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Preface
This chapter describes pilot techniques associated with accomplishing selected Non-Normal Checklists (NNCs). Aircrews are expected to accomplish NNCs listed in the QRH. These checklists ensure maximum safety until appropriate actions are completed and a safe landing is accomplished. Techniques discussed in this chapter minimize workload, improve crew coordination, enhance safety, and provide a basis for standardization. A thorough review of the QRH section CI.2, (Checklist Introduction), is an important prerequisite to understanding this chapter.

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

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MAINTAIN AIRPLANE CONTROL: It is mandatory for one pilot to fly
the airplane while the non-flying pilot accomplishes the non-normal
checklist. 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

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.

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TAKE THE PROPER ACTION: Although many in-flight non-normal
situations require immediate corrective action, difficulties can be
compounded by the rate the pilot flying issues commands and speed of
execution by the non-flying pilot. Commands must be clear and concise,
allowing time for acknowledgment of each command prior to issuing
further instructions. The pilot flying must exercise positive control by
allowing time for acknowledgment and execution. The other
crewmembers must be certain their reports to the pilot flying 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, diversion to the nearest airport where a safe
landing can be accomplished is required. If the NNC does not direct
landing at the nearest suitable airport, the pilot must determine if
continued flight to destination is a compromise to safety.

Landing at the Nearest Suitable Airport
“Plan to land at the nearest suitable airport” is a phrase used in Boeing Operations
Manuals. This section explains the basis for that statement and how it is applied. In a non-normal situation, the pilot-in-command, having the authority and responsibility for operation and safety of the flight, must make the decision to continue the flight as planned or divert. In an emergency situation, this authority may include necessary deviations from any rule to meet the emergency. In all cases the pilot-in-command is expected to take a safe course of action.
Boeing assists flight crews in the decision making process by indicating in the Quick Reference Handbook (QRH) the situations where “landing at the nearest suitable airport” is required. These situations are indicated in the Checklist Introduction or the individual checklists.
The rules regarding an engine failure are specific. The FARs specify that the pilot-in-command of a twin engine airplane that has an engine failure or engine shutdown shall land at the nearest suitable airport at which a safe landing can be made.
Note: If the pilot-in-command lands at an airport other than the nearest suitable
airport, in point of time, the FARs require a written report from the airline
stating the reasons for determining that the selection of an airport, other
than the nearest airport, was as safe a course of action as landing at the
nearest suitable airport.
A suitable airport is defined by the operating authority for the operator by guidance material, but in general must have adequate facilities and meet certain minimum weather and field conditions. If required to divert to the nearest suitable airport (twin engine airplane with engine failure), the guidance material also typically specifies the pilot should select the nearest suitable airport “in point of time” or “in terms of time.” In selecting the nearest suitable airport, the pilot-in-command should consider the suitability of nearby airports in terms of facilities and weather and their proximity to the airplane position. The pilot-in-command may determine, based on the nature of the situation and an examination of the relevant factors, that the safest course of action is to divert to a more distant airport than the nearest airport. For example, there is not necessarily a requirement to spiral down to the airport nearest the airplane's present position if, in the judgment of the pilot-in-command, it would require equal or less time to continue to another nearby airport.
　
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