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I have written previously about adapting professional lessons in cockpit management to single pilot operations (October 2009, November 2009 and December 2009 posts), and this is a specific application of those techniques: creating a quick reference handbook.
One of the main differences between a three man cockpit (okay, three crewmember cockpit) and a two man cockpit is that with a three man cockpit you can designate one pilot to fly the aircraft, while the other two work on the problem. With two crewmembers to work on the problem, one can do the research—get out the aircraft operating manual, go through the various problem solving trees to identify the specific problem, and then, with the help of the non-flying pilot, run the appropriate checklist and attempt to solve the problem. (I review this process in some detail in the October 2009 post, “Single Pilot Cockpit Techniques, Part I.”)
With only two crewmembers, you just can’t do this. You are either going to have one pilot doing the research and running the checklist by himself, with no one to monitor and assist him, or worse, you’re going to have both pilots working on the problem and no one watching the airplane. But the airlines knew problems will occur with any airplane and that they have to be fixed, so a solution was needed and the result was the creation of something called a Quick Reference Handbook (QRH). So what’s the difference between a QRH and just using common sense, training and aircraft knowledge to solve the problem from memory, and how can a QRH be applied to single pilot operations, where one pilot has to both fly and solve the problem?
A QRH is essentially a problem solving checklist associated with a specific indication. That indication could be an annunciator light, a message on a multi function display (MFD), or a warning light. It could even be something not specifically annunciated, but indicated, such as electrical smoke or fumes. In each case, something specific has happened and the QRH, following a prescribed format, will note the indication (to make sure you have the right checklist), briefly describe what has happened (you would have to get into the operating manual for a detailed description), repeat any memory items to make sure they got done, and then tell you what to do often following an “if, then” format, the “if not” choice leading to the next step.
The example above comes from the ATA Boeing 757 QRH for failure of one or more fuel pumps. The annunciation in this case is a message on the MFD for the specific pump that has failed. If that isn’t the correct message, you have the wrong checklist. The condition describes what has happened. (It’s obvious in this case, but won’t always be.) Under that is a warning, taken directly from the Boeing operating manual, not to reset any fuel pump circuit breakers: you can manage the loss of a single pump, but you do not want to take a chance that the breaker popped because of a feeder fault—an ignition source. Then it says, “IF either center pump PRESS light illuminated”, turn it off: you look overhead to the pump switches, if either has a PRESS light illuminated, a part of the switch, push it which turns it off. Very simple. If not, neither center pump press light illuminated, go to the next step. (Note that if both center pump switches are illuminated, now you have a bigger problem because you have no way to pump the fuel from the center tank which is essentially an aux tank for the 757.) If that is not the case, then one of the wing pump press lights must be on—something triggered the message—so identify which one, turn it off and proceed. (As a matter of interest, there isn’t a warning for both main pump press lights being on because the engines will suction feed from the wing tanks, so you just turn them both off it that is the case. But if I had written this QRH entry, I would have made a note of that.)
So that’s how a QRH checklist works. It is designed to be as simple and direct as possible so that one crewmember can find it, read it, and then accomplish it without backup, assistance, or verification. And the same thing can be developed for whatever aircraft you fly. Your “pilot flying” will have to be the autopilot, leaving you free to find and accomplish the checklist, but the principle is the same. (I’m assuming you are flying IFR; VFR is a little more tolerant and you should be able to hand fly and consult the QRH at the same time if you don’t have an autopilot.) It will take a little work to create a complete QRH, but it will be worth it, if for no other reason than that it will get you back into your operating manual in some detail.
First you need to identify the annunciations for your aircraft. Do you have an annunciator panel? If you do, each light should have a corresponding QRH checklist. What other warning lights do you have? Low oil pressure, vacuum failure, generator/alternator failure? Finally, what are the non-annunciated failures? Most of these you will get by going through your operating manual, particularly the emergency section, and listing problems that have no annunciation, like the electrical smoke or fumes previously cited, engine failure, gauges out of limits with no other indication, and so on.
Once you have your list, you are ready to make up your QRH responses. Remember to start with the annunciation, indication or condition, to make sure you have the right checklist. State in as simple a sentence as you can what it means: “Engine driven pump failure”; “Vacuum pump failure”; “Gear not confirmed down and locked,” etc. If there are any prohibitions or warnings, they should come next, not at the end when it may be too late: “Gear must remain extended after manual extension. Do not reset any handles, switches or circuit breakers.” Then go through a step by step procedure, using an “if, then” format as necessary, to solve the problem.
Here’s how one might look for a Beech Baron 58P vacuum pump failure:
VACUUM PUMP FAILURE
Indication: A left or right red button in vacuum pressure gauge indicates pump failure.
Condition: Left or right vacuum pump has failed.
IF one button visible:
No action required. Attitude and heading gyros, pressurization, and deice boots will operate normally on remaining system. Vacuum system redundancy lost: Monitor remaining system.
IF both buttons visible:
Attitude and directional gyros lost. Control attitude and heading with turn coordinator, airspeed, altitude and compass.
Pressurization control and safety valve control lost. Descend as soon as possible to 12,500 or less.
Surface deicing boots will not operate.
Land as soon as possible.
The only difference between an annunciated checklist and an un annunciated checklist is that the later won’t have an “Indication” or “Message” heading, because there isn’t one. Here is an example of a QRH checklist for Engine Fire In Flight, memory items in red, again for the Beech Baron 58P:
ENGINE FIRE IN FLIGHT
Condition: Fire in the engine compartment.
Fuel selector—OFF
Mixture—IDLE CUT-OFF
Prop—FEATHER
Cabin Press Air Shutoff Control—PULL
Fuel Boost Pump—OFF
Magneto/Start Switch—OFF
Alternator Switch—OFF
Oxygen—AS REQUIRED
Air Cond/Press Air Cool Switch—OFF
Refer to Single Engine Checklist
Land as Soon as Possible.
One of the most important attributes of a well thought out QRH checklist is that the order in which items are accomplished is based on the priority of the item: most critical items first, least critical last. Working entirely from memory, this won’t always be the case: I’ve had a fire, I shut down the engine, now what? What else should I turn off and in what order? Magnetos off next or fuel pump? Should I turn the alternator off? Will I lose half my electrical system if I do that? The QRH tells you what to do and the order in which to do it. What has to be done from memory has been done, the immediate emergency is over. Now follow up in an orderly, methodical and complete way using the QRH checklist. When you’re safely on the ground you can get back into your manual and figure out why you didn’t lose half your electrical system when you turned the alternator for the damaged engine off or why the manufacturer thought it was better to turn the fuel pump off first and then turn the magnetos off. In the air you just want to do the right thing.
The fun part about all this is you can be as creative as you want: do you want colored borders to separate emergencies from abnormals, for instance; do you want laminated, individual checklists collected in a packet or pocket, or do you want them tabbed ,in a binder; how do you want to organize the information, and how will you use caps, bold print, italics, different font sizes and color to highlight that organization?
There is no denying that developing a QRH for even a non-complex single engine aircraft will take some doing, and for a pressurized twin quite a bit of doing. But here’s a suggestion for making it easier and possibly even a little bit more fun: don’t try to do it all at once. Once you have a pretty good list of emergencies and abnormals, both annunciated and unannunciated (and remember it doesn’t have to be 100% complete, you can always add checklists later as you become aware of the need), then work on how you want it organized and assembled. Then decide which one you want to work on first. I would suggest doing either one of the most critical emergencies first, like engine fire, or one of the most common faults, like vacuum pump failure. (That’s part of the reason I used those as examples.) Take that one to the airplane and then, over time, keep adding to your collection. This gives you an immediate reward for your effort up to that point, and as you fly around, knowing that your QRH is not complete and hoping nothing comes up before it is complete, you will be motivated to keep working on it.
There is one final good reason for having a QRH . One of Lockheed’s most famous test flight engineers for the L-1011 was asked what the most important thing to do was following any emergency or abnormal situation in that aircraft. He said, “Start the clock, then put your hands under your seat for 60 seconds.” The L-1011 was an incredibly well designed airplane, and almost anything that could go critically wrong with its systems had a built-in, automatic initial fix. It was the flight engineer’s job to then get the book out and fix what remained, see what parts could be restored, and deal with what was lost. The way to do that was to go slowly, and the way not to do that was to start pushing switches, closing valves, disconnecting drives, elbows flying, hands and fingers all over the panel. First, just sit on your hands.
The QRH does the same thing for you. There are a few memory items for any pilot flying any aircraft, critical steps that must be taken immediately, from memory, to prevent catastrophic failure or damage. But there aren’t many. And once those items have been taken care of, that’s when you need to sit on your hands. And the first thing you want them to touch after that is a QRH.
