Narrative:

The 777 [manual] now states that thrust will be described at either EPR or N1. This is a stupid change from past practice; led by the inclusion of the C model in the fleet. The a/B models have EPR and N1 indications. A cross check of both has been standard for my thirty years here; and it makes sense. If you have a lagging N1 (because we set EPR); you sure as hell want to know about it. To ignore N1 because the 'other' airplane has only one thrust measurement gauge; so we will just use one; is stupidity bred of ignorance. Worse; and in violation of even the current 'one thrust check' stupidity as delineated in the [manual]; I understand that instructors are teaching improper procedure on their own. Making it up as they go along; and in violation of the already weakened step in the checklist; they are telling trainees simply to answer with the N1 indication regardless of the model aircraft.both of these are wrong. As defined by boeing; EPR is the only measure of thrust of engines so equipped. N1 crosscheck provides a further confirmation of the proper operation of such an engine. Replace the a/B with both and teach the instructors not to go off on their own.I was handed a maintenance release yesterday with an inbound defect report. This item requires compliance with a maintenance procedure prior to each departure. Whether this procedure was accomplished does not appear anywhere on this maintenance release. Not the dispatch section; not the MEL/cdl section; not the carry forward; not the closed.this is unacceptable. I was told that this was a 'maintenance only' item; and that no maintenance release mention is necessary. Well; if there is an inspection requirement prior to every departure; then it must be on the maintenance release. If it is; in fact; a 'maintenance only' item; then take it off the maintenance release entirely. If I cannot verify the details of each and every inbound defect report; dispatch item; MEL/cdl item; and carry forward item; I will refuse the airplane.

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Original NASA ASRS Text

Title: B777 Captain believed that checking only N1 during takeoff on aircraft equipped with both N1 and EPR; as now required by the Flight Manual; is poor procedure. He also lamented having a Maintenance Procedure on his Maintenance Release without a corresponding indication that the procedure has been accomplished by Maintenance.

Narrative: The 777 [manual] now states that thrust will be described at either EPR or N1. This is a stupid change from past practice; led by the inclusion of the C model in the fleet. The A/B models have EPR and N1 indications. A cross check of both has been standard for my thirty years here; and it makes sense. If you have a lagging N1 (because we set EPR); you sure as hell want to know about it. To ignore N1 because the 'other' airplane has only one thrust measurement gauge; so we will just use one; is stupidity bred of ignorance. Worse; and in violation of even the current 'one thrust check' stupidity as delineated in the [manual]; I understand that instructors are teaching improper procedure on their own. Making it up as they go along; and in violation of the already weakened step in the checklist; they are telling trainees simply to answer with the N1 indication regardless of the model aircraft.Both of these are wrong. As defined by Boeing; EPR is the ONLY measure of thrust of engines so equipped. N1 crosscheck provides a further confirmation of the proper operation of such an engine. Replace the A/B with both and teach the instructors not to go off on their own.I was handed a Maintenance Release yesterday with an inbound defect report. This item requires compliance with a maintenance procedure prior to each departure. Whether this procedure was accomplished does not appear anywhere on this Maintenance Release. Not the Dispatch section; not the MEL/CDL section; not the Carry Forward; not the Closed.This is unacceptable. I was told that this was a 'maintenance only' item; and that no Maintenance Release mention is necessary. Well; if there is an inspection requirement prior to every departure; then it must be on the Maintenance Release. If it is; in fact; a 'maintenance only' item; then take it off the Maintenance Release entirely. If I cannot verify the details of each and every Inbound Defect Report; Dispatch Item; MEL/CDL Item; and Carry Forward Item; I will refuse the airplane.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.