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Non-Normal Operations
Use of Speedbrakes
During a partial gear or gear up landing, speedbrakes should be extended only
when stopping distance is critical. Extending the speedbrakes before all gear, or
the nose or the engine nacelle in the case of a gear that does not extend, have
contacted the runway may compromise controllability of the aircraft. Extending
the speedbrakes after a complete touchdown also creates a risk of not being able
to stow the speedbrakes after the aircraft has come to a rest. If this is the case, there
would be an increase in the probability of injuring passengers if the over wing
exits are used for evacuation.
When landing with any gear that indicates up or partially extended, attempt to fly
the area with the unsafe indication smoothly to the runway at the lowest speed
possible, but before losing flight control effectiveness. A smooth touchdown at a
low speed helps to reduce airplane damage and offers a better chance of keeping
the airplane on the runway. Since the airplane is easier to control before body parts
make ground contact, delay extending the speedbrakes until after the nose and
both sides of the airplane have completed touchdown. If the speedbrakes are
deployed before all areas have made contact with the runway, the airplane will
complete touchdown sooner and at a higher speed.
Use of Reverse Thrust
During a partial gear or gear up landing, an engine making ground contact could
suffer sufficient damage such that the thrust reverser mechanism may not operate.
Selecting reverse thrust with any gear not extended may produce an additional
asymmetric condition that makes directional control more difficult. Reverse thrust
should be used only when stopping distance is critical.
If reverse thrust is needed, keep in mind that the airplane is easier to control before
body parts make ground contact. If the thrust reversers are deployed before all
gear, or the nose or the engine nacelle in the case of a gear that does not extend,
have made contact with the runway, the airplane will complete touchdown sooner
and at a higher speed.
After Stop
Accomplish a passenger evacuation, if required.
Partial or Gear Up Combinations
Both Main Gear Extended with Nose Gear Up
Land in the center of the runway. After touchdown lower the nose gently before
losing elevator effectiveness.
8.24
Non-Normal Operations
Nose Gear Only Extended
Land in the center of the runway. Use normal approach and flare attitudes
maintaining back pressure on the control column until ground contact. The
engines contact the ground prior to the nose gear.
One Main Gear Extended and Nose Gear Extended
Land the airplane on the side of the runway that corresponds to the extended main
gear down. At touchdown, maintain wings level as long as possible. Use rudder
and nose wheel steering for directional control. After all gear, or the engine nacelle
where the gear is not extended, have made contact with the runway, braking on the
side opposite the unsupported wing should be used as required to keep the airplane
rolling straight.
One Main Gear Only Extended
Land the airplane on the side of the runway that corresponds to the extended main
gear down. At touchdown, maintain wings level as long as possible. Use rudder
for directional control. After all gear, or the nose or the engine nacelle in the case
of gear that do not extend, have made contact with the runway, braking on the side
opposite the unsupported wing should be used as required to keep the airplane
rolling straight.
All Gear Up or Partially Extended
Land in the center of the runway. The engines contact the ground first. There is
adequate rudder available to maintain directional control during the initial portion
of the ground slide. Attempt to maintain the centerline while rudder control is
available.
Overspeed
VMO/MMO is the airplane maximum certified operating speed and should not be
intentionally exceeded. However, crews occasionally can experience inadvertent
overspeeds. Airplanes have been flight tested beyond VMO/MMO to ensure
smooth pilot inputs will return the airplane safely to the normal flight envelope.
During cruise, the typical causes of overspeed events are windshear encounters or
high altitude wave activity. Although autothrottle logic provides for more
aggressive control of speed as the airplane approaches VMO or MMO, there are
some windshears and wave activity speed changes that are beyond the capability
of the autothrottle system to prevent short term overspeeds.
When correcting an overspeed during cruise at high altitude, avoid reducing thrust
to idle which results in slow engine acceleration back to cruise thrust and may
result in overcontrolling the airspeed or a loss of altitude. If autothrottle
corrections are not satisfactory, temporarily deploying partial speedbrakes can
assist in reducing speed and avoiding the need for idle thrust.
8.25
Non-Normal Operations
During descents at or near VMO/MMO, most overspeeds are encountered after
the autopilot initiates capture of the VNAV path from above or during a level-off
when the speedbrakes were required to maintain the path. In these cases, if the
speedbrakes are retracted during the level-off, the airplane can momentarily
overspeed. During descents using speedbrakes near VMO/MMO, delay retraction
of the speedbrakes until after VNAV path or altitude capture is complete. Crews
routinely climbing or descending in windshear conditions may wish to consider a
5 to 10 knot reduction in climb or descent speeds to reduce overspeed occurrences.
This will have a minimal effect on fuel consumption and total trip time.
When encountering an inadvertent overspeed condition, crews should leave the
autopilot engaged unless it is apparent that the autopilot is not correcting the
overspeed. However, if manual inputs are required, disconnect the autopilot. Be
aware that disconnecting the autopilot to avoid or reduce the severity of an
inadvertent overspeed may result in an abrupt pitch change.
During climb or descent, if VNAV or LVL CHG pitch control is not correcting the
overspeed satisfactorily, switching to the V/S mode temporarily may be helpful in
controlling speed. In the V/S mode, the selected vertical speed can be adjusted
slightly to increase the pitch attitude to help correct the overspeed. As soon as the
speed is below VMO/MMO, VNAV or LVL CHG may be re-selected.
Note: Anytime VMO/MMO is exceeded, the maximum airspeed should be noted
in the flight log.
Tail Strike
Tail strike occurs when the lower aft fuselage or tail skid (as installed) contacts the
runway during takeoff or landing. A significant factor that appears to be common
is the lack of flight crew experience in the model being flown. Understanding the
factors that contribute to a tail strike can reduce the possibility of a tail strike
occurrence.
Note: Anytime fuselage contact is suspected or known to have occurred,
accomplish the appropriate NNC.
Takeoff Risk Factors
Any one of the following takeoff risk factors may precede a tail strike:
8.26
Non-Normal Operations
Mistrimmed Stabilizer
This usually results from using erroneous takeoff data, e.g., the wrong weights, or
an incorrect center of gravity (CG). In addition, sometimes accurate information
is entered incorrectly either in the flight management system (FMS) or set
incorrectly on the stabilizer. The flight crew can prevent this type of error and
correct the condition by challenging the reasonableness of the load sheet numbers.
Comparing the load sheet numbers against past experience in the airplane can
assist in approximating numbers that are reasonable.
Rotation at Improper Speed
This situation can result in a tail strike and is usually caused by early rotation due
to some unusual situation, or rotation at too low an airspeed for the weight and/or
flap setting.
Trimming during Rotation
Trimming the stabilizer during rotation may contribute to a tail strike. The pilot
flying may easily lose the feel of the elevator while the trim is running which may
result in an excessive rotation rate.
Excessive Rotation Rate
Flight crews operating an airplane model new to them, especially when
transitioning from an airplane with unpowered flight controls to one with
hydraulic assistance, are most vulnerable to using excessive rotation rate. The
amount of control input required to achieve the proper rotation rate varies from
one model to another. When transitioning to a new model, flight crews may not
realize that it does not respond to pitch input in exactly the same way as their
previous model.
Improper Use of the Flight Director
The flight director provides accurate pitch guidance only after the airplane is
airborne. With the proper rotation rate, the airplane reaches 35 feet with the
desired pitch attitude of about 15 degrees. However, an aggressive rotation into
the pitch bar at takeoff is not appropriate and can cause a tail strike.
Landing Risk Factors
A tail strike on landing tends to cause more serious damage than the same event
during takeoff and is usually more expensive and time consuming to repair. In the
worst case, the tail can strike the runway before the landing gear, thus absorbing
large amounts of energy for which it is not designed. The aft pressure bulkhead is
often damaged as a result.
Any one of the following landing risk factors may precede a tail strike:
8.27
Non-Normal Operations
Unstabilized Approach
An unstabilized approach is the biggest single cause of tail strike. Flight crews
should stabilize all approach variables - on centerline, on approach path, on speed,
and in the final landing configuration - by the time the airplane descends through
1,000 feet above ground level (AGL). This is not always possible. Under normal
conditions, if the airplane descends through 1,000 feet AGL (IMC), or 500 feet
AGL (VMC), with these approach variables not stabilized, a go-around should be
considered.
Flight recorder data show that flight crews who continue with an unstabilized
condition below 500 feet seldom stabilize the approach. When the airplane arrives
in the flare, it often has either excessive or insufficient airspeed. The result is a
tendency toward large power and pitch corrections in the flare, often culminating
in a vigorous pitch change at touchdown resulting in tail strike shortly thereafter.
If the pitch is increased rapidly when touchdown occurs as ground spoilers deploy,
the spoilers add additional nose up pitch force, reducing pitch authority, which
increases the possibility of tail strike. Conversely, if the airplane is slow,
increasing the pitch attitude in the flare does not effectively reduce the sink rate;
and in some cases, may increase it.
A firm touchdown on the main gear is often preferable to a soft touchdown with
the nose rising rapidly. In this case, the momentary addition of power may aid in
preventing the tail strike. In addition, unstabilized approaches can result in landing
long or a runway over run.
Holding Off in the Flare
The second most common cause of a landing tail strike is an extended flare, with
a loss in airspeed that results in a rapid loss of altitude, (a dropped-in touchdown).
This condition is often precipitated by a desire to achieve an extremely
smooth/soft landing. A very smooth/soft touchdown is not essential, nor even
desired, particularly if the runway is wet.
Trimming in the Flare
Trimming the stabilizer in the flare may contribute to a tail strike. The pilot flying
may easily lose the feel of the elevator while the trim is running. Too much trim
can raise the nose, even when this reaction is not desired. The pitch up can cause
a balloon, followed either by dropping in or pitching over and landing in a
three-point attitude. Flight crews should trim the airplane during the approach, but
not in the flare.
8.28
Non-Normal Operations
Mishandling of Crosswinds
When the airplane is placed in a forward slip attitude to compensate for the wind
effects, this cross-control maneuver reduces lift, increases drag, and may increase
the rate of descent. If the airplane then descends into a turbulent surface layer,
particularly if the wind is shifting toward the tail, the stage is set for tail strike.
The combined effects of high closure rate, shifting winds with the potential for a
quartering tail wind, can result in a sudden drop in wind velocity commonly found
below 100 feet. Combining this with turbulence can make the timing of the flare
very difficult. The pilot flying can best handle the situation by using additional
thrust, if required, and by using an appropriate pitch change to keep the descent
rate stable until initiation of the flare. Flight crews should clearly understand the
criteria for initiating a go-around and plan to use this time-honored avoidance
maneuver when needed.
Over-Rotation during Go-Around
Go-arounds initiated very late in the approach, such as during the landing flare or
after touching down, are a common cause of tail strikes. When the go-around
mode is initiated, the flight director immediately commands a go-around pitch
attitude. If the pilot flying abruptly rotates up to the pitch command bar, a tail
strike can occur before the airplane responds and begins climbing. During a
go-around, an increase in thrust as well as a positive pitch attitude is needed. If the
thrust increase is not adequate for the increased pitch attitude, the resulting speed
decay will likely result in a tail strike. Another contributing factor in tail strikes
may be a strong desire by the flight crew to avoid landing gear contact after
initiating a late go-around when the airplane is still over the runway. In general,
this concern is not warranted because a brief landing gear touchdown during a late
go-around is acceptable. This had been demonstrated during autoland and
go-around certification programs.
Wheel Well Fire
Prompt execution of the Wheel Well Fire NNC following a wheel well fire
warning is important for timely gear extension. Landing gear speed limitations
should be observed during this procedure.
8.29
Non-Normal Operations
If airspeed is above 270 knots/.82 Mach, the airspeed must be reduced before
extending the landing gear. A rapid way to reduce airspeed during climb or
descent is to select LVL CHG to open the MCP command speed window and then
set approximately 250 knots. An alternate way to reduce airspeed during a climb
or descent is to select altitude hold and select a lower speed. With the autothrottle
in a speed mode, thrust levers may be reduced to idle and/or speedbrakes may be
used to expedite deceleration.
Note: To avoid unintended deceleration below the new target airspeed, the
autothrottle should remain engaged.
Windows
Window Damage
If both forward windows delaminate or forward vision is unsatisfactory,
accomplish an autoland, if the ILS facility is satisfactory.
Flight with the Side Window(s) Open
The inadvertent opening of an unlatched flight deck window by air loads during
the takeoff roll is not considered an event that warrants a high speed RTO.
Although the resulting noise levels may interfere with crew communications, the
crew should consider continuing the takeoff and close the window after becoming
airborne and the flight path is under control.
If required, the windows may be opened in-flight, at or below holding speeds, after
depressurizing the airplane. It is recommended that the airplane be slowed since
the noise levels increase at higher airspeed. Intentions should be briefed and ATC
notified prior to opening the window as the noise level is high, even at slow
speeds. Because of airplane design, there is an area of relatively calm air over the
open window. Forward visibility can be maintained by looking out of the open
window using care to stay clear of the airstream.
Situations Beyond the Scope of Non-Normal Checklists
It is rare to encounter in-flight events which are beyond the scope of the Boeing
recommended NNCs. These events can arise as a result of unusual occurrences
such as a midair collision, bomb explosion or other major malfunction. In these
situations the flight crew may be required to accomplish multiple NNCs, selected
elements of several different NNCs applied as necessary to fit the situation, or be
faced with little or no specific guidance except their own judgement and
experience. Because of the highly infrequent nature of these occurrences, it is not
practical or possible to create definitive flight crew NNCs to cover all events.
8.30
Non-Normal Operations
The following guidelines may aid the flight crew in determining the proper course
of action should an in-flight event of this type be encountered. Although these
guidelines represent what might be called “conventional wisdom”, circumstances
determine the course of action which the crew perceives will conclude the flight
in the safest manner.
Basic Aerodynamics and Systems Knowledge
Knowledge of basic aerodynamic principles and airplane handling characteristics
and a comprehensive understanding of airplane systems can be key factors in
situations of this type.
Basic aerodynamic principles are known and understood by all pilots. Although
not a complete and comprehensive list, following are a brief review of some basic
aerodynamic principles and airplane systems information relevant to such
situations:
•
if aileron control is affected, rudder inputs can assist in countering
unwanted roll tendencies. The reverse is also true if rudder control is
affected
•
if both aileron and rudder control are affected, the use of asymmetrical
engine thrust may aid roll and directional control
•
if elevator control is affected, stabilizer trim, bank angle and thrust can be
used to control pitch attitude. To do this effectively, engine thrust and
airspeed must be coordinated with stabilizer trim inputs. The airplane
continues to pitch up if thrust is increased and positive corrective action is
not taken by re-trimming the stabilizer. Flight crews should be aware of
the airplane’s natural tendency to oscillate in the pitch axis if the stable
pitch attitude is upset. These oscillations are normally self damping in
Boeing airplanes, but to ensure proper control, it may be desirable to use
thrust and/or stabilizer trim to hasten damping and return to a stable
condition. The airplane exhibits a pitch up when thrust is increased and a
pitch down when thrust is decreased. Use caution when attempting to
dampen pitch oscillations by use of engine thrust so that applications of
thrust are timed correctly, and diverging pitch oscillations do not develop
•
a flight control break-out feature is designed into all Boeing airplanes. If a
jammed flight control exists, both pilots can apply force to either clear the
jam or activate the break-out feature. There should be no concern about
damaging the mechanism by applying too much force. In certain cases,
clearing the jam may permit one of the control columns to operate the
flight controls with portions of a control axis jammed. It may be necessary
to apply break-out forces for the remainder of the flight on the affected
control axis
8.31
Non-Normal Operations
• stall margin decreases with angle of bank and increasing load factors.
Therefore, it is prudent to limit bank angle to 15 degrees in the event
maneuvering capability is in question. Increasing the normal flap/speed
maneuvering schedule while staying within flap placard limits provides
extra stall margin where greater bank angles are necessary
• all Boeing airplanes have the capability to land using any flap position,
including flaps up. Use proper maneuvering and final approach speeds
and ensure adequate runway is available to stop the airplane after landing.
Flight Path Control
When encountering an event of the type described above, the flight crew’s first
consideration should be to maintain or regain full control of the airplane and
establish an acceptable flight path. This may require use of unusual techniques
such as the application of full aileron or rudder or in an asymmetrical thrust
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.
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.
8.32
Non-Normal Operations
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.
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
deck, any visual observation data could be used to gain maximum knowledge of
airplane configuration and status and could be valuable in determining subsequent
actions.
8.33
Non-Normal Operations
The flight crew should consider contacting the company to both inform them of
the situation and as a potential source of useful information. In addition to current
and forecast weather, and airfield conditions, it may be possible to obtain technical
information and recommendations from expert sources. These expert sources are
available from within the company as well as from Boeing.
If controllability is in question, consider performing a check of the airplane
handling characteristics. The purpose of this check is to determine minimum safe
speeds and appropriate configuration for landing. Limit bank to 15 degrees and
avoid rapid thrust and airspeed changes which might adversely affect
controllability. If flap damage has occurred, prior to accomplishing this check,
consider the possible effects on airplane control should an asymmetrical condition
occur if flap position is changed. Accomplish this check by slowly and
methodically reducing speed and lowering the flaps; lower the gear only if
available thrust permits.
As a starting point, use the flap/speed schedule as directed in the appropriate
NNC. If stick shaker or initial stall buffet are encountered at or before reaching the
associated flap speed, or if a rapid increase in wheel deflection and full rudder
deflection are necessary to maintain wings level, increase speed to a safe level and
consider this speed to be the minimum approach speed for the established
configuration.
If airplane performance is a concern, use of the alternate flap or gear extension
systems may dictate that the configuration portion of this check be accomplished
in conjunction with the actual approach. Configuration changes made by the
alternate systems may not be reversible. The crew must exercise extreme caution
on final approach with special emphasis on minimum safe speeds and proper
airplane configuration. If asymmetrical thrust is being used for roll control or pitch
authority is limited, plan to leave thrust on until touchdown.
After the damage assessment and handling characteristics are evaluated, the crew
should formulate a sequential plan for the completion of the flight.
Landing Airport
The following items should be considered when selecting an airport for landing:
• weather conditions (VMC preferred)
• enroute time
• length of runway available (longest possible runway preferred, wind
permitting)
• emergency services available
• flight crew familiarity
• other factors dictated by the specific situation.
8.34
Index
Chapter Index
Index. Index-
A
Acceleration Height - All Engines
1.14
Acceleration Height - Engine Out
1.14
Acceleration to and Deceleration from VMO
7.1
Adverse Runway Conditions - Takeoff
3.16
AFDS Autoland Capabilities
5.16
AFDS Faults
5.21
AFDS Guidelines
1.35
Airspeed Unreliable
8.17
Alert Height - AH
5.11
Antiskid Inoperative - Taxi
2.5
Approach Briefing
5.2
Approach Category
5.2
Approach Clearance
5.3
Approach to Stall Recovery
7.8
Assumed Temperature Method - Takeoff
3.14
Autopilot Engagement - After Takeoff
3.25
Autothrottle Use
1.35
B
Body Clearance at Touchdown
6.16
Bounced Landing Recovery
6.10
Bug Setting with FMC Inoperative
1.18
C
Cabin Altitude Warning
8.4
Callouts
1.19
CAT II Operations
5.19
CAT III Operations
5.20
Category II Approach Autopilot
5.19
Category II Approach Flight Director
5.20
Category II Operations
5.19
Category III Operations
5.20
Category IIIa
5.20
Index.1
Index
Center-Of-Gravity (C.G.) on Takeoff
3.11
Circling Approach
5.55
Circling Approach - One Engine Inoperative
5.57
Climb Constraints
4.1
Climb Performance Takeoff (Improved)
3.15
Cold Temperature Altitude Corrections
1.26
Command Speed
1.15
Command Speed - Non-Normal Conditions
1.16
Crew Resource Management (CRM)
1.2
Crosswind Landings
6.34
Crosswind Takeoff
3.12
Cruise Performance Economy
4.9
D
Decision Altitude/Height - DA(H)
5.11,15
Deicing/Anti-Icing Fluids - Effect on Takeoff
3.17
Delayed Flap Approach - ILS
5.15
Derate (Fixed) - Takeoff
3.15
Descent Constraints
4.16
Descent Path
4.16
Descent Planning
4.17
Descent Rates
4.17
Descent Speed Determination
4.16
Ditching
8.5
Dual Channel Approach and Go-Around Warnings - Fail
Operational
5.24
Dual Channel Approach and Go-Around Warnings - Fail
Passive
5.22
E
Economy Climb
4.3
Economy Climb Schedule - FMC Data Unavailable
4.4
Electrical System Malfunctions
8.6
Electronic Flight Bag (EFB)
1.24
Engine Failure Recognition - Takeoff
3.27
Engine Failure vs Engine Fire After Takeoff
8.6
Index.2
Index
Engine Icing during Climb
4.3
Engine Icing during Descent
4.19
Engine Inoperative Climb
4.4
Engine Inoperative Cruise/Driftdown
4.11
Engine Inoperative, Rudder Trim - All Instrument Approaches
5.27
Engine Out Familiarization
7.2
Engine Severe Damage Accompanied by High Vibration
8.8
ETOPS
4.12
F
Fixed Derate - Takeoff
3.33
Flap - Speed Schedule/Maneuvering Speeds
1.3
Flap Extension using the Alternate System
8.13
Flap Operation
1.14
Flap Retraction - One Engine Inoperative
3.32
Flap Retraction Schedule
3.25
Flap Usage
1.3
Flaps and Landing Gear
4.19
Flaps Up Landing
8.11
Flare and Touchdown
6.9
Flight Management Computer(s)/CDUs
1.30
Flight Path Vector (FPV)
1.25
FMC Route Verification Techniques
1.30
Fuel Balance
8.18
Fuel for Enroute Climb
4.8
Fuel Temperature
4.8
G
Go-Around after Touchdown
5.67
Go-Around and Missed Approach - All Engines Operating
5.66
Go-Around and Missed Approach - All Instrument
Approaches
5.65
Go-Around and Missed Approach - Engine Failure During
5.68
Go-Around and Missed Approach - One Engine Inoperative
5.68
Go/Stop Decision near V1
3.20
GPS use in Non-WGS-84 Reference Datum Airspace
1.34
Index.3
Index
H
Headphone and Flight Deck Speaker Use
1.3
High Altitude High Speed Flight
4.12
High Altitude Maneuvering, "G" Buffet
7.4
Holding
4.20
Holding Airspeeds (FAA)
4.21
Holding Airspeeds (ICAO)
4.21
HUDS - Cruise
4.8
HUDS - Descent Preparation
4.17
HUDS - Initiating Takeoff Roll
3.6
Hydraulic System Malfunctions
8.20
I
Icing - Operation in Icing Conditions
1.27
Icing - Training Flights in Icing Conditions
1.27
ILS - One Engine Inoperative
5.26
ILS Approach
5.9
ILS Performance
5.17
Immediate Turn after Takeoff - All Engines
3.24
Immediate Turn after Takeoff - One Engine Inoperative
3.31
Initial Climb - All Engines
3.24
Initial Climb - One Engine Inoperative
3.31
Instrument Approach Using V/S
5.50
Instrument Approach Using VNAV
5.40
Instrument Approaches
5.1
Integrated Approach Navigation (IAN)
5.45
J
Jammed or Restricted Flight Controls
8.13
L
Landing at the Nearest Suitable Airport
8.3
Landing Configurations and Speeds
6.1
Landing Configurations and Speeds (Non-Normal)
6.1
Landing Distance (Factors Affecting)
6.23
Landing Distance (Non-Normal)
6.2
Landing Flare Profile
6.9
Index.4
Index
Landing Minima
5.6
Landing on a Flat Tire
8.22
Landing Roll
6.22
Leading Edge Flaps Transit - Landing
8.12
Liftoff - Effect of Rotation Speed and Pitch Rate
3.10
LNAV - Non-ILS Approaches
5.33
Loss of Engine Thrust Control
8.7
Loss of Thrust on Both Engines
8.8
Low Altitude Level Off - During Climb
4.2
Low Fuel Operations In-flight
8.20
Low Visibility Approaches
5.18
Low Visibility Takeoff
3.16
M
Maintenance Inspection (Events Requiring)
1.1
Maneuver Margin - Landing and Go-Around
6.1
Maneuver Margins to Stick Shaker
1.5
Manual Stabilizer Trim
8.16,17
Maximum Altitude - Cruise
4.5
Maximum Angle Climb
4.4
Maximum Rate Climb
4.4
Minimum Fuel Operation - Takeoff
3.24
Missed Approach (Mandatory Conditions)
5.5
Missed Approach - Non-ILS
5.54
Missed Approach Points (MAP)
5.6
N
Noise Abatement - One Engine Inoperative
3.32
Noise Abatement Takeoff
3.26
Non - ILS Instrument Approach - Vertical Path Construction
5.37
Non - ILS Instrument Approaches
5.29
Non-Normal Operations
5.25
Non-Normal Situation Guidelines
8.1
Nose Wheel/Rudder Pedal Steering
2.5
O
Operational Philosophy
1.1
Index.5
Index
Optimum Altitude - Cruise
4.6
Overspeed
8.25
Overweight Landing
6.36
P
Partial or Gear Up Landing
8.23
Passenger Evacuation
8.9
Pilot Incapacitation
1.37
Pitch and Roll Limit Conditions
6.20
Polar Operations
4.14
Precision Approach Path Indicator (PAPI)
6.7
Procedure Holding
4.20
Procedure Turn
5.4
Procedure Turn and Initial Approach - ILS
5.12
Procedure Turn and Initial Approach - Non-ILS Approaches
5.37
Push Back
2.2
Q
Qualification Requirements (Checkride)
1.2
R
Radio Altimeter (RA)
5.6
Rapid Descent
7.5
Raw Data - (No Flight Director) - ILS
5.15
Raw Data Monitoring Requirements - Non-ILS Approaches
5.31,32
Recovery from a Fully Developed Stall
7.20
Reduced Thrust - One Engine Inoperative
3.32
Reduced Thrust Climb
4.1
Reduced Thrust Takeoff
3.14
Reference Bugs
1.17
Rejected Landing
6.11
Rejected Takeoff Decision
3.19
Rejected Takeoff Maneuver
3.20
Resolution Advisory (RA)
7.23
Reverse Thrust (Ground Operations)
2.2
Reverse Thrust Operation (Landing Roll)
6.30
RNP and RNAV Operations
1.31
Index.6
Index
Roll Modes - Takeoff
3.25
Rotation and Liftoff - All Engines
3.7
Rotation and Liftoff - One Engine Inoperative
3.27
RTO Execution Operational Margins
3.21
Runaway Stabilizer
8.16
Runway Markings (Typical)
6.8
S
Situations Beyond the Scope of Non-Normal Checklists
8.30
Speed Intervention
4.16
Speed Restrictions
4.19
Speedbrakes
4.18
Stabilized Approach Recommendations
5.4
Stabilizer Trim Inoperative
8.15
Stall Recovery
7.8
Steep Turns
7.21
Stick Shaker and Stall Speeds
7.11
Stop and Go Landings
5.63
T
Tail Strike
8.26
Takeoff
3.2
Takeoff - Engine Failure
3.27
Takeoff - Tail Clearance
3.8,29
Takeoff Briefing
2.1
Takeoff Crosswind Guidelines
3.12
Takeoff Field Length (FAR)
3.17
Takeoff Profile
3.2
Taxi
2.2
Taxi - Adverse Weather
2.11
Taxi - Minimum Radius Turns
2.7
Taxi - One Engine
2.13
Taxi Speed and Braking
2.4
Terrain Avoidance
7.22
Threshold Height
6.9
Thrust Management - Takeoff
3.3
Index.7
Index
Thrust Use - Taxi
2.4
Touch and Go Landings
5.62
Touchdown Body Attitudes
6.11
Traffic Advisory (TA)
7.23
Traffic Alert and Collision Avoidance System (TCAS)
7.22
Trailing Edge Flap Asymmetry - Landing
8.13
Training Objectives
1.2
Transition to Climb
4.2
Trim Technique - Rudder
1.28
Troubleshooting
8.2
Turbulent Air Penetration
1.38
U
Upset Recovery
7.24
V
Visual Aim Point
6.7
Visual Approach Slope Indicator (VASI/T-VASI)
6.3
Visual Descent Point
5.53
Visual Traffic Pattern
5.59
VNAV - Non-ILS Approaches
5.34
W
Weather Radar and Terrain Display Policy
1.35
Wheel Well Fire
8.29
Window Damage
8.30
Window(s) Open
8.30
Windshear
7.28
Index.8
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