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fire bottles into the affected engine
• if the APU fire warning light is not illuminated, but a fire indication exists
or a fire is reported in or near the APU, discharge the APU bottle
• the discharged halon agent is designed to extinguish a fire and has very
little or no fire prevention capability in the engine nacelles. Halon
dissipates quickly into the atmosphere
• there is no reason to discharge the engine or APU fire bottles for
evacuations not involving fire indications existing or reported in or near
an engine or APU, e.g., cargo fire, security or bomb threat, etc.
Flight Controls
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.
Note: When leading edge devices or trailing edge flaps are not in the proper
position for flaps 20 or 30, autolands are not certified.
All Flaps and Slats Up Landing
The probability of both leading and trailing edge devices failing to extend is
extremely remote. System reliability and design have reduced the need for some
traditional non-normal landing procedures. As a result, an all flaps up landing
NNC was not required for airplane certification and does not appear in the AFM
or in the QRH.
Slats Drive Failure (Leading Edge) - Landing
Failure of the primary hydraulic drive for the leading edge slats causes the slats to
automatically revert to the secondary mode (electric drive). The EICAS message
“SLATS PRIMARY FAIL” is displayed. If the slats fail to respond in the electric
drive mode or an asymmetry exists, the EICAS message “SLATS DRIVE” is
displayed. The SLATS DRIVE NNC accommodates the most severe malfunction
of no leading edge slats on one wing.
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) 8.11
Flaps 1 position on the flap indicator is for leading edge devices. When flaps are
extended to 1 and the leading edge devices fail to extend, the flap display expands.
The flap indicator shows no trailing edge flap movement. Flap extension is limited
to flaps 20 if slats are not fully extended.
The adjusted VREF specified in the QRH permits the approach to be flown wings
level with the control wheel approximately level. Airplane pitch attitude at
touchdown is less than normal. Do not allow the airplane to “float”. Fly the
airplane onto the runway at the desired touchdown point. Expeditiously
accomplish the landing roll procedure after touchdown.
Flap Drive Failure (Trailing Edge) - Landing
Failure of the primary hydraulic drive for the trailing edge flaps causes the flaps
to automatically revert to the secondary mode (electric drive). The EICAS
message “FLAPS PRIMARY FAIL” is displayed. If the flaps fail to respond in the
electric drive mode or an asymmetry exists, the EICAS message “FLAPS
DRIVE” is displayed. Accomplish the FLAPS DRIVE NNC. The inboard and
outboard TE Flaps move as a single group. Flap load relief is not available in
secondary mode of operation.
The adjusted VREF listed in the FLAPS DRIVE NNC allows normal
maneuvering throughout the initial phases of the approach. On final, maintain
adjusted VREF plus wind additive. If speed is allowed to decrease to adjusted
VREF, 40° bank capability is not available.
The pitch attitude on final is several degrees higher than for normal configuration.
Do not allow the airspeed to go below adjusted VREF during the flare or the tail
of the airplane may contact the runway. Do not allow the airplane to “float” just
above the runway surface. Fly the airplane onto the runway at the recommended
touchdown point. Expeditiously accomplish the landing roll procedure after
touchdown.
Flap Extension using the Secondary or Alternate System
When extending the flaps using the secondary or 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
secondary or 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.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
　
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本文鏈接地址：787機組訓練手冊Flight Crew Training Manual 787(126)