Associated REVERSER ACCUM SHUTOFF Circuit Breaker (S28 or T28).......................... PULL FOR 3 SECONDS AND RESET
IF Aircraft is Buffeting or Yawing (Reverser Deployed):

FUEL Lever (Affected Engine).............................................OFF

Refer to ENGINE INFLIGHT SHUTDOWN checklist. Go-around on approach is not recommended due to extra drage of deployed
OR
reverser.
* * * *

IF Aircraft Behavior is Normal (Reverser Stowed): Adjust throttles as required. Monitor engine operation.
* * * *
INTENTIONALLY LEFT BLANK

TWO ENGINE FLAMEOUT CHECKLIST

IMMEDIATE ACTION 
EMER PWR Switch...................................................................ON ENG IGN Switch ................................................................. OVRD 

SECONDARY ACTION
CABIN ALT Control Lever..................................MANUAL (DOWN)

IF Aircraft Altitude is Above 10,000 Feet MSL:
Outflow Valve Position Indicator........................ VALVE CLOSE
Oxygen Masks, Regulators............................................ ON, 100%
Airspeed ...............................................MINIMUM MANEUVERING

(NOT LESS THAN 170 KIAS)
Throttles ....................................................................................... IDLE
ENG Anti-Ice Switches ....................................................................ON
BATT Switch.............................................................. ON & LOCKED
START PUMP Switch......................................................................ON
Fuel Boost Pump Switches ...................................................... ALL ON
GEN Switches................................................................................. OFF
ENG HYD PUMP Switches ........................................................... OFF
FUEL Levers....................................................................................ON
FUEL X-FEED Lever .................................................................... OFF

IF Neither Engine Starts:
Note:  If two engine flameout was caused by fuel starvation in left and right main tanks with fuel in center wing tank, optimum attitude for scavenging fuel out of the right main tank for APU or right engine is 0. pitch and 1.5. right wing up.
APU MASTER Switch ................................... START, RELEASE

Note:  Attempt APU start regardless of altitude and airspeed.
(Continued)
IF  APU Starts: L And R APU BUS Switches............................................ON AUX & TRANS HYD PUMP Switches............................ ON
Continue engine start attempts.
IF One or Both Engines Start:

GEN Switch (Operating Engines)........................................... ON
ENG HYD PUMP Switch (Operating Engines) ...................... HI
AUX & TRANS HYD PUMP Switches .................................. ON
CABIN ALT Control Lever ...................................... AUTO (UP)
START PUMP Switch........................................................... OFF
ENG Anti-Ice Switches ...................................... AS REQUIRED

OR
ENG IGN Switch................................................ AS REQUIRED

Note:  Continue engine and/or APU start attempts until at least two are running.
Land at nearest suitable airport. Refer to ENGINE FAILURE and ONE ENGINE INOPERATIVE APPROACH AND LANDING
checklist, this section, if required.
* * * *

IF  Neither Engine Starts:
ENG HYD PUMP Switches ..................................................... HI

Continue glide at minimum maneuver speed for configuration. Keep track of altitude and time to go prior to landing. Notify ATC and consider their recommendations in choosing a landing point.
Continue attempts to start an engine or the APU as long as possible without jeopardizing the landing.
Direct Flight Attendants to prepare for crash landing and estimate time remaining.
Depressurize cabin manually and lock cabin alt control wheel in the full aft (open) position prior to landing.
(Continued)
Optimum configuration for final approach will be gear down (gear up for ditching) and flaps 28. with an airspeed of 28./LND VREF plus 30 to 40 KIAS. Establish this configuration and speed early enough to become familiar with the descent rate. Adjust flight path to the touchdown location as required to maintain the airspeed/descent rate. Airspeed should be 28./LND VREF plus 30 to 40 KIAS all the way down to the landing spot. The excess airspeed will be used to arrest descent rate during roundout prior to touchdown.
Refer to EMERGENCY (OFF RUNWAY) LANDING CHECKLIST or DITCHING CHECKLIST, this section, if time permits.
　
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