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other actions to be accomplished. Appropriate use of autobrakes should be
discussed. If evacuating due to fire in windy conditions, consider positioning the
airplane so the fire is on the downwind side.
Notify cabin crew of possible adverse conditions at affected exits. The availability
of various exits may differ for each situation. Crewmembers must make the
decision as to which exits are usable for the prevailing circumstances.
For unplanned evacuations, the captain needs to analyze the situation carefully
before initiating an evacuation order. Quick actions in a calm and methodical
manner will improve the chances for a successful passenger evacuation.
Method of Evacuation
When there is a need to evacuate passengers and crew, the captain has to choose
between commanding an emergency evacuation using the emergency escape
slides or less urgent means such as deplaning using stairs, jetways, or other means.
All available sources of information should be used to determine the safest course
of action including reports from the cabin crew, other aircraft, and air traffic
control. The captain must then determine the best means of passenger evacuation
by carefully considering all factors. These include, but are not limited to:
• the urgency of the situation including the possibility of significant injury
or loss of life if a significant delay occurs
• the type of threat to the airplane, to include structural damage, fire,
reported bomb on board, etc.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.9
• the possibility of fire spreading rapidly from spilled fuel or other
flammable materials
• the extent of damage to the airplane
• the possibility of passenger injury during an emergency evacuation using
the escape slides.
If in doubt about these factors, the crew should consider an emergency evacuation
using the escape slides.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.10 FCT 767 (TM)
Flight Controls
767-200, 767-300
767-400
Leading Edge or Trailing Edge Device Malfunctions
Leading edge or trailing edge device malfunctions can occur during extension or
retraction. This section discusses all flaps up and partial or asymmetrical
leading/trailing edge device malfunctions for landings.
All Flaps and Slats Up Landing
The probability of both leading and trailing edge devices failing to extend is
remote. If a flaps up landing situation were to be encountered in service, the pilot
should consider the following techniques. Training to this condition should be
limited to the flight simulator.
After selecting a suitable landing airfield and prior to beginning the approach,
consider reduction of airplane gross weight (burn off fuel or fuel jettison) to
reduce touchdown speed.
Fly a wide pattern to allow for the increased turning radius required for the higher
maneuvering speed. Establish final approximately 10 miles from the runway. This
allows time to extend the gear and decelerate to the target speed while in level
flight and complete all required checklists. Maintain no slower than flaps up
maneuvering speed until established on final. Maneuver with normal bank angles
until on final.
Final Approach
Use an ILS glide slope if available. Do not reduce the airspeed to the final
approach speed until aligned with the final approach. Prior to intercepting descent
profile, decrease airspeed to command speed and maintain this speed until the
landing is assured.
The rate of descent on final approach is approximately 1,000 fpm due to the higher
ground speed. Final approach body attitude is approximately 4° higher than
normal. Do not make a flat approach (shallow glide path angle) or aim for the
threshold of the runway. This may result in main gear touching down short of the
runway. Plan touchdown at the 1,800 foot point.
Use manual control of thrust levers. Due to automatic speed protection,
autothrottle use may result in higher than desired speed on final. Engines will be
at low idle speed due to no flap extension. When engines are near idle RPM, time
required for engines to accelerate is longer than normal.
Note: Use of the autopilot during approach phase is acceptable. Do not autoland.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.11
Speedbrakes are not recommended for airspeed reduction below 800 feet. If
　
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