Script Document

Engines
Script Writer: Andrew-John Biggs

Lesson and Introduction:

Hello, and welcome to the PMDG 777 Engines GroundWork lesson, from Angle of Attack.
It is often said that immensity inspires wonder, and in the case of General Electrics GE90 115B jet engine there
is no exception. This is the biggest and most powerful turbo fan in the world and our 777 has two of them so
lets jump straight in and discover a new meaning to jet engine aficionado!
This lesson will cover the following topics:
- 777 Engines system overview
- Engine fuel system
- Engine oil system
- Starting and ignition procedures
- Thrust reversers.

777 Engines system overview:

As you can see, the team at PMDG have really spoilt us with their rendition of the GE90-115B. This engine is an
ultra-high bypass design, engineered exclusively for the 777-200 Long Range and 777-300 Extended Range
models. With a thrust rating of 115,300 lbs, and a block test demonstrated thrust of 127,900 lbs, this engine
stands in the Guinness World Record books as the worlds most powerful jet engine. To put this record breaking
performance into perspective, during testing, just one of these engines was sufficient to power a Boeing 747 in
flight, with all remaining engines powered down.
The 115B has a state of the art combustion process and a unique composite fan blade construction. Many brand
new engine technologies work together to improve reliability and reduce fuel burn meaning this engine is an ideal
candidate for long range ETOPS routes. The large advanced fan design greatly reduces noise, so our virtual 777
will be welcome worldwide, even at airports with stringent environmental standards. Replicating the power of the
115B in flight simulator is going to be a lot of fun, but before we jump in, lets look under the maintenance hatch
and learn whats actually happening when we throttle on.
This series of engines are physically the largest in airline history. It may be a surprise to learn that you could very
nearly fit the width of a 737 fuselage into the front fan, which measures a huge 3.25 metres. Notice too, how each
fan blade is distinctly angled compared to other engine designs. Twenty two light weight composite fan blades
suck in much more air than traditional titanium straight blades. Due to their low weight and unique swept aerofoil,
they develop high thrust at a lower rpm leading to a reduced noise print.
Lets examine the 115B engine components in cross section to see how they power the 777 through the skies.
Air is sucked in through the fan and accelerated. It then splits into primary airflow and secondary airflow. Air is
either sucked into the engine core for compression and combustion - primary airflow, or is bypassed as

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Engines
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secondary airflow. This bypass air is driven through a narrowing channel surrounding the core called the fan duct
which increases its velocity even further.
It is important to note that on most modern airline engines, it is bypass air, not core air that generates most of the
thrust. Whilst the hot gases escaping from the core of the engine do produce some thrust, the primary goal of the
core is to power the fan and compressors.
Bypass engines are all about applying a relatively small acceleration to a large mass of air using a big fan at the
front. Hot, high speed core exhaust is inefficient because it wastes energy agitating the air behind the engine,
rather than propelling the aircraft. By contrast bypass exhaust is cooler and less turbulent, greatly improving
propulsive efficiency.
The term bypass ratio is the ratio between core air and bypass air. The Ultra high bypass GE90 115B has a
staggering bypass ratio of 9:1, the largest in airline service. If 1500 kilos of air are sucked in per second, then only
167 kilos go through the core.
Directly after the air is split, primary air races into the core. Here, General Electric utilizes an advanced debris
rejection system where any unwanted debris is removed from the flow by centrifugal force. Foreign objects will
undoubtedly spell disaster for the intricate components within the engine core so GE have made a great effort is
made to prevent this.
Air is then directed into a 4 stage low pressure axial compressor, and then a 9 stage high pressure axial
compressor which spins faster, in the region of 11,000 rpm. The air is compressed to increase the volumetric
efficiency of the engine, by squeezing more air molecules into a fixed space combustion becomes more efficient
as there is more oxygen to react with the fuel.
At each compressor stage, air pressure, velocity and temperature increase. A well designed compressor will
compress the air efficiently and not take too much energy away from the turbine that is driving it. This leaves
more energy in the core exhaust for propulsion.
Next the air is channelled deeper into engine core; into the high pressure compressor. Here, just before the fuel
is added, the pressure can exceed 45 times atmospheric pressure and temperatures of 700 degrees Fahrenheit.
Fuel is then sprayed into the compressed air stream through a series of double annular combustors which reduce
fuel burn and harmful emissions. For a more complete combustion process, one burner ring is used during low
power settings, and another ring is added at high power settings. The mixture is ignited during engine start with
an electric ignition system, but once the combustion process is started, it becomes self-sustaining.
Now for the clever part. As the hot gases generated during combustion rapidly exit the engine, they are directed
through a set of accurately placed turbines. Much like a water wheel capturing the flow of water in a stream, these
turbines are placed behind the combustion stage to absorb some of the energy of the escaping airflow. First in
line is the two-stage, high pressure turbine. It transfers its kinetic energy by means of a spool back to the high
pressure compressor in the engine core.

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Engines
Script Writer: Andrew-John Biggs

It is important to remember that the engines are the principle source of power for all other aircraft systems and so
the high pressure turbine also drives the accessory gearbox which powers hydraulic and pneumatic systems, fuel
pumps, oil pumps, AC electrical generators and more.
Next we have the six-stage low pressure turbine which powers the low pressure compressor and the fan. The
melting point of the turbine blades is a limiting factor in how much power can be produced by the engine. A hotter
burn is more efficient, but melting your turbine blades is not going to make you a very popular captain, so instead
the engineers make the turbine blades as heat resistant as possible, cooling them using transpiration, and
growing them from a single crystal to eliminate structural defects and cracking.
Lets take a step back now and see that we have effectively two main moving parts to the engine, a low pressure
spool that consists of a low pressure compressor including the fan at front, and low pressure turbine, and a high
pressure spool consisting of a high pressure compressor and a high pressure turbine. Using sophisticated
gearing and rotatory mechanisms, one spool runs through the other without contact. This multiple spool
configuration allows the fan and core to spin at different speeds, so airflow throughout the engine remains at the
optimum pressure and velocity relevant to each stage. This maximises thrust and minimises fuel burn.
Finally the Exhaust straightens, accelerates and directs the exhaust gases to maximise thrust. It's the reaction
force of bypass and core exhaust working against the engine itself that causes the propulsion, rather than the
exhaust pushing against the outside air. Bypass air also shrouds the hot core jet and therefore reduces the noise
level considerably.
As we have our cross section open, lets take a look up at the EICAS display in the cockpit to see what
indications are associated with the different parts of the engine and how the pilots should interpret them.
Similar to many other Boeing designs, the primary engine indications are displayed full time here on the Engine
Indicating and Crew Alerting System display, or EICAS for short.
N1 and Exhaust Gas Temperature or EGT, are the primary engine indications and require the pilots immediate
attention.
Primary engine indications and the N2 indications are round dial moving pointers with the associated boxed
digital readout. The digital readouts display numerical values while the moving pointers indicate relative value.
The white outline represents the normal operating range, with caution range being displayed in amber. Maximum
operating limits are shown in red.
N1 low pressure shaft speed relates to the rpm of the fan at the front and is a good indicator of the power the
engine is producing. It is expressed as a percentage of its maximum rpm. The pilots use N1 indications to set
power. The N1 reference indication is displayed digitally in green above this box and its corresponding reference
target bug is displayed with this symbol.
Quick Tip: Use the N1 reference bug to assist in manual thrust setting.

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Engines
Script Writer: Andrew-John Biggs

Max N1 shown here by the amber line represents the maximum rated thrust available from the engine. An
electronic engine control or EEC continuously computes max rated N1 depending on ambient conditions.
Maximum rated thrust is available in any phase of flight by moving the thrust levers to the full forward positions.
A white line outside the dial indicates commanded N1. As we advance the thrust levers we can see the command
line increase to match the position of the thrust levers but it takes a while for the engine itself to spool up or down
to match commanded speed.
If the N1 limit is exceeded, the digital readout, box and dial all turn red. When the value falls below the limit, the
box will remain red until it is cancelled by the crew using the cancel recall switch on the display select panel.
The temperature of the exhaust gases is a reliable indicator of the performance and general condition of the
engine so EGT is displayed under N1 as a primary engine indication. EGT is measured at a variety of different
positions but ultimately all relate back to turbine temperature which is measured in degrees Celsius. Max
temperature is denoted by the red line.
An amber band represents the maximum continuous EGT limit, like the N1 readings the digital readout, box and
dial all turn amber if the EGT enters this band. It is normal during take-off and go around for EGT to enter the
amber band. Distracting EICAS warnings are not desirable at these times so Boeing therefore inhibits the amber
warning for 5 minutes for two engine operations and 10 minutes for single operations during these critical flight
phases.
Also displayed are values for Total Air Temperature in degrees Celsius, Thrust Reference Mode, and Assumed
Temperature for reduced thrust take off.
The secondary engine indications are not required to be constantly monitored and are normally displayed on the
lower centre MFD using the ENG switch on the display select panel. Interestingly they will auto display if a fuel
control switch is moved to cut-off in flight, an engine fire switch is pulled in flight, if a secondary engine parameter
is exceeded, or engine N2 rpm is below the idle limit.
Quick Tip: Secondary engine indications auto display if engine parameters are exceeded, requiring immediate
attention.
Displayed as a secondary engine indication is the N2 value, relating to the speed of the high pressure spool this
reading would be closely monitored during start.
Oil and fuel indications are looked at in greater detail later in the lesson.
With no reciprocating parts, jet engines have very low levels of vibration. A raised level of vibration therefore is a
good indication of an impending or immediate problem. White on black is the normal operating range. If black

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Engines
Script Writer: Andrew-John Biggs

numbers on a white background display then there is a high level of vibration. The source of the engine vibration
is also displayed under the value as either N1 or N2 rotor vibration.
Next lets look at the engine fuel system and how the EICAS indications and cockpit switches relate to
components in the engine.

Engine fuel system overview:

Fuel serves two purposes in the thirsty 115B. First and foremost it is used in combustion, but secondly fuel is
used to cool the oil. Oil reaches very high temperatures as it does its work in and around the engine so it is
cooled in a device called a fuel oil heat exchanger, sometimes called the fuel cooled oil cooler before returning to
the engine. Fuel takes advantage of this heat exchange to warm up to temperatures more suitable for
combustion. It can get very cold whilst being stored in the fuel tanks, as it is exposed to low outside temperatures
through the skin of the aircraft both on the ground and in cruise. Solid wax like particles begin to form in jet fuels
at temperatures below -40C, so heating the fuel this way can prevent waxing and formation of ice crystals.
Interestingly, oil in the fuel oil heat exchanger is always at a higher pressure than the fuel. This prevents fuel from
entering the oil system in the event of an internal leak as unwanted fuel in the oil system poses an obvious fire
risk.
Fuel control switches in the cockpit are located here on the control stand.
Each engine fuel switch has two positions, RUN and CUT-OFF
In the CUT-OFF position, the spar and engine fuel valves are closed, preventing fuel from entering the engine.
When these switches are placed in the RUN position the spar valve opens and the EEC (discussed shortly)
commands the engine fuel valve to open at the appropriate time.
The valves open when the engine fire switch is in, and the fuel control switch is in the RUN position. Both valves
close when the fuel control switch is in CUT-OFF or the engine fire switch is out.
When these switch positions are such that they allow fuel flow, fuel is supplied by fuel pumps located in the fuel
tanks. If the centre tank contains fuel, it is pumped from here first as centre tank pumps run at a higher pressure
than those in the wing tanks. Using fuel from the centre tank first, whilst keeping fuel in the wing tanks reduces
stress at the wing roots. Keeping the mass in the wing tanks means the 777s wings dont experience such severe
bending moments supporting the weight of the fuselage as they generate lift.
The fuel flows through a spar fuel valve and passes through two engine fuel pumps where additional pressure is
added.
Fuel then flows through the fuel oil heat exchanger where it is preheated helping to prevent fuel icing and waxing.
A fuel filter then removes any solid contaminants. If the fuel filter becomes blocked, fuel is bypassed around it and
is not filtered. Contaminated fuel is better than no fuel at all.

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Engines
Script Writer: Andrew-John Biggs

Fuel then enters the metering unit. This adjusts fuel flow to meet the thrust requirements as commanded by the
EEC and the thrust levers. Fuel then flows through the final engine fuel valve and into the fuel injection system.
Fuel flow is measured after passing through the engine fuel valve. Fuel flow is displayed on the secondary engine
display and is measured in thousands of kilograms per hour.
Data from the metering unit is also sent to the Flight Management System so flight plan data can be updated with
accurate fuel burn predictions.
We will look at the fuel again during ignition, but for now lets briefly touch on the function of the Electronic Engine
Control.
EEC:
Each engine is controlled by an electronic engine controller, or EEC. The EECs monitor autothrottle and flight
crew inputs through the thrust levers to automatically control the engines.
The EEC commands the fuel metering unit to adjust fuel flow until the actual N1 equals the commanded N1.
It also provides N1 and N2 overspeed protection. The EEC operates in normal and alternate operating modes.
Discussing the EEC further is outside the scope of this lesson so we will move on to the next system in the
engine, the oil system.

Engine oil system overview:

Just like your car, or light aircraft engine, the GE90 115B depends on a working oil system as much as it depends
on having an adequate supply of fuel. The main purpose of the oil system is to provide pressurized oil to
lubricate and cool the main engine bearings, gears and accessory drives. Without oil, these parts would instantly
seize up due to the intense friction from closely spaced metal components moving against one another.
Furthermore, the oil system provides another crucial function; fuel heating for the fuel system which offers the
icing and waxing protection which we looked at earlier.
Taking a look at the secondary engine indications, we can see readings for oil pressure, temperature and
quantity. Oil pressure and oil temperature are measured prior to entering the engine.
Engine oil pressure is measured in PSI
Engine oil temperature is measured in degrees Celsius
Oil quantity is displayed to the nearest litre.
If one of these sensor indications is not present or is invalid, the box is blanked.

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Engines
Script Writer: Andrew-John Biggs

The operating limits for oil pressure and temperature are shown here in red. Oil pressure and temperature also
display a lower amber caution range. There is no minimum oil quantity limit displayed on the indicator, however, a
low oil quantity displays with a white background and a LO indication.
As well as the amber and redline conditions, this LO indication causes automatic display of the secondary engine
indications on the lower centre MFD, bringing the condition to the pilots immediate attention.
Lets take a look at how these EICAS indications relate to the oil system in the engine.
Sensors in the oil reservoir measure the oil quantity.
Oil is then pressurized and taken from the reservoir by an engine driven oil pump.
Solid contaminants that oil may have collected on its way around the engine are now filtered in a high pressure oil
filter. Again if this filter is blocked, the oil automatically bypasses the filter. Like the fuel system it is better to have
some contaminated oil, than no oil at all! If the oil filter does become clogged, then oil bypasses the oil filter and
the EICAS advisory message ENG OIL FILTER left or right is displayed.
The oil flows through the fuel oil heat exchanger and then through the backup generator oil heat exchanger. Here
the oil is first cooled by air, then cooled by fuel. This heat exchanger is the primary source of oil cooling and fuel
heating.
Oil pressure is measured prior to entering the engine.
After it has done this a scavenge pump removes and returns the oil to the reservoir via a scavenge oil filter.
Oil temperature is sensed before the oil finally returns to the oil reservoir.
So far, we have looked at an overview of how the GE90 115Bs work, how they are fed fuel, how oil is cycled
through them and what kind of cockpit indications are associated throughout. Now we will take a closer look at
how the mighty 115B is fired up and made ready for flight.

Starting and ignition procedures:

When its time to start the engines, high pressure bleed air is taken from the APU, ground cart, or in some cases
another engine that has already been started and is pumped into a starter turbine fitted within the 115B itself. This
high pressure air drives the N2 core and gets it spinning. When it is spinning fast enough and compressing the air
to the right pressure, fuel is added and the ignitors energize creating an electrical spark and the combustion
process begins.
Lets go up to the flight deck and see how we initiate and monitor this start process. On the 777, like many other
modern airliners, the start sequence is highly automated. Assuming that all conditions necessary for start have
been met, including a correctly set air conditioning system and that sufficient duct pressure is available, an auto-

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Engines
Script Writer: Andrew-John Biggs

start is a very simple process. Some engine variants on the 777 can have both engines started simultaneously,
but the start procedure for the 115B engines states each engine must be started individually.
In the cockpit there are two areas we need to look at and understand. The fuel control switches on the control
stand, and the engine panel located on the overhead. Prior to engine start, the thrust levers should be at idle,
and the fuel control switches should be in their CUT-OFF position.
On the over-head panel we see the engine start selectors.
These two white rotary knobs have three positions on a 777 fitted with GE90 115B engines. These positions are
START, NORM and CONT. During pre-flight and normal flight operations, the start selectors are in the normal
position.
The auto start switch is used during normal operations but can be selected OFF for a manual start. Unlike the 737
where the crew can cycle the ignitors between flights, the 777 EEC dictates which one of the two ignitors in each
engine is used.
Auto-start:
Lets look at what happens in the engine as we move these cockpit switches to begin an auto-start.
First make sure the auto-start switch is on, this allows the EEC to monitor the engine parameters during the start
sequence. The EEC also controls fuel and ignition, but most importantly it will abort the start if crucial limits are
exceeded.
In this example we will start the left engine, so we place the Left engine start selector to START.
This action opens the start valve and allows bleed air to enter the starter turbine.
During autostart, the fuel control switch can be positioned to RUN immediately after selecting START.
The left spar fuel valve now opens, but the fuel valve in the engine stays closed. The EEC will only open it when
the engine is turning at sufficient speed.
When this occurs, the fuel valve opens and the appropriate ignitor is energized starting combustion.
On the real aircraft you may hear a satisfying thud as the mixture ignites, this is due to the sudden pressure
change. The engine will then roar into life. The starter turbine remains engaged until starter cut out speed is
reached. The start valve then closes, the start selector automatically clicks back to NORM and ignitors deenergize. The engine start is complete when the engine is stable at idle.
Now we know what is happening in the engine when we move the relevant switches for start, lets look at the start
from the pilots perspective in the cockpit. Bringing up the secondary engine indications on the lower centre MFD
we can monitor the necessary start parameters as we start the right engine.

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Engines
Script Writer: Andrew-John Biggs

At this point, it is crucial to note that during auto start the EEC does not monitor oil pressure or oil temperature so
pilots are reminded to monitor these indications very closely. If no oil pressure is observed after the initial EGT
rise, the start must be aborted by moving the fuel selector switch to CUT-OFF. The EEC does take corrective
action however for the following non-normal conditions:

No EGT rise
No N1 rotation
Hot start
Insufficient air pressure for starter operation
Hung start
Start time exceeds the starter duty cycle timer
Compressor stall
Starter shaft failure

Before we begin the start-up sequence, we must clear the engine shutdown EICAS advisory message which
appears any time the airplane is on the ground and the left and right fuel control switches are in the CUT-OFF
position.
Staying on the EICAS, we can see a duct pressure indicator. This is displayed prior to start. Pressure for left and
right pneumatic systems must be great enough to drive the starter turbine in each engine. If this reading shows at
least 30psi sufficient duct pressure exists.
Now we know the limitations of the EEC, have cleared the EICAS warning and verified that duct pressure is
sufficient, lets fire up the right engine. We repeat the process as before:

Verify autostart is ON,

place the right engine start selector to START,
place the fuel control switch to RUN.

On the EICAS we can now observe the following:

Oil pressure increase. Note that red line indications are inhibited until after engine start.
N2 increase.
Fuel flow begins when the EEC senses the correct N2 speed and opens the engine fuel valve as
discussed previously. Very soon after this a significant rise in EGT will occur. You will also notice a red
line on the EGT rotary display. This shows the pilot the max EGT allowed during start. It appears any time
the engine control switch is in the CUT-OFF position or engine N2 rpm is below idle, it will not be removed
until the engine has stabilized after start.
Oil temperature should also increase, this will initially be amber but will soon move into the normal range.

If all has gone to plan, the engine will stabilize at idle around two minutes after selecting START, and the starter
switch on the overhead panel will pop back into the normal position automatically by the time N2 reaches 50 per
cent. The two GE90 115Bs are now ready to take you and your passengers into the air!

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Engines
Script Writer: Andrew-John Biggs

Manual starts are outside the scope of this lesson so we will now move on to inflight starts.
In-flight Starts:
An airborne restart requires the same three conditions as a normal ground start; airflow, fuel and a source of
ignition. The forward speed of the engine through the air is usually enough to windmill the compressors up to
speed to begin the start sequence. However the success of an inflight start depends on sufficient air mass flow
through the engine and because the air is less dense at altitude, it is often necessary to descend to a lower
altitude before attempting a restart.
In trying to keep the pilot workload to a minimum during critical engine out situations, Boeing has incorporated a
unique safety feature on the 777. The EEC will actually display optimum in flight restart airspeed on the EICAS,
whenever a fuel control switch is placed in the cut-off position during flight and the respective fire switch is not
pulled. The airspeed range that ensures a successful in-flight start is displayed next to the airplanes current flight
level. Keeping the aircraft within this performance envelope will greatly improve the chances of an inflight restart.
The maximum altitude for in-flight starts on the 777 is Flight Level 300, if the current altitude is greater than this,
then this maximum start altitude of Flight Level 300 is displayed.
Quick Tip: Optimum in flight start airspeed is displayed next to current Flight Level on the EICAS.
Again the inflight restart process is highly automated, with the EEC doing most of the work, but it can be done
manually. In our example we will leave the auto-start switch ON.
If the airspeed and altitude are correct, then a windmill start can be utilized. Because this method does not use
pneumatic system pressure, the engine starter turbine is not engaged, therefore it is not necessary to use the
start selectors. The in-flight start sequence can be initiated simply by moving the appropriate fuel control switch
from CUT-OFF to run.
However, if the aircraft is outside the inflight start envelope for a windmill start i.e. airspeed is too low, then a
cross bleed start must be performed using air from the pneumatic system. If this is the case a crossbleed start
indication is displayed next to the N2 indication of the shutdown engine.
To initiate an in-flight start using crossbleed, place the engine start selector switch to start, and the fuel control
switch from CUT-OFF to RUN.
For in-flight starts, the EEC will make attempts to restart indefinitely until the engine is either successfully started
or the pilot aborts the attempt by selecting the fuel control switch to CUT-OFF. The EEC uses both ignitors for
inflight starts.
It is important to note that during a windmill and cross bleed start, engines may accelerate to idle slowly. This
should not be misinterpreted as a hung start or engine malfunction. If N2 is steadily increasing and EGT remains
within limits, the start is progressing normally.
To review, in order to start our GE90 115Bs three critical conditions must be met.

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There must be a flow of compressed air through the engine.

Fuel must be supplied to the combustor.
There must be a source of ignition.

If you can manage these three critical items during the start sequence, either on the ground or in flight and
intervene appropriately if any system parameters are exceeded such as oil pressure, then engine starts are not
going to be a problem.
Now we shall take a brief look at thrust reverse before we finish with a lesson summary.

Thrust reversers:
Thrust levers are placed at idle during the flare, but the idle setting still generates thrust somewhere in the order
of about ten per cent. Although small, this forward push does have an effect on brake ware so thrust reversers
are deployed to greatly assist deceleration.
Reverse thrust works better at higher speeds much in the same way a spoiler is more effective when the airflow is
moving quickly over the wing. Reverse thrust can only be used on the ground with the thrust levers at idle.
Several safety features exist to ensure reverser doors do not activate during flight with modern engines
employing complex interlocks to prevent any unwanted reverser deployment.
Upon selection of reverse thrust the EEC is commanded to open an isolation valve that allows hydraulic pressure
to move the translating sleeve aft. The right engine uses the right hydraulic system to do this, and the left engine
uses the left hydraulic system. When the sleeve is open bypass air is directed through blocker doors and fixed
cascade guide vanes and deflected back into the oncoming airflow. This reverser technique is called cold stream
reversal as bypass air is being redirected rather than hot core air.
On touchdown with the throttles at idle, the two reverse levers should be rapidly moved aft to the interlock
position and held there with light pressure. This initiates reverser deployment on each respective engine. The
interlock prevents further reverser lever movement until the reverser mechanisms in the engines are fully
deployed.
Looking at the EICAS as we use reversers, thrust reference indications are replaced with thrust reverser
indications. A reverse alert illuminates in amber when the thrust reverser sleeve extends by five per cent or more,
until the translating sleeve is deployed to at least 90 per cent, at which point they change to green and the
interlock releases. Anything up to and including full reverse may now be selected by pulling the reverse levers
further aft. Increasing N1 speed is then displayed as normal. Thrust limits are automatically controlled by the EEC
in reverse mode.
Moving the thrust reverse levers to the interlock detent during landing will also disconnect the autothrottle. In
addition if the speed brake lever was not armed during the approach, activating the reverse levers will auto

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deploy the ground spoilers. Similarly during take-off, selecting reverse thrust in the event of an RTO will
automatically deploy the spoilers.
Quick Tip: Using reverse thrust on landing will disconnect the autothrottle and auto deploy the ground spoilers.
It is recommended that thrust reversers be stowed between 60 kts and taxi speed during the landing roll out. This
prevents deflected exhaust air being re-ingested and minimises the chance of FOD being blown forward into the
engine intake. Furthermore better directional control can be maintained in the event of a reverser becoming
inoperative if reverse is cancelled after 60 kts as rudder authority diminishes at lower speeds.
As the reversers are stowed, the EICAS indications will cycle back from green through amber to normal thrust
reference indications when the reversers stow. Thrust levers can only be moved forward once the reversers have
closed without any problems.
Engine shut down procedure:
The shutdown procedure on the 777 is simple. Move the fuel selector switches to the CUT-OFF position. This will
close the fuel spar shutoff valve in the wing tank and close the fuel valve in the engine. Any ignition that was on
will now cease. We monitor the EICAS and secondary engine indications for a normal reduction in all engine
parameters. Engine shutdown is normally indicated by rapid EGT drop and a slow decrease in N1 and N2.

Summary:
Although there has been a lot to take in during this lesson, we know that all good aircraft captains, flight-sim or
otherwise know their engines inside and out. With that in mind we would encourage you to explore more details
on engine abnormal situations and gain a deeper understanding of the EEC and other engine systems using the
PMDG manuals provided with the aircraft.
This lesson covered the following topics:
- 777 Engines system overview
- Engine fuel system
- Engine oil system
- Starting and ignition procedures
- Thrust reversers.
The GE90 115B is one of the most ground breaking and successful engines in commercial airline history, we
hope you enjoy exploring its power and versatility on your way to mastering the PMDG 777.
We hope you have enjoyed this lesson, next we will look at the APU.
Until then, Throttle On!

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Engines
Script Writer: Andrew-John Biggs