Smoke, Fire and Fumes in Transport Aircraft - Royal Aeronautical ...

More documents

Recommendations

Info

28 17 Accomplish Smoke Removal checklist, if required. Page X.X Rationale This step reminds the cockpit crew to remove smoke or fumes. This step is best accomplished after the source has been isolated and extinguished. 18 ■ ■ (End of Checklist) ■ ■ Rationale This step indicates there are no more steps in the checklist. Operational Considerations These items appear after the checklist is complete. This area should be used to list operational considerations — such as overweight landing, tailwind landing, etc. are OK in an emergency. End of Industry checklist template on Smoke, Fire and Fumes drills. Smoke, Fire and Fumes in Transport Aircraft PHILOSOPHY AND DEFINITIONS Industry Checklist Template for Smoke/Fire/Fumes This philosophy was derived by a collaborative group of industry specialists representing aircraft manufacturers, airlines/operators and professional pilot associations. The philosophy was used to construct the Smoke/Fire/Fumes Checklist Template. General ■ The entire crew must be part of the solution. ■ For any smoke event, time is critical. ■ The Smoke/Fire/Fumes Checklist Template: ● Addresses smoke/fire/fumes events (smoke/fire/fumes event not annunciated to the flight crew by aircraft detection systems); ● Does not replace alerted checklists (e.g., cargo smoke) or address multiple events; ● Includes considerations to support decisions for immediate landing (an overweight landing, a tailwind landing, a ditching, a forced off-airport landing, etc.); and, ● Systematically identifies and eliminates an unknown smoke/fire/fumes source. ■ Checklist authors should consider a large font for legibility of checklist text in smoke conditions and when goggles are worn. ■ At the beginning of a smoke/fire/fumes event, the crew should consider all of the following: ● Protecting themselves (e.g., oxygen masks, smoke goggles); ● Communication (crew, air traffic control); ● Diversion; and, ● Assessing the smoke/fire/fumes situation and available resources. Initial Steps for Source Elimination ■ Assume pilots may not always be able to accurately identify the smoke source due to ambiguous cues, etc. ■ Assume alerted-smoke-event checklists have been accomplished but the smoke’s source may not have been eliminated. ■ Rapid extinguishing/elimination of the source is the key to prevent escalation of the event. ■ Manufacturer’s initial steps that remove the most probable smoke/fumes sources and reduce risk must be immediately available to the crew. These steps should be determined by model-specific historical data or analysis. ■ Initial steps: ● Should be quick, simple and reversible; ● Will not make the situation worse or inhibit further assessment of the situation; and, ● Do not require analysis by crew. Timing for Diversion/Landing ■ Checklist authors should not design procedures that delay diversion. ■ Crews should anticipate diversion as soon as a smoke/fire/fumes event occurs and should be reminded in the checklist to consider a diversion. ■ After the initial steps, the checklist should direct diversion unless the smoke/fire/fumes source is positively identified, confirmed to be extinguished and smoke/fumes are dissipating. ■ The crew should consider an immediate landing anytime the situation cannot be controlled. Smoke or Fumes Removal ■ This decision must be made based upon the threat being presented to the passengers or crew. ■ Accomplish Smoke or Fumes Removal Checklist procedures only after the fire is extinguished or if the smoke/fumes present the greatest threat. ■ Smoke/fumes removal steps should be identified clearly as ‘removal steps’ and the checklist should be easily accessible (e.g., modular, shaded, separate, stand-alone, etc.). ■ The crew may need to be reminded to remove smoke/fumes. ■ The crew should be directed to return to the Smoke/Fire/Fumes Checklist after smoke/fumes removal if the Smoke/Fire/Fumes Checklist was not completed.
Additional Steps for Source Elimination ■ Additional steps aimed at source identification and elimination: ● Are subsequent to the manufacturer's initial steps and the diversion decision; ● Are accomplished as time and conditions permit, and should not delay landing; and, ● Are based on model-specific historical data or analysis. ■ The crew needs checklist guidance to systematically isolate an unknown smoke/fire/fumes source. Definitions: Confirmed to be extinguished: The source is confirmed visually to be extinguished. (You can ‘put your tongue on it.’) Continued flight: Once a fire or a concentration of smoke/fumes is detected, continuing the flight to the planned destination is not recommended unless the source of the smoke/fumes/fire is confirmed to be extinguished and the smoke/fumes are dissipating. Crew: For the purposes of this document, the term ‘crew’ includes all flight deck and cabin crewmembers. Diversion may be required: Establishes the mindset that a diversion may be required. Land at the nearest suitable airport: Commence diversion to the nearest suitable airport. The captain also should evaluate the risk presented by conditions that may affect safety of the passengers associated with the approach, landing and post-landing. Landing is imminent: The airplane is close enough to landing that the remaining time must be used to prepare for approach and landing. Any further smoke/fire/fumes-identification steps would delay landing. Land immediately: Fly immediately to the nearest landing site. Conditions have deteriorated and any risk associated with the approach, landing or post-landing is exceeded by the risk of the on-board situation. “Immediate landing” implies immediate diversion to a landing on a runway; however, smoke/fire/fumes scenarios may be severe enough that the captain should consider an overweight landing, a tailwind landing, a ditching, a forced off-airport landing, etc. End of Industry Smoke, Fire and Fumes Checklist Template Philosophy and Definitions Please note that Appendix 4 includes the RAeS Flight Operations Group (FOG) recommendations and thoughts on the subject of designing checklists for in-flight smoke, fire and fumes. Neither the industry template above nor the checklist that follows reflects some FOG recommendations. For example, six (boxed) recommended ‘memory’ steps do not appear at the beginning (see Appendix 4). UNITED AIRLINES’ SMOKE AND FIRE CHECKLIST Below is an integrated checklist for non-alerted smoke and fire that was developed by United Airlines for use on A319/A320 aircraft. This checklist was developed prior to the development of the industry template and much of the thinking behind its design was adopted by the industry steering committee when devising the template. We are grateful to United Airlines for permission to use their SMOKE, CABIN/COCKPIT Drill in this Appendix. DISCLAIMER The information and data set out herein (‘Content’) is provided by United Air Lines, Inc (‘United’) for information and educational purposes only; is made available ‘as is,’ and is subject to change without notice. The user assumes the entire risk related to its use of or reliance on the Content, in whole or in part, and neither United nor its officers, employees or agents shall be liable for any errors, inaccuracies and omissions therein. UNITED EXPRESSLY DISCLAIMS ANY AND ALL WARRANTIES, EXPRESSED OR IMPLIED, AS TO THE ACCURACY OF THE CONTENT, AND ADDITIONALLY DISCLAIMS ANY AND ALL WARRANTIES, WHETHER EXPRESS OR IMPLIED, INCLUDING, WITHOUT LIMITATION, ANY IMPLIED WARRANTY OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE. IN NO EVENT WILL UNITED BE LIABLE TO ANY PARTY FOR ANY DIRECT, INDIRECT, INCIDENTAL, CONSEQUENTIAL, SPECIAL OR EXEMPLARY DAMAGES OR LOST PROFITS RESULTING FROM ANY USE OF OR RELIANCE ON THE CONTENT. If you need any advice or guidance relative to the Content, please contact your aircraft manufacturer and applicable Aviation Regulatory Authority. FEBRUARY 2007 29
Page 1 and 2: Smoke, Fire and Fumes in Transport
Page 3 and 4: Smoke, Fire and Fumes in Transport
Page 5 and 6: ACKNOWLEDGEMENTS ACKNOWLEDGEMENTS T
Page 7 and 8: 2.0 RISK, PERCEPTION AND PROBABILIT
Page 9 and 10: toward making in-flight fire less l
Page 11 and 12: wires are specified in 14 CFR Part
Page 13 and 14: attracted lint onto the wires. Crac
Page 15 and 16: warnings 94. The 14 CFR Part 25.858
Page 17 and 18: system while accomplishing the comp
Page 19 and 20: APPENDIX 1 Comparison of Airworthin
Page 21 and 22: 23. BLAKE, D. (April 2003). Ground
Page 23 and 24: APPENDIX 3 Do You Smell Smoke? Issu
Page 25 and 26: If it is continuing, crews are comm
Page 27: 8 Source is visually confirmed to b
Page 31 and 32: EXAMPLE OF AN INTEGRATED, NON-ALERT
Page 33 and 34: APPENDIX 4 FLIGHT OPERATIONS GROUP
Page 35 and 36: Note 4a. That “a diversion for an
Page 37 and 38: 5. It is felt that the duration (en
Page 39 and 40: QUICK REFERENCE MANUAL — EMERGENC
Page 41 and 42: (AIRCRAFT TYPE X — Series A/B —
Page 45 and 46: THE SAME CHECKLIST USING ARROWS FOR
Page 49 and 50: THE SAME CHECKLIST USING COLOURED A
Page 53 and 54: APPENDIX 5 RECOMMENDATIONS FOR THE
Page 55 and 56: 1.6 Print size Is the checklist leg
Page 57 and 58: 2.5 Objective Does the checklist co
Page 59 and 60: 3.5 Cross-referencing Where cross-r
Page 61 and 62: APPENDIX 6 UNITED KINGDOM UK CAA GU
Page 63 and 64: GA General Aviation GAPAN Guild of

Smoke, Fire and Fumes in Transport Aircraft - Royal Aeronautical ...

Create successful ePaper yourself

Delete template?

Save as template?