训练手册 第8章
8.14
- June 30, 2022
- Ditching
Ditching
Send Distress Signals
Advise Crew and Passengers
Fuel Burn-Off
Passenger Cabin Preparation
Ditching Final
Initiate Evacuation
Transmit @ Mayday, current position, course, speed, altitude, situation,
intention, time and position of intended touchdown, and type of airplane @
using existing air-to-ground frequency.
Maintain @200 to 300@ fpm rate of descent. To
accomplish the flare and touchdown, rotate smoothly to touchdown attitude
of @10° to 12@°. Maintain airspeed and rate of descent with thrust.
8.15
- June 30, 2022
If abnormal oil quantity indications are observed, check oil pressure and oil
temperature. If oil pressure and oil temperature indications are normal,
operate the engine normally. Accomplish the appropriate NNC for any
non-normal oil pressure or oil temperature indications.
8.16
- June 30, 2022
In case of an engine fire, when @the flight path is under control, the gear has
been retracted, and a safe altitude has been attained (minimum 400 feet AGL) @
accomplish the NNC memory items.
Engine tailpipe fires can occur due to the following:
- @engine control malfunction@
- @excess fuel in the combustor, turbine or exhaust nozzle@
- @oil accumulation in the hot section flow path or exhaust system.@
8.17
- June 30, 2022
- Loss of Engine Thrust Control
In some conditions, such as
during low speed ground operations, immediate engine shutdown may be
necessary to maintain directional control.
8.18
- June 30, 2022
During in-flight restart attempts use the lower of the EGT redline and the
EGT start limit redline. A hung or stalled in-flight start is normally indicated
by @stagnant RPM and increasing EGT@. During start, engines may accelerate
to idle slowly but action should not be taken if @RPM is increasing and EGT is
not near or rapidly approaching the limit@.
8.18
- June 30, 2022
- Airframe Vibration Due to Engine Severe Damage or Separation
Certain engine failures, such as fan blade separation can cause high levels of
airframe vibration. Although the airframe vibration may seem severe to the
flight crew, it is extremely unlikely that the vibration will damage the
airplane structure or critical systems. However, the vibration should be
reduced as soon as possible by @reducing airspeed and descending@. In general,
as airspeed decreases vibration levels decrease.
8.19
- June 30, 2022
When an engine bird strike damages the engine, the most common
indications are @significant vibrations due to fan blade damage and an EGT
increase.@
8.20
- June 30, 2022
If large birds or flocks of birds are reported or observed
near the runway, the crew should consider:
- @delaying the takeoff or landing when fuel permits. Advise the ATC and
wait for airport action before continuing@ - @takeoff or land on another runway that is free of bird activity, if available.@
To prevent or reduce the consequences of a bird strike, the crew should:
- @discuss bird strikes during takeoff and approach briefings when operating
at airports with known or suspected bird activity.@ - @be extremely vigilant if birds are reported on final approach@
- @if birds are expected on final approach, plan additional landing distance to
account for the possibility of no thrust reverser use if a bird strike occurs.@
Note: The use of weather radar to scare the birds has not been proven
effective.
If a bird strike occurs above 80 knots and prior to V1, and there is no
immediate evidence of @engine failure (e.g. failure, fire, power loss, or
surge/stall)@, the preferred option is to continue with the take off followed by
an immediate return, if required.
If the landing is assured, continuing the approach to landing is the preferred
option. If more birds are encountered, fly through the bird flock and land.
Maintain @as low a thrust setting as possible@.
If engine ingestion is suspected, limit reverse thrust on landing to the amount
needed to stop on the runway. Reverse thrust may increase engine damage,
especially when @engine vibration or high EGT@ is indicated@.
8.21
- June 30, 2022
- Discharging Fire Bottles During an Evacuation
if @an engine fire indication exists or a fire is reported in or near an engine@,
discharge a fire bottle into the affected engine
the discharged halon agent is designed to extinguish a fire and has very
little or no fire prevention capability in the engine nacelles. Halon
dissipates quickly into the atmosphere
8.22
- June 30, 2022
- All Flaps Up Landing
Fly a wide pattern to allow for the increased turning radius required for the
higher maneuver speed. Establish final approximately @10@ NM from the
runway. This allows time to extend the gear and decelerate to the target speed
while in level flight and complete all required checklists. Maintain no slower
than flaps up maneuver speed until @established on final@. Maneuver with
normal bank angles until on final.
The normal rate of descent on final is approximately @900@ fpm due to the
higher ground speed. Final approach body attitude is approximately @1° - 2@°
higher than a flaps 30 approach. Do not make a flat approach (shallow glide
path angle) or aim for the threshold of the runway. Use a normal aim point
approximately @1,000@ feet down the runway.
8.23
- June 30, 2022
- Leading Edge Flaps Transit - Landing
If an asymmetrical or skewed leading edge device condition occurs, use the
LEADING EDGE FLAPS TRANSIT NNC to determine the flap setting and
VREF for approach. VREF provides @15@° bank angle maneuver capability and
allows for 15° overshoot protection in all cases.
8.24
- June 30, 2022
A flight control jam in the pitch axis may be difficult to recognize. In the case
of the elevator, the jammed control can be masked by trim. Some indications
of an elevator jam are:
- @unexplained autopilot disengagement @
- @autopilot that cannot be engaged @
- @undershoot or overshoot of an altitude during autopilot level-off @
- @higher than normal control forces required during speed or configuration changes.@
8.25
- June 30, 2022
| Jammed Control Surface | Manual Trim Inputs |
|---|---|
| Elevator | @ Stabilizer@ |
| Aileron | @ Rudder* @ |
| Rudder | @ Aileron @ |
| Spoiler | @ Rudder*, Aileron@ |
Note: @Asymmetric engine thrust@ may aid roll and directional control.
8.26
- June 30, 2022
Jammed or Restricted Flight Controls
Approach and Landing
Establish touchdown attitude no later than @crossing the
threshold@ and do not reduce thrust to idle until @after touchdown@. Above
maximum landing weight, some stabilizer trim is needed to assist in the flare
if the elevator is jammed. @Asymmetrical braking and asymmetrical thrust
reverser deployment@ may aid directional control on the runway.
- Go Around Procedure
If the elevator is known or suspected to be jammed, a go-around should be
@avoided if at all possible@. To execute a go-around with a jammed elevator,
slowly and smoothly advance thrust levers while maintaining pitch control
with stabilizer and any available elevator. If a go-around is required, the
go-around procedure is handled in the same manner as a normal go-around.
8.27
- June 30, 2022
A runaway stabilizer condition can be recognized by @continuous
uncommanded movement of stabilizer trim, or if stabilizer trim is occurring
in a manner that is not appropriate for current flight conditions.@
8.28
- June 30, 2022
It is important to note that even though the steps in the Runaway
Stabilizer checklist are sequential, these steps can be accomplished
simultaneously.
In some corner conditions, a low force capable pilot may
need to use two hands, either on one trim wheel handle or one hand on each
trim wheel handle.
@Reducing or controlling airspeed@ is the most effective way to
decrease airloads on the stabilizer, which lowers the effort needed to trim
manually
8.31
- June 30, 2022
The memorized pitch and thrust setting for the current configuration (flaps
extended/flaps up) should be applied immediately with the following
considerations:
- The flaps extended pitch and thrust settings will result in a @climb@.
- The flaps up pitch and thrust settings will result in a slight climb at light
weights and low altitudes, and a slight descent at heavy weights and high
altitudes. - At light weight and low altitude, the true airspeed will be higher than
normal, but within the flight envelope. At heavy weight and high altitude,
the same settings will result in airspeed lower than normal cruise but
within the flight envelope. - The goal of these pitch and thrust settings is to maintain the airplane
safely within the flight envelope, not to maintain a specific climb or level
flight. - The current flap position should be maintained until the memory pitch
and thrust settings have been set and the airplane stabilized. If further flap
extension/flap retraction is required refer to PI-QRH Unreliable Airspeed
table.
8.32
- June 30, 2022
Possible erroneous flight deck indications that can assist the flight crew to
determine a reliable airspeed indication are:
- @Stick shaker activation on one side @
- @Airspeed low indications on one side @
- @Pitch Limit Indicator (PLI) on one side@
Note: Comparing only two corresponding airspeeds is not a conclusive
indication to determine a reliable airspeed indication. The two
corresponding airspeeds can still both be unreliable.
If the flight crew suspects that the unreliable airspeed condition may be
caused by erroneous AOA, in addition to the above flight deck indications,
the AOA DISAGREE alert is shown on both PFDs and erroneous minimum
and maximum speed bars are shown on one side. In this situation, @comparing
indicated airspeed on the PFDs with the ISFD@ can help the flight crew
determine a reliable airspeed indication.
8.33
- June 30, 2022
Takeoff
If an unreliable airspeed event occurs during takeoff at or after V1, maintain
takeoff thrust, set 15° pitch attitude, retract the landing gear, and maintain
flap configuration. Climb at 15° pitch attitude until reaching @acceleration
height@. At @acceleration height@, do the Airspeed Unreliable NNC memory
items and checklist.
Idle thrust descents to 10,000 feet can be made by flying pitch attitude and
checking rate of descent in the QRH/PI tables. At @2,000@ feet above the
selected level off altitude, reduce rate of descent to 1,000 FPM.
8.34
- June 30, 2022
In the event that either the Captain’s or First Officer’s airspeed indication is
reliable, the flight directors on the reliable PFD can be used during an
approach.
When TO/GA is pushed in the event of a go-around or missed
approach, pitch guidance may automatically be removed from view on both
PFDs as a result of a disagreement between PFD flight director pitch
guidance. Flight director roll guidance remains available.
Flight director pitch guidance returns to view on the reliable PFD when @a
pitch mode change is made or automatically occurs@. Simultaneously, flight
director roll guidance is automatically removed on the unreliable PFD.
Note: If only @the standby airspeed indication is reliable@, do not use TO/GA.
8.34
- June 30, 2022
Altitude information transmitted to ATC by the airplane’s transponder may
be unreliable. ATC is not an independent source of barometric altitude
information.
In the event of an unreliable altitude condition, it is important to note that
GPWS DA/MDA callouts are provided based on the @Captain’s minimum
selector@. If the Captain's altitude indications are not reliable, then the
minimums selector should not be set on the Captain's side, as the DA/MDA
aural callouts are inaccurate.
8.35
- June 30, 2022
The primary purpose of fuel balance limitations on Boeing airplanes is for
the structural life of the airframe and landing gear and not for @controllability@.
The primary purpose for fuel balance alerts is to inform the crew that
imbalances beyond the current state may result in @increased trim drag and
higher fuel consumption@.
8.36
- June 30, 2022
737-600 - 737-900ER
Maintaining a fuel log and @comparing actual fuel burn to the
flight plan fuel burn@ can help the pilot recognize a fuel leak.
The Engine Fuel Leak NNC assumes the leak is between @the front spar@ and @the engine@.
This is the most common type of fuel leak since fuel lines are exposed in the strut.
8.37
- June 30, 2022
Some fuel-related checklists (for example, IMBAL) list reasons that a fuel
leak should be suspected. This list is not exhaustive and, in all cases the flight
crew should use their knowledge of the fuel system and current operating
conditions to determine whether a fuel leak should be suspected. Some
reasons are:
•@ The total fuel remaining is less than the planned fuel remaining@. The total
fuel can be less than planned fuel for a number of reasons, such as a fuel
leak, unforecast headwinds, fuel sloshing (such as from high angles of
pitch). Sloshing fuel would be a temporary effect. Flight crews should
consider these when deciding whether or not to suspect a fuel leak.
• @An engine has excessive fuel flow@. A faulty fuel flow meter or an engine
fuel leak downstream of the fuel flow meter will cause an excessive fuel
flow indication. Total fuel remaining compared to planned fuel remaining
should be considered when deciding whether or not to suspect a fuel leak.
• @One main tank is abnormally low compared to the other main tanks and
the expected fuel remaining in the tanks@. One tank indicating abnormally
low can be caused by a fuel leak, engine out or a crossfeed problem. With
an engine out, if the totalizer and calculated values are tracking as
expected, a fuel leak would not be suspected. A fuel pump with higher
pressure and a faulty crossfeed valve can cause one tank to provide fuel
to more than one engine, causing one tank to indicate low. In this case,
the fact that total fuel should still match planned fuel, a fuel leak would
not be suspected.
737-7 - 737-9
• @On PROGRESS page 5/5 the totalizer is less than the calculated fuel@. The
TOTALIZER fuel is the sum of the individual tank quantities. The
CALCULATED fuel is the totalizer value at engine start minus fuel used.
Fuel used is calculated using the engine fuel flow sensors. This can be
caused by a fuel leak or a tank fuel quantity indicator failure. If a tank
fuel quantity indicator has failed, the crew would not suspect a fuel leak.
8.38
- June 30, 2022
If an engine fuel leak is confirmed, the NNC directs the crew to shutdown the affected engine. There are two reasons for the shutdown.
The first is to @close the spar valve, which stops the leak@.
This prevents the loss of fuel which could result in a low fuel state.
The second reason is that @the fire potential is increased@ when fuel is leaking around the
engine.
The risk of fire increases further when the thrust reverser is used
during landing. The thrust reverser significantly changes the flow of air
around the engine which can disperse fuel over a wider area.
In a low fuel condition, @the clean configuration@ should be maintained as long
as possible during the descent and approach to conserve fuel. However,
initiate configuration changes early enough to provide a smooth, slow
deceleration to final approach speed to prevent fuel from @running forward@ in
the tanks.
/
- /
- Hydraulic System(s) Inoperative - Landing
Braking action becomes the primary means of directional
control below approximately @60@ knots where the rudder becomes less
effective. If controllability is satisfactory, taxi clear of the runway using
@differential thrust and brakes@. Continued taxi with nose wheel steering
inoperative is not recommended due to airplane control difficulties and heat
buildup in the brakes.
- Manual Reversion
A noticeable dead band will be observed in both of
these controls. High control forces are required for turns and the control
wheel must be @deliberately@ returned to the aileron neutral position.
- Manual Reversion
Both @electric@ and manual trim are still functional. Do not over trim. The
airplane should be trimmed @slightly nose up@ and a light forward pressure held
on the control column to minimize the effects of the elevator dead band.
8.40
- June 30, 2022
- Manual Reversion
Do not make a flat approach.
Anticipate that the airplane tends to pitch down as thrust is reduced for
touchdown.
- Manual Reversion
To help reduce the pitch down tendency, trim slightly nose up on
approach and initiate the flare at a @higher@ than normal altitude.
- Manual Reversion
Although
trimming during the flare is not normally recommended, the high control
column forces required during landing in this situation can be reduced by
adding a small amount of nose up trim during the flare.
- Manual Reversion
After touchdown, thrust reverser operation is slow.
Apply @steady@ brake pressure since only accumulator pressure is available.
8.41
- June 30, 2022
- Tire Failure During or After Takeoff
When a tire failure is suspected during takeoff, the landing gear @can@ be
retracted normally. Wheel well design features and automatic wheel braking
prevent damage from a failed tire.
If the crew suspects a tire failure during takeoff, the Air Traffic Service
facility serving the departing airport should be advised of the potential for
tire pieces remaining on the runway. The crew should consider continuing to
the destination unless @there is an indication that other damage has occurred@
(non-normal engine indications, engine vibrations, hydraulic system failures
or leaks, etc.).
8.41
- June 30, 2022
- Landing on a Flat Tire
Boeing airplanes are designed so that the landing gear and remaining tire(s)
have adequate strength to accommodate @a flat nose gear tire or main gear tire@.
When the pilot is aware of a flat tire prior to landing, use normal approach
and flare techniques, avoid landing overweight and use the center of the
runway.
Use @differential braking@ as needed for directional control.
With a single tire failure,
@towing@ is not necessary unless unusual vibration is noticed or other failures have occurred.
In the case of a flat nose wheel tire, slowly and gently lower the nose wheels
to the runway while braking lightly. Runway length permitting, use @idle
reverse thrust@. Autobrakes may be used at the @lower@ settings. Once the nose
gear is down, vibration levels may be affected by increasing or decreasing
control column back pressure. Maintain nose gear contact with the runway.
8.42
- June 30, 2022
Flat main gear tire(s) cause a general loss of braking effectiveness and a
yawing moment toward the flat tire with light or no braking and a yawing
moment away from the flat tire if the brakes are applied harder. @Maximum@
use of reverse thrust is recommended. Do not use @autobrakes@.
If uncertain whether a nose tire or a main tire has failed, @slowly@ and @gently@
lower the nose wheels to the runway and do not use @autobrakes@. Differential
braking may be required to steer the airplane. Use idle or higher reverse
thrust as needed to stop the airplane.
8.42
- June 30, 2022
Cycling the landing gear or
maneuvering the airplane in an attempt to extend the remaining gear is not
recommended.
A gear up or partial gear landing is preferable to @running out
of fuel@ while attempting to solve a gear problem.
8.42
- June 30, 2022
Partial or Gear Up Landing
- Landing Runway
Consideration should be given to landing at the most suitable airport with
adequate runway and fire fighting capability. Foaming the runway is @not
necessary. Tests have shown that foaming provides minimal benefit and it
takes approximately 30 minutes to replenish the fire truck’s foam supply.
Partial or Gear Up Landing
- Prior to Approach
At the captain’s command, advise the crew and the passengers of the situation, as needed. Coordinate with all ground emergency facilities. For example, fire trucks normally operate on a @common@ VHF frequency with the airplane and can advise the crew of the airplane condition during the landing. Advise the cabin crew to perform emergency landing procedures and to brief passengers on evacuation procedures.
8.43
- June 30, 2022
Partial or Gear Up Landing
- Landing Techniques
At @touchdown@ speed, the rudder has sufficient authority to provide directional control in most configurations. At speeds below 60 knots, use @nose wheel/rudder pedal steering@, if available, and @differential braking@ as needed.
8.43
- June 30, 2022
Partial or Gear Up Landing
- Use of Speedbrakes
Extending the speedbrakes after a complete touchdown also creates a risk of @not being able to stow the speedbrakes@ after the airplane has come to a rest. If this is the case, there would be an increase in the probability of injuring passengers if the over wing exits are used for evacuation.
Partial or Gear Up Landing
- Use of Speedbrakes
If the speedbrakes are deployed before all areas have made contact with the runway, the airplane will complete touchdown sooner and at a higher speed.
8.43
- June 30, 2022
Partial or Gear Up Landing
- Use of Reverse Thrust
Selecting reverse thrust with any gear not extended may produce @an additional asymmetric@ condition that makes directional control more difficult.
8.44
- June 30, 2022
- Both Main Gear Extended with Nose Gear Up
@Do not attempt@ to hold the nose of the airplane off the runway
- Nose Gear Only Extended
The engines contact the ground @prior to@ the nose gear.
- One Main Gear Extended and Nose Gear Extended
Land the airplane on the side of the runway that @corresponds@ to the extended main gear down.
At touchdown, maintain wings level as long as possible.
Use @rudder and nose wheel steering@ for directional control.
After all gear, or the engine nacelle on the side where the gear is not extended, have made contact with the runway, braking on the side with the main gear extended should be used as needed to keep the airplane rolling straight.
- One Main Gear Only Extended
Land the airplane on the side of the runway that @corresponds@ to the extended main gear down.
At touchdown, maintain wings level as long as possible.
Use @rudder@ for directional control.
After all gear, or the nose or the engine nacelle of gear on the side that do not extend, have made contact with the runway, braking on the side with the main gear extended should be used as needed to keep the airplane rolling straight.
8.45
- June 30, 2022
- Overspeed
When the airspeed is below VMO/MMO, retract the speedbrakes at
the same rate as @they were deployed@.
The thrust levers can be expected to advance slowly to achieve cruise airspeed;
if not, they should be pushed up more rapidly.
Crews routinely climbing or descending in windshear conditions may wish to consider a @5 to 10@ knot reduction in climb
or descent speeds to reduce overspeed occurrences.
During climb or descent, if VNAV or LVL CHG pitch control is not
correcting the overspeed satisfactorily, switching to the @V/S@ mode
temporarily may be helpful in controlling speed.
8.46
- June 30, 2022
Any one of the following conditions can be an indication of a tail strike during rotation or flare:
- @a noticeable bump or jolt@
- @a scraping noise from the tail of the airplane@
- @pitch rate stopping momentarily@
8.49
- June 30, 2022
Continued indications of a cargo fire within the same compartment @do not@ indicate the fire is uncontrolled.
Small amounts of smoke can migrate into occupied areas of the airplane.
However, @increasing amounts of smoke@ can be an indication the fire is uncontrolled.
8.50
- June 30, 2022
The cargo smoke detection or fire suppression systems do not provide an indication of the severity of the fire.
Therefore, continued cargo compartment fire warnings alone @should not@ be considered an indication of an uncontrollable fire.
8.50
- June 30, 2022
- Wheel Well Fire
Either of the following techniques results in the autothrottle reverting to the SPD mode and provides a more rapid speed
reduction than using VNAV speed intervention or LVL CHG.
- select @altitude hold@ and set approximately @250@ knots
- for airplanes equipped with speed intervention, set the MCP altitude to a
@desired level off altitude@ and use speed intervention to reduce airspeed.
Note: Additionally, the thrust levers may be reduced to idle and/or the
speedbrakes may be used to expedite deceleration.