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Originally Posted by TheOddOne
If the engineers arn't the 'specially trained personnel' - who are?
In my book, the ONLY people specially trained are our Airport Fire Service, sorry but your having a laugh - the Airport fire services have ZERO training about working around running engines. Ever wondered why its the Engineers who do the manual starts? |
Jet II,
With all due respect, if you read the rest of the post, you will see the circumstances under which they operate when inspecting undercarriages i.e. relevant engine shut down, park brake applied, FULL PPE worn. Yes, they receive extensive training in this environment. come down to our Fire Training rig at LGW and have a look. Most realistic, even down to exploding tyres, etc. TheOddOne |
Originally Posted by TheOddOne
If the engineers arn't the 'specially trained personnel' - who are?
In my book, the ONLY people specially trained are our Airport Fire Service, who are required on occasion to inspect undercarriage following an incident. They are wearing FULL Personal Protective Equipment (PPE) including a full-face vizor and helmet, completely enveloping fire-proof suit, boots, gloves etc. Even then, they insist on confirmation via RTF that the relevant engine is shut down and the park brake applied before approaching. They also approach on a fore-and-aft line, so that if the wheel rims/sidewalls of the tyres let go, they don't collect the bits. If you've ever seen a wheel rim go, you'll know what I mean! Anyone wearing less PPE certainly isn't 'specially trained' TheOddOne The Odd One could you please let me know which is the book that you refer to in your post and which NAA the publisher is approved by. Could you also please let me know which fire services are trained so that I can use them the next time one of my Licensed Engineers needs to carry out a leak check or adjustment on an engine running. I assume the fire service is also appropriatly authorised to certify the aircraft back to airworthiness. |
Originally Posted by TheOddOne
Jet II,
With all due respect, if you read the rest of the post, you will see the circumstances under which they operate when inspecting undercarriages i.e. relevant engine shut down, |
Originally Posted by Joetom
A few points for an arriving aircraft.
. 1/ Stand should be empty inside the lines and no FOD. 2/ Emerg Stop button should have a person in position. 3/ Chox fitted in a correct fashion when engines and lites off. 4/ Pilots advised Chox fitted. . It appears that the above is rare, the rule book seems to get red just after a person is hurt or aircraft gets damage, the book then gets put away.???:ugh: Excellent post and interesting :D :D :D rhov :) |
In the last post as a UK ramp trainer I refute no2. To my knowledge there is no person dispatcher / ramp agent that has the role of the 'stop button'. It is to be activated before the a/c comes onto stand. I would agree that it would make great sense for someone to be positioned there. No3 what is the correct chox locations it differs considerably and often there placement is ineffective.
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APU failiure
If an APU failiure is present, then ground crew need to chock and provide a GPU unit BEFORE engines are shut down and the beacon is off.....
That's all I'm gonna say!!!! |
Originally Posted by Deal or No deal
If an APU failiure is present, then ground crew need to chock and provide a GPU unit BEFORE engines are shut down and the beacon is off.....
That's all I'm gonna say!!!! I have had to stop ground personnel from installing main wheel chocks on a couple of occasions while the engines are running. It seems, from my experience, that the ground staff have no idea how dangerous operating engines are. |
I don't work for BA but the safety bulletin mentioned earlier has been circulated around the company that I work for. One thing drilled into new employees and current ones too is not to approach an aircraft until it is safe to do so. This is decided by the captain/FO when they switch off the anti-collision lights, then and ONLY THEN do we approach the aircraft to chock etc... The only exception being if the a/c has unserviceable APU when only the nose of a/c is approached as described before. Very rarely do I see this procedure not followed.
Ground staff are by no means perfect and mistakes are bound to happen when airlines put pressure on us to turn around a/c in 25mins with 160+ bags off-loaded and 160+ bags loaded. Just a shame that it takes something like this to remind some of the dangers. |
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