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a loss in airspeed that results in a rapid loss of altitude, (a dropped-in touchdown).
This condition is often precipitated by a desire to achieve an extremely
smooth/soft landing. A very smooth/soft touchdown is not essential, nor even
desired, particularly if the runway is wet.
Trimming in the Flare
Trimming the stabilizer in the flare may contribute to a tail strike. The pilot flying
may easily lose the feel of the elevator while the trim is running. Too much trim
can raise the nose, even when this reaction is not desired. The pitch up can cause
a balloon, followed either by dropping in or pitching over and landing in a
three-point attitude. Flight crews should trim the airplane during the approach, but
not in the flare.
Mishandling of Crosswinds
When the airplane is placed in a forward slip attitude to compensate for the wind
effects, this cross-control maneuver reduces lift, increases drag, and may increase
the rate of descent. If the airplane then descends into a turbulent surface layer,
particularly if the wind is shifting toward the tail, the stage is set for tail strike.
The combined effects of high closure rate, shifting winds with the potential for a
quartering tail wind, can result in a sudden drop in wind velocity commonly found
below 100 feet. Combining this with turbulence can make the timing of the flare
very difficult. The pilot flying can best handle the situation by using additional
thrust, if required, and by using an appropriate pitch change to keep the descent
rate stable until initiation of the flare. Flight crews should clearly understand the
criteria for initiating a go-around and plan to use this time-honored avoidance
maneuver when needed.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.25
Over-Rotation during Go-Around
Go-arounds initiated very late in the approach, such as during the landing flare or
after touching down, are a common cause of tail strikes. When the go-around
mode is initiated, the flight director immediately commands a go-around pitch
attitude. If the pilot flying abruptly rotates up to the pitch command bar, a tail
strike can occur before the airplane responds and begins climbing. During a
go-around, an increase in thrust as well as a positive pitch attitude is needed. If the
thrust increase is not adequate for the increased pitch attitude, the resulting speed
decay will likely result in a tail strike. Another contributing factor in tail strikes
may be a strong desire by the flight crew to avoid landing gear contact after
initiating a late go-around when the airplane is still over the runway. In general,
this concern is not warranted because a brief landing gear touchdown during a late
go-around is acceptable. This had been demonstrated during autoland and
go-around certification programs.
Wheel Well Fire
Prompt execution of the Wheel Well Fire NNC following a wheel well fire
warning is important for timely gear extension. Landing gear speed limitations
should be observed during this procedure.
If airspeed is above 270 knots/.82 Mach, the airspeed must be reduced before
extending the landing gear. A rapid way to reduce airspeed during climb or
descent is to select FLCH to open the MCP command speed window and then set
approximately 250 knots. An alternate way to reduce airspeed during a climb or
descent is to select altitude hold and select a lower speed. With the autothrottle in
a speed mode, thrust levers may be reduced to idle and/or speedbrakes may be
used to expedite deceleration.
Note: To avoid unintended deceleration below the new target airspeed, the
autothrottle should remain engaged.
Windows
Window Damage
If both forward windows delaminate or forward vision is unsatisfactory,
accomplish an autoland, if the ILS facility is satisfactory.
Flight with the Side Window(s) Open
The inadvertent opening of an unlatched flight deck window by air loads during
the takeoff roll is not considered an event that warrants a high speed RTO.
Although the resulting noise levels may interfere with crew communications, the
crew should consider continuing the takeoff and close the window after becoming
airborne and the flight path is under control.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.26 FCT 767 (TM)
If required, the windows may be opened in-flight, at or below holding speeds, after
depressurizing the airplane. It is recommended that the airplane be slowed since
the noise levels increase at higher airspeed. Intentions should be briefed and ATC
　
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