Emergency Descent - 36000'
 

Fellas/Ladies,

Just a quick one to get your take on dealing with loss of cabin pressure at 36000'. I expect a lot of you browsing this forum have experience flying both military and civilian hardware and I'm looking for your perspective.

This is a second hand story from my father who was on board so the exact details are sketchy...

My parents were over France on a flight from Rome to Manchester this evening. Jet2.

The first my dad knew something was up was the Cabin Crew started to look concerned, looking at one of the cabin doors. They were on the phone a lot and then one of them started banging on the cockpit looking quite alarmed.

The next thing that happened was a very loud bang (the sound of the deploying oxygen masks, not an explosive depressurisation), the lights went off and then a very worried sounding captain or first officer almost screamed over the intercom "Emergency Descent" 5 or so times.

Panic obviously ensued as the plane bunted and dived for 10k. Oxygen masks full of dust and cobwebs and cabin crew looking like they were on the tower of terror and had little or no training (according to my angry Dad).

After the dive was over, the captain THEN explained that he had decided to deploy the oxygen masks manually and carry out an emergency descent. Based on advice from his airhosts or instrumentation I do not know, though anecdotal evidence of their reaction seems to suggest he may have acted independently.

I appreciate the above narrative lacks a lot of useful detail and I'm not looking for people to critique the captain's airmanship, mainly because by the letter of the law, getting down and letting the cabin crew know what was going on takes priority over not terrorising 150 odd unsuspecting passengers.

Have any of you had to rapid descend a big bird? If so, how drastic an emergency is it? If the crew consider there to be enough time to scream things like "emergency descent" over the intercom more than a few times do you disagree that there is time for them to take a few seconds for couple of choice words before exploding oxygen masks into passengers faces, killing the lights and bunting?

The first thing my dad said to me on the tarmac at Nice was "what would you have done?" to which I obviously responded with a Right Stuff Chuck Yeager line for the passengers. As I was not there and I have never been in that situation in a big jet this may very well be a bull%^&t answer...

What do you guys think?

It's a standard drill to be followed. Explaining to the passengers what is/has going on comes much later in the priority order.

The account you provided seems to mistake the Captain commanding his crew for panicking. (the wording over the PA will vary from airline to airline - but it is a command to the crew and not a passenger information announcement)

This may answer your question:

http://flightdotcom.********.com/201...ciousness.html

The link in my previous does not seem to be working. Google "Time of useful consciousness" and you will learn why speaking to the pax is way down the priority list.

Do you know what sort of an airplane it was?

Cabin doors are usually of the plug type, so extremely unlikely of opening in flight.

The screaming sounds unnecessary, although, the Passenger Address system on this aircraft may have been put into a maximum volume mode automatically by the deployment of masks. Real decompressions may result in a lot of extra noise and this has to be compensated for, but, from your description, it doesn't sound like there was a real decompression. Also, most aircraft are fitted with automatic emergency decompression announcements. Ours are loud, and speak in a "commanding", not screaming voice. However, manual deployment may not trigger the announcements on this aircraft type.

I don't know why the lights went off. On the aircraft I'm familiar with, the lights should go full bright.

Oxygen mask deployment should not generate lots of dust and cobwebs, but again, this could be aircraft specific :} The compartments for holding the masks should be dust free, otherwise this might generate a fire.

There is insufficient information to comment on the airmanship. Rapid descents, however, would make things rather busy in the cockpit. You will be descending rapidly through various flight levels where other aircraft may be, so you need to communicate your intentions to Air Traffic Control as well as communicate with the passengers and crew. The flight crew may have chosen to stick to their formal company training/procedures rather than make a polite, long-winded announcement of their intentions (for the sake of safety).

Unfortunately, despite their training, cabin crew sometimes do react like normal human beings. This is another reason why you should listen to the safety briefings and read the safety card, not your newspaper ;) "Do as I say, rather than do as I do".

Anyway, an official report has to be made after such events. Eventually the full details will surface in the public domain.

Rgds

Here is a generic emergency checklist for a Boeing in a situation that may well be similar to what your Dad found himself involved in that I grabbed off the net.
It may give you an idea of what the pilots were doing. Keep in mind that this is after they have decided that there is actually a pressurisation problem.


[quote1 Don oxygen masks and set regulators to 100%.

2 Establish crew communications.

3 Pressurisation mode selector . . . . . . . . . . . . MAN

4 Outflow VALVE switch . . . . . . . . . . Hold in CLOSE until the outflow VALVE indication shows fully closed

5 If cabin altitude is not controllable:

Passenger signs . . . . . . . . . . . . . . . . . . . . ON

If the cabin altitude exceeds or is expected to exceed 14,000ft:

PASS OXYGEN switch . . . . . . . . . . . . O][/quote]

After doing that and deciding an emergency descent is in order;

The bit that says " announce the emergency descent" isn't left up to the whim of the Captain as to what he or she says, it will be something along the lines of .....funnily enough " emergency descent emergency descent emergency descent" . The announce doesn't just apply to the passengers and crew, while that is being done the other pilot will be announcing to ATC and other aircraft.
One reason that it may sound like the Captain is " screaming " the announcement is that earlier on you would have noticed that oxygen masks were donned, the mic is enclosed and close to the mouth and can have this effect when combined with a heart rate of 150bmp :)
This may or may not be what occurred on your Dads flight but I thought it might help you see the order of priority that things are generally carried out in and make it a bit more obvious that adding in the odd " Chuck Yeager PA " can disturb the flow of things.
Hope that helps.

Personally I think they did a good job getting everyone on the ground safely. It always surprises me how people are angry after the event...

Quick look on flightradar reveals it was G-GDFH and diverted to Nice.
But ... it happened very shortly after departure and never made it anywhere near 36000 ft

Expanding on the theme somewhat, but connected; I'm interested in sounding out opinion. This is a rare manoeuvre and I have my own ideas how to do certain aspects of it, based on real-life events: not my own. I've done it in the sim numerous times, somewhat like a trained monkey and I'd like to hear different pilots/companies opinions.

Whatever the scenario it becomes necessary to make an emergency descent. Do you:
1. Mayday ATC and inform them you need an E.D. and wait for a clearance?
2. Hurtle on down and THEN inform ATC what you are doing?

Second question.

Do you:

1.Maintain max ROD until 10,000'?
2.Maitain max ROD until e.g. 15,000' and then 1500fpm easing to 1000fpm about 12,000' till 10,000'?

I'll keep my ideas hidden and look forward to hearing yours. Please be objective.

Oh! and please don't forget TA Only BEFORE you descend otherwise a TCAS RA to reduce V/S could be triggered. That too is a little hidden gem and often not complied with. When Boeing was asked why it was not in their QRH checklist there was stoney silence. What about other types and airlines? It is a Eurocontrol recommendation and makes TCAS sense.

Oh my god!
So much better to hit another aircraft than reducing your rate of descent.
Review the your aircraft oxygen time ....on the 737 its either 12 or 22 mins,on the 12 min uou can descend from 41000 to 17000 ft then level off for 5-6 minutes then to 10000 ft.
Beware of MSA higher than 10000 and temp correction...
Cncerning your emergency descent,
How many pilots in your aircraft?if more than one then one asks for descent while the other flies...you will get an answer very quickly,if not,broadcast on 121.5 and think of an offset if you are on an airway.


For the rate of descent,you use speedbrake and mmo/vmo (unless structural damage/then 280 kts and possibly gear down),for the level off just as your QRH says......

Concerning the emergency descent only:

1. Start emergency descent per AFM

2. Change transponder to 7700.*

3. Notify ATC, declare Mayday.

4. Checklist.

The above after donning the O2 masks obviously and some operators may have numbers 3 and 4 switched.

I've had four rapid decompressions, two in the 727 and two in a Lockheed Jetstar. Those were the procedures I followed, no issues with ATC about starting the emergency descent without notifying ATC before starting the emergency descent.

Follow the old adage of 'Fly first, talk later'.

Once I heard an American Airline aircraft that had to make an emergency descent, the first thing we and ATC heard was the FE reading the emergency descent checklist, pushed the wrong mic button. Only after the FE finished the checklist did they call ATC.

* In a radar controlled environment, 7700 will get the air traffic controllers instant attention.

Usually just a problem with the seal. Although the noise can be quite loud and disconcerting with the CC can be understandably concerned. But if the pressurization is normal (even if the door light is illuminated!), then all is well.

on the subject, should we ask ATC if they want us to squawk 7700?
remember many years ago on a visit to TRACON the controller asked a Delta to squawk it just to show me, and an EMERG tag replaced the whole data block losing the flight number.

Time of USEFUL Consciousness?
 

Ask ex-military aircrew who's done the advanced farting class at RAF North Luffenham or elsewhere, albeit under controlled conditions, and you might appreciate the priority is to get down to where the human brain can make sensible decisions with adequate O2.

Or maybe read the Helios accident report and ponder the ability of the advanced Bonobo chimp to survive in such a hostile (lack of) atmosphere?

Now that 737NGs and other craft are pottering around routinely at 41,000', please appreciate there's not a lot of time to fanny around whilst the cabin altitude rockets up to silly levels.

The adrenalin perceived in the F/Os voice is perfectly normal in such circumstances, even when being practised in the simulator, without the REAL fear associated with such an event.

Your relative is around to talk about it, for which we should rejoice?

AFAIK ( in the UK anyway) squawking 7700 is definitely "a good thing" because it may well alert the controller(s) running in the adjacent (as in lower) sector that you're about to plunge into their airspace.

UK advice here:http://www.ead.eurocontrol.int/eadba...2012-11-01.pdf

You wanna do WHAT??!

Come off it, below FL200 the decent is no longer critical, and below FL150 it's a bonus. Supplemental O2 makes this even better. Adjusting VS to avoid other bits of tin is ESSENTIAL.

Discussing the 7700 option last few times I've done this in the sim with my operator, we decided it was purely for bonus points. Rightly or wrongly.

Once established in the decent, safe, and on masks, you need to speak to ATC and get out your PAN/MAYDAY. If they subsequently want 7700, they will ask for it.

The thing about emergency descents is, they don't always ruin your day. A few that occurred in my company resulted in the flight continuing to destination, albeit at FL100. So it's a matter of balancing reason, damage, fuel burn, comfort, pax state, crew state, maintenance at dest etc etc...

As always in this game, it's safety vs commercial all the time. By if you don't have to land immediately, and 2 hours at FL100 is an option...... Just sayin

Why the concern over selecting TA Only? (@ Lovejoy)

If you really have decompressed, and perhaps have suffered some kind of structural damage, you wouldn't want an RA telling you to climb or carry out some kind of radical high G manoeuvre. Wouldn't you leave the dodging to the most able aircraft?

Based on the presented facts, a total overreaction. Locked doors cannot come open in flight. Deploy the masks just in case??

I've always been intrigued about this "announcing" the emergency descent. What is the point, apart from to your FO? What are the pax going to do apart from cr@p themselves (not having heard the term before)? What are the FAs going to do? Jump up and run around like headless chooks or simply grab a spare mask when/if one appears?

Given the manoeuvre should be smooth and be all over in a few minutes, surely the popping out of the masks (if indeed they do pop) will be enough "advice" to indicate to the masses in the cabin what is occurring and to do?

Why the concern over selecting TA Only?

If you really have decompressed, and perhaps have suffered some kind of structural damage, you wouldn't want an RA telling you to climb or carry out some kind of radical high G manoeuvre. Wouldn't you leave the dodging to the most able aircraft?

Firstly: it is a Eurocontrol specification. Secondly; with my limited knowledge of how TCAS really communicates in an intruder scenario: you are cruising relaxed in level flight. An intruder is hurtling towards you at high ROD. Who do you think will get the RA to move first? I suspect the high ROD will get an RA to 'reduce V/S'. I've asked the question to technical pilots and had no reply, hence my quest here. But, if it is true, my assumption, do you really want an RA telling you to adjust your Emergency descent?
Don't be jump down my throat too fast, I'm seeking the correct answer. In the decompressurised environment, with all the noise and reduced visibility, lousy crew communications etc. do you really want a moment of "what shall we do/confusion" telling you to reduce or stop your descent? Personally I doubt it. It is Oh so simple in the sim every 3 years; nice and clean and relaxed; but in anger I suspect very very different.

Regarding ATC clearance. As soon as you deviate 300' from assigned crz level radar screens will give an alert to ATC who will then start shouting at you to maintain level. You start shouting back with Maydays. Is this the best team work? What's the rush? There's enough O2. and you and pax should be on O2 before the E.D is commenced. I'd always thought good teamwork in an emergency required good communications. Does it really take more than a few seconds to include ATC in your scenario and then have a smooth relaxed executed manoeuvre with everybody knowing what's going on, with perhaps an ATC HDG change, rather than appear as a surprising bowling ball hurtling at skittles vertically below you and asking ATC to sort it out. There's no panic; and you could make a bad situation worse.

It's a discussion point guys. I don't believe there's black & white. There will be many diverse opinions. I wonder if the procedure in the jet age has been reviewed from operational historical data, and if it could be improved. Or has it been written in an office, tried in the sim and cast in stone forever?

Perhaps someone from ATC could contribute their opinions. They will be a major player in such a scenario. It will be interesting to know how they will react .

Quite agree.

Fine by me as long as im not frosting up:E
Good team work always start with proper SOP and crews being properly trained and implementing them if and when the day comes.
If you are declaring an 'emergency descent' rather than a rapid descent due a slower loss of cabin pressure the squawking 7700 answer lies in the first word of your declaration..
Declaring is not requesting...you are telling them you are about to lose quite a few levels in the next 6 or so minutes rather than requesting their permission.

RAT 5, in part of your post you are suggesting that it's best to make a timely relaxed controlled descent with ATC in the loop but in the same breath you are suggesting that a TCAS RA would be a BAD thing.

Lets consider why a TCAS RA is telling you to reduce your VS. Presumably it is so you don't collide with another aircraft yes? Surely a reduction in VS to comply with an RA is far better than having a midair. Now you might say "why not let the other aircraft take evasive action?" What if both aircraft need to take action? Maybe one aircraft doesn't have the ability to avoid the other all by itself. What if the other aircraft has a degraded TCAS system? Or maybe they're flying with an engine shutdown and have their TCAS to TA as well.

Emergency Descent - 36000'
 

In some companies they do not differentiate between rapid/explosive or subtle deco, only uncontrollable (or not), which leads to emo descent: PF: initiate descent; PM: simultaneously INFORM ATC, set TA only, squawk 7700.

As I understand it the Eurocontrol TCAS Review unit recommends that if you are flying a wounded bird, i.e. you have performance issues and do not want to receive an RA which requires an undesired manoeuvre, you should select TA Only. This will alert other a/c TCAS's that they will need to execute the avoiding RA. Seems quite simple and common sense to me. The only Boeing QRH that has this included is the Engine Failure/Loss of Thrust scenario. This is practised every 6 months in the sim and so everyone quotes it as the only occasion it is required. It might be their only experience of so doing. Ww do not always operate in a radar environment, remember.
Think about other scenarios where you do not want an RA requiring undesired manoeuvring. Jammed Flight controls: Stab trim problems requiring manual trim: Loss of HYD's = Manual reversion flight: Emergency Descent: Any flight control problem or thrust problem. There could be a whole host of them that should be at the crew's discretion. It is a tool to be used to help you survive the non-normal. If 2 a/c are conflicting I want to tell the other fella to get out of the way. How do I do that? TA Only. That's what it is for. It tells us that in the notes of the QRH SE case. Why does it not tell us that in other QRH's? Why are we not educated/encouraged to use airmanship and select it when needed to help us survive? Cast off the cloak of trained monkey and ask questions.
I quote the change in Boeing's advice on Stall recovery. Moons ago in basic training I was taught that a stall was an aerodynamic matter. it needed to be solved by aerodynamics. This includes basic physics. It was the same erect or inverted. Break the stall. Even an incipient stall it was the same basics. Boeings FCTM said Power & Reduce Attitude. I used to teach Reduce Attitude and increase Power that split second later. I did not know Boeing had changed the laws of aerodynamics. Reality stepped in and changed the philosophy. In other words questions were asked after an event (THY AMS) to see if improvements could be made, and they were. We are in an evolving environment where Mother Nature, Aerodynamics and Physics are always trying to tells us we shouldn't be there. We should not stop thinking and asking questions about how to improve our chances of the slaves defeating the lions. SOP's are not cast in stone; they should be an evolving living beast.
This is demonstrated by the many different ways airlines redefine the basic instruction manual of an a/c. They all do it differently yet all those different SOP's. They might all work, but they can't all be the best. They are adequate. I'm sure many have experienced every changing SOP's in an airline. Were they always for the better? How often have you changed companies, having flown with what you thought were excellent SOP's, only to learn new tricks and have the Ureka moment. I've done it a few times and in both directions: i.e. from crap to good and visa versa. Tit bits here and tit bits there. The brick walls I found trying to suggest improvements were as Jericho, but I didn't have any trumpets. We all survived, so that was the yard stick.
An open mind is a joy forever, but it brings some headaches from the blinkered.
I leave you to debate it out.

Very good, RAT 5. :D

I'm curious as to why the airplane bunted. Shirley on an emergency descent you first crank in bank to induce positive gee as well as turn off the airway for the descent, non?

The primary purpose of notifying ATC of the impending emergency descent so they can clear the way for you and advise of the MORCA in the area and direction of the descent. I've had one in the good old 727 years ago. ATC provided me with a heading to avoid traffic and possible obstructions that would prevent descent to below 15,000'.

TXP to TA??? bonus points. However with the ambient noise, I doubt we would have heard any TA's let alone any RA's:eek:.

First get your O2 on ASAP…..then give yourself a few seconds to access the situation and get the pax O2 on too. There is no need to turn an emergency into a crisis by doing the wrong thing in a blind furry of selections. Once the O2 is on you have the best part of 22 mins (type specific) to get the aircraft down to below 10K. Once the O2 is on the absolute emergency is contained.

Aviate, Navigate, Communicate….that old bugbear.

I am often over very high terrain and limited in my decent due to the terrain and my escape routes at times can mean I would be pushing towards 22 mins before being able to get the aircraft to below 10k, so conversely in this instance where terrain is not limiting just because I can do an emergency decent to 10K why the absolute rush.

Im not saying chill out and have a coffee but more haste less speed……be expeditious not rushed.

What everyone should realize is that ATC is not just one person. You may be flying along quite happily at FL410 in the high level sector, but below that may be multiple low level sectors - say FL280 - FL350 and FL180-FL270 and 6000ft - 1800ft - then there will be multiple sector boundaries that may not match the high level sector boundaries. So when your emergency hits you will talk to the current high level sector controller who is going to first deconflict you from aircraft below (you should of course have situational awareness on traffic immediately below and around you no? :bored: ) Then the controller will need to set up the transfer of your aircraft to the next control sector below his and possibly the one below that this takes a lot of talking especially if they have no hint that there is an emergency - they may not even rapidly answer his line.

This is because controllers may have filtered their displays so they don't see traffic outside the vertical boundaries of their sector. If you do NOT put 7700 on the controller in the sector below the one that you are in cannot see you unless the current controller 'points out' your flight in some way (often electronic) but he's also busy talking to aircraft that you may be about to hit.

It really makes total sense for the pilot not flying to select 7700 as soon as possible - then you don't have to tell ATC anything as that 77 breaks through all filtering and all sector controllers will immediately start clearing your path especially when they see your Mode C winding down. They also know not to start telling you about your uncleared level changes or turns as they realize that you are handling an emergency and that communicate comes last. Often controllers will start clearing other aircraft off the frequency to ensure that they can handle your problems.

The 7700 also flags in all supervisor positions including those in other centers and control facilities allowing the entire ATC provision to ramp up ready to assist in any way possible and other controllers will stop doing hand offs to the affected sector(s) etc etc. All that takes is selection of 7700 so don't hesitate to do it and don't hesitate to call MAYDAY (it does concentrate the controllers' minds) you can always downgrade the emergency to PAN once you are level at 10,000ft and handling seems OK etc.

Guys: it seems there is some agreement to try and include ATC as a team player in this scenario. Sadly there has not been too many ATC opinions on this thread. More sadly, is every airline I've flown for, who ticks the boxes every 3 years in the sim with an Emergency Descent, is not receptive to ANY discussion about the real world in the execution of this critical manoeuvre. It is always, quite simply, an isolated blinkered hurtle down from whatever crz FL to 10,000' and sod everyone else. Tick in the box. I find this very unprofessional. Why can the XAA's and other relevant institutions not open their minds and review the dogma?
I doubt that every airline has the same SOP's; perhaps I'm wrong, but I would have though this should be a worldwide acceptable manoeuvre independent of type for the fundamentals: i.e. it should be an ICAO SOP worldwide. No doubt it will take a smoking hole to awaken other thoughts. Happened before.

More than likely two holes.

The objective of an emergency descent is to bring the aircraft down to 10 000 ft as fast as possible.
Why? At 41000 ft you have some 10-15 seconds before you pass out. Then the clock is ticking towards brain damage.
Start the emergency descent while you declare and squawk emergency. Any advice after this point from ATC is very welcomed, but I will not start a debate with ATC before I start to go down. There is no time for that.

Sorry, I'm not smart enough to understand what you are, or have been trying to say.

well, there are people walking around the cabin, there are trollies in the aisles, there is hot coffee in the pots, there are children aboard the plane - there are old ladies tottering to the loo, how many other reasons do you want . . !?!? - there are quite a few freight jobs around:ok:

So what? What do you expect those you mentioned do? And do I then wait until they are all "organised" before I actually do anything? Judging by your concerns, and as I mentioned before, none of the pax have heard of the term "Emergency Descent"...it's certainly not mentioned in the pax brief...I would be better off announcing "stop what you're doing and hang on! Big rough dive coming shortly!".

Besides, as with a TCAS RA response, an Emergency Descent is a smooth, controlled manoeuvre that will not skittle anybody in the cabin, including trolleys. You freight dogs might chuck the aeroplane around, but I don't. :ok:

Straight copy from my company's QRH.

Emergency Descent <>

Condition: One or more of these occur: •Cabin pressure cannot be controlled when the airplane is above 14,000 feet •A rapid descent is needed.

1 Announce the emergency descent. PF will announce "CABIN CREW RAPID DESCENT, RAPID DESCENT" on the PA. The PM will set 7700 on the transponder, advise ATC and obtain the area altimeter setting.

2 Passenger signs . . . . . . . . . . . . . . . . . . . . . . ON

3 Without delay, descend to the lowest safe altitude, or 10,000 feet, whichever is higher.

4 ENGINE START switches (both) . . . . . . . . . CONT

5 Thrust levers (both) . . . . . . . . . Reduce thrust to minimum or as needed for anti-ice

Autopilot and autothrottle should remain engaged.

6 Speedbrake . . . . . . . . . . . . . . . .FLIGHT DETENT

- - - - - - - - - - - - - - - - - - - - - - -
If structural integrity is in doubt, limit speed as much as possible and avoid high maneuvering loads.

7 Set target speed to Mmo/Vmo.

8 When approaching the level off altitude:

Smoothly lower the SPEED BRAKE lever to the DOWN detent and level off. Add thrust and stabilize on altitude and airspeed.

9 Crew oxygen regulators . . . . . . . . . . . . . Normal

Flight crew must use oxygen when cabin altitude is above 10,000 feet. To conserve oxygen, move the regulator to Normal.

10 ENGINE START switches (both) . . . . . .As needed

11 The new course of action is based on weather, oxygen, fuel remaining and available airports. Use of long range cruise may be needed.

■ ■ ■ ■

Interesting point from RAT5, the TCAS we have has above and below, while in the cruise it is set to below, give us the ability to see down 6500'ish,
Will be something I will put to the fleet office for their reason not to set TA only.

While your at it, get them to change No 1. Should surely be O2 on!

That would already have been covered by the "Cabin Hi Altitude" procedure Memory item.

Yes this is just the emergency descent cx,
The cabin depressurisation cx is another one,

Emergency descent or not ?
 

A few years back when in the cruise at FL410 I had a left pack trip off, just as the power was coming back at top of descent & cleared down to FL330 the right pack tripped off.

Within seconds I got the left pack online, the first officer asked for decent to FL100, then I ran the drill for getting the right pack back on line the left pack tripped off line !

By now the FO had the aircraft in a rapid descent and I got the right pack on line and we continued down to FL100.

At no time did the cabin altitude exceed 8000 ft or the cabin rate of climb exceed 300 ft/ min.

Once the right pack had demonstrated that it was staying on line I had time to brief the cabin crew but the passengers were clueless as to the goings on and did not realise that we had in effect made an emergency descent from FL410 to FL100.

I did as the problem started say to the FO that if I loose control of the cabin PX it was to be masks on and full emergency decent drills and in my mind had set a cabin ROC of 800 ft/ min to trigger this action.

So from this I have concluded that passengers only plummet towards the ground if they know that they are in an emergency descent or the newspapers tell them so and the descent it's self alone is not enought to merit comment from passengers.

Lets not make a drama out of a non crisis.