DVA 777 Program. August 2005 Volume DVA 777 Program

Transcription

1 1 DVA 777 Program August 2005 Volume 1.9 DVA 777 Program While we have experienced a decent amount of growth in the program over the past two years, we are looking to promote more pilots from the Stage Three aircrafts, including the 757/767 program. We feel it is a natural progression for those pilots and will do everything possible to help those individuals achieve their goals. The 777 newsletter was created with the hope of bringing our pilots closer together through monthly communication. Each issue will contain the latest news from the program, as well as the latest pilot achievements, upcoming events and training sessions, as well as special features that will change from month to month. The 777 program at Delta Virtual Airlines (DVA) is highly regarded due to the fact that the 777 is considered a Stage Four aircraft. Every pilot in the program has endured intense testing and most of the pilots have accumulated a large amount of flight time in Stage One, Two and Three aircraft. This gives them the experience needed for transoceanic flight. Since the retirement of the MD-11, the 777 has become the Queen of the Delta fleet. It is used on long-range routes across the Atlantic and Pacific, as well as medium-range routes within the United States. Our 777 pilots understand international flight rules and are the most experienced at DVA. The program is headed by Chief Pilot Trevor Fenimore and Assistant Chief Adam Gaweda. Both pilots have accumulated a large amount of flight time in the 777 and both are looking to move the program forward at DVA. The 777 is one of the smaller groups at DVA due to the unique aspect of our program. Unlike the more popular 737 and 757/767 programs, 777 pilots are expected to fly longer routes which requires a larger commitment. But the rewards are many, including the prestige and sense of accomplishment our pilots enjoy once they are part of the 777 program. We have begun offering training sessions for Stage Three pilots interested in moving up to the 777 program. Of course, these sessions also help current 777 pilots and we feel these sessions are necessary to achieve the growth we are looking for over the next year. Trevor and Adam are always available to help pilots meet their goals and look forward to working and flying with their fellow 777 pilots, as well as the other groups within the Delta Virtual family. If you have any questions, comments or suggestions, feel free to Trevor or Adam. Their addresses can be found below. Trevor Fenimore Chief Pilot- taf158@aol.com Adam Gaweda Asst. Chief Pilotadlamb@bellsouth.net We would like to extend a big thank you to Ryan Wilson who provided us with his screenshots for this iusse!

2 2 DVA 777 Program 777 Pilot Accomplishments Oliver McRae- First Officer/Captain Michael Johnson- First Officer Isidoro Attie- First Officer Ken Welch- First Officer Kevin Buttrey- Captain Myriam Cruz- First Officer Jim McCabe- Captain Chris Robeson- Captain Ryan Wilson- Double Century Club Isidoro Attie- Century Club Oliver McRae- Century Club Randy Bauer- Double Century Club Brian Kolbuch- Quadruple Century club Ken Welch- Century Club Myriam Cruz- Century Club Sachin Phadke- Triple Century Club Eric Paul- Century Club As you can see we had a lot of accomplishments in the last two months! Congratulations to all of you, and all other 777 pilots on their achievements! 777 Program News The 777 program is ready to go into full swing this Fall as we rebound from the hot lazy days of summer. First of all let us tell you how proud we are to see how many accomplishments were achieved over the last few months. It is truly amazing that almost 1/3 of you made the list! We encourage you to keep it up, flying, participating in the water cooler, and helping other DVA pilots. We would also like to welcome our new pilots this month, Oliver McRae, Michael Johnson, Isidoro Attie, Ken Welch, and Myriam Cruz, as always please give them a warm welcome and if they need anything regarding the 777 please be willing to help out. In addition by early September the new company Website DVA2006 should be online. This is a huge milestone in DVA history as the site has countless new features that make life at DVA not only better but also much easier. Around the same time that DVA2006 debuts we are hoping to release our new 777 manual and new first officer and captain tests as discussed in the previous newsletter. As DVA2006 comes online the check ride will also go through a renaissance. The check ride will now be completed on ACARS and we will have the ability to review countless details of each perspective pilot s flight. Our program and DVA as a whole owes a huge debt to Luke Kolin who has almost single handedly created DVA2006 and the new ACARS. He has put countless hours into the site, and if you get a chance it would mean a great deal if you thanked him personally. Don t forget to check out our sections below as they give a preview of what is to come this fall. Enjoy the fall, and we will have the next issue out in November! 777/DVA Events The 777 around the world flight did not have the best attendance yet it was still a great series of flights! We thank all the 777 pilots who participated and hopefully we will have another around the world flight later in the year when more pilots can attend (westbound next time). Currently there are no 777 planed events for September, but the Sunday night fly-in series is always great opportunity to fly with your fellow pilots, and enjoy some busy controlled airspace. So keep an eye on the events page and in the water cooler for any update on events 777 Training Sessions We apologize as in the last newsletter we had promised you a training session that never happened due to commitments outside of DVA. We are currently in the process of re-working the format of the training session and we will most likely not have one until later in the fall. If our plans change we will let you know via and the water cooler. As always if you have any suggestions regarding the training session please do not hesitate to let either Trevor or Adam know. 777 Special Feature We figured that with fall approaching we would make our special feature this month about. Fall in most of the United States and Europe is usually when most of the occurs due to low level high wind shifts caused by the changing seasons and weather patterns. We

3 3 DVA 777 Program did not write this feature and we do not take any credit for it as it is solely a product of Continental Airlines Windshear Avoidance and Recovery As published in section three of the Continental Airlines 777 Flight Manual. This reproduction should not be used in real world flight and is solely for the use of flight simulator. The first and foremost rule is to avoid. As enhanced detection and guidance capabilities become available, the pilot must not perceive these aids as providing the capability to penetrate. These aids are intended to be used for avoidance only, in the same manner as radar is used as an aid in avoiding thunderstorms. be considered cumulative. If more than one is observed, the probability is increased. The hazard increases with proximity to the convective weather. Weather assessments should be made continuously. The recovery enhancement system includes, a prediction, a detection and a guidance system. Each system operates independently of the other. Microburst Windshear Probability Guidelines Observation Presence Of Convective Weather Near Intended Flight Path With Localized Strong Winds (tower report or observed blowing dust, rings of dust, tornado-line features, etc.) HIGH With Heavy Precipitation (observed or radar indications of contour, red or attenuation shadow) HIGH With Rainshower MEDIUM With Lightning MEDIUM With Virga MEDIUM With Moderate Or Greater Turbulence (reported or with radar indications) MEDIUM With Temperature/Dew Point Spread Between 30 And 50 Degrees Fahrenheit MEDIUM Onboard Windshear Detection System Alert (reported or observed) HIGH Pirep Of Airspeed Loss Or Gain 20 Knots Or Greater HIGH Less Than 20 Knots MEDIUM LLWAS Alert / Wind Velocity Change 20 Knots Or Greater HIGH Less Than 20 Knots MEDIUM Forecast Of Convective Weather LOW Note: These guidelines apply to operations in the vicinity (within 3 miles of the point of takeoff or landing along the intended flight path below 1000 AGL). The clues should Probability Of Windshear Predictive Windshear System (PWS) The Predictive Windshear System (PWS) is part of the weather radar system. It augments the GPWS detection system. The PWS uses radar imaging to detect disturbed air prior to entering a. Aural and visual alerts warn the crew of. l he PWS is activated by the following methods: Manually on the ground when the weather radar is activated with the WXR switch Automatically on the ground when the thrust levers are set for takeoff Automatically in the air when below 2300 RA. There are two alerts associated with the PWS: A warning alert and a caution alert. These alerts are available below 1200 RA. A PWS caution alert is activated if a is detected between 0.5 NM and 3 NM and 25 degrees left or right of the aircraft s magnetic heading, and not within the warning alert area.

4 4 DVA 777 Program On the ground, a PWS warning alert is activated if a is detected between 0.5 NM and 3 NM and 0.25 NM right or left of the aircraft s magnetic heading. In the air, a PWS warning alert is activated if a is detected between 0.5 NM and 1.5 NM and 0.25 NM left or right of the aircraft s magnetic heading. PWS alerts are prioritized along with GPWS and TCAS alerts based on the level of the hazard and time required for flight crews to react. Predictive Windshear Annunciation s AURAL ALERT MONITOR RADAR DISPLAY WINDSHEAR AHEAD GO AROUND WINDSHEAR VISUAL ALERT Red and Black symbol on ND (in map, VOR, and APP modes only)and an amber WINDSHEAR on ND Master WARNING lights Red WINDSHEAR on PFD Red & Black symbol on ND (Map, VOR, APP modes) Red Windshear on ND (all modes) Master WARNING lights Red WINDSHEAR on PFD Red & Black symbol on ND (Map, VOR, APP modes) Red Windshear on ND (all modes) DESCRIPTION Caution alert. Windshear symbol on ND shows position Warning Alert (Takeoff) Windshear symbol on ND shows position Warning alert (approach) Windshear symbol on ND shows position GPWS Windshear System (Reactive) A condition is detected using inputs from aircraft systems including angle of attack (AOA), ADJRU, and Air Data Modules. The minimum intensity which activates a warning is dependent upon flap position, radio altitude, and phase of flight (takeoff or approach). The alert does not annunciate shears of the type which require only routine piloting effort. As a result, the alerting signal is considered a warning level, and specific crew actions are expected. The GPWS provides the aural and visual alerting signals for conditions. The aural warning consists of a two-tone siren followed by the words WINDSHEAR, WINDSHEAR, WINDSHEAR. The warning is activated only once during a encounter. The visual warning is provided by illumination of the time critical WINDSHEAR annunciation on the Captain s and First Officer s PFD. The lights remain illuminated until a safe airspeed has been re-established after the has dissipated. The warnings take priority over all other GPWS modes. On takeoff, the alert is enabled at rotation, and remains enabled up to 1500 radio altitude. On approach, the alert is enabled at 1500 RA and remains enabled until touchdown. The GPWS warning is the highest level, followed by terrain warnings, predictive, and TCAS. Reactive Windshear Annunciation s AURAL ALERT Two tone siren followed by: WINDSHEAR, WINDSHEAR WINDSHEAR VISUAL ALERT Master WARNING lights Red WINDSHEAR on PFD DESCRIPTION Windshear condition is detected

5 5 DVA 777 Program of the is applied. inop. use location of Continue standard the takeoff and advise ATC avoidance hazard of the hazard procedures and then maneuver around the hazard Predictive Windshear Procedures 80 Kts. To N/A New Caution If predictive The following procedural chart applies to the predictive system. Continental s policy is to avoid all and other hazardous weather. Note: During takeoff and landing, the PWS inhibits new caution alerts between 80 knots and 400 RA, and new warning alerts between 100 knots and 50 RA. These inhibits do not remove caution or warning alerts that already exist. 400 RA 100 Kts. 50 New Alerts inhibited N/A system is inop. use standard avoidance procedures If predictive PHASE OF OPERATION Before Takeoff WARNING ALERT of the location of the warning alert. Delay takeoff until warning is no longer present CAUTION ALERT of the location of the caution alert. At the Captain s discretion delay the takeoff of takeoff and maneuver to avoid the hazard SYSTEM FAILURE If predictive system is inop. use standard avoidance procedures RA After Takeoff Warning Alerts inhibited Assure maximum rated thrust is applied. If the is penetrated utilize Assure maximum rated thrust is applied. If the is penetrated utilize system is inop. use standard avoidance procedures If predictive system is inop. use standard avoidance procedures Takeoff Prior to 100 kts. Reject the takeoff. Assure maximum rated thrust If predictive system is recovery procedures. of hazard. recovery procedures. of hazard.

6 6 DVA 777 Program During Approach Initaite a normal goaround. If the At the Captain s discretion environment, the Flight Director will smoothly transition back to the normal TO/GA mode. Takeoff is penetrated utilize recovery maneuver around the hazard if a safe stabilized The AFDS provides recovery guidance by means of the normal takeoff pitch and roll modes (TO/GA). The flight director commands a pitch of 15~ or slightly below the Pitch Limit Indicator (PLI), whichever is lower. procedures. approach can be of hazard. continued after the maneuver. Reactive Windshear Procedures The Flight Director was chosen as the guidance system because it is simple, displayed on the PFD, and pilots use it on a routine basis. The AFDS provides recovery guidance by means of the normal go-around pitch and roll modes. Goaround is engaged by pushing a TO/GA switch. The control inputs for the guidance come from vertical speed, airspeed and angle of attack. The command guidance control laws are: The AFDS commands a pitch-up of 150 or slightly below the pitch limit, whichever is lower. As rate of climb increases, the AFDS transitions from pitch to airspeed control. The target airspeed is the las/mach window airspeed or current airspeed, whichever is greater when TO/GA is engaged. If current airspeed remains above the selected speed for 5 seconds, the selected airspeed is reset to current airspeed, (to a maximum of the las/mach window speed plus 25 knots). If the autopilot is not engaged when go-around is initiated, the pilot must fly the recovery following the flight director commands. If the autothrottle is not armed, the thrust levers must be advanced manually. When the aircraft departs the Operational Precautions Takeoff Airports Without Terminal Doppler Weather Radar: If the preceding conditions exist and PTREPS indicate a in excess of 15 knots with increasing intensity, delay departure 30 minutes. If the preceding conditions exist and PJREPS indicate a of less than 15 knots with diminishing intensity, delay departure 15 minutes. Airports With Terminal Doppler Weather Radar: A Microburst Alert or Alert will be issued by the tower in conjunction with a clearance to a specific runway. If the clearance does not contain an alert, the flight crew may assume that no alert exists at the present time. If a Windshear Alert accompanied by a reported gain of airspeed is issued, the crew may take off, but be alert for sudden airspeed

7 7 DVA 777 Program increase. If airborne, the pilot should adjust pitch attitude smoothly to maintain desired airspeed, but should not chase large rapid airspeed fluctuations. If a Windshear Alert accompanied by a reported loss of airspeed or a Microburst Alert is received, a takeoff should not be attempted. If either alert is received during takeoff prior to 100 knots, the takeoff should be aborted. If either alert is received after 100 knots, the takeoff may be aborted or continued at Captain s discretion after considering runway available, gross weight, and related meteorological conditions. If, after careful consideration, the decision to continue the takeoff is made: 1. If practical, use the longest suitable runway provided it is clear of areas of known. Use a takeoff flap setting of 20 unless limited by obstacle clearance and/or climb gradient. This setting provides the best performance for countering s. 2. Maximum rated takeoff thrust must be used. (Reduced Thrust takeoff is prohibited.) 3. Use the Flight Director display. 4. Use Autothrottles for takeoff 5. Use increased airspeed at rotation when available. To compute the increased rotation airspeed: Determine the V 1. VR, and V 2 speed for the actual aircraft gross weight and flap setting. Set airspeed bugs to these values in the normal manner. which slowly bleeds off to the normal climb speed. WARNING: If is encountered at or above the actual gross weight VR, do not attempt to accelerate to the increased VR, but rotate without hesitation. If is encountered at or near the actual gross weight VR and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to normal VR. If there is insufficient runway left to stop, initiate a normal rotation at least 2,000 before the end of the runway, even if airspeed is low. Higher than normal attitudes may be required to lift off in the remaining runway. Aft body contact may occur. Throttles may be advanced to the mechanical stops. If increased airspeed was not used prior to liftoff, accelerating to higher than normal airspeed after liftoff is not recommended. Reducing pitch attitude at low altitude to accelerate might produce a hazard if is encountered. Once the takeoff is initiated, the flight crew should be alert for airspeed fluctuations. If significant airspeed variations occur below V 1. the takeoff should be aborted if sufficient runway remains. Caution: Accelerate I Stop distances are computed assuming a normal acceleration to V 1. Airspeed fluctuations may cause the aircraft to achieve V 1 at a point farther down the runway than anticipated. Therefore, the aircraft may not he able to stop on the runway. Determine the field length limit (runway limit) maximum weight and corresponding VR for the selected runway. If the field length limit VR is greater than the actual gross weight VR (almost always the case), use the higher VR (up to 20 knots in excess of actual gross weight VR) for takeoff. Airspeed bugs should NOT be reset to the higher speeds. Rotate to normal initial climb attitude at the increased VR, and maintain this attitude. This technique produces a higher initial climb speed Approach Due to configuration and power settings, aircraft are the most vulnerable to effects during the approach and landing phase of flight. Airspeed

8 8 DVA 777 Program losses and excessive sink rates should be immediately responded to by the flight crew, since the aircraft may not be able to recover from a situation that has been allowed to progress unchecked. A stabilized approach should be established no later than 1,000 AOL to improve recognition capability. Select flaps 30. Leave the autopilot and autothrottles engaged and set the normal target value. During the approach, the pilots should continuously monitor airspeed loss reports from other aircraft ahead, or from the tower if equipped with Terminal Doppler Weather Radar. If the autothrotfles are disengaged, or planned to be disengaged before landing, the reported airspeed loss should be added to VREF. If this value is in excess of Target airspeed, the pilot should increase to and maintain this speed. The Target bug should remain set based on the surface wind additive only. If the reported airspeed loss, when added to V~, results in a speed less than Target airspeed, maintain Target airspeed. If the additive to V~ (due to either surface wind or reported loss) results in an adjustment in excess of VREF +20 knots, the approach should not be continued. Airspeed additive (with autothrottles disengaged) due to reported airspeed loss should be maintained to touchdown; however, the aircraft should not be allowed to float beyond the touchdown zone. WARNING: Increased touchdown speeds increase stopping distance. An additional 20 knots at touchdown can increase stopping distance by as much as 25%. Vertical speed should be closely monitored. If the descent rate required to maintain the glide path is significantly different than expected (based on ground speed and descent slope) continuance of the approach may not be a safe course of action. Caution: At airports equipped with Terminal Doppler Weather Radar, a missed approach should be executed if the Microburst Alert or a Windshear Alert, accompanied by a reported airspeed loss of greater than 20 knots, is received. An increase in airspeed and ballooning above the glideslope may be first indications of a. Do not make large thrust reductions. This increase in performance may be followed soon by a rapid airspeed loss and an additional loss of performance due to a downdraft. The pilot may choose to accept this initial airspeed gain, anticipating an equal or greater loss. Recovery Maneuver The following actions are recommended whenever flight path control becomes marginal below 1000 AGL on takeoff or approach. As guidelines, marginal flight path control may be indicated by deviations from target conditions in excess of: ~ 15 knots indicated airspeed. ~ 500 FPM vertical speed deviation from normal. ~ 50 pitch attitude change. ± 1 dot glideslope displacement. Unusual throttle position for a significant period of time. Exact parameters cannot be established. In certain situations where significant rates of change occur, it may be necessary to goaround before any of the above are exceeded. The determination to begin the recoveiy procedure is subjective and based on the pilot s judgment of the situation.

9 9 DVA 777 Program If flight path control becomes marginal at low altitude, initiate the recoveiy maneuver without delay. IF ground contact appears imminent, either pilot calls CHECK MAX THROTTLE. Accomplish the first three steps simultaneously: Leave the autopilot and autothrottles connected and engage TO/GA for recovery procedures Do not change flap, gear, or trim position until terrain contact and/or loss of airspeed is no longer a factor. If the autothrottles are not engaged: Aggressively advance throttles to mechanical stops to ensure maximum thrust is obtained with minimum delay. This max throttle setting is recommended until positive indications of recovery are confirmed. Positive indications of recovery include: A. Altimeter and IVSI indicate level flight or a climb; and B. Airspeed stable or increasing; and C. Aural, visual warnings cease (stick shaker, warning). Note: If positive indications of recovery are confirmed while advancing the throttles to the mechanical stops, the power setting for continuous recovery to normal flight parameters may be limited to maximum rated thrust (i.e., go-around thrust) to avoid unnecessarily exceeding engine limitations. Rotate initially toward a 150 pitch attitude at normal rotation rate. Stop rotation immediately if stick shaker or buffet should occur. Roll wings level if in a turn to provide maximum lifting force. Note: With the flight director in the TO/GA mode, the command bars will provide correct flight path guidance during a encounter on takeoff. Monitor vertical speed, attitude, and altitude. If the aircraft develops a sink rate, increase pitch attitude smoothly and in small increments to achieve zero or positive vertical path. Always respect stick shaker and use intermittent stick shaker as the upper limit for pitch attitude. Note: After liftoff or initiation of a go-around, adjust pitch to achieve a positive vertical flight path. Although exact criteria cannot be established, a target pitch attitude of 150 should provide a positive vertical path. Keeping a positive or zero rate of climb is the major objective. Airspeeds below normal must be accepted at least temporarily. If stick shaker is activated, pitch attitude should be reduced just enough to silence the stick shaker. Flight with intermittent stick shaker may be required to maintain a positive rate of climb. The pitch limit indicator on the PFD should be used as a maximum pitch reference during this maneuver. Control pitch attitude in a smooth, steady manner to avoid overshooting the attitude at which stall warning is initiated. Heavy and unusual control column forces (up to 30 lbs.) may be required. Speed is the least important item. If the pilot attempts to regain lost airspeed by lowering the nose, the combination of decreasing airspeed and decreasing pitch attitude produces a high rate of descent. Unless this is countered by the pilot, a critical flight path control situation may develop rapidly.

10 10 DVA 777 Program The pilot monitoring should focus attention on vertical path, altitude, and pitch attitude. Inform the pilot flying of impending and negative vertical speeds by a callout of SINK RATE. The pilot flying should focus attention on pitch attitude and flying the aircraft. Windshear ends when the tailwind component stops increasing. Rotate initially toward a 150 pitch attitude at normal rotation rate. Stop rotation immediately if stick shaker or buffet should occur. Roll wings level if in a turn to provide maximum lifting force. Note: With the flight director in the TO/GA mode, the command bars will provide correct flight path guidance during a encounter on takeoff the nose, the combination of decreasing airspeed and decreasing pitch attitude produces a high rate of descent. Unless this is countered by the pilot, a critical flight path control situation may develop rapidly. The pilot monitoring should focus attention on vertical path, altitude, and pitch attitude. Inform the pilot flying of impending and negative vertical speeds by a callout of SINK RATE. The pilot flying should focus attention on pitch attitude and flying the aircraft. Windshear ends when the tailwind component stops increasing This Material is the property of Continental Airlines and should not be used for real world flight. Monitor vertical speed, attitude, and altitude. If the aircraft develops a sink rate, increase pitch attitude smoothly and in small increments to achieve zero or positive vertical path. Always respect stick shaker and use intermittent stick shaker as the upper limit for pitch attitude. Do not change flap, gear, or trim position until terrain contact and/or loss of airspeed is no longer a factor. Note: After liftoff or initiation of a go-around, adjust pitch to achieve a positive vertical flight path. Although exact criteria cannot be established, a target pitch attitude of 150 should provide a positive vertical path. Keeping a positive or zero rate of climb is the major objective. Airspeeds below normal must be accepted at least temporarily. If stick shaker is activated, pitch attitude should be reduced just enough to silence the stick shaker. Flight with intermittent stick shaker may be required to maintain a positive rate of climb. The pitch limit indicator on the PFD should be used as a maximum pitch reference during this maneuver. Control pitch attitude in a smooth, steady manner to avoid overshooting the attitude at which stall warning is initiated. Heavy and unusual control column forces (up to 30 lbs.) may be required. Speed is the least important item. If the pilot attempts to regain lost airspeed by lowering