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The checklist and aircraft evacuation placard indicate a two-step procedure. The upper portion of the checklist (those steps above the statement “If Evacuation is Confirmed Necessary”) defines the preparation and decision making steps. Duties normally performed by the Captain are listed first, followed by F/O duties. A blank line separates the steps. These steps should be performed essentially simultaneously and by reference to the placard and flow if applicable. The lower portion of the checklist defines the steps to be performed if the Captain has made a decision to evacuate the aircraft. The steps normally performed by the Captain are listed first and the F/O steps printed following a blank line.
Once the aircraft is at a complete stop, the Captain will set the parking brake and call for the Emergency Evacuation Checklist. The Captain should then communicate with whomever he feels may be able to offer information which will aid in the evacuation decision, i.e. ATC, ground vehicles, and cabin crew. The F/O should take the initiative to configure the aircraft and begin the checklist even if the Captain neglects to call for the Evacuation Checklist. These steps are “transparent” to passengers and cabin crew and should not create a potential for an uncommanded evacuation.
While the Captain is making the evacuation decision, the F/O will quickly perform or verify the steps of the checklist down to the statement “If Evacuation is Confirmed Necessary”, by flow and/or reference to the evacuation placard. At this time the checklist should be paused and the F/O should direct his/her attention to the Captain to be ready to proceed with the course of action decided by the Captain. If the Captain decides an evacuation is required, he/she will position the FUEL levers to OFF and order the evacuation by using the PA. When the F/O notes the Captain’s decision by verbal confirmation from the Captain or by observing the evacuation command, he/she will continue the final steps of the checklist by Challenge / Response.
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If the Captain decides not to evacuate the aircraft the F/O will await further direction by the Captain. A “REMAIN SEATED” command and PA announcement to inform and calm the passengers should be given by the Captain or his designee.
Ground Cabin Smoke/Fume Removal Procedure
Malfunctioning air conditioning systems, hot engine starts, or sources external to the aircraft can produce smoke/fumes in the cabin which, while uncomfortable, are not particularly hazardous. If the source of the smoke/fumes is eliminated, these situations can best be resolved by ventilating the aircraft. An emergency evacuation in these situations poses an unnecessary threat to the safety of the customers and crew.
The source of the smoke/fumes must be eliminated either by discontinuing use of the malfunctioning system, or by moving the aircraft away from any external source. Prior to performing the procedure, the Captain must be certain that no additional smoke/fumes will enter the cabin and that the aircraft is off an active runway and stopped.
If the Captain elects to open a portion of the main cabin doors to ventilate the aircraft, the evacuation slides for those doors must be disarmed prior to opening. No more than 50% of the available slides will be disarmed, and no more than 50% of the emergency exits will be opened. On the MD-80, the forward galley door and the aft galley door should be opened for ventilation.
A Cabin crewmember will remain stationed at the opened door to ensure that no egress is attempted. If the EASY VICTOR command is given, the crewmember will close the cabin door, rearm the slide, and proceed with the evacuation. All doors must be closed and slides rearmed prior to taxiing.
PARTIAL OR GEAR UP LANDING PROCEDURE

Note:  This procedure is based on the assumption that all methods to extend landing gear have been unsuccessful. Any landing gear which can be extended should be extended for landing whether on a prepared surface or unprepared surface.
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Excess fuel should be burned off to decrease landing gross weight.

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Consideration should be given to the best suitable airport with adequate runway and fire fighting capability. Foaming the runway is not recommended.

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Coordinate with all ground emergency facilities. For example, the fire trucks normally operate on a common VHF frequency with the aircraft and can advise the crew of aircraft condition during landing.

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Brief crew and passengers on gear up landing and evacuation procedures. Accomplish PLANNED EVACUATION (LAND) CHECKLIST, this section.

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Accomplish normal IN-RANGE, APPROACH, and LANDING checklists.

- - - - - PRIOR TO APPROACH - - - - -
CAWS, SSRS-1, LDG GEAR, CABIN ALT
Circuit Breaker - Lower EPC - P-38 or P-40............................. PULL
GPWS Computer Circuit Breaker - F-20 or F-13...................... PULL
　
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