AAM

EVENT
Recognition
QUICK LOOP
OM-A 8.3.0.10, pg.172
NON-NORMAL RECOGNITION
EICAS - APU OFF (Dark Cockpit)
Diversion
USE ALL AVAILABLE RESOURCES - P urser (stop boarding)
FMA - ATT TERR - WX - SAFE
- P ax (PA) EK BOEING
If a flight is required to divert from the planned destination for any reason, a diversion shall be made to the most
- EICAS
S
P AVIATE A NAVIGATE - Engines - E ngineer (new GPU/ APU repair) operationally suitable alternate airfield. Whenever practicable, the choice of diversion airfield should be
E
E
A/P - A/T ON L
T
Going Where? ASSESS - Fuel Qty
- Cabin Altitude
- C hecklist
ANC FLY discussed with the duty VPNC.
D - ATC Info
-STOP Climb/ Taxi? -Immediate Diversion?
What’s the Problem? - RWY change (PFMB*) *PFMB = “Pilot Flying Must Brief” When a diversion is anticipated, the Commander should consider the following factors regarding the suitability
-Drift Down? -Contingency Procedure?
-Rapid Descent? -Hold? - Company Info P erformance = OPT and choice of the alternate airfield:
- CREW & PAX info F MC
IDENTIFY & CONFIRM PROBLEM
M CP
Assess ANALYSE a. Weather
B riefing
F laps
T rim b. Fuel

TAKE ACTION
c. Ground handling facilities
Action

INITIAL STATEMENT TIME CRITICAL

Required
d. Apron parking space
- F/O Bomb, Fire, Low Time
- ATC
Fuel, N e. Performance limitations
COMM - ENGINEER
- PURSER Structural Available
- PAX
Demage • EVALUATE THE NEED TO The Commander shall ensure that passengers are informed of the reasons for the diversion. This task may be
MANAGE Evaluate the need to Land LAND: If the NNC directs the
delegated to the Purser.
crew to plan to land at the nearest
suitable airport, or if the situation If a diversion is initiated, the crew shall ensure that an ACARS diversion report is transmitted from the aircraft at
Y
is so identified in the QRH*
the earliest opportunity.
section CI.2, (Checklist
NO NEED* Instructions, Non-Normal
MEMORY ITEMS
(Continue to Destination) Checklists), diversion to the
- Immediate Diversion? nearest airport where a safe OM-A 8.3.0.13.1, pg. 183
W landing can be accomplished is
W LAND AT NEAREST SUITABLE AIRPORT* required. If the NNC or the
ACTION (considering a SAFE landing)
Checklist Instructions do not
Continuation Policy after engine failure
P
P direct landing at the nearest
NNC
C suitable airport, the pilot must Continuation Policy for Two Engine Aircraft
Divert to a suitable airport determine if continued flight to
REVIEW EICAS destination may compromise a. Should an engine fail inflight or is shutdown as a precautionary measure, the Commander shall notify
safety. ATC giving all relevant information and actions intended.
NORMAL CL
AFTER TAKEOFF
Communicate to
b. The Commander shall divert to the nearest suitable airport that is considered to be safe and operationally
SETUP Suitable Airport (safe landing)
- FUEL acceptable, and in accordance with the diversion policy O refer to 8.3.0.10
R
- WX / APP / Lights
E - Performance: LDG + GA% c. If two or more suitable airports are available, the nearest airport in terms of flight time should be
A WHO can help? HANDOVER CONTROL TO F/O WHAT can help? PLANNING considered.
(Complexity)
S - PILOTS - MEL
S Pilots - ATC EVALUATE THE NEED TO LAND - FCOM d. On terrain critical segments, Commanders should review the DARD strategies provided in the OM-C or
- Engineer - BULLETINS
EFB software.
E - Purser MANAGE - FCI * 4 charts: BRIEFING
- VPNC/ Tech Pilot - OM-A / OM-C D - Ldg Distance
S ATC - MCC
(WHAT you will do and HOW)
e. The Commander should consider all relevant factors in determining the suitability of an airport. The
TIME / FUEL OK? A - App Climb/
S ENGINEER
- FDM WHERE AM I? L - Ldg Climb following factors and others may be relevant in determining whether an airport is suitable or not:
- Dispatch/ ASM E - Eng Out Climb
- Group Security B - Brake Cooling *QRH section CI.2
PURSER - NITS
- Airport Authority
There are some situations where the flight crew must land at the nearest suitable i. Airplane configuration / weight / systems status / fuel remaining
PAX - PA - Fire Brigade
- ETOPS flt watch
Problem** G - Gather Information & Ask Opinion (Who/What) airport. These situations include, but are not limited to, conditions where:
A - ACFT Status (A/P, A/T, Autoland, Sys) ii. Wind and weather conditions en route at the diversion altitude
COMPANY
- MEDLINK / AMS
- Doctor / Nurse
I mplications F - FUEL (LEAK?) (Overweight vs Jettison-PA)
A - APP (ILS. NPA)
• the non–normal checklist includes the item “Plan to land at the nearest
ACARS Div.Report suitable airport.”
(SATCOM / VHF)
- EOD/ BD
TIME (Deadline) P - Performance (4 charts - DALEB*)/ OPT iii. Minimum altitudes en route to the diversion airport
- PAX / ABP
Station - VPNC W Based on: • fire or smoke continues
- CONTINUE iv. Fuel burn to the diversion airport
W OPTIONS - DIVERT - P.I.T.
- Suitable AP in time: • only one AC power source remains (main engine generator, APU
- RETURN
RISK - W X / TERR / NOTAM
- R WY Condition / Xwind
generator, or backup power system [both generators]) v. Weather, wind and terrain in the vicinity
- SAFE
P DECIDE (CRM) (Complexity)
- LEGAL
- A PP in use/ AOI / CCI
- P ERF. QRH*/ OPT / GA%
• any other situation determined by the flight crew to have a significant
adverse effect on safety if the flight is continued. vi. Runways available and runway surface condition
P >>> plan B <<< - F UEL - Jettison?
- EFFICIENT
- FMC - Recall C ALTN - FMC
- REASON
- MEDLINK It must be stressed that for smoke that continues or a fire that cannot be vii. Approach navaids and lighting available
- Disruptive Pax**
- EFIS - Notes EXECUTE - MCC/ VPNC
positively confirmed to be completely extinguished, the earliest possible
- MEL/ Notam descent, landing, and evacuation must be done. viii.RFF category at the diversion airport
- Autobrake - GND Facilities / RFF
TAKE OVER - Familiarity
CONTROL If a smoke, fire or fumes situation becomes uncontrollable, the flight crew
should consider an immediate landing. Immediate landing implies immediate ix. Known security issues
FO gets Charts CTWO-F Communicate **Dealing with Crew & PAX diversion to a runway. However, in a severe situation, the flight crew should
Complexity - Purser to get involved consider an overweight landing, a tailwind landing, an off-airport landing, or a x. Facilities for passenger and crew disembarkation and
- LEAP (Listen/ Empathize/ Ask/ Paraphrase) ditching.
- 4 D’s (Delay/ Distract/ Dilute/ Deny) accommodation
- DESCENT - Formal Warning (given verbally only once)
- APPROACH
Checklists directing an engine shutdown must be evaluated by the captain to
- LDG CL
- Retraint with Capt. permission determine whether an actual shutdown or operation at reduced thrust is the safest xi. Pilots familiarity with the airport including characteristics of the
- ABP if necessary
REASSESS ------------------ - Police on Arrival
course of action. Consideration must be given to the probable effects of running airport of choice compared with the nearest suitable airport.
- AFTER LDG - PAX Offload the engine at reduced thrust.
- CSR (All details + 2 witnesses) / VR
There are no non–normal checklists for the loss of an engine indication or xii. Information about the airport provided to the pilots by the
** Conflict solution automatic display of the secondary engine indications. Continue normal engine operator.
A ask operation unless an EICAS alert message shows or a limit is exceeded.
S uggest
I nsist
EVALUATE THE NEED TO LAND
1. TIME - FUEL / Where am I? EVENT after ENG START - TAXI How to improve Take-Off Performance / Payload?
2. PROBLEM - (G A F A P) - ATC
- STOP, Parking Brakes Set
3. GATHER INFO - WHAT / WHO - comm
- ASSESS
4. IMPLICATIONS - A F A P - Memory Items & NNC
- Longest RWY
5. CONTINUE - comm - Engineer available? - Request ALT CG to dispatch
- Bulletins
6. DIVERT / RETURN - MEL - OPT use actual Temp. & QNH (lower figures = better perf.)
a. W X / TERR / NOTAMs - MCC / Techpilot
b. W EIGHT - COMPLEXITY
- OPT ALT CG / APU-TO-PACK and/or Take-Off BUMP
if decided to continue:
i. R WY conditions / Xwind - PFMB Flaps & TRIM - If no APU, Supp. PACKS OFF take-off and/or Take-Off BUMP
ii. A pproach & Lights / AOI / CCI - Before Taxi CL (1 step back) - Take less Fuel = lower Contingency fuel…DPP Flight Plan
iii. P erf. OPT / QRH - GA% (DALEB) - Take-off Review
- Before take-off CL
iv. F UEL Overweight vs Jettison - PA
1. SAFE (Complexity) if return to gate needed:
- ATC
2. LEGAL
- PPC
3. REASON / EFFICIENT - After Landing CL
a. DECIDE (CRM) - PLAN B - ALTN - comm - PPC
b. SETUP (Complexity)
c. BRIEFING - CTOW-F - what & how

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