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• items that enhance safety of flight and are not monitored by an alerting
system (for example autobrakes), or
• during shutdown and secure, items that could result in injury to personnel
or damage to equipment if not done.
Checklist Construction
When a checklist challenge does not end with “switch or lever”, then the challenge
refers to system status. For example, “Landing Gear...Down”, refers to the status
of the landing gear, not just the position of the lever.
When a checklist challenge ends with “switch or lever”, then the challenge refers
to the position of the switch or lever. For example, “Engine start
levers...CUTOFF” refers to the position of the levers.
June 3, 2005
737 Flight Crew Operations Manual
Checklist Introduction Chapter CI
Non-Normal Checklists Section 2
Copyright © The Boeing Company. See title page for details.
 CI.2.1
CI.2 Checklist Introduction-Non-Normal Checklists Introduction
The Non-Normal Checklists chapter contains checklists used by the flight crew to
cope with non–normal situations. The checklists are grouped in logical sections
which match the system description chapters in Volume 2. The checklists are in
alphabetical order in each section.
Most checklists correspond to a Master Caution and System Annunciator light.
The Master Caution and System Annunciator indicate a failure condition and are
the cues to select and do the checklist.
Checklists without a Master Caution and System Annunciator light (such as
DITCHING) are called unannunciated checklists. All unannunciated checklists
are found in the first section of the Non–Normal Checklists chapter. Some
unannunciated checklists also appear in the respective systems section (such as
ENGINE FUEL LEAK in the Fuel section).
A condition statement is given for all non-normal checklists. The condition
statement briefly describes the condition which caused the Master Caution to
illuminate. Unannunciated checklists also have condition statements to help in
understanding the reason for the checklist.
Checklists can have both recall and reference items. Recall items are critical steps
that must be done from memory and are placed within a box. Reference items are
actions to be done while reading the checklist. In the Table of Contents for each
non-normal checklist section, the titles of checklists containing memory items are
printed in bold type.
Some amplified information is included in brackets [ ] in the printed non–normal
checklist when the reason for an item is not obvious.
Non-Normal Checklist Operation
Non–normal checklists start with steps to correct the situation or condition.
Information for planning the rest of the flight is included. When special items are
needed to configure the airplane for landing, the items are deferred to the
Approach or Landing checklist. Flight patterns for some non–normal situations
are located in the Maneuvers chapter and show the sequence of configuration
changes.
June 3, 2005
737 Flight Crew Operations Manual
Checklist Introduction -
Non-Normal Checklists
Copyright © The Boeing Company. See title page for details.
CI.2.2
While every attempt is made to provide 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 combine elements of more than one checklist or exercise judgment to
determine the safest course of action. The captain must assess the situation and use
good judgment to determine the safest course of action.
There are some situations where the crew must always land at the nearest suitable
airport. These situations include, but are not limited to, conditions where:
• the non–normal checklist has the words “Plan to land at the nearest
suitable airport”
• cabin smoke or fire persists
• one main AC power source remains (such as engine or APU generator)
• one hydraulic system remains (the standby system is considered a
hydraulic system)
• any other situation determined by the crew to have a significant adverse
effect on safety if the flight is continued
It must be stressed that for persistent smoke or a fire that cannot be positively
confirmed to be completely extinguished, the earliest possible descent, landing,
and passenger evacuation must be done.
Checklists prescribing an engine shutdown must be evaluated by the captain to
determine whether an actual shutdown or operation at reduced thrust is the safest
　
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