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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.
pilot
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B737 NG BRIEFINGS
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 L030104.ATM is available in the Emergency section of the Jeppesen manual (page EE-21) and is
reproduced below:
ACTION BY PILOT IN-COMMAND:
1. When an aircraft operated as a controlled flight experiences sudden
decompression or a (similar) malfunction requiring an emergency descent, the
aircraft shall, if able:
a. Initiate a turn away from the assigned route or track before commencing
the emergency descent;
b. Advise the appropriate air traffic control unit as soon as possible of
the emergency descent;
c. Set transponder Code to 7700 and select to Emergency Mode on the
Automatic on the automatic dependent surveillance/controller-pilot data
link communications (ADS/CPDLC) system if applicable;
d. Turn on exterior lights;
e. Watch for conflicting traffic both visually and by reference to ACAS (if
equipped) and
f. Coordinate its further intentions with the appropriate ATC unit.
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.
Copyright 2008 - SmartCockpit.com
Revision 05 (JAN.08)
B737NG BRIEFINGS
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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.
TWO DIFFERENT VIEWS FOR THE SAME POSITION
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.
Copyright 2008 - SmartCockpit.com
Revision 05 (JAN.08)
B737NG BRIEFINGS
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EMERGENCY DESCENT
REMARKS
- Monitor TCAS
- Call EMERGENCY DESCENT
RECALL ITEMS COMPLETE
8 - Set QNH
- Call TWO TO GO
and ONE TO GO
LEVEL OFF
3
4
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CAPTAIN
FIRST OFFICER
- Reply when appropriate: I HAVE
ATC AND CONTROL
REMARKS
- Both pilots have to evaluate the situation: if
pressurization is restored, continue manual
operation. Emergency descent may be
terminated if cabin altitude is controllable.
If aircraft is depressurized, remember to
descend at a low rate of decent (500 ft/min for
optimum passenger comfort) when diverting to
the appropriate airfield.
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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 forget to take into account cold temperature altitude corrections when doing an emergency
descent in a mountainous area.
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