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determine whether an actual shutdown, or operation at reduced thrust, is the safest
course of action. Consideration must be given to probable effects if the engine is
operated at the minimum needed thrust.
There are no non–normal checklists associated with the loss of an engine
indication, or with an automatic display of the secondary engine indications.
Operate the engine normally unless an EICAS message shows or a limit is
exceeded.
Non–normal checklists also assume:
• During engine start and before takeoff, the respective non–normal
checklist is done if an EICAS alert message is shown. Upon completion
of the checklist, the Dispatch Deviations Guide or operator equivalent is
consulted to determine if Minimum Equipment List relief is available
• System controls are in the normal configuration for the phase of flight
before the start of the non–normal checklists
• Aural alerts are silenced and the system 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 evacuate
contaminants. The 100% position of the oxygen regulator is used when
positive pressure is not needed, but contamination of flight deck air exists.
The NORMAL position of the oxygen regulator is used if prolonged use
is needed and the situation allows. Normal boom mic operation is restored
when oxygen use is no longer needed
• Indicator lights are tested to verify suspected faults
• Flight crew reset of a tripped circuit breaker in flight 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. A ground reset of a tripped circuit breaker by the flight
crew 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
non-normal conditions is not recommended unless directed by a
non-normal checklist
December 15, 2006
787 Flight Crew Operations Manual
Checklist Introduction -
Non-Normal Checklists
Copyright © The Boeing Company. See title page for details.
CI.2.4 D615Z003 Boeing Proprietary
Non–Normal Checklist Use
Non–normal checklist use starts when the airplane flight path and configuration
are correctly established. Only a few situations need an immediate response (such
as a stall warning, ground proximity PULL UP and WINDSHEAR warnings, or a
rejected takeoff). Usually, time is available to assess the situation before corrective
action is started. All actions must then be coordinated under the captain's
supervision and done in a deliberate, systematic manner. Flight path control must
never be compromised.
When a non–normal situation occurs, at the direction of the pilot flying, both
crewmembers systematically and without delay do all recall items in their areas of
responsibility.
The pilot flying calls for the checklist when:
• the flight path is in control
• the airplane is not in a critical phase of flight (such as takeoff or landing)
• all recall items are complete.
For those checklists with only recall items or a combination of recall and reference
items, the pilot monitoring first verifies each recall item has been done. The
checklist is normally read aloud during this verification. The pilot flying does not
need to respond except for items not in agreement with the checklist. With the
electronic checklist, there is no need to read aloud or verify items that are
complete (green).
Checklist reference items, including the response or action, and any amplifying
information, are read aloud by the pilot monitoring. Read aloud as much of the
condition statement as needed to verify the selection of the correct checklist.
Information appearing in brackets does not need to be read aloud. The pilot flying
need not repeat these items, but must acknowledge that the items were heard and
understood. Action is taken by the crewmember if the control is in the
crewmember’s area of responsibility. After moving the control, the crewmember
taking the action also states the checklist response.
Both pilots must agree before moving critical controls in flight, such as:
• the thrust lever of a failed engine
• a fuel control switch
• an engine or APU fire switch or cargo fire arming switch
• a generator drive disconnect switch
　
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