B777 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 21000
Confusion; Workload; Situational Awareness; Distraction
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Aircraft Automation Overrode Flight Crew; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Aircraft; Human Factors; Procedure
Departing 7R VHHH crew received the Ocean 2A RNAV departure and the First Officer (FO) loaded the hard speed restriction of 220 knots at TD (Tung Lung) and we confirmed the restriction during review of the SID prior to the pre-start checklist. Normal taxi and takeoff checks completed with the FO flying the leg home. The FO engaged the autopilot shortly after takeoff and 'flaps 5' was called as the aircraft accelerated passing 1000 feet. Captain raised the flaps to 5 and noticed a slight airspeed deceleration of 5 knots below flaps 5 bug and called it out. Checked in with departure and received a 'High Speed Climb' from the controller. The FO called for 'flaps 1' near 200 knots as the captain was deleting the 250 knot speed restriction on the FMC VNAV climb page.Shortly after the right turn at PORPA and a climb to 9000 feet was received; the FO called for 'flaps up' at the 'up bug' near 240 knots. With roughly an 8 NM straight away before reaching TD; the captain raised the flaps and noticed the lower amber speed foot begin to rise with flap movement as expected; however the airspeed started to decay below 240 knots and captain stated 'watch your speed'. Not sure if the autopilot kicked off or the FO disengaged it; however the FC (hero of the day on his 1st trip off IOE) stood up and yelled 'Speed' and 'Lower Flaps' as the autopilot warning horn sounded. The throttles were shoved forward as the flaps were lowered to 1. With the airspeed back under control and aircraft still in the climb accelerating; the FO hooked up the autopilot again; only to find the same result (insult to injury) but this time both pilots noticed the throttles moving aft.With the warning horn again; captain opened the speed window on the MCP; rolled the speed up to 300 knots and commanded the FO to hand fly the aircraft until the aircraft was trimmed up at level off and on the speed bug. Once the aircraft was under control with the autopilot successfully engaged (well past the speed point on the SID); the crew realized that the 220 knot speed entered manually prior to departure was the limiting factor (GOTCHA)! In other words...the autopilot was doing exactly what we programmed it to do!My guard was down a notch; flying with an experienced FO who has flown Hong Kong multiple times. I should have addressed the ramifications of the slow speed restriction on the departure with flap usage while maneuvering. The unexpected 'High Speed' call after departure through me off of my normal routine and I failed to catch the slow speed restriction still remaining 'in the box' My bust!Note to self and other crews to avoid this trap: Always brief leaving the flaps out 1 or 5 when maneuvering is required; published or expected on a departure SID; especially with a heavy 777. Also; ensure you eliminate any speed restriction (self-imposed or otherwise) on the FMC legs page before raising the flaps beyond 1.It was noted later in cruise flight; that at our Take Off Gross Weight; the flaps up stall speed was 199 knots and clean min maneuvering speed was 256 knots. This will become part of my personal takeoff brief in the future and is highly recommended anytime you're limited to slow speed maneuvering in the departure corridor.A well-deserved pat on the back goes to FC for being the least experienced crew member on the flight deck; yet not intimidated to call out the obvious when the sirens were blazing! I commend this fine pilot for his professionalism during this startling event which caught the best of us off guard.
My role was the FO (C) and my seat at the time of the event was directly behind the FO who was the pilot flying. I could not see the FO flight instruments; but could look across the cockpit to the captain's instruments. After takeoff on runway 07R in VHHH we were in the acceleration phase of flight. The aircraft was a B777 at approximately 720;000 LBS. A flap retraction was called for and selected several knots prior to the appropriate speed. If I remember correctly; when the aircraft reach[ed] the correct speed to begin the previous retraction the next retraction was called for making us even slower yet. I watched for a moment thinking or hoping I must be wrong (this was my first trip after completing my Initial Operating Experience); but then I yelled: 'SPEED!' and 'PUT THE FLAPS DOWN!' The FO immediately reselected the previous flap setting. An autopilot disconnect warning horn was sounding and the FO manually made the pitch adjustments to correct for the slow speed condition. The autopilot turned off on two occasions and the Captain directed the FO to hand fly the aircraft until a stable; trimmed up condition could be reached. In addition the FO noted that on two occasions during this situation the auto throttles had retarded for an unknown reason.It should also be noted that a speed restriction of 220 knots for the SID we were flying had been briefed and inserted into the FMC prior to take off. Shortly after takeoff; departure control had cleared us for a high speed climb. The Captain removed the 250 knot speed default on the VNAV page; but I'm don't think that the 220 knot SID restriction was removed. This 220 knot speed restriction is probably the cause of the auto throttles retarding. With a 220 knot planned restriction after takeoff it would be best to brief that we would stay at Flaps 1 or 5 (especially at heavy weights) until past the point of the restriction. This event reminded us all of the importance of calling for and verifying the appropriate flap speeds prior to selecting the flap retraction. It is also important when initially restricted to a slow speed after takeoff and especially when heavy; to brief and be ready to leave the flaps partially extended so that an appropriate flap configuration can be maintained for the speed being flown. Finally it seems like it would be a safe policy to make all speed changes during a high workload through the mode control panel instead of through the FMC as this would keep basic control of the aircraft at the forefront. (Ex. If a high speed climb in excess of 250 knots would be set through the speed window on the MCP the auto throttles probably would not have retarded at this critical moment.)
A B777 flight crew departed VHHH flying the OCEAN 2 RNAV. After ATC removed the 220 knot constraint the MCP speed select was changed but the FMC remained at 220 knots which prevented the aircraft from accelerating after flap retraction.