BAe Jetstream - How do you get out?
Thread Starter
Join Date: Feb 2009
Location: Cardiff
Age: 48
Posts: 93
Likes: 0
Received 0 Likes
on
0 Posts
BAe Jetstream - How do you get out?
Call me a nerd if you want, but I usually study the passenger safety card of every aircraft I fly fairly thoroughly on each flight.
This week I flew in a BAe Jetstream - sitting in the rearmost row of seats. There was, of course, no flight attendant. It's a 19 seater , crewed only by two pilots .The only door on the aircraft is at the rear.
In an emergency it's a fair bet neither of the pilots would be able to make it to the back of the plane to open the door - so it would be down to us passengers, and - because I was the passenger sitting nearest seat to the door - it would have been down to me to get it open and help everyone out .
The snag is I could make neither head nor tail of the instructions on the safety card. It just doesn't make the operation of the door clear. Do you turn the handle to the right and push out? ...Or do you pull the door inwards ( I assume it's a plug door of some kind) then turn the handle and then push out.
I wanted to ask the pilot during his safety announcement In fact I'd like to have a demonstration of how to open that door - but I didn't want to be considered some sort of oddball or worry anyone But in an emergency I really would like to get it it right.
Can anyone here explain how this door operates and what Jetstream passengers should do when faced with an emergency and the need to get it open?
This week I flew in a BAe Jetstream - sitting in the rearmost row of seats. There was, of course, no flight attendant. It's a 19 seater , crewed only by two pilots .The only door on the aircraft is at the rear.
In an emergency it's a fair bet neither of the pilots would be able to make it to the back of the plane to open the door - so it would be down to us passengers, and - because I was the passenger sitting nearest seat to the door - it would have been down to me to get it open and help everyone out .
The snag is I could make neither head nor tail of the instructions on the safety card. It just doesn't make the operation of the door clear. Do you turn the handle to the right and push out? ...Or do you pull the door inwards ( I assume it's a plug door of some kind) then turn the handle and then push out.
I wanted to ask the pilot during his safety announcement In fact I'd like to have a demonstration of how to open that door - but I didn't want to be considered some sort of oddball or worry anyone But in an emergency I really would like to get it it right.
Can anyone here explain how this door operates and what Jetstream passengers should do when faced with an emergency and the need to get it open?
Join Date: Oct 2003
Location: in the here and now
Posts: 127
Likes: 0
Received 0 Likes
on
0 Posts
Google is your friend.....
I googled "opening bae jetstream door" and the 4th choice is a pdf file from brandweer schiphol (fireservices schiphol) giving (in English) quite a detailed description of what would be important features for fire and rescue. Admittedly most items are discussed in relation to someone on the outside of the aircraft.
The operation of the door however seems straightforward - pull the handle out and rotate down in direction of the arrow. I imagine it would be the same on the inside except in mirror image.
Plus there are either one or two emergency exit hatches - the overwing windows that can also be opened from inside.
I googled "opening bae jetstream door" and the 4th choice is a pdf file from brandweer schiphol (fireservices schiphol) giving (in English) quite a detailed description of what would be important features for fire and rescue. Admittedly most items are discussed in relation to someone on the outside of the aircraft.
The operation of the door however seems straightforward - pull the handle out and rotate down in direction of the arrow. I imagine it would be the same on the inside except in mirror image.
Plus there are either one or two emergency exit hatches - the overwing windows that can also be opened from inside.
Join Date: Apr 2009
Location: Behind Woolworths
Age: 62
Posts: 42
Likes: 0
Received 0 Likes
on
0 Posts
Gday Folks
Currently I'm an FO on the Jetstream 32. Our company SOP's dictate that I brief the passenger seated in 7A(rear exit row) or person sitting closest to it and the passengers seated in the overwing exit row. I make a point of getting the passenger to look at the briefing card whilst i talk them through the card and the when to and when not to open the door. I have seen some FO's just say to passengers to read the briefing card before takeoff, but the reality is most pax dont bother reading it.
The backdoor is locked by rotating the handle to the locked position. this pushes 6 locking bolts into place, when the aircraft is pressurised the internal pressure pushing on the bolts make it extremely difficult to open the door in flight. If you look at the door handle when it is in the closed position you can see that it is protected by a stop. This "stop" is purely there so you can't bump into the door handle and have it open. You will also have 6 clear indicators, with 2 red lines drawn on them, when all of those lines are lined up the door is infact locked. This is an extra protection on top of the microswitches as sometimes one microswitch will give a false reading.
Now the fun part.
To open the rear door. Very Simply just grab the door handle, pull it in towards you just to clear the "stop" as you do this you will notice that directly below the handle is a clear indicator and when you pull the handle in this indicator will disappear meaning you can now open the door. Once you have pulled the handle in, simply turn it clockwise, all the locking pins will retract into the door then simply push the door open, the door may drop all the way down and lock open or it may sit on the strut in a kind of half open position, dont worry about that just put some weight on the door and it will open and remain open by use of an over centre locking mechanism which engages by itself when the door is fully open and weight is on it.
Overwing exit operation is even easier.
Looking at the overwing exit you will notice that at the top is a "pull" sign.
If the window is on your right you are best off putting your right hand on the bottom of the window and using your left hand pull the pull handle cover off which exposes a red handle, pull the red handle, pull the window in on you, turn it on its side and throw it out the hole. Conversely if the window is to the left of you put your left hand on the bottom and use your right hand to pull the handle. This will save time by not requiring you to "swap" hands to give the window a good hurl out the hole. Also just out of interest, the Right hand side Overwing exit is slightly larger than the left! Something to keep in mind if you have a large frame like myself!
Always remember do nothing until you hear the captain or the FO say "Evacuate, Evacuate, Evacuate" or whatever command the crew tells you to expect.
Hope I explained it well enough.
Percy
Currently I'm an FO on the Jetstream 32. Our company SOP's dictate that I brief the passenger seated in 7A(rear exit row) or person sitting closest to it and the passengers seated in the overwing exit row. I make a point of getting the passenger to look at the briefing card whilst i talk them through the card and the when to and when not to open the door. I have seen some FO's just say to passengers to read the briefing card before takeoff, but the reality is most pax dont bother reading it.
The backdoor is locked by rotating the handle to the locked position. this pushes 6 locking bolts into place, when the aircraft is pressurised the internal pressure pushing on the bolts make it extremely difficult to open the door in flight. If you look at the door handle when it is in the closed position you can see that it is protected by a stop. This "stop" is purely there so you can't bump into the door handle and have it open. You will also have 6 clear indicators, with 2 red lines drawn on them, when all of those lines are lined up the door is infact locked. This is an extra protection on top of the microswitches as sometimes one microswitch will give a false reading.
Now the fun part.
To open the rear door. Very Simply just grab the door handle, pull it in towards you just to clear the "stop" as you do this you will notice that directly below the handle is a clear indicator and when you pull the handle in this indicator will disappear meaning you can now open the door. Once you have pulled the handle in, simply turn it clockwise, all the locking pins will retract into the door then simply push the door open, the door may drop all the way down and lock open or it may sit on the strut in a kind of half open position, dont worry about that just put some weight on the door and it will open and remain open by use of an over centre locking mechanism which engages by itself when the door is fully open and weight is on it.
Overwing exit operation is even easier.
Looking at the overwing exit you will notice that at the top is a "pull" sign.
If the window is on your right you are best off putting your right hand on the bottom of the window and using your left hand pull the pull handle cover off which exposes a red handle, pull the red handle, pull the window in on you, turn it on its side and throw it out the hole. Conversely if the window is to the left of you put your left hand on the bottom and use your right hand to pull the handle. This will save time by not requiring you to "swap" hands to give the window a good hurl out the hole. Also just out of interest, the Right hand side Overwing exit is slightly larger than the left! Something to keep in mind if you have a large frame like myself!
Always remember do nothing until you hear the captain or the FO say "Evacuate, Evacuate, Evacuate" or whatever command the crew tells you to expect.
Hope I explained it well enough.
Percy
Last edited by PercyWhino; 8th Aug 2011 at 00:49.
Está servira para distraerle.
In an evacuation of a full J31/32, all that there is ever going to be is a mass of flesh in the aisle as the punters from the front trip over the almost invisible brilliantly situated obstacle, the laterally running main spar.
Join Date: Apr 2009
Location: Behind Woolworths
Age: 62
Posts: 42
Likes: 0
Received 0 Likes
on
0 Posts
Wingunder.
Yep agree with you there, sometimes you get a few "smart" passengers that at the end of the brief say something like, "but dont crash" or "but im not going to need to know this am i!" Well yes you are
.
Anyway my response is usually. "If in doubt follow me out!"
Yep agree with you there, sometimes you get a few "smart" passengers that at the end of the brief say something like, "but dont crash" or "but im not going to need to know this am i!" Well yes you are
. Anyway my response is usually. "If in doubt follow me out!"
Paxing All Over The World
When my nephew was FO then Cpt on J31s, when asked the question he replied: "Watch my feet, the words 'Follow Me' are painted on the soles and you'll read that as I go head first out of the window." Some nodded and thanked him. 
Thread Starter
Join Date: Feb 2009
Location: Cardiff
Age: 48
Posts: 93
Likes: 0
Received 0 Likes
on
0 Posts
PercyWhino's detailed explanation is excellent. I think I've got it now! Many thanks.
Yes I agree about the gangway of the Jetstream being something of an obstacle course. Until I saw the spar running across the floor I couldn't figure-out why that red "CAUTION" light seemed to be permanently illuminated on the ceiling above the obstruction. It makes you look up - just at the point you should be looking down.
Apart from that single door at the rear on the port side, if memory serves there was only one other exit - and over-wing removeable panel on the starboard side of the aircraft. I suppose, in the event of a fire on the port side, everyone could get out through that starboard exit - but it might take a while....
Anyway thanks again PercyWhino and everyone for their most useful advice.
Yes I agree about the gangway of the Jetstream being something of an obstacle course. Until I saw the spar running across the floor I couldn't figure-out why that red "CAUTION" light seemed to be permanently illuminated on the ceiling above the obstruction. It makes you look up - just at the point you should be looking down.
Apart from that single door at the rear on the port side, if memory serves there was only one other exit - and over-wing removeable panel on the starboard side of the aircraft. I suppose, in the event of a fire on the port side, everyone could get out through that starboard exit - but it might take a while....
Anyway thanks again PercyWhino and everyone for their most useful advice.
Last edited by korrol; 8th Aug 2011 at 11:13.
Join Date: May 2011
Location: Madison, WI
Posts: 299
Likes: 0
Received 0 Likes
on
0 Posts
Until I saw the spar running across the floor I couldn't figure-out why that red "CAUTION" light seemed to be permanently illuminated on the ceiling above the obstruction.
Join Date: Aug 2002
Location: South of France
Posts: 1,035
Likes: 0
Received 0 Likes
on
0 Posts
I recall the words of my flying instructor on my first lesson thirty or so years ago as he completed his brief on exiting our steed in an emergency* :
"So Strake m'boy, let me summarise. If I tell you we have to get out in a hurry, please do so. If you don't, the coroner may well find an imprint of my size 9's on your neck"
Harsh but not forgotten
*PS of NSF for those who may remember him.
"So Strake m'boy, let me summarise. If I tell you we have to get out in a hurry, please do so. If you don't, the coroner may well find an imprint of my size 9's on your neck"
Harsh but not forgotten
*PS of NSF for those who may remember him.
Join Date: Apr 2009
Location: Behind Woolworths
Age: 62
Posts: 42
Likes: 0
Received 0 Likes
on
0 Posts
Thanks radeng. much obliged! Maybe technical writing is something I could look into and take up when I lose the old Class 1 because of my hearing! It's not deafness it's just selective hearing!
Maybe technical writing is something I could look into and take up when I lose the old Class 1 because of my hearing! It's not deafness it's just selective hearing!
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
Ross if you put a perm construction in it is counted as a mod and that costs tens of thousands.
There is a story about a FO creating a ramp which the Captain thought was very good apart from the fact it wasn't secured in place. The FO over night took a drill and drilled through the spar and put a threaded rod through and tied the whole lot together very nicely.
Next day showed the Captain who went a bit pale. The airframe was a write off BAe said they had to replace the spar.
And there are 4 general flavours of civilian jetstream 3100 series aircraft apart from cabin fit. remember it was intailly designed to be a military aircraft.
There is the intial run jetstream 31's with a single over wing exit and 920 shp engines
There then is a testing period for the J32 where they try out a few things but apart from being wierd they are in essance a J31. Such as auto relight and Negative torque system. There a bit of PIA to be honest the switches/CB's for quite a few systems are in funny places.
Then you get your Jetstream 32's with 2 over wing exits and 1020 SHP engines and a few other difference which only the cockpit will know about.
And you have the J32 EDAM which is a preformance related thing they stick extra vortex generators on the wing and two big wedges next to the engine as fairings. It allows us to do flap 0 departures and other benefits if its hot.
Now they are quite a fun pilots aircraft apart from landing the sods. Its quite morall destroying when you first start flying them. You think you have cracked it then bang you get dumped onto mother earth with a clatter and grunts from everyone onboard. Even after flying them for years you can't be 100% certain what the landing is going to be like, some that you think are going to be carrier jobs turn out smooth and others that you think are going to be peachy you have to do the walk of shame and apologise to the pax.
But when it comes down to it, its a cracking aircraft in bad conditions. The engines have a good responce to the power lever changes, its quite a responsive aircraft on the controls, and its built like a brick poo house. After landing one in challanging conditions I have to stop myself smiling while letting the punters off. Its not that I think its funny scaring the punters its just that I really enjoy flying them.
There is a story about a FO creating a ramp which the Captain thought was very good apart from the fact it wasn't secured in place. The FO over night took a drill and drilled through the spar and put a threaded rod through and tied the whole lot together very nicely.
Next day showed the Captain who went a bit pale. The airframe was a write off BAe said they had to replace the spar.
And there are 4 general flavours of civilian jetstream 3100 series aircraft apart from cabin fit. remember it was intailly designed to be a military aircraft.
There is the intial run jetstream 31's with a single over wing exit and 920 shp engines
There then is a testing period for the J32 where they try out a few things but apart from being wierd they are in essance a J31. Such as auto relight and Negative torque system. There a bit of PIA to be honest the switches/CB's for quite a few systems are in funny places.
Then you get your Jetstream 32's with 2 over wing exits and 1020 SHP engines and a few other difference which only the cockpit will know about.
And you have the J32 EDAM which is a preformance related thing they stick extra vortex generators on the wing and two big wedges next to the engine as fairings. It allows us to do flap 0 departures and other benefits if its hot.
Now they are quite a fun pilots aircraft apart from landing the sods. Its quite morall destroying when you first start flying them. You think you have cracked it then bang you get dumped onto mother earth with a clatter and grunts from everyone onboard. Even after flying them for years you can't be 100% certain what the landing is going to be like, some that you think are going to be carrier jobs turn out smooth and others that you think are going to be peachy you have to do the walk of shame and apologise to the pax.
But when it comes down to it, its a cracking aircraft in bad conditions. The engines have a good responce to the power lever changes, its quite a responsive aircraft on the controls, and its built like a brick poo house. After landing one in challanging conditions I have to stop myself smiling while letting the punters off. Its not that I think its funny scaring the punters its just that I really enjoy flying them.
Join Date: Apr 2009
Location: Behind Woolworths
Age: 62
Posts: 42
Likes: 0
Received 0 Likes
on
0 Posts
Our landings are measure by whether or not you do such a hard landing you get the POD DOOR CAP light on! You know you've done a doozy when that happens, Usually If asked I reply along the lines of, well it takes an exceptional landing to be able to set the POD DOOR CAP light on!
Thought I had the landing last night licked, then we thumped on and bounced, the second touchdown was the smoothest. Using the taxi light on helps a bit with the night touchdowns.
Thought I had the landing last night licked, then we thumped on and bounced, the second touchdown was the smoothest. Using the taxi light on helps a bit with the night touchdowns.
