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Dangerous Goods (Air) Incidents/Accidents?

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Dangerous Goods (Air) Incidents/Accidents?

Old 6th May 2001, 06:13
  #21 (permalink)  
GotTheTshirt
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CargoRat,
as a non freightie can you tell me who compiles and is responsible for the update of the DG manual.
Is it IATA?
As I mentioned earlier after the Valujet incident the FAA got in on the act with a notice to Airlines but we got off because the DG manual had not been ammended and the agent was not on the FAA mailing list. I was in the US at this time so how was it handled in UK/EU.
I remember quite clearly during my intergogation - sorry interview with the Feds that the agents manual allowed up to three of these ( as I mentioned not called Oxygen generators but chloric chemical units) to be carried on a passenger aircraft.
I was just the innocent bystander as I had orderd 3 units from base ( Maimi no less!) and they shipped them. I was only involved because they were addressed to me.!!
 
Old 6th May 2001, 11:43
  #22 (permalink)  
CargoRat2
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IATA updates the manual. A new one every year; this year's one is the 42nd edition. Its up to the airline/agent to ensure they are using the correct manual (I would have thought). IATA's address is in the book.

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rgds Rat
 
Old 6th May 2001, 13:45
  #23 (permalink)  
733SS
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I thought that the FAA would be checking if in compliance to the 49CFR as opposed to the IATA DGR considering the state variations in the USA are more restrictive as mentioned in the IATA DGR....just a thought...Cargorat...any news on the forum?

 
Old 6th May 2001, 16:44
  #24 (permalink)  
Eastwest Loco
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Personal experience from the late '70s.

TN had a contract for carrying core trays from the local acid plant that supplied mines to move their filter cores- large heavycast frames with fibregalss filters contained by cast mesh.
We asked if they were cleaned- loaded them in the Transit and off to the airport.
No probs - UNTIL _ whe upended them loading the F27-100 VH-TFC at WNY. As soon as they were upended they pissed acid all over us and the front hold of the aircraft.

We bumped them - called engineering and management - and the whole thing was kept very hush hush - despite the fact we had blistered hands and the M tar was turned white by the acid. Cleaned up Foxy Charlie as best we could and recalled engineering. She was to be thoroughly checked on arrival.

We were later told that TN did not report the incident and were suitably narked - also TFC went in for a D check 6 months later and was retired due to severe corrosion below the forward cargo bay. Later sold by AAS to an Indo operator SMAC Air I believe.

Such was the '70s culture. Was in the same position with EW at DPO years later - Airport Manager/Loco/Porter/Cleaner - drum arrived on night flight an porter called me over - drum was epoxy - cracked and part B leaking on top - was just starting to expand after the flight from SYD - dragged it out quick and nailed the turkey waiting for it.Didnt tell EW until AFTER the DOA incident report docs were lodged. There is no other way. Be sure - get the paperwork underway before some marketing ****** intervenes. Chrges were laid. The goods were declared - falsely. A diversion or hold of 20 minutes could have been catastrophic or at least disabled an aeroplane for weeks.

Be safe

Regards

EWL.
 
Old 6th May 2001, 17:00
  #25 (permalink)  
CargoRat2
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737SS. The forum exists since yesterday lunchtime (GMT)! Look for "Freight Dogs" in "Other Aircrew Forums". We hijacked the old "Europe" forum & Capt PPRuNe/PPRuNe Towers agreed to rename it. We're in business!

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rgds Rat
 
Old 6th May 2001, 17:15
  #26 (permalink)  
GotTheTshirt
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Cargo Rat,

Thanks for the info but how do they bring out anything urgent between issues?

As 737SS the FAA are responsible for CFR compliance but then ( as in my case) they only notified the airlines. I guess the FAA have no way of even knowing who freight forwarders are.
Again in my case the IATA refeernce and paperwork were correct for the IATA manual in force that day. I even got a copy of the dangerous goods form that the Captain signed.

The reason that the FEDS did not nail us ( the agent that is) was that legally they did have their act together.
From what you are saying CargoRat nothing has really changed and there doesnt really seem to be leakproof( pardon the pun!) system.
 
Old 6th May 2001, 17:28
  #27 (permalink)  
CargoRat2
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Hmmm. Now I have to make an educated guess. The State Variations in the front of the manual (ie all the USG-n) probably reflect the additional requirements of CFR. Think about it. Do you know the state requirements for lets say Uganda? Neither do I. But if you were to ship some DG down there, all you'd have to do is look in IATA DGR & see if they had any other restrictions/requirements.


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rgds Rat
 
Old 6th May 2001, 18:12
  #28 (permalink)  
733SS
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Are oxidizing generators forbidden by air transport in the US now do to the Value Jet Crash?

I came across the the other day and I didn't know what to say in retrospect..
I am not sure of the CFR but I know I didn't find anything in the Section 2 - State variations....Anybody have an idea?

Thanks for the input of the 70's stories...I see things haven't changed much considering people are still screwing with DG and be ignorant of the fact...

I caught up on an old thread..A woman brought " Sulpheric acid" abboard undeclared and it leaked throught the overhead baggage hold. People were hurt.

Ignorance of the fact or just stupidity...??

I understand now that the General Civil Aviation Authroity of the United Arab Emirates are evaluating new DG instructors..apparently do to legislation they can only instruct to other people within the company they are hired in. They evaluate the syllabus for approval...I think this is quite comprehensive considering the UAE is a small country with lots of import and export..I am glad they are making an effort...ANy other countries fall in the same catagory?
 

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