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maneuver when needed.
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.
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) 8.27
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
777-200 - 777-300ER
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.
If needed, the windows may be opened in-flight, 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 notified prior to opening
the window as the noise level is high, even at slow speeds. Because of airplane
design, there is an area of relatively calm air over the open window. Forward
visibility can be maintained by looking out of the open window using care to stay
clear of the airstream.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.28 FCT 777/787 Preliminary (TM)
Situations Beyond the Scope of Non-Normal Checklists
It is rare to encounter in-flight events which are beyond the scope of the Boeing
recommended NNCs. These events can arise as a result of unusual occurrences
such as a midair collision, bomb explosion or other major malfunction. In these
situations the flight crew may be required to accomplish multiple NNCs, selected
elements of several different NNCs applied as necessary to fit the situation, or be
faced with little or no specific guidance except their own judgement and
experience. Because of the highly infrequent nature of these occurrences, it is not
practical or possible to create definitive flight crew NNCs to cover all events.
The following guidelines may aid the flight crew in determining the proper course
of action should an in-flight event of this type be encountered. Although these
guidelines represent what might be called “conventional wisdom”, circumstances
determine the course of action which the crew perceives will conclude the flight
in the safest manner.
Basic Aerodynamics and Systems Knowledge
Knowledge of basic aerodynamic principles and airplane handling characteristics
and a comprehensive understanding of airplane systems can be key factors in
situations of this type.
Basic aerodynamic principles are known and understood by all pilots. Although
　
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