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NNC assumes the leak is between the strut and the engine or in the center tank on
777-200 non ER airplanes. There is no specific fuel leak annunciation on the flight
deck. A leak must be detected by discrepancies in the fuel log, by visual
confirmation, or by some annunciation that occurs because of a leak. Any
unexpected change in fuel quantity or fuel balance should alert the crew to the
possibility of a leak. If a leak is suspected, it is imperative to follow the NNC.
Low Fuel
A low fuel condition exists when the EICAS message FUEL QTY LOW is
displayed.
Approach and Landing
In a low fuel condition, the clean configuration should be maintained as long as
possible during the descent and approach to conserve fuel. However, initiate
configuration changes early enough to provide a smooth, slow deceleration to
final approach speed to prevent fuel from running forward in the tanks.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.18 FCT 777/787 Preliminary (TM)
The FUEL QTY LOW NNC specifically calls for a flaps 20 approach and landing
rather than a normal landing configuration as in other models. Testing and analysis
shows that elevator authority at flaps 30 approach speeds is not adequate to enable
the crew to successfully flare the airplane for landing in the unlikely event both
engines failed in the landing configuration.
Runway conditions permitting, heavy braking and high levels of reverse thrust
should be avoided to prevent uncovering all fuel pumps and possible engine
flameout during landing roll.
Go-Around
If a go-around is necessary, apply thrust slowly and smoothly and maintain the
minimum nose-up body attitude required for a safe climb gradient. Avoid rapid
acceleration of the airplane. If any wing tank fuel pump low pressure light
illuminates, do not turn the fuel pump switches off.
Fuel Jettison
Fuel jettison should be considered when situations dictate landing at high gross
weights and adequate time is available to perform the jettison. When fuel jettison
is to be accomplished, consider the following:
• ensure adequate weather minimums exist at airport of intended landing
• fuel jettison above 4,000 feet AGL ensures complete fuel evaporation
• downwind drift of fuel may exceed one mile per 1,000 feet of drop
• avoid jettisoning fuel in a holding pattern with other airplanes below.
Hydraulics
Proper planning of the approach is important. Consideration should be given to the
effect the inoperative system(s) has on crosswind capabilities, autoflight,
stabilizer trim, control response, control feel, reverse thrust, stopping distance,
go-around configuration and performance required to reach an alternate airfield.
Hydraulic System(s) Inoperative - Landing
If the landing gear is extended using alternate gear extension, the gear cannot be
raised. Flaps can be extended or retracted using the secondary drive system.
However, the rate of flap travel is significantly reduced.
Flaps 20 and an adjusted VREF are used for landing with multiple hydraulic
systems inoperative to improve flare authority, control response and go-around
capability. The airplane may tend to float during the flare. Do not allow the
airplane to float. Fly the airplane onto the runway at the recommended point.
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) 8.19
If nose wheel steering is inoperative and any crosswind exists, consideration
should be given to landing on a runway where braking action is reported as good
or better. Braking action becomes the primary means of directional control below
approximately 60 knots where the rudder becomes less effective. If controllability
is satisfactory, taxi clear of the runway using differential thrust and brakes.
Continued taxi with nose wheel steering inoperative is not recommended due to
airplane control difficulties and heat buildup in the brakes.
Landing Gear
Tire Failure during or after Takeoff
If the crew suspects a tire failure during takeoff, the ATS facility serving the
departing airport should be advised of the potential for tire pieces remaining on
the runway. The crew should consider continuing to the destination unless there is
an indication that other damage has occurred (non-normal engine indications,
engine vibrations, hydraulic system failures or leaks, etc.).
Continuing to the destination will allow the airplane weight to be reduced
normally, and provide the crew an opportunity to plan and coordinate their arrival
　
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