easyJet pilot injured after falling from a/c
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I feel KR might be a bit overwhelmed with lots of cards turning up at the hospital. I think it would be better to send them to the Easjet Edinburgh manager
c/o Fiona Black
Easyjet Base Manager
Edinburgh Airport
Edinburgh
EH12
I am sure she would pass them on when appropriate
c/o Fiona Black
Easyjet Base Manager
Edinburgh Airport
Edinburgh
EH12
I am sure she would pass them on when appropriate
Helicopter Pilots Get It Up Quicker
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Need for some facts re medical cover too....
Anti Skid On - We cover 0600 to 1800 and 1800 to 0000 everyday of the year at LGW - this is covered by 5 core staff, who also have to work off airfield for 2 weeks in 6 in order that their paramedical skills are maintained. These 5 are supported by 4 relief staff to cover training, leave and sickness. We would love to earn £25K plus unsocial hours - £22K ALL IN is our salary.
Dangerous_Dave - the airside access, without breaching any security issue is a local agreement. LAS at LHR have vehicle with airside drivers who have security clearance and do not need escorts. At LGW all Solo staff are free range drivers with security clearances and don't need escorts either. I will say problems occurs when crews unfamiliar attend the airport and don't listen to the rules designed for easy access/escorts!
As I ve said before BAA AFS are trained to a very high standard of medical care and will attend incidents when Solo is not available. In fact their training level is such that the ambulance service is allowed to count them as a resource for response times.
If you have a 1000 ambulances one day you''ll get 1001 calls...
Costs are an overwhelming factor - especially if the rescource cannot be used elsewhere. Where do you stop? Malls, airport, ports, stations, bus/coach stations, schools,etc..
Make use of your First Aiders! Don't call 999 for trivial things - would you call an ambulance at home for it? The more WE ALL work to reduce inappropiate calls to the emergency services the quicker the response to the genuine ones will be! (Sorry for the politics!)
Anti Skid On - We cover 0600 to 1800 and 1800 to 0000 everyday of the year at LGW - this is covered by 5 core staff, who also have to work off airfield for 2 weeks in 6 in order that their paramedical skills are maintained. These 5 are supported by 4 relief staff to cover training, leave and sickness. We would love to earn £25K plus unsocial hours - £22K ALL IN is our salary.
Dangerous_Dave - the airside access, without breaching any security issue is a local agreement. LAS at LHR have vehicle with airside drivers who have security clearance and do not need escorts. At LGW all Solo staff are free range drivers with security clearances and don't need escorts either. I will say problems occurs when crews unfamiliar attend the airport and don't listen to the rules designed for easy access/escorts!
As I ve said before BAA AFS are trained to a very high standard of medical care and will attend incidents when Solo is not available. In fact their training level is such that the ambulance service is allowed to count them as a resource for response times.
If you have a 1000 ambulances one day you''ll get 1001 calls...
Costs are an overwhelming factor - especially if the rescource cannot be used elsewhere. Where do you stop? Malls, airport, ports, stations, bus/coach stations, schools,etc..
Make use of your First Aiders! Don't call 999 for trivial things - would you call an ambulance at home for it? The more WE ALL work to reduce inappropiate calls to the emergency services the quicker the response to the genuine ones will be! (Sorry for the politics!)
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regarding air ambulance
I saw earlier on the the thread someone mentioned about suggesting to the ambulance crew about the air ambulance helicopter.
When you pilots allowed people in the flight deck during flight, did you take kindly to people telling you how to do your jobs?
"Shouldn't you be heading that direction? Why don't you fly this fast?"
I know for a fact that you don't like it. Why do you think that someone else doing their job would like suggestions from the peanut gallery?
If the air ambulance is appropriate, then I'm sure it would be called for. At LGW the helicopter H900 has to come from Shoreham. I'm not sure about the Surrey Air Ambulance, but it won't be based at LGW.
When you pilots allowed people in the flight deck during flight, did you take kindly to people telling you how to do your jobs?
"Shouldn't you be heading that direction? Why don't you fly this fast?"
I know for a fact that you don't like it. Why do you think that someone else doing their job would like suggestions from the peanut gallery?
If the air ambulance is appropriate, then I'm sure it would be called for. At LGW the helicopter H900 has to come from Shoreham. I'm not sure about the Surrey Air Ambulance, but it won't be based at LGW.
Join Date: May 2002
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Oh dear, Dangerous_Dave I'm sorry I seem to have hit a raw nerve! My suggestion re the Air Ambulance was intended as only that, and not an instruction. Indeed I've had a passenger's life saved as a result, I'm a big fan of the service these charities provide. Toodle pip 
PPRuNe's favourite BABE!!
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Would just like to back Warped factor up here, letting ATC know of the accident would of been the quickest and most direct way to get help to the pilot.
The firemen would of been there in less than a minute with the outside ambulance already on the way.
I wish the pilot and his family all the best, and pray for a speedy, full recovery.
The firemen would of been there in less than a minute with the outside ambulance already on the way.
I wish the pilot and his family all the best, and pray for a speedy, full recovery.
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What an unfortunate accident , best wishes for a full recovery.
We have a policy where ground equip must be in place with any open door, even so ,and especially on the 737 with airstairs it is very easy for something like this to happen.
Back in the 80's on a v windy day in Funchal
, i was at door 2L on a 757 when a (v slight) hostess opened it -
It was so windy the door flew open (almost as though power assist had kicked in ), and took her out with it;
Thankfully she managed to hold on to the operating handle until the ground crew (hurriedly) rushed the steps over and saved the day and her life.
That was the day i realized forevermore how dangerous such a seemingly routine task can be.
We have a policy where ground equip must be in place with any open door, even so ,and especially on the 737 with airstairs it is very easy for something like this to happen.
Back in the 80's on a v windy day in Funchal
, i was at door 2L on a 757 when a (v slight) hostess opened it - It was so windy the door flew open (almost as though power assist had kicked in ), and took her out with it;
Thankfully she managed to hold on to the operating handle until the ground crew (hurriedly) rushed the steps over and saved the day and her life.
That was the day i realized forevermore how dangerous such a seemingly routine task can be.
Barriers and Harnesses should be Mandatory
The many stories of falls and near-falls from doors and air stairs on this thread leave me bemused.
Had any of these incidents happened outside aviation, the local workplace safety authority would come down very hard on the lack of commonly accepted precautions in fall hazard situations.
Webbing barriers across the door opening can protect staff opening a door from the inside -- much easier on the pantyhose than putting on a fall protection harness
When using airstairs, webbing barriers can protect the gap between the airstair railing and the fuselage -- and perhaps restrain the airstair from rolling away.
The airstair operator can be using a fall protection harness until the airstair gap is secured.
Yes, I know it's another d***d thing to futz around with, but the hazard is very real and the equipment is cheap. The costly part will be the attachment points on the a/c
Had any of these incidents happened outside aviation, the local workplace safety authority would come down very hard on the lack of commonly accepted precautions in fall hazard situations.
Webbing barriers across the door opening can protect staff opening a door from the inside -- much easier on the pantyhose than putting on a fall protection harness
When using airstairs, webbing barriers can protect the gap between the airstair railing and the fuselage -- and perhaps restrain the airstair from rolling away.
The airstair operator can be using a fall protection harness until the airstair gap is secured.
Yes, I know it's another d***d thing to futz around with, but the hazard is very real and the equipment is cheap. The costly part will be the attachment points on the a/c
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I don't understand!
How can an airstair roll away - it's attached to the aircraft!
If closing the door from the outside, what would you attach a harness to?
When using airstairs, webbing barriers can protect the gap between the airstair railing and the fuselage -- and perhaps restrain the airstair from rolling away.
The airstair operator can be using a fall protection harness until the airstair gap is secured
If closing the door from the outside, what would you attach a harness to?
First and most important speedy and full recovery to the injured airman. Horrible event....
Just a question. I thought that Boeing doors can not be opened or closed if the airstairs are positioned just outside the aircraft. Fot that reason they have to moved a little back...
Rwy in Sight.
Just a question. I thought that Boeing doors can not be opened or closed if the airstairs are positioned just outside the aircraft. Fot that reason they have to moved a little back...
Rwy in Sight.
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Rwy in sight,
As per FlapsOne's previous post, the problem here was on the airstairs....which are part of the aircraft. It is most airline's policies when using MOBILE steps (i.e. ground handling equipment) that the door is not opened unless that ground equipment is in place, braked, and stabilisers deployed.
The Boeing 737 airstairs appear from a hatch underneath the passenger door, and deploy almost completely, including the handrails, before the passenger door needs to be fully opened. Only problem is, door needs to be opened for the top part of the handrail to be extended and attached to the door frame.
Reverse is true for closing up the aircraft.....top part of handrail disconnected from airstairs, leaving a gap at the top, before the door can be closed.
As per FlapsOne's previous post, the problem here was on the airstairs....which are part of the aircraft. It is most airline's policies when using MOBILE steps (i.e. ground handling equipment) that the door is not opened unless that ground equipment is in place, braked, and stabilisers deployed.
The Boeing 737 airstairs appear from a hatch underneath the passenger door, and deploy almost completely, including the handrails, before the passenger door needs to be fully opened. Only problem is, door needs to be opened for the top part of the handrail to be extended and attached to the door frame.
Reverse is true for closing up the aircraft.....top part of handrail disconnected from airstairs, leaving a gap at the top, before the door can be closed.
FlapsOne -- I may have garbled my nomenclature. By airstairs I primarily meant mobile steps.
In the a/c resident airstair case, fall protection of some kind needs to be provided when the top rail is disconnected. This could possibly be a waist belt tethered to an anchor, but a waist belt can only be used as a restraint. A waist belt cannot be used as a fall arrest device -- that calls for a harness.
If closing the door from the outside, the harness tether would be attached to the airstairs or mobile steps.
And a helmet might come in handy too
In the a/c resident airstair case, fall protection of some kind needs to be provided when the top rail is disconnected. This could possibly be a waist belt tethered to an anchor, but a waist belt can only be used as a restraint. A waist belt cannot be used as a fall arrest device -- that calls for a harness.
If closing the door from the outside, the harness tether would be attached to the airstairs or mobile steps.
And a helmet might come in handy too
Jolly Green Giant
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I've just read this with horror. I don't know the gentleman involved but hope he makes a full recovery. Sounds like it was a horrific accident. Reminds me of hearing about the Crossair captain a few years ago at MAN, run over by a ground vehicle and later died. Capt Vito Beers, wasn't it?
Airport ramps really are hazardous areas, far safer to be at FL330 at Mach.84.
Shouldn't it be law that airport fire services have Ambulances and crews attached to them?
Anyway, get well soon Capt Rutherford.
Airport ramps really are hazardous areas, far safer to be at FL330 at Mach.84.
Shouldn't it be law that airport fire services have Ambulances and crews attached to them?
Anyway, get well soon Capt Rutherford.
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I am deeply concerned for Capt. Rutherford. I do not know him, but I myself took a fall off an icy DC-3 wing back years ago and I just hope he recovers and wish his quick return to health.
Closing the forward pax door from the top of the aircrafts airstair not a mobile set is not for the feint hearted. The safety rails have to be down to accomplish the task. The door is heavy and although damped can move with speed and energy.
Take note of windspeed (Robin 2 take note!!), I believe their are published wind limits for opening and closing Boeing doors at all entry points.
Beware of the girt bar on the slide this can easily get entangled
in lose clothing resulting in an inadvertant deployment, highly dangerous. It might also force you over the side of the stairs again highly dangerous.
If mobile stairs are on the rear of the aircraft close the forward door from the inside and depart via the rear door. If they are not think about asking for them. That extra 30 yards walk is better than ending up in hospital.
The strap which is placed across the open door is an indicator not a safety strap it will not support your weight.
The integral airstair is safe as long as it is operated carefully.
Most crews are not in practice at closing it from the outside as the normally leave the aircraft to engineering. Next time you have 5 ask the engineers for a demo and to jc 2354 their lives are just as important as yours and your crew!!!!!!!!!!!!!!!!!!!!
Take note of windspeed (Robin 2 take note!!), I believe their are published wind limits for opening and closing Boeing doors at all entry points.
Beware of the girt bar on the slide this can easily get entangled
in lose clothing resulting in an inadvertant deployment, highly dangerous. It might also force you over the side of the stairs again highly dangerous.
If mobile stairs are on the rear of the aircraft close the forward door from the inside and depart via the rear door. If they are not think about asking for them. That extra 30 yards walk is better than ending up in hospital.
The strap which is placed across the open door is an indicator not a safety strap it will not support your weight.
The integral airstair is safe as long as it is operated carefully.
Most crews are not in practice at closing it from the outside as the normally leave the aircraft to engineering. Next time you have 5 ask the engineers for a demo and to jc 2354 their lives are just as important as yours and your crew!!!!!!!!!!!!!!!!!!!!
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Well said Rob!
I hate closing the door from the top of the airstairs especially when cold/windy/wet.
You can do everything right and still nearly take a tumble. Sadly this seems to be what might have happened to Ken.
Still thinking of him and his family - there but for the grace of God!
I hate closing the door from the top of the airstairs especially when cold/windy/wet.
You can do everything right and still nearly take a tumble. Sadly this seems to be what might have happened to Ken.
Still thinking of him and his family - there but for the grace of God!