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speeds below 60 knots, use nose wheel/rudder pedal steering, if available, and
differential braking as needed.
Use of Speedbrakes
During a partial gear or gear up landing, speedbrakes should be extended only
after all gear, or the nose or the engine nacelle in the case of a gear that does not
extend, have contacted the runway. Extending the speedbrakes early may
compromise controllability of the airplane.
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.
Some crews or operators may elect to avoid the use of speedbrakes during any
gear disagree event. However, most gear disagree events are the result of an
indicator malfunction rather than an actual gear up condition. If the crew elects to
not use speedbrakes during landing, be aware that stopping distance may rapidly
become critical if all gear remain extended throughout touchdown and rollout.
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.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.22 FCT 777/787 Preliminary (TM)
After Stop
Accomplish an evacuation, if needed.
Gear Disagree 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.
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 needed 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 needed 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.
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) 8.23
During cruise, the typical causes of overspeed events are windshear encounters or
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787机组训练手册Flight Crew Training Manual 787(132)
