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and landing when the workload is low.
Considerations in selecting a landing airport include, but are not limited to:
• sufficient runway length and acceptable surface conditions to account for
the possible loss of braking effectiveness
• sufficient runway width to account for possible directional control
difficulties
• altitude and temperature conditions that could result in high ground
speeds on touchdown and adverse taxi conditions
• runway selection options regarding "taxi-in" distance after landing
• availability of operator maintenance personnel to meet the airplane after
landing to inspect the wheels, tires, and brakes before continued taxi
• availability of support facilities should the airplane need repair.
Landing on a Flat Tire
Boeing airplanes are designed so that the landing gear and remaining tire(s) have
adequate strength to accommodate a flat nose gear tire or main gear tire. When the
pilot is aware of a flat tire prior to landing, use normal approach and flare
techniques, avoid landing overweight and use the center of the runway. Use
differential braking as needed for directional control. With a single tire failure,
towing is not necessary unless unusual vibration is noticed or other failures have
occurred.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.20 FCT 777/787 Preliminary (TM)
In the case of a flat nose wheel tire, slowly and gently lower the nose wheels to
the runway while braking lightly. Runway length permitting, use idle reverse
thrust. Autobrakes may be used at the lower settings. Once the nose gear is down,
vibration levels may be affected by increasing or decreasing control column back
pressure. Maintain nose gear contact with the runway.
Flat main gear tire(s) cause a general loss of braking effectiveness and a yawing
moment toward the flat tire with light or no braking and a yawing moment away
from the flat tire if the brakes are applied harder. Maximum use of reverse thrust
is recommended. Do not use autobrakes.
If uncertain whether a nose tire or a main tire has failed, slowly and gently lower
the nose wheels to the runway and do not use autobrakes. Differential braking may
be required to steer the airplane. Use idle or higher reverse thrust as needed to stop
the airplane.
Note: Extended taxi distances or fast taxi speeds can cause significant increases
in temperatures on the remaining tires.
Gear Disagree
Land on all available gear. The landing gear absorbs the initial shock and delays
touchdown of airplane body parts. Recycling the landing gear in an attempt to
extend the remaining gear is not recommended. A gear up or partial gear landing
is preferable to running out of fuel while attempting to solve a gear problem.
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
If time and conditions permit, reduce weight as much as possible by burning off
or jettisoning fuel to attain the slowest possible touchdown speed.
At the captain’s command, advise the crew and the passengers of the situation, as
needed. Coordinate with all ground emergency facilities. For example, fire trucks
normally operate on a common VHF frequency with the airplane and can advise
the crew of the airplane condition during the landing. Advise the cabin crew to
perform emergency landing procedures and to brief passengers on evacuation
procedures.
The NNC instructs the crew to inhibit the ground proximity system as needed to
prevent nuisance warnings when close to the ground with the gear retracted.
For landing in any gear configuration, establish approach speed early and maintain
a normal rate of descent.
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) 8.21
Landing Techniques
Attempt to keep the airplane on the runway to minimize airplane damage and aid
in evacuation. After touchdown lower the nose gently before losing elevator
effectiveness. Delay extending the speedbrakes until after the nose and both sides
of the airplane have completed touchdown. Use all aerodynamic capability to
maintain directional control on the runway. At touchdown speed the rudder has
sufficient authority to provide directional control in most configurations. At
　
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