BA aircraft catches fire in US!
Controversial, moi?
As at 0700Z on the 10th September the refueller was alive but very critically ill.
This information comes from the Captain of the subject flight.
Also at the time of the fire outbreak approximately 10 passengers were still to disembark.
This information comes from the Captain of the subject flight.
Also at the time of the fire outbreak approximately 10 passengers were still to disembark.
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JAR-OPS 1.305. Re/defuelling with Passengers embarking, on board or disembarking. (See Appendix 1 to JAR-OPS 1.305) (See IEM OPS 1.305)
An operator shall ensure that no aeroplane is re/defuelled with Avgas or wide Cut type fuel (eg. Jet-B or equivalent) or when a mixture of these types of fuel might occur. when passengers are embarking. on board or disembarking. In all other cases necessary precautions must be taken and the aeroplane must be properly manned by qualified personnel ready to initiate and direct an evacuation of the aeroplane by the most practical and expeditious means available
Appendix 1 to JAR-OPS 1.305. Re/defuelling with passengers embarking, on board or disembarking.
(a) An operator must establish operational procedures for re/defuelling with passengers embarking. on board or disembarking to ensure the following precautions are taken:
(1) One qualified person must remain at a specified location during fuelling operations with passengers on board. This qualified person must be capable of handling emergency procedures concerning fire protection and fire-fighting. handling communications and initiating and directing an evacuation;
(2) Crew, staff and passengers must be warned that re/defuelling will take place;
(3) 'Fasten Seat Belts' signs must be off;
(4) 'NO SMOKING signs must be on, together with interior lighting to enable emergency exits to be identified;
(5) Passengers must be instructed to unfasten their seat belts and refrain from smoking:
(6) Sufficient qualified personnel must be on board and be prepared for an immediate emergency evacuation;
(7) If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during re/defuelling, fuelling must be stopped immediately;
(8) The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear; and
(9) Provision is made for a safe and rapid evacuation.
In an attempt to adhere to the above, our mob is now running a test on the 737 fleet with walkie-talkies on each AC, to be used by the Purser.
Purser has to switch on the WT upon boarding and contacts the person who is responsible for fuelling to ask for status. If fuelling ongoing, Purser then informs cockpit crew, cabin crew and pax. The WT also has to be switched on as soon as ac arrived on stand, so fuelling boss can contact ac with fuelling status.
Had the WT 3 days this week and the system worked perfectly. Not only did I get direct report on fuelling, I could easily contact the ground agent, the catering and the comp security services when necessary. Loved it in other words, safer quicker easier!
But then one of the Captains I flew with had a real bee in his bonnet about me (Purser) being the One qualified person (who) must remain at a specified location during fuelling operations with passengers on board. This qualified person must be capable of handling emergency procedures concerning fire protection and fire-fighting. handling communications and initiating and directing an evacuation;
According to this CAptain, the only person who should be allowed to initiate an evacuation would be the Captain of the ac, unless incapacitated.
This is certainly the way it has always been in our comp, so he has a point. On the other hand, the Purser is the one who is in direct contact with the pax and in the cabin during a ground stop so there is something to be said for the new procedures as well.
I'm really not convinced either way on this one and would very much welcome some input from colleagues from both sides of the door.
An operator shall ensure that no aeroplane is re/defuelled with Avgas or wide Cut type fuel (eg. Jet-B or equivalent) or when a mixture of these types of fuel might occur. when passengers are embarking. on board or disembarking. In all other cases necessary precautions must be taken and the aeroplane must be properly manned by qualified personnel ready to initiate and direct an evacuation of the aeroplane by the most practical and expeditious means available
Appendix 1 to JAR-OPS 1.305. Re/defuelling with passengers embarking, on board or disembarking.
(a) An operator must establish operational procedures for re/defuelling with passengers embarking. on board or disembarking to ensure the following precautions are taken:
(1) One qualified person must remain at a specified location during fuelling operations with passengers on board. This qualified person must be capable of handling emergency procedures concerning fire protection and fire-fighting. handling communications and initiating and directing an evacuation;
(2) Crew, staff and passengers must be warned that re/defuelling will take place;
(3) 'Fasten Seat Belts' signs must be off;
(4) 'NO SMOKING signs must be on, together with interior lighting to enable emergency exits to be identified;
(5) Passengers must be instructed to unfasten their seat belts and refrain from smoking:
(6) Sufficient qualified personnel must be on board and be prepared for an immediate emergency evacuation;
(7) If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during re/defuelling, fuelling must be stopped immediately;
(8) The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear; and
(9) Provision is made for a safe and rapid evacuation.
In an attempt to adhere to the above, our mob is now running a test on the 737 fleet with walkie-talkies on each AC, to be used by the Purser.
Purser has to switch on the WT upon boarding and contacts the person who is responsible for fuelling to ask for status. If fuelling ongoing, Purser then informs cockpit crew, cabin crew and pax. The WT also has to be switched on as soon as ac arrived on stand, so fuelling boss can contact ac with fuelling status.
Had the WT 3 days this week and the system worked perfectly. Not only did I get direct report on fuelling, I could easily contact the ground agent, the catering and the comp security services when necessary. Loved it in other words, safer quicker easier!
But then one of the Captains I flew with had a real bee in his bonnet about me (Purser) being the One qualified person (who) must remain at a specified location during fuelling operations with passengers on board. This qualified person must be capable of handling emergency procedures concerning fire protection and fire-fighting. handling communications and initiating and directing an evacuation;
According to this CAptain, the only person who should be allowed to initiate an evacuation would be the Captain of the ac, unless incapacitated.
This is certainly the way it has always been in our comp, so he has a point. On the other hand, the Purser is the one who is in direct contact with the pax and in the cabin during a ground stop so there is something to be said for the new procedures as well.
I'm really not convinced either way on this one and would very much welcome some input from colleagues from both sides of the door.
