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requires the maximum performance capability of the airplane. Windshear
encounters near the ground are the most threatening because there is very little
time or altitude to respond to and recover from an encounter.
Airplane Performance in Windshear
Knowledge of how windshear affects airplane performance can be essential to the
successful application of the proper vertical flight path control techniques during
a windshear encounter.
The wind component is mostly horizontal at altitudes below 500 feet. Horizontal
windshear may improve or degrade vertical flight path performance. Windshear
that improves performance is first indicated in the flight deck by an increasing
airspeed. This type of windshear may be a precursor of a shear that decreases
airspeed and degrades vertical flight path performance.
Airspeed decreases if the tailwind increases, or headwind decreases, faster than
the airplane is accelerating. As the airspeed decreases, the airplane normally tends
to pitch down to maintain or regain the in-trim speed. The magnitude of pitch
change is a function of the encountered airspeed change. If the pilot attempts to
regain lost airspeed by lowering the nose, the combination of decreasing airspeed
and decreasing pitch attitude produces a high rate of descent. Unless this is
countered by the pilot, a critical flight path control situation may develop very
rapidly. As little as 5 seconds may be available to recognize and react to a
degrading vertical flight path.
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 7.27
In critical low altitude situations, trade airspeed for altitude, if possible. An
increase in pitch attitude, even though the airspeed may be decreasing, increases
the lifting force and improves the flight path angle. Proper pitch control, combined
with maximum available thrust, utilizes the total airplane performance capability.
The crew must be aware of the normal values of airspeed, altitude, rate of climb,
pitch attitude and control column forces. Unusual control column force may be
required to maintain or increase pitch attitude when airspeed is below the in-trim
speed. If significant changes in airspeed occur and unusual control forces are
required, the crew should be alerted to a possible windshear encounter and be
prepared to take action.
Avoidance, Precautions and Recovery
Crew actions are divided into three areas: Avoidance, Precautions and Recovery.
For more information on avoidance and precautions, see the Windshear
Supplementary Procedure in Volume 1 of the Operations Manual. For specific
crew actions for recovery, see the non-normal maneuvers section in the QRH.
October 31, 2004
767 Flight Crew Training Manual
Maneuvers
Copyright © The Boeing Company. See title page for details.
7.28 FCT 767 (TM)
Intentionally
Blank
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations Chapter 8
Table of Contents Section TOC
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.TOC.1
8.TOC Non-Normal Operations-Table of Contents
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1
Non-Normal Situation Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2
Landing at the Nearest Suitable Airport . . . . . . . . . . . . . . . . . . . . . . 8.2
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3
Send Distress Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3
Advise Crew and Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3
Fuel Burn-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3
Passenger Cabin Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4
Ditching Final . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4
Initiate Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4
Approach and Landing on Standby Power . . . . . . . . . . . . . . . . . . . . 8.4
Engines, APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4
Engine Failure vs Engine Fire After Takeoff . . . . . . . . . . . . . . . . . . . 8.4
Engine Tailpipe Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5
　
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