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before attempting an APU start for the reasons identified above.
767-200, 767-300
EGT during rapid restart may exceed the limit displayed by EICAS for one-engine
starts. During relight attempts with both engines failed, use the Standby Engine
Indicator takeoff EGT placard limit even if EICAS remains powered. A hung or
stalled in-flight start is normally indicated by stagnant RPM and/or 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 SEI
limit.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.7
767-400
EGT during rapid restart may exceed the limit displayed by EICAS for one-engine
starts. During relight attempts with both engines failed, use the takeoff EGT limit.
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.
Note: When electrical power is restored, do not confuse the establishment of
APU generator power with airplane engine generator power at idle RPM
and advance the thrust lever prematurely.
Engine Severe Damage Accompanied by High Vibration
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. As altitude and airspeed change, the
airplane may transition through various levels of vibration. In general, vibration
levels decrease as airspeed decreases; however, at a given altitude vibration may
temporarily increase or decrease as airspeed changes.
If vibration remains unacceptable, descending to a lower altitude (terrain
permitting) allows a lower airspeed and thus lower vibration levels. Vibration will
likely become imperceptible as airspeed is further reduced during approach.
The impact of a vibrating environment on human performance is dependent on a
number of factors, including the orientation of the vibration relative to the body.
People working in a vibrating environment may find relief by leaning forward or
backwards, standing, or otherwise changing their body position.
Once airframe vibration has been reduced to acceptable levels, the crew must
evaluate the situation and determine a new course of action based on weather, fuel
remaining, and available airports.
Recommended Technique for an In-Flight Engine Shutdown
Any time an engine shutdown is required in flight, good crew coordination is
essential. Airplane incidents have turned into airplane accidents as a result of a
crew shutting down an incorrect engine.
When the flight path is under complete control, the crew should proceed with a
deliberate, systematic process that identifies the correct engine and ensures that
the incorrect engine is not shut down. Do not rush through the shutdown
procedure, even for a fire indication. Operators may develop their own crew
coordination techniques that meet these objectives. The following technique is an
example that could be used:
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.8 FCT 767 (TM)
When an engine shutdown is required, the PF verbally confirms the correct engine
with the PM, then disconnects the A/T and slowly retards the thrust lever of the
engine that will be shutdown.
Coordinate activation of the fuel control switch as follows:
• PM places a hand on and verbally identifies the fuel control switch for the
engine that will be shutdown
• PF verbally confirms that the PM has identified the correct engine
• PF directs the PM to move the fuel control switch to cutoff.
If the NNC requires activation of the engine fire switch, coordinate as follows:
• PM places a hand on and verbally identifies the engine fire switch for the
engine that will be shutdown
• PF verbally confirms that the PM has identified the correct engine
• PF directs the PM to pull engine fire switch.
Evacuation
If the evacuation is planned and time permits, a thorough briefing and preparation
of the crew and passengers will increase the chances of a successful evacuation.
Flight deck preparations should include a review of pertinent checklists and any
　
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