Fuel Burn-Off
Consider burning off fuel prior to ditching, if the situation permits. This provides greater buoyancy and a lower approach speed. However, do not reduce fuel to a critical amount, as ditching with engine power available improves ability to properly control touchdown.
Passenger Cabin Preparation
Confer with cabin personnel either by interphone or by having them report to the flight deck in person to ensure passenger cabin preparations for ditching are complete.
Ditching Final
Transmit final position. Select flaps 40 or landing flaps appropriate for the existing conditions.
Advise the cabin crew of imminent touchdown. On final approach announce ditching is imminent and advise crew and passengers to brace for impact. Maintain airspeed at VREF. Maintain 200 to 300 fpm rate of descent. Plan to touchdown on the windward side and parallel to the waves or swells, if possible. To accomplish the flare and touchdown, rotate smoothly to touchdown attitude of 10° to 12°. Maintain airspeed and rate of descent with thrust.
737 Flight Crew Training Manual
Initiate Evacuation
After the airplane has come to rest, proceed to assigned ditching stations and
evacuate as soon as possible, ensuring all passengers are out of the airplane. Deploy slides/rafts. Be careful not to rip or puncture the slides/rafts. Avoid drifting into or under parts of the airplane. Remain clear of fuel-saturated water.
Electrical Approach and Landing on Standby Power
The probability of a total and unrecoverable AC power failure is remote. Because of system design, a NNC for accomplishing an approach and landing on standby power is not required. However, some regulatory agencies require pilots to train for this condition. During training, or in the unlikely event that a landing must be made on standby power, the following guidelines should be considered.
Complete all applicable NNCs and approach preparations. Manual pressurization control and manual stabilizer trim are required. The left navigation radios and communication radio are operable on standby power. Use right ignition. On some airplanes, the captain's electronic flight instruments and left FMC are available.
Note: Refer to Volume 2, Chapter 6 of the FCOM for a list of significant equipment powered by standby power.
Fly the approach on speed. Only partial anti-skid is available so excess approach airspeed is undesirable. Brake with caution. The flap position indicator is inoperative. Autobrakes and auto speedbrakes are not available. Reverse thrust is available.
737-300 - 737-500 Note: The Standby power switch must be placed to BAT in order to power the
standby busses on the ground.
Engines, APU Engine Failure vs Engine Fire After Takeoff
The NNC for an engine failure is normally accomplished after the flaps have been retracted and conditions permit.
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
In case of an engine fire, when the airplane is under control, the gear has been retracted, and a safe altitude has been attained (minimum 400 feet AGL) accomplish the NNC recall items. Due to asymmetric thrust considerations, Boeing recommends that the PF retard the affected thrust lever after the PM confirms that the PF has identified the correct engine. Reference items should be accomplished on a non-interfering basis with other normal duties after the flaps have been retracted and conditions permit.
Engine Tailpipe Fire
Engine tailpipe fires are typically caused by engine control malfunctions that result in the ignition of pooled fuel. These fires can be damaging to the engine and have caused unplanned evacuations.
If a tailpipe fire is reported, the crew should accomplish the NNC without delay. Flight crews should consider the following when dealing with this situation:
.
motoring the engine is the primary means of extinguishing the fire
.
to prevent an inappropriate evacuation, flight attendants should be
notified without significant delay
.
communications with ramp personnel and the tower are important to
determine the status of the tailpipe fire and to request fire extinguishing
assistance
.
the engine fire checklist is inappropriate because the engine fire
extinguishing agent is not effective against a fire inside the tailpipe.
Loss of Engine Thrust Control
All turbo fan engines are susceptible to this malfunction whether engine control is hydro-mechanical, hydro-mechanical with supervisory electronics (e.g. PMC) or Full Authority Digital Engine Control (FADEC). Engine response to a loss of control varies from engine to engine. Malfunctions have occurred in-flight and on the ground. The major challenge the flight crew faces when responding to this malfunction is recognizing the condition and determining which engine has malfunctioned. This condition can occur during any phase of flight.
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