? HATJ meanI extra IA@ ". pilots#, A;) an extra FA "S(/#. "9>>> specific code#. 58. *+,$- <$.%1%: ,3.% 01:,- ?39 ,/$. &9.1%: -,/ <$65D$.39%& " <,$- $2-13% 4,396& ?39 -$5/7 intermittent car horn "nose wheel well#? A+0 fire M the A+0 should automatically shutdown * discharge the fire bottle "both engLs are @FF#. :ou may wish to back it up. continuous ,round 5rew call? A)IA0 on 9att warning horn? turn @FF the A)IA0 "post flight# or resolve the electrical supply problem. continuous ,round 5rew call may also be? 'quipment 5ooling system in the override mode. 59. *D9.1%: -,/ <$65$.39%& ?39 %3-12/ 61:,-4 ON $>- 3> /$2, 2$@1% &33.. +,$- ,$4 3229../&7 the escape slide illumination lights are @;. these only come @; with the '3'A -T1 switch @; "or AA3') and a loss of main )5 power to the A65#. 2%. )uring the walkaround, you notice a lot of heat coming from the tires. Is this normalI maybe? the (8 shrouded electric brake fans operate when the brakes get hot, and will blow air across the brakes. you will feel more heat coming off the brakes "tires# than other planes because of the fans. ;ote? This option was ;@T purchased on original 5A- 9 >>>Bs. 61. *O% -$I1D39-B <,$- 4,396& @/ &3%/ 1> ATC $454 ?39 -3 -$5/ $ &1>>/./%- .9%<$?7 check the runway analysis page first to see if you can depart on the new runway. If @O, then? call or data link for a new Accuload. 62. *+,$- 14 $% 1%&12$-13% 3> $ T$16 S-.15/7 'I5A1 msg? Tail 1trike. "8J blade * 8 proximity sensors on the aft body#. donBt pressuri=e, there might be damage to the aft bulkhead. 63. *+,$- 14 $% 1%&12$-13% 3> $ :33& C!R 82325=1- C312/ ./23.&/.; -/4-7 push * hold the test button for / seconds "the test takes ( sec for each of . channels#. the needle should hold steady in the green the whole time. ;ote? To erase the 5DA? the A65 must be on the ground, A65 power @;, parking brake set, push * hold (% sec. 64. *H3< 0$%? :/$. =1%4 4,396& @/ 1% -,/ 2325=1-B $%& <,/./7 there are / gear pins "86main * ( nose#. -ocated in the compt behind the cockpit door. 2/. Ehat might be the problem is the T6@ * -nd prerecorded announcement are inopI check the H+A ;@A36A-TJ button at (-. If in A-T ",reen 9ar lighted#, the announcements are inop.

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22. Ehat is the 5rew Alertness 3onitoring systemI if no activation of switches on the 35+, 'FI1, )1+, 5)0, D!F, or !F within a specific period of time? then the system will give an advisory alert H+ilot AesponseJ, followed by a 3aster 5aution alert, followed by a 3aster Earning alert "<ust to wake yaBll up#. ;ote? 5A- has this system$. <ust wait &%W minutes. "W / minutes for each progressive step#. ;ote? Inhibited on initial climbout "U8%,%%%B * climbing with flaps extended#. 2>. !ow can the FA computer be turned @;I push the top 8 "(- * (A# line select buttons simultaneously. 24. Eho can the F13 call from the +urser computer stationI 3edlink, ops perf, * 1ITA. "3edlink may be tied into any phone on board#. all pertinent phone numbers are found on the 515+ screen, under 3ain 3enu H!elpJ. "Y777 R 5abin Appearance#. 27. Ehere is the 3ain +ower switch for the +AQ 'ntertainment systemI <ust above and to the left of the +urser 1tation behind a small door. >%. !ow is the H-AD 5allJ button reset "light above the lav door#I push the lav call light over the door. >(. 5an water be shutoff at the ,alleyI yes? there are 8 water shutoffs F each galley ". for the aft galley#, usually located above the coffee maker. ;ote? If this doesnBt stop the flow, there are 8 Isolation * )rain Dalves. @ne located behind a panel above door 8"all water forward of 8-#, and another located in a panel above door .- "all water aft of 8-#. ;ote? If needed, there is an 'mergency +ower "'-'5# @FF switch located in each galley. >8. !ow many photo cell light sensors are in the 5ockpitI at least (>? ( M 3+5, 2 M -5), & M 1tby inst, ( M mx panel, 8 M stab trim, ( M rudder trim, & M 5)0. >&. Ehat can be checked if there is no !ot Eater in a specific -avI @;6@FF switch on the water heater located under the sink "release button on each side of the tilt door#. >.. 5an water be shutoff at the -avI yes? a shutoff valve is located behind each lav mirror "release button bottom inboard corner#. >/. EhatBs unusual about seats in rows (2 * &8I seats rigged to break aft due to bulkheads. +ax must use gray "heavy duty# seat belt extenders "if needed#. 76. *+,$- 2 2$@1%AFSM 1-/04 4,396& @/ 2,/25/& @? -,/ FO =.13. -3 >61:,-7 min 8%% gal water for flight. all & lav tanks empty. "experienced inflight return for both#. >>. Ehere is the H-east Aisk 9omb -ocationJI door /A. >4. !ow many +otable Eater tanks are on boardI &? pressuri=ed by the +;'0 system or a dedicated compressor. >7. Ehere does sink "lav * galley# drain water goI drains out through ( of 8 drain masts on the bottom of the A65. 4%. !ow does the toilet system flushI uses a vacuum pump on the ground and at low altitude, then uses cabin differential pressure. 4(. 5an we fly with an Anti 1kid valve inopI check the 3'-? yes, (6truck may be inop with the brake deactivated.

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48. :ou can not maintain pressuri=ation "or the fat lady is really stuck# because the toilet flush valve has failed @+';? what can be doneI manually close the flush valve with the manual T handle located <ust under the base of the toilet shroud. 4&. !ow may the 5abin 5all 5himes be disabledI select H)isable 5himeJ on the 5abin 5ontrol menu. All call chimes will be automatically enabled when on the ground.

EMERGENCY E'UIPMENT: In the cockpit? halon fire ext, crash ax, gloves, . smoke goggles, . life vests, ( +9', 8 escape ropes, emergency medical kit. ;ote? Also check for 8 extra rolls of printer paper "( cockpit, ( FA#. In the cabin? flashlights life vests +@9s / first aid kits 8 megaphones & !alon fire ext & water fire ext +9' life raft6slide 8 '-TLs every FA seat "(. total# every FA seat III (-, (A, 8,alley, &-, .A (-, .A (A, 8A, .A "!alon (8((# (-, 8A, .with each fire ext "total / each? only ( at door 8A# each door in rafts F (- * .A

'vacuation signal system? cockpit or FA panel? audio signal * lights. not installed at 5A-. ;ote? ;ote? ;ote? ;ote? +9' duration is (/ &% minutes. !alon fire ext duration is only 4 seconds of continuous use. Eater fire ext duration is &% ./ seconds of continuous use. 'mergency flashlight duration is . / hours of continuous use. - the base can be unscrewed * battery disconnected to conserve power.

Aaft 5apacity? ( -6A 8 -6A & -6A . -6A 2/ pax /> pax /( pax 2% pax Totals? 8&& "overload to 4(# "overload to >(# "overload to 2&# "overload to >/# 87% "going to be hard for 84& pax W crew of (7#.

;ote?

raft is at overload capacity when within 2J above waterline.

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FIRE DETECTION " PROTECTION (.

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Ehat bus powers the Fire )etectionI Fire +rotectionI the 9att bus powers fire detection "not available w6o battery bus power#. the !ot 9att bus powers the fire protection "squibs are available#. *+,$- 094- 3229. >3. $% ENG 3. APU F1./ +$.%1%:7 both loops "or the active loop if one loop is inop# must sense a fire. ;ote? @nly one loop is required for the A+0 if it is in the unattended mode. ;ote? If both loops are faulted, no fire detection capability exists. *+,$- 14 -,/ 1%&12$-13% 3> $ :33& 0$%9$6 F1./ T/4-7 aural fire bell, 7 red lights, * 8 'I5A1 messages "internal#. 7 A') cockpit lights? FE), AFT, A+0, 8 3 Earning, 8 Fuel 5ontrol -evers, 8 'ng Fire !andles. ext A+0 fire horn * A+0 Fire light. "intermittent car horn F + .% panel#. 'I5A1 A') msg GFire Test In +rogressG, followed by? 'I5A1 A') msg GFire Test +assG or GFire Test FailG ;ote? This also tests the Eheel Eell Fire system "no indication#. ;ote? The system auto tests itself and monitors itself for failures. ;ote? The test switch must be held, ;@T pushed and released. ;ote? !olding the Test button for more than 2% seconds will shutdown the A+0C *+,$- <166 ,$==/% 1> 3%/ 633= 8/%:1%/ APU 3. <,//6 </66; >$1647 system automatically excludes a failed loop * becomes a single loop system. ;ote? If both loops fail, the fire detection is lost for that system. Ehat is the indication of an actual -eft 'ngine Fire EarningI 8 3 Earning A') lights. 'I5A1 A') msg GFIA' ';, -J. cockpit aural fire bell. - Fuel 5ontrol A') light. - 'ng Fire 1witch A') light. - Fire 1witch lock released. *+,$- 3229.4 <,/% -,/ E%: F1./ S<1-2, 14 PULLED7 arms both fire bottle squibs. closes fuel control * spar valves. "0nlike most older 9oeings which only closed the spar valve with the handle#. closes eng bleed valve. trips the ,9 * ,5A "gen field#. closes the !:) eng driven pump supply valve. depressuri=es the !:) eng driven pump. removes power to the thrust rev isol valve. ;ote? If the fire doesnBt go out, discharge one bottle. Eait &% seconds? if the fire is still there, discharge the other bottle. "If both bottles blown, no protection for remaining engine#. ;ote? If the fire light goes @0T, test the system before assuming the fire is actually out. *+,16/ >1:,-1%: -,/ >1./ <,$- 14 $% 1%&12$-13% 3> -,/ >1./ :31%: 39-7 'I5A1 msg goes away. red lights go out "handle * fuel control#. ;ote? If the fire light goes @0T, test the system before assuming the fire is actually out. ;ote? 1ince cargo fire sensors are photo cells, expect the cargo fire light to remain @; for a long time. The cargo fire light could actually come @; again when a bottle is discharged, since the agent will act like smoke to the sensors. *+,$- &3/4 -,/ ENG (TL 1 DISCH 61:,- 0/$%7 bottle has been discharged "pressure in discharge tube# or bottle has -@E pressure.

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Y+,/% 14 -,/ E%: F1./ S<1-2, 8,$%&6/; 9%6325/&7 whenever a fire warning is activated or fuel control is in 50T@FF. may be released manually by pressing the override switch * pulling handle. ;ote? An overheat does ;@T unlock the fire switches.

1#. *+,$- 14 -,/ 1%&12$-13% 3> $% APU F1./ +$.%1%:7 'I5A1 A') msg GFIA' A+0G. A+0 auto shutdown. cockpit fire bell. 8 3 Earning lights. A+0 Fire 1witch A'). unlocks A+0 fire switch. ext A+0 fire horn * A+0 Fire light. "intermittent car horn F + .% panel# 11. *+,$- 3229.4 <,/% -,/ APU F1./ S<1-2, 14 =966/&7 shuts down the A+0 if the auto shutdown fails. closes A+0 fuel valve. closes A+0 bleed air valve. closes A+0 inlet door. ,5A "field# trips. arms the squib. 12. *+,/% <166 -,/ APU $9-3 4,9-&3<% >3. $ >1./ <$.%1%:7 both loops must detect a fire when the A+0 is HattendedJ. only one loop needs to detect a fire in the HunattendedJ mode "both engines @FF * not being started#. 13. *+,/% <166 -,/ APU $9-3D&142,$.:/ 1-4 @3--6/ >3. $ F1./ +$.%1%:7 when it is GunattendedG "on the ground * neither eng running or starting#. 14. *C$% ?39 >1:,- $% APU >1./ >.30 39-41&/ -,/ AAC7 yes? although in the HunattendedJ mode the A+0 will shutdown, arm the fire system, * discharge the bottle all by itself. at the + .% panel "behind the nose strut# the A+0 Fire 1hutdown button will shutdown the A+0, arm the squib, * silence the horn. the A+0 9ottle )ischarge button will discharge the bottle. other lights * controls? 9ottle Armed light, 9ottle )ischarged light, 3ain -anding ,ear )oor lts6switches, service * flt interphones, cockpit voice <ack, flt deck call button, 'mer 'xit light test, Eheel Eell light switch. 15. *H3< 0$%? >1./ @3--6/4 $./ -,/./ >3. -,/ ENG APU $%& CARGO7 ';, 8 bottles "total#, which may be used in either engine. A+0 ( bottle. 5AA,@ / bottles "8 smaller and & larger. ;ote? A 2th bottle will be added to obtain 'T@+1 8%> minute certification. 16. *+166 -,/ $9.$6 >1./ @/66 .1%: >3. $ 2$.:3 >1./7 yes 17. *+,$- 3229.4 <,/% ?39 >1:,- $ C$.:3 F1./7 ;ote? & =ones each with fans drawing air across the photo cell smoke detectors in each. "90-O is part of AFT# AA3 FE) or AFT "should only be used for FEA @A AFT, not both#. Arms the bottle squibs * flow valve "metering valve#. )I15!? / bottles "8 smaller bottles discharge immediatelyP & larger are fired at 8% minutes * then metered over time to maintain FAA required saturation ++3 concentration#. 9oth lower recirculation fans shut @FF. ")oes not effect 0pper fans#. Dent fans shut @FF. 5argo heat shuts @FF. +acks shift to a lower flow rate. A15+5s move outflow valves to match each other "in case of loss of ( system due to the heat#.

B777 Oral Review ORALSTUDY@AOL.com

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AFT * 90-O? turns @FF bulk cargo circulation fans. Turns @FF lav6galley vent fans. FE)? equipment cooling to @D'AAI)'. )I15! light comes @;? pressure sensed in discharge tubes ";@T bottle pressure#. ;ote? 1etting the -;) A-T to 4,%%% ft reduces airflow to the fire * reduces @8 as well. ;ote? If the plane is on the ground for the start of this, then only one additional large bottle will discharge at the 8% minute point "at the slow rate#. ;ote? If the plane lands prior to 8% minutes? only one additional bottle will dischargeP but it will discharge immediately upon landing "at the slow, metered rate#. ;ote? The system may be disarmed by pushing the AA3') switch a second time. ;ote? If both AFT * FE) are AA3') at the same time, the system will split the agent ";@T a good idea#. (4. Ehat are the & conditions for a failure of the 5argo )etection systemI all & =ones in a single compartment must fail, @A both control channels must fail, @A both smoke fans "used to move air across detectors# fail. ;ote? 5argo detection system has a total of . smoke detectors "8 fwd * 8 aft#, and & =ones per compartment. It draws air by fans across the smoke detectors. 19. *+,$- 2$94/4 $% E%: OC/.,/$- -3 $%%9%21$-/ 8" <,$- &3/4 1- 6335 615/;7 'I5A1 msg G@D'A!'AT ';, "-6A#G. dual loop "same loops as the fire system# * if both loops are operationalP both loops must overheat. 3 5aution * beeper. ;ote? There is no A+0 overheat feature of its dual fire loop system. 2#. *+,$- 2$94/4 $% $9.$6 F1./ (/66 -3 $2-9$-/7 engine, A+0, cargo, or wheel well fire. pressing the 3 Earning button silences the bell. 21. *+,$- 14 -,/ 1%&12$-13% " $2-13%4 ./H91./& >3. $ +,//6 +/66 F1./7 cockpit fire bell, 3 Earning, 'I5A1 msg. ;ote? -ower gear * leave it down "-A;)#, or if required by conditions, wait for 8% minutes AFT'A the 'I5A1 msg goes away * retract gear. ;ote? )ual loop fire detectors in the ceiling of the wheel wells. Eill ;@T respond to hot brakes alone. ;ote? 5ontinuous monitoring and auto testing circuits. ;ote? ;o extinguishing system. ;ote? :ou probably 5A;LT get a real wheel well fire msg . hours into the flight at altitude. "0se your <udgement# 88. Ehat is a GsquibGI a pyrotechnic device about the si=e of a felt marker cap which produces a pneumatic charge to blow open one "of perhaps several# ports on a fire bottle, sending the agent through a specific tube to a specific location. 23. *+,$- 14 $% 1%&12$-13% 3> $ L$C F1./7 'I5A1 msg G13@O' -ADAT@A:G. -av 5all light flashes over the -av door. aural FA alert in the lav * cabin. master call light at FA station. ;ote? To self test, press the button opposite end of the green power indicator light. This activates the aural * visual alarms, and auto resets. The center button silences the horn * suppresses all indicators. 8.. Ehen will a -av Fire 'xtinguisher dischargeI Automatically into the -av trash receptical F (>% degrees 5. ;ote? The extinguisher bottle is located behind the trash door "releases by red6gray lever at lower interior corner#.

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8/. Ehat is an indication of a previous -av FireI black indications "originally white dots# on the !eat 1trip located in each trash receptical "(,8,&, or . dots discolored#. silver metal color "itLs solder# of discharge tips on the extinguishing no==les "8#. ;ote? There is a single orange si=ed bottle under each -av sink compartment. ;ote? 'ach dot on the heat strip discolors at a different temp "(4%F, 8%%F, 8&%F, * 8/%F#. ;ote? The heat strip can be seen by pushing the trash flap down and looking at the interior wall panel. 82. Any other smoke detectors on boardI yep? crew rest compartment "'I5A1 msg#. 8>. 1cenario? you have an active cargo fire inflight * fire trucks are awaiting your return. :ou plan an emer evac on the runway. !ow is the fire department going to fight the fireI canBt get the fwd or aft cargo doors @+'; ",round !andling 9us only * A+0 will be shut down#. bulk cargo door will @+'; "itBs manual#. we donBt want power left @; the A65. +ower @FF insures that the +ax 'ntry )oor Flight -ocks are disabled. fire department can punch a hole in the side * fill the compartment with water. "they have a special probe for this#. 84. Ehat is the indication of a 5abin Interphone failureI msg on the 531 screen. 1elect alternate "5( ;orm6Alt button at door (-#. The system will then work in the Alternate mode, allowing up to 2 independent calls at a time. *GENERAL D PARAMETERS " LIMITS see 1ection ( of the current Flight 3anualC 3ax T6@ * -nd? W4.%%L 31W6 8N 1lope (/ Ots Tailwind .&,(%%L 8>% below 8/,%%%L 84%6.4. at * above 8/,%%% &4 kts demonstrated relief valve F 7.( psid T6@ or -nd F .(( psid 2/%,%%% 2.4,%%% .2%,%%% .&%,%%% armed prior to taxi with pax .4>6&&% "&&%OIA1 due to all composite tail# +lan on getting significant mach buffet at .42 * above.

3ax 5ruise Alt? Turb 1peed? 3ax Q wind? 3ax +;'0 )iff? 3ax Aamp Eeight 3ax Takeoff Eeight 3ax -anding Eeight 3ax ZFE )oors Dmo63mo ;ote?

B777 Oral Review ORALSTUDY@AOL.com


INHI(ITS: To quote 9oeing?

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Alerts are inhibited during part of the takeoff in order not to distract the crew. Alerts are also inhibited when they are operationally unnecessary or inappropriate. Alert messages, except for warnings and messages directly relevant to flight operations, are inhibited during engine start to eliminate nuisance messages. Alert messages are inhibited individually at other times, such as during the preflight and postflight or engine shutdown, when they are operationally unnecessary.

(. 8. &.

All associated "!:), '-'5, +;'0, A6T# 'I5A1 warnings inhibited after intentional engine shutdown with fire switch or fuel control. 5hecklist icons for amber 'I5A1 msgLs inhibited until after 9@T! eng started. ;ote? warning msg * checklists will appear anytime. 5onsolidated messages? 'ng 1hutdown !yd +ress 1ys -W5WA Fuel +ress 'ng -WA Eindow !eat )oors intentional shutdown pre6post flt G G G

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,round engine start until engine reaches idle or start is aborted. 1tatus que inhibited from eng start until &% min after rotation. inhibit cancels if AT@. *I%,1@1-4 &9.1%: TAO: 8TAO -,.94- 3% /1-,/. /%:1%/; comm alerts * chimes until .%%L AA or 8% sec after liftoff. "cabin alerts exempted#. AT@ cancels inhibit. +AQ entry doors from liftoff until 2% sec after landing. 3 Earn * 3 5aution inhibited at 4%kts until .%%L AA or 8% sec after liftoff. no lights or auralP but red6amber msg will appear. inhibit cnx during AT@ when U >/kts ground speed. Fire inhibits? D( to .%%L AA or 8/ seconds after D(. "red msg will display when fire sensed#. *TAO 23%>1:9.$-13%: inhibited V D(. IF activated U D(P then deactivated at D(. 'I5A1 msg displayed until (% sec after D(. -anding configuration? inhibited from rotation to 4%%L AA or (.% sec from gear retraction.

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1#. *AFTER GAS 2$=-9./ 3. :/$. &3<% 3. 6$%&1%: >6$=4: 1tatus cue, comm alert, or chimes * msg inhibited from 4%%L AA to >/kts. exception? cabin alert. 3 5aution light * aural inhibited from 8%%L AA to >/kts "ground speed#. exceptions? A6+, no auto -nd, 169 ext, A6T disc. msg will display when event occurs. ((. T5A1? inhibited by ,+E1 or Eindshear. Increase )escent voice inhibited U (./%AA. )escend voice inhibited U (%%%AA when descending * U (8%%AA when climbing. All resolution advisory voice alerts inhibited U ((%%AA when climbing * U 7%%AA when descending.

B777 Oral Review ORALSTUDY@AOL.com


GENERAL D APU SYSTEM YD/42.1@/ -,/ @$412 APU 4?4-/0.

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Allied1ignal &&( /%% A+0. 'T@+1 requires a successful start 77N of the time by the 8nd attempt. )ual 1pool Turbine, constant speed ;8. Dariable 1peed ;( to supply +;'0 demand. ;8 regulated by Fuel 5ontroller to maintain .%% != "no 51)#. (8% ODA generator. 1tart * @perate up to .&,(%%L. '-'5 pwr avail to max alt, .&,(%%L. +;'0 pwr avail to approx. 88,%%%L "+;'0 output deteriorates with altitude#. '-'5 has priority over +;'0 demands. )ual 1tarter motors? AT1 Air Turbine 1tarter has priority "normal if engines running#. '-'5 starter as a backup "used for normal start on receiving check#. ;ote? A+0 starter disengages at approx. /%N A+3. )edicated A+0 battery for start * A+0 control circuits "also backup for AAT deployment circuit#. uses shipLs batt for inlet door, fuel valve, * fire detection6protection. @FF? 5-@1'1 bleed isol valve, initiates normal cooldown6shutdown, * resets fault logic circuits. @;? @+';1 fuel valve * inlet doorP activates A5 or )5 fuel pumpP powers A+0 controller. 1TAAT? initiates automatic start sequence. FA0-T light? fault or fire is detected or auto shutdown. - illuminates briefly during A+0 controller self test "during start#. "'-'5# @;69lank? arms A+0 ,9 to 5-@1' automatically "should have been labeled HA0T@J#. @;6@FF? ,9 @+'; due to fault. ";@T external power applied#. 9lank6@FF? manually selected @FF ",9 @+';#. 1. *+,$- 49==61/4 >9/6 -3 -,/ APU &9.1%: 4-$.-7 -t forward A5 fuel pump if A5 is available "regardless of switch position#. a dedicated )5 fuel pump in the -t tank if only )5 is available "will also gravity feed on the ground#. Alternately? any -t fuel pump @; or any pump supplying the -t fuel manifold with pressure. ;ote? 9attery switch must be @; for startup on an unpowered A65. *H3< 2$% ?39 -/66 1> -,/ APU 14 ./$&? -3 49==6? ELEC =3</.7 'I5A1 msg GA+0 AunningG. ;@T by looking at the @; position of the button. "It should have been labeled HA0T@J#. *I4 -,/./ $% APU 2336 &3<% -10/7 yes? (%/ seconds after the A+0 automatically closes its bleed valve. "1everal malfunctions skip the cooldown#. 'I5A1 reads? GA+0 5ooldownG. ;ote? 5ooldown is cancelled * an 'I5A1 msg HA+0 1hutdownJ will appear for auto shutdowns due to? Attended? fire, inlet overtemp, overspeed "or loss of protection#, controller failure, or speed droop. 0nattended? all above W high ',T, high oil temp, low oil pressure, inlet door failure, no start, and hung start. *+,/% 4,396& -,/ APU NOT @/ 4-$.-/& $- ?39. $..1C$6 -3 -,/ AAC7 when U .%F donBt use the A+0 except for engine start "U 8% minutes#. "looking for a fix#. ;ote? Ice may form on the inlet door screen, break off * be ingested "cost a lot of [#. *+,$- &3/4 APU F$--/%&/&G C4. F9%$--/%&/&G 0/$%7 attended R engine"s# running or being started.

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Ehy does the A+0 FA0-T light come @; during startI momentarily? disagreement between fuel valve * switch position and, the A+0 is conducting an internal test. *+,? <396& -,/ APU FAULT 61:,- 230/ ON <1-, -,/ APU .9%%1%:7 high ',T, high oil temp, low oil pressure. ;ote? If unattended, these will result in an immediate auto shutdown "w6o cooling time#. *+,$- 3 1-/04 1% -,/ $9-3D4,9-&3<% 4?4-/0 <166 NOT 4,9-3>> -,/ APU 1%D>61:,-7 high ',T, high oil temp, low oil pressure. will result in an 'I5A1 msg to the crew. *+,/% 2$% -,/ APU @/ 94/& 1%D>61:,-7 electric in all flight altitudes ".&,(%%B#. pneumatic up to 88,%%%L.

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1#. *+,$- 2$% 4-$.- -,/ APU7 either of two starter motors? '-'5 * +;'0. ;ote? 9ecause of extreme cold soak this A+0 has '-'5 bearing * gearbox heaters to heat cold oil, as well as a heavy duty .% amp battery. The A+0 also uses a two stage compressor that is easier to start. ;ote? "(777# 5A-? The & A+0 oil heaters are being removed and returned to 9oeing for a [(%>O credit. These 569Bs have been collared in the '*' compartment. 11. *+,/% <166 -,/ APU $9-3D4-$.- 1%D>61:,- ./:$.&6/44 3> 4<1-2, =341-13%7 loss of both QF'A busses. "0sually associated with dual engine flameout#. ;ote? 3ay take up to 8 minutes to startup and power the - * A 3ain busses. ;ote? )onBt confuse this with the AAT deployment criteria. "I do all the timeC#. 12. *H3< 2$% ?39 STOP -,/ APU $>-/. 1- ,$4 A9-3DS-$.-/& <,16/ 1% -,/ OFF =341-13%7 position the switch to @;, then @FF. (&. !ow many packs should be used when powered by the A+0 on the groundI both packs? provides better cooling, overall quieter noise level on the ramp, * is equal in fuel to using <ust one pack. (.. Ehen is the starter * ignition normally shut offI automatically at approx. /%N ;8. (/. Ehat is the A+0 burn rateI 8%%pph airborne "'-'5# W 8./N fuel burn increase for inlet door @+';. /&/pph on the ground "+;'0 * '-'5#. (2. Ehen will the HA+0 @il KtyJ msg appearI when the A+0 oil quantity is U &./ qts. (>. Ehat effect does the Fire Test system have on the A+0I the A+0 will shutdown if the Test button is held for more than 2% seconds. "@nly takes / seconds W6 for a test#.

B777 Oral Review ORALSTUDY@AOL.com


GENERAL J MK INFORMATION C$@1% S/.C12/4:

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& +otable Eater Tanks "interconnected# M each (8% gallons "limited to (%7 gal with standpipes#. -, A, 5 M located behind the bulk cargo end wall. 1inks, coffee makers, * toilet flush "all potable water#. Eater runs in the aisle overhead panels "great place for a leak#. & Toilet Easte Tanks M Fwd * 3id (%% gal each "holds 4& gal waste each#, Aft at 4% gal "holds 2& gal waste#. All tanks located on -t sidewall of the bulk cargo compartment ";@T interconnected#. 8 vacuum blowers operate on the ground * below (2,%%%B when any flush switch activated. tanks are interconnected for vacuum purposes only. 0ses differential cabin pressure above (2,%%%B 31- "vacuum blower barometric switch#. Fwd lavs go to 3id * Aft tanksP 3id lavs go to all &P Aft lavs go to all & tanks. each lav goes to only one specific tank. Toilet @peration? (/ second flush cycle initiated by flush switch. ( second pause after flush cycle initiated. "I'. total of 8 seconds since flush#. Ainse valve @+'; for .> sec "4o= of potable water#. 8 seconds after flush cycle? flush valve opens for . sec. ;ote? ;ote? ;ote? ;ote? After 4 seconds "valve @+';# it considers itself <ammed * recycles the system with a dry flush. 3anual flush valve shutoff T handle is located below the toilet shroud "centered#. Flush control module "computer chip# 569 located to At side of toilet bowl "under shroud#. The logic module will ;@T flush if the related waste tank is full "R confirmation of a full waste tank#.

-av6Toilet notes "as if the rest of this isnBt enough#? If you get a lav tank full signalP wait. If several &- lavs are flushed at once, you will get a false signal. !8@ shutoff valve is located behind each mirror "release button located on the inboard lower corner#. Eater heater switch * drain valve are located under each sink "release by opening HtiltJ panel * pressing both panel catch levers#. 3anual toilet shutoff T handle centered below toilet bowl shroud. APU: A+3 ',T @il +ress @il Temp @il Kty Amber none 2/%degrees //psi (&/degrees ...qt Aed (%2.%N "normally (%%N ;8# >(%degrees &/psi (//degrees &.4qt

,enerator "is ;@T an I),# rated at (8% ODA. F1./ S?4-/0: 59rF& R !alon 8 cargo bottles "fired immediately# R /8./ lbs !alon each. & cargo bottles "metered# R >8.% lbs !alon each. soon to add a .th bottle to comply with 8%> min 'T@+1. ( squib per bottleP ( pressure sensor per bottle. "directs Fwd6Aft by separate in line squibs#. all bottles are located on the At wall of fwd cargo "behind curtain#. 8 engine bottles R 88 lbs !alon each. located At wall of fwd cargo also. 8 squibs per bottle "-6A engine#.

B777 Oral Review ORALSTUDY@AOL.com


ELECTRICAL SYSTEM YD/42.1@/ -,/ @$414 E6/2-.12$6 S?4-/0:

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& generators? 8 eng, ( A+0. "each rated at (8%ODA#. any 8 will handle the entire load. '-31 will load shed as needed when down to ( gen. I), integrates gen * 51) into single unit. same oil lubricating system. 69lank? I), oil press ok. 6)AID'? -@E oil pressure in the I),. possibly caused by I), not up to speed or disconnected. ,50? gen control unit controls? I),. "Integrated )rive ,enerator#. ,5A "field#. ,9 ",en 9reaker or ,en Aelay#. Automatically powers the 3ain busses. @;69lank? powering the main bus. @;6@FF? AA3') ",9 @+';#, but power is not available or gen failed6faulted. 9lank6@FF? manually switched @FF. opens ,9. also resets ",5A# fault circuitry for another try. 3ain busses power heavier loads, utility busses, ground service bus, plus the QF'A busses * bus tie "through 9T9#. QF'A busses power essential loads such as? inst * panel lights. 5A * F@ radios. 5TA pitot heat * eng probe heat. 9ackup gens provide backup power to the QF'A busses. "variable speed * frequency# W 8 +3,Bs per 960 gen. frequency controlled by 9ackup 5onverter "only one generator at a time#. @;69lank? AA3') to power the QF'A bus"s#. Automatically powers ( or both when? only one gen "or A+0# available. power to ( or 8 3ain busses lost. App mode selected for landing. "A QF'A bus# @;6@FF? AA3') ",9 @+';#, but power is not available or gen failed6faulted. 9lank6@FF? manually switched @FF. opens ,9. also resets ",5A# fault circuitry for another try. 9oth gens @;6@FF? "switches I; * engines running# backup converted has failed. 9T9 bus tie breaker6relays. A0T@69lank? relay 5-@1') "complete circuit# or AA3') to 5-@1' when? power fails to main bus. needed to supply both busses from a single source. A0T@6I1-;? relay locked @+'; due to fault sensing "auto opening of 9T9#. 9lank6I1-;? manually locked @+'; * isolated. "by pushing switch#. 1tandby +ower 1witch? @FF? 1tby A5 unpowered "static inverter @FF#. - inhibited inflight. A0T@? 1tby A5 will switch to 9att power "through 1tby inverter# if normal A5 is lost. 9AT? powers static inverter * 1tby A5 from 9att "if A5 power is @FF#. or this is a )5 1tby self test if the normal A5 power is @;. 1tandby A5 critical items? 5TA I-1, AA, -t marker beacon, -t transponder, -t D@A, eng ignitors. 1tandby )5 critical items? 5A * F@ inst * displays.

B777 Oral Review ORALSTUDY@AOL.com

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1tandby +ower busses? !ot 9att 9us powered by batt charger. backup main ships battery. 9attery 9us powered by 5A Flt Inst bus. backup AAT65( TA065A Flt Inst. backup !ot 9att bus. 5A Flight Inst 9us powered by - QF'A bus through 5( TA0. backup 9att bus. backup AAT65( TA0. F@ Flight Inst 9us powered by A QF'A bus through 58 TA0. backup 5A Flt Inst bus. backup AAT658 TA0. A5 1tby 9us powered by - QF'A bus. backup 9att bus61tandby Inverter. AAT? '-'56!:) twin blade, variable pitch, constant speed turbine "controls frequency#. >./ODA. deploys automatically in flight with loss of both QF'A busses, or loss of all & !:) system pressures, or loss of both engines * 5 !:) pressure -@E. may also be deployed manually "switch# in flight or on the ground "spring loaded to deploy#. priority given to !:) pressure for 5 flight controls. when deployed, powers 5( * 58 TA0s. AAT65( TA065A Flt Inst bus69att bus61tby Inverter6 1tby A5 bus. AAT658 TA06F@ Flt Inst. ;ote? If electric load shedding of the AAT is required * if 9att is supplying powerP then <ust powers F@ Flt Inst. 0;-O)? not fully 0+ * -@5O'). +A'11? !:) pressure is normal to 5TA flight controls. ;ote? ;ormal inflight gen loads average &% .%N for each main generator. 1. *(.1/>6? &/42.1@/ -,/ 4,1=L4 =3</. 439.2/4. / main power sourcesP 8 backup power sourcesP * 8 standby power sources? 3ain? - * A I),, A+0, pri ext, sec ext. 9ackup? - * A backup generators. 1tandby? AAT * main battery. Ehat are the main items on the !ot 9att busI ';, * A+0 fire ext "fire protection, not alerting#. A)IA0. AAT deployment circuit. Ehat critical items are on the 3ain 9att busI 1tby power system. 5aptLs displays. - AI31. fire detection "eng, A+0, cargo, wheel well#. A+0 )65 pump, fuel valve, * inlet doors. Ehat items are on the ,round 1ervice busI 8 battery chargers "ship * A+0#. toilet flush controls, - fwd A5 fuel pump, cabin lights * outlets. *+,/% ?39 -9.% -,/ @$--/.? 4<1-2, ON 8236& AAC; <396& ?39 /I=/2- -3 4// -,/ @$--/.? @94 1-/04 =3</./&7 no? there is a power up logic which is different than power down. only a few lights will be displayed during power up "brake source * -6A gen @FF lights#. ;ote? ,ood reason never to turn the battery switch @FF while in flight.

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Ehat items will operate on 1tandby +ower. 0pper 'I5A1 5A+T +F) * ;) "+F) may take up to & minutes to display# AAT 0nlock switch6-ight 1tandby Attitude "3ay take up to & minutes to display# - M F35 - M D!F - M D@A "audio# 5 M I-1 "audio# Flight Interphone +AQ Address )5 Fuel +ump 'mergency -ights "separate power# FE)6AFT @utflow M 3A; *H3< 0$%? :/%/.$-3.4 <166 1- -$5/ -3 ,$%&6/ ALL ELEC &/0$%&47 8 gens are required to prevent load shedding during normal inflight demands. Ehat is an I),I a combination of a 51) and A5 generator. *+,$- /I-/.%$6 =3</. 439.2/4 $./ $C$16$@6/7 primary external "forward plug in the box#, and secondary external.

7. 4. 9.

(%. Ehy are electrical demand so high on the 9>>>I the F9E electrical demands, pax entertainment system, * large ovens require more amps than previous aircraft. ;ote? The pax entertainment system draws up to 88ODA "some previous 9oeingLs drew only (.ODA for all their systems#. 11. *+,$- 14 63$&D4,/&&1%:7 when there is not enough '-'5 supply "less than 8 gens#, the '-31 will shed non essential components. load shed order is? galley * chillers, - * A utility busses "+ax ent * recirc fans#. ;ote? @ne or both 5tr fuel pumps shed when down to one generator. "As well as many other items#. ;ote? H-oad 1hedJ will appear on the '-'5 synoptic page when shedding occurs. 12. *+,/% <166 -,/ IDG $9-30$-12$66? &1423%%/2-7 high oil T'3+ "which we canLt read#. I), )AID' light comes @; confirming a disconnect. 13. *H3< &3 ?39 0$%9$66? &1423%%/2- $% IDG7 push * hold guarded )AID' ")I15# button for ( second. eng must be running for a successful disconnect. can only be reset on the ground by 3Q "takes about / minutes, engine shutdown#. (.. Ehat will happen with loss of both I), generators in flightI "9ackup ,enerators ok#. A+0 should be started and used to power both main busses. one backup gen will cover both QF'A busses. ;ote? @nly ( backup gen may power the 9ackup 5onverter "frequency controller# at a time. 15. *+,$- <166 =3</. $ KFER @94 <1-, -,/ 6344 3> 1-4 ./4=/2-1C/ 0$1% @947 backup gen through the backup converter "backed up by the other backup gen#. 16. *+,/% &3/4 -,/ S-@? 1%C/.-/. 3=/.$-/ 1% AUTO7 powers the 1tby A5 bus when - QF'A is unpowered. ;ote? +owered by battery bus or AAT. 17. *H3< 2$% ?39 -/66 -,$- -,/ RAT ,$4 63$& 4,/& $66 ELEC 39-=9- 1% >$C3. 3> HYD =./449./7 8$44901%: ($-- " RAT =3</.;. F@ instruments will blank out.

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18. *+,$- <166 ,$==/% <166 6344 3> $66 4 :/%4 1%D>61:,-7 81./. 6344 3> @3-, KFER @944/4;. A+0 will auto start * eventually cover both main busses. !ot 9att bus will temporarily cover batt bus65A flt inst6* 1tby inverter61tby A5. AAT will auto deploy * then cover 5( * 58 TA0. ;ote? AAT may take up to .% seconds to power the bus. "F@ displays may take up to /% seconds#. 19. *H3< 14 -,/ F(+ 8F6? (? +1./; 4?4-/0 =3</./&7 each backup gen has 8 permanent magnet generators "+3,# on the drive shaft. each supplies power to a F5)5 bus "total of . +3,Ls two of which cover the 5 system#. 8%. Ehat powers the F5)5 bussesI "Flight 5ontrol )5# - F5)5? normally M -( +3,. (st backup - )5 bus. 8nd backup hot 9att bus. A F5)5? normally M A( +3,. only backup A )5 bus.

5TA F5)5? normally M -8 * A8 +3,s. (st backup 5A * F@ Inst bus. 8nd backup hot 9att bus. ;ote? dedicated one minute batteries cover interruption during pwr transfer.

21. *H3< $./ $&/H9$-/ C36-4 >./H4 " =,$4/ 1%&12$-/& @/>3./ 941%: EI- P3</.7 'QT +EA ADAI- light indicates that the power is available * usable. 22. *O% $ 236& AAC: 4/6/2-1%: P.10$.? EKT P+R <166 &3 <,$-7 connects primary ext to both main busses. ;ote? 1ome load shedding will occur. 23. *+,$- 4?4-/04 0$? S/23%&$.? EKT P+R @/ 23%%/2-/& -37 either -6A 3ain through the bus tie relays. ;ote? ;ormally secondary powers the - 3ain * primary powers the A 3ain bus. ;ote? 'xt power can never be paralleled with itself or any other source "it doesnLt have a 51) to regulate * parallel freqs#. 24. *+1-, @3-, P.10$.? " S/23%&$.? EI- P<. ON <,$- 14 =3</./& " <,$- <166 -,/ =$%/6 1%&12$-13%4 @/7 primary ext will power A 3ain * A QF'A. secondary will power - 3ain * - QF'A. the A 901 TI' will be in I1-;. 25. *I> -,/ APU 14 %3< 4-$.-/& <,$- <166 1-4 :/% &3 81> $%?-,1%:;7 once coming up to speedP the A+0 gen will take over the - 3ain * replace secondary ext "which switches back to ADAI-#. 26. *C$% -,/ 4/23%&$.? /I- ./=6$2/ -,/ APU 3% -,/ L M$1% 3%2/ -,/ APU ,$4 4-$.-/&7 yes? the bus tie priority is whichever is placed on it last. 27. *+,$- ,$==/%4 <,/% -,/ L- E%:1%/ 14 4-$.-/&7 gen breaker closes automatically when volts6freqs ok. kicks primary * secondary @FF "if still engaged#. powers both 3ain busses. ;ote? If the A+0 is running, the A+0 will reassume control of the A 3ain in a few seconds * the - 901 TI' relay will @+';. 84. *+,$- 14 -,/ =.13.1-? 3> -,/ (T( 8(94 T1/ (./$5/.; 1% AUTO7 "Inflight, no 'xt +wr#. will @+'; or 5-@1' the 9T9 "relay# to allow the 3ain bus to be powered in the following order? ( associated eng gen. 8 A+0 gen. & opposite eng gen.

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29. *+,/%A,3< 14 -,/ G.39%& H$%&61%: @94 =3</./&7 automatically, through primary ext or A+0. primary ext has priority. only powered on the ground. ;ote? +owers cargo doors, cargo lights, * 3Q access lights. &%. Y+,/%A,3< 14 -,/ G.39%& S/.C12/ @94 =3</./&7 normally powered by the A 3ain. can be powered alone "and leave cockpit unpowered# by either A+0 or primary ext power. use switch at 8- to turn on ground service bus. ;ote? +owers cabin lights, outlets, -t fwd fuel pump "for A+0#, main batt charger, * A+0 batt charger. 31. *+,/./ 14 -,/ G.39%& S/.C12/ 4<1-2, 632$-/&7 on the F6A panel by door 8-. &8. Ehat main items are on the 0tility 9usI fwd galley heater, chiller boost fan, foot * shoulder heaters, door area heaters, lav water heaters, * shaver outlets. ;ote? According to 9oeing? the recirculation fans * +AQ entertainment system are on the main busses. &&. Ehat are the primary uses of )5 powerI +F), ;), ,+1, A)IA0. "also F5)5 busses through the +3,s#. 34. *+,$- 14 -,/ 439.2/ 3> DC =3</.7 A+0 batt? A+0 start * A+0 control circuits. 3ain batt? backup for critical items. . TA0Ls managed by '-31? which are powered from -6A QF'A busses. - QF'A? - TA0 - 3ain )5 5( TA0 5A Flt Inst A QF'A? 58 TA0 F@ Flt Inst A TA0 A 3ain )5 8ea - * 8ea A +3,Ls power -, 5, A +1As and their F5)5 busses. 35. *+,$- 23%-.364 &3 ?39 ,$C/ 3C/. -,/ DC 4?4-/07 noneP it is all automatic. ;ote? Eith a TA0 failure? the - * A 3ain )5 tie together ")5 tie relay# * the 5A * F@ inst buses tie together "another )5 tie relay#. 36. *+,$- =3</.4 -,/ AAP %3.0$66? $%& &9.1%: $9-36$%&7 normally? -t A6+ - 3ain. At * 5TA A 3ain. autoland? At A6+ switches to the A QF'A bus which switches its power source to the A 9ackup gen. 37. *A>-/. >61:,- 1> -,/ APU 14 NOT 4-$.-/& <,$- <166 3229. <,/% P.10$.? EI- 14 4/6/2-/&7 both ,9Ls open * primary ext powers both 3ain busses. &4. !ow long should a popped 59 be allowed to coolI there is no limit, however? many scenarios involve computers and it is suggested that any 59 "popped or pulled# be left out for several minutes "&W# prior to resetting.

B777 Oral Review ORALSTUDY@AOL.com ELEC MX INFORMATION


Aatings? - * A I),Bs A+0 ,en +ri 'xt 1ec 'xt 9ackup ,enBs AAT 9attery "shipBs#

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(8% ODA "max# (8% ODA "max# 7% ODA 7% ODA 8% ODA >./ ODA .> Amp !our

+anels?

3ain * backup power sources go to the -,A or Aux power panels. these panels directly supply power for 8/ amp "or greater# circuits. these panels also supply +ower 3anagement +anels * ,round 1ervice * ,round !andling panels. all circuits of U 8/ amps. 8 independent +ower 5hannels? -eft 9usses - 3ain A5 - M 0tility - M QF'A - M )5 1tby A5 5A Flt Inst 9attery 9us "S(# 9attery 9us S8 - M F5)5 M +1ABs Aight 9usses A M 3ain A5 A M 0tility A M QF'A A M )5 F@ Flt Inst ,nd 1ervice A+0 9attery !ot 9attery bus A M F5)5 M +1ABs

9atteries?

3ain "shipBs# battery in the '*' compartment. A+0 battery <ust aft of bulk cargo door. 9attery switch connects the !ot 9att 9us to 9attery 9us S 8.

!eat 'xchangers? 'ng6I), fuel6oil heat exchanger. 'ng69.0. ,en oil6oil heat exchanger. I), * 9.0.,en air6oil heat exchanger. I),? )rive disconnect switch R 8 piece I), input shaft moves apart with spring loaded mechanism. - reset ring resets the disconnect "on gnd, eng shutdown#. - auto disconnect if oil overtemp? thermal plug melts * operates disconnect mechanism "no reset#. - manual disconnect switch is AA3') with fuel cutoff in A0;. ,50 controls the trim coil to control A+3 "frequency# and matches freqBs during no break power transfers.

+3, * 9ackup ,en? ( +3, supplies the field power for the 9.0. ,en. 9oth +3,s supply power for the +1As. 9ackup gen will auto trip for high oil temp "V8%5#.

B777 Oral Review ORALSTUDY@AOL.com


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+owered from either the AAT or 9attery if the - QF'A bus loses power. 9us needing +ower 5A Flt Inst bus F@ Flt Inst bus 9att bus 9att bus S8 !ot 9att bus 1tatic Inverter A5 1tby bus ;ote? If AAT )eployed 9us is +owered 9y? AAT6TA 5( AAT6TA 58 5A Flt Inst bus 5A Flt Inst bus 9att bus 9att bus 1tatic Inverter If 9attery @nly 9us is +owered 9y? 9att bus unpowered !ot 9att bus 5A Flt Inst bus 1hipBs 9attery 9att bus 1tatic Inverter

1tatic Inverter operates only when? - QF'A bus U 4% volts, Autoland isolation, or )561tby self test.

AAT?

>./ ODA, & phase, A5 generator, ((/v, powers? TA 5( * TA 58 only. 8 +3,s, exciter, main gen, 8 heaters "prevents gen icing#, ,50, * voltage regulator. frequency governed by variable pitch prop "&78h= to .(%h=#. )eploys automatically when? both Q F'A busses are unpowered V (/ seconds "inflight#. or loss of all & !:) system pressures "inflight#. - or loss of both engines and -@E pressure in the 5 !:) system "inflight#.

FAA 'mergency Aule M (867677? special checks required for backup generators "8 failed in (777 causing engine shutdowns#. -ooking for low oil pressure or sheared shaft. Aeplacing both backup gens requires test flight or domestic flight. 9ars same mechanic from working on both gens. ;ote? ;ote? 'ngine generators have a 2 M (8 second delay for power up from the time the engine passes /.N ;8. Following engine start, the 90 ,en will power its own Transfer 9us for 8% seconds, then the 3ain 9us takes over.

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YD/42.1@/ -,/ @$412 H?&.$9612 S?4-/0: 8 ')+ "'ngine )riven primary +umps# -6A. 8 '-'5 )emand pumps M -6A. operate automatically when low pressure sensed at the primary pump. 8 '-'5 +rimary pumps M 5( * 58. 8 A)+ "Air )emand +umps# M 5( * 58. ( or 8 operate as needed. "9oth operate for T6@, gear retraction, and autoslat operation#. ;ote? The engine driven * air driven !:) pumps are high load6volume * are identical * interchangeable. The '-'5 pumps are low load6volume * are interchangeable with themselves. AAT backup for the 5 system pressure to the 5 system Flt 5ontrols only. -eft !:) powers? - Aeverser partial Flt 5ont Audder Aight !:) powers? A Aeverser partial Flt 5ont Audder ;ormal 9rakes * Accumulator

5enter !:) powers? ;ose wheel steering 3ain gear steering Alternate6Aeserve brakes Flaps61lats -anding ,ear partial Flt 5ont Audder ;ote? ;ote? ;ote?

Any one system will provide enough Flt 5ontrols for safe flight. 'very +rimary Flt 5ontrol "aileron, flaperon, elevator# is powered by 8 systems "rudder R &#. 1poilers are always controlled symmetrically "system losses will ;@T cause asymmetric roll#. Alt6Aes 9rakes is only one system defined by? A-T? Alternate or backup brakes. "no accumulator#. A'1? uses Aeserve fluid "below standpipe level# in the 5 !:) reservoir. Alternate gear uses a dedicated '-'56!:) pump and separate trapped fluid to operate.

All +rimary +umps? @;69lank? pump is operating * supplying pressure. @;6FA0-T? -@ pump pressure or !I pump fluid temp. 9lank6FA0-T? manually selected @FF. All )emand +umps? @FF? manually selected @FF. A0T@? @; when system *6or primary pump output is -@E, or when control logic anticipates a large demand. "@therwise, itBs @FF "'-'5# or depressuri=ed "AIA#. @;? the pump runs continuously. "'xception 5( * 58? if both selected @;, only 5( will operate#. FA0-T? -@ pump pressure, or !I pump fluid temp, or manually selected @FF. AAT? pushing deploys the AAT. +A'11? AAT is deployed * 5 !:) Flt 5ont pressure is V (/%%psi. 0;-O)? AAT is not is the stowed position. (. Ehat does AF, -@, * @F mean on the 1TAT displayI refill, low, * overfilled. "@F * AF inhibited in flt#. "call 3Q for all & conditions#. ;ote? (.% R (%%N. Aefill is annunciated at >/N ".>/#, -@ at .%N, and @F at (8%N.

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*+,/% &3/4 -,/ =./449./ 8=41; -9.% AM(ER >3. $ HYD 4?4-/07 when the pressure is -@ "below (8%%psi#. *+,$- D/0$%& P90=4 230/ 3% 1% $%-121=$-13% 3> ,1:, HYD 63$&4 <,/% -,/ 4/6/2-3. 14 1% AUTO7 A demand pump @; anytime on the ground * until after T6@ "brake sys#. both 5 A)+ demand pumps are @; from T6@ roll to gear retraction. "Also autoslat operation#. both - * A demand pumps are @; for T6@ * landing. one 5 A)+ demand pump @; when extending the gear. Ehere is the pump Fluid Temp "FA0-T light# sensedI case drain fluid of the pump in the return line of the case "cooling fluid that circulates around each pump#. *+,$- <166 $ =90= FAULT 61:,- 230/ ON >3.7 -@E pump output pressure, or !I case drain fluid temp, or pump selected @FF. Ehat will occur with a 5 !:) leakI quantity decreases to % "Rmain standpipe level#. 9oth 5( isol valves close. Isolates 5( primary pump to A-T;6A'1 brakes. reserve fluid available to alt6res brakes, nose gear actuation, * nose gear steering only. - isol valve will @+'; when gear is extending * after landing U 2%kts. *+,? 14 -,/ R D/0$%& =90= -9.%/& ON >1.4- " OFF 6$4-7 !:) fluid can transfer into the right system if the 5 is pressuri=ed ( st. "Through the brake system shuttle valve#. *H3< 2$% -,/ RAT @/ 4-3</&7 canBt be stowed inflt. The twin bladed prop is unfaired when deployed * wonBt fit back into the hole until it is manually aligned, pushed up, * door closed. *+,$- 14 -,/ =90= =.13.1-? >3. -,/ C1 " C2 &/0$%& =90=47 in A0T@? 5( will operate first, unless both are needed. "both used for gear retraction#. if both in @;? only the 5( will operate regardless of demand.

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1#. *D9.1%: -,/ (/>3./ S-$.- C,/25614- ?39 %3-12/ -,/ C2 P.10$.? P90= FAULT 61:,- 14 ON. +,$- 14 <.3%:7 nothing? the '-31 loadsheds this pump when 'xt +wr is removed. ((. Are the reservoirs pressuri=edI yes? they are pressuri=ed by the +;'0 system to prevent foaming. 12. *+,$- 14 -,/ RAT7 Aam Air Turbine which can supply back up !:) * '-'5. !:) power for 5 system flight controls. !:) has priority over '-'5. '-'5 power for TA0Bs 5( * 58. ;ote? Eill load shed TA0 5( as needed "powering 5A Flt I;1T bus# when batt bus is available. Total '-'5 load shedding will include TA0 58 if required. 13. *+,/% &3/4 -,/ RAT &/=63? 81%>61:,-;7 automatically with loss of all & !:) system pressures. or automatically with loss of both Q F'A busses. or automatically with loss of both engines and -@E pressure in the 5 !:) system. or manually by pressing the AAT button "!:) panel#. ;ote? the AAT EI-- deploy on the ground manually "not a good idea#. 14. *+,$- 14 -,/ =.13.1-? 3> -,/ RAT =3</.7 !:) has the priority over '-'5.

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15. *H3< 2$% ?39 -/66 1> -,/ RAT 14 &/=63?/& 8$1. 3. :.39%&;7 0;-O light on the AAT button "!:) panel#. noise * vibration from its operation in flight "go visit the cabin at door &A#. (2. !ow is manually turning an 'ngine driven !:) pump @FF different than what occurs when the Fire 1witch is pulled. @FF R depressuri=es the pump "HfeathersJ the squash plate#, but the pump still is turning and receiving cooling case drain fluid. Fire switch depressuri=es the pump "as above# A;) closes the pumpBs supply valve resulting in ;@ cooling fluid to the pump, * it is still turning. The pump will rapidly deteriorate, and restoring the pump at a later time might introduce metal shavings into the !:) system "not a good thing for an all !:) flight control system#. (>. Ehy might an engine reverser ;@T deploy successfully after the loss of its 'ngine )riven "primary# !:) pumpI the '-'5 demand pump may not have the power "volume# to @+'; the reverser sleeve.

HYDRAULIC D GEAR " (RA)ES YD/42.1@/ -,/ @$412 G/$. $%& (.$5/ S?4-/0: 2/%,%%% lb. (. wheelerC Aft pair of wheels are steerable after (& degrees of tiller movement. "Turns opposite direction to the turn#. shorter turning radius than the )5(%. 3ains tilt for retraction * then again after extension. Aet? allows the gear to fit into the wing root. 'xt? makes for a great touchdown * less shock on the strut. "Hun tiltedJ also used for some Hon groundJ signals#. 5arbon brakes which operate efficiently at high speeds * high temps. "thanks 9.F. ,oodrichC#. ;ose wheel steering? > degrees rudder pedals, * >% degrees on the tiller. 5 !:) extends * retracts the gear? ";ormal gear6door sequencing#. 'QT? !:) pressure unlocks uplocksP then gear free falls w6o assistanceP then !:) retracts doors. A'T? !:) pressure retracts the gear * doors. "3echanical uplocks#. "@FF after retraction#. Autobrakes? AT@? on the ground only. 3aximum "full &%%%psi# braking. armed at V 4/kts * activated by both throttles returning to idle. )isarms to @FF after T6@. )I1AA3? either throttle advanced, or speed brake lever returned to forward position, or pushing either brake pedal. auto disarmed with an A91 malfunction6fault, or loss of inertial data "A)IA0#, or loss of normal !:) 9rake pressure, or manually switched to )I1AA3. ( * 8? deceleration rate after timed delay on landing. & * .? deceleration rate with no timed delay. 3AQ? still a deceleration rate ";@T max braking like AT@#. ( M 3AQ? applied after main wheel spinup A;) throttles in I)-'. all -;) modes release some "or all# pressure when high levels of reverse is used. ;ote? If 3AQ brakes is selected, the system will give -evel . until U (% degrees of pitch "i.e. nose on rwy#, then increases to 3AQ deceleration rate. ;ote? ;ote? The AT@ test of the >>> was conducted F 2&8,/%%S, brakes worn to replacement value, V8%%OIA1. Aesults? the >>> stopped in (,.%% feet and stood for / minutes without a fire. 1ix wheel bogie spreads weight with same pavement loading as )5 (% &%. /%N less parts than )5(% "no center gear#. Allows 9>>> to be stretched to the >>> &%% without adding additional gear. -argest main gear ever developed for commercial airline use.

(. Y+,$- 14 ,$==/%1%: <,/% -,/ :/$. $%%9%21$-3. 3% -,/ EICAS 14 $ @3I <1-, 46$4,/47 the gear is in transit.

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* H3< &3/4 -,/ ALTN GEAR /I-/%413% <3.57 push * hold the switch V ( second. an independent dedicated '-'56!:) pump uses trapped 5 fluid to unlock the uplocks. gear free falls to down * locked "over center locks# without gear6door sequencing. gear doors remain down "clear the rwy by (8W6 inches#. operates regardless of gear handle position. *M$? -,/ :/$. @/ ./-.$2-/& $>-/. ALTN GEAR /I-/%413%7 yes? with normal 5 !:) pressure, the gear can be retracted * restored to normal operation by placing the gear handle )@E; * then back to 0+. *+,$- 1-/04 $./ 1% -,/ C HYD FR/4/.C/G 4?4-/07 A-T6A'1 brakes, nose gear actuation, * nose wheel steering. *C$% -,/ 0$1% :/$. @/ 4-//./&7 yes? aft axle can be steered up to 4 degrees. "unlocks and progressively turns after (& degrees of tiller steering#. reduces turn radius * scrubbing. ;ote? Audder pedal steering has no effect on the main gear "only turns the nose wheel > degrees#. *+,$- ,$4 3229../& 8" <,$- 4,396& @/ &3%/; 1> -,/ EICAS 04: M$1% G/$. S-//.1%: $==/$.47 the aft steerable gear have not locked out for takeoff. taxi forward "straight# / (% feet to straighten * lockout the main gear steering for T6@. )oes the main gear bogie tiltI yes? (& degree nose up attitude after T6@ * for -anding. / degree nose up set during gear retraction for storage. *+,$- $./ -,/ :/$. 6101-47 8>%6.48m for all configurations * all modes.

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7.

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1#. *+,$- ,36&4 -,/ :/$. 1% -,/ UP =341-13%7 mechanical uplocks. @nce 0+ and -@5O'), the gear and doors are depressuri=ed. 11. *+,$- &.1C/4 -,/ :/$. -3 -,/ DO+N $%& LOC)ED =341-13%7 !:) pressure 0;-@5Os the uplocks, then the gear gravity falls to the )@E; and -@5O') position. Then doors close with !:) pressure. (8. !ow are the tires numberedI (,8 &,. /,2 >,4 7,(% ((,(8 (&. Ehat antiskid protection is providedI applied in all modes? individual wheels in normal * accumulator only modes. Alt6Aes? (*/, 8*2, &*>, .*4, S7 (8 are all individually applied. 14. *+,$- 2325=1- 1%&12$-13%4 3> -1./ =./449./ $./ $C$16$@6/7 tire pressures are read on the ,ear 1ynoptic page. Ehite R normal. Amber R -@ press between paired tires or a pressure that deviates !I or -@E from the average. ;ote? HTire +ressJ msg means ( or more press above or below norm, or excessive +1I) between tires on the same axle.

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(/. Ehat does a 9rake Temp of &.2 meanI &.2 on a scale of % M 7.7. F &.%? the hottest brake on each truck will be displayed as solid white. F /.% the brake temp display will turn amber. ;ote? From & M ..7 index? cool from &% M >% minutes. From / 2./ index? caution =one "wait ( hour * recheck#. From V 2./ index? fuse plug melt =one "roll the trucks#. (2. Ehat are the exterior indications of the parking * brake system for the tow driverI amber? +arking 9rake light "parking brake lever position only, not an indication of pressure#. red? 9rakes 1'T light "pressure to brakes#. blue? 9rakes @FF light "no pressure to brakes#. (>. 5an the +arking 9rake be set without normal '-'5 powerI the lever will set, but the brake valve will not set "it all appears to be normal#C ;ote? EAA;I;,? this is similar to how 5A- parked a )5 (% on top of a house in ,uam. The brakes wonBt setC 18. *+,/% &3/4 -,/ CAL4 (.$5/ S39.2/ 61:,- 230/ ON7 loss of pressure in both A * 5 !:) systems. accumulator may be used to stop or set brakes. "Assuming V (%%% psi on gauge#. (7. *+,$- &3/4 $% $229096$-3. ./$&1%: 3> 1 ### 0/$%7 "+recharge#. ;@ pressure left to stop or set brakesC 3ust be V amber band to properly set brakes. "the lever will set, but no brakes#. the accumulator is read on the precharge side, Hair sideJ. Ehen brakes are pumped down, the gauge reads accumulator air pressure only. ;ote? If the accumulator reads U (,%%%S, notify mx. "bad precharge#. ;ote? If the brake pressure Hbleeds downJ w6o pumps running, notify mx. "leaking check valve#. mx has a time vs. pressure scaleP but if you see it moving$. itBs too much. 8%. Ehat does the 'I5A1 9AAO' msg meanI mx has deactivated one or more brakes. 8(. Eill the ;ose ,ear -anding6Taxi lights remain @; following gear retractionI "switch in @;#. no? they will automatically go @FF. 88. !ow are the wheels stopped during ,ear AetractionI mains? automatic braking through the antiskid system. nose? scrubber "brake cleats# at the top of the nose gear compartment. 8&. Ehat is the 9rake Aelease 1ystemI U ./ ktsP the antiskid system releases the brakes of ( pair of wheels on each truck "sequenced to another set after each brake application#. reduces brake wear and braking sensitivity at low speeds. all brakes are applied with heavy braking, or the parking brake being set. 24. *+,/% 14 -,/ EICAS G/$. P341-13% I%&12$-3. 1% C1/<7 anytime the gear is not 0+ and -@5O') "similar to the flap position indicator#.

B777 Oral Review ORALSTUDY@AOL.com


HYDRAULIC MK INFORMATION

FINAL RE ISION

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;ormal system pressure? &,%%%psi. +ump pressure regulated to? &,%%%psi W8%% 6 (%%. 9rake system precharge? (,%%%psi W6 8%% ;ote? 9rake pressure must not decay V 8%%psi in / minutes. Indicating 1ystem? 4 pump pressure transducers "in the pressure lines#. 4 pump temp transducers "in the case drain lines#. & system pressure transducers "down stream of pumps#. & reservoir pressure switches "in +;'0 lines to the reservoirs#. & reservoir temp transducers "in the reservoir#. & reservoir quantity transmitters "in the reservoir#. 1ensors send data to !:)I3 cards ". each#, which transmit to AI31. !:)I3 cards also control the fault lights and the AAT lights on the !:)6AAT +anel "through the -6A AAI;5 287 9usses#. Aeservoir and 1ystem +ressure? -6A reservoirs are located in each respective engine strut. 5 reservoir is on the aft bulkhead of the At wheel well. Abnormals? -ow +ressures? Aeservoir +recharge 8(psi 'I5A1 msg "resets at 8/psi# !:) 1ystem (8%%psi 'I5A1 msg A53+ (8%%psi 'I5A1 msg W FA0-T light A)+ * ')+ (4%%psi H H H ;ote? +ump -@E pressure does not produce an 'I5A1 msg if the system pressure is also -@E. ;ote? ')+ -@E pressure msg is inhibited if the engine is below idle. @verheat? +umps Aeservoir (%/5 none 'I5A1 msg W FA0-T light "resets at >/5# 3Q !:) page shows actual temp.

3Q 5aution? H)o not operate the !:) pumps after the temp on 'I5A1 is V (%%5 "8(8F#, or after pump FA0-T light comes @;. If you continue to operate the pumps, the !:) fluid can become too hot.J ;ote? !:) fluid is cooled by the -6A heat exchangers in the respective -6A main fuel tanks. 5 !:) cooling is in the A 3ain tank too. ;eeds .4%% S fuel in the -6A to cool the -6A !:) systemP and >&%%S fuel in the A Tank to cool the 5 !:) system. "(%%N# " .%N# " >/N# "(8%N#

Kuantities?

Full R -@ R AF R @F R ;ote? ;ote? ;ote?

(.%% %..% %.>/ (.8%

"resets at %..8# "inhibited inflight# "inhibited inflight#

%.%% R top of standpipe "still may have Aeserve 5 fluid#. Kuantity gauge located in the At wheel well. 0pper and lower sight gauges located in each strut "@9 access panel#, and on the 5 Aeservoir.

AAT "!:)#?

!:) pump attached to the back of the generator.

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HYD NOTES: ;ote? ;ote? ;ote?

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8 A)+s are located in the -t, aft wing6body fairing. !:) fluid can move between A * 5 systems with brakes being set, then released, if both systems are not equally pressuri=ed. If 5 !:) quantity is -@E V 2% OIA1 then? Alt6Aes brakes are isolated and powered by 5( "using reserve fluid#. ;ose gear actuation and nose gear steering are isolated. 1lat !:) operation is inhibited if ( engine is inop. ;ose gear actuation and steering are reconnected when U 2% OIA1P or 5 !:) +A'11 -@EP or gear handle )@E; and both engines running and both A)+s operative. !eavy braking with accumulator only could rapidly deplete the accumulator "antiskid could cycle / > times6sec on icy surfaces with heavy braking#. The accumulator is only good for & / brake applications. 9oeing says that the six wheel design provides better wet weather braking performance of the aft wheels. Aft wheels pass through the dried out path of the first 8 wheel sets. At normal landing weights, each degree of A91 setting "( .#, reduces landing roll approx. (%%%B "see chart in 1ec /#. 3ain * ;ose ,ear retract within (2 seconds " 8%%# and (4 seconds " &%%#. After gear retraction, 5 !:) quantity will increase slightly. Alternate gear will extend within &% seconds. Alt flap extension? 1lats M /4 secondsP Flaps M (2( seconds. Tail 1kid does not extend during alt gear extension.

;ote? ;ote? ;ote? ;ote? ;ote? ;ote? ;ote?

;ote " &%%#?

B777 Oral Review ORALSTUDY@AOL.com


FUEL SYSTEM YD/42.1@/ -,/ @$412 F9/6 S?4-/0:

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& Tanks? -t 2.O, 5TA (>..7O, and At 2.O. Total 5ap? &%8,7%%S. 8 1urge Tanks <ust @9 of mains "drain back into mains#. "vent pressure relief#. . 9oost +umps "86main tank#, 8 @verride6\ettison +umps "5tr#, 8 \ettison +umps "main tanks#. @;69lank? @; * producing pressure. @;6+A'11? selected @; but -@ pressure. 9lank69lank? - FE) only? A+0 commanded @; * producing pressure, but switch is @0T. 5TA pumps only? @FF * no pressure "lights inhibited in @FF#. 9lank6+A'11? switch @FF * no pressure. "main tank pumps only#. 8 5rossfeed Dalves? x feed fuel to engines ";@T to tanks#. 69lank? selected @+'; * valve @+';. 6DA-D'? selected @+'; * valve not in position. 9lank69lank? selected 5-@1') * valve 5-@1'). 9lank6DA-D'? selected 5-@1') * valve not in position. Automatic )5 pump for A+0 start in the - FE) tank. "If A5 is not available. Also a backup to - eng during dual engine failure#. Fuel \ettison 1ystem? controls manifold * no==les. AA369lank? AA3s system * no==les if in flight. - displays expanded fuel information on upper center panel. AA36FA0-T? fault in the <ettison system or system inop. ;@ZZ-' @;69lank? @; * @+';. 'ither switch turns @; both main <ettison pumps * @+';1 both 5TA <ettison isolation valves * @+';s the respective no==le. @;6DA-D'? selected @; * valve not in position. 9lank69lank? @FF65-@1'). 9lank6DA-D'? selected @FF * valve not in position. Fueling 1ystem? 8 single point receptacles on each wing. Fuel control panel on the left wing only. 1. 2. *+,$- 14 -,/ 01%1090 >9/6 -/0= $663</& 1%>61:,-7 W& degrees above the free=ing point of the fuel. *+,$- $2-13% 01:,- @/ -$5/% 1> 2634/ -3 -,/ 01% >9/6 -/0=7 8%3- 949$66? $ =.3@6/0 3% -,/ (777;. descent to lower6warmer altitude. increase mach S "1A >( here we come#. Ehat fuel temp limit would normally be seen on the 5)0 during preflight6initiali=ation of the F31I selected by 5A- to be &> degrees because \et A is M.% "W & degrees R &>#. "most conservative of all fuel#. Ehat happens to <et fuel as it approaches its free=ing pointI turns into <ello$ * becomes un pumpable. Ehat type of fuel probes are usedI ultrasonic sensors in the tanks to measure volume * mass. ;ote? A65 have experienced false tank readings due to harmonic vibrations from the engines. ;ote? FAA requires 3Q pages copied to logbook *6or data linked as supporting doc for a fuel indication problem. *+,$- 14 &3%/ <,/% -,/ FF9/6 L3< C/%-/.G EICAS 0/44$:/ 14 &14=6$?/&7 turn @FF the center tank pumps. the scavenge system will pump the remaining fuel into the main tanks when one main is below approx. 87,%%%S. assuming the main tank pumps are @;. "rate is approx. /%ppm#. ;ote? 5 fuel level V 8,.%% or U 8,.%% will determine if 'I5A1 HFuel -owJ or HFuel +ump 5enterJ is displayed.

&. .. /.

6.

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>. 8.

FINAL RE ISION

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YD3/4 -,/ (777 ,$C/ ES-$%&=1=/4E >3. >9/6 M/--143%7 yes? at least ((,/%%S will be remaining in each wing tank following fuel <ettison. 5 tank pumps to dry. *+,$- >9/6 =90=4 0$? @/ OFF <1-, %3 C149$6 1%&12$-13%7 5 tank pumps? +A'11 light is inhibited when switched @FF manually. "also A+0 )5 pump#. ;ote? If 5 Fuel U approx. &,%%%SP consider leaving 5 +umps @FF until after T6@ to prevent uncovering pumps on rotation. "There will be an 'I5A1 HFuel +ump 5enterJ msg to remind you#. *C$% >9/6 @/ &90=/& 3% -,/ :.39%&7 no? the <ettison no==les will ;@T @+'; regardless of switch position. "* IBve got this bridge in ;ew :ork.$.#.

9.

1#. *+,$- =$.$0/-/.4 094- @/ 0/- >3. -,/ N3NN6/ 4<1-2, -3 >9%2-13% =.3=/.6? 1% -,/ ON =341-13%7 A65 must be in flight * the AA3 button must be pushed. ((. If you opt to use 3-E for stopping the Fuel \ettison? will the system compute distance6fuel to destination airportI no? 3-E is an airborne weight, right now, regardless of distance to landing. 12. *H3< 0$? -,/ F9/6D-3DR/0$1% @/ $&M94-/&7 manually pull out the Fuel to Aemain knob * ad<ust. -eave the knob @0T "I; resets the S to max -;) weight again#. ;ote? Fuel to Aemain display replaces the fuel temp display when <ettison is AA3'). 13. *+,/./ 2$% ./0$1%1%: M/--143% -10/ @/ ./$&7 on the fuel synoptic page only. 14. *+,$- 14 -,/ %3.0$6 O/--143% .$-/7 variable, but approx. /.%%ppm with 5 +umps @;, and &(%%ppm with <ust 3ain pumps @;. 15. *+,$- &3/4 -,/ F9/6 O/--143% 4?4-/0 &3 <,/% ./$2,1%: F9/6D-3DR/0$1%7 terminates the dump * turns @FF the main tank <ettison pumps. ";o==les must be manually switched 5-@1')#. 5-@1'1 the 5 fuel tank <ettison valves. fuel to remain S flashes on the expanded fuel display. (2. Ehy might the \ettison 1T@+ & 2,%%%S short of commanded Fuel To Aemain pointI fuel quantity probes are read each minute. The indication system is buffered, not instantaneous. It might take up to & minutes to obtain a proper fuel reading at the end of <ettison. (>. Ehat does the 'I5A1 msg HFuel Auto \ettisonJ meanI auto <ettison is inop. fuel will <ettison to standpipes unless monitored. 18. *+,$- -$%5 %3.0$66? @9.%4 >1.4- $%& ,3< 14 -,$- $2230=614,/&7 5 tank is burned first for 5, reasons "5 fuel creates forward 5,#. this is accomplished by the 5 override6<ettison pumps "which produce approx. twice the pressure of a boost pump#. ;ote? )uring dump with a heavy A65 * forward 5,, the 5 tank is automatically dumped first * main tanks later "computed dump time is ad<usted * displayed#. (7. Ehat does the 5)0 msg HInsufficient FuelJ meanI predicted fuel at destination entered into the 5)0 is less than reserve fuel entered in during preflight. "check loaded winds#. 8%. Ehen does the 'I5A1 msg Fuel Imbalance come @; * what action should be takenI comes @; at varying amounts of fuel imbalance in main tanks, depending upon ,E "8,%%%S W6 a wide value#. one crossfeed should be @+'; * the boost pumps on the -@E side should be turned @FF until balanced. ;ote? The synoptic will display an arrow pointing toward the low side. ;ote? The fuel imbalance arrow will flash if the balancing is setup in the wrong direction. ;ote? Q Feed deals in engine burn only, there is no transfer of fuel between tanks. ;ote? 9oeing flew the 9 >>> with an empty tank on one side and claims itBs no big deal.

B777 Oral Review ORALSTUDY@AOL.com

FINAL RE ISION

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8(. !ow might you differentiate between a real fuel leak * a bad fuel gauge indicationI use the 5hecklistC "5)0 HFuel )isagreeJ or HInsufficient FuelJ, or 'I5A1 HFuel ImbalanceJ msg#. abnormally decreasing quantity might indicate a leak. excessive engine fuel flow might indicate a leak. "Disually check for leak#. check calibrated balance vs indicated balance. a non changing fuel imbalance, or an instant quantity loss might indicate a false reading. ;ote? 'ach tank has 8% different probes which report to a central sensing system. 5heck mx Fuel page for probe readings that are not consistent "should always be decreasing fuel height from probe ( to 8%. ;ote? 1oftware changes are being made to exclude probes which are suspected of being in error. ;ote? A real extreme imbalance might be seen in the need for aileron trim. 22. *+166 -,/ L J DC F9/6 P90= /C/. 3=/.$-/ 1%>61:,-7 yes? automatically for a quick - 'ng relight with loss of both engBs and A5 power. ;ote? The 5)0 +rogress, +osition Aeport, and AT' )ata all use calculated fuel instead of actual totali=er readings. This calculated fuel is the fuel normally used in all tracking efforts "Flight +lan, ;AD -og, and automatic reports to AT5 and )ispatch#. Eith a bad fuel flow transmitter$. these SBs could be seriously in error. Always compare the totali=er to the calculated6reported dataC

*FUEL LIMITS: 0se of \+ . or \et 9 is prohibited "requires special mx procedures when used * for several flights after use#. 3ax fuel temp is W .75. 3ain tanks must be scheduled full to load center fuel. exception? 5 tank up to &,%%%S if? 5 fuel S W ZFE within max ZFE limit. 5, within limits. 3in temp & degrees above fuel free=e point "listed below# \et A \+ / \et A ( \+ 4 .% .2 /% /%

FUEL MK INFORMATION - R A R 5 R 8% quantity probes All probes measure height "from bottom of tank# * Discosity "density#. 8% quantity probes 8% quantity probes "(% on - side, (% on A side#

Fuel Temp probe is in the - tank, near the strut. 'ach tank has a water sensor probe "reported on the 3Q computer#. The 3Q Fuel Kty page will display +itch * Aoll for use with the manual refueling manual. A -ateral * -ongitudinal Inclinometer and +lumb 9ob scale is located in the nose wheel well.

B777 Oral Review ORALSTUDY@AOL.com


AIR CONDITIONING SYSTEM

FINAL RE ISION

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YD/42.1@/ -,/ @$412 A1. C3%&1-13%1%: 4?4-/0: -6A +acks, each with flow control valves, heat exchanger, * A53. both pack output temps set to the =one requesting the coolest temp. ;ote? +acks may take as long as 2% seconds to obtain full flow, or to shut down. . Aecirculation Fans? 8 upper "fwd * aft#, * 8 lower "- * A#. Zones A F "not the cockpit#. with recirc fans? packs operate at a lower volume setting "saving up to .N fuel#. -6A Trim Air system. normally the =one requesting the coolest air will have its trim air valve 5-@1'). - Trim Air? cockpit * =ones A, 5, * '. A Trim Air? =ones 9, ), F. +ack Flow 5ontrol Dalves? 86pack. Flight deck Temp 5ontrollers "2/ 4/ degrees#? only control for cockpit. 5abin Temp sets baseline. 3aster * individual Flt Attendant panels have =oned A F temp controllers "W6 (% degrees of master but never in excess of 2/ 4/ degrees#. Air supplied by? 'ngine bleed "8#. A+0 bleed "(#. 'xt ,10 air "& ports place air into Q 9ody duct#. 'xt preconditioned air "8 ports place air into Air 5onditioning 3anifold#. "+ack# A0T@69lank? flow control valve set for automatic operation @+'; or 5-@1'). A0T@6@FF? pack supply valve 5-@1') due to? engine start. pack or compressor outlet temp !I, both flow valves failed closed, or no +;'0 air to pack. 9lank6@FF? valve 5-@1') manually. "Trim# @;69lank? trim air valve automatic operation @+'; or 5-@1') "modulating#. @;6FA0-T? valve failed closed. valve closed due to =one supply duct overheat. 9lank6FA0-T? manually selected @FF. "Aecirc# @;6 ? auto operation of fans. @;6@FF? fault or cargo fire. 9lank6@FF? manually selected @FF. "-,5,A# 9leed A0T@69lank? automatic operation. A0T@65-@1')? valve 5-@1') due to a duct leak, bleed loss, or valve failed 5-@1'). @FF65-@1')? manually selected 5-@1'). "A+0# 9leed A0T@69lank? automatic operation. A0T@6@FF? valve 5-@1') due to a duct leak, A+0 fire, or valve failed 5-@1'). 9lank6@FF? manually selected 5-@1'). "';,# 9leed @;69lank? valve will @+'; when eng bleed air available "'-'5 actuated, +;'0 operated#. @;6@FF? valve 5-@1') due to a protective bleed shutdown "over temp, over pressure, or ground cart supplying air#, duct leak, fire switch, or no air. 9lank6@FF? manually selected 5-@1'). A5 Aeset? resets pack flow control * trim air valves closed for? overheat, control failure, or valve failure. attempts to reset recirc fan failure. resets fault protection circuits.

B777 Oral Review ORALSTUDY@AOL.com

FINAL RE ISION

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5ockpit Temp? A0T@? sets cockpit temp auto control in 2/ 4/ degree range. 3A;? cockpit manually controls - trim air valve position. 5abin Temp? A0T@ "only#? sets baseline for cabin temp controllers. 'quip 5ooling? A0T@69lank? fan blows cool air from cabin "cabin floor vents, through a filter * fan#, into '*', behind inst panel, * into FE) cargo compartment for heating. A0T@6@DA)? fans @FF, override valve @+';1. "fault, smoke, or low flow sensed, or fwd cargo fire#. 9lank6@DA)? manually selected to @DA). ;ote? Fans and filters located behind fwd cargo -t wall. ;ote? 5A- 9>>>s do not have gasper fans or master switch. The gasper vents get air flow from the A65 manifold.

1. 8. &.

*+,$- -/0= 14 -,/ 12 3P26325 =341-13% 3> -,/ 2325=1-P4 -<3 -/0= 23%-.366/.47 >/ degrees. Ehat pack temp is produced if a cockpit temp selector6controller failsI packs fail safe to >/ degrees. Eill the cabin temp change automatically in flight "without changing the controls#I yesP the system is designed to slowly increase the temp . degrees during cruise due to cold soaking of the fuselage at high altitudes. the Gtarget tempG will be automatically ad<ustedP and will be slowly returned to the original setting during descent. *+,/./ &3 R/21.296$-13% >$%4 &.$< -,/1. $1. >.307 upper? cabin air. lower? cabin exhaust "prior to outflow valves# air combined with fresh pack air. *+,/./ &3 -,/ R/21.296$-13% >$%4 =6$2/ -,/1. $1.7 upper? into the =one air ducts. lower? into the conditioned air manifolds. ;ote? Turning ( recirculation fan @FF increases pack air flow volume /%N. "8 R (%%N#. "Also increases fuel flow#. Ehat temperature is maintained with loss of all Trim AirI pack output is driven to maintain the average of all =one demands "average target temp of all =ones#. the master cockpit control may also help control output temp. ;ote? Eith loss of power, the Trim Air Dalves drive to a preset position of %.8% W6 %.%8. *H3< &3/4 -,/ /H91=0/%- 23361%: 4?4-/0 <3.5 1% O!ERRIDE7 8 supply fans @FF "only one was in use#, FE) cargo heat M @FF "valve 5-@1')#, * smoke6override valve "venturi# @+';1. differential pressure sucks air from cockpit ceiling, down behind the inst panel, through the '*' compartment and out the smoke6override valve. "left side fuselage forward of the wing#. !ow does the equipment cooling system know that the flow is insufficientI temp probes sense flow. "@verheat and trigger @D'AAI)' when air flow is insufficient#. ;ote? 3ay take up to / minutes from the time the fans stop operating, for the horn to sound "ground only#. *D3/4 -,/ /H91=0/%- 23361%: $1. $6<$?4 >63< 1%-3 -,/ F+D 2$.:3 230=- 8$4490/ AUTO 4/6/2-/&;7 (%%N airborne "in normal ops#. modulated on the ground to prevent overheating the FE) cargo. "balance is vented overboard through fwd outflow#.

4.

5.

2.

7.

4.

9.

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FINAL RE ISION

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1#. *+,$- =.3C1&/4 AFT 3. (965 2$.:3 ,/$-7 bleed air "-t duct#. supply valve @+';s when switch is selected -@E or !I,!. -@E? temp valve modulates .%F /%F. !I,!? temp valve modulates 2/F >/F. bulk cargo also has a circulation fan installed which operates only in !I,!. ;ote? 'ach system contains an overheat shutoff function which cannot be reset in flight. ((. Ehat are the Foot * 1houlder heat controlsI foot? '-'5 plate below each rudder pedal floor board "in flight only#. shoulder? '-'5 heat element inside cockpit side window "-6A 8# air duct "in flight only#. 12. *+,$- &3/4 -,/ EICAS ES-$%&@? C3361%:E 04: 0/$%7 a packBs A53 has failed and has reverted to standby cooling. bleed air is precooled by the heat exchanger only, then routed to the air conditioning manifold. only operates when @AT can sufficiently cool the bleed air "i.e. inop in lower6hotter altitudes#. ;ote? 1ystem can only cool the bleed air to within (%% degrees W6 of @AT. ;ote? If both packs are in standby? one will continue to operate at the lower altitudes as well. 13. *D9.1%: -,/ <$65$.39%& ?39 ,/$. $ 23%-1%9394 EG.39%& C./< C$66E ,3.% 1% -,/ %34/ <,//6 </66. +,$- 2396& 2$94/ -,147 either someone is really calling "selecting ground call on 5)0#. or the equipment cooling system has -@E flow or !I,! temp air supply. "I'. operating in @D'AAI)'#. or the A)IA0 is on 9att power. 14. *(/41&/4 LO+ >63< 3. HIGH -/0=: <,$- /64/ 2396& =9- -,/ /H91=0/%- 23361%: 4?4-/0 1%-3 O!RD7 smoke sensed by the '*' smoke sensor or fwd cargo fire AA3'), or @DA) manually selected. (/. Ehat will the +acks do during engine startI automatically shutoff and remain @FF for 8 minutes or until the second engine has obtained minimum idle. 16. *I> $ =$25 -.1=4 OFF 2$% 1- @/ ./4/-7 maybe? allow it to cool "/ min#, press the A'1'T button, then cycle the pack switch. if it blew the internal fuse plugs it will not reset. if a valve failed or temperature sensor failed it may not reset. 17. *I> -,/ /H91= 23361%: 4?4-/0 $9-30$-12$66? -.1=4 1%-3 O!RD 2$% 1- @/ ./4/-7 yes? switch to @DA) * allow it to cool then try A0T@ again. 18. *+,$- $./ -,/ 94/4 3> /%:1%/ @6//& $1.7 5argo heat A)+s "air demand !:) pumps# +acks pressuri=es the & !:) reservoirs Trim air pressuri=es the +otable water system 'AI EAI 'ng Q 1tart A+0 AT1 1tarter TAT probe aspiration "+;'0 anti ice# (7. Ehat might be the possible problems if there is a frequency vibration in the airframe, directly related to engine A+3I possibly a S of bad turbine blades, but more likely a bad A53. ;ote? I) the engine, then try turning @FF the pack. If the vibration stopsP itBs the A53.

B777 Oral Review ORALSTUDY@AOL.com

FINAL RE ISION

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8%. Ehen will the +ressuri=ation 1ystem be automatically displayed in compressed form on the 'I5A1I landing alt knob pulled. outflow valve switched to manual. cabin alt V normal "amber#. 'I5A1 H5abin AltJ msg displayed. cabin differential press "psid# V normal "amber#. cabin differential press excessive "red#. duct press U normal "amber#. air synoptic is displayed on any 3F). 21. *+,/% <166 -,/ P$254 $9-30$-12$66? 6101- -,/1. 1%=9-A39-=9-7 during high bleed demands such as gear retraction on T6@ "A)+Bs using air#. to minimi=e air flow during a cargo fire. to save fuel when the recirculation fans are @;. ;ote? The packs also reduce flow variably ". schedules# depending on system and pressuri=ation requirements. ;ote? )uring T6@, the packs operate to schedule . for 8 minutes, then to schedule 8 for 4 minutes. "'xcept during A)+ operation of the flaps#. ;ote? At 82,%%%B W6 (,%%%B the 0pper Flow 5ontrol valve closes and the -ower valve opens for @=one 5ontrol.

B777 Oral Review ORALSTUDY@AOL.com


PRESSURIZATION SYSTEM

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YD/42.1@/ -,/ @$412 P./449.1N$-13% S?4-/0 ? 8 A15+5s "Air 1upply * 5abin +ressure 5ontroller#. -t A15+5 R master, At R backup. "auto switching#. A15+5s * the Aemote +ressure 5ontroller send data to AI31. If both A15+5s fail, the AI31 uses data from the Aemote +ressure 5ontroller. 8 over +ressure Aelief valves on the left fuselage. 'ach valve has 8 internal valves set at different psi and one hinged cover plate "Taco valve#. . ;egative +ressure Aelief valves? 8 ea At * -t fuselage. 8 @utflow Dalves? FE)6AFT. A0T@69lank? controlled by A15+5s. 9lank63A;? AA31 manual switches. @+'; "sw#? moves outflow valve towards @+';. 5-@1' "sw#? moves outflow valve towards 5-@1'). both spring loaded to center. ( Aemote +ressure 1ensor65ontroller. -), A-T? +01!? auto operation referencing F35 landing airport. +0--? manually set dest field elev. "also used during smoke removal to increase cabin alt#. (. Ehy are the 8 positive pressure relief valves called GTaco DalvesJI there are two flaps on each valve, hinged in the centerP * when they open they resemble a taco "both valves are on A65 left#. ;ote? )uring the walkaround, check each taco valve to insure that it is flush. If the A65 has been over pressuri=ed on a previous flight? the valve will be held slightly out of flush by a small red nipple. *+,12, 39->63< C$6C/ &3/4 034- 3> -,/ <3.57 the AFT handles 4%N of the outflow air "better cabin clean air circulation * smoke removal#. Ehat might cause a negative pressure relief situation * what is the indicationI descending too fast for the cabin pressure controllers. "they are limited to &%% W6 (%% F+3 cabin pressuri=ation#. no cockpit indication "the FA above those panels might hear a rushing noise#. Ehen do the outflow valves start to close "pressuri=e# on a flightI during the T6@ roll to prevent a pressure GbumpG at liftoff. Ehat is the normal rate of climb for the 5abin +ressuri=ationI /%% W6 (%% fpm 0+P &%% W6 (%% fpm )@E;. ;ote? 5abin altitude will not change with A65 altitude variations of U /%%B. *+,$- <166 -,/ 2$@1% =./449./ @/ $- -392,&3<%7 (7%L below field elevation R %.((psid "structural, keeps the door seals quite, * prevents negative pressure relief#. A15+5 opens the outflow valves slowly on touchdown, then more rapidly. *+,$- 14 -,/ ,1:,/4- 2$@1% $6- -$.:/- 94/& &9.1%: 2.914/7 4,%%%L .&,(%% 31- F 7.( psid. *+,$- <166 -,/ 2$@1% $6- &3 &9.1%: 2610@ 1> -,/ CDU 14 1%1-1$66? 4/- $-: T6@ F 8%%L 6 -;) F 4,/%%LI climbs to 4,%%%L until descent. T6@ F 4,(%%L 6 -;) F 8%%LI descends to target cruise alt. *+,/./ 2$% ?39 ./$& PSID 8&1>>/./%-1$6 =./449./;7 on the compacted +;'0 'I5A1 display only. "also 3Q pages#. ;ote? 1elect Air 1ynoptic to bring up the compressed display on the upper screen.

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(%. Ehat -;) A-T will be referenced by the A15+5 when &% minutes into a flight from -AQ to 'EAI (82L -AQ field elevation since the flight is U .%%nm from T6@ field A;) is U than (68 way to 'EA "whichever is greater#. ((. ;ow you are enroute from -AQ to 'EA and need to abort into )';. !ow will the controller know what to pressuri=e to during the descentI pull out * manually set )'; field elev. "not a great option#. or when 5)0 A-T; is selected or 5)0 AAA airport is changed, the F31 tells the A15+5 that we are aborting into )'; * the landing altitude is set automatically. (8. Ehat will the cabin do with a single +ack failureI cabin will maintain between 4.. M 4.> psi. (&. Ehat will the cabin do with both +acks FailedI leak rate is approx. W(%%fpm with both outflow valves 5-@1') "isnBt a new A65 funI#. (.. Ehen will the 'I5A1 G5abin AltG msg appearI cabin alt V (%,%%%B W6 (%%%B. (/. Ehen will the pax @8 masks drop from the ceilingI (&,/%% W6 &%%B cabin alt. may be manually deployed from cockpit by activating the +A11 @Q:,'; switch. ;ote? 5abin fluorescent direct ceiling, indirect ceiling, and sidewall wash lights will also come @; full. ;ote? ;o 1moke * Fasten 1eatbelts signs will come @;. "-av HAeturn to 1eatJ lights will ;@T come @;#. ;ote? All video and audio entertainment systems will be inoperative. (2. Ehat will the ;o 1moke * Fasten 1eat 9elt signs do if +AQ @8 is deployedI both automatically turn @;, except for the lav HAeturn to 1eatJ sign "use the @8 in the lav ceiling#. (>. At what cabin altitude will the @utflow Dalves automatically go to full 5-@1')I (.,/%%B. 18. *H3< &3/4 -,/ 0$%9$6 LND ALT 4/6/2-3. <3.57 pull out to engage manual -;) A-T. 8 detents in each direction ")'5A6I;5A#? (%%fpm * /%%fpm. 'I5A1 condensed +;'0 display? -;) A-T depicted in feet. set (7%B below field elevation during descent to keep A65 pressuri=ed at %.((psid on landing. ;ote? +ushing back I; on the knob will cancel the manual operation. ;ote? Auto and 3anual landing altitude is referenced to the baro correction on the 5A altimeter. 19. *H3< 14 2$@1% 4035/ =./C/%-/& >.30 /%-/.1%: -,/ 2325=1-7 cockpit door is kept closed. no recirculation air is ever supplied to the cockpit "(%%N fresh#. cockpit is slightly overpressuri=ed compared to the cabin "all air flows @0T#. 2#. * +,$- 3229.4 <1-, $ &92- 6/$57 system automatically takes (, 8, or & steps to isolate the leaking duct. ;ote? 'ach step may take up to & minutes to complete as it waits to let the sensors cool. ;ote? There is a dual loop )uct -eak6@verheat )etection 1ystem ")-@)1# located in the wings "-6'#, engine struts, and center accessory compartment. *PRESSURIZATION LIMITS: 3ax differential 3ax differential for T6@ or -anding 7.(psid %.((psid

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ENGINES

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YD/42.1@/ -,/ E%:1%/4 $%& -,/1. G$9:/4: ,'7% 7%9 engines, rated at 7.,%%%S thrust "as of 4677#. "increased in (777 from 78./k for longer T9@Bs#. ;otes? @riginally rated at 4.,7%%S * expected to GgrowG to over ((/,%%%S "same engine#, with later models. 9lades are a wide chord design to improve efficiency. (% stage dual dome compressor. 5omposite fan blades with titanium leading edges for impact strength. Aluminum spacers at blade root. 0tili=es 3obile 8/. oil. &G thick Oevlar containment band !igh by pass ratio "4..?(#. '-'5 controlled, !:) actuated fan air reversers. ")oes ;@T reverse the turbine section#. 5ontrolled by the dual channel ''5 3ode? ;@A3? receives input from the crew through thrust levers. "previously called throttles#. AI31 calculates ref thrust "max limit#. ''5 meters fuel to allow ;( to match commanded ;( thrust lever position. max AAT') thrust available in any phase "max throttle#. provides ;( * ;8 A+3 overspeed protection. controls 3in Idle * Approach Idle as needed "flaps in -;) range or 'AI @;#. A-T;? manually GhardG, or automatically GsoftG selected. "AT1 remains engaged#. ;( * ;8 overspeed protection remains in effect. thrust reference remains in effect. there is ;@ thrust limit protection. "retard the thrust levers before selecting HhardJ#. 1@FT ;( goes blank. 1et both engines to !AA) "manual# A-T;. 1TAAT? initiates engine start cycle. returns to ;@A3 at starter valve 50T@FF. 8 Igniters per engine. "5ontrolled by ''5#. auto start selects * alternates igniters "uses both for Abnormals#. ;@A3? auto ignition for both igniters as needed. "Fuel 5ontrol must be in A0;#. 5@;? both igniters operate continuously "if Fuel 5ontrol is in A0;#. A0T@1TAAT? @;? controls Fuel * Ignition, * monitors start6restart. shuts @FF Ignition after successful start. monitors ;(, ',T, ;8, FF, * duct pressure ";@T oil T'3+6+A'11#. arms auto relight system Airborne Dibration 3onitors monitors both ;( * ;8, displays the higher of these two vibration levels. or, if it canLt tell if itLs ;( or ;8P 99 "broad band# is displayed. 9leed Air used for? "see list under pressuri=ation#. A15+5 "Air 1upply * 5abin +ressure 5ontroller#? modulates +A1@DLs "bleed valves# to control +;'0 duct temp. "';,# @;69lank? bleed valve @+'; "automatic function#. "';,# @;6@FF? auto closed due to? protective bleed shutdown or duct leak. valve failed 5-@1'). engine is not running. 'ng Fire switch +0--'). "';,# 9lank6@FF? bleed valve selected 5-@1') manually. "A+0# A0T@69lank? controlled automatically.

B777 Oral Review ORALSTUDY@AOL.com

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"A+0# A0T@6@FF? auto closed due to? duct leak. valve failed 5-@1'). A+0 fire switch +0--'). "A+0# 9lank6@FF? manually selected 5-@1'). "I1-;# A0T@69lank? controlled automatically. "I1-;# A0T@6@FF? auto closed due to? duct leak or bleed loss. valve fails 5-@1'). "I1-;# 9lank6@FF? manually selected closed. 1. 2. *+,$- $./ -,/ =.10$.? /%:1%/ 1%4-.90/%-47 ;( * ',T. *+,$- 14 -,/ 01%1090 316 H9$%-1-? @/>3./ $%& $>-/. 4-$.-7 min 8& before start "max reading is 8. quarts#. min (4 after start "defined as before brake release#. "may see less than (/ (> after start on a cold day#. ;ote? This is an 'T@+1 requirement. *+,$- ,$==/%4 -3 P$25 " S-$.- C$6C/4 &9.1%: $% /%:1%/ 4-$.-7 engine start valve @+';s when the switch is positioned to 1TAAT. both pack valves automatically 5-@1' to maximi=e air to starter. ;ote? If the second engine is not started within a short time, the pack valves @+'; again. ;ote? @nce the engine supplies bleed air to the manifold, the associated I1@- valve 5-@1'1. Ehen should you take action for ;@ @il +ressure during startI cutoff fuel control if ;@ oil pressure after initial ',T rise "light off#. ;ote? )uring extreme cold wx ops? cutoff fuel if ;@ oil pressure when eng stabili=es at idle thrust. *+,$- &3/4 29--1%: 3>> -,/ F9/6 C3%-.36 &37 closes both the spar fuel valve * the eng fuel control valve, deactivates the ignition, closes the eng bleed valve, * releases the fire switch lockout. *C$% -,/ EEC 1%1-1$-/ $ 4/23%& 3. -,1.& 4-$.-7 yes? if a hot start, hung start, compressor stall, or no start occurred the ''5 will motor the engine for 2 &% seconds and try again using both ignitors. a third attempt will also be tried then, if failed, the ''5 aborts the start, motors for &% seconds * shuts @FF the starter. ;ote? ;o restart attempt for? -@ air pressure to starter, starter shaft failure, or starter duty time exceeded. *+,/% <396& ?39 03C/ -,/ F9/6 C3%-.36 -3 RUN &9.1%: $ 0$%9$6 4-$.-7 at max motoring "min 88N ;8#. *+,$- 14 -,/ =9.=34/ 3> E03-3.1%: E -,/ /%: $>-/. $% A@3.-/& S-$.-7 clear the fuel out of the combustion chamber "otherwise you get a 9I, boomC#. cool the engine evenly after a hot start "fuel was all burned up#. ;ote? ''5 automatically motors 2 &% seconds if aborted during Auto 1tart. ;ote? If manual start? motor for &% seconds. Ehy are the spirals painted on some large high bypass enginesI to frighten birds away from the engine inlet.

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1#. *+,$- 14 -,/ 1%&12$-13% 3> $% /%:1%/ >$169./ 3% TAO7 8IAS Q !1;. aural ';,I;' FAI-, +F) G'ng FailG annunciated, * 3 Earning lights. "either engine not producing commanded thrust#.

B777 Oral Review ORALSTUDY@AOL.com


((. Ehat is the indication of low @il KuantityI white background * G-oG beside gauge. measures quantity of the reservoir.

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(8. Ehere is the @il Temp * +ressure measuredI downstream of the fuel6oil heat exchanger * prior to the engine fuel controller. (&. !ow * where is the Fuel Flow measuredI by the fuel flow transmitter downstream of the engine fuel valve. (.. Ehat is the max Aeduced Thrust allowedI never less than associated climb power "donLt need to push power up to achieve climb thrust#. max 8/N from a certified rating "FAA#. (/. Ehen would you use derated T @( or T @8I never at 5A-. This requires Dmcg calcs which limit you to that specific derated thrust in case of an engine failure or windshear or anything else while on the runway. ;ote? Assumed temp6reduced thrust always allows use of full thrust to recover from a failed engine if desired. 16. *+,/% &3/4 -,/ I:%1-13% 230/ ON $9-30$-12$66?7 84/6/2-3. 1% NORM;. during manual start when fuel control raised to A0;. during in flight auto start attempts "both ignitors#. with all flap settings. "I'. out of 0+#. with 'AI. during an AT@. (>. Ehat is the power source for the IgnitersI main A5, backed up by 1tby A5. (4. Ehy is it important on the 'ngine Auto 1tart @FF checklist, to return the Auto 1tart switch to A0T@ after starting both enginesI arms the quick inflight relight features of the ignition system. 19. *+,$- 14 -,/ A9-3DR/61:,- >9%2-13%7 flameout protection? activates both ign when the ''5 senses a rapid decrease in ;8 or less than idle ;8 A+3. 2#. *+,/% 4,396& CONDI:%1-13% @/ 4/6/2-/&7 heavy rain, severe turbulence, and volcanic ash encounters. 8(. Ehat is the indication of 35T being exceeded by the engineI digital readout, box, * dial turns A39'A. ;ote? @n T6@ or ,6A, the amber warning is inhibited for / minutes. 22. *+,$- 14 -,/ 1%&12$-13% 1> -,/ EGT N1 3. N2 ./& 61%/ 14 /I2//&/&7 digital readout, box, * dial turns A'). "if ;8 exceeded? brings up secondary engine indications to 'I5A1#. ;ote? Aemains A') until the 5A;56A5- button pushed "even then, it is retained in memory#. 8&. If the 'I5A1 lower display is blank, what will occur if a secondary engine indication is exceededI the secondary indications will appear automatically on the lower unit. if the display has failed or is in use for another display "such as ;AD#, the secondary will appear in compacted form on the upper 'I5A1 display. ;ote? 1econdary indications cannot be cleared6replaced until exceedance is reduced. 8.. YH3< 0$%? 4-$.- $--/0=-4 <166 -,/ A9-3DS-$.- 4?4-/0 0$5/ 1%D>61:,-7 continuous attempts until started or fuel control moved to 50T@FF.

B777 Oral Review ORALSTUDY@AOL.com

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8/. Ehen are 1econdary 'ngine Indications automatically displayedI power up. fuel control 50T@FF inflight. fire switch +0--') inflight. secondary parameter exceeded. ;8 A+3 U idle inflight. 26. *+,$- $./ -,/ 100/&1$-/ $2-13% 1-/04 >3. D9$6 E%:1%/ F6$0/39-7 8C,/25 29../%- >6- 0$%9$6R; Fuel 5ontrol 1witches "9oth#........50T@FF, then A0;. Aam Air Turbine 1witch...............+01! 8>. Ehen can full Aeverse Thrust be achievedI after interlock release "full reverser sleeve deployment# by moving the reverse levers full 0+. ''5 will monitor * control max reverse. "as well as reverse sequence#. ;ote? Thrust reversers are inhibited by the ''5 inflight or with that specific engine shut down. 28. *+,$- 3229.4 -3 -,/ $9-30$-/& >61:,- 4?4-/04 <,/% ./C/.4/ 14 4/6/2-/&7 disengages the AT1. deploys the auto speed brakes "even if not armed#. A6+ remains engaged if in Autoland "continuing rudder steering to maintain -@5#. 87. If a reverser fails to stow, what should your action beI do ;@T cycle the reverser. do ;@T add a little thrust "itLs a !:) reverser, not +;'0#. you may bend "twist# the cowl tracks if any attempt is made to fix it. shut off the engine * have mx fix. "5onsider a tow in#. &%. In A0T@, what is the normal sequence for the A15+5 I1@- valvesI ground air attached all valves @+'; A+0 @; * ';,s @FF all valves @+'; starting -t 'ng - * 5 @+';, A 5-@1') starting At 'ng A * 5 @+';, - 5-@1') crossbleed start all valves @+'; one eng out "in flight# all valves @+'; in flight "normal# - * A @+';, 5 5-@1') "powers associated A)+s#

&(. Ehat main air systems are run off the left body ductI - EAI, - +ack, - Trim Air, 5( Air !:) )emand +ump, Aft * 9ulk 5argo !eat. "At body duct R A EAI, A +ack, A Trim Air, 58 A)+#. 32. *+,$- @6//& 6/$5 =.3-/2-13% 14 =.3C1&/&7 both struts, both wings "from strut, inboard#, body duct "aft to A+0 * Q body with isol valves# have bleed leak overtemp6overpressure detectors. operates automatically? detects * isolates sections of ducts using the supply bleed valves and the bleed air isolation valves. may take up to & minutes per attempt to isolate the system "logic system waiting to see cooling take place#. &&. Ehy not use the AT1 "both AA3')# after loss6shutdown of an engineI good idea 9ill M it will keep the throttles together * minimi=e the chance of grabbing the wrong thrust lever. since the fuel control lever is 50T@FF, moving the thrust lever does nothing to the system. !aving the AT1 move it for you will prevent many accidental AT1 H!@-)J occurrences * possible loss of airspeed. ;ote? There is no 9oeing prohibition against this. 5A- agreed to keep it @FF to train pilots in AT1 inop approaches. !owever, in a real situation, its use could be a big help and a safer condition. &.. Ehat engine instruments are active prior to engine startI ;(, ;8, oil quantity, vibration monitors. balance of primary or secondary instruments become active with ;8 rotation "approx. /NW#. 35. *+,/% <166 $% /%:1%/ @6//& C$6C/ 2634/ $9-30$-12$66?7

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fire switch pulled, start lever @FF, duct leak, duct overheat, or duct over pressure. &2. Ehen is Approach Idle automatically selectedI 'AI @;, flaps in landing range "8/ &%#, ( A)+ is inop * flaps are deployed, or if an opposite eng bleed valve is closed "for example, single engine#. 37. *+,/% 14 TAC 1%,1@1-/&7 while reverse thrust is active or U >% kts on the ground. &7. Ehat is H1hinglingJI as large cord fan blades heat up and cool, and are sub<ected to large centrifugal forces, they HgrowJ "extend# over time. shingling is the rubbing of fan blades against the composite cowling ring. ;ote? Abnormal wear marks between the fan blades and the cowling ring are caused by shingling and should be checked and reported on preflight walkaround. ;ote? @n the 9>>> ,' engines, the fan blades are -A0s "individual -ine Aeplacement 0nits#. ENGINE NOTES: ;ote? 'ngine harmonic vibrations have been known to effect fuel gauges "(777#. At one point, the ,'7% experienced high acoustic vibration levels caused by cracks in the high pressure turbine mid seal. A damper has been installed to muffle the vibration. -oss of oil due to foaming occurred with new factory engines "(77>#. 5aused by an engine oil and solvent intermix "solvent coating on new6rebuilt engine parts#. +roblem has been cured by multiple "&# oil changes for new engines and promises by the manufacturer to use less coating. 9oeing has elected on their newer A65 "since >.># to ;@T have GFlight IdleG in all phases of flight. This decision was forced on them by high performance wings which could ;@T meet FAA timed descent criteria for a rapid decompression. !ence, the lower cruise idle, and increase to Happroach idleJ only in the following environments? 'AI @;. @pposite engine bleed @FF. Flap lever not 0+ * one A)+ @FF. Flap lever in the landing position. H3in IdleJ will be set on touchdown. 9oeing defines Gmax motoringG as U (N increase in ;8 over a / second period. The faster the max motoring, the cooler the start ',T "and therefore turbine blade wear#. 1ome engine readings are blanked until the ;8 rotates V approx. /N. 'T@+1 requires mx notification if Hrunning averageJ "last (/ days# of oil consumption exceeds .8/ qt6hr. 'T@+1 may be restricted if running average exceeds .4. qt6hr "part of mx M 'T@+1 preflight#. @il quantity displayed is reservoir quantity, not system quantity. 27 sensors continuously readout engine parameters for each engine. "'+51 system#. Igniters are both on the -t side of each engine "7?&% * 4?%% positions#. ;( speed sensor is at 4?&% position on the aft side of fan frame hub. 9oeingBs thrust SBs donBt equal the engineBs data plate thrust. data plate R test stand static thrust at sea level. 9'T "9oeing 'quivalent Thrust# R (2/ kts at sea level "a computed S#. I'. ,'7%9,%4 R 7.,%%% T6@ thrust. 9'T R 7%,2%% T6@ thrust.

;ote?

;ote?

;ote? ;ote? ;ote? ;ote? ;ote? ;ote? ;ote? ;ote? ;ote?

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;ote? ;ote?

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88 wide cord fan blades, carbon fiber * resin with a titanium leading edge. Individual blades can be replaced on the line. G)ual )omeG in the compressor section R two ma<or =ones for combustion. at low power, only one dome is lit "reduces 5@ * hydrocarbon emissions by &/N * smoke by /%N#. at high power, both domes are in use.

*ENGINE LIMITS: 9acking with reverse thrust prohibited. ENGINE MK INFORMATION "as of 4 (. 77# 3inimum Idle 'ng Eeight Fan 5ase )iameter Fan )iameter 'ng -ength 9y +ass Aatio 5ore Thrust Fan Thrust -+ 5ompressors !+ 5ompressors Dariable 1tators !+ Turbines -+ Turbines -imits? A+3 M ;( A+3 M ;8 ',T 1tart ',T @il +ress @il Temp -ow @il Kuantity? ..% qts ;ote? Auto 1tart 1equence? At (%%N ;8 the ;8 A+3 is 7&.2A+3.

Aeverse thrust in flight prohibited.

2%.%N ;8 (4,>%%S approx. (/%.2J (8&.%J 84/.4J 4..?( 8%N approx. 4%N approx. & stages (% stages (st . !+ 5ompressor stages 8 stages 2 stages A39'A none 74/5 48/5 8>psi (8.5 A') (%7.%N ((>.%N (%&%5 "these ',TBs change6engine rating increase# none (%psi (&/5

''5 starts a timer at 8%%%A+3 ;8 "8(..N ;8#. At (/ seconds? ignition turned @;. At (4 seconds? fuel is turned @;. Ignition is stopped at /2N ;8. Ignition selector moves from 1TAAT to ;@A3 position <ust before idle speed. 1ystem self tests itself at each engine start.

Auto Aelight monitors ;8 * +1& "probe#. - rapid ;8 decrease, or below idle R both igniters. - +1& U (>/psi R both igniters. - re<ected takeoff R both igniters. Inflight 1tart 'nvelope? ",'# U 8%%kias R (/,%%%B ceiling. U 8>%kias R 8/,%%%B ceiling. V 8>%kias R &&,%%%B ceiling.

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FLIGHT CONTROLS

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YD/42.1@/ -,/ P.10$.? S/23%&$.? $%& D1./2- F61:,- C3%-.364: Fly by wire? "electrically signaled hydraulically actuated flight control surfaces# 9ig advantage through weight savings in cables, linkages, pulleys, brackets, bell cranks, etc. 5omputers can protect airframe from excess stress, overspeed, over yawing, over bank, * stall. :oke input sent to . A5's then to the & +F5s, back to the . A5's, and finally to the +50s controlling the flight control actuators. 'ach +F5 channel checks its own command against the other two. If all agree, a signal is sent to the four A5'Ls. If one +F5 "computer# channel does not agree, it is overruled by the ma<ority. A5's convert a voltage "analog signal# to digital signals that the +F5 "computer# can readP and then back again into analog "voltage# to drive the +50s. +F5s receive outside input from the A)3s "airspeed#, the A)IA0 "inertial data#, A@A "angle of attack#, and flap position. +F51 modes of operation? ;ormal? everything available. 1econdary? +F5 auto switches when airspeed *6or inertial input data is lost. no? autopilots, auto speedbrakes, TA5, gust suppression, turn compensation, wheel to rudder crosstie, or protection features "stall, overspeed, bank angle#, rudder trim reset switch inop. degraded? yaw damp "degraded or totally lost#, rudder ratio, elev feel, aileron lockout. )irect? +F5 auto switches when +F5s are lost, or )I15 manually. all of the above lost, plus? manual rudder trim switch * yaw damper. yoke signals to A5's which sends signals directly to +50s. Final mode without +F51? 3anual? available with full '-'5 power failure, but requires !:) power. stab moved by cables from A-T TAI3 to 8 +50s in the tail "!:) system 5 * A#. spoilers S . * (( moved by cables from :oke to +50s "!:) system -#. ;ote? )esigned to control A65 only while working to reestablish normal "or partial# '-'5 power. 'levator Feel? is controlled by +F51 * is dependant upon the +F51 mode of operation. +F51 in ;ormal? feel is variable based upon airspeed. +F51 in 1econdary or )irect? 8 fixed levels of feel "flaps up M more pressureP flaps down M less#. Auto 1peedbrakes? always armed for T6@ mode, manually armed for -;) mode of operation. Aeverse Thrust "either#? deploys speedbrakes regardless of speedbrake handle position. AA3') "handle#? deploys with both throttles at idle * main gear level "not tilted#. Auto Aetracts? when either throttle is moved toward the T6@ position. 1tall Earning * +rotective features? 1tick 1haker? both yokes, no aural warning, activates at top of lower red band "airspeed indicator#. 1tall +rotection? primary trim inhibited below top of amber band "min maneuver speed# if AA3'), AT1 engages prior to stick shaker. yoke requires continually increasing manual back pressure by pilot. 'I5A1 3 5aution * Airspeed -@E msg. @ver 1peed +rotection? primary trim inhibited V Dmo63mo. yoke requires continually increasing manual forward pressure by pilot. 'I5A1 3 Earning * @verspeed msg. ;ote? Forward force is reduced as bank angle increases. 9ank Angle +rotection? manual * A6+ flight? creates forces to roll wings to U &% degrees. bank pointer of +F) changes to amber when V &/ degrees. Aedundancy? each elevator, aileron, * flaperon control surface is powered by 8 independent !:) systems through independent +50s "actuators#. The stabili=er is powered by 5 * A !:). The rudder is powered by all & systems. TA5? Thrust Asymmetry 5ompensation? counteracts asymmetric loss of thrust. Armed anytime V >%kts. A6+ or hand flown. "Inhibited in Aev Thrust#. !igh rate rudder trim "trim indicator * pedals move#. Takes most of the yaw out. Eheel to Audder 5rosstie? provides up to 4 degrees of rudder deflection "not trim# opposite a displaced yoke. @perative continuously when U 8(%kts. 5ontrols initial effect of power loss with control wheel only.

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1.

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*H3< 0$%? 03&/4 3> >61:,- 23%-.364 $./ -,/./ " 14 -,/./ $%? @$25D9= -3 >6? @? <1./7 & control systems? +rimary, 1econdary, and )irect. yes M manually? the A-T; cable driven !:) stab trim system to control pitch, * one pair of cable driven !:) spoilers for roll. "@nly designed to maintain level flight while power is restored#. *+,$- ELEC =3</. 14 $C$16$@6/ >3. -,/ PFCS7 . +3,s supply )5 power to the systems. backup power is -6A )5 busses, 5A6F@ Instrument 9usses, * !ot 9attery bus. !ow would you know if one A5' is inopI flight control synoptic? A5' turns amber with an Q through it. *+,/% " ,3< &3 -,/ >61:,- 23%-.364 4<1-2, -3 4/23%&$.?7 automatically switches to secondary when airspeed *6or inertial input data is lost to the +F5s. ;ote? The A6+s disconnect. *H3< 2$% ?39 -/66 1> -,/ 4?4-/0 ,$4 4<1-2,/& -3 4/23%&$.?7 master caution * 'I5A1 msg HFlight 5ontrol 3odeJ. ;ote? The A6+Ls dropping @FF might be a clue. ;ote? The F5T- synoptic page will annunciate secondary. *H3< 2$% ?39 =9- -,/ PFCS 1%-3 -,/ 4/23%&$.? 03&/7 you canBt. ItBs all automatic. *+,$- 14 -,/ >9%2-13% 3> -,/ :9$.&/& PFC DISC 4<1-2, " 61:,-7 A0T@? operates in the highest mode available. )I15 "switch#? disconnects the +F5s from the flt control system * puts the system in the )irect mode. )I15 "light#? +F5s have been disconnected "auto or manually# from the flt control system. *+,$- &3/4 -,/ T,.94- A4?00/-.? C30=/%4$-13% 8TAC; &37 automatically applies up to (%W degrees of rudder trim when sensed loss of engine "(%N power differential#. ;ote? TA5 is inhibited U (/%% AA if on -@5 * on ,61. Trim remains where it is and the A6+ controls the rudder "nose alignment function of the A6+#. TA5 also inhibited in rev thrust or U >% OIA1. *A- <,$- 4=//& 4,396& >6$=4 @/ /I-/%&/&7 when approaching speed set for existing conditions. "protects flaps * flap tracks from being overstressed#. do not use the flaps as a speed brake. ;ote? An emergency A) was issued "(777# for cracks in flaps. 1uspected overstressing of flaps at higher speeds.

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1#. *+,$- 14 ?39. 1%&12$-13% 3> $% 10=/%&1%: 4-$667 stick shaker only, no aural warning. gradually increasing back pressure required on the yoke. ;ote? A65 should not stall with A6+ * AT1 engaged. ;ote? The high aspect wing makes secondary stalls likely during a rapid recovery. 11. *I4 -,/ 4-$66 3C/.4=//& " @$%5 $%:6/ =.3-/2-13% $C$16$@6/ <,/% 8(OTH; ,$%& >63<% " AAP >63<%7 yes? as long as in ;ormal mode of +F51. 12. *+,$- <166 -,/ AAP D14/%:$:/ ($. $643 &14$@6/7 envelope protection features. 13. *+,$- &3/4 -,/ EICAS 04: FS-$@ G.//% ($%&G -/66 ?397 the nose gear oleo pressure switch disagrees with the F35 trim preflight setting. ;ote? 5heck the F35 5, * ,E entries. If ok? reverify Accuload. )o ;@T takeoff.

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(.. !ow many 1tab Trim H,reen 9andsJ are thereI &? nose down, mid, and nose up. ;ote? The ;) and ;0 bands if displayed will always include the mid band as well. ;ote? The green band is not illuminated inflight. 15. *H3< <166 -,/ AAP ./$2- 1> 1- 14 /%:$:/& " -,/ 4-$@ -.10 14 $2-1C$-/&7 primary trim switches "yoke# are inhibited when A6+ is engaged. alt trim "handles# will reposition the stab, but A6+ will not disengage. "not recommendedC#. 16. *I4 -,/./ $%? 41-9$-13% <,/% -,/ A6- T.10 H$%&6/4 <166 NOT <3.57 they manually drive cables to 8 +50s "actuators#, * will override A6+ * primary trim switches. will ;@T work if both stab switches are in 50T@0T. "(68 rate if one switch cutout#. "5loses !:) supply to +50#. will ;@T work without !:) system 5 or A powered. 17. *A./ $66 -,/ 4=316/.4 $C$16$@6/ >3. 4=//&@.$5/4 1%>61:,-7 spoilers / * (% are locked out during cruise "depending upon alt * airspeed#. "9etter air pressure flow over the wing#. spoilers . * (( plus / * (% are locked out in 1econdary * )irect +F51 modes. 18. *H3< 0$%? ?$< &$0=/.4 $./ 1%4-$66/&7 none? the +F5s control yaw damp. in 1econdary mode, yaw damp is available only if A)IA0 inertial is available. in )irect mode M ;@ yaw damp. 19. *+,$- <166 -,/ R9&&/. T.10 4<1-2,/4 &37 8 speed '-'5 rudder trim repositioning the rudder pedals * rudder. cancel switch cancels rudder trim onlyP at a high rate "mislabeled, doesnBt effect aileron trim#. 2#. *+,$- 14 -,/ 2325=1- 1%&12$-13% 3> $16/.3% -.10 1% 94/7 yoke moves in the direction of trim. 5heck aileron trim scale. 21. *+,$- 14 -,/ ($%5 A%:6/ P.3-/2-13% 4?4-/07 increases control wheel aileron pressure V &/ degrees of bank. rolls bank to &% degrees of bank if control wheel is released. +F) bank angle indicator changes to solid amber V &/ degrees. ',+E1 will give aural H9ank AngleJ alert at &/, .%, and ./ degrees of bank. 22. *+,$- 14 -,/ OC/.4=//& P.3-/2-13% 4?4-/07 limits trim and increases pressure on the yoke as the A65 approaches Dmo63mo. if AT1 is engaged? retards the throttles. 23. *I4 -,/./ $ R9&&/. R$-13 4?4-/07 no? it is controlled by the +F5s * is a factor of speed "variable#. in 1econdary * )irect modes it is limited to 8 fixed ratios? flaps 0+ M less rudder movementP flaps )@E; M more. 24. *+,$- 14 -,/ G94- S9==./4413% 4?4-/07 dampens force of side gusts on the vertical tail in flight "uses vertical tail static ports behind leading edge of vertical stabili=er#. A5' M +F5 M A5' M +50 inputs to move rudder to counter gusts. "Inop in 1econdary * )irect#. 25. *+,$- 14 -,/ T9.% C30=/%4$-13% 4?4-/07 ;@A3A- mode of the +F5s automatically compensates with rudder for turns up to &% degrees of bank, * partially between &% M 2% degrees. 26. *+,/% 0$? 4=//&@.$5/4 @/ 94/&7 will deploy with any flap position, however a 1peedbrake warning will be present with -;) flaps "-I3IT#. not to be used U (,%%% A,-. "5A- limit#. ;ote? A 1peedbrake Earning will occur if deployed U 4%%B A,- ",+E1#.

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8>. Ehat are the different 5onfiguration Earnings on the ground or in the airI "'I5A1 msg * 3 Earning# 5onfig )oors? door "entry or cargo# not closed * locked "flight lock# * T6@ thrust set on either engine on the ground. 5onfig Flaps? flaps not in 5)0 T6@ position "wing, not gauge# H H 5onfig ,ear 1teering? main gear steering unlocked H H 5onfig +arking 9rake? parking brake set H H 5onfig Audder? rudder trim not centered "V 8 units of trim# H H 5onfig 1poilers? speedbrake lever is not )@E; H H 5onfig 1tabili=er? not in the green band H H 5onfig 1teering? tiller not centered H H 5onfig ,ear? gear not )@E; * locked * either thrust lever is closed U 4%%BAA ",;)6AIA# 1tabili=er? uncommanded stab movement or stab inoperative. "AIA# 1peedbrake? extended with -;) flaps or? extended when U 4%%B AA, or? extended with throttles not at idle. 28. *A./ -,/ O( A16/.3%4 $6<$?4 $C$16$@6/7 I( F6$=/.3%47 the @9 ailerons lock out in high speed flight, while the I9Bs are always available. ;ote? 9oth ailerons * flaperons work up * down "down maybe limited to =ero by droop# when drooped * not drooped. ;ote? It is normal for the @9 Ailerons to be drooped slightly with flaps 0+. 87. Ehat control surfaces does the Aileron Trim switch effectI all & roll flight controls? ailerons. flaperons, * spoilers. ;ote? Aileron trim inhibited with A6+ engaged.

FLIGHT CONTROL MO!EMENT: !ori=ontal stab moves . degrees upP (( degrees down. 'levators move & degrees upP 8/ degrees down. Inboard * outboard flaps are operated by a ball screw drive. Inboard flaps are double slotted flaps. @utboard flaps are single slotted flaps. 1ingle rudder, but 8 sections. -ower hinged panel "small# deflects 8Q the full rudderBs movement. ";ot a trim tab#. ;ote? ;ote? +rimary 1tab Trim repositions the stab on the ground, but only changes the computerBs trim reference speed in flight "that system moves the stab as needed#. A-T Trim always moves the stabili=er itself. Flaperon "inboard#? high speed aileron is converted to slotted flap for landing. Full flap "full down position# is &2 degrees for this flaperon "set with flaps 8/ * &% degrees#. 5ove lip door seals the GslotG when it is used as an aileron. There is no HdownJ aileron effect on the Flaperons with landing flaps set. Aileron "outboard#? low speed aileron also HdroopsJ for additional lift when flaps are extended. There is only one position HmidJ when flaps are set to / M 8% degrees. )roop is fully retracted when landing flaps "8/ &%# are set. Acts <ust like a flaperon except it is not slotted. 3x control6shutoff switches "Flt 5ontrol !:) Dalve +ower# allow mx to check flt control actuators by each !:) system independently "flt controls are powered by at least 8 systems# and these switches must ;@T be used in flight. The 5 system switches are inhibited inflight and cannot be closed. The I9 flaperons activate first when roll is demanded, followed by the @9 ailerons "low speed# and spoilers.

;ote?

;ote?

;ote?

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Flaps * 1lats operate together "single handle# in & modes of operation? +rimary? powered by 5 !:) system only. 1econdary? automatically selectedP * powered by '-'5 drive motors. "3uch slower#. Alternate? manually selected "locks out flap handle# * powered by the same '-'5 motors. F1'0? Flap61lat 'lectronics 0nits? 5ontrols flaps6slats in +rimary * 1econdary. +rimary 3ode? Flaps (? slats "no flaps# extend to mid range "sealed# * Oruger flaps move to the sealed position. Flaps / M 8%? flaps extend to desired setting "also moves flaperons * outboard ailerons#. normal flap positions for T6@. Flaps 8/ M &%? slats move to slotted6fully extended position first, then flaps move "also moves flaperons#. "Aileron droop retracts#. Inhibits flaps6slats when? airspeed excessive "above approx. 82/ OIA1# or V 8%,%%% 31- "+AI3AA: only#. -oad Aelief? flap (/ M &% range only? retracts6re extends flaps as necessary for protection. retraction limited to / degrees flaps. Autoslat 1ystem? stall protection for flaps ( M 8% only. ";@T clean#. slats will move to full down position "slotted# approaching stall. no cockpit indication. 1econdary 3ode? auto selected if +rimary mode fails to move flaps6slats. "'I5A1 msg#. expanded flap6slat indication on 'I5A1. IF? 1lats 0+ when engaged? Flaps ( M &%? 1lats move to fully extended. IF? 1lats midrange when engaged? 1lats extend normally until retracted 0+. -oad Aelief? 1lats only? retract to mid range V 8&7kts. 1econdary remains engaged until flaps6slats fully retracted or !:) power restored. Alternate 3ode? "failure of F1'0# manually selected with the A-T; F-A+1 AA3 switch. @verrides all other modes * flap handle. "Inhibits Flap !andle#. 3ax extension is Flaps 8% * 1lats mid range. ;o auto sequencingP but slat retraction is inhibited until flaps are fully 0+. ;o Flap61lat protective features. ;o Auto 1lats. ;ote? -6A 3ain A5 powers the 1econdary and Alternate Flap61lat systems. ;ote? Oruger flaps are I9 of each strut and are either @0T or 1T@E'). 'ach seals the gap between the I9 slats and the engine strut. )eployed at flaps (.

1.

*+,/% 14 -,/ A>-/. S-$.- 2,/25614- 2$66/& 230=6/-/7 after 1'-'5TI;, flap position "not waiting for it to move#. ;ote? The flap6slat configuration will be checked for T6@ configuration "flaps * slats vs F31 setting# by the configuration warning system when a throttle is advanced. *+166 -,/ F6$=4AS6$-4 &/=63? 1> -,/ ,$%&6/ 14 03C/& $- FL39#7 no? inhibited V 8%,%%%B or V 82/ OIA1. *+396& -,/ ALT F6$= 4/6/2-3. <3.5 $%& &/=63? -,/ F6$=4AS6$-4 $- FL39#7 yes? no protective features.

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Is the A-T F-A+? A'T6'QT switch momentary or continuousI continuous? watch where the flaps6slats are goingC ;ote? 8% degrees is max extension to allow for ,6A without having to go Hheads downJ to control the flaps. ;ote? Autothrottles may disconnect when alt flaps are )I1AA3') and turned @FF.

5. *+,$- 14 NOT $C$16$@6/ &9.1%: ALTN FLAP 3=/.$-13%7 slat loss or asymmetric flap protection, uncommanded movement protection, auto slat, * flat6slat load relief. 6. *I% <,$- 03&/ <166 46$-4 $9-30$-12$66? :3 -3 >966 &3<% <,/% >6$=4 ,$%&6/ 14 4/- -3 1 &/:.//7 1econdary mode either leaves slats at mid range if there already "for flaps ( M 8%#P or it will automatically extend the slats to full down with the first handle movement out of the 0+ position. ;ote? 1lats remain fully extended until flaps are fully retracted. (. Ehat does an 'I5A1 1lat )rive or Flap )rive msg meanI uncommanded movement of the flaps "or slats#. partial or asymmetric flap deployment "or slat#. "@r retraction#. !:) and '-'5 drive motor failure. "'-'5 drive motor effects A-T; as well#. *+166 S/23%&$.? F6$=AS6$- 03C/ -,/ 4?4-/0 3% -,/ :.39%&7 maybe? it is inhibited on the ground U .% OIA1P or with 5 !:) press -@E and both engines @FFP or with ( "or more# engine @FF and primary external power available "or in use#.

2.

*FLIGHT CONTROL LIMITATIONS: 1peed 9rakes Flaps61lats Flap +lacard 1peeds not U (,%%% A,not with flaps 8/ or &%

extension prohibited while holding in icing placarded <ust below the gear handle

;ote?

9A5 limits for stable cruise conditions are? U ] units of aileron trim. U T units of rudder trim. U (6(2 inch of slip indication.

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INSTRUMENT COMMUNICATIONS " NA!IGATION 1. *+,$- 14 &14=6$?/& $- -,/ -3= 3> -,/ 230=$44 .34/ >3. /$2, ND 03&/7 A++? heading up. D@A? heading up. 3A+? track up. +-;? True ;orth up. In what modes can EQ or T5A1 be displayedI expanded "normal#? 3A+, D@A, A++, or centered 3A+ modes only. *H3< 0$%? G.$=,12 G/%/.$-3.4 $./ 1%4-$66/& " ,3< &3 -,/? <3.57 .? channels ( .. normally & channels, each driving 8 displays "total of 2 displays#, W ( back up. any ( channel can supply all 2 displays in a degraded level. Ehat does G1gl 1ource )isplayG meanI only ( graphic generator is functional. left ;) data is primary, right is copied from left. only 3F) is the lower center. Ehich displays are 3F)LsI - I9, A I9, -ower 5enter only. Ehat are the nominal displays at power upI @9Ls R +F). I9Ls R ;). "3F) or ;) selected#. 0pper R 'I5A1. -ower R secondary engine display. Ehat occurs with a failure of the 5A +F) -5)I +F) automatically switches to the - M Inboard display. Ehat occurs with a failure of the 0pper 'I5A1I 'I5A1 automatically appears of the lower display. Ehat occurs with a failure of the -M5)0I all -M5)0 functions transfer automatically to the center 5)0.

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1#. *+,/% 14 -,/ DPS 8D14=6$? S/6/2- P$%/6; 1%,1@1-/& >3. $ 4=/21>12 =$%/67 if the I9 -5) is selected "switch position# to ;AD or +F), that panel will not be effected by the )+1. display is limited to eng, fuel, or air in 'I5A1. ((. If ;) is only displayed on the -ower 5enter, which side is controllingI left side 'FI1 panel. ;ote? if all & display ;), then the left controls the -t * -ower. (8. Ehat are the data sources for the +F)I A)IA1, F31, AF)1. 13. *+,$- &3/4 -,/ :.//% $..3< 3% -,/ 4=//& 1%&12$-3. 0/$%7 (% second predicted airspeed "acceleration or deceleration#. 14. *+,$- 14 -,/ 1%&12$-13% 3> $% 3C/.4=//&7 3aster Earning, siren, red G@verspeedG 'I5A1 message. exceeded Dmo63mo. 15. *+,/% 2$% -,/ ADIRU NOT @/ -9.%/& OFF ./:$.&6/44 3> 4<1-2, =341-13%7 previously aligned , and in the air or V &% OIA1.

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17. *+,$- &3/4 -,/ FN$C ADIRU I%/.-1$6G 04: 0/$%7 A)IA0 has been lostP system is on 1AAA0P set heading manually. (4. Ehat are the 1tandby Instruments and what powers themI 1tby A)I? 5 F5)5 bus * 1AAA0 pitch * bank inputs. 1tby Airspeed? - F5)5 bus * 8 dedicated A)3Ls. 1tby Alt? - F5)5 bus * dedicated 1tby A)3. 1tby 5ompass? regular old fashioned liquid filled compass. (7. )escribe the initial preflight indications of the +F)I "1tarted after A)IA0 alignment complete "normally 4 minutes##. Airspeed 3ach 1peeds -nd Alt flag 9aro arm 1pd 1el Alt 1el Aadio Alt Aadio Alt arm !dg 1el F3A AF)1 Alt 9aro F6) &%OIA1 blank Gno DspdG "until T6@ ref spd entered in 5)0# displayed until origin airport entered 8%%B "if selected# 8%% OIA1 (%,%%%B 8L or M.B "strut extension# (%%L "if selected# &2%! blank, T@6,A, T@6,A "with F6) switches @;# Flt )ir "with F6) switches @;# 87.78 4 degrees ;0, wings level

2#. *+,/% 2$% 0$2, @/ 4/6/2-/& <1-, -,/ IASAMACH @9--3%7 V ..% mach. 8(. Ehat is the highest mach that can be selected on the F31I .4/>? you can select up to .77%, but the F35 will change it to read a target of .4/>. 22. *+,/% $./ -,/ !1 " !. $1.4=//& @9:4 ./03C/&7 at liftoff. 23. *+,/% 14 -,/ !2 $1.4=//& @9: ./03C/&7 after initiating flap retraction. 24. *+,/% $./ >6$= 0$%/9C/.1%: 4=//&4 &14=6$?/&7 below 8%,%%%L . during climb? current flap setting * next higher one will appear. during descent? clean min man, then? when the flap handle is positioned to the next flap setting, a new maneuver speed will be displayed. 25. *+,$- &3/4 -,/ ./& 0$I 4=//& 61%/ 1%&12$-/7 Dmo63mo * gear or flap placard speeds. ;ote? At high alt * high ,E, the max maneuvering speed is shown with a amber line "high speed mach buffet#. 82. Ehat does the amber line above the red stick shaker line meanI min maneuvering speed for &% degrees of bank "with a /%N overshoot#. 8>. 5an you get D;AD +ath in 1peed InterventionI not if you are V 8/nm from destination airport and outside the ( st fix on the approach.

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28. *+,$- 14 -,/ PLI " <,/% 14 1- &14=6$?/&7 pitch limit indicator is the pitch at which a stick shaker occurs. displayed continually with flaps extended. displayed w6o flaps if approaching a stick shaker. 29. *H3< 0$%? ILS ./2/1C/.4 $./ -,/./ " <,$- &3/4 ES1%:6/ S39.2/ ILSE 0/$%7 8 of & I-1 receivers have failed. &%. Ehat is the ;) I-1 priority if a single receiver failsI left side? -t, 5tr, At. right side? At, 5tr, -t. ;ote? D@A? no switching can occur. &(. Ehen is the I-1 G+arkedGI parked at power up until 8%%nm from T@) or, (68 way to dest. "whichever occurs first#. 32. *+,/% <166 ILS A9-3 T9%1%: -$5/ />>/2-7 U /%nm from T@). or, U (/%nm from rwy. or, F35 changes to )esc mode. 33. *+,$- 14 -,/ 0$I 1%-/.2/=- 2.1-/.1$ >3. -,/ LOC -3 2$=-9./7 within (8% degrees of the inbound course. 34. *C$% -,/ GAS 2$=-9./ @/>3./ -,/ LOC $%& 2$94/ $% 9%4$>/ 23%&1-13%7 no? it can only capture after the -@5 has captured and the heading is within 4% degrees of the -@5. 35. *+,/% &3/4 -,/ LOC 3. GS 4361& 4?0@36 $==/$.7 when approaching -@5 or ,1 movement "V 8 dots#. &2. Ehen does a -@5 or ,1 alert occurI U /%%L AA * an excessive deviation. U (%%%L AA and -@5 not captured. scale turns amber * pointer flashes. &>. Ehen are both the auto * manual I-1 tuning inhibitedI after -@5 or ,1 capture with A6+ engaged "any alt#. w6o A6+? U /%%L AA. on gnd? -@5 alive, hdg E6I ./ degrees of course, ground spd V .%kts. 38. *O% $==.3$2, ?39 $./ -36& -3 4<1-2, -3 $ =$.$66/6 .9%<$?: ,3< 01:,- ?39 /%$@6/ -,/ ILS -9%1%: 1% -,/ $@3C/ 41-9$-13%7 push either T@6,A "autopilot @FF#, or disconnect A6+ * F6) switches. or, deselect A++ mode V (,/%%L AA. &7. Ehat will the A6+ revert to if A++ is disengaged once the -@5 *6or ,1 have been capturedI engages into ATT !@-) if V / degrees of bank. "holds the bank# !), !@-) or TAO !@-) if U / degrees of bank. "depending upon switch position#. D61 or F+A for pitch. "depending upon switch position#. .%. Ehat is the indication if the I-1Ls are on different freqsI amber I-1 freq with dash lines on the +F). ;ote? I-1 frequencies are from (%4.( (((.7/ utili=ing only odd (6(% digits. 41. *+,$- <166 ,/$&1%: 4/6/2- &3 <,/% -,/ LOC 14 2$=-9./&7 automatically moves heading bug to the -@5 course heading.

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42. *H3< 14 -,/ DDA 8D/.1C/& D/21413% A6-; 2,34/% >3. $ %3%D=./21413% $==.3$2,7 add /%B to published 3)A. if a )A is published, use it. ;ote? The ))A should coincide with the DA1I. .&. Y+,$- 14 -,/ =./>/../& 0/-,3& -3 >6? $ %3%D=./21413% $==.3$2, !=$-,7 D;AD, then F+A, then D61 "in priority#. 44. *H3< 2$% -,/ +$? P31%-4 @/ 63$&/& >3. $ =9@614,/& RNA!AGPS NP $==.3$2,7 must use the approaches stored in the data base only$. can not build your own. 45. *H3< 2$% -,/ 2./< 2,/25 -,/ &$-$ @$4/ RNP <,/% 1- 14 &/>1%/& 3% $% RNA! $==.3$2,7 check the 5)0? +@1, page 8 of &, listed at the bottom left. .2. Ehat action should be taken if the +)I is not in view at the FAF of a non precision approachI execute a ,6A, climbing to 3A Alt and flying through to the 3A+, then fly the published procedure. resolve the equipment "or programming# failure or plan a fixed rate descent for the next approach. .>. Ehat are the following symbolsI D@A tuning? A 3 + A auto tuning manual tuning "may be manually tuned at A;: time# procedure route antenna for audio use beat frequency oscillator "digital, canBt manually fine tune it#

A)F A;T 9F@

48. *+,/% 14 :.39%& 4=//& &14=6$?/&7 continuously? large display U &%kt on taxi. "V &% OIA1, switches to smaller display#. also TA1 displayed V (%%kts. also wind displayed V (%%kts IF wind V /kts. .7. Ehen is a range displayed on the ;)I full time in 3A+ mode. in expanded D@A or A++ mode only when EQ or T5A1 is displayed. 5#. *+,$- 03&/4 2$% @/ E2/%-/./&E7 D@A, A++, or 3A+. "inop in +-A; mode#. /(. Ehat does +@1 "'FI1# displayI ,+1, A)IA0, * Aadio independently calculated present positions on the ;). 52. *H3< &3/4 -,/ M1%10904 4/6/2- 5%3@ <3.57 slow? (L increment. fast? (%L increment. both positions? accelerates when held. /&. !ow may the Aadio 3in or 9aro 3in be disabled from showing on the +F)I radio? set (L. baro? set (%(L. normally, <ust press mins again * the display will blank. /.. !ow6when may the 3inimums Alert be resetI push the A1T button after landing. or after ,A and climbing V >/L above minimums.

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55. *+,$- 14 -,/ 1%&12$-13% 3> $ %3%D230=9-/& 3. 1%C$61& PFD &$-$ @63257 indicator blanks or displays dashes. or replaced by unboxed flag. ;ote? ;o 'I5A1 alert message. /2. !ow many data source failure "boxed# flags appear on the +F)I ((? )3', 1+), F+D, ATT, F6), ,61, -@5, A-T, D'AT, AA, !),. />. Ehat are the 2 ;) data source failure flagsI "amber boxes# !),, )3', A)F, -@5, D@A, ,61. /4. Ehich pilotLs 'FI1 is providing baro corrections to the AI31I "in each situation#. F6)s * A6+s @FF -t6At respectively one F6) @; that sideLs 'FI1 both F6) @; -T side both A6+ @; which ever A+ pushed first 59. *+,$- $./ -,/ -<3 =341-13%4 3> -,/ ($.3 4/6/2- 5%3@7 slow? .%(G or (h+a. fast? .(%G or (%h+a. both positions accelerate when held. 2%. Ehat is a hectopascalI h+a? ( !pa R ( millibar of pressure. used outside the 01A for altimeter settings. ;ote? G!ectoG is ,reek contraction for G(%%G. +ascal comes from 9laise +ascal a mathematician born (28& in France. )eveloped G+ascalLs -aw of +ressureG in (2.>. 2(. Ehat is the indication when a change in transition baro setting is forgottenI amber alert * box around baro sel. 28. Ehich 9aro setting does 5A- use? KF' or K;!I always? K;!. "exception is Aussia$$ with -@T1 of associated problems#. ;ote? KF' selected on the 5)0 "A++ A'F page# sets field elevation to =ero, and the alt tape background turns green "when U trans alt#. 2&. Ehen will the D1I indicator show a digital vert spdI when the D1I exceeds .%%F+3. 2.. Ehen will a magenta bug be displayed on the D1II in D1 only. this is the target bug. 65. *+,/% 14 -,/ R$&13 A6- &14=6$?/&7 when U 8,/%%L AA. 22. Ehat do the following indications on the !1I6;) meanI ( dot D@A / degrees off course 8 dots D@A (% degrees off course ( dot I-1 (.8/ degrees off course 8 dots I-1 8./ degrees off course 2>. Y+,$- 14 -,/ 1%&12$-13% 3> $ FAA 2$661%:7 'I5A1 msg H5abin 5allingJ, and 5abin 5A-- light @;, at the 5omm panel.

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24. Ehat does the H5abin AlertJ 'I5A1 msg meanI a priority call from the cabin "H+ilot AlertJ button#. ;ote? If more than ( call comes in, all are connected via a party line. This will override * disconnect all other calls. 69. *H3< 2$% -,/ C300 P$%/6 @/ 94/& -3 0$5/ $ =.13.1-? 2$66 -3 -,/ ISM7 push H5A9I;J mic button 8Q in ( sec. >%. !ow is the +A volume ad<ustedI automatically via the ambient noise sensors in each cabin. Ad<usted for engine noise or decompression. 71. *C$% ?39 94/ @3-, HF R$&134 $4 -,/ 4$0/ -10/7 monitor? yes. transmit? no? there is an interlock which prevents transmission on both !F radios at the same time. "same antenna#. >8. !ow and where is !F sensitivity controlledI -6A !F sensitivity controls are hardwired to the -6A comm panels respectively. They do not cross control. ;ote? For best !F reception? use lower freqs when the sun is low, and higher freqs when the sun is high. >&. Ehat is the max range displayed on the T5A1I W6 8>%%LP .%nm ahead, 8%nm behind. Above69elow? increases that scan to 4>%%L. ;ote? 3ultiple target displays may be limited beyond (.nm. >.. Ehat are the different T5A1 symbols * warningsI @ther Traffic? hollow white diamondP V 2nm * V (8%%B separation. +roximate Traffic? solid white diamondP U 2nm * U (8%%B separation. TA "traffic advisory#? yellow circleP prediction that traffic will conflict within &/ ./ seconds. voice alert "Traffic#, amber TAAFFI5 displayed on ;). AA "resolution advisory#? red squareP prediction that traffic will conflict within 8% &% seconds. voice alert, vertical guidance on +F) * D1I, red TAAFFI5 displayed on ;). >/. Ehere does the A5AA1 get its @0T TimeI all cabin doors closed * armed. "Eill change if a door is reopened#. will not indicate or transmit until brakes are released. >2. Ehere does the A5AA1 get its I; TimeI last time the brakes were 1'T prior to door @+';. will not indicate or transmit until door is @+';. ;ote? It will record I; time when parking brake 1'T for a tow in as well. 5all and correct as needed. >>. Ehat 5ategory is the 9>>> 8%%I 5at 5, except during circling app? then 5at ) or (%%%L * &sm whichever is greater. 78. *C$% -,/ :.39%& 2./< 614-/% -3 -,/ 2325=1- <A3 ?39 5%3<1%: 1-7 yesP they can plug into Gcockpit voiceG <ack on the A+0 + .% panel and monitor the cockpit area mic. possible use in security issues. "hi<ack#. 79. *+,$- 14 -,/ 1%&12$-13% 3> $ SELCAL7 8 chimes * GcallG annunciated on the comm panel mic F desired radio. 4%. !ow can the voice recorder be erasedI A65 on gnd, A5 power normal, * pk brake set. push * hold erase button.

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81. *+,$- <166 3229. <1-, $ 4-925 0127 @; ,nd? D!F V &/ sec R radio disabled until mic released "both eng @FF#. Air * ,nd? D!F or !F V &% sec R GAadio TransmitG 'I5A1 msg. 82. *+,$- 14 ?39. 034- $229.$-/ 26325 3% @3$.&7 ,+1? uses the Atomic 5lock to calibrate itself in nanoseconds. "-ook at 3Q page, bottom right#. 4&. 5an the ,3T time be manually ad<ustedI no? the ,3T is set by AI31 * the ,+1 internal clock. you can only set local time, day, * month. 4.. Ehere does the )ata 9ase get itBs center line fix designationsI "I'. IA!?5-82I# 82 R rwy 82. A R (nm, 9 R 8nm$. I R 7nm. 5-82I R centerline fix from rwy 82 at 7nm. 4/. :ouBve got the flight number loaded wrong. !ow can it be ad<usted inflightI it can only be changed using the AT5 -@,I; page.

*OPERATING PARAMETERS: Derify all uploaded AT5 clearances with the originating AT5 facility.

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YD/42.1@/ -,/ @$412 A9-3 F61:,- S?4-/04: 8 F6), 8 A6T, & A6+. 8 AI31 systems "- * A# are the heartbeat or the GbrainG of Auto Flight. ;ote? 5ontains more than 8.2 million lines of software code. ".%%,%%% lines on the 9>.> .%%# ;ote? ;ose section is shielded to protect the electronics from '3+, lightning, microwave, * radio6radar transmitters. ;ote? 5ombining these functions into one box cuts weight by 8%N and power consumption by &%N. )atabuses "8 AAI;5 287# are bi directional highways shipping up to 8 million bites per second. ;ote? 3ultiplex systems donBt monitor each switch (%%N of the time "hold the switch momentarily#. A)IA1 inertial consists of six primary glass laser beam gyros. 3easures time changes "caused by motion# for light to complete a triangular course of mirrors * hollowed out cavities set in a vacuum. 1kewed six axis positioning "instead of previously built right angled pattern#. 9acked up by IF@,1 "Interferometric Fiber @ptic ,yros#? bi directional fiber optic light ring gyros. Aequires 2 (/ minutes for a complete alignment. "1tationary M no A65 movement allowed#. To start6restart complete alignment? A)IA0 switch @FF for &% seconds * back @;. "3ust be done once every 8. hours#. A)IA0? 1upplies primary flight data, inertial reference, and air data. Fault tolerant and fully redundant. 1AAA0? 9ackup for A)IA0. ;o nav function if the ,+1 is not available. ;o flap speeds, no !), display "manually input !), * update#. ;o F6) pitch * roll commands. ;ote? The A)IA0 is the equivalent of . I;1Bs in quadruple mix. -oss of one I;1 is not even displayed to the cockpit. "Eill appear in 3AT only#. (. 8. Ehat three )ata 9ases does the F35 accessI ;av, +erf, * Airline 1elected "customi=ed# data bases. Ehat might you supply dispatch for a data uplink during +refltI Ehat can they supplyI youP @AT, Awy, ,E if any changes occur to the 0+-@A)') data. they supplyP AT' (, call sign, +erf Init, T6@ Aef, Einds Aloft, Accuload, and after T6@? descent winds. *+,$- &3/4 -,/ DSPY 8&14=6$?; 61:,- 3% -,/ CDU 0/$%7 page one of the route is not selectedP you might be modifying data into a non active waypoint. *C$% ?39 &/6/-/ M94- $% $6-1-9&/ ./4-.12-13% 3% $ 4=&A$6- <$?=31%- ./4-.12-13%7 noP both will be deleted. Aeenter one if desired. *+,/% 14 !NA!ALNA! %3.0$66? 4/6/2-/& " <,/% &3/4 1- @/230/ $2-1C/7 normally during 35+ preflight. -;AD activates at /%L A,- on T6@ or within 8./nm when intercepting a course. D;AD activates at .%%L A,-. *I> LNA! 14 NOT 4/6/2-/& >3. TAO <,/% 2$% 1- @/ 4/6/2-/& 1%D>61:,-7 V .%%L. ;ote? If not preselected? -;AD can ;@T be selected prior to .%%L above airport (%%kt ref altitude. *+,/% <166 -,/ LNA! /%:$:/ 1> %3- $6./$&? 3%D239.4/7 when within 8./nm. ;ote? H;ot @n Intercept !eadingJ msg will appear if a heading change is required.

3. 4. 5.

6.

7.

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If the F6) switches are @FF? how can you engage the F6) after T6@I pushing T@6,A V 4%OIA1 will put both F6)s @;. "switches remain @FF#. Ehat will occur if the F6) * -;AD6D;AD is @; for T6@ * the T@6,A button is pushedI pushing T@6,A V 4%OIA1 will disarm -;AD6D;AD, and set 3AQ T6@ Thrust.

1#. *+,$- $6-1-9&/ 4,396& @/ 63$&/& 3% PERF INIT =$:/ &9.1%: =./>61:,-7 the initial cruise altitude. This will put the F31 into 5ruise mode at initial leveloff instead of remaining in 5limb until the final altitude is reached. 11. *+,$- <166 3229. 1> -,/ TOAGA 14 =94,/& -<12/ Q 8#)IAS 3% TAO7 cancels T6@ thrust derate * sets max T6@ thrust. 12. *+,$- <166 -,/ FAD 2300$%& 3% TAO7 target pitch? D8W(/ or speed F rotation W (/ "whichever is greater#. IF target speed is exceeded V / secP a new target is established up to D8 W 8/ max#. !), to maintain track F rotation. 13. *I> @3-, FAD $./ OFF <,$- <166 -,/ AAP /%:$:/ 1%-37 attitude hold "ATT#, and D61 or F+A. (.. !ow does the F31 calculate acceleration heights on initial T6@I reads rwy elev at (%%kts as a base altitude. this effects? -;AD "F/%L#, D;AD "F.%%L#, climb power point, and flap acceleration point. 15. *D9.1%: 2610@ 1> CL( DIR 14 4/6/2-/&B <,$- ,$==/%4 -3 $%? 1%-/.0/&1$-/ 2610@ ./4-.12-13%4 3% -,/ SID7 all intermediate altitudes will be deleted * the F31 will climb to the altitude set on the 35+. (2. Ehen will the G9aro 1et )isagreeG message appearI +F) baros disagree V( minute, and? Vor equal .%&G, Vor equal (h+a. (>. Ehen is G1tep 5limbG activeI V /%%nm from dest. V 8%%nm from T@). ;ote? 1et step climb to G%G if you donLt intend to climb during the flight. @therwise, the computed fuel burn to destination will be inaccurate "since IT assumes you will always climb on schedule#. "Important in the ;AT1#. (4. !ow is @ptimum Alt calculatedI the altitude for min total cost, without accounting for differences in wind speeds at different altitudes. (7. Ehat is the fuel penalty for being off @pt AltI Y 8,%%% high 8N Y .,%%% low Y opt alt %N Y 2,%%% low Y 8,%%% low (N Y 4,%%% low "Ehat about V 8,%%%B above optimumI $. not a good place to be# &N /N >N

8%. !ow is 3ax Alt determinedI the less of? 35- thrust alt * 35A alt with a (N buffer. or maneuver margin limit alt? %.8 %.& margin "read (.8g (.&g# which equates to &. &7 degrees of bank in level flight. 21. *+,$- &3/4 =94,1%: -,/ MCP ALT SEL @9--3% &37 modifies the 5)0 * activates it in one step. deletes intermediate altitude restrictions one push at a time.

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88. YH3< &3/4 -,/ A6-1-9&/ A6/.- 4?4-/0 <3.57 at 7%%L a box appears around the selected alt window * the box around the current alt becomes bold. a magenta box appears around the AA3') alt and moves up6down the tape with it. at 8%%L both boxes return to normal. at 8%%L deviation? 3 5aution, caution beeper, GAltitude AlertG annunciated, +F) alt box turns to amber. ;ote? Inhibited with ,1 capture, or with landing flaps and all gear down. 23. *+,/% 14 -,/ EE%& 3> O>>4/-E 0/44$:/ &14=6$?/&7 E6I 8 minutes of end of route, or E6I 8 minutes of a 1TAA or A++. 24. *+,$- <166 4/6/2-1%: $ !IS APP 81% -,/ APP =$:/ 3> -,/ CDU; :1C/ ?39 >3. :91&$%2/7 4nm intercept point on the extended runway centerline. & degree glideslope. 8/. Ehat are the 4 F35 updating modesI "automatically chooses the best# ,+1 "best# -@5 )3'6)3' "next best# -@56D@A6)3' -@56)3'6)3' D@A6)3' -@56,+1 Inertial ;ote? )3' updating is limited by software to U 8%%nm. 82. Ehen will the D;AD +ath )ev 1cale be displayedI V .8%L from path. removed when? valid descent path doesnLt exist. or? passing '6) point. or? ,61 engaged. or? Flare engaged. 8>. Ehen is Flt )ir displayed at the top of the +F)I only when F6) is @; * A6+ is @FF. 28. *+,$- 14 FP! 94/& >3.7 flight path vector. climb or descent "mostly descending on approach# where a specific flight angle "path# is desired. such as? & degree slope desired for a +AA or -@5 approach. 29. *+,$- ,$==/%4 <,/% HDG HOLD 14 =94,/& &9.1%: $ -9.%7 the aircraft will roll wings level * then maintains T!AT current !),. "I'. )oesnBt return to Hwhen pushedJ#. 3#. *+,$- ,$==/%4 <,/% ALT HOLD 14 4/6/2-/& &9.1%: $ 2610@A&/42/%-7 aircraft will smoothly level off * return to the A-T it was at when selected. 31. *+,$- &3/4 -,/ A1. D$-$AA-- 4<1-2, &37 manually switches that side to the 1AAA0 "used only if the auto switching fails#. selects single channel, unchecked air data for that side. ;ote? ;ormally the multichannel A)IA0 fault checks the data against the 1AAA0 and then send it to both indicators. The 1AAA0 will replace the A)IA0 if an error is detected. &8. Ehat ;)65)0 information is not available with dual F35 failureI no holding patterns no conditional waypoints 'TAs becomes TT, no vert deviation display no F35 update status new waypoints must be entered as lat6long "but it remembers current w.p.#

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33. *+,$- 14 634- <1-, ADIRU >$169./7 no -;AD or D;AD. inertial position * updates ",+1 may operate#. !), 1'- * !), !@-) are operative. !), input must be manually updated from 1tby compass. 34. *+,$- 14 -,/ 1%&12$-13% 3> ADURU 1%-/.%$6 >$169./47 lots of redundancyP you may not know until the 3AT is checked by 3Q. 35. *+,$- 14 -,/ 1%&12$-13% 3> $ -3-$6 ADIRU >$169./7 'I5A1 message. 36. *+,$- 14 -,/ 1%&12$-13% 3> $ SAARU >$169./7 'I5A1 messageP also 1tby A)I fails. 37. *+,? 14 -,/ ADIRU -9.%/& OFF 3% -,/ P$.51%: C,/25614-7 !oneywell recommends turning it @FF at least once each 8. hours. Ehile shutting down it downloads diagnostic info to the 3Q 3AT. 38. *+166 -,/ 0$%9$6 ($%5 A%:6/ L101-/. 4/- -3 1# &/:.//4 $>>/2- @$%5 1% LNA!7 no? it is inhibited in -;AD. manual settings work only in !), * TAO 1'-. ;ote? A0T@ selection computes bank from (/ 8/ degrees, based upon current airspeed. 1lower speeds R greater bank angles "needed for traffic pattern#. ;ote? Auto initially limits bank to (/ degrees with ( engine inop, then gradually increases bank to 8/ degrees max at D8W8%. 39. *H3< 14 F61:,- L/C/6 C,$%:/ 1%1-1$-/& " ,3< &3/4 1- <3.57 entered by pressing the F-5! switch on the 35+. maintains current speed commanded * initiates climb or descent to the altitude displayed on the 35+. this function gives speed priority over rate of climb6descent and doesnBt always use idle or 5-9 power.. 4#. *+,$- 14 S=//& I%-/.C/%-13% " ,3< &3/4 1- <3.57 may be selected only in D;AD. +ush the 3+5 speed knob. current IA1 or 3A5! will appear. 1elect desired speed. system remains in D;AD * overrides the D;AD speed. push again to cancel? IA1 window blanks. EI-- ;@T automatically slow to 8/% U (%,%%%C 41. *H3< 14 !/.-12$6 S=//& 4/- 9= " <,$- <166 1- &37 check D16F+A button set to D1. push D16F+A switch? the current D1 will appear. rotate the dial for desired D1. this function gives D1 priority over IA1. 42. *C$% -,/ $1.2.$>- @/ 4-$66/& 3. 3C/.4=//& &9.1%: !SAFPA7 "assuming AT1 * A6+ are @;# no? the F31 will not allow the aircraft to exceed these limits "although it will allow the aircraft to enter the clucker * min man =ones#. .&. Ehat position will be used when selecting a +resent +osition !olding +atternI the A65 position when the !old is 'Q'50T') "not when it is typed in#. ;ote? The F31 will insert a discontinuity between the !old point and the next Eaypoint. 44. *+166 !S "A3. FLCH $9-30$-12$66? 463< -,/ =6$%/ $- 1# ###P7 no? this must be input manually.

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45. *+166 -,/ :.//% .$%:/ $.2 82610@A&/42/%-; $6<$?4 @/ $229.$-/7 no? it does not account for intermediate level offs or need for speed changes. "I'. slowing at (%,%%%B#. it calculates altitude to go compared to current D1 only. .2. Ehat speed does the F31 plan during holdingI clean min man for current weight and altitude "unless otherwise programmed#. .>. Ehen will the F31 accelerate to 5AZ speed when cleared to depart holdingI after passing over the holding fix IF 'xit !old is selected "preferred#. immediately IF +6+ direct to the fix "or another fix# is selected "this may violate holding airspace in certain instances#. 48. *+,$- 14 !03AM037 .4>6&&%. "&&%kias until V F-&%%#. .7. !ow is the 5ost Index calculatedI min time vs. min fuel costs. calculates econ climb, cruise, descent speeds "in G'5@;G only#. /%. Eill the initial economy speed displayed at level off change in flightI yes? '5@; speed is effected by cost index, ,E, A-T, * actual winds. the econ speed will decrease in level flight, over time. "due to ,E decrease#. /(. Ehat is the difference between 3A5 * -A5I 3A5 "or 3ax Aange 5ruise# is the best -6) "lift vs. drag# speed for the temp, altitude, weight, and airframe. This would be the speed F %% 5ost Index. -A5 is 77N of 3A5. This adds approx. (% 8/ kts to 3A5 * is approx. .4.3. -A5 is preferred to 3A5 because of speed stability. -A5 5ost Index is approx. (.%W6 . /8. Ehat difference does flying fast makeI a change from .4.3 to .4//3 will cost . /N in fuel. Assuming a 8%%,%%%S burnP this would equate to an extra 4 (%,%%%S burned in flight. This would give you an additional (%OIA1 or approx. (/kts true ground speed * would shorten a (. hour flight by approx. (4%nm "after climb6descent taken out#. In hoursP maybe 8% minutes. /&. Ehat is the D;AD speed limitI Dmo63mo minus /kts. "all AT1 speed limits are Hlimit M /ktsJ#. 54. *+,$- &3/4 D/42/%& N3< &37 starts a (8/% F+3 descent until intersecting the planned path. can only be selected if within /%nm of T@) point. if V /%nm? 5AZ )'1 is initiated * will ;@T capture the planned F31 descent path. //. Ehat speed is displayed during an G'5@;G speed descentI the last '5@; cruise mach is held. laterP the cost index '5@; IA1 is held. 56. *+,$- &3/4 -,/ AUTO =341-13% 3> -,/ ALT 4/6/2-13% 5%3@ &37 increases alt in (%% foot increments. rate sensitive to how fast it is turned. IF baro minimums are set? the alt can be fine tuned to the next higher (%L "not (%%L#. 57. *D9.1%: A9-3 L$%& <,$- -/4- 3229.4 $- 15##P RA7 self test of autoland system. isolates all & autopilots "separate electrical source#. -and & "8#, Aollout, and Flare annunciated.

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58. *+,$- 03&/ 14 -,/ A9-3 L$%& 4?4-/0 1% <,/% 1- 1%&12$-/4 EL$%& 3E7 fail passive mode. it will switch to -and 8 if one of the A6+Ls fail. ;ote? -and 8 is a GFail ActiveG mode since auto land will be inop if the second A6+ fails. 59. *+,$- ,$==/%4 &9.1%: A9-3 L$%&7 at /%%L "with a x wind V (%kts#, takes part of the crab out "wing low method#. at 8%%L takes all the crab out. at /%L starts a flare "approx. 8 degrees increase in pitch#. at 8/L throttles ease back to idle. at 8L rollout engages. rudder "* there by nose wheel steering# used to maintain runway -@5 centerline. ;ote? The rudder movements can be felt through the pedals. "disconnect A6+ when you want to steer#. 2%. *+,$- &3/4 =94,1%: -,/ AAT &1423%%/2- @9--3% &37 "on Thrust -evers#. disengages both A6T servos, but leaves them AA3') for over speed and stall protection. engaging F-5!, D;AD, or T@6,A engages A6T into the appropriate mode. pushing the A6T switch on the 35+ will engage6reengage the AT1 "except on the ground#. 61. *H3< 14 -,/ ATS %3.0$66? &1423%%/2-/& &9.1%: $ 6$%&1%: <1-, ATS ON7 disconnected automatically when rev thrust is initiated. 62. *+,$- &3/4 HOLD 1% -,/ ATSAFMA <1%&3< 0/$%7 A6T servos are temporarily inhibitedP manual ad<ustments may be made. 63. *+,$- 4=//& =.3-/2-13% &3/4 -,/ ATS :1C/7 Dmo63mo, Flap61lat limits, and ,ear limits. 1tall protection on the low speed side. 2.. Ehen will the AT1 not engageI V 2/ OIA1 "9oeing says /% OIA1# until .%%B AA. 65. *+,/% <166 -,/ ATS F<$5/ 9=G 1> ARMED @9- %3- ENGAGED7 when approaching a stick shaker "at approx. T the amber airspeed band#. 66. *+,$- <166 -,/ AAP &3 1> ENGAGED $%& $ 4-125D4,$5/. 3229.47 starts a descent to maintain airspeed slightly above stick shaker. F3A draws a line through pitch mode. F6) pitch bar biases out of view. 67. *+,/% 14 TOAGA $.0/&7 inflight? when ,61 is captured or flaps are extended "no annunciation#. on ground? when F6) switches are placed @;. 68. *D9.1%: $ GAA: <,$- <166 -,/ -,.3--6/4 &3 1> -,/ TOAGA 6/C/. 14 =94,/&7 thrust set for a 8%%% fpm rate of climb. ;ote? +ushing the T@6,A a second time results in full ,6A thrust. 27. Ehat will the F6) do during a ,6A with T@6,A pushedI F6) displayed regardless of F6) switch position "even in @FF#. pitch to the greater of 35+ selected 1+) or current actual speed. roll to wings level. other roll * pitch modes available after .%%L. ;ote? If target speed is exceeded V /sec? current speed becomes new target.

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7#. *+,$- &3 RNP " ANP 0/$%7 A;+? Aequired ;avigational +erformance. A;+? Actual G G . ;ote? A+; /? "9A;AD# utili=ed in 'urope. "max /nm track error 7%N of time#. ;ote? A+; (%? utili=ed in ;orth +acific. "max (%nm track error 7%N of time#. ;ote? A)IA0 operation without ,+1 update may not meet A+; / standards. 71. *+,$- D$-/ ($4/4 4,396& ?39 ,$C/ 3% @3$.&7 current * next 84 day cycle. >8. If you lose a ,+1 unit what should you doI notify AT5. 8 ;av units required for A+; / navigation. >&. Ehat does the 5-965@; switch doI "AT1# selects a thrust limit of 35- with 8 engines, or 35T with ( engine inopP but does not move the throttles unless the limit is currently exceeded "I'. F T6@ thrust#. has no effect in normal cruise. ;ote? Inhibited U .%%BAA. >.. Ehat does the A;+ msg meanI exceeded ;av tolerances of? (8nm oceanic, .nm domestic, (nm terminal area, .&nm approach. 75. *+,$- &3/4 -,/ :.//% AAP ENGAGED 61:,- 1%&12$-/7 all operating A6+s are engaged. >2. Ehen will the heading system automatically switch from !), to TA0'I 48 degrees ;61, or in the vicinity of the magnetic poles. ;ote? ;. +ole? V>%; * between 4%E (&%E. 1. +ole? V2%1 * between (8%' (2%'. >>. Ehen should ,AI) headings be usedI >%;61 "computed from True heading * -ongitude#. >4. !ow do you set up for a 9ack 5ourse -ocali=erI raw data. There is no back course selector on the 35+. the A6+ * F6) cannot track the back course.

GPS NOTES: 8. )@) satellites in ((,%%%nm orbit "8( W & spares#. & satellites W 9aro Alt R min system. AAI3 requires / satellites min. "Aeceiver Autonomous Integrity 3onitoring#. Fault )etect * 'xclusion 1ystem requires 2 satellites min. There are 2 7 satellites E6I line of sight anywhere on earth. ),+1 or )ifferential ,+1? 0tili=es ground station to update ,+1 for approach. Accuracy down to ( meter. Typical accuracy of the ,+1? 1A @;? (%% meters. 1A @FF? &% meters. ;ote? The A)IA0 takes longer to align in the high northern latitudes due to the rotation of the earth. "normal R 4 minutesP may take as long as (/ minutes#.

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!ow is driftdown calculated "for dispatch#. clear all obstacles during descent by 8%%%L, * (%%%L once leveled off. *+,$- $./ -,/ &1>>/./%- EO 4=//&47 '@ 1+)? 3in 3an? max speed for obstacle clearance "-6) max#. -A5 1+)? '@ -A5. 5@ 1+)? &87OIA1 ;ote? 3ax '@ alt will depend upon selected speed. *+,$- 14 -,/ E%:1%/ O9- S=//& 8E230=$%?E 3. ECOE;7 &87OIA1 established to maintain (4% min 'T@+1 criteria. "* qualify some distant enroute alternates#. this is a G)ispatchG limit "maybe not a flight limit#. using this speed will result in a 4,%%%W6 loss in alt capability.

3.

*AUTO FLIGHT LIMITS: A0T@+I-@T? Takeoff ;+ A++ I-1 no engagement U (%%%L not U /%L below 3)A not U 8%%L A,- "w6o -and 8, or -and & annunciated#

Auto -and 1ystem 5apabilities? !eadwind 8/kts Tailwind (/kts 5rosswind 8/kts I-1 ,61 &.8/ max I-1 ,61 8./% min Flaps 8% or &% "not 8/# AF)1 must annunciate -and 8 or & no 'I5A1 G1lats )riveG message )o ;@T use Autoland for an overweight landing. EI;) -I3IT1? I-1 U 8.%% ADA 5AT II * III 5rosswind !eadwind Tailwind 5rosswind (%kts 8%kts (%kts (%kts "because itBs less than 8.%% ADA#

A)IA0 KF'

do not align V >4 degrees, (..>/ minutes ;61 use of D;AD prohibited with KF' KF' alt ref must be selected in F35 for +F)

B777 Oral Review ORALSTUDY@AOL.com


ICE " RAIN

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YD/42.1@/ -,/ @$412 I2/ $%& R$1% S?4-/04: 'AI @FF? @FF. A0T@? @+'; or 5-@1') depending on sensor demands for 'AI. @;? 'AI valves open * respective bleed air sent to respective cowl "engine running#. EAI @FF? @FF. A0T@? @pen or 5losed depending on sensor demands for EAI. @;? EAI valves @+'; in flight. "no asymmetric EAI protection#. Ice )etectors? 8 side mounted probes "- * A#. 1ense icing, then de ice themselves R ( cycle. Eindow heat? electric for all cockpit windows. ramp up schedule reduces thermal shock to panes. all windows receive '-'5 )e Fog heat. "ext6int panes for (-6AP int only for others#. (-6(A windows receive '-'5 Anti Ice heat. "exterior panes only#. @;69lank? normal heat by window heat controller. @;6I;@+? overheat or fault. 9lank6I;@+? manually selected @FF. there is a backup power source for (-6(A anti ice only. TAT +robe aspiration? +;'0 bleed air to anti ice the TAT probe. ;ote? 1. no rain repellant, the windows are covered with a special G!ydrophobicG coating.

*+,/% <166 -,/ EAI $%& +AI C$6C/4 @/ OPEN 1> -,/ 4/6/2-3. 14 1% AUTO7 'AI after two ice6heat cycles of the ice detector probe. "ice detected on either side#. EAI after several G G G G G G G. ;ote? 9oth will return valves to 5-@1') after several minutes of no detected icing. ;ote? ;either the 'AI nor the EAI will operate in A0T@ while on the ground. *+,/% 01:,- ?39 <$%- EAI 3% -,/ :.39%&7 U (%5 on TAT and visible moisture "rain, snow, vis U ( mile in fog#. must be selected @; manually after engine start, * returned to A0T@ when airborne. ;ote? In mod severe icing, a periodic run up to //N ;( for &% sec "each &% min# is recommended. T6@ should be preceded by such a run up. 5A0TI@; \'T 9-A1TC *I4 -,/./ $% EAI =.3-/2-13% 4?4-/07 yes? dual loop 'AI leak detection closes the associated 'AI valve. "other engine continues to operate#. *+,/% <166 +AI 230/ ON <1-, -,/ 4/6/2-3. 1% AUTO7 A0T@ * 3A; inhibited until / min after T6@ if TAT V (%5. A0T@ inhibited with T6@ thrust "up to (% min# or until 5-9 thrust selected. EAI will come @; in A0T@ after several cycles of the ice detection probe. !ow can the windshield wiper be stowedI @FF position also stows the wiper to the bottom plate. "Ehite plate that wiper rests on#. on the walkaround insure that the wiper hasnLt flopped over the stowed stopping plate "it wonLt work if needed#. ;ote? 5heck the wipers during the walkaround to insure that they havenBt flipped over the white stop tab. If they have, they will not function. ;ote? Eipers have & speeds? I;T "every > seconds#, -@E "(2%6min#, !I,! "8/%6min#. *I> $ &92- 6/$5 3229.4 1% 3%/ +AI 41&/ 83. 1> 3%/ C$6C/ >$164 -3 OPEN; <,$- <166 ,$==/%7 A0T@? both EAI valves will close to prevent an asymmetrical icing condition. ;ote? EAI leaks are detected by the bleed duct leak * overheat protection system.

2.

3. 4.

/.

6.

B777 Oral Review ORALSTUDY@AOL.com


>. 4. 9.

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!ow does the hot high pressure EAI air escape the 1lat 5avityI small holes drilled in the center @9 slats will exhaust the air. "!oles seen on the walkaround#. !ow hot is the EAI airI hot enough to melt the slats right off the wing if there is no air flowing over them "i.e. on the ground#. *H3< 0$? $ <1%&3< 3C/.,/$- @/ ./4/-7 switch to @FF? allow to cool, then switch back @; again. "resets fault circuitry too#.

(%. Ehat does the 'I5A1 GEindow Flt )eck -6AG msg meanI you have forgotten to close a S8 side window. 11. *+,/% <166 -,/ AOA $%& P.3@/ ,/$- 230/ ON7 at engine start. "'-'5#. ;ote? The probe heat is -@E on the ground to prevent overheating with no airflow. 12. *+,/% <166 -,/ TAT ,/$- 230/ ON7 airborne only. "+;'0#. "+revents false high readings on the ground w6o airflow#.

*ICE " RAIN LIMITS: 'AI must be in A0T@ or @; when the TAT is (%5 or less * icing cond exist "except when temp U .%5 1AT#.

B777 Oral Review ORALSTUDY@AOL.com

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PERFORMANCE PROCEDURES $%& TECHNI'UES "not in question format# (. YZFE must always be corrected for actual pax count. If the count is within group limits, continue * <ust ad<ust the ZFE "before flight or enroute#. If the count exceeds the group limits, get a new accuload prior to departure. "(4%S6pax summer, (4/S winter#. ;ote? If ZFE is changed on taxi out, the F31 will dump all the T6@ D speeds. "5hange it later#. YFlight attendants "F136I13# confirms ready for T6@ by pressing 2Y on any interphone, which rings the cockpit chime * G5abin AeadyG message appears. "9rief them on this procedure if they are new#. F6A required next to each overwing exit for taxi, T6@, * -nd. All doors * slides Armed for taxi. All 'mer -ts Armed for flight ops. D( must be recalculated for clearway or stopway, slippery6contaminated rwy, improved climb "this will take a new D(, Dr, D8#. )erated thrust "T6@ ( * T6@ 8# may ;@T be used at 5A-. ")oesnBt allow for pushing up the throttles with the loss of an engine#. The max assumed temp reduction is 8/N "FAA# with an option to push the power up if needed. YAssumed temp may not be used with rwy contaminates "water, ice, slush, snow#, or 'AI @;. Eet is @O if reduced braking for wet conditions is accounted for. 9>>> is a H6,J for filing purposes domestically "R ,+1#. Y0se 5@A7 "flight S w6o %%%s preceding it#, for flight SBs when loading the 5)0. This effects AT5 data link.

8. &.

.. /. 2. >. 4. 7.

(%. ETOPS "'xtended Aange Twin 'ngine @perations# !istory? (7&2 FAA? all A65 require an airfield E6I (%%nm intervals. (7/& FAA? 8 & engine A65 must be E6I 2% minutes "single engine# from a landing field. (7/& I5A@? established a 7% minute similar rule. (72. FAA? removed the restriction on & engine A65. (74/ FAA A5 (8% .8? extended the time to (8% minutes. (744 FAA? modified time up to (4% minutes. "must meet specific qualifications#. (77/ FAA? a more rapid approval process was established. (777 FAA asking for input for a 8%> minute 'T@+1 8%%% FAA approves 8%> minute 'T@+1, by carrier and equipment. &68(6%% FAA (8(.(2( requires twin engine A65 to be E6I 2% minutes from an adequate airport. Advisory 5ircular (8% .8A allows air carriers to extend the limit to (4% minutes. The criteria for 'T@+1 is examined with regard to each A65 type * each operator. 1ome of the considerations include? 'ngine reliability exceeding %.%86(%%% 1ystems operations with single engine. Three or more elec systems required. Airframe * 'AI must be adequate for extended exposure. 5argo fire systems must exceed 'T@+1 W (/ minutes. 'nvironmental * pressuri=ation must be adequate. 'ngine rotor burst patterns ensure that fuel is not compromised. 33'- more restrictive than normal. 5ritical fuel reserve calculated at (%,%%% feet. 1uitable alternate6diversion airports with facilities, capabilities, * EQ forecasting. 'T@+1 A65 checks performed only by 'T@+1 certified mechanics. +lease read the excellent report in IA5+ \an6Feb (777 by 5apt 3ike !aynes.

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((. -av trash temp strip locations adopted for -av ) "behind door 8A#, <ust open the under basin door "(777#. ;ote? @ther locations are inside the trash binP I9 wallP open trash lid to observe. (8. @ceanic ;av -og is not required, nor is &%E 'TA estimate. (&. YFlight crew bunks will not support crew bags in an emergency. 1tore them elsewhere. (.. +AQ may ;@T charge laptop computers onboard due to a remote chance of fire. Take the batteries out of the computer if it is to be plugged into A65 power. 5omputers may ;@T be used in -av "plugged into outlet#. (/. 9est rate of climb? Flaps 0p man spd W 2%kts.. (2. 9est angle of climb? clean min man or .4%m "at altitude#. +rovided by the F35. (>. Initial driftdown speed? 84% OIA1 "max wt#, then check the F31. (4. 3inimum altitude at the bottom of driftdown? (& (/,%%%B single engine. (7. YEAT -imit R Eeight, Altitude, Temperature for 8nd segment climb. 8%. All penalty corrections are always made to 3ax +erf runway weight, not to 1tructural or Actual. 8(. Y3ax T6@ weight notes? 1 R 1tructural A R Aunway - R -anding ' R 'nroute E R EAT

88. An altimeter U 87.>% requires a +*+ ad<ustment. "done by Accuload#. 8&. YAccuload line (%? HATJ code R both an extra F6A * IA@ for V (8 hour flight. 8.. 3ax breakaway thrust? &/N ;(. 8/. 5lose in turn after T6@? normally not U .%%LA,-P A1A+ F /%LA,- if required. 82. 5apt should physically check the Accuload * fuel slip "or 5omm Initiali=ation report#. 8>. +rimary antiskid Inop R no revenue flight, ferry flight only. 84. 5apt add fuel authority? >O domestic, >O international. "ever changing#. 87. Average burn rates? (/O6hr &%. )esired fuel over destination? 8/ &%O, min 8%O at alternate. &(. 3in fuel approx.? (8 (&,%%% "lots of different opinions here#. &8. 'mergency fuel approx.? (%,%%% G G G G G

&&. YT6@ alternate when below 5at I mins? ( hr still air with one eng inop, equals .&%nm. &.. Y3in F6A crew R 7. ";ormally (. W ( extra for \apan#. &/. ;o evasive maneuvers for T5A1 GadvisoryG only unless traffic is in sight. &2. +ilot must respond to T5A1 GAAG unless traffic is in sight * it is unsafe to do so.

B777 Oral Review ORALSTUDY@AOL.com

FINAL RE ISION

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&>. Fly ;AT1 * @T1 with the T5A1 in A9@D' or 9'-@E "depending on alt#? track other A65 for ;av backup * verification. &4. Taxi speeds? 1traight &%kts 7% degree 4 (%kts ./ degree not determined yet ")5 (% was (/kts# !igh 1peed turn off not determined yet ")5 (% was 8%kts#

&7. 1imulator 1talls? 5lean? F6) @FF, AT1M)isengaged, A6+M@FFP Dref&%W4%, Throttles idleP AT1 wakes up * recover. Flaps 8% * 8/ degrees bank? AT1 @FF, Throttles idle, Trim stopped F min man? recover F (st indication? max throttle "firewall#, wings level, no flap changes, hold alt. .%. 1imulator 1teep Turns? 8/%kts, ./ degrees bankP AT1 @FF, F6) @FF, A6+ )isengage 9ar M @FFP 8W(68 ;0, approx. 2.N ;(P option? F+D on !ori=on. .(. 1imulator +5? W6 (%%L alt W6 /kts W6 / degrees heading

.8. !olding speeds? FAA? U 2%%%L 2%%% (.%%% V (.%%% U (.%%% (.%%% 8%%%% 8%%%% &.%%% V &.%%% U (.%%% (.%%% 8.%%% 8.%%% &.%%% V &.%%% 8%%kias 8&%kias 82/kias 8&%kias 8.%kias 82/kias .4&m 88%kias 8.%kias 82/kias .4&m

I5A@?

FA';5!?

lesson learned? ask6tell AT5 what speed you AA' going to holdC .&. !olding +atterns? "<ust in case you donLt let the box do it for you# reduce speed E6I & minutes prior to fix. ( min timing U (.,%%%. ( W (68 min timing V (.%%%. tear drop R &% ./ degrees for ./ seconds. ask AT5 for the speed you want to hold at. ... 0.O. ADA must be above minimums before descending U (%%%L A,- ";@T at the FAF#. Approach 9an. ./. Target altitude for flaps6speed for the approach? &%nm (%,%%%B (/nm /,%%%B (%nm &,%%%B 2nm 8,%%%B &nm (,%%%B 8/% OIA1 flaps /, speed flaps 8%, speed flaps &%, target target

B777 Oral Review ORALSTUDY@AOL.com

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.2. !ow is G@n 5ourseG defined for decent on an approachI D@A? with in one dot "and remaining within#. -@5? G G G G G A)F? G G / degrees G A;AD6,+1? A65 symbol must touch the active course line using the (%nm scale. .>. Y;)9 courses are ;@T HmonitoredJ for the ident. If the ;)9 fails? pointer * I) symbol both disappear. .4. Y+lotting is required anytime a position using ground based equipment can not be established at least once per hour. .7. 5A- policy is to fly ;)9s with the A6+ @;. /%. YAT1 compensates for all gusts R no adding T steady state * full gusts.. Aevert to old procedure additives if AT1 is @FF6inop. " T !E5 W all gust # /(. 5onsider having an escape route planned for ,reenland "(8OW# and Alaska "82OW#. "depressuri=ation or eng loss#. /8. 1etting a new altitude "clearance# on the 35+ is not enough. 5heck the F3A to insure that the A65 has started its climb6descent or even leveled off. 1uggest using a )5 (% technique of calling 8 steps? Hset * checkedJ $ 35+ is HsetJ and F3A is HcheckedJ. /&. AD13 R Aeduced Dertical 1eparation 3inimums "(,%%%B separation on some ;AT tracks#? requires upgraded altimeter * pitot static group combinations. reduced tolerance for manufacturer error. each A65 physically measured "hull wrinkles * curvatures#. thatBs why 5A-Bs 9>.>s were removed from 'urope. 9>>> comes AD13 certified from the factory. both ,ander * 1tromble have altimeter checking capacity for A65 on the ;AT1. since many military * civilian A65 donBt meet thisP the outside tracks may have a 8,%%%B separation. /.. 3'- Aepair Intervals? 5at A? time interval specified in HAemarksJ. 5at 9? E6I & calendar days "not including (st day#. 5at 5? E6I (% $$$$$$$$$$. 5at )? E6I (8% $$$$$$$$$$ //. YDisible moisture defined in 3'- as Hany form of water that can be seen in natural light "clouds, fog, rain, sleet, hail, or snow#. !ow much fogI U ( mile. /2. 3'-? a flight has departed the gate when blocked @0T. />. F)' test ",+1 Fault )etection * 'xclusion test#? R 2 hr validity of flight track for ,+1 signals * ,+1 satellite verification. ;ot required to be performed for 9>>> since it has I;1 plus ,+1 capability plus a self monitoring of A;+ vs A;+. An 'I5A1 msg will appear if A;+ exceeds A;+. /4. -aptop power ports R (./vt. The cord can be bought "we donBt have any# from ++A Tech "[4% (%%# for specific manufacturerBs specs. /7. I;F@ @;-:? the coordinates of 3t 3cOinley are? ;2& %/.% E(/( (&.2 2%. ;AT? note that the 8/%kts restriction applies AT (%,%%%B$.. not below. 2(. Figure &.2++! at idle for taxi. 28. 0nited starts both engines simultaneously$$ AA * +ratt both use less air to start than ,'. 1imultaneous starts on the ,' would reduce the T9@ of the engines.

B777 Oral Review ORALSTUDY@AOL.com


RUSSIA (. 8. &.

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,+E1 is inop in Aussia. It uses K;! * only knows 31- "Aussia uses KF'#. There can be up to /%%B error at 3agadam Airfield. "9oeing prohibits its use until modified in 8%%% W6 #. ,+1 is not as accurate in Aussia. Aussia uses a local meridian for longitude, not the prime meridian. This can effect -;AD navigation 8,%%%B W6 "which can be a -@T on an approach#. \'++ approaches were originally written for Alaska Air 3) 4%s which did not have KF' capability. This has resulted in lots of confusion for others? 1TAA1 R 31- not KF' in feet "even below the transition alt#. :ou must convert * report in meters. Approaches R Ft6KF', but you must report in meters. +ressuri=ation must be reset for landing at KF' M % feet. Aussian pilots use millimeters, not millibars. If the controller makes a mistake * gives us millimeters, the landing "* approach# altitude will be EA: @FFC D;AD is prohibited in Aussia once KF' is set. Ee need more training on this$.. and6or a lot of time spent briefing the approachC "while on fireII#.

.. /. 2. >.

DUTY LIMITS: 8 3an

A--? ( in > "may be taken overseas at pilots choice# &8 hrs6 > days 4 hrs6 8. hrs (%% hrs6 month (8 hrs6 8. hrs 8% hrs6 .4 hrs 8. hrs6 >8 hrs (8% hrs6 &% days &%% hrs6 7% days )ouble Time @ut when returning to home base. &/% hrs6 7% days

& 3an

. 3an

yep$. I know, I should have said +ersons. ;ote? ;ote? )! time doesnBt count for any of these restrictions.

Aussia has promised to convert to K;! in the year 8%%%$$. weBll see.

B777 Oral Review ORALSTUDY@AOL.com


NOTES OF INTEREST 9>>> 8%%? "designated 88. for 5A- I,E A65#

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-ength 8%7L (G Eidth (77L ((G wing ".284 sq. ft# Eidth 8%L .G fuselage ext. Eidth (7L &G fuselage int. !eight 2%L 7G at tail. !eight of cabin floor? 8(L !eight of flight deck floor F touchdown?

&%L

9>>> Fuselage? perfectly circular, not a Gdouble bubbleG "like all previous 9oeings#. 9>>> Eing? ,ull wing is to increase the housing area for the large main gear. 1harply angled to provide increased ground clearance for the engines. 1wept back over &( degrees. 1uper critical airfoil generating lift across the entire surface. GAft loadedG wing due to substantial lift generated at the trailing edge. Inverse6Aft 5amber causes scooped out appearance of the underside of the trailing edge. !igh efficiency of this wing means there is no need for winglets. @ptional GFolding EingG? @uter 88 feet designed to fold vertically for gate clearance. Aeduces total wing span to (// feet. 5an only be activated U /% OIA1. )esign anticipated for next G-arge AirplaneG design. ;ote? ;o 9>>> has fuel tanks in the outer 88 feet, for this reason. ;ote? Fuel dump no==les are inboard for this reason. ;ote? ;o operator has opted for this option yet. ,'7% 7%9 engines? -argest dimensions of three options ",', +ratt, Aolls# F (%.8/L fan diameter. @riginal combined T6@ thrust was set at (/%,%%%S and will increase to over 8&%,%%%S with the stretched >>> "same engine#. !igh by pass ratio of 4..?( "/6( was normal for large fans#. 0tili=es 8 million cubic feet of air per minute at T6@ thrust. +roduces pressure ratio of more than .% to (. 9lades are a wide chord design to improve efficiency. (% stage dual dome compressor derived from a <oint ;A1A6,' G'nergy 'fficient 'ngineG pro<ect "labeled '&#. Fan rotates up to 8,.4/ A+3 "(%/,%%%S thrust# 5ore engine rotates up to (%,%%% A+3 1trut designed to separate from the wing without damaging the wing box. ;ote? ,'Bs "* AmericaBs# first turbo<et was the I 7 engine? /,/2% newtons "(,8/% S of static thrust#. Flown on the 9ell Q+ /7A first on (% ( .8. The 7%9 is (%%x more powerful. 9>>> 8%% has an interior pressuri=ed volume of .2,%%% cubic feet of air. 9lade shaped tail cone? designed to eliminate induced drag caused by round cones "9>/> * >2>? generate stagnant air#. 9oeing invested . billion dollars to develop the 9 >>>. 1uppliers invested an additional 8 billion dollars. The entertainment system alone contains over 8/%,%%% lines of software code. 'ach pax seat has the computer capability of a &42 laptop computer. 5ATIA? 5omputer Aided Three dimensional Interactive Applications? a three dimensional design system. )esigns the parts that fit together, the first time. The left wing was only .%%( inches out of alignment when completed. 5hecks how the parts interface with each other. &) plans ducts, wires, access ports.

B777 Oral Review ORALSTUDY@AOL.com

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;o conventional engineering airframe mockup was created "first time#. 5ATIA man "or Aobocop# was designed to see if a man could get into every part of the aircraft. "Hvirtual crawl throughJ#. 5ATIABs 88%% work stations talked with eight I93 &%7% 2%%\ mainframes during design and assembly. AIRCRAFT DESIGNATIONS? @riginally known as the 9>2> Q 9>>> 8%% A market? replacement for )5 (%6- (%(( "/%2 /&/,%%%S#. 9>>> 8%% 9 market? international market "/4% /7%,%%%S#. 9>>> &%% 1tretch? longest airliner ever built "same wing * engines#. 9>>> (%% 1hort? ultra long range routes G G G G 9>>> 9>>> 9>>> 9>>> FIRSTS: First aircraft to fly? tail S ;>>>( First <et aircraft certified with radial ply tires as standard "nose wheels on the 9>>>#. First aircraft totally designed by 5ATIA. First 01 Gfly by wireG aircraft. First commercial aircraft to use fiber optic cables "between 3Q access terminal * side displays in the cockpit#. First application in aircraft of IF@,1 fiber optic gyros "backup#. First use of light weight condensing cycle technology in airconditioning. First engines to hit and exceed 4 to ( by pass ratio. First engines to use G)ual )omeG technology. ")ual annular combustion#. -ongest FAA 5ertification? .,7%% flights * >,%%% hours to achieve (4% minute 'T@+1 from day one "note? 9>/> only took (,&4% hrs but didnBt have (4% min 'T@+1 out of the gate#. Aecord & hour, .4 minute maiden flight. 9>>> &%% 8.8.&L wings, ((L longer than >.>. -ongest commercial airplane. "/L shorter than 5 /, * I shorter than Antonov 88/#. 8%% seats &%/ &8% pax, range up to /4/%nm. 8%% I,E "Increased ,E# range up to 442%nm. &%% stretch seats &24 &42 pax, range up to 2>8%nm. (%% may fly up to (%,%%%nm.

ALLOYS " COMPOSITES USED: saved over /,4%% lbs. in weight Fuselage skin Fuselage stringers Eing skin Transverse support beams 8 of & tail spars Audder ,' fan blades Alcoa aluminum alloy 8QQQ Alloy >(/% Alcoa >%//T>> aluminum alloy 5arbon fiber * resins 5arbon fiber reinforced plastic 5arbon fiber epoxy panels 5omposite fitted with titanium -'

;ote? composites make up 7N of the >>> "&Q that of any previous 9oeing#.

B777 Oral Review ORALSTUDY@AOL.com


PARTS DESIGNED (Y OTHERS: I936)assault 3itsubishi, Oawasaki, Fu<i formed the \apan Aircraft 5o Alenia of Italy 'mbraer of 9ra=il Technologies of Australia !awker de !avilland 1hort 9ros of ;. Ireland * 1ingapore Aerospace ;orthrop ,rumman, Aockwell, * Oaman Aerospace 3enasco !oneywell 5ollins Avionics ,'5 3arconi Avionics -ear Astronics * Tei<in 1eiki ' 1ystems 1mith Industries 1undstrand Allied1ignal !amilton 1tandard !amilton 1tandard * Allied1ignal 1necma 9.F. ,oodrich 3atsushita Avionics 1ystems

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5ATIA design system Fuselage panels, doors, wing center section, fairings, * ribs @utboard Eing Flaps * Aadome Eingtip * Flap support 5omposite Audder 'levators ;ose ,ear doors 1tructural parts 3ain ,ear AI31 system Autopilot, Flight )irector, * T5A1 +rimary Flight 5ontrol 5omputers A5' Actuator 5ontrol 'lectronics 5able driven 1poiler pair -oad shedding systems * fuel qty probes I),Bs Air driven !:) pumps, AAT, environmental controls, * ,+E1 Air 5onditioning system, 'AI, * EAI @=one 5onverter !igh pressure 5ompressor section 5arbon )isc 9rake pads 3A1 'ntertainment 1ystem

B777 Oral Review ORALSTUDY@AOL.com


DATES: @ct 87, (77% ;ov 8., (778 3ar L7&

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9A5 launched >>> 8%% program. ,' first ran the core ,'7% engine. ,' ran the first full ,'7% engine. "including fan section#. ,'7% engine reached record (%/,.%%S of thrust. ,' flying the ,' on ex +an Am >.> (%% in 3o<ave, 5A. Aollout of first aircraft. ((?./am maiden flight, &W.4, F-(7%, left engine planned shutdown6relight. FAA 5ertification. AT@ demonstration. wing tested to (/.N of max structural deflection went to 82 feet before failing. First ,' powered >>> 8%% flight. FAA 5ertification. First delivery "to 0nited#. @peration within A30 "Area of 3agnetic 0nreliability# approved. 0nited implements HFirst 1uiteJ? lay flat beds.

Apr &, (77& -ate (77& Apr 7, (77. \une (8, (77. \une (77. early (772 ;ov (77. \an (77/ Feb 8, (77/ Apr (7, (77/ 3ay (/, (77/ (777 @ct &(, (777

E!ENTS: 'mer evac ". of 4 doors in 7% seconds# conducted to certify the 9>>> at .8% paxP only .(7 go out "( baulked# so the 9>>> was certified at .(7 max pax. 0A- tailstrike on T6@ in (774? overrotated, extensive damage. Towers have notified 9>>>Bs of Hpuffs of smokeJ as the main gear has been retracted. 3ight have been black carbon dust from the brake system "normal by product of carbon brakes#. (8 (& 77 Kuantas reports an inflight deployment of door slide raft, <amming customers into seats. This is the same system used on the 9>>>. Aaft was deflated by the crew. (777? two Asian carriers experience engine shutdowns due to failure of backup gen. 9A5 halts delivery of 9>>> "((688677# for faulty cockpit roof insulation. "FAA flammability regulations#.

B777 Oral Review ORALSTUDY@AOL.com


A5A@;:31 A A A6+ A6T A91 A91 A9D A5AA1 A55'- !T A5' A5I+1 A53 A53+ A5T A5T A)5 A)F A)I A)3 A)+ A)IA1 A)IA0 A)1 AF)5 AF)1 AF' AF15 AF3 A,9 A,A! AIAI31 1ystem A-T A-T; A-T; ;AD A3I A30 A;T A@A A@A A+9 A++ A++ A+0 AAI;5 AA+ A1A A1A A15+5 A1I5 AT ATA AT5 AT3 AT1 AT1 ATT

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ATZ

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Aerodrome Traffic Zone At or 9elow 9ottom of )escent 9oeing Aircraft 5ompany 9attery 9oeing 'quivalent Thrust 9eat Frequency @scillator 3ode 9uilt In Test 'quipment 9elow "altitude# 9us +ower 5ontrol 0nit 9rest @ceanic Transition Area 9earing 6 )istance 9us Tie 9reaker 9ottle 9rake Temp 3onitoring 1ys 9ackup 9ackup ,enerator

At or Above Autotuning Auto +ilot Auto Throttles Absolute "altitude# Auto 9rake 1ystem Above "altitude# A65 5omm. Addressing * Aeporting 1ys. Acceleration !eight Actuator 5ontrol 'lectronics Airfoil65owl Ice +rotection 1ystem Air 5ycle 3achine A5 3otor +umps Active Actuated Air )ata 5omputer Automatic )irection Finder Attitude Indicator Air )ata 3odule Air )riven +ump "!:)# Air )ata * Inertial Aeference 1ystem Air )ata * Inertial Aeference 0nit Automatic )ependent 1urveillance Automatic Flight )irector 5omputer Automatic Flight )irector 1ystem Above Field 'levation Automatic Flight 5ontrol 1ystem Aircraft Flight 3anual Accessory ,earbox Above ,round -evel Alert !eight Aileron A65 Information and 3anagement Altitude Alternate Airport Alternate ;avigation Airline 3odifiable Information Area of 3agnetic 0nreliability Antenna 3ode Angle @f Attack Area @f @perations Auxiliary +ower 9reaker Approach Approach 3ode Aux +ower 0nit Aeronautical Aadio, Incorporated Airport Aeference +oint Airport 1urveillance Approach Autoland 1tatus Annunciator Air 1upply and 5abin +ressure 5ontroller Application 1pecific Integrated 5ircuit At "an altitude# Actual Time of Arrival Air Traffic 5ontrol Air Traffic 3anagement Air Turbine 1ystem Autothrottle 1ystem Attitude

9 96) 9A5 9ATT 9'T 9F@ 9IT' 9-E 9+50 9@TA 9A,6)I1 9T9 9T9T31 90 90,';

5 5entigrade 5A-5 5alculated 5A;5 5ancel 5A5+ 5abin Area 5ontrol +anel 559 5onverter 5ircuit 9reaker 555 5ore 5ompartment 5ooling "'ng# 55) 5ursor 5ontrol )evice 5) 5enter )isplay 5)0 5ontrol )isplay 0nit 5''T 5ritical 'T@+1 'ntry +oint 5'Q+ 5ritical 'T@+1 'xit +oint 5FIT 5ontrolled Flt Into Terrain 5F3 5ubic Feet per 3inute 5, 5enter of ,ravity 5!, 9attery 5harger 5!I1 5 !:) Isolation 1ystem 5!O5hecklist 5!A 5hronograph Time 5I 5abin Interphone 5I 5ost Index 5-9 5limb 5-9 )IA 5limb )irect 5-A 5lear 535F 5entral 3aintenance 5omputer Function 53F 5entral 3aintenance Function 531 5abin 3anagement 1ystem 530 5ontrol 3anagement 0nit 5;1 5omm6 ;av61urveillance 5@ )ATA 5ompany )ata 5@A^^^^ Flight S for AT5 )ata -ink 1ervices 5@33 5ommunication 5@; 5ontinuous 5@;D 5onverter 5+A 5losest +oint of Approach "T5A1# 5+)-5 5ontroller To +ilot )atalink 5omm 5+A1A 5ompressor 5+0 5entral +rocessing 0nit 5A1 5ourse 5AT 5athode Aay Tube 5AZ 5ruise 5AZ A-T 5ruise Altitude 5AZ 5,5ruise 5enter of ,ravity

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5AZ 5-9 515+ 51) 511 5T5 5TA 5TA5DA 5Z ) ) T@ ) T@( )A )A-@+ )53F ))A )), ))+ )'5A )')'+6AAA )'1 )'1 )IA )'15 )'1T )'D )! )I15 )I15! )I1T )-,F )-@)1 )-@+ )3' )31 )1+ )1+: )T, )TO )0 '6) '6@ '6@ A55'- !T 'A5 'AI '90 '5'5@; '5@; 5-I39 '5@; )'1 '5@; 1+) '51 ')I0 ')+ ''5 ''T ''0 'F5 5ruise 5limb 5abin 1ystem 5ontrol +anel 5onstant 1peed )rive 5abin 1ervice 1ystem 5abin Temperature 5ontroller 5enter 5ontrol 5ockpit Doice Aecorder 5ontrolled Zone

FINAL RE ISION
'FI1 ',+E1 ',T '!1I 'I5A1 'I1 '-50 '-'5 '-'D '-31 '-T '3I '3+ ';, @0T ',+E1 '@ '+ '+A1 '+51 '+A 'A 'A '1') 'T 'TA 'T) 'T@+1 'T@+1 "alt# 'T+ 'Q5) 'Q'5 F F6) FAF FA3D FA;1 F9E F5)5 F5TF50 F53 F)' FI3 FIA FIQ I;F@ FF-5! F-5! 1+) F-1 F-T )IA F3A F35 F35 5@33 F35F F351 F31 F;5 F@)

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'lectronic Flight Instrument 1ystem 'nhanced ,+E1 'xhaust ,as Temperature 'nhanced !1I 'ngine Indicating and 5rew Alerting 1ystem 'lectronic Instrument 1ystem 'lectrical -oad 5ontrol 0nit 'lectronic 1ystem 'levation 'lectrical -oad 3anagement 1ystem 'mergency -ocator Transmitter 'lectro 3agnetic Interference 'lectro 3agnetic +ulse 'ngine @ut 'nhanced ,round +rox Earning 1ystem 'ngine @ut 'xternal +ower 'mergency +ower Assist 1ystem 'ng +arameter 1ystem 'ngine +ressure Aatio 'T@+1 @perational Item "3'-# 'xtended Aange 'lectro 1tatic )ischarge 1ensitive 'lapsed Time 'stimated Time of Arrival 'stimated Time of )eparture 'xtended Aange Twin 'ngine @+1 'ngines Turn @r +eople 1wim 'qual Time +oint 'ngine 'xceedance 'xecute Fahrenheit Flight )irector Final Approach Fix Fan Air 3odulating Dalve Future Air ;avigation 1ys Fly 9y Eire Flight 5ontrol )5 9us Flight 5ontrol Flush 5ontrol 0nit Flush 5ontrol 3odule Fault )etection * 'xclusion Fault Isolation 3anual Flight Information Aegion Fix Information Flight -evel Flight -evel 5hange Flight -evel 5hange 1peed Flight -evels Flight )irector Flight 3ode Annunciator Flight 3anagement 5omputer Flight 3anagement 5omputer 5ommunications Flight 3anagement 5omputer Function Flight 3anagement 5omputer 1ystem Flight 3anagement 1ystem Fiber ;ickel 5adium Foreign @b<ect )amage

)ownhill Assumed Temp Thrust Take @ff Fixed )erate Assumed Temp "not used# 3inimum )ecision Altitude )ata -ink @perational +roblem )ata 5ommunication 3anagement Function )erived )ecision Altitude )ispatch )eviation ,uide )ispatch )eviation +rocedure Aange )ecrease )elete )eparture6Arrival )escent )escend )irect )escent 3ode )estination )eviation )ecision !eight )isconnect )ischarge )istance )ata -oad ,ateway Function )uct -eak6@verheat )etection 1ystem )ata -ink @perational +roblem )istance 3easuring 'quipment )ebris 3onitoring 1ystem )isplay 1elect +anel )isplay )istance To ,o )esired Track )isplay 0nit 'nd of )escent 'ngine @ut 'ngine @ut Acceleration !eight 'stimated Approach 5learance Time 'ngine Anti Ice 'ngine 9uild 0p 'lectronic 5hecklists 'conomy 'conomy 5limb 'conomy )escent 'conomy 1peed 'nvironmental 5ontrol 1ystem 'ngine )ata Interface 0nit 'ngine )riven +ump 'lectronic 'ngine 5ontrol 'stimated 'nroute Time '-31 'lectronic 0nit 'xpected Further 5learance Time

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F@) F+A F+3 F+D FKI1 FA'K FA3 FA3, F61'0 ,61 ,A ,9 ,59 ,5A ,51 ,50 ,' ,'; ,! ,!A ,;) ,+ ,+1 ,+E5 ,+E1 ,A ET ,1 ,1 ,11A ,1TA ,10 ,E ! ! !5AT !), !), 1'!)-, !-51 !pa !+5 !+1@D !+T !1I !:) !:I3 I6@ IAF IA1 I9 I5A@ I)';T I), I)1 IF@,1 IF1) I,D I,E Fuel @ver )estination Flight +ath Angle Feet +er 3inute Flight +ath Dector Fuel Kuantity Indicating 1ystem Frequency Fault Aeporting 3anual Fuel Aemaining Flap61lat 'lectronics 0nit

FINAL RE ISION
I-1 I;9) 5A16)IA I;5A I;IT I;IT A'F I;T5 5A1 I;T-O I1-; I1@\AA \epp OIA1 OT1 ODA -6) -5) -53 -O) --AA -;AD -@ -@5 -+5 -+T -A5 -A3 -A; -AAA -A0 -15F -150 -1O 3 3A, 3A, DAA 3A+ 3A+ 3A1 3A1+1 3AT 3535+ 35T 3)A 3'3F) 3I5 3I; 5AZ 3OA 3-, 3-1 3-E 33'3mo 3;+1 3;DA 3@)

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Instrument -anding 1ystem Inbound 5ourse and Turn )irection Aange Increase Initiali=ation Initiali=ation6Aeference Intercept 5ourse Interlock Isolated Isolated \oint Aviation Authority \eppesen Onots Indicated Air 1peed Onots Oilo Dolt Amps -ift over )rag max -iquid 5rystal )isplay -ogic 5ontrol 3odule -ocked -ower -obe Attendant Aest module -ateral ;avigation -ow -ocali=er 3ode6-ocali=er -ow +ressure 5ompressor -ow +ressure Turbine -ong Aange 5ruise -ine Aeplacement 3odule -ong Aange ;avigation -ow Aange Aadio Altimeter -ine Aeplacement 0nit -eft 1ystem 5ard File -ogic * 1peed 5ontrol 0nit "A)+# -ine 1elect Oey 3anual Tuning 3agnetic 3agnetic Dariation 3issed Approach +oint 3issed Approach +rocedure 3atsushita Avionics 1ystem 3in A65 1ys +erformance 1pecs 3aintenance Access Terminal 3ax 5limb Thrust 3ode 5ontrol +anel 3aximum 5ontinuous Thrust 3inimum )escent Altitude 3inimum 'quipment -ist 3ulti Function )isplay 3icrophone 3inimum 5ruise Time 3arker 3ain -anding ,ear 3icrowave -anding 1ystem 3ax -anding Eeight 3aster 3'- "3Q# 3aximum 3ach Airspeed for Aircraft 3in ;av +erformance 1tandards 3aneuver 3odification

,lide 1lope ,o Around ,enerator 9reaker ,enerator 5ircuit 9reaker ,enerator 5ontrol Aelay "Field# ,round 5lutter 1uppression ,enerator 5ontrol 0nit ,eneral 'lectric ,enerator ,round !andling "9us# ,round !andling Aelay ,round ,eneral +urpose "radio relay# ,lobal +ositioning 1atellite ,round +roximity Earning 5omputer ,round +roximity Earning 1ystem ,ross Eeight ,lide 1lope ,roundspeed ,round 1ervice 1elect Aelay ,round 1ervice Transfer Aelay ,round 1upport 0nit ,ross Eeight !eading !eadwind !uman 5entered Automation Training !eading !eading 1elect !andling !igh -ift 5ontrol 1ystem !ecto +ascell !igh +ressure 5ompressor !igh +ressure 1hutoff Dalve !igh +ressure Turbine !ori=ontal 1ituation Ind. !ydraulics !:) Interface 3odule Input6@utput Initial Approach Fix Indicated Airspeed In 9oard International 5ivil Aviation @rgani=ation Identification Integrated )rive ,enerator Integrated )isplay 1ystem Interferometric Fiber @ptic ,yroscope Inflight 1hut )own Inlet ,uide Dane Increased ,ross Eeight

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3+1 3A5 31, 31@D 313Q ;AA ;AT1 ;AT1+, ;AD ;ADAI) ;AD AA) ;5A ;) ;) ;3 ;@+A5 ;+ ;0 @AT @9 @91 @5A @F @F1T @,D @;'A @+A1 @+5 @+;@+;1 @+T @T1 + + &% + .% +AA +9) +9' +50 +)I +)1 +'AF +'AF I;IT +F +F5 +F5 +F51 +F) +-I +-; +3 +3A +3AT +3, +;'0 +;+@9 3eters +er 1econd 3ax Aange 5ruise 3essage 3odulating * 1hutoff Dalve 3ean 1ea -evel 3aintenance ;. American Aoute ;orth Atlantic Track 1ystem ;. Atlantic 1ys +lanning ,roup ;avigation ;avigational Aid ;avigational Aadio ;orthern 5ontrol Area ;avigational )isplay ;ose )own ;autical 3iles ;. +acific ;on +recision approach ;ose 0p

FINAL RE ISION
+@A +@1 +@1 I;IT +@1 A'F ++3 ++@1 +++ +A') +A'D +A,' +AI +A@, +A1@D +1A +1'0 +1I +10 +10 +T1 +TT +EA +E1 KA) KF' K;! KA! K0A)6AA)IA-

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+oint @f Aegulation +osition +osition Initiali=ation +osition Aeference +arts +er 3illion +resent +osition +ost +osition +lot +redicted +revious +age +rimary +rogress +ressure Aeg * 1hutoff Dalve +ower 1upply Assembly +roximity 1ensor 'lectronics 0nit +ounds per 1quare Inch +assenger 1ervice 0nit +ower 1upply 0nit +oints +ush To Talk +ower +redictive Eind 1hear Kuick Attach6)etach Altimeter ref to field elev Altimeter ref to baro Kuick Aeference !andbook Kuadrant and Aadial

@utside Air Temperature @ut 9ound @bserver @ceanic 5ontrol Area @ver Filled @ffset @utlet ,uide Dane @ceanic ;av 'rror Aeport @verhead +anel AAI;5 287 1ystem III F31 initial setup slopeII III satcomIII IIIsatcomIII @ptimum @rgani=ed Track 1ys +rocedure 'xternal +ower +anel A+0 ,round 5ontrol +anel +recision Approach Aadar +lace 9earing )istance +ersonal 9reathing 'quipment +ower 5ontrol 0nit +ath )eviation Indicator +rimary )isplay 1ystem +erformance +erformance Initiali=ation +ilot Flying +rimary Flight 5omputer +rimary Flight 5ontrols +rimary Fight 5ontrol 1ystem +rimary Flight )isplay +itch -imit Indicator +lan +ilot 3onitoring +ermanent 3agnet Alternator + .% +anel +ermanent 3agnet ,enerator +neumatic 1ystem +anel +assenger @xygen 9ottle

A Aange A Aoute AA Aadio Altimeter6Aadio Altitude AA) Aandom Access )evice AA-T Aoute Alternate AAT Aam Air Turbine A559 Aemote 5ontrolled 569 A5Aecall A'F Aeference A'F ;AD )ATAAeference ;avigation )ata A'Aelative "altitude# AF Aadio Frequency AF Aefill A-F Aelief A-, Aing -aser ,yro A-: Aelay A;AD Aandom ;avigation A15F Aight 1ystem 5ard File A1T Aeset A1D Aeserve A1DA Aeservoir ATA Aequired Time of Arrival AT) Aesistance Temperature )etector AT' Aoute ADA Aunway Disual Aange AD13 Aeduced Dertical 1eparation 3ins ADD Aunway Disual Dalue AE: Aunway 165 1AAA0 1AT 1tep 5limb 1econdary Attitude Air )ata Aeference 0nit 1tatic Air Temperature

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1AT5@3 15A 153 1'5 1'1'- 1+) 1'+5 1,1I) 1-+ 1-1 13 13,51

FINAL RE ISION
T35F T3I T31 T@( T@8 T@) T@6,A T@,E T@T TAA;1 TAA;1 A-T TAA;1 -DTAF TAO TA0 TA0 TT, 0 09 0IA D D61 DA1I D)A D)-3 D'AT DI,D DI1 A++ D-D Dmcg Dmo D;AD D;AD +AT! D@A D1 D1I Dspd DTO EA! EAI EATA1 E91 E'1 E'0 E@E E+ E+I E+A ET EED EQ Q 9-) Q F'A Q)5A QFA QTO

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Thrust 3anagement 5omputer Function Track 3essage Identifier Thrust 3anagement 1ystem Fixed )erate T6@ Thrust "not used# Additional )erated Fixed Aate "not used# Top of )escent Take off6,o Around Takeoff ,ross Eeight Total Transition Transition Altitude Transition -evel Turbine Aear Frame Track Transformer Aectifier 0nit True Time To ,o 0phill 0tility 9us 0pper Flight Information Doice Dertical 1peed Disual 1lope Indicator D!F )ata Aadio D!F )ata -ink 3ode II Dertical 1peed Dariable Inlet ,uide Danes Disual Approach Dalue 3inimum 5ontrol 1peed ,round 3aximum Indicated 1peed for Aircraft Dertical ;avigation Dertical ;avigation +ath D!F @mnidirectional Aange Dertical 1peed Dertical 1peed Indicator D 1peed Dertical Track Ehen Able !igher Eing Anti Ice E. Atlantic Aoute 1ys Eeight and 9alance 1ystem Earning 'lectronic 1ystem Earning 'lectronic 0nit Eeight @n Eheels Eay +oint Eaypoint Eaypoint +osition Aeporting Eeight IIEorld Eide Time Derification Eeather 5ross 9leed 1tart Transfer "bus# Transducer Transfer 5rosstrack

1atellite 5ommunication 1ystem 1outhern 5ontrol Area 1ignal 5onditioning 3odule 1econdary 1elected 1elected 1peed 1econdary 'xternal +ower 5ontactor 1ingle 1tandard Instrument )eparture 1peed -imit +oint "'urope \epps# 1atellite -anding 1ystem 1tatute 3ile 1urface 3ovement ,uidance * 5ontrol 1ystem 1@D 1hut @ff Dalve 1+ 1pace Oey 1+) 1peed 1+) A'1TA 1peed Aestriction 1+) TAA;1 1peed Transition 1+)6T,T A-T 1peed Target Altitude 1+OA 1peaker 1+-: 1upply 1A; 1hort Aange ;av 1TAA 1tandard Terminal Arrival Aoute 1TAT 1tatus +age 1T9: 1tandby 1T53 1tab Trim 5ontrol 3odule 1TA, 1teering 1D5 1ervice 1E 1witch T T T T65 T6) T6@ TA5 TAI TA1 TA1@D TAT T99 T9; T9@ T5A1 T5F T5D T)Z' T'AA TF5 TFA T,A T!A T!A !@-) T!A A') T!A A') T!A A'F T!A1T -I3 TIZ TO Tailwind Track True Top of 5limb Top of )escent Take @ff Thrust Asymmetry 5ompensation Thermal Anti Ice True Air 1peed Trim Air 1hutoff Dalve Total Air Temperature Transfer 9us 9reaker To 9e ;otified Time 9etween @verhaul Traffic 5onflict Avoidance 1ystem Turbine 5enter Frame Temperature 5ontrol Dalve Touchdown Zone 'levation Terrain Traffic Transfer Turbine ,earbox Assembly Thrust Thrust !old Thrust Aeduction Thrust Aeduction Thrust Aeference Thrust -imit Traffic Information Zone Track

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ZFE Zero Fuel Eeight

FINAL RE ISION

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FINAL RE ISION

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B 777 ORAL STUDY GUIDE


R/C #3A## 8F1%$6; C3%-$2- (166 ($&&3.>

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