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landing is anticipated beyond the normal touch down zone, go around.
Landing
Fly the airplane onto the runway at the recommended touchdown point. Flare only
enough to achieve acceptable reduction in the rate of descent. Do not allow the
airplane to float. Floating just above the runway surface to deplete additional
speed wastes available runway and increases the possibility of a tail strike. Do not
risk touchdown beyond the normal touchdown zone in an effort to achieve a
smooth landing.
Slight forward pressure on the control column may be required to achieve
touchdown at the desired point and to lower the nosewheel to the runway. After
lowering the nosewheel to the runway, hold forward control column pressure and
expeditiously accomplish the landing roll procedure. Full reverse thrust is
required for a longer period of time.
Use of autobrakes is recommended. Autobrake setting should be consistent with
runway length. (See Autobrakes Landing distance in the Performance Inflight
section of the QRH). Use manual braking if deceleration is not suitable for the
desired stopping distance.
Immediate initiation of reverse thrust at main gear touchdown (reverse thrust is
more effective at high speeds) and full reverse thrust allows the autobrake system
to reduce brake pressure to the minimum level. Less than maximum reverse thrust
increases brake energy requirements and may result in excessive brake
temperatures.
Leading Edge Slat Asymmetry - Landing
If a leading edge asymmetry/no leading edge device condition occurs, the adjusted
VREF provides normal bank angle maneuvering capability but does not allow for
15° overshoot protection in all cases.
Do not hold the airplane off during landing flare. Floating just above the runway
surface to deplete the additional threshold speed wastes available runway and
increases the possibility of a tail strike.
Note: If the gear is retracted during a go-around and flap position is greater than
20, a landing gear configuration warning occurs.
Trailing Edge Flap Asymmetry - Landing
If a trailing edge flap up asymmetry occurs, full maneuvering capability exists
even if the asymmetry occurred at flaps just out of the full up position. Burn off
fuel to reduce landing weight and lower approach speed.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.12 FCT 767 (TM)
Fly accurate airspeeds in the landing pattern. At lesser flap settings excess
airspeed is difficult to dissipate, especially when descending on final approach.
Pitch attitude and rate of descent on final is higher than for a normal landing.
During flare, airspeed does not bleed off as rapidly as normal.
Fly the airplane onto the runway at the recommended touchdown point. Flare only
enough to achieve acceptable reduction in the rate of descent. Do not allow the
airplane to float. Floating just above the runway surface to deplete additional
speed wastes available runway and increases the possibility of a tail strike. Do not
risk touchdown beyond the normal touchdown zone in an effort to achieve a
smooth landing.
Note: If the gear is retracted during a go-around and flap position is greater than
20, a landing gear configuration warning occurs.
Flap Extension using the Alternate System
When extending the flaps using the alternate system, the recommended method
for setting command speed differs from the method used during normal flap
extension. Since the flaps extend more slowly when using the alternate system, it
is recommended that the crew delay setting the new command speed until the flaps
reach the selected position. This method may prevent the crew from inadvertently
getting into a low airspeed condition if attention to airspeed is diverted while
accomplishing other duties.
Jammed or Restricted Flight Controls
Although rare, jamming of the flight control system has occurred on commercial
airplanes. A jammed flight control can result from ice accumulation due to water
leaks onto cables or components, dirt accumulation, component failure such as
cable break or worn parts, improper lubrication, or foreign objects.
A flight control jam may be difficult to recognize, especially in a properly
trimmed airplane. A jam in the pitch axis may be more difficult to recognize than
a jam in other axes. In the case of the elevator, the jammed control can be masked
by trim. Some indications of a jam are:
• unexplained autopilot disconnect
• autopilot that cannot be engaged
• undershoot or overshoot of an altitude during autopilot leveloff
• higher than normal control forces required during speed or configuration
　
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