Follow the procedure in the QRH.

The inflight windmill start envelope is based on adverse conditions and successful relights have been achieved at altitudes up to FL390 and at speeds below the envelope values.

Check the ignition is ON and position the fuel control switches to RUN. If the engine(s) do not start after approximately 30 seconds, keep repeating the checklist procedure until an engine relight is achieved.

The fuel control switches should not be left in the cut-off position for prolonged periods as the engine driven fuel pump may cavitate preventing a successful relight. Under proper conditions and by following the procedure, a relight should occur immediately even at altitudes above FL300. Under adverse conditions it may be necessary to descend to less than FL300 before achieving a relight.

This manoeuvre is designed to bring the aircraft down smoothly to a safe cabin altitude in the minimum times with the least possible passenger discomfort. It is intended as an emergency procedure to cover an uncontrollable loss of cabin pressure. The checklist used is "CABIN ALTITUDE (RAPID DEPRESSURISATION)" and the following notes elaborate on the procedure.

At the first indication of rapid depressurisation, don oxygen masks and establish crew communication via intercom. This requires moving the BOOM/MASK switch on the Audio Selector Panel to "MASK".

Verify that cabin pressure is uncontrollable, and if so select PASSENGER OXYGEN on. It is unlikely, at this stage, that communication will be available with the cabin crew, but any attempt to determine whether structural damage has occurred should be made. If such damage is suspected or known, limit the descent speed to that at which the problem occurred, and avoid undue manoeuvring loads.

Commence the emergency descent, manually or with autopilot, to FL100 / 10,000ft or MSA, WHICHEVER IS HIGHER. MSA is based on local QNH. A detailed discussion of methods of achieving the descent follows in subsequent paragraphs. All recall action items are to be accomplished from memory. The non-handling pilot will check that all recall items have been accomplished using the QRH and call out any items not completed. The descent will be made with the Landing Gear UP. In training, the descent may be practised both with and without autopilot.

Disconnect the autothrottle and close the throttles to idles. Extend speedbrakes, disconnect the autopilot and smoothly lower the nose to initial descent attitude of approximately 10 degrees nose down. At about 10 knots before reaching target speed (Mmo / Vmo), gently reduce the pitch attitude to about 6 degrees nose down. Keep the aircraft in trim at all times. If structural integrity is in doubt, limit the speed to that at which the problem occurred, or less, and avoid undue manoeuvring loads. If turbulent air is encountered or expected, limit the speed to 290 knots / 0.78M. The decision as to whether or not to turn off the airway is left to the discretion of the Captain. Remember that the accuracy of modern navigation systems tends to position all aircraft on a given airway exactly on the centreline.

The non-handling pilot will check MSA and ensure it is set on the MCP Altitude window and cross-checked. He or she will notify ATC, obtain the local QNH and call out 2,000ft above and 1,000ft above level-off altitude. This altitude will be FL100 / 10,000ft or MSA, WHICHEVER IS HIGHER.

Approaching level-off altitude, smoothly increase pitch attitude to reduce rate of descent. Select speedbrakes in about 200ft before the desired level-off altitude, then add thrust to maintain desired speed. At this stage, workload will be reduced by re-engaging the autopilot.

After initiating the descent, HDG SEL mode can be used to turn the aircraft off the airway if the Captain considers a turn to be desirable.

First reset MCP Altitude, and press FL CH. The aircraft will immediately pitch down and the throttles will close. Select full speedbrake and set the Command Airspeed bug to Vmo (or Mmo by pressing the IAS/MACH select switch). In effect, this means setting the speed command bug just short of the Vmo pointer. The aircraft, in FL CH mode, is being controlled in pitch on a speed-lock, which will optimise the rate of descent. Note that, if Mmo has been selected, the Mach number will remain constant during the descent, whilst IAS will increase, but at 300 knots IAS the "speed-lock" will revert to IAS from Mach number.

Re-check that target altitude has been set in the MCP window - that is, set accurately; rather than just having been "flicked" down at top of descent to facilitate selection of FL CH. When approaching target altitude, ensure the aircraft has entered Altitude Capture mode, and smoothly close the speedbrakes. The autothrottle will then take over speed control, depending upon the commanded airspeed.

Because FL CH mode controls the aircraft's speed via the elevator control, this method has the advantage of overspeed protection at all times.

Recheck the pressurisation system and evaluate the situation.

Do not remove crew oxygen masks if cabin altitude remains above 10,000ft.

Determine the new course of action based on weather, oxygen, fuel remaining and available airports. Obtain a new ATC clearance.

Follow the procedure listed in the QRH.

If the evacuation is planned, such as a partial gear up landing, thorough briefing and preparation of the crew and passengers is essential to a successful evacuation.

Availability of various exits will differ for each situation. Crew members on the scene must make the decision as to which exits are useable for the prevailing circumstances. Flight crew should not indicate via the PA that one side of the aircraft or the other should be used, as this could have the effect of doubling the evacuation time. It is permitted however to indicate that a 'hazard' may exist in a particular area (e.g. "hazard on the right").

Quick actions in a calm and methodical manner will assure a successful passenger evacuation.

When the decision has been made to ditch the aircraft, using the QRH, complete the ditching preparation checklist.

On Captains command, the First Officer will transmit a MAYDAY call.

Establish
  - Position
  - Course
  - Speed
  - Altitude
  - Situation
  - Intention
  - Time and position of intended touchdown
  - Type of aircraft

Request ASR intercept using prevailing air to ground frequency. Set transponder code 7700.

Ascertain course to nearest ship or landfall.

Alert crew and passengers to prepare for ditching. Assign life raft positions and order all loose equipment in the aircraft secured. Put on life vest, shoulder harness and seat belts. Do not inflate life vest until after exiting the aircraft.

Consider burning off fuel prior to ditching if emergency permits. This will provide greater buoyancy and a lower Vref.

The First Officer will confer with the cabin crew either by interphone or by personal report to the cockpit to assure that passenger preparations for ditching are complete.

Transmit final position.

Transmit all pertinent information relating to:
  - Final ditching position
  - Weather and sea conditions
  - Rescue instructions and information if ship or other available rescue unit is standing by
  - Other necessary information

Extend Flap to 30 degrees or appropriate landing flap for an existing emergency or non-normal condition. Leave the gear UP.

At 1,000ft announce that ditching is imminent; at 200ft advise crew and passengers to brace for impact. Maintain airspeed at Vref. Use appropriate bug setting for Flap selected. Maintain 200-300fpm rate of descent. Plan to touchdown on windward side and parallel to waves or swells, if possible. After touchdown, reduce thrust to idle.

After the aircraft has come to rest, proceed to assigned ditching stations and evacuate as soon as possible, assuring that all passengers are out of the aircraft. Note that entry into water is always considered "catastrophic" and the cabin crew will initiate evacuation without further instructions from the flight deck.