Non-Normal Situation Guidelines
When a non-normal situation occurs, the following guidelines apply:
.  
NON-NORMAL RECOGNITION: The crewmember recognizing the
malfunction calls it out clearly and precisely

.  
MAINTAIN AIRPLANE CONTROL: It is mandatory that the Pilot
Flying (PF) fly the airplane while the Pilot Monitoring (PM)
accomplishes the NNC. Maximum use of the autoflight system is
recommended to reduce crew workload

.  
ANALYZE THE SITUATION: NNCs should be accomplished only after the malfunctioning system has been positively identified. Review all caution and warning lights to positively identify the malfunctioning system(s)

Note:  Pilots should don oxygen masks and establish communications anytime oxygen deprivation or air contamination is suspected, even though an associated warning has not occurred.

737 Flight Crew Training  Manual
.  
TAKE THE PROPER ACTION: Although many in-flight non-normal
situations require immediate corrective action, difficulties can be
compounded by the rate the PF issues commands and the speed of
execution by the PM. Commands must be clear and concise, allowing
time for acknowledgment of each command prior to issuing further
commands. The PF must exercise positive control by allowing time for
acknowledgment and execution. The other crewmembers must be certain
their reports to the PF are clear and concise, neither exaggerating nor
understating the nature of the non-normal situation. This eliminates
confusion and ensures efficient, effective, and expeditious handling of the
non-normal situation

.  
EVALUATE THE NEED TO LAND: If the NNC directs the crew to land
at the nearest suitable airport, or if the situation is so identified in the
QRH section CI.2, (Checklist Introduction, Non-Normal Checklists),
diversion to the nearest airport where a safe landing can be accomplished
is required. If the NNC or the Checklist Introduction do not direct landing
at the nearest suitable airport, the pilot must determine if continued flight
to destination may compromise safety.

Troubleshooting
Troubleshooting can be defined as taking steps beyond the published checklist in an effort to improve or correct a non-normal condition. Examples of this are:
.  
attempting to reset a system, or cycling a circuit breaker when not
prescribed by the NNC

.  
using maintenance-level information to dictate crew actions

.  
use of switches and controls intended only for maintenance.

Troubleshooting is rarely helpful and has caused further loss of system function or failure, and in some cases, accidents and incidents. The crew should consider additional actions beyond the checklist only when completion of the published checklist steps clearly result in an unacceptable situation. In the case of airplane controllability problems when a safe landing is considered unlikely, airplane handling evaluations with gear, flaps or speedbrakes extended may be appropriate. Also, attempting to free jammed flight controls should only be attempted if the airplane cannot be safely landed with the existing condition and then, according to the NNC to the extent possible.
Crew distraction, caused by preoccupation with troubleshooting, has been a key factor in fuel starvation and CFIT accidents. Boeing recommends completion of the NNC as published whenever possible, in particular for flight control malfunctions that are addressed by a NNC. Guidance for situations beyond the scope of the non-normal checklist is provided later in this chapter.
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual

Approach and Landing
When a non-normal situation occurs, a rushed approach can often complicate the situation. Unless circumstances require an immediate landing, complete all corrective actions before beginning the final approach.
For some non-normal conditions, the possibility of higher airspeed on approach, longer landing distance, a different flare picture or a different landing technique should be considered.
Plan an extended straight-in approach with time allocated for the completion of any lengthy NNC steps such as the use of alternate flap or landing gear extension systems. Arm autobrakes and speedbrakes unless precluded by the NNC.
Note:  The use of autobrakes is recommended because maximum autobraking may be more effective than maximum manual braking due to timely application upon touchdown and symmetrical braking. However, the Advisory Information in the PI chapter of the QRH provides Non-normal Configuration Landing Distance data based upon the use of maximum manual braking. When used properly, maximum manual braking provides the shortest stopping distance.
　
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