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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 when operating in any flight control
mode other than normal. 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
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) 8.29
• 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
• 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.
Fuel jettison should be a primary consideration if airplane performance appears to
be critical. In certain cases, this may also have a positive effect on lateral
controllability.
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.
October 31, 2006
777/787 Flight Crew Training Manual
Non-Normal Operations
Copyright © The Boeing Company. See title page for details.
8.30 FCT 777/787 Preliminary (TM)
Unusual events adversely affecting airplane handling characteristics while
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787机组训练手册Flight Crew Training Manual 787(136)
