Illegal and improper carriage of chemical oxygen generators on ANZ long haul flight
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Illegal and improper carriage of chemical oxygen generators on ANZ long haul flight
We'll have to wait for the details to emerge but this sounds like a bit of a worry, especially given it's an ETOPS route.
Air force danger cargo sent on passenger jet - National - NZ Herald News
Air force danger cargo sent on passenger jet - National - NZ Herald News
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So a disgruntled employee turned them in??? What' the big deal?
Thr load agent hands me a manifest documenting the cargo...What was on the form this Captain signed...
It happens all the time...this time nothing happened...So what's the purpose of this post?
Sh@t stirrimg,
i.'m sure...
Thr load agent hands me a manifest documenting the cargo...What was on the form this Captain signed...
It happens all the time...this time nothing happened...So what's the purpose of this post?
Sh@t stirrimg,
i.'m sure...
Last edited by DownIn3Green; 16th Oct 2012 at 00:52.
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Safety management
The purpose of safety management is to discover events and risks so manageing them to reduce the chances of adverse outcome
Most rules in aviation are imposed as the result of adverse experience and so to disregard them enhances the risk they are designed to negate
Investigating events which seem to reveal a breach or rules is a valuable way to discover if the rules are wrong, outdated or an excessive constriction on trade. If the rule is not one of these it should be obeyed. If the rule is one of these it should be obeyed pending ammendment.
Risk management clearly shows we get a large number of warnings before an event becomes critical, ignoring the event series hastens that critical moment and usually makes the outcome inexcusable
Most rules in aviation are imposed as the result of adverse experience and so to disregard them enhances the risk they are designed to negate
Investigating events which seem to reveal a breach or rules is a valuable way to discover if the rules are wrong, outdated or an excessive constriction on trade. If the rule is not one of these it should be obeyed. If the rule is one of these it should be obeyed pending ammendment.
Risk management clearly shows we get a large number of warnings before an event becomes critical, ignoring the event series hastens that critical moment and usually makes the outcome inexcusable
Last edited by Tinribs; 24th Oct 2012 at 18:56.
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I'm slightly confused: how did the NZ Air Force put cargo on a passenger flight leaving from Vancouver???
Last edited by sb_sfo; 17th Oct 2012 at 14:32.
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Not being able to get my hands on a Dangerous Goods manual, as far as I am aware ICAO rules state that time-expired chemical oxygen generators are prohibited from carriage and MUST be transported by surface means, as a direct result of the ValuJet disaster. However, if they were new and being transported for fitment to aircraft at base then perhaps it is allowed as long as they were packaged in the permitted containers and amounts specified by ICAO. Possibly they can be carried in cargo-only aircraft. I stress I'm not sure as I do not have the manual to hand.
Last edited by Smudger; 17th Oct 2012 at 17:21.
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On coming across Ben Sandiland's article NZ air force outed for loading oxy cyclinders into Air NZ jet | Plane Talking I see they were going TO YVR.
Makes less sense now.
Makes less sense now.
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I'd like to see the official report, there are conflicting stories about YVR-AKL or AKL-YVR and the Herald may have found a generator picture somewhere to link the story to The Everglades.
Who knows and this may be a serious incident or just be a document discrepancy, probably best wait for the real story before speculating.
Who knows and this may be a serious incident or just be a document discrepancy, probably best wait for the real story before speculating.
Who knows and this may be a serious incident or just be a document discrepancy, probably best wait for the real story before speculating.
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A bit of an update on this story. Details are still frustratingly sketchy, however.
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OBOGS
There may be some confusion here
OBOGS. On Board Oxygen Generation, used to refer to a highly tuned system that isolated oxygen within the airmix by filtration for use on board. It was especially good for military aircraft as it avoided carrying large heavy cylinders and shortened rapid turnround time
On the other hand I could be out of date
OBOGS. On Board Oxygen Generation, used to refer to a highly tuned system that isolated oxygen within the airmix by filtration for use on board. It was especially good for military aircraft as it avoided carrying large heavy cylinders and shortened rapid turnround time
On the other hand I could be out of date
There may be some confusion here
OBOGS. On Board Oxygen Generation, used to refer to a highly tuned system that isolated oxygen within the airmix by filtration for use on board. It was especially good for military aircraft as it avoided carrying large heavy cylinders and shortened rapid turnround time
On the other hand I could be out of date
OBOGS. On Board Oxygen Generation, used to refer to a highly tuned system that isolated oxygen within the airmix by filtration for use on board. It was especially good for military aircraft as it avoided carrying large heavy cylinders and shortened rapid turnround time
On the other hand I could be out of date
Possibly the wider issue here is the terminology used by the shipper.
In the Valujet accident, the shipper had described them as oxygen "canisters", rather than "generators". Additionally, the term "expired" (or words to that effect) were used to describe the shipment. This led to the assumption that they were not DG.
When we do DG training, we all learn about the responsibilities of shippers and acceptance staff, but the reality is that shipments are frequently packed/delivered/consigned by people who are acting on the instructions of the shipper. The appropriately trained people are simply too few to follow the packing/delivery/consignment process of every package, and therefore they delegate (some would suggest abrogate) their responsibility. It is therefore an unfortunate fact that many items travel by air every day that have the potential to cause harm.
I am frequently uncomfortable about carrying freight for these very reasons, but it is the crews that carry freight exclusively (freight dogs) that are at greatest risk here.
My only suggestion is that whilst you are walking around the aircraft, take a look at what is being loaded. If something looks like it shouldn't be there, ask questions. If you see something, say something.
In the Valujet accident, the shipper had described them as oxygen "canisters", rather than "generators". Additionally, the term "expired" (or words to that effect) were used to describe the shipment. This led to the assumption that they were not DG.
When we do DG training, we all learn about the responsibilities of shippers and acceptance staff, but the reality is that shipments are frequently packed/delivered/consigned by people who are acting on the instructions of the shipper. The appropriately trained people are simply too few to follow the packing/delivery/consignment process of every package, and therefore they delegate (some would suggest abrogate) their responsibility. It is therefore an unfortunate fact that many items travel by air every day that have the potential to cause harm.
I am frequently uncomfortable about carrying freight for these very reasons, but it is the crews that carry freight exclusively (freight dogs) that are at greatest risk here.
My only suggestion is that whilst you are walking around the aircraft, take a look at what is being loaded. If something looks like it shouldn't be there, ask questions. If you see something, say something.