Some will, some won't, I imagine. Only thing I've found available to flight crews is a training publication for the 777 where's it's discussed, but nothing necessarily procedural in a formal manner
Which is too bad, because structural damage can happen to any aircraft, for any reason; not just something that happens in combat or being shot at or not. But the 777 training publication had it under "Situations beyond the scope of non-normal checklists" section, which presented it not as a procedure, but as a guideline or conventional wisdom; where judgement, airmanship, and experience play large parts. Good stuff, don't know why it's not part of normal training, as every pilot should be made aware of this kind of information. Stating, in part:
"Damage Assessment and Airplane Handling Evaluation
Unless circumstances such as imminent airplane breakup or loss of control dictate otherwise, the crew should take time to assess the effects of the damage and/or conditions before attempting to land. Make configuration and airspeed changes slowly until a damage assessment and airplane handling evaluation have been done and it is certain that lower airspeeds can be safely used. In addition, limit bank angle to 15° and avoid large or rapid changes in engine thrust and airspeed that might adversely affect controllability. If possible, conduct the damage assessment and handling evaluation at an altitude that provides a safe margin for recovery should flight path control be inadvertently compromised. It is necessary for the flight crew to use good judgment in consideration of the existing conditions and circumstances to determine an appropriate altitude for this evaluation.
The evaluation should start with an examination of flight deck indications to assess damage. Consideration should be given to the potential cumulative effect of the damage. A thorough understanding of airplane systems operation can greatly facilitate this task. If structural damage is suspected, attempt to assess the magnitude of the damage by direct visual observation from the flight deck and/or passenger cabin. While only a small portion of the airplane is visible to the flight crew from the flight deck, any visual observation data can be used to gain maximum knowledge of airplane configuration and status and can be valuable in determining subsequent actions.
The flight crew should consider contacting the company to inform them of the situation and use them as a potential source of information. In addition to current and forecast weather, and airfield conditions, it may be possible to obtain technical information and recommendations from expert sources. These expert sources are
available from within the company as well as from Boeing.
If controllability is in question, consider performing a check of the airplane handling characteristics. The purpose of this check is to determine minimum safe speeds and the appropriate configuration for landing. If flap damage has occurred, prior to accomplishing this check, consider the possible effects on airplane control should an asymmetrical condition occur if flap position is changed. Accomplish this check by slowly and methodically reducing speed and lowering the flaps. Lower the landing gear only if available thrust allows. As a starting point, use the flap/speed schedule as directed in the appropriate NNC. If stick shaker or initial stall buffet are encountered at or before reaching the associated flap speed, or if a rapid increase in wheel deflection and full rudder deflection are necessary to maintain wings level, increase speed to a safe level and consider this speed to be the minimum approach speed for the established configuration.
After the damage assessment and handling characteristics are evaluated, the crew should formulate a sequential plan for the completion of the flight. If the airplane is very difficult to control, as a last resort consider disconnecting the primary flight control computers. Once disconnected, leave them disconnected for the remainder of the flight unless the disconnect makes the situation worse.
If airplane performance is a concern, use of the alternate flap or gear extension systems may dictate that the check of airplane handling characteristics be done during the actual approach. Configuration changes made by the alternate systems may not be reversible. The crew must exercise extreme caution on final approach with special emphasis on minimum safe speeds and proper airplane configuration. If asymmetrical thrust is being used for roll control or pitch authority is limited, plan to leave thrust on until touchdown."
