757 Flight Crew Training Manual 机组训练手册(23)

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When taxiing on a slippery or contaminated surface, particularly with strong crosswinds, use reduced speeds. Use of differential engine thrust assists in maintaining airplane momentum through the turn. Avoid using large nose wheel steering inputs to correct for skidding. Differential braking may be more effective than nose wheel steering on slippery or contaminated surfaces. If speed is excessive, reduce speed prior to initiating a turn.
Note: A slippery surface is any surface where the braking capability is less than that on a dry surface. Therefore, a surface is considered “slippery” when it is wet or contaminated with ice, standing water, slush, snow or any other deposit that results in reduced braking capability.
During cold weather operations, nose gear steering should be exercised in both directions during taxi. This circulates warm hydraulic fluid through the steering cylinders and minimizes the steering lag caused by low temperatures. If icing conditions are present, use anti-ice as required by operations manual procedures.

During prolonged ground operation, periodic engine run-up should be accomplished to minimize ice build-up. These engine run-ups should be performed as defined in the operations manual.
Engine exhaust may form ice on the ramp and takeoff areas of the runway, or blow snow or slush which may freeze on airplane surfaces. If the taxi route is through slush or standing water in low temperatures, or if precipitation is falling with temperatures below freezing, taxi with flaps up. Extended or prolonged taxi times in heavy snow may necessitate de-icing prior to takeoff.
To reduce the possibility of flap damage after making an approach in icing conditions or landing on a runway covered with snow or slush, do not retract the flaps until the flap area has been checked free of debris by maintenance.
Low Visibility
Pilots need a working knowledge of airport surface lighting, markings, and signs for low visibility taxi operations. Understanding the functions and procedures to be used with stop bar lights, ILS critical area markings, holding points, and low visibility taxi routes is essential to conducting safe operations. Many airports have special procedures for low visibility operations. For example, airports operating under FAA criteria with takeoff and landing minimums below 1200ft (350m) RVR are required to have a low visibility taxi plan.

Taxi - One Engine
Because of additional operational procedural requirements and crew workload, taxiing out for flight with an engine shut down is not recommended. High bypass engines require warm up prior to applying takeoff thrust and cool down prior to shutting down. If the engine has been shut down for several hours, it is desirable to operate at as low a thrust setting as practical for several minutes prior to takeoff.
If taxiing in after landing with an engine shut down, the crew must be aware of systems requirements, (hydraulics, brakes, electrical). If possible, make minimum radius turns in a direction that puts the operating engine on the outside of the turn. In operational environments such as uphill slope, soft asphalt, high gross weights, congested ramp areas, and wet/slippery ramps and taxiways, taxi with both engines operating.

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2
Takeoff Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 Takeoff - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 Thrust Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3Initiating Takeoff Roll  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4Rotation and Liftoff - All Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7Effect of Rotation Speed and Pitch Rate on Liftoff . . . . . . . . . . . . . . 3.9Center-Of-Gravity (C.G.) Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.10

Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11
Takeoff Crosswind Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.11 Directional Control  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12 Wind Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12 Rotation and Takeoff  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12 Gusty Wind and Strong Crosswind Conditions . . . . . . . . . . . . . . . . 3.12

Reduced Thrust Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13
Assumed Temperature Method (ATM) . . . . . . . . . . . . . . . . . . . . . . 3.13 Fixed Derate (As Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14
　
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