Laudamotion Evacuation at Stansted
There is always the possibility that the cabin reported a visible engine fire (out the tailpipe) and a desire to evacuate immediately. The pilots would probably have secured the engine as soon as they stopped (EGT pegged)
I'm not sure that any of this is bad (in this case)
I'm not sure that any of this is bad (in this case)
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Questions that should be asked include whether the cabin crew decided to evacuate on their own initiative rather than waiting for the captain to announce anything.
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Or the passengers decided to evacuate on their own initiative rather than waiting for anyone to announce anything?
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One passenger described hearing a bang as his flight attempted to take off. Thomas Steer, a 24-year-old estate agent, said the plane had been accelerating for about 15 seconds before there was a “bang on the side of the aircraft, which skidded to a stop”.He said: “It was scary. And then staff shouting: ‘Evacuate, evacuate.’ My friend opened the emergency exit and we slid down the slides. A few old people fell over and the fire brigade treated them.”
If events transpired as described, then the cabin crew ordered evacuation and the passengers then used the self-help window exits (and others) to leave the aircraft. That still leaves open questions the cockpit to cabin crew communication.
Muss say this whole thing doesn't pass the smell test. Even if their procedures allow for cabin crew evac I can't really piece together how they ended up with using slides on both sides... Looking forward to that report !
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Meanwhile the aircraft was still parked up outside the Ryanair hangar at STN earlier this evening with some doors and the rear cargo hold open, and various ground equipment and access ramps around it. Engine reverses stowed and cowls closed.
I couldn't get a decent photo - phones always choose to ask for passcodes to delay you at most inconvenient times!
I couldn't get a decent photo - phones always choose to ask for passcodes to delay you at most inconvenient times!
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The questions will come after the fact. See also this old thread: https://www.pprune.org/archive/index.php/t-177665.html
Even if their procedures allow for cabin crew evac I can't really piece together how they ended up with using slides on both sides... Looking forward to that report !
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If, as in this case, the engine is shutdown and no flames visible but an evacuation still occurs then i’d expect to see all slides used.
I agree with your SOPs ECAMSuprise, its the way we do business as well.
My comment was a (maybe too veiled) dig at some previous commentators a few posts back criticising from the comfort of their keyboard the fact that slides were deployed on the failed side.
My comment was a (maybe too veiled) dig at some previous commentators a few posts back criticising from the comfort of their keyboard the fact that slides were deployed on the failed side.
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Regardless who commanded the evac, and even after considering any advice which they must do, it is the remit of the cabin crew to assess the suitability of each individual exit, isn't it?
Last edited by pilot9250; 7th Mar 2019 at 21:26.
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Quick survey,whilst on subject,as have just spent 15 months with a company that has no advisory contact with CC in case of rejected takeoff,apart from the evacuate command or cancel alert.
I am used to "Cabin attendants to your stations" or something similar,as a precursor to follow up commands and actions.
What is your company SOP?
I am used to "Cabin attendants to your stations" or something similar,as a precursor to follow up commands and actions.
What is your company SOP?
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Cabin crew at stations is a good call to enable CC to be aware you are in control.
However, it could also already put them into mindset that an evacuation may not be required.
For any situation where an evacuation may be required, it would be a distraction for flight crew prior to completing any checklists, therefore a no go area.
For any situation where an evacuation may not be required, it would be advantageous to let cabin crew know this using this command. It then enables them to initiate communication with flight crew, who can answer when able, and ensure flight crew are provided additional information they cannot see from their positions. An evacuation may still be required afterwards, but not based on flight deck information. rather additional information unknown to the flight crew at the time.
However, it could also already put them into mindset that an evacuation may not be required.
For any situation where an evacuation may be required, it would be a distraction for flight crew prior to completing any checklists, therefore a no go area.
For any situation where an evacuation may not be required, it would be advantageous to let cabin crew know this using this command. It then enables them to initiate communication with flight crew, who can answer when able, and ensure flight crew are provided additional information they cannot see from their positions. An evacuation may still be required afterwards, but not based on flight deck information. rather additional information unknown to the flight crew at the time.
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Re a call to crews, we use “Attention, crew at stations!”. This gets the crew up and at their doors, awaiting an evacuation command.
Once the situation is assessed it will either be an evacuation command or “cabin crew normal
operations”.
We also use the same attention call during flight which signals to the crew that something is going on and we are working on it. Stow your trolleys and return to your seats.
Skyjob..
Que? The "Cabin Crew at Stations" call is part of the flow - at least in Airbus. It's as instinctive as putting the park brake on or ensuring the TLs are not sitting at REV IDLE 
If I've aborted I want the Cabin crew alerted ASAP, already assessing the situations, looking out windows, eyeballing pax and foreseeing trouble. It also gives them confidence that I have it under control. I can always sit them down again later.
For any situation where an evacuation may be required, it would be a distraction for flight crew prior to completing any checklists, therefore a no go area.
If I've aborted I want the Cabin crew alerted ASAP, already assessing the situations, looking out windows, eyeballing pax and foreseeing trouble. It also gives them confidence that I have it under control. I can always sit them down again later.
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At the pointy end,in our job as energy managers,this falls under category 3,after managing energy of aircraft,and the energy of the crew.It manages the energy of the passengers.
If we come to an RTO abrupt stop,the pax are going to be full of it(energy),and its unlikely to be positive!. They will immediately look to the cabin staff for answers.
If the cabin staff stay seated in their takeoff positions,looking concerned,this could easily add to the already negative energy level amongst the pax.
However,if the pax see the cabin staff instantly responding to the calming words of Captain Roger Moore,"Cabin attendants to your stations",..and watch as they (cabin staff)check the conditions outside their responsible exits,this will add some positive energy back to the situation.
The pax will be aware that something is being done for them,and may prevent them taking things into their own hands!
Its all about the energy..ain't it!
If we come to an RTO abrupt stop,the pax are going to be full of it(energy),and its unlikely to be positive!. They will immediately look to the cabin staff for answers.
If the cabin staff stay seated in their takeoff positions,looking concerned,this could easily add to the already negative energy level amongst the pax.
However,if the pax see the cabin staff instantly responding to the calming words of Captain Roger Moore,"Cabin attendants to your stations",..and watch as they (cabin staff)check the conditions outside their responsible exits,this will add some positive energy back to the situation.
The pax will be aware that something is being done for them,and may prevent them taking things into their own hands!
Its all about the energy..ain't it!