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temperatures above freezing exist prior to the cloud
encounter
• More detailed research on characterizing the
atmospheric conditions and on the thermodynamic
processes of ice accretion in the engine are needed
• Airline awareness of the potential for ice-particle
icing on all airframes may provide additional
information which will help Boeing and the industry
understand this phenomenon
Copyright © 2006 the Boeing Company Mason_Forum.19
Appendix
• DO NOT PRINT THE LAST THREE DOCUMENTS IN
THE BOOK, KEEP FOR THE PRESENTATION
Copyright © 2006 the Boeing Company Mason_Forum.20
The Ice Crystal Weather Threat to Engines
Case Study of an Engine Event
• Aircraft on descent into Taipei, weather and TAT
anomaly immediately encountered at 38000 ft (-42C),
moderate turbulence, and some lightning in vicinity
• Brief power loss event occurred at 30,000 ft – engines
restarted quickly
• Pilot reported heavy rain at -25C
• No radar echoes at the altitude and location of the
aircraft
• Ice Detector – no response – indicative no super-cooled
liquid present
• Rain on windscreen – tied to particles melting, later
confirmed by pilot not rain
Copyright © 2006 the Boeing Company Mason_Forum.21
The Ice Crystal Weather Threat to Engines
Case Study of an Engine Event
• Figure shows heavy precipitation below aircraft altitude,
obvious convection of fully developed typhoon
• Lack of radar echoes on pilot’s radar consistent with lack
of rain, and with small ice particles at aircraft altitude
* * *
*
*
*12:52 12:52
Vol. 2
REV 2, Feb 24/04
NORMAL PROCEDURES 04--11--11
Prior to Landing
Flight Crew Operating Manual
CSP C--013--067
Decision Height/Altitude (DH/DA)
PRECISION (ILS) APPROACH All speeds are recommended procedural speeds, NOT
minimum maneuvering speeds.
This approach can be flown via vectors or straight--in.
AP must be
disengaged by
80 feet AGL.
When performing straight--in approach:
On Intercept Course:
PF:
Green needles --
Engage APPR mode
NOTE
Select flaps in shown sequence
Ensure stable FLAPS 20 speed of 170 KIAS before
capturing glideslope
PF:
PNF:
PF:
PF:
Approaching Fix:
Speed 200 KIAS
PF:
PF:
At Glideslope Capture:
PF:
PF: PNF:
Not lower than 1,500 feet AGL (Established on GS):
PF:
PF at FAF:
PNF at FAF: PNF:
Name,
Altitude,
(Flags)
Vol. 2
REV 3, May 03/05
ABNORMAL PROCEDURES 05--03--11
Single Engine Procedures
Flight Crew Operating Manual
CSP C--013--067
G Green needles --
Engage APPR mode
Approaching Fix:
PF:
At Glideslope Capture:
Decision Height/Altitude (DH/DA)
G Select flaps in shown sequence
G Ensure stable FLAPS 20 speed of 170 KIAS before capturing glideslope
G “Flaps 8” -- Speed 180 KIAS G Speed 200 KIAS
G “Gear DN”
G Speed V REF + 12 + factor
G “Before Landing Check”
PRECISION (ILS) APPROACH, SINGLE ENGINE
On Intercept Course:
PF:
PF:
PF:
G “Set Missed
Approach Altitude”
PF at FAF:
G “Altitude xx”
PNF at FAF:
G Name,
Altitude,
(Flags)
PNF:
G “500”
(TDZE)
PNF:
G “100 Above”
PNF:
G “Minimums”
PF:
G “Landing” or
“Go-Around”
PNF:
G Verify spoilers
G “80 knots”
NOTE: All speeds are recommended procedural speeds, NOT
minimum maneuvering speeds.
This approach can be flown via vectors or straight-in.
AP must be disengaged
by 80 feet AGL.
G “Flaps 1” -- Speed 190 KIAS
PF:
G “Flaps 20” -- Speed 170 KIAS
PF:
When performing straight---in approach:
Factor -- 1/2 GUST
MIN -- 5 knots
MAX -- 10 knots
For Training Purposes Only
Sept 04
13-i
P I LOT T R A I N I N G GU I D E
INTEGRATED AIR MANAGEMENT SYSTEM
Chapter 13: Integrated Air Management System TABLE OF CONTENTS
Page
Introduction .......................................................................................................................13-1
Bleed Air System.........................................................................................................13-1
Environmental Control System (ECS).........................................................................13-1
　
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