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777 - FCOM-DALTA Vol1
777 - FCOM-DALTA Vol1
D
E
LT
A
777-232ER/LR
Operations Manual
Volume 1
Delta Air Lines, Inc.
REVIEWED BY:
______________________________
Roger Pfannenstiel
777 - Technical Manager
APPROVED BY:
______________________________
Warren Abrams
777- Chief Line Check Pilot
APPROVED BY:
______________________________
Jon Swift
777 - Fleet Captain
Revision Number 18
Revision Date: February 15, 2008
© 2008 Delta Air Lines, Inc.
September 1, 2007
777 Operations Manual
Preface Chapter P1
Table of Contents Section 0
P1.0 Preface-Table of Contents
Volume 1 Chapter
Preface.................................................................................................. P1
Table of Contents .............................................................................. P1.0
Model Identification.......................................................................... P1.1
Introduction....................................................................................... P1.2
Abbreviations .................................................................................... P1.3
Revision Record................................................................................ P1.4
List of Effective Pages ...................................................................... P1.5
Bulletin Record ................................................................................. P1.6
Limitations ............................................................................................. L
Normal Procedures.............................................................................. NP
Supplementary Procedures................................................................... SP
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.0.1
Preface -
Table of Contents
777 Operations Manual
Intentionally
Blank
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P1.0.2 February 15, 2008
777 Operations Manual
Preface Chapter P1
Model Identification Section 1
P1.1 Preface-Model Identification
General
The airplanes listed in the table below are covered in the operations manual. The
numbers are used to distinguish data peculiar to one or more, but not all of the
airplanes. Where data applies to all airplanes listed, no reference is made to
individual airplane numbers.
The table permits flight crew correlation of configuration differences by Registry
Number in alpha/numeric order within an operator’s fleet for airplanes covered in
this manual. Configuration data reflects the airplane as delivered configuration
and is updated for service bulletin incorporations in conformance with the policy
stated in the introduction section of this chapter.
Airplane number is supplied by the operator. Registry number is supplied by the
national regulatory agency. Serial and tabulation numbers are supplied by Boeing.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.1.1
Preface -
Model Identification
777 Operations Manual
Intentionally
Blank
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P1.1.2 February 15, 2008
777 Operations Manual
Preface Chapter P1
Introduction Section 2
P1.2 Preface-Introduction
General
Purpose
The Boeing Company developed normal and non-normal procedures for the 777
aircraft. Delta Air Lines, Inc. has modified some of the procedures for
simplification and standardization, when appropriate, with other Delta Air Lines,
Inc. aircraft. Finally, the FAA has approved the procedures presented in the
Operations Manual, with the exception of flight crew bulletins.
These procedures are company policy for pilots to follow during ground
operations and in flight. Deviations from these policies and procedures should be
made only with good cause and based on the safest course of action. The Captain’s
best judgement must be applied if an abnormality occurs that is not covered by
these procedures.
Manual Rights
The B-777 Operations Manuals have been prepared for the exclusive use of Delta
Air Lines. Flight Operations personnel under the direction and authority of Delta
Air Lines and shall, at all times, remain the property of Delta Air Lines. The holder
hereof acknowledges and agrees that this manual contains or may contain trade
secrets, copyrighted material and commercial and proprietary information,
privileged and confidential, to the interest of Delta, and the holder hereof further
agrees that this manual may not be reproduced, distributed or copied, in whole or
in part, without the express prior written consent of Delta Air Lines.
• In the event this B-777 Operations Manual is sold or distributed to any
other party, no warranty or guarantee, expressed or implied, is made as to
the accuracy, sufficiency or suitability of the materials contained herein or
of any revision, supplement or bulletin hereto. It is understood and agreed
to by such other party that it shall release indemnify and hold Delta Air
Lines, its officers, employees and agents harmless against any and all
claims or actions of whatever nature which may arise or claim to arise
from the use hereof.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.2.1
Preface -
Introduction
777 Operations Manual
Organization
The FCOM is organized in the following manner.
Volume 1 –
• Preface chapter contains general information regarding the manual’s
purpose, structure, and content. It also contains lists of abbreviations, a
record of revisions, a list of effective pages, and bulletins.
• Limitations and Normal Procedures chapters cover operational limitations
and normal procedures. All operating procedures are based on a thorough
analysis of crew activity required to operate the airplane, and reflect the
latest knowledge and experience available.
• Supplementary Procedures chapter covers those procedures accomplished
as required rather than routinely on each flight.
• Differences chapter notes differences between aircraft types.
Volume 2 – Chapters 1 through 15 contain general airplane and systems
information. These chapters are generally subdivided into sections covering
controls and indicators and systems descriptions.
Quick Reference Handbook (QRH) – The QRH covers normal checklists,
non–normal checklists, and maneuvers.
Flight Crew Training Manual (FCTM) - The Flight Crew Training Manual
provides information and recommendations on maneuvers and techniques.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.2.2 February 15, 2008
Preface -
Introduction
777 Operations Manual
Page Numbering
The Operations Manual uses a decimal page numbering system. The page number
is divided into three fields; chapter, section, and page (except for the Flight Crew
Training Manual which uses a two field numbering system). An example of a page
number for the hydraulics chapter follows: chapter 13, section 20, page 3.
Example Page Number
13.20.3
Airplane Effectivities
Differences in airplane configuration are shown by use of airplane effectivities
throughout Volumes 1 and 2, Quick Reference Handbook, and the Flight Crew
Training Manual. The following rules are used to express airplane effectivities:
• Airplane effectivities are listed by ship number. A range of airplanes is
defined by a dash, e.g. Ships 7001 – 7008. A comma in the effectivity
range indicates a break in the range, e.g. Ships 7001 – 7005, 7007 – 7008;
airplane 7006 is excluded from the range. Airplanes introduced to fleet
following manual publication are effective as subsequent ships, e.g. Ships
7101 & Subsequent.
• Airplane effectivities apply only to the paragraph, illustration, operational
note, procedural step, etc. and to subordinate items (if any).
Continued on next page
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February 15, 2008 P1.2.3
Preface -
Introduction
777 Operations Manual
In this example, the effectivity 7001 – 7008 applies to the first procedural step
(CABIN CREW.....) and further indented/subordinate step (Evacuate....). The
effectivity does not apply to the next equivalently indented step (Plan to land......).
Example (without subordinate items):
In this example, the effectivity Ships 7101 & Subsequent applies to the first
operational note only. The effectivity does not apply to the next equivalently
indented note.
For clarity, an "All" effectivity may be applied to differentiate common steps from
those effected by specific ship numbers.
When airplane effectivities are centered immediately below a checklist title, the
entire checklist applies to the listed airplanes. In the following example, the PACK
L, R checklist is applicable to Ships 7001 – 7008 only:
PACK L, R
Ships 7001 – 7008
Copyright © Delta Air Lines, Inc. See title page for details.
P1.2.4 February 15, 2008
777 Operations Manual
Preface Chapter P1
Abbreviations Section 3
P1.3 Preface-Abbreviations
General
The following abbreviations may be found throughout the manual. Some
abbreviations may also appear in lowercase letters. Abbreviations having very
limited use are explained in the chapter where they are used. Since this list is
compiled across several fleets, there may be some abbreviations that do not apply
to this specific fleet.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.3.1
Preface -
Abbreviations
777 Operations Manual
C Captain or CO Company
Celsius or COMM Communication
Center or COMP Comparator
Cool
COMPT Compartment
CAA Civil Aviation Authority
CON Continuous
CADC Central Air Data
CONFIG Configuration
Computer
CONT Control
CALSEL Call Select
COOL Cooling
CANC/RCL Cancel/Recall
CRS Course
CANPA Constant Angle
Non-Precision Approach CRT Cathode Ray Tube
CAP Capture CRZ Cruise
CAPT Captain CTL Control
CAWS Central Aural Warning CTR Center
System
CWS Control Wheel Steering
CB Circuit Breaker
CCD Cursor Control Device D
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.3.3
Preface -
Abbreviations
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
P1.3.4 February 15, 2008
Preface -
Abbreviations
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.3.5
Preface -
Abbreviations
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
P1.3.6 February 15, 2008
Preface -
Abbreviations
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.3.7
Preface -
Abbreviations
777 Operations Manual
N OFST Offset
POS Position
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.3.9
Preface -
Abbreviations
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.3.11
Preface -
Abbreviations
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
P1.3.12 February 15, 2008
777 Operations Manual
Preface Chapter P1
Revision Record Section 4
P1.4 Preface-Revision Record
Revision Transmittal Letter
To: All holders of Delta Air Lines, Inc. 777 Aircraft Operations Manuals.
Subject: Flight Crew Operations Manual Revision.
This revision reflects the most current information available through the subject
revision date. The following revision highlights explain changes in this revision.
General information below explains the use of revision bars to identify new or
revised information.
Revision Record
No. Revision Date Date No. Revision Date Date
Filed Filed
00 October 14, 1998 01 March 19, 1999
02 March 30, 1999 03 May 31, 1999
04 December 15, 1999 05 November 17, 2000
06 November, 30, 2001 07 June 14, 2002
08 November 25, 2002 09 April 15, 2004
10 December 15, 2003 11 August 15, 2004
12 January 31, 2005 13 September 6, 2005
14 March 31, 2006 15 December 18, 2006
16 December 26, 2006 17 December 20, 2007
18 February 15, 2008
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.4.1
Preface -
Revision Record
777 Operations Manual
General
Delta Air Lines, Inc. issues operations manual revisions to provide new or revised
procedures and information. Revisions also incorporate appropriate information
from previously issued Flight Crew Bulletins.
The revision date is the approximate date the manual is distributed. The revision
should be incorporated on the revision date, but may be incorporated as much as
21 days after the revision date.
Formal revisions include a Revison Notification Transmittal Letter, a new
Revision Record, Revision Highlights, and a current List of Effective Pages. Use
the information on the new Revision Record and List of Effective Pages to verify
the manual content.
The record above should be completed by the person incorporating the revision
into the manual.
Filing Instructions
Consult the List of Effective Pages (P1.5). Pages identified with an asterisk (*)
are either replacement pages, new (original) issue pages, or deleted pages.
Remove pages marked DELETED; there are no replacement pages for deleted
pages.
Be careful when inserting changes not to throw away pages from the manual that
are not replaced. The List of Effective Pages determines the correct content of the
manual.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.4.2 February 15, 2008
Preface -
Revision Record
777 Operations Manual
Revision Highlights
This section (P1.4) replaces the existing section P1.4 in your manual.
Pages containing revised technical and non-technical revisions have revision bars
associated with the changed text or illustration.
Repaginated material not containing technical revisions is identified only by a
new page date.
Chapter P1 - Preface
Section 1 - Model Identification
P1.1.1 - Revised airplane numbers to reflect actual company identification.
P1.1.1 - Added airplanes to model identification table to reflect operations
with 777-232LR aircraft.
Section 2 - Introduction
P1.2.1 - Revised Captain’s judgement sentence for clarity.
P1.2.2 - Updated instructions for submitting changes to the manual.
P1.2.2 - Reformatted Volume 1 organization information and added Preface
chapter information for consistency with other Delta aircraft operations
manuals.
P1.2.2 - Added differences chapter information due to operations with
777-232LR aircraft.
P1.2.3-4 - Added airplane effectivities identificaton information for
operations with 777-232LR aircraft.
Section 3 - Abbreviations
P1.3-12 - Updated abbreviations table for consistency with other Delta
aircraft operations manuals.
Section 4 - Revision Record
P1.4.1-14 - Revision record and highlights for current revision.
Section 5 - List of Effective Pages
P1.5.1-4 - Effective page information updated to reflect current revision.
Chapter L - Limitations
Section 0 - Table of Contents
L.TOC.0.1-2 - Updated table of contents to reflect changes in this chapter.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.4.3
Preface -
Revision Record
777 Operations Manual
Section 10 - Operating Limitations
Airplane General
L.10.1 - Added header information to general limits table.
L.10.1 - Added weather radar ground operation limit.
L.10.2 - Added weight limitations for 777-200LR airplanes.
L.10.2 - Added Flight Deck Access System check requirement.
Autopilot/Flight Director System
L.10.3 - Revised autopilot disengagement limit.
L.10.3 - Revised ILS approach limit.
Engine Limit Display Markings
L.10.4 - Deleted EGT chart.
Engine Fuel System
L.10.4 - Revised fuel temperature limit information to reflect new engine
type.
Non-AFM Operational Information
L.10.5 - Added N1 limitation for taxiing airplanes with GE90 engines.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.4.4 February 15, 2008
Preface -
Revision Record
777 Operations Manual
NP.10.4 - Deleted sign in duty.
NP.10.4 - Deleted flight folder duty.
NP.10.4 - Added recency review duty.
NP.10.4 - Added flight folder creation duty.
NP.10.4 - Revised verify flight plan duty.
NP.10.4 - Deleted First Officer briefing duties.
NP.10.4 - Added oceanic plotting chart verification.
NP.10.5 - Moved logbook check.
NP.10.5 - Added altimeter RVSM check.
NP.10.5 - Deleted altimeter check, SELCAL check, FMC loading, FMC load
verification, security briefing, and final documents duties.
NP.10.5 - Added min fuel for pushback item.
NP.10.6 - Added enroute fuel temperature monitoring item.
NP.10.6 - Added strategic lateral offset selection duty.
NP.10.7 - Added strategic lateral offset confirmation item.
NP.10.7 - Revised duty to check and review navigational information.
NP.10.7 - Deleted duplicate chart legend information.
Control Display Unit (CDU) Procedures
NP.10.8 - Relocated and reformatted CDU procedures to match latest Boeing
information.
Autopilot Flight Director System (AFDS) Procedures
NP.10.8 - Relocated and reformatted the autopilot flight director system
information.
RVSM Operations and System Requirements
NP.10.8 - Relocated and reformatted the RVSM operations information.
ILS Airborne Equipment Requirements
NP.10.9 - Reformatted table heading line for consistency.
NP.10.9 - Deleted the autopilot-flight director and engine inoperative notes,
and added reference to the MDM.
RNAV Approach Equipment Requirements List
NP.10.10 - Added RNAV approach equipment information.
Standard Callouts
NP.10.11-15 - Reformated standard callouts tables by phase of flight titles.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.4.5
Preface -
Revision Record
777 Operations Manual
NP.10.13 - Deleted "bar."
NP.10.14 - Changed "At minimums" to "At DA."
NP.10.14 - Changed "At or before minimums" to "At or before DA."
NP.10.14 - Changed "above minimums" to "above AH."
NP.10.15 - Changed "F" to "PM."
NP.10.15 - Changed "ROLLOUT CAPTURED" to "ROLLOUT
CAPTURE."
Preflight and Postflight Scan Flow
NP.10.16 - Added scan flow diagram introduction.
NP.10.17 - Revised scan flow diagram to reflect updated normal procedures
flow.
Areas of Responsibility - Captain as Pilot Flying
NP.10.18 - Revised areas of responsibility chart to match Boeing’s format.
Areas of Responsibility - First Officer as Pilot Flying
NP.10.19 - Revised areas of responsibility chart to match Boeing’s format.
Section 20 - Amplified Procedures
Preliminary Preflight Procedure – Captain or First Officer
NP.20.1-3 - Created new Preliminary Preflight Procedures using initial
Preflight Procedure items.
NP.20.2-3 - Added information to reflect addition of new aircraft type in fleet.
Exterior Inspection
NP.20.4 - Added general inspection items to match other fleets.
NP.20.5-9 - Revised exterior inspection route format to match Boeing
information.
CDU Preflight Procedure - Pilot Flying
NP.20.11-13 - Created new procedure using CDU preflight items from the
Preflight Procedure.
Preflight Procedure – First Officer
NP.20.14-23 - Revised and reorganized the Preflight Procedure to reflect only
those items the Pilot Monitoring must accomplish.
NP.20.14 - Incorporated first flight of the day information.
NP.20.14-15 - Added information to reflect addition of new airplane type.
NP.20.15 - Added overhead panel ELT switch.
NP.20.20 - Added integrated standby instrument information.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.4.6 February 15, 2008
Preface -
Revision Record
777 Operations Manual
NP.20.22 - Added information to reflect addition of 777-232LR.
Preflight Procedure – Captain and First Officer
NP.20.24-26 - Added new procedure that includes all steps required for each
crew member’s area of responsibility.
NP.20.24 - Added step for installed EFB.
Before Start Procedure
NP.20.27 - Added instruction to ensure CDU preflight accomplished first.
NP.20.27-29 - Revised procedures to match Boeing format.
NP.20.29 - Added step for installed EFB.
Pushback/Start Procedure
NP.20.31 - Revised steps for clarity and to match Boeing format
NP.20.32 - Added information to reflect addition of 777-232LR.
NP.20.32 - Added system information to flight deck door item.
NP.20.32 - Revised recall information for clarity.
NP.20.32 - Added instructions to use AWABS data for stabilizer setting.
NP.20.33 - Revised transponder information to match other fleets.
NP.20.33 - Relocated beacon item.
NP.20.33 - Added caution information to match Boeing data.
NP.20.33 - Revised checklist instructions for clarity.
Engine Start Procedure
NP.20.34 - Revised engine start sequence information to reflect addition of
777-232LR.
NP.20.34 - Revised autostart information to match Boeing data.
NP.20.35 - Revised engine abort log instruction.
NP.20.35 - Added note regarding when not to make aborted engine start log
entry.
After Start Procedure
NP.20.35 - Revised checklist instructions for clarity.
Taxi Procedure
NP.20.36 - Added instruction to verify ground equipment is clear.
NP.20.36 - Revised flight control check for clarity.
NP.20.36 - Revised checklist information for clarity.
NP.20.36 - Added extended ground time information.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.4.7
Preface -
Revision Record
777 Operations Manual
Before Takeoff Procedure
NP.20.37 - Revised engine warm-up requirements to reflect addition of
777-232LR.
NP.20.37 - Added flap indication verification.
NP.20.37 - Deleted flap setting information.
NP.20.37 - Added information under windows item.
NP.20.37 - Relocated takeoff briefing item above runway change item.
NP.20.38 - Relocated Flight Attendant briefing item to after runway change
item.
NP.20.38 - Revised final items accomplishment information and added
location confirmation instructions.
NP.20.39 - Revised exterior lights information.
NP.20.39 - Revised checklist instructions for clarity.
Takeoff Procedure
NP.20.40 - Reformatted procedure table to match new Boeing organization.
NP.20.41 - Combined takeoff and after takeoff procedures.
NP.20.41 - Deleted VNAV engagement verification.
NP.20.41 - Incorporated checklist instructions into table.
Climb and Cruise Procedure
NP.20.43 - Added guidance as to when to accomplish this procedure.
NP.20.43 - Changed order of altimeter setting and landing lights items.
NP.20.43 - Combined the climb and cruise procedures.
Descent Procedure
NP.20.44 - Revised descent procedure introduction.
NP.20.44 - Reformatted seatbelt item to match Boeing format.
NP.20.44 - Revised review and recall instructions for clarity.
NP.20.44 - Added reference to radio/baro minimums chart.
NP.20.44 - Changed "verify" to "set" in landing lights item.
NP.20.44 - Added VREF verification steps.
NP.20.44 - Added approach briefing instruction.
NP.20.44 - Incorporated checklist instructions into table.
RADIO/BARO Minimums Chart
NP.20.45 - Relocated chart.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.4.8 February 15, 2008
Preface -
Revision Record
777 Operations Manual
NP.20.45 - Changed straight-in approcach minimum to DA or DDA.
Approach Procedure
NP.20.46 - Added procedure introduction
NP.20.46 - Added instruction to update changes to arrival and to the RNP.
NP.20.46 - Added instruction to notify crew to prepare for landing.
NP.20.46 - Revised no smoking selector instruction for clarity.
NP.20.46 - Added instruction to update approach briefing.
NPl20.46 - Incorporated checklist instructions into table.
Flap Extention Schedule
NP.20.46 - Added schedule to reflect Boeing information.
Landing Procedure - ILS
NP.20.47 - Revised procedure title to reflect addition of a new follow on
landing procedure.
NP.20.47 - Revised procedure table to match new Boeing organization.
NP.20.47 - Added APP mode arming step.
NP.20.47 - Added final approach course intercept instruction.
NP.20.47 - Incorporated checklist instructions into table.
Landing Procedure - Instrument Approach Using VNAV
NP.20.48-49 - Added new Boeing landing procedure.
Go-Around and Missed Approach Procedure
NP.20.50 - Revised table to match new Boeing organization.
NP.20.50 - Added climb thrust verification step.
NP.20.50 - Incorporated checklist instructions into table.
Landing Roll Procedure
NP.20.51 - Reformatted table to match new Boeing organization.
NP.20.51 - Relocated reverse thrust warning in table.
NP.20.51 - Added Caution about not using Airport Map application to
accommodate airplanes equipped with EFB.
After Landing Procedure
NP.20.52 - Revised procedure accomplishment instruction.
NP.20.52 - Revised engine cooldown instructions to reflect addition of
777-232LR airplanes.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.4.9
Preface -
Revision Record
777 Operations Manual
NP.20.52 - Reformatted after landing procedure items into table arrangement
to match new Boeing format.
Shutdown Procedure
NP.20.53 - Added introduction sentence.
NP.20.53 - Reformatted entire procedure to match Boeing format for this
information.
NP.20.53 - Added information to reflect addition of 777-232LR airplanes.
NP.20.54 - Added step for installed EFB.
NP.20.55 - Change circuit breaker item response to "As required".
Secure Procedure
NP.20.56 - Added step for installed EFB.
NP.20.56 - Revised checklist instructions for clarity.
Section 30 - Flight Patterns
Takeoff Considerations
NP.30.1 - Added "LNAV" title.
ILS Approach Considerations
NP.30.4 - Relocated ILS approach reference information.
Visual Approach and Landing Considerations
NP.30.4 - Relocated visual approach information after ILS PRM infomation.
Normal Takeoff (Distant/ICAO NADP2)
NP.30.5 - Corrected ICAO identification for this profile.
NP.30.5 - Revised profile to reflect new climb restriction information.
Special Takeoff (Close-In/ICAO NADP1)
NP.30.6 - Corrected ICAO identification for this profile.
ILS Approach
NP.30.7 - Revised profile title to match Boeing format.
Instrument Approach Using VNAV
NP.30.8 - Revised profile title to match Boeing format.
Instrument Approach Using V/S or FPA
NP.30.9 - Revised profile title to match Boeing format.
NP.30.9 - Changed Inbound location from "approximately 2NM" to "prior to
FAF."
Copyright © Delta Air Lines, Inc. See title page for details.
P1.4.10 February 15, 2008
Preface -
Revision Record
777 Operations Manual
Circling Approach
NP.30.10 - Revised profile title to match Boeing format.
Visual Traffic Pattern
NP.30.11 - Revised profile title to match Boeing format.
Go-Around and Missed Approach
NP.30.7 - Revised profile title to match Boeing format.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.4.11
Preface -
Revision Record
777 Operations Manual
Section 4 - Automatic Flight
Non-ILS Instrument Approach
SP.4.5 - Revised entire procedure for clarity and included RNAV approach
instructions.
Circling Approach
SP.4.11 - Added MDA to MCP altitude selector step.
PAR Approach
SP.4.11 - Revised roll and pitch mode information for clarity.
SP.4.12 - Added instruction to disengage autopilot no lower than 200 feet
AGL.
Section 5 - Communications
Takeoff Data
SP.5.1 - Deleted cabin interphone and PA inoperative procedures due to their
incorporation in the Quick Reference Handbook.
AWABS Update Request
SP.5.2 - Corrected procedure formatting.
Cabin Medical Communication
SP.5.6 - Added procedure to configure 777LR cabin medical communication
system.
Cockpit Voice Recorder Test
SP.5.7 - Relocated procedure to match organization in other fleets and added
information reflecting addition of 777-232LR airplanes.
CPDLC/ADS Procedures
SP.5.8-12 - Updated entire CPDLC/ADS procedure.
Delay Codes
SP.5.13 - Revised code entry instructions for clarity.
SP.5.16-17 - Added FIRM code downlink instructions.
Section 7 - Engines, APU
Engine Battery Start
SP.7.1 - Revised preflight procedure reference to match new procedure title.
Engine Crossbleed Start
SP.7.1 - Added information to reflect 777-232LR airplane operations.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.4.12 February 15, 2008
Preface -
Revision Record
777 Operations Manual
Manual Engine Start - GE-90
SP.7.3 - Added manual start procedure for new engine type.
Manual Engine Start RR-895
SP.7.4 - Added effectivity information.
SP.7.4 - Revised autostart information for clarity.
Manual Overide Engine Start
SP.7.5 - Added information reflecting addition of new engine type.
Section 8 - Fire Protection
Fire Warning System Test
SP.8.1 - Revised procedure to match Boeing information.
Section 11 - Flight Management, Navigation
Double Derate Takeoff Procedure
SP.11.2 - Added procedure for double derate capability in 777LR aircraft.
Navigation Accuracy Check
SP.11.5 - Changed FMC Class II Navigation title to "Navigation Accuracy
Check" to match other fleets.
SP.11.5 - Revised procedure for clarity.
FMS Waypoint Loading Procedure
SP.11.6 - Added procedure from FCB 04-05 "New FMS Waypoint Loading
Procedures."
Runway Change Procedure
SP.11.8-9 - Revised procedure for clarity.
Takeoff Bump Thrust Procedure
SP.11.10 - Added procedure for thrust bump capability in 777LR aircraft.
Section 16 - Adverse Weather
Takeoff Procedure
SP.16.6 - Added information reflecting addition of new airplane type.
Engine Anti-Ice Operation - In-flight
SP.16.7-8 - Added information reflecting addition of new airplane type.
Engine Anti-ice Operation - In-flight
SP.16.8 - Changed TAT to SAT.
Climb, Cruise, and Descent Considerations
SP.16.42-43 - Added extreme turbulence procedure for GE engines.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 P1.4.13
Preface -
Revision Record
777 Operations Manual
Chapter DF - Differences
Section 0 - Table of Contents
DF.TOC.0.1-2 - Added table of contents for new chapter.
Section 10 - 777 Differences
DF.10.1-4 - Added differences information for 777-232ER/LR airplanes.
Copyright © Delta Air Lines, Inc. See title page for details.
P1.4.14 February 15, 2008
777 Operations Manual
Preface Chapter P1
List of Effective Pages- FAA Approved Section 5
Page Date
Page Date
Supplementary Procedures (tab)
Volume 1
* SP.TOC.0.1-6 February 15, 2008
* Title Page February 15, 2008
* SP.05.1 February 15, 2008
Preface
SP.05.2 February 15, 2008
P1.0.1-2 February 15, 2008
* SP.1.1-8 February 15, 2008
* P1.1.1 February 15, 2008
* SP.2.1-2 February 15, 2008
* P1.2.1-4 February 15, 2008
SP.3.1-2 December 20, 2007
P1.3.1-12 February 15, 2008
SP.4.1-4 February 15, 2008
* P1.4.1-14 February 15, 2008
SP.4.5-12 February 15, 2008
* P1.5.1-2 February 15, 2008
* SP.5.1-13 February 15, 2008
Bulletin Record (tab)
SP.5.14-15 February 15, 2008
P1.6.1-2 See Bulletin Record
* SP.5.16-18 February 15, 2008
Limitations (tab) SP.6.1-2 February 15, 2008
* L.TOC.0.1-2 February 15, 2008 * SP.7.1-5 February 15, 2008
* L.10.1-5 February 15, 2008 SP.7.6 February 15, 2008
L.10.6 February 15, 2008 * SP.8.1 February 15, 2008
Normal procedures (tab) SP.8.2 February 15, 2008
* NP.TOC.0.1-4 February 15, 2008 SP.10.1-2 February 15, 2008
* NP.10.1-20 February 15, 2008 SP.11.1 February 15, 2008
* NP.20.1-9 February 15, 2008 * SP.11.2 February 15, 2008
NP.20.10 February 15, 2008 SP.11.3-4 February 15, 2008
* NP.20.11-29 February 15, 2008 * SP.11.5-6 February 15, 2008
NP.20.30 February 15, 2008 SP.11.7 February 15, 2008
* NP.20.31-41 February 15, 2008 * SP.11.8-10 February 15, 2008
NP.20.42 February 15, 2008 SP.12.1-2 February 15, 2008
* NP.20.43-56 February 15, 2008 SP.16.1-5 December 20, 2007
* NP.30.1 February 15, 2008
NP.30.2-3 February 15, 2008
* NP.30.4-12 February 15, 2008
Page Date
Supplementary Procedures
(cont.)
* SP.16.6-8 February 15, 2008
SP.16.9-41 December 20, 2007
* SP.16.42-43 February 15, 2008
SP.16.44-48 December 20, 2007
Differences (tab)
* DF.TOC.0.1-2 February 15, 2008
* DF.10.1-4 February 15, 2008
Limitations Chapter L
Table of Contents Section 0
L.0 Limitations-Table of Contents
Operating Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
Airplane General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.1
RVSM Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Door Mounted Power Assists and Escape Slides . . . . . . . . . . L.10.2
Flight Deck Security Door . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.2
Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Cabin Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autoflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Autopilot/Flight Director System . . . . . . . . . . . . . . . . . . . . . . L.10.3
Automatic Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.3
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Flight Deck Communications Systems (Datalink) . . . . . . . . . L.10.4
HF Communication System . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Engine Limit Display Markings . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.4
Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
Non-AFM Operational Information . . . . . . . . . . . . . . . . . . . . L.10.5
Airplane Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
Non-AFM Operational Information . . . . . . . . . . . . . . . . . . . . L.10.5
Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
ADIRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
QFE Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.5
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
Warning Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
GPWS - Look-Ahead Terrain Alerting . . . . . . . . . . . . . . . . . . L.10.6
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 L.TOC.0.1
Limitations -
Table of Contents
777 Operations Manual
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L.10.6
Copyright © Delta Air Lines, Inc. See title page for details.
L.TOC.0.2 February 15, 2008
777 Operations Manual
Limitations Chapter L
Operating Limitations Section 10
L.10 Limitations-Operating Limitations
General
This chapter contains Airplane Flight Manual (AFM) limitations and Boeing
recommended non-AFM operating limitations. Limitations that are obvious,
shown on displays or placards, or incorporated within an operating procedure are
not contained in this chapter.
B-777 aircraft must be operated in compliance with Certificate Limitations of the
applicable FAA Approved Airplane Flight Manual and the Minimum Equipment
List contained in the Mechanical Dispatch Manual (MDM).
Note: The symbol (#) indicates recall limitations. Recall limitations are those
operationally significant limitations that must be committed to memory.
Memorization is necessary because there are no placards, display
indications, or markings indicating a limitation exists.
Airplane General
Operational Limits
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 L.10.1
Limitations -
Operating Limitations
777 Operations Manual
RVSM Operations
Non-AFM Operational Information
Prior to takeoff the maximum allowable difference between Captain’s or First
Officer’s altitude display and field elevation is 75 feet.
The standby altimeter does not meet altimeter accuracy requirements of RVSM
airspace.
Weight Limitations
Ships 7101 & Subsequent
Weights Pounds
Maximum Taxi Weight 768,000
Maximum Takeoff Weight 766,000
Maximum Landing Weight 492,000
Maximum Zero Fuel Weight 461,000
Copyright © Delta Air Lines, Inc. See title page for details.
L.10.2 February 15, 2008
Limitations -
Operating Limitations
777 Operations Manual
Air Systems
Cabin Pressurization
Maximum differential pressure (relief valves) 9.1 psi
Maximum allowable cabin pressure differential for takeoff and 0.11 psi
landing
Autoflight
Autopilot/Flight Director System
# The autopilot must not be engaged below a minimum engage altitude of 200 feet
AGL after takeoff.
# The autopilot must be disengaged before the airplane descends more than 50 feet
below the DA/DDA unless it is coupled to an ILS glideslope and localizer or in
the go–around mode.
# When flying an ILS appproach without LAND 2 or LAND 3 annunciated, the
autopilot must be disengaged before the airplane decends below 200 feet AGL.
Automatic Landing
# When landing weather minima are predicated on autoland operations the
following limits apply:
Maximum Allowable Wind Speeds
Headwind 25 knots
Tailwind 10 knots
Crosswind 25 knots
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 L.10.3
Limitations -
Operating Limitations
777 Operations Manual
Communications
Flight Deck Communications Systems (Datalink)
The datalink from the COMPANY format is limited to the transmission and
receipt of messages, which will not create an unsafe condition if the message is
improperly received, such as the following conditions:
• the message or parts of the message are delayed or not received,
• the message is delivered to the wrong recipient, or
• the message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital Automatic Terminal Information
Service, Oceanic Clearances, Weight & Balance, and Takeoff Data messages can
be transmitted and received via the COMPANY format if they are verified per
approved operational procedures.
HF Communication System
If one HF radio is selected for transmission, deselect the other HF radio on all
audio control panels to prevent audio interference.
Engines
Engine Limit Display Markings
Maximum and minimum limits are red.
Caution limits are amber.
Copyright © Delta Air Lines, Inc. See title page for details.
L.10.4 February 15, 2008
Limitations -
Operating Limitations
777 Operations Manual
Reverse Thrust
# Intentional selection of reverse thrust in flight is prohibited.
# Backing the airplane with use of reverse thrust is prohibited.
Non-AFM Operational Information
Ships 7101 & Subsequent
For ground operation (exclusive of takeoff) in tailwinds and crosswinds between
30 and 45 knots, engine power should be limited to a maximum of 70% N1. Avoid
thrust levels above that required for normal taxi operation in all tailwinds and
crosswinds greater than 45 knots.
Airplane Structure
Flight Controls
# Avoid rapid and large alternating control inputs, especially in combination with
large changes in pitch, roll, or yaw (e.g. large side slip angles) as they may result
in structural failure at any speed, including below VA (design maneuvering
speed).
Non-AFM Operational Information
Ground wind limits for all doors:
• 40 knots while opening or closing
• 65 knots while open.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 L.10.5
Limitations -
Operating Limitations
777 Operations Manual
Fuel System
# Main tanks must be scheduled to be full if center tank fuel is loaded.
Note: The center tank may contain up to 3000 pounds of fuel with less than full
main tanks provided center tank fuel weight plus actual zero fuel weight
does not exceed the maximum zero fuel weight, and center of gravity limits
are observed.
Warning Systems
GPWS - Look-Ahead Terrain Alerting
Do not use the terrain display for navigation.
The use of look-ahead terrain alerting and terrain display functions is prohibited
within 15 NM of takeoff, approach or landing at an airport or runway not
contained in the GPWS terrain database. For airports and runways contained in the
installed GPWS terrain database, crews will be notified via EFCB and flight plan
remarks.
TCAS
Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with a TCAS II resolution advisory.
Copyright © Delta Air Lines, Inc. See title page for details.
L.10.6 February 15, 2008
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.TOC.0.1
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Copyright © Delta Air Lines, Inc. See title page for details.
NP.TOC.0.2 February 15, 2008
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Copyright © Delta Air Lines, Inc. See title page for details.
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Copyright © Delta Air Lines, Inc. See title page for details.
NP.TOC.0.4 February 15, 2008
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.1
Normal Procedures -
Introduction
777 Operations Manual
Continued from previous page
Normal procedures also assume coordination with the ground crew before:
• hydraulic system pressurization, or
• flight control surface movement, or
• airplane movement
Normal procedures do not include steps for flight deck lighting and crew comfort
items.
Normal procedures are done by recall and scan flow. The panel illustration in this
section shows the scan flow. The scan flow sequence may be changed as required.
Configuration Check
It is the crew member’s responsibility to verify correct system response. Before
engine start, use lights or indications to verify each system's condition or
configuration.
If there is an incorrect configuration or response:
• verify that the system controls are set correctly
• check the respective circuit breaker as required. Maintenance must first
determine that it is safe to reset a tripped circuit breaker on the ground.
• test the respective system light as required
Before engine start, review the EICAS alert messages and status display. If there
are unexpected messages:
• check the Mechanical Dispatch Manual (MDM) to decide if the condition
has a dispatch effect
• decide if maintenance is needed
If, during or after engine start, there is an alert message:
• do the respective non-normal checklist (NNC)
• on the ground, check the MDM
After engine start, EICAS alert messages are the primary means of alerting the
flight crew to non-normal conditions or incorrect configurations.
After engine start, there is no need to check status messages. Any message that has
an adverse affect on safe continuation of the flight appears as an EICAS alert
message.
Note: The EICAS advisory message TCAS OFF is displayed until TA/RA is
selected just prior to takeoff.
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.2 February 15, 2008
Normal Procedures -
Introduction
777 Operations Manual
Crew Duties
Preflight and postflight crew duties are divided between the Pilot Flying, Pilot
Monitoring, Captain, and First Officer. Phase of flight duties are divided between
the Pilot Flying (PF) and the Pilot Monitoring (PM).
Each crewmember is responsible for moving the controls and switches in their
area of responsibility. The Area of Responsibility illustrations in this section show
the area of responsibility for both normal and non-normal procedures. Typical
panel locations are shown.
The Captain may direct actions outside of the crewmember’s area of
responsibility.
The general PF phase of flight responsibilities are:
• taxiing
• flight path and airspeed control
• airplane configuration
• navigation
The general PM phase of flight responsibilities are:
• checklist reading
• communications
• tasks asked for by the PF
• monitoring taxiing, flight path, airspeed, airplane configuration, and
navigation
PF and PM duties may change during a flight. For example, the Captain could be
the PF during taxi but be the PM during takeoff through landing.
Normal procedures may show who does a step by crew position (C, F/O, PF, or
PM):
• in the procedure title, or
• in the far right column, or
• in the column heading of a table
The mode control panel is the PF’s responsibility. When flying manually, the PF
directs the PM to make the changes on the mode control panel.
The Captain is the final authority for all tasks directed and done.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.3
Normal Procedures -
Introduction
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.4 February 15, 2008
Normal Procedures -
Introduction
777 Operations Manual
Continued from previous page
FLIGHT DECK PREPARATION
Crew Duties C F RP PF PM
Check aircraft log book. • (•) •
Complete exterior and interior preflight - confirm water (•) •
and lavatories serviced and Door 1 Upper Crew Rest
Compartment preflighted.
Verify clocks set to UTC. • •
Altimeter RVSM check. • •
Check ADIRU on and update present position. •
Verify correct alignment coordinates - use independent • •
sources.
Log coordinates on Flight Plan. •
Enter date on ACARS initialization page (Sending not •
required).
Initialize ADS/CPDLC. •
Reset checklists •
Perform HF checks. Caution: Do not transmit on HF (•) •
while fueling.
Ensure min fuel for pushback. • (•) •
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.5
Normal Procedures -
Introduction
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Continued from previous page
ABOVE 10,000 FEET
Crew Duties C F RP PF PM
Compute ETAs on Flight Plan. • (•)
Maintain Howgozit Log - “R” Points •
At TOC - RVSM check. •
Monitor enroute fuel temperatures. • • •
TRACK ENTRY
Crew Duties C F RP PF PM
Perform HF SELCAL check. •
Set cruise Mach. •
Check autoflight system- bank angle AUTO. •
Set VHF radios: left- 121.5, right- 123.45. •
Set transponder code- squawk 2000 after 30 min. on •
NAT or when directed by ATC.
Select strategic lateral offset (0, 1, 2 nm right). • •
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.6 February 15, 2008
Normal Procedures -
Introduction
777 Operations Manual
WAYPOINT PASSAGE
Crew Duties C F RP PF PM
Read and confirm next waypoint, desired track, distance, • •
zone time.
Confirm aircraft established on desired track after • •
passing waypoint, check LNAV engaged
Record AIREP data, and make HF position report - •
include wx (if required)
Send ACARS position report. •
Record post position plot on plotting chart. •
TRACK EXIT
Crew Duties C F RP PF PM
Confirm ATC clearance (if required). • •
Request altitude and desired cruise Mach speed from • •
ATC.
Confirm strategic lateral offset is zero. • •
TOP OF DESCENT
Crew Duties C F RP PF PM
Perform APU start (if requested). • (•)
Check transition altitude, review Airway Manual, • • •
NOTAMs, ATC Route Information, Arrivals, STARS,
Approaches, Emergency and 10-0 pages.
Send ACARS/In-Range report. •
SHUTDOWN / POSTFLIGHT
Crew Duties C F RP PF PM
Complete FLIGHT SUMMARY. •
Complete ACARS postflight- print flight log (if •
required).
Confirm flight folder contents. (•) •
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.7
Normal Procedures -
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Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.8 February 15, 2008
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Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.9
Normal Procedures -
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An RNAV approach may not be conducted with any of the following Single
Source EICAS messages displayed:
• SGL SOURCE AIR DATA
• SGL SOURCE DISPLAYS
• SGL SOURCE RAD ALT
• SGL SOURCE F/D
An RNAV approach may not be conducted with any of the following NAV EICAS
messages displayed:
• NAV ADIRU INERTIAL
• NAV AIR DATA SYS
• NAV UNABLE RNP
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.10 February 15, 2008
Normal Procedures -
Introduction
777 Operations Manual
Standard Callouts
Should the automated callouts fail, the “1000”, “500”, “Approaching Minimums”,
and “Minimums” callouts must be verbalized by the PM
On any approach, when the Pilot Flying can maintain visual contact with the
runway, the “APPROACHING MINIMUMS” and “MINIMUMS” callouts are
optional.
Note: If the Radio Altimeter is inoperative, the “1000” and “500” AGL callouts
must be determined by reference to the barometric altimeter.
TAKEOFF
Condition Crew Callout
Member
• At 80 KIAS when PM “80 KNOTS, HOLD AND
HOLD annunciated, if ENGINE INSTRUMENTS
autothrottles used CHECKED”
• If autothrottles not used,
HOLD will not be When PM announces “80
annunciated KNOTS”, the PF should silently
verify that his airspeed indicator is
operating properly
• At V1, VR and V2 PM Confirm automatic V1 callout or
call “V1”- THEN CALL - “VR”-
“V2”
• At positive rate of climb PM “POSITIVE RATE”
CLIMB
Condition Crew Callout
Member
• 1,000 feet below each PM “OUT OF ___ FOR ___”
assigned altitude
• Approaching transition PM “ALTIMETERS SET TO
altitude STANDARD"
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.11
Normal Procedures -
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DESCENT
Condition Crew Callout
Member
• 1,000 feet above each PM “OUT OF ___ FOR ___”
assigned altitude
• Approaching transition PM “ALTIMETERS SET TO ___”
level
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.12 February 15, 2008
Normal Procedures -
Introduction
777 Operations Manual
NON-ILS APPROACHES
Condition Crew Callout
Member
• Within 5° of final PM “APPROACHING INBOUND
approach course COURSE”
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.13
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Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.14 February 15, 2008
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Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.15
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Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.16 February 15, 2008
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1 2 3 4
1 1
5
7
3 3
2 2
Typical panel
locations are shown.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.17
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Typical panel
locations are shown.
JOINT RESPONSIBILITY
ITEMS
Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.18 February 15, 2008
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Typical panel
locations are shown.
JOINT RESPONSIBILITY
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 NP.10.19
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Intentionally
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Copyright © Delta Air Lines, Inc. See title page for details.
NP.10.20 February 15, 2008
777 Operations Manual
Exterior Inspection
A flight crew member shall make a complete exterior inspection, review
the aircraft logbook, and report any discrepancy to the Captain and to
Maintenance as soon as possible. Emphasis should be placed on tire wear,
airframe/control damage, or leaking fluids.
Before each flight the Captain or First Officer must verify that the airplane
is satisfactory for flight.
Items at each location may be checked in any sequence.
Use the detailed inspection route below to check that:
• the surfaces and structures are clear, not damaged, not missing
parts and there are no fluid leaks
• installed placards are readable
• the tires are not too worn, not damaged, and there is no tread
separation
Note: Notify maintenance if:
• any tread groove is worn competely around the tire
• any layer of cord is showing
• any questionable cut exists
• any appearance of improper inflation
• any wheel through-bolt or nut is missing or damaged.
• the gear struts are not fully compressed
• the engine inlets and tailpipes are clear, the access panels are
secured, the exterior is not damaged, and the reversers are stowed
• the doors and access panels that are not in use are latched
• the probes, vents, and static ports are clear and not damaged
• the skin area adjacent to the pitot probes and static ports is not
wrinkled
• the antennas are not damaged
• the light lenses are clean and not damaged
For cold weather operations see the Supplementary Procedures, Adverse
Weather section.
Intentionally
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Pushback/Start Procedure
The engines may be started during pushback or towing.
Exterior doors ......................................................................Verify closed
Verify DOORS message not annuciated on EICAS.
Cabin preparations .................................................................. Complete
Ensure “CABIN IS READY FOR PUSHBACK” is received from
Flight Leader.
HYDRAULIC panel ............................................................................Set
Note: Pressurize the right system first to prevent fluid transfer
between systems.
Right ELECTRIC DEMAND pump selector – AUTO
Verify that FAULT light is extinguished.
Center 1 and Center 2 ELECTRIC PRIMARY pump switches – ON
Verify that the Center 1 FAULT light is extinguished.
The Center 2 FAULT light may stay illuminated until after
engine start because of load shedding.
Note: With only a single ground power source available, including
the APU, the C2 PRIMARY pump will not run if the C1
pump is selected ON. The C2 PRIMARY pump FAULT
light remains illuminated until an engine generator is
operating. The HYD PRESS PRI C2 message is inhibited.
Left ELECTRIC DEMAND pump selector – AUTO
Verify that the FAULT light is extinguished.
Center 1 and Center 2 AIR DEMAND pump selectors – AUTO
Verify that the FAULT lights are extinguished.
Fuel panel ............................................................................................Set
LEFT and RIGHT FUEL PUMP switches – ON
Verify that the PRESS lights are extinguished.
Continued on next page
Taxi Procedure
After the agent’s salute is accepted by the Captain or First Officer, the First
Officer should extend the flaps in preparation for taxi. Only after clear of
congested areas, may the First Officer continue with his taxi check flow
pattern in anticipations of the Captain calling for the TAXI checklist.
Verify that the ground equipment is clear.
Flaps .................................................................................................... Set
Move FLAP lever to takeoff setting as required by AWABS, and
verify position of flaps on EICAS.
Flight controls ................................................................................ Check
Note: To avoid nuisance FLIGHT CONTROLS faults, a complete
cycle of the control wheel during the flight control check
should be done slowly (more than approximately 6 seconds)
and not combined with the check of the pitch controls.
Move the control wheel and the control column to full travel in both
directions and verify:
• freedom of movement
• that the controls return to center
Hold the nose wheel tiller during the rudder check to prevent nose
wheel movement.
Move the rudder pedals to full travel in both directions and verify:
• freedom of movement
• that the rudder pedals return to center
Call “TAXI CHECKLIST.”
Read the TAXI checklist.
Extended ground time:
Consider shutting down one or both engines during an extended
ground stop. Do not start APU if only one engine is shut down.
Takeoff Procedure
Pilot Flying Pilot Monitoring
Verify that the brakes are released.
Align the airplane with the runway.
Ships 7101 & Subsequent
Advance the thrust levers to
approximately 55% N1.
Ships 7001 – 7008
Advance the thrust levers to
approximately 1.05 EPR.
Allow the engines to stabilize.
Push the TO/GA switch.
Verify that the correct takeoff thrust is set.
Monitor the engine instruments during
the takeoff. Call out any abnormal
indications.
Adjust takeoff thrust before 80 knots
as required.
During strong headwinds, if the thrust
levers do not advance to the planned
takeoff thrust by 80 knots, manually
advance the thrust levers.
Note: After takeoff thrust is set, the captain’s hand must be on the thrust
levers until V1.
Monitor airspeed. Monitor airspeed and call out any
Maintain light forward pressure on the abnormal indications.
control column.
Verify 80 knots. Call “80 KNOTS, HOLD, ENGINE
INSTRUMENTS CHECKED.”
Verify V1 speed. Verify the automatic V1 callout or call
“V1”, then call “VR” and” V2.”
At VR, rotate toward 15° pitch
attitude. After liftoff, follow F/D
commands.
Establish a positive rate of climb.
Verify a positive rate of climb on the
altimeter and call “POSITIVE RATE.”
Verify a positive rate of climb on the
altimeter and call “GEAR UP.”
Copyright © The Boeing Company. See title page for details.
NP.20.40 February 15, 2008
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Amplified Procedures
777 Operations Manual
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Descent Procedure
Normally, the crew should complete the DESCENT checklist at 18,000
feet, or at top-of-desecent (TOD), whichever comes later.
It is suggested that the flight attendants be notified approximately 20
minutes from landing.
The local altimeter setting may be pre-set on the EFIS control panel.
A transition level below FL180 may be programmed on the FMS
DESCENT FORECAST page.
Complete the Descent Procedure by 10,000 feet MSL.
Pilot Flying Pilot Monitoring
Set the SEATBELT sign selector to ON.
Accomplish approach briefing. Refer
to FOM.
Review all alert messages. Recall and review all alert messages.
Review all operational notes. Recall and review all operational
notes.
Set the AUTOBRAKE selector to the
needed brake setting.
Set the RADIO/BARO minimums as required for the approach per
RADIO/BARO minimums chart.
Modify active route as required for
arrival and approach. Set NAV RAD
page as required.
Approaching 18,000 feet, set the
LANDING light switches to ON.
Verify VREF on the APPROACH REF Enter VREF on the APPROACH REF
page. page.
Set the NAV RADIO page for the
approach.
Set altimeters as required and verbalize.
Do the approach briefing.
Call “DESCENT CHECKLIST.” Read the DESCENT checklist.
Approach Procedure
The Approach Procedure is normally started at transition level.
Complete the Approach Procedure before:
• the initial approach fix, or
• the start of radar vectors to the final approach course, or
• the start of a visual approach
Pilot Flying Pilot Monitoring
Verify correct arrival and approach procedures are selected on the PFD/ND.
Update changes to the arrival and approach procedures as required. Update
changes to the RNP as required.
Notify the cabin crew to prepare for landing:
At approximately 10,000 feet AFE, or if extensive vectoring is expected, no
later than five minute prior to landing:
Ships 7101 & Subsequent
• Cycle the CABIN CHIME switch, sounding four chimes.
Ships 7001 – 7008
• Cycle the NO SMOKING selector twice, sounding four chimes.
Verify that the cabin is secure.
Update the approach briefing as
required.
At transition level, set and crosscheck the altimeters.
Call “APPROACH CHECKLIST.” Read the APPROACH checklist.
Shutdown Procedure
Start the Shutdown Procedure after taxi is complete.
Parking brake .......................................................................................Set
Verify that the PARKING BRAKE SET message is shown.
Electrical power ...................................................................................Set
If APU power is needed:
Check that the APU RUNNING message is shown.
If external power is needed:
Verify that the PRIMARY EXTERNAL POWER AVAIL light is
illuminated.
PRIMARY EXTERNAL POWER switch – Push
Verify that the ON light is illuminated.
If the SECONDARY EXTERNAL POWER AVAIL light is
illuminated:
SECONDARY EXTERNAL POWER switch – Push
Verify that the ON light is illuminated.
FUEL CONTROL switches ..................................................... CUTOFF
Ships 7101 & Subsequent
Engines may be shut down after a three minute cool down period.
Ships 7001 – 7008
Engines may be shut down after a one minute cool down period.
If towing is needed, accomplish the following steps when towing is
complete.
SEAT BELTS selector ...................................................................... OFF
HYDRAULIC panel ............................................................................Set
Note: Depressurize the right system last to prevent fluid transfer
between systems.
Center 1 and Center 2 ELECTRIC PRIMARY pump switches – OFF
Continued on next page
Secure Procedure
Note: In line operations, the aircraft may remain powered.
Only accomplish the Secure Procedure when:
• requested by Maintenance or Operations, or
• the aircraft is to remain overnight.
When operating the last flight of any day into a limited or
non-maintenance station, accomplish the following:
• If a maintenance discrepancy is noted and entered in the logbook,
the MCC must be contacted through the Dispatcher as soon as
possible to facilitate corrective action and avoid delays. If a flight
crew placard is applicable, it should be installed prior to
departing the aircraft.
• Perform a postflight walkaround. Emphasis should be placed on
tire condition, fluid leaks, oil quantity, and possible airframe or
control surface damage.
If the aircraft will lay over in cold weather, ensure it is configured as
described in Supplementary Procedures section 16, Adverse Weather.
ADIRU switch ...................................................................................OFF
EMERGENCY LIGHTS switch .......................................................OFF
PACK switches ..................................................................................OFF
Ships 7101 & Subsequent
EFB POWER switch ........................................................................ Push
BATTERY switch ............................................................... As required
Before leaving the aircraft:
APU/external power ....................................................... As required
Call “SECURE CHECKLIST.”
Read the SECURE checklist.
Takeoff Considerations
LNAV Departure
If LNAV is to be used for departure, accomplish the following
procedures:
Verify the aircraft symbol is in close proximity to the departure end of
the runway symbol on the ND in the 10 nm scale.
• If GPS NAV is on, the TO/GA update function is inhibited.
• If GPS NAV is off, the FMC updates position to the takeoff runway
threshold when a TO/GA switch is pushed.
• When an intersection takeoff is made with GPS NAV off, the
intersection displacement distance from the runway threshold must
be entered on the TAKEOFF REF page.
Takeoff roll
Initial climb speed
• Set takeoff thrust by 80 knots
• Monitor airspeed • V2+15 to 25 knots
• Maintain light forward pressure
V1 VR
• Rotate
777 Operations Manual
NP.30.5
Flight Patterns
Normal Procedures -
Note: For an immediate turn after Engine failure, windshear, or any
NP.30.6
takeoff, maintain initial Non-normal affecting safety of flight
climb speed with takeoff
Flight Patterns
flaps while maneuvering. Initial climb speed cancels the Special Takeoff profile.
Follow AFDS bank limits. • V2+15 knots
Normal Procedures -
Flaps up
• LNAV/VNAV armed (as appropriate) • Do the After Takeoff
checklist
Takeoff roll • V2+15 to 25 knots
• Set takeoff thrust by 80 knots
• Monitor airspeed
• Maintain light forward pressure
Acceleration height
VR flap retraction altitude
V1
(normally 3,000 feet)
• Rotate
• Retract flaps on
schedule
777 Operations Manual
Enroute to fix
ILS Approach
Localizer capture
• Final Approach Fix (LOM, MKR, DME) 500 feet
course heading
NP.30.7
Flight Patterns
Normal Procedures -
Approaching intercept heading On RADAR vectors
NP.30.8
• Flaps 5 • HDG SEL
• Appropriate pitch mode
Flight Patterns
Enroute to fix
Normal Procedures -
Descend to DA(H)/DDA
• Monitor VNAV path
FAF
At DA(H)/DDA
Inbound • Intercept landing profile
and disengage autopilot
Enroute to fix
Descend to DDA
• Set V/S or FPA
FAF
Approaching 1,000 feet AGL
Intercept heading • Set missed approach altitude in MCP
• Select appropriate roll
mode
Instrument Approach Using V/S or FPA
777 Operations Manual
At DDA
Inbound • Intercept landing profile
Inbound and disengage autopilot
NP.30.9
Flight Patterns
Normal Procedures -
NP.30.10
If a missed approach is needed at
any time while circling, make an
Flight Patterns
Before turning base or Configuration at MDA(H) initial climbing turn toward the
initiating the turn to base landing runway and intercept the
• Gear down
Normal Procedures -
1,500 Feet
• Stabilized on profile
NP.30.11
Flight Patterns
Normal Procedures -
Initiation Acceleration height (normally 1000 feet AFE)
• Set speed for desired flap setting or select
NP.30.12
• Push TO/GA
VNAV
Flight Patterns
• Flaps 20
• Retract flaps on schedule
• Verify Go-Around attitude
Normal Procedures -
AFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1
AFDS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1
Heading Hold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.4.1
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Flight Deck Communications System (Datalink) . . . . . . . . . . . . SP.5.1
Pre-Departure Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Digital-Automatic Information Service . . . . . . . . . . . . . . . . . SP.5.1
Oceanic Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
Takeoff Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.1
AWABS Update. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.2
AWABS Update Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.2
Cabin Medical Communication (Ships 7101 & Subsequent) . . . SP.5.6
Cockpit Voice Recorder Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.7
Inadvertent ADS Emergency Activation . . . . . . . . . . . . . . . . . . . SP.5.7
Controller Pilot Data Link Communications (CPDLC) and
Automatic Dependent Surveillance (ADS) . . . . . . . . . . . . . . . . . SP.5.8
CPDLC Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.8
ADS Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.11
Delay Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.13
Pushback Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.13
Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.14
Service Failure During Flight. . . . . . . . . . . . . . . . . . . . . . . . SP.5.14
Arrival Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.5.15
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1
Electrical Power Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.1
Electrical Power Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.6.2
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
Fuel Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SP.12.1
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For a flight without a flight attendant staff (ferry flight, test flight, delivery
flight, training flight, etc.) the pilots must secure the cabin.
• Doors - Secured and at least the 1L and 1R doors armed.
• Galley (coffee pots, doors, and drawers, etc.) - Secured.
• Beverage carts - Stowed and locked in position.
• Overhead bins - Closed.
• Closets - Closed and locked.
• Lavatories - Inspect for general security; doors locked.
After block-in, pilots should DISARM all doors and pass a thumbs up to
the gate agent when the main entry door is ready to be opened.
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Before start:
PACK switches (both) – AUTO
On the THRUST LIMIT Page, select one of the following takeoff
thrust ratings as directed by the WDR:
• full thrust
• percent derate
• takeoff bump
Enter “APU” into the scratchpad and line select to the
“SEL-APU” field. “APU” appears in small font representing the
armed mode.
After engine start:
Leave APU running to supply air to the left pack.
Approximately one minute after second engine start, “APU” displays
in large font representing the active mode.
Confirm proper configuration by noting a green “A-TO, A-TO 1,
A-TO 2, or A-TO B on EICAS.
Note: If cabin temperature becomes excessive during extended
ground operation, establish dual pack operation by deleting
the APU selection. To re-establish APU to Pack operation,
enter “APU” into the scratchpad and line select to the
“SEL-APU” field.
Note: If an engine is shutdown after selecting APU to Pack
operation, the engine cannot be started until APU to Pack
takeoff mode has been deleted. To re-establish APU to Pack
operation after start, re-enter "APU" into the scratchpad and
line select to the "SEL-APU" field.
After climb thrust reduction:
APU Selector - Off.
Requirements for use of anti-ice and operational procedures for engine and
wing anti-ice are contained in Supplementary Procedures, Adverse
Weather Section SP.16.
Copyright © Delta Air Lines, Inc. See title page for details.
December 20, 2007 SP.3.1
Supplementary Procedures -
Anti-Ice, Rain
777 Operations Manual
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Copyright © Delta Air Lines, Inc. See title page for details.
SP.3.2 December 20, 2007
777 Operations Manual
AFDS Operation
FLIGHT DIRECTOR switches ..........................................................ON
Verify FLT DIR is displayed in the AFDS system status annunciator.
If the autopilot is desired:
AUTOPILOT engage switch .......................................................Push
Verify A/P is displayed in the AFDS system status annunciator.
Heading Hold
If the airplane is operating in polar regions:
HEADING REFERENCE switch ............................................ TRUE
HEADING/TRACK reference switch ..............................................Push
Verify HDG is displayed in the HDG/TRK window.
Heading/track HOLD switch ............................................................Push
Verify HDG HOLD is displayed in the roll mode annunciator.
Heading Select
Maintains the airplane heading the same as the selected heading.
If the airplane is operating in polar regions:
HEADING REFERENCE switch ............................................ TRUE
HEADING/TRACK reference switch ..............................................Push
Verify HDG is displayed in the HDG/TRK window.
Heading/track SELECT switch.........................................................Push
Verify HDG SEL is displayed in the roll mode annunciator.
Heading/track selector ................................................................... Rotate
Set desired heading in the HDG/TRK window.
Track Hold
If the airplane is operating in polar regions:
HEADING REFERENCE switch .............................................TRUE
HEADING/TRACK switch ............................................................. Push
Verify TRK is displayed in the HDG/TRK window.
Heading/track HOLD switch............................................................ Push
Verify TRK HOLD is displayed in the roll mode annunciator.
Track Select
Maintains the airplane track the same as the selected track.
If the airplane is operating in polar regions:
HEADING REFERENCE switch .............................................TRUE
HEADING/TRACK reference switch.............................................. Push
Verify TRK is displayed in the HDG/TRK window.
Heading/track SELECT switch ........................................................ Push
Verify TRK SEL is displayed in the roll mode annunciator.
Heading/track selector ....................................................................Rotate
Set desired track in the HDG/TRK window.
Altitude Hold
Altitude HOLD switch ..................................................................... Push
Verify ALT is displayed in the pitch mode annunciator.
Flight Level Change, Climb or Descent
ALTITUDE selector .......................................................................Rotate
Set the desired altitude in the MCP ALTITUDE window.
FLCH switch .................................................................................... Push
Verify FLCH SPD is displayed in the pitch mode annunciator.
IAS/MACH selector .......................................................................Rotate
Set the desired speed in the IAS/MACH window.
Autothrottle Operation
AUTOTHROTTLE ARM switches ................................................ ARM
If the pitch mode is TO/GA:
TO/GA switch ............................................................................. Push
Verify that THR REF is displayed in the autothrottle mode
annunciator. THR REF changes to HOLD at 80 knots.
If the pitch mode is ALT, V/S, FPA, G/S, or no pitch mode:
AUTOTHROTTLE switch ......................................................... Push
Verify that SPD is displayed in the autothrottle mode
annunciator.
If a constant speed is desired:
IAS/MACH selector ............................................................Rotate
Set the desired speed in the IAS/MACH window.
If climb or continuous thrust is desired:
CLB CON switch................................................................... Push
Verify that THR REF is displayed in the autothrottle mode
annunciator.
If FLCH or VNAV is desired:
FLCH or VNAV switch ......................................................... Push
Verify that THR REF, THR, SPD, IDLE, or HOLD as
appropriate is displayed in the autothrottle mode annunciator.
If TO/GA is desired:
TO/GA switch ........................................................................ Push
The pitch mode will change to TO/GA. Verify that THR or
THR REF is displayed in the autothrottle mode annunciator.
If the pitch mode is VNAV PTH, VNAV ALT, VNAV SPD, or FLCH
SPD:
AUTOTHROTTLE switch ......................................................... Push
Verify THR REF, THR, SPD, IDLE, or HOLD as appropriate is
displayed in the autothrottle mode annunciator.
Copyright © The Boeing Company. See title page for details.
SP.4.4 February 15, 2008
Supplementary Procedures -
Automatic Flight
777 Operations Manual
Circling Approach
Note: Autopilot use is recommended until intercepting the landing
profile.
MCP Altitude selector .............................................................. Set MDA
Accomplish an instrument approach, establish suitable visual reference,
and level off at MDA(H).
Verify ALT or VNAV ALT mode annunciates.
MCP Altitude selector ............................. Set Missed Approach Altitude
HDG SEL/TRK SEL switch ............................................................. Push
Verify HDG SEL or TRK SEL mode annunciates.
Intercepting the landing profile:
Autopilot disengage switch ......................................................... Push
PAR Approach
Note: Autopilot use is recommended until suitable visual reference is
established.
Recommended pitch mode: V/S (use FPA as required).
Recommended roll mode: HDG SEL.
Controller will provide course guidance and glidepath information.
Controller will frequently inform the aircraft of any deviation from
glidepath or course. Transmissions with aircraft on precision final
approach should occur approximately every 5 seconds. Controller will
provide DH to any pilot who requests it. The Controller will also advise
when the aircraft reaches the point where final descent is to start and when
the aircraft reaches the published decision height. The final controller will
provide final landing clearance.
Prior to intercepting final approach course:
If a runway or an approach is available in FMS, consider its use for
situational awareness.
Continued on next page
AWABS Update
Pilot requests for changes to the Weight Data Record (WDR) are made
using the AWABS request page.
Rather than uplinking an entire WDR which would require many uplink
blocks, the Remote Command Processor (RCP) extracts pertinent
information from the resulting WDR and uplinks only this information.
The system may be used between OUT and OFF times. Requests made
prior to receipt of the OUT message are rejected because there may not be
complete passenger, cargo and/or fuel data in AWABS yet. Requests after
the OFF message is received are rejected because AWABS closes the flight
automatically after takeoff. The system is available world-wide subject to
ACARS communication availability.
Because the RCP depends upon flight identification data in the header of
every downlink message, please assure that ACARS is properly initialized.
AWABS Update Request
To perform an AWABS update:
COMM page ............................................................................. Select
COMPANY menu .................................................................... Select
AWABS UPDATE ................................................................... Select
Selection displays the AWABS UPDATE REQUEST page.
FLIGHT COMPANY
ATC INFORMATION
MEL-CDL: ------ F
MFD
FLIGHT
ATC INFORMATION COMPANY
0534Z LOGON/STATUS
ACTIVE CENTER:
NEXT CENTER:
ATC CONNECTION: NOT ESTABLISHED
MAX UPLINK DELAY: _ _ _ SEC
LOGON TO: BIRD
FLIGHT NUMBER: DAL12
TAIL NUMBER: N860DA AIRLINE: DL
ATC
ADS Procedures
ADS Preflight
Note: There are no preflight requirements for ADS.
ADS Logon
Delay Codes
When entering Delay and Service Failure codes, use the Free Text page on
the COMM menu.
Enter the following information:
• “ATLWDDL” in address box
• primary code for delay followed by any secondary codes.
Note: Reports may be combined; e.g., Pushback Delay, Departure
Delay.
Note: Send the reports when crew workload permits and safety is not
compromised.
Use the codes on the following pages for each report:
Pushback Delays
Report any pushback delay that exceeds D-0.
If a delay or service failure occurs up to dispatch agent salute:
Code Reason
PBRD Boarding not complete/paperwork not available
PCAB Cabin not ready for pushback/passenger issue
PATC ATC wheels up time
PPSH Pushback clearance not available/ramp blocked
PFUL Fueling not completed/late completion
PCAT Catering not completed/late completion
PCLN Cabin cleaning not completed/late completion
PCRW Flight crew (Pilot or FA) late to aircraft
(less than 30 minutes prior to departure)
PEQP Late arriving equipment to gate
PCGO Ground crew servicing
(e.g., loading cargo, water servicing, late bags, etc.)
PMTC Maintenance issue
PLAV Lavatory service not completed/late completion
PSEC Security issues
Departure Delays
Report any departure delay that exceeds planned taxi time by 15 minutes
or more.
If a delay occurs after dispatch agent salute and prior to takeoff:
Code Reason
DATC ATC flow control issues/runway change
DWAY Airport/taxiway congested
DRMP Ramp congested
DWDR AWABS update/closeout required
DICE De/Anti-icing delay
DMTC Maintenance issue which delayed takeoff
Arrival Delays
If a delay occurs upon arrival at the gate:
Code Reason
AANA Gate agent not available
AGNA Gate not available
(e.g., departing aircraft still in the gate)
AGAT Gate change after landing
AJNP Jetway not pre-positioned
ALNO Parking light not on
ANGC No ground crew/ground crew not prepared
AOBS Obstructions within safety lines
ARMP Ramp congestion
MAINT OTHER 1
FRC: ---------------------------
FRC: ---------------------------
2
FRC: ---------------------------
FRC: ---------------------------
FRC: ---------------------------
After shutdown:
If arrival is at a maintenance station, no further action is required.
If arrival is at a non-maintenance station, contact the TMC via
telephone.
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Electrical Power Up
The following procedure is accomplished to permit safe application of
electrical power.
BATTERY switch .............................................................................. ON
C1 and C2 PRIMARY pump switches ..............................................OFF
DEMAND pump selectors ................................................................OFF
WIPER selectors ...............................................................................OFF
Landing gear lever.............................................................................. DN
ALTERNATE FLAPS selector..........................................................OFF
Electrical power ........................................................................ Establish
BUS TIE switches – AUTO
If external power is desired:
PRIMARY EXTERNAL POWER AVAIL light – Illuminated
PRIMARY EXTERNAL POWER switch – Push
If the SECONDARY EXTERNAL POWER AVAIL light is
illuminated:
SECONDARY EXTERNAL POWER switch – Push
If APU power is desired:
APU GENERATOR switch – ON
APU selector – START, then ON
Monitor engine displays for start parameters listed below until engine is
stabilized at idle:
• Oil pressure should rise before selecting RUN.
• EGT should rise within 20 seconds after selecting RUN.
• N1 rotation must be indicated by 50% N2.
• EGT must stay within limits.
• N2 should reach idle within two minutes after selecting RUN.
If both engines are to be started manually, the AUTOSTART switch may
remain OFF between manual starts.
Repeat procedure to start remaining engine.
Monitor engine displays for start parameters listed below until engine is
stabilized at idle:
• Oil pressure should rise before selecting RUN.
• EGT should rise within 30 seconds after selecting RUN.
• N1 rotation must be indicated by 45% N3.
• EGT must stay within limits.
• N3 should reach idle within two minutes after selecting RUN.
If both engines are to be started manually, the AUTOSTART switch may
remain OFF between manual starts.
Repeat procedure to start remaining engine.
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Navaid Inhibit
Note: GPS position updates are allowed for all United States National
Airspace approach operations. Outside of this region, GPS
position updates are allowed during approaches only if the FMC
database and approach charts are referenced to the WGS-84
reference datum. GPS updates should be inhibited for all other
approach operations, unless other appropriate procedures are
used.
To inhibit GPS:
POS REF page 3/3 .................................................................... Select
POS REF 3/3 is the third page of POS INIT 1/3.
GPS NAV key ............................................................................. Push
Verify GPS NAV OFF selected.
To inhibit VORs, VOR/DMEs, VORTACs, or DMEs:
INIT REF key ............................................................................. Push
INDEX key ................................................................................. Push
NAV DATA key .......................................................................... Push
To inhibit all VOR/DME data:
VOR/DME NAV key ............................................................. Push
Verify VOR/DME NAV OFF selected.
Enter identifiers of specific navaids or VORs to be inhibited on the
NAVAID INHIBIT or VOR ONLY INHIBIT lines.
Copyright © Delta Air Lines, Inc. See title page for details.
December 20, 2007 SP.16.1
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Exterior Inspection
Although removal of surface snow, ice and frost is normally a maintenance
function, during preflight procedures, the captain or first officer should
carefully inspect areas where surface snow or frost could change or affect
normal system operations.
Do the normal Exterior Inspection with the following additional steps:
Surfaces .......................................................................................... Check
Takeoff with light coatings of frost, up to 1/8 inch (3mm) in
thickness on lower wing surfaces due to cold fuel is permissible;
however, all leading edge devices, all control surfaces, and upper
wing surfaces must be free of snow or ice.
Thin hoarfrost is acceptable on the upper surface of the fuselage
provided all vents and ports are clear. Thin hoarfrost is a uniform
white deposit of fine crystalline texture, which usually occurs on
exposed surfaces on a cold and cloudless night, and which is thin
enough to distinguish surface features underneath, such as paint
lines, markings or lettering.
Pitot probes and static ports ........................................................... Check
Verify that all pitot probes and static ports are free of snow and ice.
Water rundown after snow removal may freeze immediately
forward of static ports and cause an ice buildup which disturbs
airflow over the static ports resulting in erroneous static readings
even when static ports are clear.
Air conditioning inlets and exits .................................................... Check
Verify that the air inlets and exits, including the outflow valves, are
free of snow and ice.
Engine inlets ................................................................................... Check
Verify that the inlet cowling is free of snow and ice.
Fuel tank vents ............................................................................... Check
Verify that all traces of ice and frost are removed.
Landing gear doors ......................................................................... Check
Landing gear doors should be free of snow and ice.
APU air inlets ................................................................................ Check
The APU inlet door must be free of snow and ice before APU start.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.2 December 20, 2007
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
December 20, 2007 SP.16.3
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Taxi–Out
CAUTION: Taxi at a reduced speed. Use smaller tiller and rudder
inputs, and apply minimum thrust evenly and
smoothly. Taxiing on slippery taxiways or runways at
excessive speed or with high crosswinds may start a
skid.
When engine anti-ice is required and the OAT is 3°C or below, do an
engine run up, as required, to minimize ice build-up. Use the following
procedure:
Check that the area behind the airplane is clear.
Run-up to a minimum of 50% N1 for approximately 1 second
duration at intervals of no greater than 45 minutes.
De-icing / Anti-icing
Testing of undiluted de-icing/anti-icing fluids has shown that some of the
fluid remains on the wing during takeoff rotation and initial climb. The
residual fluid causes a temporary decrease in lift and increase in drag,
however, the effects are temporary. Takeoff operations with reduced thrust
(assumed temperature method or fixed derate) are permitted provided
takeoff performance accounts for the runway surface condition. Use the
normal takeoff rotation rate.
CAUTION: Operate the APU during de-icing only if necessary. If
the APU is running, ingestion of de-icing fluid causes
objectionable fumes and odors to enter the airplane.
Ingestion of snow, slush, ice, or de-icing/anti-icing
fluid can also cause damage to the APU.
If de-icing / anti-icing is needed:
APU ................................................................................. As required
The APU should be shut down unless APU operation is
necessary.
Call “FLAPS UP”.
Flaps ............................................................................................... UP
Prevents ice and slush from accumulating in flap cavities during
de-icing.
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Ships 7001 – 7008
During flight in moderate to severe icing conditions for prolonged
periods, if fan icing is suspected due to high engine vibration, the fan
blades must be cleared of any ice. Do the following procedure on both
engines, one engine at a time: quickly reduce thrust to idle for 5
seconds then restore the required thrust. If vibration persists, advance
thrust lever to 90% N1 momentarily.
Wing Anti-ice Operation - In-flight
Ice accumulation on the flight deck window frames, windshield center
post, or windshield wiper arm, or side windows may be used as an
indication of structural icing conditions and the need to turn on wing
anti–ice.
The wing anti–ice system may be used as a de–icer or anti–icer in flight
only. The primary method is to use the automatic ice detection system
which acts as a de–icer by allowing ice to accumulate before turning
wing anti–ice on. This procedure provides the cleanest airfoil surface, the
least possible runback ice formation, and the least thrust and fuel penalty.
The secondary method is to select the WING ANTI–ICE selector ON
when wing icing is possible and use the system as an anti–icer.
The airplane is capable of continued safe flight and landing in icing
conditions in the event of an in-flight failure of the wing anti-ice system.
CAUTION: Do not use wing anti-ice when TAT is above 10°C
(ANTI-ICE ON advisory message).
Manual Use of Wing Anti-ice
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Landing
To minimize stopping distance on a contaminated runway, do the normal
Landing Procedure with the following modifications:
Use autobrakes for maximum stopping effectiveness, avoid excessive
approach speed, touchdown within 1,500 feet from the approach end of
the runway, assure spoilers deploy, and use maximum allowable
symmetrical reverse thrust.
Avoid abrupt steering inputs. If side slipping off the runway, select
reverse idle and release brakes to return to centerline. The aircraft will
tend to drift off the runway nose first with forward thrust and tail first
with reverse thrust.
Reduce reverse thrust to reverse idle prior to 60 knots. The thrust levers
should be positioned to reverse idle by taxi speed, then to full down after
the engines have decelerated to idle.
Note: Reverse thrust may reduce forward visibility due to blowing
snow.
After Landing Procedure
CAUTION: Taxi at a reduced speed. Use smaller tiller and rudder
inputs, and apply minimum thrust evenly and
smoothly. Taxiing on slippery taxiways or runways at
excessive speed or with high crosswinds may start a
skid.
Do the normal After Landing Procedure with the following modifications:
After prolonged operation in icing conditions with the flaps extended, or
when an accumulation of airframe ice is observed, or when landing on a
runway contaminated with ice, snow, or slush:
Do not retract the flaps until the flap areas have been checked to be
free of contaminants.
Engine anti-ice must be selected ON and remain on during all ground
operations when icing conditions exist or are anticipated, except when
the temperature is below –40°C OAT.
Continued on next page
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Intentionally
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Ground De/Anti-Icing
Definitions and Concepts
Ground de/anti-icing background information and policies are described in
this section and the Airway Manual, Weather - Icing. Procedures for
aircraft specific de/anti-icing are located in this section.
Deicing
Deicing is the procedure of removing frost, ice, slush, or snow from the
aircraft in order to provide clean surfaces. On the ground this may be
accomplished by:
• Using any mechanical or pneumatic means that will not damage the
aircraft.
• Using heated deicing fluid to remove all forms of frozen
contamination (including environmental frost). Heated fluids
penetrate the frozen contaminants and contact the aircraft skin. The
high thermal conductivity of the aircraft skin causes the heat to
spread, breaking the bond of the ice and snow, causing it to melt or
fall off the aircraft.
Anti-icing
Anti-icing is a precautionary procedure that provides protection against the
formation of frost or ice, and accumulation of snow or slush on treated
surfaces of the aircraft for a limited period of time (holdover time).
Anti-icing fluid is the only protection against airfoil icing prior to getting
airborne. Therefore, fluid application should be completed as close to
takeoff time as possible.
De/Anti-icing
A combination of the deicing and anti-icing procedures.
Secondary De/Anti-icing
If an aircraft which has been de/anti-iced is delayed on the ground long
enough that anti-icing protection is no longer effective, or if for any reason
the de/anti-icing process is interrupted while freezing/frozen precipitation
is falling, the ground de/anti-icing procedure must be reaccomplished in its
entirety. This is referred to as secondary de/anti-icing.
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If cold soaked wings are suspected, cabin windows may be used during the
preflight to visually inspect the upper wing surfaces for frost or ice. The
quickest way to alleviate a cold soaked wing condition is to add warm fuel
to the wing tanks.
Critical Aircraft Surfaces
Critical aircraft surfaces are those surfaces which must be clear of adhering
frozen contamination before beginning takeoff roll. Critical aircraft
surfaces include, but may not be limited to:
• Wings, slats, flaps, ailerons, spoilers.
• Horizontal stabilizer and elevator.
• Vertical stabilizer and rudder.
• Pitot heads, static ports, ram-air intakes, engine and flight
instrument probes, other kinds of instrument sensor pickups.
• Engine and APU inlets and exhausts.
• Landing gear and landing gear doors.
• Fuel vents.
• Radome
Representative Aircraft Surfaces
Representative aircraft surfaces are those which the pilot can readily
observe to determine whether or not frost, ice, or snow is accumulating or
forming on that surface. By using a representative surface, a pilot can make
a reasoned judgement regarding whether or not frost, ice, or snow is
adhering to other aircraft surfaces.
Representative aircraft surfaces visible from the flight deck are:
• Fuselage.
• Radome.
Representative aircraft surfaces visible from the best vantage point(s) in
the cabin are:
• Wing area upper surfaces.
• Wing leading edges.
• Engine inlets.
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Best Vantage Point(s)
The best vantage point is the location in the aircraft where a pilot can best
check representative aircraft surfaces. This will normally be a passenger
window in the over-wing area. It may be necessary in some circumstances
to move forward a few rows to get the best view of the engines. Outside
lighting conditions and glare may also affect which specific location is the
best vantage point.
Holdover Time
Holdover time is the estimated time that anti-icing fluid will prevent the
formation of frozen contaminants on the treated surfaces of the aircraft.
Holdover time is determined by the pilot using the Holdover Time Tables.
Holdover time starts when the final application of fluid begins. The final
fluid applied will be either:
• De/Anti-icing fluid in the one step procedure, or
• Anti-icing fluid in the two step procedure.
Holdover time ends when either:
• The applied fluid loses its effectiveness, or
• The time extracted from the holdover time range expires.
Ground Icing Conditions
Guidance for determining precipitation categories (type) and intensities
(light, moderate, and heavy) is located in the Airway Manual, Weather,
Hazardous Weather - Icing.
WARNING: Do not take off during hail, moderate or heavy
freezing rain, snow pellets, or heavy ice pellets.
Operational Effects of Frozen Contamination
Frost, ice, and/or snow adhering to airfoils, engine inlets, flight controls
and flight instrument sensors, even in small amounts, can have a critical
effect on aircraft performance. For example, ice formations on the wing’s
leading edges and upper surfaces creating texture roughness of medium to
coarse sandpaper can reduce lift as much as 30 percent and increase drag
by 40 percent. Therefore, frozen contamination on the aircraft in any form
poses a serious threat to flight safety due to degraded operational
performance.
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De/Anti-icing Alert Plan
A Deicing Alert Chart will be issued daily by Delta Meteorology to the
OCC Duty Director. This chart reflects forecasted freezing/frozen
precipitation for specific geographic regions for the next day’s flying (24 -
48 hours in advance). Affected stations will be notified, and plans will be
made to initiate local de/anti-icing operations. Flight Control will work in
conjunction with individual stations to determine possible changes to the
flight schedule based on any anticipated decrease in airport air traffic
capacity.
Station De/Anti-icing Plans
Each Delta station that conducts de/anti-icing operations is required to
have a detailed de/anti-icing plan on file. This plan contains, but is not
limited to the following information:
• Persons responsible for implementing/terminating the de/anti-icing
plan.
• Deicing equipment and fluids.
• Location of de/anti-icing areas.
• Local procedures including communication with the flight crew
and coordination with local ATC.
ATC will be notified whenever the local de/anti-icing plan is in effect.
Departure runway queues will be managed by ATC in order to minimize
the amount of time an aircraft spends on the ground after being
de/anti-iced.
Special procedures for the pilots will be contained in the Airway Manual,
10-0 Delta Special Pages (green pages), or noted in the Airport Remarks
section of the flight plan.
Responsibility for De/Anti-icing of Aircraft
The Captain has the ultimate responsibility for ensuring the aircraft’s
critical surfaces are free of frozen contamination and the flight can be
operated safely. The ground deicing crew shares in this responsibility by
providing an aircraft that complies with the clean aircraft concept.
Normally, aircraft de/anti-icing will be performed by:
• Delta Maintenance.
• Airport Customer Service (ACS).
• Business partner (contractor).
• Any combination of the above.
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De/Anti-icing Fluids
Type I Fluid
Type I fluid is a deicing and anti-icing fluid with low viscosity and is
considered an unthickened fluid. It forms a very thin wetting film on
aircraft surfaces and has excellent deicing properties. Type I fluid can be
orange-colored or colorless. Due to its low viscosity, it provides minimal
anti-icing protection. Type I fluid is always diluted because adding water
ensures fluid freeze point protection and ensures proper aerodynamic
flow-off characteristics. Type I fluid is never applied 100 percent.
Different dilution ratios of Type I fluids affect the freeze point of the fluid,
but do not alter its holdover time significantly. Consequently, there are no
ratio break outs on the Type I Holdover Time Table. The Type I Holdover
Table will apply when this fluid is used.
Type II Fluid
Type II fluid is a deicing and anti-icing fluid of high viscosity and is
considered a thickened fluid. It adheres to the aircraft surfaces to provide
a protective film. It creates a thicker layer than Type I fluid and thus has
improved anti-icing capability. Type II fluid can be straw-colored or
colorless. Airflow during takeoff roll causes the fluid to shed so that by
rotation the surfaces are aerodynamically clean. Varying concentration
levels of Type II fluid affect its holdover time. Delta prefers to use 100
percent concentration of Type II fluid, but other concentration levels may
be used at contract or overseas facilities. Not all stations will have Type II
available. The Type II Holdover Table will apply when this fluid is used.
Type III Fluid
Type III fluid is a deicing and anti-icing fluid with longer [holdover] times
than Type I fluid, but lower viscosity than Type IV fluids. It was primarily
designed for use on aircraft with slower rotation speeds to ease shedding
of the fluid during takeoff, but it is fully approved for use on Delta aircraft.
Type III fluid is bright yellow in color. Few stations are expected to have
Type III fluid available. The Type III Holdover Table will apply when this
fluid is used.
Type III fluid or fluid/water mixtures are normally applied heated when
used for deicing (contamination removal), but may be heated or unheated
for anti-icing (surface protection).
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Type IV Fluid
Type IV fluid is an enhanced performance deicing and anti-icing fluid with
characteristics similar to Type II. Type IV fluid is green colored, except in
Japan, where it is colorless. Its anti-icing effectiveness is superior to Type
II fluid and holdover time is increased by a significant factor under most
conditions. There is a separate Holdover Time Table for Type IV which
reflects this improved performance. Additionally, Type IV fluid has some
unique visual characteristics. It is pale green in color and considerably
thicker than Type II fluid. When applied to the wings, the extra thickness
may cause the fluid to appear wavy or bumpy. Varying concentration levels
of Type IV fluid affect its holdover time. Delta prefers to use 100 percent
concentration of Type IV, but other concentration levels may be used at
contract or overseas facilities. Not all stations will have Type IV available.
The Type IV Holdover Table will apply when this fluid is used.
Some contract deicing ground crews may communicate a specific brand of
Type IV fluid during the Post De/Anti-icing Report, for example, “Type IV,
Octagon, Max-Flight.” Flight crews should disregard the fluid brand
information and utilize the Type IV Holdover Time Table.
Noncertified Fluids
A de/anti-icing fluid that does not meet SAE/ISO certification
requirements (including military fluids) is classified as noncertified, Type
I, Type II, Type III, or Type IV fluid. These fluids may be encountered at
certain international stations, or during offline operations at military bases.
The use of noncertified Type I fluid is not authorized for takeoff during
active icing conditions. Contact the Dispatcher if a noncertified Type I
fluid is used. Noncertified Type II, Type III, or Type IV fluids are not
authorized under any circumstances.
Fluid Standards
Deicing fluids are:
• Heated water when OAT is above or equal to -3°C (27°F).
• Heated water mixed with Type I fluid.
• Heated water mixed with one of the following SAE/ISO fluids:
• Type II, or
• Type III, or
• Type IV.
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Fluid Application Methods
De/anti-icing can be performed using a one or two step procedure.
• One step procedure - This procedure is a combination of deicing
and anti-icing performed at the same time with the same fluid
(de/anti-icing). The fluid used to deice the aircraft is always heated
and remains on the surface to provide anti-icing protection. This
procedure can be repeated so as to minimize the time required to
complete the final application of fluid.
• Two step procedure - This procedure consists of two distinct fluid
applications. The first step, deicing with a heated fluid, is followed
by the second step, anti-icing, as a separate fluid application.
Normally, Type II or Type IV fluid is used during the second step;
however, Type I or Type III fluid may be used.
Note: Areas in front of the most forward passenger door are normally
treated only with Type I or Type III fluid. International stations
may use a thin mixture of Type II or Type IV fluid when Type I
or Type III fluid is not available.
Note: Holdover time starts when the final application begins in either
the one step or two step procedure.
Forced Air Deicing
At some stations, forced air deicing equipment is used to facilitate
contamination removal. Forced air deicing utilizes an air stream to help
remove frozen accumulations from an aircraft with or without deicing
fluid. Forced air deicing has the advantage of reducing the total amount of
glycol needed for deicing, providing economic and environmental
benefits. Forced air only (without fluid) may be especially helpful for
removing frozen accumulations from RON aircraft surfaces.
Forced air applications (with or without fluid) may not eliminate the need
for conventional de/anti-icing procedures. After a forced air application
has occurred, conventional deicing (using fluid only) may be needed to
ensure complete contamination removal.
Holdover times are not associated with forced air deicing. To use Type I
holdover time tables, anti-icing using heated Type I fluid without forced air
must occur. To use Type II, Type III, or Type IV holdover time tables,
anti-icing using Type II, Type III, or Type IV fluid without forced air must
occur.
The post-de/anti-icing check and report (below) should still occur even if
forced-air deicing is the only task performed.
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De-/Anti-icing Checks
There are four types of de/anti-icing checks: Post De/Anti-icing Check,
Flight Deck Check, Cabin Check, and External Check.
Post De/Anti-icing Check
This check is an integral part of the de/anti-icing process. After aircraft
de/anti-icing is complete, the deicing ground crew performs a Post
De/Anti-icing Check to confirm that the critical surfaces are free of any
contamination. Confirmation that the Post De/Anti-icing Check has been
successfully completed will be communicated to the pilots during the Post
De/Anti-icing Report by stating; “POST DE/ANTI-ICING CHECK
COMPLETE”.
Flight Deck Check
This check is an integral part of the holdover time and is performed by the
pilots. Because of the limitations and cautions associated with the use of
the Holdover Time Tables, the pilots must not rely on the use of holdover
times as the sole determinant that the aircraft is free of contamination.
They must continually assess the current weather, environmental
conditions, and the aircraft’s condition. Several Flight Deck Checks are
required during the holdover time period to maintain awareness of the
aircraft’s condition.
The Flight Deck Check is performed by the pilots just prior to takeoff and
is required anytime:
• Ground icing conditions exist, and
• The holdover time is still valid.
The Flight Deck Check consists of:
• A check of representative aircraft surfaces which are visible from
the flight deck.
• If desired or if any doubt exists, conduct a Cabin Check.
When circumstances do not permit a satisfactory visual check from inside
the aircraft, return to the designated area and:
• Have ground de-icing crew perform an External Check, or
• If any doubt exists as to the condition of the aircraft, repeat the
Ground De/Anti-icing procedure.
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Cabin Check
This check is performed by the pilots and is required:
• Any time the aircraft has been de/anti-iced, and holdover time is
exceeded during conditions of frost, freezing fog, or snow, or
• Within 5 minutes of takeoff any time a pilot-assessed change in
intensity is to be used, or
• When doubt exists after conducting the Flight Deck Check, or
• During conditions of heavy snow (provided Type IV fluid has been
used for anti-icing).
Since clear ice formation cannot be detected visually from inside the
aircraft, the Cabin Check is not authorized when:
• Type I fluid has been applied during freezing drizzle.
• Type II , Type III, or Type IV fluid has been applied during
freezing drizzle, light freezing rain, or rain on cold soaked wings
and holdover time has expired. Secondary de/anti-icing or an
External check must be accomplished prior to takeoff.
• Ice pellets have fallen.
The Cabin Check consists of a visual inspection of all representative
aircraft surfaces which are visible from the best vantage point(s) in the
cabin. Normally, de/anti-icing fluid failure will first occur on the leading
or trailing edges of the wing rather than the mid-chord. Therefore, the
leading edges and upper surfaces of both wings must be visually checked
for evidence of fluid failure. Additionally, engine inlets must be inspected
for contamination. Takeoff must occur within five minutes of the most
recent check.
The ability to adequately perform this check from inside the aircraft is
highly dependent upon several factors. Lighting conditions, cleanliness of
cabin/flight deck windows, and outside visibility may severely hinder or
prevent the pilot’s ability to satisfactorily assess aircraft surfaces for
contamination. When circumstances do not permit a satisfactory visual
check from inside the aircraft, return to the designated area and:
• Have ground de-icing crew perform the External Check.
• If any doubt exists as to the condition of the aircraft, repeat the
ground de/anti-icing procedure.
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External Check
This check is performed by the de/anti-icing ground crew and is required
anytime:
• Doubt exists after conducting a Cabin Check, or
• The aircraft has been anti-iced with Type II, Type III, or Type IV
fluid, and holdover time is exceeded during freezing drizzle, light
freezing rain, or rain on cold soaked wings.
This check consists of a close visual inspection of the aircraft’s upper wing
surfaces and leading edges for frozen contamination. Takeoff must occur
within five minutes of the External Check.
If the External Check cannot be accomplished, return for secondary
de/anti-icing.
CAUTION: An External Check is not authorized during freezing
drizzle when Type I fluid is used.
Contact local operations for specific locations on the airfield to accomplish
the External Check. Be aware that some stations may conduct secondary
de/anti-icing as an alternative to the External Check.
Visual Indications of Loss of Fluid Effectiveness
It is difficult to determine when anti-icing fluid is beginning to fail,
however, when any ice or snow can be seen accumulating on treated
surfaces, the fluid has lost its effectiveness. Any ice, frost, or snow on top
of deicing or anti-icing fluids must be considered as adhering to the
aircraft, and secondary de/anti-icing must be accomplished prior to
takeoff.
• Normally, de/anti-icing fluid failure will first occur on the leading
or trailing edges of the wing rather than the mid-chord. However,
when the aircraft is pointing downwind the mid-chord will fail
first.
• The leading edges and upper surfaces of both wings must be
visually checked for evidence of fluid failure.
• If the leading edges and upper surfaces of both wings cannot be
inspected from the cabin, return for an External Check or
secondary de/anti-icing.
Type I Fluid
When Type I fluid has lost its effectiveness, frozen precipitation will begin
to accumulate on the aircraft surface in much the same manner as it would
on a nontreated surface.
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Type II, Type III, and Type IV Fluid
When Type II, Type III, or Type IV fluid has lost its effectiveness and is no
longer able to absorb the freezing moisture, look for the following visual
indications.
• Gray or white appearance and buildup of ice crystals in or on top of
the fluid.
• Progressive surface freezing.
• Snow accumulation.
• Dulling of surface reflectiveness caused by the gradual
deterioration of the fluid to slush (loss of gloss or orange peel
appearance).
• Ice buildup on the wing life raft attach points (if installed), adjacent
to the over-wing exits.
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TYPES OF DE/ANTI-ICING CHECKS
Type of Check Post De/Anti-icing Check Flight Deck Check Cabin Check External Check*
SP.16.28
Performed by: Deicing Ground Crew Pilots Pilots Deicing Ground Crew
Holdover time is still Doubt exists after the Flight Doubt exists after the Cabin
Adverse Weather
Copyright © Delta Air Lines, Inc. See title page for details.
Areas to check Aircraft critical surfaces.
are: visible from the flight surfaces visible from the edge.
deck (and cabin if cabin.
desired).
* In lieu of external check, deicing ground crew may elect to de/anti-ice aircraft.
Communication Procedures
Any airport specific deicing procedures will be contained in the Airway
Manual, 10-0 Delta Special Pages (green pages), or noted in the Airport
Remarks section of the flight plan.
It is critical to establish communications with the ground crew prior to
commencing de/anti-icing. Once the deicing operation commences, any
aircraft movement or changes in configuration must be coordinated with
the ground crew.
Post De/Anti-icing Report
After the aircraft has been de/anti-iced, a Post De/Anti-icing Report must
be directly communicated to the Captain using the format specified on the
GROUND DE/ANTI-ICING procedure card. The pilot is required to read
back this information to verify accuracy.
Note: A report is not required when the aircraft is deiced due to frost,
prior to the pilot’s arrival, and no active frost is forming.
Holdover Times
Use of Holdover Time Tables
Holdover times provide an operational guideline for departure planning.
They must be used in conjunction with the Flight Deck Check. Holdover
Time Tables are located in this section.
Holdover times published in the tables are only approximate and must be
adjusted after considering all variables. The source of the Holdover Time
Tables is the Aerospace Division of the Society of Automotive Engineers
(SAE). Time data is derived from an analysis of testing conducted in field
and laboratory conditions, as well as airline operational experience.
Numerous factors affect the actual time that anti-icing fluid will provide
protection against frozen contamination.
The times specified in the tables represent the approximate holdover times
for seven categories of active precipitation.
• Frost.
• Freezing fog.
• Snow.
• Freezing drizzle.
• Freezing rain (light).
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• Ice pellets
• Rain on cold soaked wings.
Three precipitation categories specify a time range (snow, freezing drizzle,
and rain on cold soaked wings), and four categories specify a single time
(freezing fog, frost, light freezing rain and ice pellets).
Whenever a time range is given, the lower time in the range is for moderate
precipitation conditions and the upper time is for light conditions.
When a single time is specified in the table, it represents the approximate
holdover time limit for that weather condition. However, it may be
necessary to adjust the holdover time downward after considering other
environmental factors.
Establishing Holdover Time
A holdover time is established using the following five steps.
(1) Obtain the Post De/Anti-icing Report from the ground crew and
read back the information. The following data from the report is
used to establish a holdover time:
• Fluid type: Type I, Type II, Type III, or Type IV.
• Fluid concentration: Mixture information is only required for
Type II, Type III, or Type IV fluid. There are no fluid mixture
break outs on the Type I Holdover Time Table because dilution
ratios do not significantly affect holdover time for Type I fluids.
• Local time that the final (anti-icing) fluid application began.
This is the point at which the holdover timing starts.
(2) Determine the current weather conditions (OAT, type of
precipitation, and intensity of precipitation).
• OAT is determined by the most current weather report or ATIS.
• The Holdover tables allow pilots to determine holdover times
based partly upon the type and intensity of the frozen
precipitation that is falling.
• The type and intensity of frozen precipitation (light, moderate,
or heavy) is officially determined by the most current official
weather report (e.g.,from National Weather Service [NWS],
NWS-approved automated system, or other agent approved by
the NWS).
• If at any time a pilot assesses intensity greater than that being
reported, he/she shall use the heavier precipitation when
entering the holdover tables for holdover time.
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• If, in the pilot’s judgement, the intensity is less than that being
reported, the pilot shall request (e.g., to the tower or trained
weather observer) a new observation be taken and reported or
shall wait long enough for an update to an automated
meteorological observation to be taken and reported as
applicable.
• A pilot may act on their own assessment of lesser
precipitation intensity only in those cases concerning
snowfall or ice pellets where the officially reported (e.g.,
from NWS, NWS-approved automated system, or other
agent approved by the NWS) meteorological precipitation
intensity is grossly different from that which is obviously
occurring. (For example: precipitation is reported when
there is no actual precipitation occurring.)
• If an adjustment to intensity is pilot-assessed, the pilots
shall communicate the newly assessed intensity to flight
control via ACARS.
• If a pilot acts based upon their own assessment that
precipitation intensity levels are LOWER than the official
reported intensity level, a Cabin Check is required within
the 5 minutes preceding takeoff.
• Pilot assessment of precipitation intensity levels may only be
used when there is enough natural sunlight or artificial lighting
available to provide adequate exterior visibility. All windows
through which the assessment is made must be adequately
transparent so as to not restrict the pilot’s visibility under the
lighting conditions present.
• The Snowfall Intensities as a Function of Prevailing Visibility
chart in the Flight Crew Operations Manual, Volume 1, is based
on prevailing visibility and allowances are made for the effects
of night light conditions.
• Ice pellet intensity shall be assessed using the following criteria:
• Light - scattered pellets that do not completely cover
exposed surfaces regardless of duration
• Moderate - slow accumulation on the ground
• Heavy - rapid accumulation on the ground
• Pilots are not permitted to self-assess intensity in the case of
reported freezing drizzle or freezing rain unless no precipitation
is actually falling. Freezing drizzle and freezing rain quickly
adhere to cold surfaces and can be difficult to see; for this
reason, if conditions are reported or anticipated the aircraft shall
be de-iced and/or treated with anti-icing fluid as a precaution
against encountering these conditions during taxi-out.
Copyright © Delta Air Lines, Inc. See title page for details.
December 20, 2007 SP.16.31
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.32 December 20, 2007
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Adjusting Holdover Time
A continuous assessment of weather and environmental conditions in
conjunction with the Flight Deck Check is required during the holdover
time period. Changing conditions may increase or decrease fluid
effectiveness, necessitating a holdover time adjustment.
• A change in OAT.
• A change in type or intensity (rate or density) of precipitation.
Snow changing to light freezing rain, or light snow changing to
heavy snow will decrease holdover time. Conversely, moderate
snow changing to light snow may increase holdover time. Presence
of ice pellets precipitation may necessitate similar adjustment.
• Jet blast, an increase in wind velocity, or a change in wind direction
will decrease holdover time.
Exceeding Holdover Time
The Captain is responsible for monitoring the status of the aircraft exterior
for frozen contamination. The pilot performs periodic Flight Deck Checks
to ensure the aircraft is free of contamination during the time between
anti-icing and takeoff, whenever the holdover time is still valid.
When holdover time is exceeded, the required course of action will depend
upon the type of active precipitation and the type of fluid used to anti-ice.
Refer to the foldout card in this section for additional specific guidance.
Required Action When Holdover Time is Exceeded
Fluid Active Precipitation
Used to
Anti-Ice Frost Freezing Snow, Freezing Light Rain on Cold
Fog Snow Drizzle Freezing Soaked
Grains Rain Wings
Type I Accomplish one of the Takeoff Not Authorized
following actions:
A Cabin Check,
Type II, Accomplish one of the following
Type III, An External Check, or actions:
or Secondary De/Anti-Icing An External Check, or
Type IV Secondary De/Anti-Icing
Copyright © Delta Air Lines, Inc. See title page for details.
December 20, 2007 SP.16.33
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.34 December 20, 2007
Supplementary
FOLD
Procedures - Adverse
777 Operations Manual Weather
Engine(s) (as required) ......................................................Shut down When engine anti-ice is required and the OAT is 3°C or below, do an
engine run up, as required, to minimize ice build-up. Use the
WARNING: Once the deicing operation begins, any aircraft movement following procedure:
or changes in configuration must be coordinated with the
ground crew. Check that the area behind the airplane is clear.
After de/anti-icing:
Interval Min N1 Duration
Obtain and read back post de/anti-icing report. 45 Minutes 50% 1 second
Fluid type.
Concentration (for Type II, Type III, and Type IV only). Complete TAXI and BEFORE TAKEOFF checklists.
Local time final (anti-icing) fluid application began. Note: For operations on contaminated runways, see the "Guidelines for
Verbal confirmation: “POST DE/ANTI-ICING CHECK COMPLETE”. Contaminated Runways" information at the end of this section.
Reconfigure aircraft:
APU (if required) ..................................................................... ON
APU bleed air switch ..........................................................AUTO
Do not use APU bleed air for pack operation for approximately 1 minute
after de/anti-icing. Air conditioning smoke/fumes may result.
Engines (if required) .......................................................... Restart
Run engines a minimum of 5 minutes with engine anti-ice on.
APU ........................................................................................ OFF
Copyright © Delta Air Lines, Inc. See title page for details.
December 20, 2007 SP.16.35
Supplementary
Procedures - Adverse
Weather 777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.36 December 20, 2007
Supplementary
FOLD
Procedures - Adverse
777 Operations Manual Weather
LT RAIN
• If the temperature decreases, or conditions degrade to a point where a different holdover time would apply, that different holdover
are not absorbed by fluid in the same manner as other forms of frozen precipitation.
• Critical surfaces are free of contamination before applying Type IV anti-icing fluid (i.e., ice pellets cannot be falling during either
25
In the past, presence of a contaminant not absorbed by the fluid would be an
indication of a failed fluid. Ice pellets imbedded in anti-icing fluid are difficult to
Type IV anti-icing fluid is considered effective for 90 minutes after the start of application, under the following conditions:
detect using a cabin check. Therefore, a cabin check during ice pellet conditions
FREEZING
may not be of value and is not required.
RAIN
NOT AUTHORIZED
LT
25
25
10
Use of Holdover Time Tables for Ice Pellets and Ice Pellet Mixtures
After proper deicing and anti-icing, takeoff is allowed under conditions of light ice
pellets, moderate ice pellets, and ice pellets mixed with other forms of precipitation
FREEZING
DRIZZLE
Ice Pellet Holdover Times (100% Type IV Fluid Only)
LT-MOD
holdover time has been exceeded, the aircraft must be completely deiced, and if
25
25
10
precipitation is still present, anti-iced again prior to a subsequent takeoff. The ice
pellet holdover time cannot be extended by a cabin check or an external check of
the aircraft critical surfaces.
• The table’s precipitation intensity and temperature limits are not exceeded.
LT-MOD
SNOW
• If precipitation stops falling at any time during the holdover period, and
25
25
time must not be exceeded (from the start of the anti-icing step).
• The aircraft has been anti-iced with 100% concentration Type IV
fluid following deicing, and
MODERATE
ONLY
25
25
10
10
takeoff
If a definitive fluid failure determination cannot be made using this check due
LIGHT ICE
PELLETS
ONLY
takeoff.
50
50
30
30
< 14
°F
OAT
< -10
>0
°C
Copyright © Delta Air Lines, Inc. See title page for details.
December 20, 2007 SP.16.37
Conversions Snowfall Intensities as a Function of Prevailing Visibility
Weather
SP.16.38
Day
RVR Feet RVR Statute °C °F > 2½ < 2½ - 2 < 2 - 1½ < 1½ - 1 <1-¾ <¾-½ <½
Supplementary
Meters Miles
6000 2000 1-1/4 > -1 > 30 Very Light Light Light Moderate Moderate Heavy Heavy
Day
Procedures - Adverse
5000 1600 1 < -1 < 30 Very Light Very Light Light Light Moderate Moderate Heavy
Snowfall
Intensity
4000 1200 3/4 > -1 > 30 Very Light Light Moderate Heavy Heavy Heavy Heavy
Night
2400 800 1/2 < -1 < 30 Very Light Light Moderate Moderate Heavy Heavy Heavy
TYPE I
OAT APPROXIMATE HOLDOVER TIMES (MINUTES)
> -3 > 27 45 11
777 Operations Manual
18 - 22 ◆◆ 11 - 18 ◆◆ 6 -11 ◆◆
TAKEOFF
< -3 to -6 < 27 to 21 45 8 14 - 17 ◆◆ 8 - 14 ◆◆ 5 - 8 ◆◆
NOT AUTHORIZED
Copyright © Delta Air Lines, Inc. See title page for details.
< -6 to -10 < 21 to 14 45 6 11 - 13 ◆◆ 6 - 11 ◆◆ 4 - 6 ◆◆
◆◆ To use these times the fluid must be heated to a minimum temperature of 60°C (120°F) at the nozzle and at least 1 liter per square meter (2 gallons per 100 square feet) must
be applied to de-iced surfaces.
* Refer to “Snowfall Intensities as a function of Prevailing Visibility” chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are present.
Holdover times DO NOT exist for conditions of ice pellets, snow pellets, heavy snow, freezing drizzle, freezing rain, or hail, and takeoff is NOT authorized under these
conditions.
Copyright © Delta Air Lines, Inc. See title page for details.
or fog, are present.
** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.
Type II and Type III Fluid Holdover Times Tables
SP.16.39
Adverse Weather
Supplementary Procedures -
SP.16.40
TYPE III
OAT APPROXIMATE HOLDOVER TIMES (MINUTES)
Adverse Weather
100/0 120 20 35 - 40 20 - 35 10 - 20 10 - 20 8 6 - 20
> -3 > 27 75/25 60 15 25 - 35 15 - 25 8 - 15 8 - 15 6
100/0 120 20 30 - 35 15 - 30 9 - 15 10 - 20 8
< -3 to -10 < 27 to 14
75/25 60 15 25 - 30 10 - 25 7 - 10 9 - 12 6
< -10 to -29 < 14 to -20 100/0 120 20 30 - 35 15 - 30 8 - 15 TAKEOFF NOT AUTHORIZED
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
* Refer to “Snowfall Intensities as a function of PrevailingVisibility” chart if no other environmental factors inhibiting visibility, i. e., smoke or fog, are
present.
** If positive identification of freezing drizzle is not possible, use light freezing rain holdover times.
Hot Supplementary
SP.16 Weather Operation
Procedures-Adverse Weather
Copyright © Delta Air Lines, Inc. See title page for details.
December 20, 2007 SP.16.41
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Severe Turbulence
The turbulent air penetration speed provides ample protection from stall
and high speed buffet, while also providing protection from exceeding the
structural limit.
The recommended procedures for flight in severe turbulence are
summarized below:
SEAT BELT sign selector .................................................................. ON
Advise passengers to fasten seatbelts prior to entering areas of
reported or anticipated turbulence. Instruct flight attendants to
check all passengers’ seat belts are fastened.
Structural Considerations
Flap extension in an area of known turbulence should be delayed as long
as possible because the airplane can withstand higher gust loads in the
clean configuration. Diversion to another airfield is recommended if
severe turbulence persists in the area.
Climb, Cruise, and Descent Considerations
After takeoff, and when established in a clean climb configuration, use of
the autoflight system is recommended for flight through turbulence.
During climb and descent, use of VNAV or flight level change may result
in excessive pitch changes as the AFDS attempts to fly speed with the
elevators. Therefore, vertical speed mode (speed on autothrottles) is
recommended for climb and descent in severe turbulence.
During cruise, VNAV and altitude hold modes both fly speed on
autothrottles and can be used in turbulence.
Ships 7101 & Subsequent
In severe turbulence during cruise, it may be necessary to disconnect the
autothrottles to prevent excessive thrust changes. Thrust setting guidance
is available on EICAS when VNAV is engaged. Set N1 at or slightly above
the magenta VNAV target N1 indication. Change thrust setting only if
required to modify an unacceptable speed trend.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.42 February 15, 2008
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Ships 7001 – 7008
In severe turbulence during cruise, it may be necessary to disconnect the
autothrottles to prevent excessive thrust changes. Thrust setting guidance
is available on EICAS when VNAV is engaged. Set EPR at or slightly
above the magenta VNAV target EPR indication. Change thrust setting
only if required to modify an unacceptable speed trend.
Manual Flight in Severe Turbulence
If manual flight in severe turbulence becomes necessary, trim the airplane
for the turbulent air penetration speed. Control the airplane pitch attitude
with the elevators using the attitude indicator as the primary instrument. In
extreme drafts, large altitude changes may occur. Do not make sudden
large control inputs. Corrective actions to regain the desired attitude
should be smooth and deliberate. Altitude variations are likely in severe
turbulence and should be allowed to occur if terrain clearance is adequate.
Control airplane attitude first, then make corrections for airspeed, altitude,
and heading.
Windshear
Windshear is a change of wind speed and/or direction over a short distance
along the flight path. Indications of windshear are listed in the
Non-Normal Maneuvers section in this manual.
Avoidance
The flight crew should search for any clues to the presence of windshear
along the intended flight path. Presence of windshear may be indicated by:
• Thunderstorm activity
• Virga (rain that evaporates before reaching the ground)
• Pilot reports
• Low level windshear alerting (LLWAS) warnings
Stay clear of thunderstorm cells and heavy precipitation and areas of
known windshear. If the presence of windshear is confirmed, delay takeoff
or do not continue an approach.
Continued on next page
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 SP.16.43
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.44 February 15, 2008
Supplementary Procedures -
Adverse Weather
777 Operations Manual
• Use the most suitable runway that avoids the areas of suspected
windshear and is compatible with the crosswind or tailwind
limitations. Use ILS G/S, VNAV path or VASI/PAPI indications to
detect flight path deviations and help with timely detection of
windshear.
• If the autothrottle is disengaged, or is planned to be disengaged
prior to landing, add an appropriate airspeed correction (correction
applied in the same manner as gust), up to a maximum of 20 knots.
• Avoid large thrust reductions or trim changes in response to sudden
airspeed increases as these may be followed by airspeed decreases.
• Crosscheck flight director commands using vertical flight path
instruments.
• Crew coordination and awareness are very important, particularly
at night or in marginal weather conditions. Closely monitor the
vertical flight path instruments such as vertical speed, altimeters
and glide slope displacement. The pilot monitoring should call out
any deviations from normal. Use of autopilot and autothrottle for
the approach may provide more monitoring and recognition time.
Recovery
Accomplish the WINDSHEAR ESCAPE MANEUVER found in the
Non-Normal Maneuvers section of the Quick Reference Handbook.
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.46 February 15, 2008
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Landing
• Do not land with a braking action report of NIL by any air carrier
aircraft or airport operator in the landing or rollout portion of the
runway.
• Do not land with standing water, slush, or wet snow in excess of
1 inch (2.5 cm) depth.
• Do not land in dry snow in excess of 4 inches or 10 cm depth.
• Land as early in the touchdown zone as possible.
• Ensure the ground spoilers are extended at touchdown.
Copyright © Delta Air Lines, Inc. See title page for details.
February 15, 2008 SP.16.47
Supplementary Procedures -
Adverse Weather
777 Operations Manual
Intentionally
Blank
Copyright © Delta Air Lines, Inc. See title page for details.
SP.16.48 December 20, 2007
777 Operations Manual
Differences Chapter DF
Table of Contents Section 0
DF.0 Differences-Table of Contents
777 Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.1
Airplane General, Emer. Equip., Doors, Windows . . . . . . . . . . DF.10.1
Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.2
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Flight Instruments, Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.3
Flight Management, Navigation . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Adverse Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DF.10.4
Intentionally
Blank
Air Systems
Item 777-232ER 777-232ER 777-232LR
(7001-7007) (7008) (7101 & Subsequent)
APU to Pack Takeoff Not installed Installed
Communications
Item 777-232ER 777-232ER 777-232LR
(7001-7007) (7008) (7101 & Subsequent)
Cockpit Voice Meter Light
Recorder (CVR) Test
Indicator
Cabin Medical Not installed Installed
Communication
System
Second Observer’s Not installed Installed next to second
Audio Panel observer’s seat
Electrical
Item 777-232ER 777-232ER 777-232LR
(7001-7007) (7008) (7101 & Subsequent)
In-flight Entertainment Not installed Installed
System/Passenger (overhead ELECTRICAL panel)
Seats Power Switch
Cabin Utility Power Not installed Installed
Switch (overhead ELECTRICAL panel)
Engines, APU
Item 777-232ER 777-232ER 777-232LR
(7001-7007) (7008) (7101 & Subsequent)
Engine Type Rolls Royce General Electric
Trent 895 GE90-110B1
Simultaneous Engine Available Not Available
Starting
Takeoff Thrust Bump Not installed Installed
Reference Mode
Flight Controls
Item 777-232ER 777-232ER 777-232LR
(7001-7007) (7008) (7101 & Subsequent)
Tailstrike Protection Not installed Installed
Fuel
Item 777-232ER 777-232ER 777-232LR
(7001-7007) (7008) (7101 & Subsequent)
Center Fuel Pump Manual shutoff Automatic shutoff when
Shutoff center tank is empty
Fuel Tank Quantities See Limitations chapter.
Center Tank Fuel Pump Operate normally Takeoff Restrictions
Operation (see Normal Climb
Procedures)
Landing Gear
Item 777-232ER 777-232ER 777-232LR
(7001-7007) (7008) (7101 & Subsequent)
Tire Pressure Indication Not installed Installed