A B767 flight crew report on a diversion from the North Atlantic Tracks for smoke of unknown origin.
Synopsis
A B767 flight crew report on a diversion from the North Atlantic Tracks for smoke of unknown origin.
Narrative
At the same moment; the First Officer and I looked at each other and said 'You smell something' we were trying to identify the smell and source when a Flight Attendant called to see if we needed anything. I needed a break so she came into the cockpit and mentioned the odor. She said it was bad; but we thought it was dissipating. I showed her where the observer mask was if she wanted it. I went to the lavatory and heard them yelling to the Flight Attendant guarding the door to send me back to the cockpit. When the door opened I looked in and was overwhelmed with the odor and saw smoke for the first time; coming from my rudder pedal area. I told the Flight Attendant to get the Relief Pilot into the cockpit. First Officer and I donned our masks and goggles and almost immediately took the goggles off and placed them on our foreheads since our vision was better without them; our eyes weren't bothered; and the goggles were so cumbersome. While we tried to establish crew communication the Relief Pilot arrived. While we all wasted time fumbling with audio panels I grabbed the checklist card; handed it to the Relief Pilot; took off my mask and yelled 'Smoke and Fumes QRH'. I declared an emergency and said we were proceeding direct to the closest airport while the First Officer turned. During the remainder of the flight; we were hindered by the process of communicating. Repeated transmissions were made to the wrong person by all three pilots wasting valuable time. Approach and landing were normal. Tower reported no visible sign of smoke or fire during the rollout; we could see multiple air stair trucks along with the fire trucks lining our intended high speed exit. We discussed the possibility of air stairs instead of slides for evacuation and I made the decision to use air stairs. While slowing to a stop along side the fire trucks; the Relief Pilot made a PA to 'Remain seated.' Unfortunately the wrong microphone switch was selected and the passengers did not hear it. I also made a PA to say that we would exit via air stairs; but I believe the PA had failed since I didn't hear it. Relief Pilot then opened the door and yelled to the Flight Attendant's that the stairs were coming. When I stopped the aircraft the First Officer shut down the engines and we ran the Evacuation QRH. By the time I left the cockpit; First and most of Business were empty. A Flight Attendant was directing at 1L and Relief Pilot was at 1R. The left aisle was blocked by a passenger opening an overhead bin. I yelled 'Leave your stuff and get off the plane'. The Flight Attendant immediately realized that this was still an evacuation (except with stairs; not slides) picked up the microphone and made a PA to that affect. Her PA did work. I went to 1R to send Relief Pilot outside to take charge of the passengers but saw that operations and firemen were directing them to buses. I made a cabin sweep and found it empty. As I got back to the front the fire chief was arriving and we began trying to determine the location of the smoke. After the evacuation; my biggest problem was once again communication. I don't have an international cell phone. I had to arrange to get the plane to be towed to the gate; get the Flight Attendant's on board and then let passengers on to get belongings. Dispatch called and told me that pilots and flight attendants were being flown in with a good airplane and to let him know what time we wanted to depart. He also had dinner arranged. I called back later and arranged a departure time assuming we would ferry the broken plane home. We found out in the morning that we were flying the passenger flight. Fortunately the flight was uneventful. As I write this report I realize that I am still not ready to fly; have taken myself off my next trip and had no business working home. Our Flight Attendant's deadheaded home as we should have. My main concerns: 1. Mask & goggle communications in cockpit need improvement 2. Lackof communication ability on ground. Possibly an international cell phone assigned to international flights with programmed numbers. 3. Lack of support from company after landing. A 'one stop shopping' contact (like Dispatch on a flight) needs to be assigned to the event.
Second reporter narrative
The Captain and I entered the cockpit and he instructed me to run the QRH for Smoke/Fumes/Odors. I read the QRH and we all donned our Oxygen Mask and Goggles and established crew communications. The Captain declared and emergency with ATC and advised them we were diverting to the closest airport . We turned toward the airport and I completed the Smoke/Fumes/Odor checklist and as per that checklist then completed the Smoke and Fumes Removal checklist. As per the checklist I advised the Captain we needed to descend down to 9500 feet and then pressurize the airplane. At about this time we were instructed to contact center and they cleared us for a descent to FL270 and the Captain advised we needed to continue our descent to FL95. ATC the cleared us to FL100. This was the time when I selected Override on the equipment cool switch per the checklist and a couple of minutes later we all observed the intensity of the smoke to be decreasing. I never recalled getting an equipment cooling smoke light. I continued with the Smoke and Fumes Removal checklist and reconfigured the pressurization panel per the checklist. There was a period of time as we were descending down to FL95 that I noticed the status message for STBY INVERTER. I looked at the circuit breaker expecting to see it was popped and advised the Captain the breaker was still in. He instructed me to tell the Purser to prepare for an evacuation upon landing. A few minutes later we leveled off at FL95 and I continued with the Smoke and Fumes Removal checklist and depressurized the aircraft. I then noticed the EQUIP COOLING status message and then looked at the overhead panel and per the Smoke and Fumes Removal checklist returned the equipment cooling selector to Standby. At about this point we were approaching 60nm from the airport and I felt like we were now beginning to get things under control. The Captain asked me to call the Purser to find out what was going on in the cabin and whether there was any smoke. The Purser stated there was a haze in the cabin. I relayed this to the Captain. He then instructed me to make an announcement to the passengers to expect a normal landing. We later found out this PA never came over the PA. At this point the mood in the cockpit started to get better. The smoke was dissipating and we felt like we had things under control. At about 40nm out the Captain advised the First Officer that he would make the landing and they transferred aircraft control to the Captain. I then called the Purser for another update and the Purser stated there was still a haze in the cabin in first class and most of business class. I also inquired about the cabin preparation and the Purser said they were ready. I then relayed the message to the Captain and gave the Prepare for Landing announcement over the PA and I am not sure if that was heard. We coordinated with Tower our turn-off spot and that were going to evacuate the aircraft. We got landing clearance from the tower and completed the Before Landing checklist. The landing was uneventful and as we approached the taxiway we saw the fire and rescue trucks waiting and I advised the Captain that there was four sets of air stairs sitting there with the fire trucks. We briefly discussed the pros vs. cons of continuing the full evacuation. The Captain then decided we would exit by the air stairs. The First Officer began coordinating with tower for the air stairs to be brought up to the aircraft. I made a PA to Remain Seated; Remain Seated. I then called the Purser and told her to Remain Seated we are going to exit via the air stairs. The Captain and First Officer began doing the QRH for Evacuation and I got up and exited the cockpit to tell the purser the air stairs were coming up to the aircraft. The air stairs came up to 1L then 1R and we began quickly deplaning passengers. At some point all four doors were open and air stairs were up and we were deplaning passengers via all the doors. Once all the passengers were off theairplane we all searched the cabin to ensure all passengers were off and then the crew left the aircraft. The Fire Chief came aboard the aircraft and began to investigate the origin of the smoke. The end.The following were significant contributing factors that made the workload higher for the cockpit crew. 1. Smoke goggles to oxygen mask fit is completely not compatible. The two simply do not work together. Completely unacceptable and will get somebody killed some day. 2. Crew communications with oxygen masks on was non-effective and increased crew workload significantly. It was made worse with three crewmembers plus ATC all trying to all communicate. We need a voice activated intercom to be selected on when the oxygen masks are worn which would significantly reduce workload. We need a SOP on the operation of the oxygen masks and whether speakers are going to be turned on or ear pieces used. 3. Why did the Standby Inverter circuit breaker never open. Isn't the purpose of the circuit breaker to protect overheating components. Is the circuit breaker of the correct amperage or an amperage that is too high to protect the component?
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.