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.
Wheel Well Fire
Prompt execution of the Wheel Well Fire checklist 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, 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
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 required, the windows may be opened in-flight, at or below holding speeds, 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.
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 checklists 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 checklists 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 not a complete and comprehensive list, following are a brief review of some basic aerodynamic principles and airplane systems information relevant to such situations:
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