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October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.5
In case of an engine fire, when the airplane is under control, the gear has been
retracted, and a safe altitude has been attained (minimum 400 feet AGL)
accomplish the NNC recall action items. Due to asymmetric thrust considerations,
Boeing recommends that the PF retard the thrust lever after the PM confirms that
the PF has the correct engine. Reference items should be accomplished on a
non-interfering basis with other normal duties after the flaps have been retracted
and conditions permit.
Engine Tailpipe Fire
Engine tailpipe fires are typically caused by engine control malfunctions that
result in the ignition of pooled fuel. These fires can be damaging to the engine and
have caused unplanned passenger evacuations.
If a tailpipe fire is reported, the crew should accomplish the NNC without delay.
Some considerations for the crew in dealing with this situation:
• motoring the engine is the primary means of extinguishing the fire
• to prevent an inappropriate evacuation, the flight attendants should be
notified without significant delay
• communications with ramp personnel and tower are important to
determine the status of the tailpipe fire and to request fire extinguishing
assistance
• the engine fire checklist is inappropriate because the fire extinguishing
agent is not effective against a fire inside the tailpipe.
Loss of Engine Thrust Control
All turbo fan engines are susceptible to this malfunction whether engine control is
hydro-mechanical, hydro-mechanical with supervisory electronics (e.g. PMC) or
Full Authority Digital Engine Control (FADEC). Engine response to a loss of
control varies from engine to engine. Malfunctions have occurred in-flight and on
the ground. The major challenge the flight crew faces when responding to this
malfunction is recognizing the condition and determining which engine has
malfunctioned. This condition can occur during any phase of flight.
Failure of engine or fuel control system components, or loss of thrust lever
position feedback has caused loss of engine thrust control. Control loss may not
be immediately evident since many engines fail to some fixed RPM or thrust lever
condition. This fixed RPM or thrust lever condition may be very near the
commanded thrust level and therefore difficult to recognize until the flight crew
attempts to change thrust with the thrust lever. Other engine responses include:
shutdown, operation at low RPM, or thrust at the last valid thrust lever setting (in
the case of a thrust lever feedback fault) depending on altitude or air/ground logic.
In all cases, the affected engine does not respond to thrust lever movement.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.6 FCT 767 (TM)
The Engine Limit/Surge/Stall NNC is written to include this malfunction. Since
recognition may be difficult, if a loss of engine control is suspected, the flight crew
should continue the takeoff or remain airborne until the Engine Limit/Surge/Stall
NNC can be accomplished. This helps with directional control and may preclude
an inadvertent shutdown of the wrong engine. In some conditions such as during
low speed ground operations, immediate engine shutdown may be necessary to
maintain directional control.
Dual Engine Failure
Dual engine failure is a situation that demands prompt action regardless of altitude
or airspeed. Accomplish recall items and establish the appropriate airspeed to
immediately attempt windmill restart. There is a higher probability that a windmill
start will succeed if the restart attempt is made as early as possible (or immediately
after recognizing engine failure) to take advantage of high engine RPM. Use of
higher airspeeds and altitudes below 30,000 feet improves the probability of a
restart. Loss of thrust at higher altitudes may require driftdown to lower altitude
to improve windmill starting capability.
The inflight start envelope defines the region where windmill starts were
demonstrated during certification. It should be noted that this envelope does not
define the only areas where a windmill start may be successful. The dual engine
failure NNC is written to ensure flight crews take advantage of the high RPM at
engine failure regardless of altitude or airspeed. A subsequent APU start may be
initiated as soon as practical for electrical power and starter assist start attempted
if the rapid restart does not succeed. Initiate the rapid relight recall procedure
　
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