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greater buoyancy and a lower approach speed. However, do not reduce fuel to a
critical amount, as ditching with engine power available improves ability to
properly control touchdown.
Note: Fuel jettisoning may also be considered prior to ditching.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 8.5
Passenger Cabin Preparation
Confer with cabin personnel either by interphone or by having them report to the
flight deck in person to ensure passenger cabin preparations for ditching are
complete.
Ditching Final
Transmit final position. Select flaps 30 or landing flaps appropriate for the existing
conditions.
Advise the cabin crew of imminent touchdown. On final approach announce
ditching is imminent and advise crew and passengers to brace for impact.
Maintain airspeed at VREF. Maintain 200 to 300 fpm rate of descent. Plan to
touchdown on the windward side and parallel to the waves or swells, if possible.
To accomplish the flare and touchdown, rotate smoothly to touchdown attitude of
10° to 12°. Maintain airspeed and rate of descent with thrust.
Initiate Evacuation
After the airplane has come to rest, proceed to assigned ditching stations and
evacuate as soon as possible, ensuring all passengers are out of the airplane.
Deploy slides/rafts. Be careful not to rip or puncture the slides/rafts. Avoid drifting
into or under parts of the airplane. Remain clear of fuel-saturated water.
Electrical
Approach and Landing on Standby Power
The probability of a total and unrecoverable AC power failure is remote. Because
of system design, a NNC for accomplishing an approach and landing on standby
power is not required. However, some regulatory agencies require pilots to train
to this condition. During training, or in the unlikely event that a landing must be
made on standby power, the following guidelines should be considered. During
this discussion, assume both battery and RAT electrical power are available.
Complete all applicable NNCs and approach preparations. The left navigation
radio, CDU, and communications radio are operable on standby power. The
captain’s and first officer’s electronic flight instruments are also available.
The Captain’s control wheel trim switches and the alternate trim switches on the
aisle stand are operable. Normal flap extension and position indications are
available.
Fly the approach on speed. Anti-skid is not available, and with the higher
approach speed, any excess speed is undesirable. Auto speedbrakes and thrust
reversers are not available.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.6 FCT 777/787 Preliminary (TM)
Engines, APU
Engine Failure vs Engine Fire After Takeoff
The NNC for an engine failure is normally accomplished after the flaps have been
retracted and conditions permit.
In case of an engine fire, when the airplane is under control, the gear has been
retracted, and a safe altitude has been attained (minimum 400 feet AGL)
accomplish the NNC recall items. Due to asymmetric thrust considerations,
Boeing recommends that the PF retard the affected thrust lever after the PM
confirms that the PF has identified the correct engine. Reference items should be
accomplished on a non-interfering basis with other normal duties after the flaps
have been retracted and conditions permit.
Fire Engine Tailpipe
Engine tailpipe fires are typically caused by engine control malfunctions that
result in the ignition of pooled fuel. These fires can be damaging to the engine and
have caused unplanned evacuations.
If a tailpipe fire is reported, the crew should accomplish the NNC without delay.
Flight crews should consider the following when dealing with this situation:
• motoring the engine is the primary means of extinguishing the fire
• to prevent an inappropriate evacuation, flight attendants should be
notified without significant delay
• communications with ramp personnel and the tower are important to
determine the status of the tailpipe fire and to request fire extinguishing
assistance
• the engine fire checklist is inappropriate because the engine fire
extinguishing agent is not effective against a fire inside the tailpipe.
Loss of Engine Thrust Control
All turbo fan engines are susceptible to this malfunction whether engine control is
hydro-mechanical, hydro-mechanical with supervisory electronics (e.g. PMC) or
Full Authority Digital Engine Control (FADEC). Engine response to a loss of
　
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