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

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Illustration of a White Normal operations checklist and Yellow QRM with thumb-nail index. best printed in a Black sans-serif font on a yellow background for optimum legibility and on stout cards for durability. There are differences of opinion in Academic circles as to what combination offers most contrast but it is felt that black on yellow may be best in difficult light conditions. However, some operators and manufacturers use white paper for QRMs to allow for colour they consider shows-up better against a white background. To illustrate, a sample checklist with colour on a white background is given as one of three examples at the end of this Appendix. Words in red and ochre may cause reading difficulty in some lighting, therefore care is needed when choosing colour of both print and paper. QRM and normal checklist cards should be ring-bound for ease of folding-over, to hold with one hand while using the thumb as a cursor to mark progress down a page. A QRM should also contain a logical index by which the appropriate drill can be quickly located. Precious time can be lost if the mechanics of using the drill cards is not crew user friendly. Note the QRM thumb-index illustrated and an example of another, this time a two-card QRM contents listing, as also shown after the end of these recommendations, to illustrate what a good alternative QRM index could be. The manufacturer and the Certifying Regulatory Authority will determine the “Logical Index”, taking into consideration the risk levels associated with any kind of emergency situation. Historically, engine fires were the ‘Number One’ risk but these have been superseded statistically by Smoke of unknown origin. While the contents and sequences within all checklists remain the manufacturer’s responsibility, QRM production, distribution and amendment control are the responsibility of the Operator who should ensure that each ‘aircraft set’ is identical, functional and serviceable for use. They are a critical component of the Aircraft Library, especially where such developments as Electronic Flight Bag are in place. Where these cards are stored and their method of use, are competencies that operators and their flight crews will need to develop and maintain. The on-board library ‘Change-management’ strategy should be robustly audited and rigorously enforced. When checking the aircraft library before taking over an aircraft, it is essential that a confirmatory verification is made by the operating crew, that all volumes of the operations manual on-board library, including checklists and the QRM, are the correct ones for the aircraft type and variant about to be flown. Such checklists and QRMs must be stowed within easy reach of each pilot, for immediate use in the event of an electrical failure or malfunction of the displays. During flight, there should be no need to look for them in the technical volumes of the operations manual. This check is particularly important on glass-cockpit aircraft, because hard copies of the checklist are the final fallback in an emergency. EMERGENCY PASSENGER EVACUATION DRILL Particular attention is drawn to the last recommendations in CAP 676 (see Appendix 5) regarding the Emergency Evacuation drill which should either be the very last QRM drill, or on the cover (perhaps outside the front or back cover) of the QRM and/or on a separate quick access card. Rejected take-off and overrun drills should also be easily found. They should be located near the evacuation drill on a cover of the Handbook for ease of rapid retrieval and immediate availability, maybe inside the front or back cover of the QRM. Similarly, the In-flight Decompression Emergency Descent drill should also be easily located for immediate reference. The Emergency Evacuation Drill should be carried out simultaneously by all flight deck operating crew-members, initially from Memory. However, the flight deck crew MUST then use the checklist on the QRM cover, to confirm individually that all necessary actions have been carried out. Consideration should be given to the sequence of actions and who does what. Whenever possible, and if feasible, the parking brake needs to be set, the spoilers returned flush with wing and the flap selected to optimum for use to slide off the wing if close to the ground. The Start/Fuel levers must then be selected to Cut-off to stop all live engines and the APU shut down if running (where fitted). When no structural damage has occurred, the aircraft must also be depressurised before the evacuation is initiated and ATC informed of the evacuation where practicable. Finally, the master battery switch should be selected to OFF before the flight deck is vacated. END OF FOG RECOMMENDATIONS 38 Smoke, Fire and Fumes in Transport Aircraft Boeing 737-275 in Calgary — 22 March 1984.
QUICK REFERENCE MANUAL — EMERGENCY & ABNORMAL DRILLS INDEX SAMPLE QRM page 1. QRM page 2. DC-8 at Philadelphia following an in-flight fire, February 2006 Smell smoke? Better land NOW as the three gentlemen did. They were piloting this UPS DC-8-70 from Atlanta to Philadelphia, at around midnight on 8 February 2006. Crew first smelled smoke 23 minutes prior to scheduled landing and declared an emergency. The SMOKE/FIRE warning light illuminated three minutes prior to landing. Aircraft burst into flames upon emergency landing in Philadelphia. . The crew evacuated through cockpit windows using escape ropes. They were examined for smoke inhalation and released. It was a total hull loss with zero reportable injuries. Two known pieces of HAZMAT were on board: amyl methyl-ketone and tyre repair kits. These guys did a brilliant, by-the-book job of saving their own lives. Note that the Captain elected to stop on the runway to allow fully unrestricted access to rescue and fire fighting equipment. FEBRUARY 2007 39
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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
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Page 29 and 30: Additional Steps for Source Elimina
Page 31 and 32: EXAMPLE OF AN INTEGRATED, NON-ALERT
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Page 35 and 36: Note 4a. That “a diversion for an
Page 37: 5. It is felt that the duration (en
Page 41 and 42: (AIRCRAFT TYPE X — Series A/B —
Page 45 and 46: THE SAME CHECKLIST USING ARROWS FOR
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Page 53 and 54: APPENDIX 5 RECOMMENDATIONS FOR THE
Page 55 and 56: 1.6 Print size Is the checklist leg
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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

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