GENERAL
¡ In case of an "simple" engine failure, i.e. "FLAME-OUT", not followed by a severe damage, there
is NO recall checklist items.
¡ In all cases, FLY THE AIRCRAFT !
TAKEOFF & INITIAL CLIMB
¡ If it happens during takeoff, the ENGINE FAILURE checklist is normally accomplished after the
flaps have been retracted, Maximum Continuous Thrust (MCT) established and conditions
permit.
¡ After liftoff, indicated airspeed and vertical speed are the primary instruments for pitch control.
The initial climb attitude should be adjusted to maintain a minimum of V2 and a positive climb.
To maintain the desired flight path, use HDG SEL/LNAV (as installed) to achieve desired track.
(On later airplanes equipped with AFS, after liftoff use the flight director as the primary pitch
reference, cross checking indicated airspeed and other flight instruments).
¡ The flight director will command a minimum of V2, or the existing speed up to a maximum of
V2 + 20.
¡ Retract the landing gear after attaining a positive rate of climb. The initial climb attitude should
be adjusted to maintain a minimum of V2. If an engine fails at an airspeed between V2 and V2 +
20, climb at the airspeed which the failure occurred. If engine failure occurs above V2 + 20,
increase pitch to reduce airspeed to V2 + 20 and maintain until flap retraction altitude.
¡ In case of an engine fire, recall items must be dealt with as soon as possible. When the airplane
is under control, the gear has been retracted, and a safe altitude has been attained (minimum
400 feet AGL) systematically accomplish the Engine Fire, Severe Damage or Separation recall
action items.
¡ Due to asymmetric thrust considerations, Boeing recommends that the PF retards the thrust
lever while the PNF confirms that the PF has the correct engine. Non-urgent items & cleanup
checklists should be accomplished on a non-interfering basis with other normal duties, after the
flaps have been retracted and conditions permit (normally not below 1,500 feet AGL).
IMMEDIATE TURN AFTER TAKEOFF
¡ Obstacle clearance or departure clearance may require a turn shortly after takeoff. Climb
performance is slightly reduced while turning but is accounted for in the airport analysis.
Maintain V2 to V2 + 20 and takeoff flap setting while maneuvering. Limit bank angle to 15
degrees until V2 + 15 knots (minimum maneuvering speed on speed tape equipped airplanes).
Editor : Copyright Ó Smartcockpit.com / Ludovic ANDRE version 01
Smartcockpit.com BOEING 737 BRIEFINGS Page 2
FLAP RETRACTION ALTITUDE
¡ The minimum altitude for flap retraction with an engine inoperative is 400 feet AGL. During
Boeing training, flap retraction is initiated at 1000 feet AGL.
¡ At engine out flap retraction altitude, decrease pitch attitude to level flight or a slight climb (0-200
FPM). Accelerate and retract flaps on schedule. Selection of flaps up maneuvering speed on
the MCP is recommended for acceleration.
¡ After flap retraction, at flaps up maneuvering speed, select LVL CHG, set maximum continuous
thrust and continue climb to obstacle clearance altitude. After level off, set thrust as required.
NOISE ABATEMENT
¡ When an engine failure occurs after takeoff, noise abatement is no longer a requirement.
REDUCED THRUST
¡ Takeoff thrust reduction is based on a minimum climb gradient that will clear all obstructions with
an engine failure after VI. If reduced thrust is used and an engine failure occurs, based on
performance, it is not necessary to set maximum thrust on the remaining engine. However, if
maximum thrust is desired, thrust on the operating engine may be increased to go-around thrust
to improve performance.
¡ For reduced thrust takeoffs, resetting the operating engine to full thrust provides additional
performance margin. This additional performance margin is not a requirement of the reduced
thrust takeoff certification and its use is at the discretion of the flight crew. It should be noted the
assumed temperature method of computing reduced thrust takeoff performance is always
conservative and provides performance equal to or better than the performance obtained if
actually operating at the assumed temperature.
CRUISE
¡ If it happens during cruise, the aircraft must be able to clear the terrain and reach a suitable
aerodrome. The legal requirement is to clear the obstacles at a vertical distance of at least 1 000
ft above the "suitable aerodrome" the net flight path requires a positive climb gradient during
level flight at an altitude of at least 1500 feet. The required gross path is 1,1 % above the net
flight path (300 ft/min).
· Check MORA/ MOCA and correct it for pressure and temperature deviations from standard :
4 ft / degree C° / 1 000 ft & 30 ft / hPa.
· Calculate estimated en-route weight at high terrain position. Compare the MAX 1ENG
altitude with the MORA / MOCA flight plan altitude.
If the MOCA altitude is higher there are 3 possibilities :
a) to start driftdown procedure;
b) to reduce take-off weight;
c) to re-route
· Again, FLY THE AIRCRAFT !
a) Apply the correct amount of rudder & trim.
b) FMS : select & execute ENGINE OUT
c) Set CON : select CON on TMSP & set N1 at Reference N1.
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· if altitude can be maintained :
- complete the related failure Check List Procedure
- inform ATC . (Check QNH if available)
- determine nearest suitable airport.
- divert to the chosen enroute alternate.
· if altitude cannot be maintained :
- complete the related failure Check List Procedure.
- inform ATC . (Check QNH if available)
- determine the nearest suitable alternate.
- divert to the chosen enroute alternate.
- initiate descent.
· if time is critical
- select MCT and descent at Mach .80 then VMO .
- level off at max. attitude to maintain VMO or FL100 if pressurization failed .
- maintain MCT or VMO .
· if time is not critical
- maintain MCR (Max Cruise) thrust.
- descent at Cruise speed.
- level off at the maximum altitude to maintain LRC speed or FL100 without pressurization.
- maintain LRC speed.
¡ Do not forget the MAYDAY call (X3) on the appropriate frequency !
LOSS OF THRUST ON BOTH ENGINES
¡ Dual engine failure is an emergency situation that demands prompt action regardless of altitude
or airspeed. Failure recognition is of utmost importance in this particular case. In order to see
the difference between the LOSS OF BOTH ENGINE DRIVEN GENERATORS and LOSS OF
THRUST ON BOTH ENGINES or ENGINE FLAME-OUT the N1 indication has to be checked to
determine if the engines are operating or not.
¡ Accomplish LOSS OF THRUST ON BOTH ENGINES recall procedure and establish the
appropriate airspeed to immediately attempt windmill relight. There is a higher probability that a
windmill start will succeed if the restart attempt is made as early as possible (or immediately after
recognizing engine failure) to take advantage of high engine RPM. Use of higher air speeds, and
altitudes below 30,000 feet, will also improve probability of a relight. Loss of thrust at higher
altitudes may require drift down to lower altitude to improve windmill starting capability.
¡ The inflight start envelope defines the region where windmill starts were demonstrated during
certification. It should be noted that this envelope does not define the only areas where a
windmill start may be successful. The dual engine failure procedure is written to ensure flight
crews take advantage of the high RPM at engine failure regardless of altitude or airspeed. A
subsequent APU start may be initiated as soon as practical for electrical power and starter assist
start attempted if the rapid restart does not succeed. Initiate the rapid relight recall procedure
before attempting an APU start for the reasons identified above. If electrical power is restored, do
not confuse the establishment of APU generator power with airplane engine generator power at
idle RPM and advance the thrust lever prematurely
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Smartcockpit.com BOEING 737 BRIEFINGS Page 4
¡ EGT during rapid restart may exceed the limit for one-engine starts. A hung or stalled in-flight
start is normally indicated by stagnant RPM and/or increasing EGT. During start, engines may
accelerate to idle slowly but action should not be taken if RPM is increasing and EGT is not near
or rapidly approaching the limit. Start attempts may be repeated; the chance of success
increases when the aircraft descends to a Lower altitude, so don't give up to early.
¡ Change of controls if necessary : LEFT HAND SEAT !
¡ A MAYDAY call should be made by the pilot in the RH seat.
¡ CABIN ALTITUDE alert may occur during descent.
¡ What are the best indications of a restarting engine ? EGT rising and N2 rising !
DIVERSION STRATEGY FOLLOWING ENGINE FAILURE
¡ Whatever is the one engine inoperative speed assumed in the route specification, the crew is
free to adopt the strategy they consider the most appropriate to the present situation, in case of
diversion
1. The driftdown procedure when obstacle problems exist.
2. The descent without obstacle constraint and cruise at LRC speed.
3. A minimum diversion time procedure which asks for MCT and cruise at or near VMO
DETERMINATION OF THE NEAREST SUITABLE AIRPORT
SUITABILITY IN FLIGHT :
¡ IN FLIGHT, the criteria for suitability of an alternate airport for an airplane which encounters a
situation which necessitates a diversion , are less stringent than the criteria used in the flight
planning phase .
¡ When in flight, the Jeppesen minima are of application.
¡ Basically, a determination must be made that the alternate airport is still open. The weather and
field conditions at the airport still permit an instrument approach to be initiated and a landing
completed using normal minima.
¡ According to the type of failure(s) encountered, an assessment should be made of the airplane
precision approach capabilities and runway length requirements.
¡ However, if the Captain decides to use his emergency prerogatives, he may consider to use
lower minima.
¡ During the course of the flight, the crew should be informed of any significant changes in
conditions at designated enroute alternates .作者: bocome 时间: 2011-7-30 20:16:47