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states:
This statement allows the crew to use judgment in determining when to do the
related SMOKE OR FUMES REMOVAL checklist.
While every attempt is made to supply needed non–normal checklists, it is not
possible to develop checklists for all conceivable situations, especially those
involving multiple failures. In some unrelated multiple failure situations, the flight
crew may need to combine the elements of more than one checklist. The captain
must assess the situation and use good judgment to determine the safest course of
action.
There are some situations where the flight crew must land at the nearest suitable
airport. These situations include, but are not limited to, conditions where:
• the non–normal checklist includes the item “Plan to land at the nearest
suitable airport.”
• fire or cabin smoke continues
"Anytime the smoke or fumes becomes the greatest threat, do the
SMOKE OR FUMES REMOVAL checklist."
December 10, 2007
777 Flight Crew Operations Manual
Checklist Instructions -
Non-Normal Checklists
Copyright © The Boeing Company. See title page for details.
D632W001-TBC CI.2.3
• only one AC power source remains (such as a main engine generator,
APU generator, or backup power system [both generators])
• any other situation determined by the flight crew to have a significant
adverse effect on safety if the flight is continued.
It must be stressed that for smoke that continues or a fire that cannot be positively
confirmed to be completely extinguished, the earliest possible descent, landing,
and evacuation must be done.
If a smoke, fire or fumes situation becomes uncontrollable, the flight crew should
consider an immediate landing. Immediate landing implies immediate diversion
to a runway. However, if the smoke, fire or fumes situation is severe enough, the
flight crew should consider an overweight landing, a tailwind landing, an
off-airport landing, or a ditching.
Checklists directing an engine shutdown must be evaluated by the captain to
determine whether an actual shutdown or operation at reduced thrust is the safest
course of action. Consideration must be given to the probable effects of running
the engine at reduced thrust.
There are no non–normal checklists for the loss of an engine indication or
automatic display of the secondary engine indications. Run the engine normally
unless an EICAS alert message shows or a limit is exceeded.
Non–normal checklists also assume:
• During engine start and before takeoff, the associated non–normal
checklist is done if an EICAS alert message is shown or a non-normal
situation is identified. After completion of the checklist, the Dispatch
Deviation Guide or operator equivalent is consulted to determine if
Minimum Equipment List dispatch relief is available.
• System controls are in the normal configuration for the phase of flight
before the start of the non–normal checklist.
• Aural alerts are silenced and the system is reset by the flight crew as soon
as the cause of the alert is recognized.
• The EMERGENCY position of the oxygen regulator is used when needed
to supply positive pressure in the masks and goggles to remove
contaminants. The 100% position of the oxygen regulator is used when
positive pressure is not needed but contamination of the flight deck air
exists. The Normal position of the oxygen regulator is used if prolonged
use is needed and the situation allows. Normal boom microphone
operation is restored when oxygen is no longer in use.
• Indicator lights are tested to verify suspected faults.
December 10, 2007
777 Flight Crew Operations Manual
Checklist Instructions -
Non-Normal Checklists
Copyright © The Boeing Company. See title page for details.
CI.2.4 D632W001-TBC
• In flight, flight crew reset of a tripped circuit breaker is not recommended.
However, a tripped circuit breaker may be reset once, after a short cooling
period (approximately 2 minutes), if in the judgment of the captain, the
situation resulting from the circuit breaker trip has a significant adverse
effect on safety. On the ground, flight crew reset of a tripped circuit
breaker should only be done after maintenance has determined that it is
safe to reset the circuit breaker.
• Flight crew cycling (pulling and resetting) of circuit breakers to clear a
non-normal situation is not recommended, unless directed by a
non-normal checklist.
Each operator is responsible for establishing flight crew procedures in the event
of a system failure after the aircraft has departed the gate or parking area for
　
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