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FCT 767 (TM) 8.3
A suitable airport is defined by the operating authority for the operator by
guidance material, but in general must have adequate facilities and meet certain
minimum weather and field conditions. If required to divert to the nearest suitable
airport (twin engine airplane with engine failure), the guidance material also
typically specifies the pilot should select the nearest suitable airport “in point of
time” or “in terms of time.” In selecting the nearest suitable airport, the
pilot-in-command should consider the suitability of nearby airports in terms of
facilities and weather and their proximity to the airplane position. The
pilot-in-command may determine, based on the nature of the situation and an
examination of the relevant factors, that the safest course of action is to divert to
a more distant airport than the nearest airport. For example, there is not necessarily
a requirement to spiral down to the airport nearest the airplane's present position
if, in the judgment of the pilot-in-command, it would require equal or less time to
continue to another nearby airport.
For persistent smoke or a fire which cannot positively be confirmed to be
completely extinguished, the safest course of action typically requires the earliest
possible descent, landing and passenger evacuation. This may dictate landing at
the nearest airport appropriate for the airplane type, rather than the nearest suitable
airport normally used for the route segment where the incident occurs.
Ditching
Send Distress Signals
Transmit Mayday, establish position, course, speed, altitude, situation, intention,
time and position of intended touchdown, and type of aircraft using existing
air-to-ground frequency. Set transponder code 7700 and, if practical, determine
the course to the nearest ship or landfall.
Advise Crew and Passengers
Alert the crew and the passengers to prepare for ditching. Assign life raft positions
(as installed) and order all loose equipment in aircraft secured. Put on life vests,
shoulder harness, and seat belts. Do not inflate life vest until after exiting the
airplane.
Fuel Burn-Off
Consider burning off fuel prior to ditching, if the situation permits. This provides
greater buoyancy and a lower approach speed. However, do not reduce fuel to a
critical amount, as ditching with engine power available improves ability to
properly control touchdown.
Note: Fuel jettisoning may also be considered prior to ditching.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.4 FCT 767 (TM)
Passenger Cabin Preparation
Confer with cabin personnel either by interphone or by personally reporting to the
flight deck to assure passenger cabin preparations for ditching are complete.
Ditching Final
Transmit final position. Extend flaps 30 or appropriate landing flaps for the
existing condition.
Advise the cabin crew of imminent touchdown. On final approach announce
ditching is imminent, advise crew and passengers to brace for impact. Maintain
airspeed at VREF. Maintain 200 to 300 fpm rate of descent. Plan to touchdown on
the windward side and parallel to the waves or swells, if possible. To accomplish
the flare and touchdown, rotate smoothly to touchdown attitude of 10° to 12°.
Maintain airspeed and rate of descent with thrust.
Initiate Evacuation
After the airplane has come to rest, proceed to assigned ditching stations and
evacuate as soon as possible, assuring all passengers are out of the airplane.
Deploy slides/rafts. Be careful not to rip or puncture the slides/rafts. Avoid drifting
into or under parts of the airplane. Remain clear of fuel saturated water.
Electrical
Approach and Landing on Standby Power
The probability of a total and unrecoverable AC power failure is remote. Because
of system design, a NNC for accomplishing an approach and landing on standby
power is not required. However, some regulatory agencies require pilots to train
to this condition. During training, or in the unlikely event that a landing must be
made on standby power, the following guidelines should be considered.
Fly the approach on speed. Anti-skid is not available, and with the higher
approach speed, any excess speed is undesirable. Auto speedbrakes are not
available. Thrust reversers are available on many, but not all airplanes. Verify
thrust reverser availability with the appropriate operations manual.
Engines, APU
Engine Failure vs Engine Fire After Takeoff
In case of an engine failure, there are no recall NNC items. The NNC for an engine
failure is normally accomplished after the flaps have been retracted and conditions
　
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