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BRIEFINGS
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, damage, fire, reported bomb on board,etc. - The possibility of fire spreading rapidly 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. Copyright 2007 - SmartCockpit.com
Revision 02 (Sep.07)
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BRIEFINGS
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.
RYANAIR 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 ».
N ATURE
Nature of the Emergency, i.e. engine fire, decompression, technical problem
I NTENTION
Intention of the Captain, i.e.whether to make an emergency landing or ditching, whether to divert, continue or return to base
T IME
Time remaining airborne, i.e. Time available or Time – Short Notice
S PECIAL INSTRUCTIONS
Special instructions given by the Captain, i.e. any know factors affecting evacuation and exits to be used.
Copyright 2007 - SmartCockpit.com Revision 02 (Sep.07)
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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.
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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.
Copyright 2007 - SmartCockpit.com Revision 02 (Sep.07)
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EVACUATION PROCEDURE According to RYANAIR procedures CAPTAIN
FIRST OFFICER
REMARKS
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)
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Verify Flaps 40 (1) Verify parking brake set Select Speedbrake lever to down (2) Engine start levers to CUT OFF
- Verify Flaps 40 - Select Pressurization Mode Selector to Manual - Open the outflow valve (3) - Notify Tower (4)
Command evacuation with the PA: « THIS IS AN EMERGENCY, EVACUATE THE AIRCRAFT USING ALL AVAILABL E EXITS » [called twice]
- Override and pull all ENGINE and APU fire switches
- Take QRH and make ready EVACUATION check-list (5)
3 - Rotate and hold for 1 second engine or APU fire light which is illuminated - Call « EVACUATION NON NORMAL CHECK-LIST »
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(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 »
After completion of the NNC the Captain will: - Take a torch (and smoke hood if need be) After completion of the NNC the F/Owill: -Direct and assist passenger - Take a torch (and smoke hood if need be) evacuation. Ensure all passengers - Assist cabin crew as necessary to ensure and crew have evacuated the forward door(s) open and escape slide aircraft: using reasonable judgment activated. and without undue danger, the - Proceed to ground without delay. Captain will check every row till the - Will assist passengers at the bottom of the end of the cabin and assist right hand slides 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
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.e. 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
Copyright 2007 - SmartCockpit.com Revision 02 (Sep.07)
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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
RYANAIR
Copyright 2007 - SmartCockpit.com Revision 02 (Sep.07)
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Never interrupt an evacuation procedure when it has been initiated.
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Never command the evacuation before engine start levers have been switched to cut off.
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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.
Copyright 2007 - SmartCockpit.com Revision 02 (Sep.07)
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