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

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United Airlines A319/A320 ‘SMOKE, CABIN/COCKPIT’ Checklist — Description Location United Airlines’ paper checklists for irregular (i.e., abnormal) and emergency conditions are located within airplane Flight Manuals rather than in separate quick reference handbooks or manuals (QRH or QRM) that are comprised only of checklists. The SMOKE, CABIN/COCKPIT checklist is a two-sided checklist that can be found within the red-tabbed section of Emergency Procedures in the Flight Manual. Additionally, information that further describes various checklist actions and how the checklist is intended to be used is provided at the beginning of the Flight Manual Emergency Procedures section. Memory items and immediate action items from this checklist also are printed on Quick Reference Cards (QRCs). In A319/320 aircraft, there are two QRCs which are stored on the outboard side of each pilot in pockets on the cockpit walls near the pilots’ legs. Physical Properties Most of the pages in the A319/A320 Flight Manual, including the checklists, measure approximately 14cm wide by 22cm long (5½ x 8½ inches). However, the SMOKE, CABIN/COCKPIT checklist has been turned on its side and measures 22cm wide by28cm long (8½ x 11 inches). Thus, holes for placing it in the manual binder are at the top of the checklist rather than at the side; the checklist has been folded twice (using an accordion fold) so that when folded, its length measures the same as the width of other pages in the Manual (i.e. 14cm (5½ inches)). The paper used for the SMOKE, CABIN/COCKPIT checklist is slightly glossy and a heavier stock than that used for most of the other pages of the Flight Manual. The QRCs are heavy, laminated cardstock and measure 22cm by 28cm (8½ x 11 inches). On the QRCs are printed all of the memory items and immediate action items from every United Airlines checklist that has them (for that aircraft type). Use When crews use the SMOKE, CABIN/COCKPIT checklist, they are to perform the first two items from memory without reference to either the QRC or the checklist itself in the Flight Manual. These items appear in a dashed box on the QRC and in the checklist. Following completion of the two memory items, crews are to access the QRC and complete the SMOKE, CABIN/COCKPIT checklist immediate action items printed on it. These are the next six items that follow the memory items on the QRC. As with the memory items, the immediate action items are also re-printed in the checklist itself. After the descent has been initiated, as directed by the last immediate action item, the QRC instructs crews to turn to page 15.50.5 in the Flight Manual to locate the rest of the SMOKE, CABIN/COCKPIT checklist items (called ‘Reference Actions’ by United Airlines). The crews are expected to remove the Smoke, Cabin/Cockpit checklist from the Flight Manual Binder before completing any Reference Actions (it is printed on heavier paper than most checklist pages specifically to accommodate this removal and handling). Before crews complete any Reference Actions on the first side of the checklist, they are informed that if at any time the smoke becomes so dense that it becomes the more immediate emergency, they should turn to the second side of the checklist and complete the DENSE SMOKE procedures for smoke removal. When crews do that, they will abandon the first side of the checklist (no matter how far they have gotten in accomplishing procedures on that side) and will complete only the items on the second side of the checklist — they will not return to the first side of the checklist. There are a few reasons why returning to the first side, once the second side has been initiated, is neither approved nor necessary. One is that some items on the first side would reverse actions carried out on the second side. For example, both pack switches are to be turned off for smoke removal (second side of the checklist). However, on the first side of the checklist, the items for identifying the specific source of air conditioning smoke call for one pack switch to be on and the other to be off, thus conflicting with the configuration needed for smoke removal. Additionally, any items from the first side that might need to be accomplished during smoke removal (and completion of an emergency decent and landing) are also included on the second side, thus eliminating the need to return to complete first side items. The DENSE SMOKE set of procedures in the SMOKE, CABIN/COCKPIT checklist are for the removal of smoke and emergency electrical configuration (if needed). All items on the second side are written in a large font size to facilitate reading them under low visibility conditions. Removing the checklist from the binder also allows crews to move the checklist closer to their faces, if necessary, to more easily read checklist items when dense smoke is in the cockpit. The Reference Actions on the first side of the SMOKE, CABIN/COCKPIT checklist are divided into three sections according to where the smoke originated and which aircraft system is thought to be involved: ■ Cabin or galley equipment smoke/fire items are to be completed for smoke or fire in the cabin that does not appear to be air conditioning related ■ Air conditioning items are to be completed for smoke that comes from air outlets or other air vents ■ Crews are directed to accomplish the Avionics Smoke ECAM procedure or Avionics Smoke checklist in the Flight Manual for any smoke or fire that is thought to be electrical in origin and did not originate in the cabin. Thus, crews will complete a separate set of procedures that have not been integrated into the SMOKE, CABIN/COCKPIT checklist when avionics or electrical smoke that did not begin in the cabin is suspected. (ECAM stands for Electronic Centralised Aircraft Monitoring. Checklist actions are presented electronically on the ECAM display for some types of sensed conditions on Airbus aircraft.) Crews are expected to pick the section of system-specific items associated with the type/origin of smoke or fire they believe they have. If the completion of one of these three sets of items is not successful in reducing/extinguishing the smoke/fire, crews are to determine if a different set of items might be more appropriate for completion. For example, if accomplishing the items pertaining to Cabin or Galley Equipment Smoke/Fire has proved unsuccessful, crews should consider completing the items for Electrical or Avionics Smoke. When crews have been successful in extinguishing the smoke/fire using Reference Actions on the first side of the SMOKE, CABIN/COCKPIT checklist, they are to turn to the second side and complete the DENSE SMOKE items. Although it is not stated on the checklist itself, after the fire has been positively confirmed to be extinguished, crews are to use all available resources to determine if they should divert to another suitable airport or continue to their planned destination. If the fire has not been extinguished, crews are to land at the nearest suitable airport and evacuate the passengers. This information, as well as all of the information above pertaining to the use of the SMOKE, CABIN/COCKPIT checklist, is included in the introductory information located at the beginning of the red-tabbed Emergency Procedures section of the Flight Manual. 32 Smoke, Fire and Fumes in Transport Aircraft
APPENDIX 4 FLIGHT OPERATIONS GROUP VIEWS ON AIRCRAFT FIRE EVENTS & CHECKLISTS Compiled by Captain Ralph Kohn, FRAeS, (BAC & UK CAA Ret) With thanks to Captain ‘Phil’ H.S. Smith, MRAeS (BA Ret), Captain ‘Chris’ N. White, FRAeS (BA Ret), and SFEO Peter G. Richards, IEng, FRAeS (BA Ret), who are all members of the Royal Aeronautical Society Flight Operations Group committee, for their help with this Appendix. SUBJECT MATTER IN THIS APPENDIX BY THE FLIGHT OPERATIONS GROUP IS COMPLEMENTARY TO RECOMMENDATIONS FOUND IN THE CORE DOCUMENT, WITH WHICH THE 'FOG' IS IN FULL AGREEMENT. The RAeS Flight Operations Group (FOG) sympathises with the Flight Safety Foundation (FSF) template philosophy presented in Appendix 3 of this Specialist Document. In support, Appendix 4 is offered as suggestions for further discussion on the development of the subject in the general context of Smoke, Fire and Fumes in aircraft, and on checklists for use in such events. Some of the recommendations contained in this Appendix have already been adopted by a few operators but there is a long way yet to go. If the industry is to achieve improved conditions that would preclude such events and also provide better in-flight detection and fire fighting facilities. To illustrate the advocated concept, the sample checklist presentation examples are built round a contemporary aircraft set of drills, offered in a generic ‘consolidated’ format. Although the main thrust of this Appendix is the content and vital priorities in Smoke, Fire and Fumes (SFF) control drills, the Appendix is not limited to the discussion of checklists for use when dealing with smoke, fires and noxious fumes events on aircraft in flight. The discussion is broadened to include the need for positive action under various headings, from the part of Airlines, Air Traffic Control Services, Aircraft Constructors, Manufacturers of fire detection equipment and from Providers of fire-fighting materials. Guidance is also offered for the attention of compilers of Quick Reference Manuals in general and for checklist drills specific to aircraft smoke, fire and fumes events in flight and their presentations. In the case of such drills, it is advocated that checklists to be used during SFF events should be self-contained all the way down to landing the aircraft. Therefore, in addition to and apart from drills to combat SFF events in flight, Descent, Approach, Landing and after landing Evacuation drills are all incorporated in the preferred all-inclusive checklist, so that once it is started, the flight crew does not need to put drill cards down until the aircraft has been landed. This Appendix contains subject matter under the following headings: ■ Smoke, Fire and Fumes Checklists — primary vital considerations ■ Recommendations regarding crew protection and fire extinguishing ■ Flight Operations Group Observations also for Consideration ● Airline Management ● Smoke Drill Analysis ● Checklist Methodology ● Air Traffic Control Assistance ■ Manufacturers’ Responsibilities ● Electrical System ● Essential Battery Bus Supply ● Fire Detection ● Aircraft Thermal Sensors ● Fumes from Aircraft Systems ■ Safety Equipment and Procedures (SEP) Training ■ The Quick Reference Manual (QRM) ■ Emergency Passenger Evacuation Drill ■ QRM — Emergency & Abnormal Drill index example ■ Integrated Smoke, Fire or Fumes drill steps based on the Flight Safety Foundation template ■ Examples of Consolidated Checklist Presentations ● Sequentially numbered steps for navigation (Black print on Yellow paper) ● Arrows for Navigation (Black print on Yellow paper) ● Coloured Arrows for navigation (Black print and coloured arrows on white paper for better colour contrast) CHECKLISTS IN GENERAL Checklists construction will generally conform to guidance offered by the UK CAA in CAP 676 (see Appendix 5 of this Specialist Paper). In parallel with CAP 676 data, it would be extremely useful to be guided by the US NASA publication titled ON THE TYPOGRAPHY OF FLIGHT-DECK DOCUMENTATION, by Asaf Degani of the San Jose State University Foundation, San Jose, California. This NASA document was prepared in December 1992 for the National Aeronautics and Space Administration, Ames Research Center, Moffett Field, California 94035-1000, under Contract NCC2-327. It is an excellent and exceptionally comprehensive reference source for the optimum presentation of the printed word in checklists. The web link directly to Asaf Degani’s paper is: http://ti.arc.nasa.gov/people/asaf/pdd/pdf/On the Typography of Flight-Deck Documentation.pdf It is important to note that the above mentioned paper makes no reference to checklists that need to be used in low visibility conditions, such as for smoke and fire drills. Thus, smoke and fire checklist developers will need to increase the font size used for text on such checklists, from that recommended by Asaf Degani. FEBRUARY 2007 33
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