safety procedures - for a reseach paper for class

[OneBadLT123]

I’m doing a research paper for my aviation safety class and i would gladly like any information from anybody who knows first hand what are the safety procedures (emergency procedures) that the average passenger does not know of. (Airlines, charter, corporate etc...) I AM NOT ASKING FOR PUBLIC SENSITIVE MATERIAL. I DONT WANT TO KNOW ANYTHING THATS KEPT UNDER SECURITY NOR ON GROUNDS FOR TERMINATION...

I was wondering if anybody can tell me what preflight during flight, and any additional flight emergency procedures.

-Like what are the primary safety roles do flight attendants do? (like about the stuff in the safety pamphlet)
-Safety procedures on the flight deck? (nothing secure, just your double, triple check of lights, manuals, some sort of non secure paperwork, event log or anything like that)
-What steps are taken on the ground to help ensure a safe flight?( grounded fuel trucks or double checking of baggage door...etc)
-any additional safety procedures that the average passenger does not know of...

ONCE AGAIN NOTHING OF A SECURITY RISK PLEASE.

I will post up my introduction in a few to maybe help you understand what im looking for. I cannot seem to find a lot of information online through google or any other search engine, so i figured i would see if anybody here can help me out. Any help would greatly be appreciated

Greg

EDIT* I made my point more clear, not directed towards secure procedures, i do NOT want to know those please

 

[Yudso]

There's a reason why the information is not public.

 

[Ty Webb]

Yeah, do us all a favor and don't post anything of a safety-sensitive nature.

Good luck trying to get someone to tell you that stuff, let alone on an anonymous message board.

 

[OneBadLT123]

ok let me rephrase this, i understand all the public sensitive items can not be released. That’s understandable for security and i fully comply with that.

I don’t need step by step procedures, lets not say procedures, requirements might is what I am looking for., Like why are the windows usually raised during take off and landings, or why passengers have to tuck and how to brace yourself in the event of a crash. incase of depressurization, what must you do, flight attendants do and flight deck do incase of emergency...etc more like emergency procedures, by all means i am not asking for any security sensitive material. nor do i expect anybody to tell me that

better understanding?
I edited my first post to help clear what i am looking for

 

[earl]

I hope you use spell check when writing your paper.


earl

 

[OneBadLT123]

wow, all i asked was for help and seemd like i got nothing but arrogant cocky replies. A simple, you can not obtain this information here is all i needed after my edit.

BTW since this is a message board, my spelling is not one of my concerns.
All i wanted was help

 

[JAFI]

This site may help you. It may be more than you need but it will give you a start...


http://www.cami.jccbi.gov/

Look at the Cabin Safety link

http://www.cami.jccbi.gov/AAM-600/CabinSafety/600CAB.html


JAFI

 

[OneBadLT123]

This site may help you. It may be more than you need but it will give you a start...


http://www.cami.jccbi.gov/

Look at the Cabin Safety link

http://www.cami.jccbi.gov/AAM-600/CabinSafety/600CAB.html


JAFI

Thank you very much, this is for a semester final paper so im wating to grab as much information as possible. Once again i thank you for your contribution

 

[HeyHomer]

you can not obtain this information here

 

[English]

Why not ask your teacher for information?

 

[Resume Writer]

You might want to see if the Association of Flight Attendants website is helpful to you..here is the specific link: http://ashsd.afacwa.org/
The CAMI site is a very helpful one that someone else posted. Very cool facilities from what I hear. I think they are in Oklahoma City.

I can tell you why I always had the passengers near an exit have their window shades open on takeoff and landing, although I cannot remember if it was a requirement or not. The portal windows are so small on the doors, that trying to look out and see was impossible. It always helped me to see what was happening outside the aircraft.

Perhaps you could write something about why the seats have to be in the upright position during takeoff and landing. Basically, it blocks the exit of the person in the row behind. I know if the seats stayed back, even if the passenger pushed the button to make it go up and it did not stay up, it was a no-go item for my airline.

Also, Child Car Seats had to be in the seat closest to the window so they would not block the exit of anyone. We also did not allow the child "booster" seats, as they put the children at an attitude that is not safe.

Maybe you could cover the different types of briefings the flight attendants have to do for visually and physically challenged passengers, in addition to hearing-impaired passengers. They are given a separate briefing, with the flight attendant telling them where the closest exit is (if they are visually impaired, we had to count the number of rows for them), what was the best way we could assist them off the aircraft in an emergency (i.e., drag them say under their arms, etc.) and have them deplane after the main flow of traffic in an emergency so they were not hurt. They also could not be seated in an emergency exit row. (meaning direct access to the exit; if they were behind a bulkhead, that was not considered an emergency exit).

We also used to have a big problem with people sitting in emergency exit rows that could not speak or read English. We had to do special briefings for the emergency exit row, explaining that they had to be physically capable of performing the functions necessary, such as being able to pop the exit overwing. I always ensured that I got a verbal "yes" that they understood what I was saying to them. (cannot tell you how many times people would shake their head yes, when I asked for a "verbal" yes.)

Those are just some things right off the top of my head.

Kathy

 

[OneBadLT123]

Why not ask your teacher for information?

i wish it was that easy, shes knows a lot, but to her, the whole point of this paper is the research and put in APA format

 

[OneBadLT123]

You might want to see if the Association of Flight Attendants website is helpful to you..here is the specific link: http://ashsd.afacwa.org/
The CAMI site is a very helpful one that someone else posted. Very cool facilities from what I hear. I think they are in Oklahoma City.

I can tell you why I always had the passengers near an exit have their window shades open on takeoff and landing, although I cannot remember if it was a requirement or not. The portal windows are so small on the doors, that trying to look out and see was impossible. It always helped me to see what was happening outside the aircraft.

Perhaps you could write something about why the seats have to be in the upright position during takeoff and landing. Basically, it blocks the exit of the person in the row behind. I know if the seats stayed back, even if the passenger pushed the button to make it go up and it did not stay up, it was a no-go item for my airline.

Also, Child Car Seats had to be in the seat closest to the window so they would not block the exit of anyone. We also did not allow the child "booster" seats, as they put the children at an attitude that is not safe.

Maybe you could cover the different types of briefings the flight attendants have to do for visually and physically challenged passengers, in addition to hearing-impaired passengers. They are given a separate briefing, with the flight attendant telling them where the closest exit is (if they are visually impaired, we had to count the number of rows for them), what was the best way we could assist them off the aircraft in an emergency (i.e., drag them say under their arms, etc.) and have them deplane after the main flow of traffic in an emergency so they were not hurt. They also could not be seated in an emergency exit row. (meaning direct access to the exit; if they were behind a bulkhead, that was not considered an emergency exit).

We also used to have a big problem with people sitting in emergency exit rows that could not speak or read English. We had to do special briefings for the emergency exit row, explaining that they had to be physically capable of performing the functions necessary, such as being able to pop the exit overwing. I always ensured that I got a verbal "yes" that they understood what I was saying to them. (cannot tell you how many times people would shake their head yes, when I asked for a "verbal" yes.)

Those are just some things right off the top of my head.

Kathy

absolutly perfect! thank you along with everyone who helped

 

[Jeff Helgeson]

Consider the passenger aspect with your paper...

...many airlines and insurance companies offer mini-courses for executives on cabin safety for the general public, cabin training for passengers. They receive tips on how to count seat backs from their seat to the emergency exit, to stay low, leave carry-ons behind, carry a water bottle and a hanky in case of smoke, etc., and of course, a ride in the "shake and bake" cabin simulator with a trip down the emergency slide.

TWA used to offer such courses to the St. Louis businesses that were loyal during the lean winters. Check with the airlines, FSI, and insurace companies.

I would consider writing about what the airlines, flight crews, maintenace, and FAA do to keep and check the airliner safe, but then add what the individual passenger can do to assure his/her own safety while on an airliner.

Good luck,

Jeff

 

[Full of LUV]

Public does not know that safety is considered an expense

absolutly perfect! thank you along with everyone who helped

I would think that the public does not realize that safety is an expense that must be paid for. How much "safety" can an airline afford at $39 each way fares? The FAA establishes what used to be the minimums, but are now considered the maximum efforts. An argument can be made that pilots are never as sharp as the day they leave recurrent training. If the FAA says that is only required once a year, then that is all that gets done any more, if a company wanted to be "safer" they may send their crews through a recurrent more often, but of course that costs money.
How much of a thorough turnaround inspection can be accomplished in a 15 minute turn? Especially if it is changing crews?
How safe is a plane staffed by a couple of pilots with 1500 total hours of flight time? Are they completely safe because they spent the night before their duty day working the 7-11 graveyard shift to pay back the loans that they took out to get the 30K / year job? Some say just as safe, but an argument can be made that you cant teach years of experience and judgement.
The unions are just as guilty when they defend the undefensible with the same passion as a crew member who doesn't truly deserve punishment. Are they risking safety for the loyalty of a dues paying member?
I think the same can be said for maintenance safety, how many incidents are directly contributable to "lowest cost" maintenance that is outsourced. Hey, it meets the FAA minimums for safety. Bottom line is, how much safety can you afford?

I work in this industry and know who I'm choosing to put my family on board with, does the public even care until there is a crash, even then they really don't, otherwise AAmerican would have been out of business years ago.

Cheers!

 

[91100 100 set]

Without reading all the responses, it would seem that some folks do not know the difference between safety and security. Security information is not for public knowledge. Safety information is fine.

I have no problem with average folks knowing about safety information. Because FA's are trained to say things like "federal aviation regulations" and not "so I can get your ass of a burning airplane faster", having them understand why they cannot put their bag on the floor in front of them or whatever would only make things safer. Think about all the safety stuff we are trained to know and do, and then take a look at the little briefing card the passengers look at (or don't look at). Big difference huh?

 

[Captain Overs]

wow, all i asked was for help and seemd like i got nothing but arrogant cocky replies. A simple, you can not obtain this information here is all i needed after my edit.

BTW since this is a message board, my spelling is not one of my concerns.
All i wanted was help

It may seem "Cocky" but pilots stick together when it comes to people finding out about our daily job duties. We want our "Routines" protected. If our secrets were better kept then 9-11 may have turned out a little different.

I wish you luck on your paper, but I can't help to think you won't find any info from this site or any pilot.

 

[LJDRVR]

...I would gladly like any information from anybody who knows first hand what are the safety procedures(emergancy procedures) that the average passenger does not know of.

Hey Greg,



I'd be happy to try to help you with your paper. The reason you're encountering resistance here is that your grammar and spelling are lacking. (Folks question helping somebody who doesn't seem to care enough to post a readable request.) Secondly, you've picked a really broad topic.



Safety is paramount for everybody involved in aviation. Every job associated with the aircraft has specific safety related procedures and responsibilities and oversight designed in part to enhance safety. I can only answer your question as it relates to pilots or aviation safety professionals. (Director of Safety and human factors type individuals)



Here are some areas that might be interesting to write about:



How are checklists and flows used to operate aircraft as safely as possible?


How is crew checklst usage and interaction different during an emergency? (How are civilan pilots trained on EP's? What differences are there with military aviators?[You might ask somebody on the military board what a "standup" is.])


Things like TCAS, TAWS, EGPWS are hardware or science. What "soft" sciences (Some would say art) is used by the crew to mange risk and error?


What are some specific procedures or physical measures used by people directly involved with the aircraft to enhance safety? (Examples would be grounding the fuel truck, starting the engine furthest away from the baggage door first in case there are any late bags, making a "please remain seated" PA during a rejected takeoff to prevent your PAX from self-evacuating) [The list could go on forever.]
What's FOQA? How does it enhance safety?


What different immunity-based safety reporting mechanisms are there in civil aviation?


My point here is this: Ask some more specific questions directed at pilots, use the spell check, watch your grammar and you'll probably get a lot of help.



So, more specifically, what would you like to write about?

 

[PowerCurve]

Perhaps you'll be interested in an article in today's (March 22) Wall Street Journal on the certification of the Airbus 380 for passenger evacuation.

It's a very informative article. A passenger aircraft must be able to be evacuated with only 1/2 of its emergency exits open in 90 seconds. Half of the exits open simulates an actual crash where some exits are inoperable.

The gist of the article is that they are somewhat concerned that when they perform this test with volunteers the "passengers" evacuating out of the second-story slides will balk when they see the height of their evac slide, thus increasing the evacuation time past 90 seconds. I believe the article said the test will be performed later this year.

The article also states many safety related issues regarding evacuations. I'd check it out if I were you! Hopefully your school library carries the WSJ.

 

[Dave Benjamin]

i wish it was that easy, shes knows a lot, but to her, the whole point of this paper is the research and put in APA format

Hmmm....sounds like an ERAU internet class.