|Quoting Ferengi80 (Reply 316):|
They should, no matter what the situation. The aircraft was at a perculiar angle, engine 3 had been pretty much ripped from the wing, ergo there was signifcant risk of a fire starting.
Based on this, the emergency slides should have been deployed immediately, and the passengers evacuated as quickly as possible. The flight crew should never delay the evacuation of the aircraft, no matter whether they don't want the hassle of deploying the slides or not.
Various airlines from different countries would disagree to that!
|Quoting Icaro (Reply 336):|
Are you referring to the amount of injured people? If you mean that by no evacuating the did something wrong, please read some previous posts and you will see that they did exactly what they were supposed to do, they followed their procedures.
Perhaps we need to explain why and the procedures contain...
Before evacuations, there's normally an instruction to remain seated and await further instructions from the flight crew. That PA is to allow the flight crew time to assess the situation and complete the checklist item... initiating evacuation with the airplane "relatively intact" without completing the checklist WILL cause injuries, severe injuries and even death! You want pax to be sucked in to the engines? *grin*
Determining the risks during the emergency whilst still in the alert phase (ie: prior to cancellation, precautionary disembarkation or evacuation), can and do sometime take several minutes. During this time, information about abnormal conditions in the cabin and outside the aircraft are essential to the flight crew! All relevant info should be relayed immediately to the flight deck... but only ONE communication attempt should be made. Now, the fire trucks at the airport have a better view on the aircraft's fire risk at the time to prevent comms overload, distraction, etc.
When the aircraft stops all the F/As go to their designated exit and get ready to act immediately in response to any further PAs... which could be an alert cancellation, precautionary disembarkation (steps OR
slide), or Evacuate! Precautionary disembarkation may be upgraded to an Evacuation if the situation requires.
In severe, time critical emergency situation (to which this occasion doesn't seem like one), the Captain may elect to initiate an evacuation as per the initial PA.
Now precautionary disembarkation after alert phase, can be made with steps or slide... depending on type of emergency, availability of steps and distance to terminal... A particular door will be nominated. The word evacuation should not be used during a precautionary disembarkation as it could negate the urgency of the word when the status of the situation deem evacuation necessary. All doors that are NOT nominated should be blocked by an F/A to prevent panicked passengers from taking their own actions. If situation is upgraded, all F/As at unopened doors shall check the outside condition to check if it is safe to open (fire, smoke, height, obstacles situation... you don't want to open a slide that'll land on someone's head either).
Note that for an evacuation, there are emergency considerations. It is the captain's responsibility to initiate evacuation. Prior to cabin crew initiating evacuation, they must
attempt to advise the cockpit crew and await their direction. It is totally wrong to initiate evac without attempting comms with cockpit. BUT, if it is obvious that evac is imperative, and contact with cockpit is not possible, then the cabin crew has the responsibility to initiate evac.
So, I must disagree to those who advocates that "immediate evacuation" is always the best choice.
|Quoting Sphealey (Reply 327):|
Also IMHO the issue is quite pertinent for a.net. The people who read this forum are much more informed than the average airline passenger, more likely to have read the _Air Disasters_ volumes where numerous examples of deaths due to slowness to initiate evacuation can be found, and more likely to be sitting in an exit row. So a discussion here is a good thing.
There were cases of late evacs and near disasters due to late evacs, based on old procedures where cabin crew were NOT allowed to initiate evac, and since the change, based on poor communications between cabin crew and flight deck. If I remember correctly, in 2000, IATA put this concern in one of its publication stating that CRM extends to the cabin and not just in the flight deck.
|Quoting R2rho (Reply 320):|
This is the best conclusion that can be drawn from this. I'm tired of constantly hearing about runway overruns this year. What's going on? These incidents need to be looked into seriously by the authorities, and clear recommendations, norms or procedures should come out of it.
Overruns when wet... again and again. This "get-there-itis" needs to be readdressed!