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situation, reduction of power on the operating engine(s) to regain lateral control.
This may also require trading altitude for airspeed or vice versa. The objective is
to take whatever action is necessary to control the airplane and maintain a safe
flight path. Even in a worst case condition where it is not possible to keep the
airplane flying and ground contact is imminent, a “controlled crash” is a far better
alternative than uncontrolled flight into terrain.
Fuel jettison (as installed) should be a primary consideration if airplane
performance appears to be critical.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.28 FCT 767 (TM)
If the operation of flaps is in doubt, leading and trailing edge flap position should
not be changed unless it appears that airplane performance immediately requires
such action. Consideration should be given to the possible effects of an
asymmetrical flap condition on airplane control, if flap position is changed. If no
flap damage exists, wing flaps should be operated as directed in the associated
NNC. Anytime an increasing rolling moment is experienced during flap
transition, (indicating a failure to automatically shutdown an asymmetric flap
situation) return the flap handle to the previous position.
Unusual events adversely affecting airplane handling characteristics while
airborne may continue to adversely affect airplane handling characteristics during
landing ground roll. Aggressive differential braking and/or use of asymmetrical
reverse thrust, in addition to other control inputs, may be required to maintain
directional control.
Recall Checklists
After flight path control has been established, accomplish the recall steps of
appropriate NNCs. The emphasis at this point should be on containment of the
problem. Execution of NNC actions commences when the airplane flight path and
configuration are properly established.
Accomplish all applicable NNCs prior to commencing final approach. Exercise
common sense and caution when accomplishing multiple NNCs with differing
direction. The intended course of action should be consistent with the damage
assessment and handling evaluation.
Communications
Establish flight deck communications as soon as possible. This may require use of
the flight deck interphone system or, in extreme cases of high noise levels, hand
signals and gestures in order to communicate effectively.
Declare an emergency with Air Traffic Control (ATC) to assure priority handling
and emergency services upon landing. Formulate an initial plan of action and
inform ATC. If possible, request a discrete radio frequency to minimize
distractions and frequency changes. If unable to establish radio communication
with ATC, squawk 7700 and proceed as circumstances dictate.
Communications with the cabin crew and with company ground stations are
important, but should be accomplished as time permits. If an immediate landing
is required, inform the cabin crew as soon as possible.
October 31, 2004
767 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 8.29
Damage Assessment and Airplane Handling Evaluation
Unless circumstances such as imminent airplane breakup or loss of control dictate
otherwise, the crew should take time to assess the effects of the damage and/or
conditions before attempting to land. Use caution when reducing airspeed to lower
flaps. Make configuration and airspeed changes slowly until a damage and
controllability assessment has been accomplished and it is certain that lower
airspeeds can be safely used. In addition, limit bank angle to 15 degrees and avoid
large or rapid changes in engine thrust and/or airspeed. If possible, conduct this
assessment and handling evaluation at an altitude that provides a safe margin for
recovery should flight path control be inadvertently compromised. It is necessary
for the flight crew to use good judgement in consideration of the existing
conditions and circumstances to determine an appropriate altitude for this
evaluation.
The assessment should start with an examination of flight deck indications to
assess damage. Consideration should be given to the potential cumulative effect
of the damage. A thorough understanding of airplane systems operation can
greatly facilitate this task.
If structural damage is suspected, attempt to assess the magnitude of the damage
by direct visual observation from the flight deck and/or passenger cabin. While
only a small portion of the airplane is visible to the flight crew from the flight
　
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