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Aircraft X advised descending due to TCAS RA and
Aircraft Y advised they were climbing. I issued a lower
altitude to Aircraft X and sharp turns to both aircraft, but
standard separation was not maintained. Contributing
factors were rapid and sudden increase in complexity,
supervising all controllers at the sector and the supervisor
observing us directly, data block clutter at the ZZZ1
VORTAC…and my momentary reluctance to take the sector
from a Developmental who I felt was near certification and
needed to ‘work through’ the situation…
Situation #3: “The fuel quantity indicator
failed”
■ Since fuel flow gauges and associated fuel used
indicators were working normally and could be compared
with the flight plan, and weather at destination was good,
it was decided to continue to ZZZ1. A discussion of this
problem with an MD80 instructor pilot was desired to
validate our decision to continue, since a second abnormal
(i.e., engine failure, fuel leak, abnormal fuel transfer
between tanks, weather deterioration at destination,
etc.) would make the inoperative fuel quantity indicators
critical. We contacted Maintenance Control and advised
them of the problem and asked to have Dispatch patch us
through to an MD80 Check Captain or at least the Flight
Number 320 August 2006
Checklists are an orderly and sequential collection
of “best practices” for configuring an aircraft for
safe flight. Checklists must often be accomplished
amid a host of competing cockpit priorities–
obtaining clearance, responding to calls from
ATC, consulting charts, taxiing for takeoff, and
communicating with the cabin crew, to name just
a few. Routine cockpit duties can interfere with
reading of the checklist and lead to “checklist
disruptous”–failure to complete the checklist and
configure the aircraft properly for flight.
The consequences of disrupted or interrupted
checklists are varied and potentially serious, as
illustrated by this month’s selection of ASRS reports
on the subject.
Checklist Interrupted–No Flaps Takeoff
This B737-800 flight crew was interrupted twice while
running pre-departure checklists, and a cockpit warning
device that could have alerted them to the aircraft’s unsafe
configuration, failed to function.
■ …We performed the After Start checklist and the First
Officer called for taxi. As we started the taxi, I called for
the Taxi checklist, but immediately became confused about
the route and queried the First Officer to help me clear up
the discrepancy. We discussed the route and continued the
taxi...We were cleared for takeoff [on] Runway 01, but the
Flight Attendant call chime wasn’t working. I had called
for the Before Takeoff checklist, but this was interrupted
by the communications glitch. After affirming the Flight
Attendants [were] ready, we verbally confirmed the Before
Takeoff checklist complete. On takeoff, rotation and liftoff
were sluggish. At 100-150 feet as I continued to rotate, we
got the stick shaker. The First Officer noticed the no-flap
condition and placed the flaps to 5 degrees. The rest of the
flight was uneventful. We wrote up the takeoff warning
horn but found the circuit breaker popped at the gate.
The cause of this potentially dangerous situation was a
breakdown in checklist discipline attributable to cockpit
distraction. The Taxi checklist was interrupted by my
taxi route confusion. The Before Takeoff checklist was
interrupted by a Flight Attendant communication problem.
And for some reason, the takeoff warning horn circuit
breaker popped, removing the last check on this sort of
thing…From now on, if I am interrupted while performing
a checklist, I intend to do the whole thing over again.
Another procedure used by many pilots is to stop (hold) the
checklist at the item where an interruption takes place;
when the checklist resumes, repeat the last completed
item and continue with the rest of the checklist.
Checklist Interrupted–
Low Pressurization
A Citation flight crew learned that skipping the
Preliminary Checklist can lead to a deflating flight
experience.
■ While climbing through FL220, I observed an amber
caution annunciator system message about cabin altitude. I
donned my mask and stopped climb. The Captain informed
ATC that we had a pressurization problem and needed to
level off. Seconds later, while the Captain was performing
the Abnormal checklist, we got a red caution annunciator
system message. The Captain donned his mask and
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