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to running out of fuel while attempting to solve a gear problem.
If time and conditions permit, reduce weight as much as possible by burning off
or jettisoning (as installed) fuel to provide the slowest possible touchdown speed.
Less damage occurs if the airplane is kept on a paved landing area.
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.
Prior to Approach
At the captain’s command, advise the crew and the passengers of the situation, as
necessary. Coordinate with all ground emergency facilities. For example, the fire
trucks normally operate on a common VHF frequency with the airplane and can
advise the crew of airplane condition during the landing. Advise cabin crew to
perform emergency landing procedures and to brief passengers on evacuation
procedures.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.21
Position the ground proximity configuration gear override switch to OVRD to
prevent nuisance warnings when close to the ground with the gear retracted.
Extend all available gear, if desired. Turn pack control selectors OFF to
depressurize the airplane. Select all fuel pump switches OFF to reduce the
possibility of fire in the event of fuel line rupture.
Landing Techniques
Plan a normal approach, extending maximum flaps with a normal landing and a
normal rate of descent. Use the normal speeds plus headwind component and gust
factor corrections. Attempt to keep the airplane on the runway to help passenger
evacuation and minimize damage.
Both Main Gear Extended (Nose Gear Up)
Establish approach speed early and maintain normal rate of descent. After
touchdown at the normal 1,000 foot point, manually extend the speedbrakes. Use
normal reverse thrust. Lower the nose gently before losing elevator effectiveness.
Normal braking can be used to minimize structural damage.
Nose Gear Only Extended
Establish a normal approach with maximum flaps. Use normal approach and flare
attitude maintaining back pressure on the control column until ground contact.
The engines contact the ground prior to the nose gear. Manually extend the
speedbrakes after touchdown.
All Gear Up or Partially Extended
Use a normal approach and flare attitude. The engines contact the ground first.
Manually extend the speedbrakes after touchdown. There is adequate rudder
available to maintain directional control during the initial ground slide.
One Main Gear Only Extended
Land the airplane on the side of the runway that corresponds to the extended main
gear down. At touchdown extend the speedbrakes and maintain wings level as
long as possible. Use rudder and braking as required to keep the airplane rolling
straight. Place the fuel control switch to CUT OFF prior to the corresponding
engine contacting the runway.
One Main Gear Extended and Nose Gear Extended
Fly a normal approach and flare profile. The landing gear absorbs the initial shock
and delays touchdown of the engine. At touchdown, extend speedbrakes and use
rudder and nose wheel steering for directional control. Braking on the side
opposite the unsupported wing should be used as required to keep the airplane
rolling straight. Maintain the wings level as long as possible.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.22 FCT 767 (TM)
After Stop
Accomplish passenger evacuation, if required.
Overspeed
Vmo/Mmo is a maximum operating speed limit on the airplane and should not be
exceeded. However, momentary exceedance sometimes occurs due to
atmospheric effects and airplane anomalies. If encountered, smoothly reduce
thrust and, if required, adjust attitude to reduce airspeed to less than Vmo/Mmo.
This can be accomplished using the autoflight system or manual flight.
Note: If manual inputs are required, disconnect the autopilot.
Airplanes have been flight tested beyond Vmo/Mmo to ensure smooth pilot inputs
will return the airplane safely to the normal flight envelope. Anytime Vmo/Mmo
is exceeded, the maximum airspeed should be noted in the flight log.
Tail Strike
Tail strike occurs when the lower aft fuselage or tail skid (as installed) contacts the
runway during takeoff or landing. A significant factor that appears to be common
　
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