ManManual reverual reversiosion n meameans ns thathat t botboth h hyhydradrauliulic c syssystemtems s A A & & B B are are inoinoperperatiative: the ve: the ailaileroerons ns andand ele
elevatvator are or are concontrotrollelled d manmanualually. ly. A A notnoticeiceablable e deadead d banband d wilwill l be be obsobserverved in ed in botboth h of of thethesese controls
controls therefore trim the aircraft slightly nose up and keep a lightherefore trim the aircraft slightly nose up and keep a light forward pressure on stickt forward pressure on stick..
There is dedicated Check-List in the Boeing QRH:There is dedicated Check-List in the Boeing QRH:
When moving FLT CONTROL switches to STBY RUD, closely observe that Systems A & B LOW When moving FLT CONTROL switches to STBY RUD, closely observe that Systems A & B LOW PRESSURE
PRESSURE switches amber light extinguish and Standby Hswitches amber light extinguish and Standby Hydraulic LOW QUydraulic LOW QUANTITY amber lightANTITY amber light does not illuminate (it will normally illuminate momentarily then will extinguish). If light is illuminated, does not illuminate (it will normally illuminate momentarily then will extinguish). If light is illuminated, Standby hydraulic system is inoperative: Rudder control inoperative + both reversers inoperative. Standby hydraulic system is inoperative: Rudder control inoperative + both reversers inoperative.
Version01(Nov.06) Page 2 Copyright 2006 SmartCock it.com
MANUAL REVERSION SYSTEMS SUMMARY
AUTOFLIGHT No Autopilot.
Both thrust reversers have standby pressure but they will operate slowly. Possible illumination of the Standby Hydraulic
LOW QUANTITYamber light during landing roll.
- Alternate Flaps Extension (Flaps 15°take approx. 2 minutes) - Asymmetry protection INOP
- Manual & Electric trim available
- Ground & Flight spoilers INOP (limit bank angle 20°& aircraft has tendency to float or bounce back)
- Yaw damper has standby hydraulic pressure (Yaw damper switch back to ON)
- Rudder has standby hydraulic power (still very effective)* - Aileron trim INOP
LANDING GEAR - Manual Gear Extension (landing gear cannot be retracted) - Nose wheel steering INOP
- Autobrakes INOP but Antiskid OK. - Brakes have accumulator pressure only
*The B737NG is equipped with a special feature called WTRIS or Wheel To Rudder Interconnection System. The purpose of WTRIS is to improve handling qualities during manual reversion flight. The WTRIS function is provided by the SMYD computer, which commands a small amount of standby rudder deflection (up to 2.5 degrees) when it senses a control wheel input.
The pilot can override the WTRIS input using either the rudder pedals or trim inputs. Rudder movements due to WTRIS do not displace the rudder pedals and is not shown on the yaw damper Indicator. WTRIS is available only when both FLT CONTROL switches are positioned to STBY RUD and the YAW DAMPER switch has been reset to ON. WTRIS is capable of operation from takeoff through landing rollout. Rudder pedals will not move during WTRIS Operation.
Always check : - type of brakes - type of engines Always check : - runway status - braking action
Perform calculations with specific adjustments (landing weight, wind, slope, approach speed)
Version01(Nov.06) Page 4 Copyright 2006 SmartCock it.com
Declare a MAYDAY.
Prepare cabin emergency evacuation.
Reduce landing weight to practical minimum.
In case of holding, request if possible leg of 10 NM minimum.
Complete all checklists in holding and leave the holding in landing configuration.
If possible take a runway with minimum crosswind because the crosswind capability of the aircraft is greatly reduced.
Plan a Flaps 15 landing.
Fly a long straight-in approach (ask 15 NM at least)
Keep thrust changes small and slow to allow for pitch trim changes
Trim slightly nose up and a light forward pressure held on the control column to minimize the effects of the elevator dead band.
Anticipate the airplane will tend to pitch down as thrust is reduced for touchdown
To help reduce the pitch down tendency, trim slightly nose up on approach and initiate the flare at a higher than normal altitude. Although trimming during the flare is not normally recommended, the high control column forces required during landing in this situation can be reduced by adding a small amount of nose up trim during the flare.
Landing configuration and approach airspeed should be established on the runway centerline so that only a slight reduction in thrust is required to achieve the landing profile.
If a go-around is required, apply thrust smoothly and in coordination with stabilizer trim. Rapid thrust application results in nose-up pitch forces. (Go-around with Flaps 15 and Gear down)
If a diversion is required, retract Trailing Edge Flaps to UP but Leading Edge devices will stay extended.
Max speed = 230 kt for B737-600/700 and 230 kt for B737-800/900 Max altitude = 20, 000 ft
Total Fuel penalty = [extra 50% for gear down] + [extra 10% Leading Edge Devices extended] Apply steady brake pressure on touchdown since only accumulator pressure is available.
The Pilot Monitoring (PM) will check Brake Accumulator pressure readings during landing roll. The last 800-1000 Psi is precharge pressure that can not be used for braking.
Do not overcontrol the rudder which is powered by the standby hydraulic system.
Do not rush
Do not make a flat approach.
Do not make an overweight landing.
Do not apply excessive forward pressure to the control column on touchdown. Excessive forward pressure without the speedbrakes deployed can result in less weight on the main gear and reduced braking capability.
Do not attempt to taxi the airplane after stopping because the accumulator pressure may be depleted or close to being depleted.