Cabin safety demonstration
Thank-you! Yes, it would be an interesting way to pass some spare terminal time. Maybe a small mock up of two rows of seats, practice taking the life vest out and putting it on; also the oxygen mask. I'm sure it would be a good spectator sport! I find doing a much better way of learning than watching/reading.
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The CC are concerned - but the airlines? they are worried that if they make it sound dangerous people will stop using them (maybe go to New York on passenger liner ?)
A proper safety breifing would say "fasten your seal belt or your head maybe spread over the roof of this aeroplane... "
it would get attention but marketing would go ballistic.......
The real problem is that flying IS VERY SAFE - far more so than driving a car - and teh passengers realise it..........
A proper safety breifing would say "fasten your seal belt or your head maybe spread over the roof of this aeroplane... "
it would get attention but marketing would go ballistic.......
The real problem is that flying IS VERY SAFE - far more so than driving a car - and teh passengers realise it..........
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Am I in a minority of one in thinking that life jacket demos (or videos) are pretty much useless for large aircraft on scheduled services? How many incidents can you recall where passengers did don jackets as instructed and did it made any difference to survivability?
Fast evacuation on the ground is much more likely to save lives - and that means NOT getting your stuff out of the overhead lockers. Emirates were very very lucky not to lose anybody when they had a 777 pancake in Dubai and catch fire resulting in a total hull loss. Yet I believe the Indian Embassy only had 9 requests for replacement passports after the crash - since virtually everyone on board on a flight from India took the time to get their hand baggage out of the lockers. Lucky indeed to get out in time when several slides were unusable.
High time to take a look at drastically revamping the content and presentation of standard safety vids/demos. IMO.
Fast evacuation on the ground is much more likely to save lives - and that means NOT getting your stuff out of the overhead lockers. Emirates were very very lucky not to lose anybody when they had a 777 pancake in Dubai and catch fire resulting in a total hull loss. Yet I believe the Indian Embassy only had 9 requests for replacement passports after the crash - since virtually everyone on board on a flight from India took the time to get their hand baggage out of the lockers. Lucky indeed to get out in time when several slides were unusable.
High time to take a look at drastically revamping the content and presentation of standard safety vids/demos. IMO.
Try and beat me to the emergency exit. I will climb over you and your attempts at getting your bags. I spend almost as much time in the air as air crew of late. The only things I check every time during the briefing really are:
- count the rows to the exit back and fro.
- check where your life vest is, physically, touch it, can you reach it, is it there (had missing vests before!)
- know that you actually have to pull on the oxy mask canula to get the flow going
- know where the portable O2 is
- yell at anyone getting up before the FSB sign is off.
That's pretty much it. And god do I wish those multilingual airlines would simplify things and have a single safety video in native tongue and english subs!
- count the rows to the exit back and fro.
- check where your life vest is, physically, touch it, can you reach it, is it there (had missing vests before!)
- know that you actually have to pull on the oxy mask canula to get the flow going
- know where the portable O2 is
- yell at anyone getting up before the FSB sign is off.
That's pretty much it. And god do I wish those multilingual airlines would simplify things and have a single safety video in native tongue and english subs!
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To be honest as the end of a long flight people are probably so tired and it's been so long since they heard the demo ore takeoff that they should always be reminded to locate their nearest exits, review the safety card and if an evacuation becomes necessary to leave all hand baggage behind. Its the same on holidays flights too when people are more concerned about the beach/hotels/sites they've been looking forward to for months and that's all they're bothered about on the approach, particularly if they've had a couple of drinks onboard.
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The topic has been aired in here before, I think. Whilst I agree with you - no regulator is going to change that. Regulators are subject to politicians, at some point. Try to persuade a politician to remove a 'protection' will have them worried that the family of the next person to really need a life-jacket will be in court faster than to the hospital.
The same goes for removing shoes at security because one man once failed to bring a working bomb on board in his shoes. [I sit to be corrected]
Am I in a minority of one in thinking that life jacket demos (or videos) are pretty much useless for large aircraft on scheduled services? How many incidents can you recall where passengers did don jackets as instructed and did it made any difference to survivability?
The same goes for removing shoes at security because one man once failed to bring a working bomb on board in his shoes. [I sit to be corrected]
I guess I am used to dos and don'ts but i feel there is too much shilly shallying in most of the wording. Went on Aer Lingus for the first time recently and the announcements were excellent - e.g. 'Smoking is illegal, failure to obey orders from the crew is punishable by imprisonment' - do this, do that, it was spot on. Doesn't mean everyone listened of course but it set a good tone.
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Aside from those who ignore the preflight safety demo, I wish there was a gizmo that as soon as the aircraft started to taxi towards the runway for takeoff an autolock triggered on the overhead bins that stayed autolocked til the seatbelt sign went off and when the aircraft started to descend that same autolock triggered and did not come off til the aircraft was latched onto its airbridge.....that would be wonderful
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To try and answer the OP's question, why the manual safety demo?
As a current 787 driver I can think of a couple of possibilities, either:
(a) The IFE system was playing up and refusing to play the pre-recorded video.
or (more likely)
(b) The APU was unserviceable, requiring a ground power start. Like most systems on the 787, engine start uses electric power, and - funny old thing - it imposes quite a big drain on the ground power unit(s). As a result the aircraft cunningly load-sheds electric systems, so a GPU start is likely to knock out the IFE - hence the manual demo.
As a current 787 driver I can think of a couple of possibilities, either:
(a) The IFE system was playing up and refusing to play the pre-recorded video.
or (more likely)
(b) The APU was unserviceable, requiring a ground power start. Like most systems on the 787, engine start uses electric power, and - funny old thing - it imposes quite a big drain on the ground power unit(s). As a result the aircraft cunningly load-sheds electric systems, so a GPU start is likely to knock out the IFE - hence the manual demo.
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I just don't like being stood on or belted around the head by a wayward suitcase from the locker as we taxy around a corner....it hurts
If the lockers stayed locked til the airbridge was attached and door open, then everyone would have to learn that rarest of things upon arrival...patience
On a safety aspect...lockers that locked would also stop the luggage going down the emergency slides too cos no-one would be able to get at it....perfect remedy for those who insist on being welded to their duty free and suitcase when evacuating the plane
Last edited by configsafenot; 29th Mar 2017 at 19:21.
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configsafenot Many would agree but the topic has been discussed in here before. usually after every incident where there are images of pax down the slides with luggage.
There are numerous arguments (both ways) and if you search the forum you should be able to find them.
There are numerous arguments (both ways) and if you search the forum you should be able to find them.
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To try and answer the OP's question, why the manual safety demo?
As a current 787 driver I can think of a couple of possibilities, either:
(a) The IFE system was playing up and refusing to play the pre-recorded video.
or (more likely)
(b) The APU was unserviceable, requiring a ground power start. Like most systems on the 787, engine start uses electric power, and - funny old thing - it imposes quite a big drain on the ground power unit(s). As a result the aircraft cunningly load-sheds electric systems, so a GPU start is likely to knock out the IFE - hence the manual demo.
As a current 787 driver I can think of a couple of possibilities, either:
(a) The IFE system was playing up and refusing to play the pre-recorded video.
or (more likely)
(b) The APU was unserviceable, requiring a ground power start. Like most systems on the 787, engine start uses electric power, and - funny old thing - it imposes quite a big drain on the ground power unit(s). As a result the aircraft cunningly load-sheds electric systems, so a GPU start is likely to knock out the IFE - hence the manual demo.
It was a very nice airplane to be chauffeured in - even in the back... (hopefully you were not responsible for the collision with the ground on our return to Manchester. A rather 'firm' landing
)
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Not me - I've never taken one into MAN (although I have tried to flatten that hump a few times in a previous life). 
The 787 is a tricky little bugger to land smoothly though - it's big brother is much better at achieving crowd pleasing touchdowns. That beautiful wing just doesn't want to come back down to earth . . .
The 787 is a tricky little bugger to land smoothly though - it's big brother is much better at achieving crowd pleasing touchdowns. That beautiful wing just doesn't want to come back down to earth . . .
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I the last year I have flown in various cabins with five different airlines. Only one of them identified the location of emergency exits by reference to row numbers. On a widebody with fixed cabins, it may be best to that there are exits at the front and rear of each cabin section. But on a single-aisle aircraft without hard dividers it would be very useful to identify the exits by row number as well as by (usually ineffectually) pointing to them. Most people know which row they are in and can do simple arithmetic, so working out whether forward or backward is the best direction, at briefing time, is quite easy - much easier than counting rows when the cabin is full. of course in an actual emergenc it may be better to follow the crowd and head for the popular, rather thna logical, direction.