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B737-Emergency Descent Rev 05
B737-Emergency Descent Rev 05
EMERGENCY DESCENT
• This maneuver is designed to bring the airplane down smoothly to a safe altitude, in the minimum
time, with the least possible passenger discomfort.
• Bear in mind that “Special Procedures For In-Flight Contingencies (Emergency Descent
Procedures)” are officially requested by a specific ICAO document, applicable in Europe. The Ref
ICAO DOC 7030 – Proposal EUR/NAT – S 01/29 – EUR RAC/11 approved T13/4 E – RQ – L03-
0104.ATM is available in the Emergency section of the Jeppesen manual (page EE-21) and is
reproduced below:
2. The aircraft shall not descend below the lowest published minimum altitude
which will provide a minimum vertical clearance of 300 meters (1000 feet) or
in designated mountainous terrain 600 meters (2000 feet) above all obstacles
located in the area specified.
• It is recommended to use the CTR mode of the EFIS panel to better spot potential conflicting
traffics all around position while starting emergency descent. The advantage of using CTR mode
instead of EXPANDED mode is to have a 360 degree spotting, as shown below.
• An emergency descent could be exceptionally flown manually even though this scenario is not
recommended by Boeing. In this case:
The entry may be accomplished on heading or a turn may be made to clear the airway or
controlled track. However, since extending the speedbrakes initially reduces the maneuver
margin, it is recommended that turns not be initiated until the airplane is established in the
descent.
Boeing does not specify any specific duty in its FCTM and prefers to give generic information:
- disconnect the autothrottles and retard thrust levers to idle.
- Smoothly extend the Speedbrakes
- Disconnect the autopilot
- Smoothly lower the nose to initial descent attitude (approximately 10 degrees nose down).
- About 10 knots before reaching target speed, slowly raise the pitch attitude to maintain target
speed.
- Keep the airplane in trim at all times.
- If MMO/VMO is inadvertently exceeded, change pitch smoothly to decrease speed.
- Approaching level off altitude, smoothly adjust pitch attitude to reduce rate of descent.
- The speedbrake lever should be returned to the down detent when approaching the desired
level off altitude. After reaching level flight add thrust to maintain long range cruise or 300
knots.
Note: Control Wheel Steering – CWS (if installed) may be used to reduce pilot workload.
Follow the manually flown procedure but instead of disengaging the autopilot, engage CWS.
EMERGENCY DESCENT
- Announce: “YOU HAVE ATC AND CONTROL” - Reply when appropriate: “I HAVE - Both pilots have to evaluate the situation: if
ATC AND CONTROL” pressurization is restored, continue manual
1 - Remove headset (around neck) operation. Emergency descent may be
terminated if cabin altitude is controllable.
2 - Remove oxygen mask If aircraft is depressurized, remember to
descend at a low rate of decent (500 ft/min for
3 - Press to reset oxygen mask, put it on the optimum passenger comfort) when diverting to
ground and put headset on the appropriate airfield.
4 - Switch to BOOM on ASP
5 - Establish communication with F/O
- Determine new course of action based on weather, “NUMBER 1 TO THE FLIGHT DECK
oxygen, fuel remaining, system status, medical - Obtain a new ATC clearance. IMMEDIATELY” indicates an emergency and
condition of crew and passengers and available the CSS will immediately go to the cabin
airports. interphone and ask the Captain for NITS.
- Complete NNC.
The Captain at this time may decide to unlock
- Announce over the PA “NUMBER 1 TO THE the flight deck door and allow the CSS to
FLIGHT DECK IMMEDIATELY”. enter the flight deck for the NITS drill or he
may decide to keep the door locked and
- When in contact with CSS initiate NITS drill by continue all communication via the
saying “THIS IS A NITS DRILL PLEASE LISTEN interphone. This is at Captain’s discretion.
CAREFULLY”.
In conducting the NITS, the Captain shall
clearly state the individual components of the
drill, i.e.
- Make PA announcement to PAX, when time The CSS will acknowledge the Captain’s
permits. briefing by repeating back the NITS given and
must ask for clarification on anything not
understood or omitted.
• Avoid high maneuvering loads. If structural integrity is suspected, remember that use of
speedbrakes at speeds in excess of 320 kts could result in a severe vibration which, in turn, could
cause extreme damage to the horizontal stabilizer.
• Do not be distracted from flying the aircraft.
• Use of the V/S mode is not recommended.
• Do not forget to take into account cold temperature altitude corrections when doing an emergency
descent in a mountainous area.