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altitude, establish attitude and thrust for the airplane configuration. If possible,
allow the airplane to stabilize before changing configuration and altitude.
Approach
If available, accomplish an ILS approach. Establish landing configuration early on
final approach. At glide slope intercept or beginning of descent, set thrust and
attitude per the QRH tables and control the rate of descent with thrust.
Landing
Control the final approach so as to touch down approximately 1,000 feet to 1,500
feet beyond the threshold. Fly the airplane on to the runway, do not hold it off or
let it “float” to touchdown.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.16 FCT 777/787 Preliminary (TM)
Use autobraking if available. If manual braking is used, maintain adequate brake
pedal pressure until a safe stop is assured. Immediately after touchdown,
expeditiously accomplish the landing roll procedure.
Fuel
Fuel Balance
The primary purpose of fuel balance limitations on Boeing airplanes is for the
structural life of the airframe and landing gear and not for controllability. A
reduction in structural life of the airframe or landing gear can be caused by
frequently operating with out-of-limit fuel balance conditions. Lateral control is
not significantly affected when operating with fuel beyond normal balance limits.
The primary purpose for fuel balance alerts are to inform the crew that imbalances
beyond the current state may result in increased trim drag and higher fuel
consumption. The FUEL IMBALANCE NNC should be accomplished when a
fuel balance alert is received.
There is a common misconception among flight crews that the fuel crossfeed
valve should be opened immediately after an in-flight engine shutdown to prevent
fuel imbalance. This practice is contrary to Boeing recommended procedures and
could aggravate a fuel imbalance. This practice is especially significant if an
engine failure occurs and a fuel leak is present. Arbitrarily opening the crossfeed
valve and starting fuel balancing procedures, without following the checklist, can
result in pumping usable fuel overboard.
The misconception may be further reinforced during simulator training. The fuel
pumps in simulators are modeled with equal output pressure on all pumps so
opening the crossfeed valve appears to maintain a fuel balance. However, the fuel
pumps in the airplane have allowable variations in output pressure. If there is a
sufficient difference in pump output pressures and the crossfeed valve is opened,
fuel feeds to the operating engine from the fuel tank with the highest pump output
pressure. This may result in fuel unexpectedly coming from the tank with the
lowest quantity.
Fuel Balancing Considerations
The crew should consider the following when performing fuel balancing
procedures:
• use of the FUEL IMBALANCE NNC in conjunction with good crew
coordination reduces the possibility of crew errors
• routine fuel balancing when not near the imbalance limit increases the
possibility of crew errors and does not significantly improve fuel
consumption
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 8.17
• during critical phases of flight, fuel balancing should be delayed until
workload permits. This reduces the possibility crew errors and allows
crew attention to be focused on flight path control
• fuel imbalances that occur during approach need not be addressed if the
reason for the imbalance is obvious (e.g. engine failure or thrust
asymmetry, etc.).
Fuel Leak
Any time an unexpected fuel quantity indication, FMC or EICAS fuel message, or
imbalance condition is experienced, a fuel leak should be considered as a possible
cause. Maintaining a fuel log and comparing actual fuel burn to the flight plan fuel
burn can help the pilot recognize a fuel leak.
787-8
Significant fuel leaks, although fairly rare, are difficult to detect. The NNC
assumes the leak is between the strut and the engine. There is no specific fuel leak
annunciation on the flight deck. A leak must be detected by discrepancies in the
fuel log, by visual confirmation, or by some annunciation that occurs because of
a leak. Any unexpected change in fuel quantity or fuel balance should alert the
crew to the possibility of a leak. If a leak is suspected, it is imperative to follow
the NNC.
777-200 - 777-300ER
Significant fuel leaks, although fairly rare, are difficult to detect. The Fuel Leak
　
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