Ditching Send Distress Signals
Transmit Mayday, establish position, course, speed, altitude, situation, intention, time and position of intended touchdown, and type of aircraft using existing air-to-ground frequency. Set transponder code 7700 and, if practical, determine the course to the nearest ship or landfall.
Advise Crew and Passengers
Alert the crew and the passengers to prepare for ditching. Assign life raft positions (as installed) and order all loose equipment in aircraft secured. Put on life vests, shoulder harness, and seat belts. Do not inflate life vest until after exiting the airplane.
Fuel Burn-Off
Consider burning off fuel prior to ditching, if the situation permits. This provides 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.
Passenger Cabin Preparation
Confer with cabin personnel either by interphone or by personally reporting to the flight deck to assure passenger cabin preparations for ditching are complete.
Ditching Final
Transmit final position. Extend flaps 30 or appropriate landing flaps for the
existing condition. Advise the cabin crew of imminent touchdown. On final approach announce ditching is imminent, 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, assuring 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 checklist 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.
Fly the approach on speed. Anti-skid is not available, and with the higher approach speed, any excess speed is undesirable. Auto speedbrakes are not available. Thrust reversers are available on many, but not all airplanes. Verify thrust reverser availability with the appropriate operations manual.
Engines, APU Engine Failure vs Engine Fire After Takeoff
In case of an engine failure, there are no recall checklist items. The non-normal checklist 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 non-normal checklist recall action items. Due to asymmetric thrust considerations, Boeing recommends that the PF retard the thrust lever after the PNF confirms that the PF has 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.
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 control varies from engine to engine. Malfunctions have occurred in-flight and on the ground. The major challenge to the flight crew when responding to this malfunction is recognizing the condition and determining which engine has malfunctioned. This condition can occur during any phase of flight.
Failure of engine or fuel control system components, or loss of thrust lever position feedback has caused loss of engine thrust control. Control loss may not be immediately evident since many engines fail to some fixed RPM or thrust lever condition. This fixed RPM or thrust lever condition may be very near the commanded thrust level and therefore difficult to recognize until the flight crew attempts to change thrust with the thrust lever. Other engine responses include: shutdown, operation at low RPM, or thrust at the last valid thrust lever setting (in the case of a thrust lever feedback fault) depending on altitude or air/ground logic. In all cases, the affected engine does not respond to thrust lever movement.
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