Communications
Establish flight deck communications as soon as possible. This may require use of the flight deck interphone system or, in extreme cases of high noise levels, hand signals and gestures in order to communicate effectively.
Declare an emergency with Air Traffic Control (ATC) to assure priority handling and emergency services upon landing. Formulate an initial plan of action and inform ATC. If possible, request a discrete radio frequency to minimize distractions and frequency changes. If unable to establish radio communication with ATC, squawk 7700 and proceed as circumstances dictate.
Communications with the cabin crew and with company ground stations are important, but should be accomplished as time permits. If an immediate landing is required, inform the cabin crew as soon as possible.

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. Use caution when reducing airspeed to lower flaps. Make configuration and airspeed changes slowly until a damage and controllability assessment has been accomplished and it is certain that lower airspeeds can be safely used. In addition, limit bank angle to 15 degrees and avoid large or rapid changes in engine thrust and/or airspeed. If possible, conduct this 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 judgement in consideration of the existing conditions and circumstances to determine an appropriate altitude for this evaluation.
The assessment 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 could be used to gain maximum knowledge of airplane configuration and status and could be valuable in determining subsequent actions.
Copyright . The Boeing Company. See title page for details.
October 31, 2003 FCT 757 (TM) 8.25

The flight crew should consider contacting the company to both inform them of the situation and as a potential source of useful 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 appropriate configuration for landing. Limit bank to 15 degrees and avoid rapid thrust and airspeed changes which might adversely affect controllability. 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 gear only if available thrust permits.
As a starting point, use the flap/speed schedule as directed in the appropriate non-normal checklist. 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.
If airplane performance is a concern, use of the alternate flap or gear extension systems may dictate that the configuration portion of this check be accomplished in conjunction with 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.
After the damage assessment and handling characteristics are evaluated, the crew should formulate a sequential plan for the completion of the flight.
Approach and Landing
The following items should be considered when selecting an airport for landing:
. 
weather conditions (VMC preferred)

. 
enroute time

. 
length of runway available (longest possible runway preferred, wind
permitting)

. 
emergency services available

.
flight crew familiarity
. other factors dictated by the specific situation.
　
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