Upon landing, while
still on the runway, smoke and fire broke out from the left main
landing gear. When the A/C came to a complete stop, the Captain
issued the command to evacuate over the PA. As the "A" F/A
started to open the 1L door, the "C" F/A started to open
the 1R door. Due to the fact the A/C was leaning left side down, the
slide hooks that hold the girt bar stuck against the fuselage and
the slide started to inflate inside the cabin. The 1R door was
eventually opened and the pack kicked out as it didn't fully
inflate. This exit remained blocked. In the rear of the A/C
the "B" flight attendants actions were impeded by ceiling
tiles which had fallen down. He was able to push them up and
proceeded with an evacuation from both 2L and 2R.
- During the evacuation,
passengers tried and succeeded in taking some of their carry-ons
with them. This included a rollaboard.
- The window exits where not used
in the evacuation.
- A rescue truck was doing a
routine pass around the airport property and arrived within a
minute of when the aircraft stopped.
- A pax who was interviewed on CNN
stated "the flight attendants did a great job".
- No pax or crew members were
injured.
This shows us, as flight
attendants, to expect the unexpected. A routine landing can become
an evacuation within seconds. This is a true example of why it is so
important that we observe the sterile arrival rule and go over the
30-second review on the jumpseat during that critical phase of
flight. Great reaction from all involved allowed this incident
to have no passenger injuries. Congratulations to the flight
attendants for a job well done.
Please remember that if you are
involved in an incident or accident, you do not have to make a
statement to the Company, the FAA or the NTSB until you have spoken
to an AFA safety representative.
Alert Bulletin 03-2006
Changes are coming...
As you see in the latest alert
bulletin, the integration of the US East and US West operations is
kicking into high gear. The reconfiguration of aircraft and
procedures will start to take a more dramatic turn. The combined
operations of both airlines takes the best of both, and merge it
into one pure flowing set of procedures and actions. The US East
operations will notice the first of the changes with the
reconfiguration of the A319 and A320 aircraft. Both First Class and
coach will be reconfigured to match the US West aircraft. On both
aircraft First Class will consist of 12 passengers. The coach
section will increase capacity to 118 for the A319 and 138 for the
A320. This will bring the total capacity for the A319 to 130
passengers, and 150 for the A320.
The call bell system in place for
US East will also change. A high/low bell system will be installed
on all aircraft to match US West's design. It is important to
remember "A bell is either a high or low chime. Each tone is
considered a bell." On approach you will now hear 4 bells
as opposed to 3. For interphone communications, you will hear 2
bells as opposed to 1.
On the A320, the G2 galley will be
removed (this is the aft most galley at 1R). All First Class service
will be delivered from the G1 galley. The over-wing exits on the
A319 aircraft will also change to rows 9 and 10 with row 9
consisting of 2 seats on each side. Pax seated in both of
these rows must meet the criteria printed on the briefing card and
we must remember to preflight these rows to ensure there is a safety
briefing card in each seat back pocket.
As these and other changes happen,
be aware of what type of A/C you're on and what the new procedures
are. Until the integration takes place, you can expect many other
changes to happen. Keep your manual up-to-date and remember to read
your revisions as the FAA is taking special interest in this and is
stepping up enroute inspections. |
