B757_Symposium_(2004)(7)

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scenario where there are not, at least, two choices?
<Answer> We are looking for ways to address such a situation where there is a conditional
statement with only one choice. We are considering using an IF statement for these cases
and would reserve the term IF for only these single choice cases.
76. Will Boeing provide a copy of the “raw” version of the QRH so operators may edit them by
adding their logo and extra items?
<Answer>. Operators may purchase digital data formats for their operations manual from Boeing or
contract for plan 2 revision service. Interested operators should contact Boeing Flight
Technical Integration & Data at FTID@boeing.com.
77. With regards to the possible use of color pages; will Boeing consult with the FAA regarding the
use of color on the final design?
<Answer>. Yes.
2004 Flight Operations Symposium Questions 8/23/2004 10:19 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 13 of 15
78. In the sample, the Smoke/Fumes checklist title is in a larger font. Will that carry over to the final
design?
<Answer>. We are unsure at this time. The larger font is better for cases where masks/goggles or
smoke hoods may be used and visibility may be impaired.
79. How much larger will the new QRH be?
<Answer> We do not anticipate the QRH will initially be any thinner in thickness than today's QRH
because in the “near term”, duplicate checklists will not be removed. Boeing plans to
publish the QRH in the current size (length and width).
RTO Manual vs. Auto Speedbrake Deployment:
80. Some operators are not using manual speedbrakes; how did that happen?
<Answer> These operators have received approval from their authorities and implemented
appropriate training programs which include monitoring the speed brake handle to assure
deployment. In addition, Boeing has been asked, and provided, a statement of No
Technical Objection when appropriate training and standard procedures are provided to
the flight crews.. Boeing is currently reviewing the capability to make automatic
deployment of speedbrakes during RTO a standard policy.
81. Can we get relief on a long runway with a light airplane to disarm the auto brakes on an actual
RTO?
<Answer>. Autobrakes may be disarmed at the Captain’s option.
Miscellaneous:
82. The 767/CF6-80C2 ENGINE OIL PRESSURE non-normal checklist advises the flight crew to
shut down the engine if the oil pressure is at or below the red line. Wouldn’t it be prudent to
check both the low pressure indication and the digital pressure indication to verify that a low
pressure condition actually exists?
<Answer>. General Electric and Boeing consider the conservative approach to provide flight crew
guidance in the QRH if either the low oil pressure sensor (which provides the EICAS
alert message and amber ENG OIL PRESS light) or the pressure transmitter (which
provides the oil pressure indication on secondary EICAS engine page) indicate red-line.
As such, General Electric and Boeing provide QRH flight crew guidance if either sensor
(low pressure switch or low pressure transmitter) detects low oil pressure.
2004 Flight Operations Symposium Questions 8/23/2004 10:19 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 14 of 15
83. Is Boeing aware of any fuel tank ruptures on the 757 or 767 airplanes?
<Answer>. No, Boeing has not received any operator reports of tank ruptures on either the 757 or
767.
84. What is the intent of the engine fuel leak procedure? How should the flight crew address a tank
fuel leak?
<Answer>. The engine fuel leak procedure is primarily provided to address an engine fuel leak (a
leak downstream of the engine fuel valve). The flight crew however may not be able to
exactly determine the type of leak. When executing the ENGINE FUEL LEAK
checklist, if the engine is shutdown and the leak continues, it is logical to assume a tank
leak. As such, diverting and landing at the nearest suitable airport is the most prudent
course of action.
85. The flight control check is moving from its current position before engine start to after engine
start. If the flaps are down and there is aileron droop will there be interference?
<Answer>. No, there is no problem doing the flight control check with the flaps extended.
We are moving the 757/767 flight control check to a position after engine start as a result
of an accident investigation, and for standardization purposes. The flight data recorder
does not record parameters prior to engine start so it is not possible to determine if the
flight control check has been accomplished using this data. As most other Boeing models
　
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