FEBRUARY 2013 GROUND HANDLING INTERNATIONAL
ground staff, which is logical as they are in a better position to ensure that passenger steps or the airbridge platform are properly positioned before disembarkation commences. Probably the only time the door would normally be opened from the inside would be in the event of an emergency evacuation. However, there was a peculiarity associated with this door on this specific aircraft type and one that was soon seen to create a safety hazard. The external and internal opening levers were inter- linked, meaning that when the external lever was raised, the internal one was automatically lifted up. Additionally, while the external lever was dampened and needed considerable pressure to operate, by virtue of its intended emergency operation, the internal lever was freer and could be lifted quickly.
Soon after entering service with another operator, one of their cabin crew members suffered a serious injury when struck in the face by the internal lever as the door was being opened by ground staff. News of this incident was quickly broadcast, together with advice regarding the need to ensure that cabin staff were adequately briefed about the need to keep very clear
of this lever. However, Air New Zealand decided to go one step further and pass the responsibility for the door operation to cabin crew. This new procedure was promulgated and training introduced among its cabin and ground staff; all other ground handling organisations were likewise advised, including the Qantas ground staff who handled Air New Zealand at all Australian airports. The amount of confusion this caused is easy to see. The B767-200 was the major aircraft type in use on trans-Tasman services by both carriers, which meant that the handling staff had to continually remember the different procedure to be applied simply to open the passenger door. The hazard associated with that door was eliminated in the later marques of the B767 by the incorporation of a clutch system between the two levers. But the confusion created continued until the types were no longer operated by the two airlines. (For more comment on the wisdom of uniformity, see the trolley story below).
The writing’s on the wall
Ramp safety, as we are fond of saying within these pages, can never be over-
RAMP SAFETY BRIEFING 59
emphasised enough. But what can you do, above and beyond the usual classroom and ramp training, to reinforce the safety message? Well, how about posters? Before you smile and turn the page, wait a moment. How does a saving of £4m sound to you? That is the figure which transport provider Arriva came up with, after adopting a safety poster campaign that was co-ordinated by the UK company Kodiak.
But this isn’t simply a case of displaying something of a visual nature in the ramp team’s canteen. For Eric Allan, who heads up this small enterprise, the idea was gleaned some years back in the US. It worked there – and so he brought the concept to Europe. What is different about this application is that four, not one, posters are displayed at a time. There is what is termed an eye magnet amongst the quartet and this is carefully constructed so as to attract the attention of the relevant staff in the area. Alongside, bigger images reinforce the message or messages that the company is anxious to impart that particular week.
Kodiak was established back in 1997 and its expertise has been utilised by a
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