B737 BRIEFINGS

EMERGENCY EVACUATION

• Some excellent briefings and debriefings are available in the Smartcockpit FLIGHT OPS section!
Read these briefings if you want to go more deeper.

• Read also the REJECTED TAKEOFF briefing available in the Smartcockpit B737 Instructor’s
Corner section.

• Boeing writes in the B737 QRH introduction that “the captain must assess the situation and use
good judgment to determine the safest course of action”. In other words, the EVACUATION Non
Normal Checklist (NNC) should be used in any situation where the Captain feels the potential for
evacuation exists.

• The takeoff, approach and landing stages of a flight are the most critical. However, an emergency
evacuation may be called for even, when the aircraft is parked at the gate or taxiing.

• In some cases the application of the appropriate NNC will solve the problem ensuring positively
the safety. On Captain’s decision, if a condition potentially endangering life or physical well-being
of passengers and crew exists, the passenger evacuation NNC may be performed without
performing or completing another NNC. (i.e. confirmed fire).

• The crew identifies the problem but it may be difficult to assess the gravity of a situation. In some
cases a confirmation of the emergency situation could be performed through the ATC, ground
vehicles or cabin report. The Captain should then communicate with whomever he feels may be
able to offer information which will aid in the evacuation decision, i.e., ATC, ground vehicles and
cabin crew.
• When there is a need to evacuate passengers and crew, the captain has to choose between
commanding an emergency evacuation using the emergency escape slides or less urgent means
such as deplaning using stairs, jetways, or other means.

• The captain must then determine the best means of evacuation by carefully considering all
factors. These include, but are not limited to:
- The urgency of the situation, including the possibility of significant injury or loss of life if a
significant delay occurs
- The type of threat to the airplane, including structural damage, fire, reported bomb on board,etc.
- The possibility of fire spreading rapidly from spilled fuel or other flammable materials
- The extent of damage to the airplane
- The possibility of passenger injury during an emergency evacuation using the escape slides.
• Before initiating an Evacuation, the cockpit crew should evaluate the situation with 2 options : one
is to consider the situation as “safe”, the other is to decide the immediate evacuation. Time spent
evaluating the situation should be kept to a minimum to improve chances of survival if an
evacuation is required.
During the evaluation period, the crew monitors the exit door lights and announces an
unexpected door opening. If a door opens unexpectedly, the Captain should immediately initiate
the evacuation procedure.

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• If the situation is considered safe, the captain will decide not to evacuate. In this case, he/she will
contact the CSS by the intercom advising him/her that the situation is normal. The captain will not
taxi until the Flight Attendants verify all passengers are seated and all doors / exits are closed. He
will normally make a brief PA reassuring customers and Flight Attendants that the situation is
under control and inform them of his intentions.

• The time available to prepare an aircraft for an emergency landing or ditching, prior to an
evacuation, can vary considerably. Whether the emergency is categorized as short notice time
available or time available depends very much on the time factor If an evacuation is planned and
time permits, a thorough briefing and preparation of the crew and passengers will increase the
chances of a successful evacuation.

• TIME AVAILABLE
- Flight deck preparations should include a review of pertinent checklists and any other actions to
be accomplished, i.e. if evacuating due to fire in windy conditions, consider positioning the
airplane so the fire is on the downwind side.
- Some anglo-saxon airlines use the “NITS Drill” to help the captain to give accurate and codified
information to the Cabin Crew.

procedure is a good example, as shown below:

The Captain (or the F/O if the Captain is incapacitated) will say over the PA « NUMBER 1 TO
THE FLIGHT DECK IMMEDIATELY ». This will indicate that an emergency has arisen and the
CSS will immediately go to the cabin interphone and ask the Captain for NITS.
The Captain at this time may decide to unlock the flight deck door and allow the CSS to enter the
flight deck for the NITS drill or he may decide to keep the door locked and continue all
communication via the interphone. This is at Captain’s discretion.
Correct terminology fort initiating a NITS drill is « THIS IS A NITS DRILL PLEASE LISTEN
CAREFULLY ».

Nature of the Emergency, i.e. engine fire,

N ATURE decompression, technical problem

Intention of the Captain, i.e.whether to make an

I NTENTION emergency landing or ditching, whether to
divert, continue or return to base

Time remaining airborne, i.e. Time available or

T IME Time – Short Notice

Special instructions given by the Captain, i.e.

S PECIAL INSTRUCTIONS
any know factors affecting evacuation and exits
to be used.

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In conducting the NITS, the Captain shall clearly state the individual components of the drill, i.e.
« THE NATURE OF THE ……. ».
« MY INTENTIONS ARE ……. ».
« THE TIME AVAILABLE IS ……. ».
« THE NATURE OF THE ……. ».
« SPECIAL INSTRUCTIONS……. ».

The CSS will acknowledge the Captain’s briefing by repeating back the NITS given and must ask
for clarification on anything not understood or omitted.

They must synchronize watches.

• NO TIME AVAILABLE
- Incidents following a rejected takeoff or landing would demand an immediate flight crew (both
pilots and cabin crew) initiated evacuation include:
a) an obvious self-sustaining major fire either inside or outside the aircraft
b) dense smoke in the cabin
c) an unusually exaggerated nose-down, tail-down or wing-down attitude, where remaining
on board could cause injury or death
d) sounds which would indicate the breaking up of the aircraft
e) ditching
f) the flight crew becoming incapacitated. In this last example, if there is no evacuation call
from the flight deck, the CSS must gain entry to the flight deck to check for pilot
incapitation (using the emergency access code). If aircraft power has been lost, the door
will unlock automatically

• Before initiating any emergency evacuation, the captain needs to analyze the situation carefully
before initiating an evacuation order. Quick actions in a calm and methodical manner will improve
the chances for a successful evacuation.

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EVACUATION PROCEDURE
According to
CAPTAIN
We assume that Rejected Takeoff actions have been completed
Flightdeck splits into areas of responsibility, both Captain and F/O complete their specific actions from RECALL (QRH Back Cover.2)
- Verify Flaps 40 (1).
1 - Verify parking brake set
- Select Speedbrake lever to down (2)
- Engine start levers to CUT OFF
Command evacuation with the PA:
« THIS IS AN EMERGENCY,
2 EVACUATE THE AIRCRAFT USING
ALL AVAILABLE EXITS »
[called twice]
- Override and pull all ENGINE and
APU fire switches
3 EVACUATION check-list (5)
- Rotate and hold for 1 second engine
or APU fire light which is illuminated
- Call « EVACUATION NON
NORMAL CHECK-LIST »
After completion of the NNC the
Captain will:
- Take a torch (and smoke hood if
need be)
-Direct and assist passenger
evacuation. Ensure all passengers
4 and crew have evacuated the
aircraft: using reasonable
judgment and without undue
danger, the Captain will check
every row till the end of the cabin
and assist immobilized passengers
(if not yet done by the cabin crew),
then evacuate using an aft exit
- Will assist passengers at the
bottom of the left hand slides
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B737 BRIEFINGS
Procedures
FIRST OFFICER
- Verify Flaps 40
- Select Pressurization Mode Selector to
Manual
- Open the outflow valve (3)
- Notify Tower (4)
- Take QRH and make ready
After completion of the NNC the F/O will:
- Take a torch (and smoke hood if need be)
- Assist cabin crew as necessary to ensure
forward door(s) open and escape slide
activated.
- Proceed to ground without delay.
- Will assist passengers at the bottom of
the right hand slides
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B737 BRIEFINGS
REMARKS
(1) If time allows, verify that the flaps are
40 before the engine start levers are
moved to CUTOFF.
(2) Speedbrakes are positioned down to
prevent possible interference or injury
to passengers evacuating through the
overwing escape hatches
(3) Opening the outflow valve will ensure
complete depressurization of the
aircraft to allow opening of the escape
hatches and doors.
(4) « MAYDAY MAYDAY MAYDAY
RYANAIR XXX, EMERGENCY
EVACUATION ON POSITION XXX »
Time permitting, F/O reads the
EVACUATION NNC. The Captain must
respond to any items covered in his own
areas of responsibility by repeating the
response. The F/O will respond to any
items which fall under his area of
responsibility.
I.g. F/O reads: « PARKING BRAKE ….
SET » Captain verifies and responds:
« SET »
When a pilot is incapacitated and an
evacuation is necessary, the remaining
pilot will take the QRH and execute each
item.
When a pilot is incapacitated and after
completion of the NNC, the remaining
pilot will ask cabin crew help to evacuate
incapacitated pilot
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If the flight deck number two window must be used for emergency
evacuation:
- Open the window
- Open the escape strap compartment (above and aft of window)
- Pull on the escape strap to ensure it is securely attached
- Throw the strap out the window
- Sit on the window sill with upper body outside
- Exit in accordance with the following illustration.

The above illustrated method of departure would probably be the

easiest for most crewmembers. However, this technique is difficult
and should be used only in extreme emergency.

How the EVACUATION NNC looks like:

BoGeneric

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• Never interrupt an evacuation procedure when it has been initiated.

• Never command the evacuation before engine start levers have been switched to cut off.

• Do not rush. Crews regularly rush this procedure: you must slow down the process of dealing with
an evacuation, particularly in the “no time available” scenario. Failure to Override and Pull all fire
switches is one of the most common mistakes. Only rotate a switch which is illuminated.

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