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airborne may continue to adversely affect airplane handling characteristics during
landing ground roll. Aggressive differential braking and/or use of asymmetrical
reverse thrust, in addition to other control inputs, may be required to maintain
directional control.
Recall Checklists
After flight path control has been established, accomplish the recall steps of
appropriate NNCs. The emphasis at this point should be on containment of the
problem. Execution of NNC actions commences when the airplane flight path and
configuration are properly established.
Accomplish all applicable NNCs prior to commencing final approach. Exercise
common sense and caution when accomplishing multiple NNCs with differing
direction. The intended course of action should be consistent with the damage
assessment and handling evaluation.
Communications
Establish flight deck communications as soon as possible. This may require use of
the flight deck interphone system or, in extreme cases of high noise levels, hand
signals and gestures in order to communicate effectively.
Declare an emergency with Air Traffic Control (ATC) to assure priority handling
and emergency services upon landing. Formulate an initial plan of action and
inform ATC. If possible, request a discrete radio frequency to minimize
distractions and frequency changes. If unable to establish radio communication
with ATC, squawk 7700 and proceed as circumstances dictate.
Communications with the cabin crew and with company ground stations are
important, but should be accomplished as time permits. If an immediate landing
is required, inform the cabin crew as soon as possible.
Damage Assessment and Airplane Handling Evaluation
Unless circumstances such as imminent airplane breakup or loss of control dictate
otherwise, the crew should take time to assess the effects of the damage and/or
conditions before attempting to land. Use caution when reducing airspeed to lower
flaps. Make configuration and airspeed changes slowly until a damage and
controllability assessment has been accomplished and it is certain that lower
airspeeds can be safely used. In addition, limit bank angle to 15 degrees and avoid
large or rapid changes in engine thrust and/or airspeed. If possible, conduct this
assessment and handling evaluation at an altitude that provides a safe margin for
recovery should flight path control be inadvertently compromised. It is necessary
for the flight crew to use good judgement in consideration of the existing
conditions and circumstances to determine an appropriate altitude for this
evaluation.
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) 8.31
The assessment should start with an examination of flight deck indications to
assess damage. Consideration should be given to the potential cumulative effect
of the damage. A thorough understanding of airplane systems operation can
greatly facilitate this task.
If structural damage is suspected, attempt to assess the magnitude of the damage
by direct visual observation from the flight deck and/or passenger cabin. While
only a small portion of the airplane is visible to the flight crew from the flight
deck, any visual observation data could be used to gain maximum knowledge of
airplane configuration and status and could be valuable in determining subsequent
actions.
The flight crew should consider contacting the company to both inform them of
the situation and as a potential source of useful information. In addition to current
and forecast weather, and airfield conditions, it may be possible to obtain technical
information and recommendations from expert sources. These expert sources are
available from within the company as well as from Boeing.
If controllability is in question, consider performing a check of the airplane
handling characteristics. The purpose of this check is to determine minimum safe
speeds and appropriate configuration for landing. Limit bank to 15 degrees and
avoid rapid thrust and airspeed changes which might adversely affect
controllability. If flap damage has occurred, prior to accomplishing this check,
consider the possible effects on airplane control should an asymmetrical condition
occur if flap position is changed. Accomplish this check by slowly and
methodically reducing speed and lowering the flaps; lower the gear only if
available thrust permits.
As a starting point, use the flap/speed schedule as directed in the appropriate
NNC. If stick shaker or initial stall buffet are encountered at or before reaching the
associated flap speed, or if a rapid increase in wheel deflection and full rudder
　
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