Fun and Games on the 2688 Today [BA 2688 = LGW-GOA]
May 30, 2019, 11:03 am
#16
Join Date: Aug 2015
Location: London
Programs: BA Gold (woohoo)
Posts: 189
When threads like this come along I repeat the story of the BA flight attendant who was still standing in the aisle arguing with a passenger she claimed had called her a "b!tch" as the wheels touched the runway in JER. Happened in 1996 but still the most remarkable thing I've ever seen on an airplane.
May 30, 2019, 11:13 am
#17
Join Date: Mar 2010
Posts: 1,754
Many years ago I had the dubious pleasure of flying Air Nigeria from Lagos into LHR. Apart from the fact that the smokers were seated wherever they damn well liked, as we touched down and were speeding down the runway a load of pax started to get up and retrieve their overhead bags. Nobody batted an eyelid.
May 30, 2019, 11:42 am
#18
Join Date: Oct 2015
Location: London, UK
Programs: BAEC GGL/GFl, HH Diamond, BW Diamond, Virgin Voyages Deep Blue Extra, Blue Peter Badge Holder
Posts: 3,937
As navylad has rightly pointed out, risk is a combination of probability and impact. If we only look at the impact, flying is about the most dangerous thing you can do (it falls down, you're dead). It is mitigated by amazing safety and security standards, which means the probability of this happening is extremely remote. As a consequence, the overall risk of air travel is pretty low.
Standing in the aisle during take off is absolutely stupid. It is however not absolutely dangerous.
Standing in the aisle during take off is absolutely stupid. It is however not absolutely dangerous.
adjective
- able or likely to cause harm or injury.
May 30, 2019, 12:00 pm
#19
Join Date: Dec 2015
Location: SNA
Programs: MARRIOTT TITANIUM / HILTON GOLD / UA SILVER / AMEX PLAT
Posts: 609
I would have put them on a no fly list too once he arrives at his destination. He can spend the 19 hour train ride back with his ball point pen on the phone with his lawyer.
May 30, 2019, 5:26 pm
#22
Join Date: Sep 2006
Location: LON
Programs: QF Plat & LTG, VA Plat
Posts: 1,435
Many years ago I had the dubious pleasure of flying Air Nigeria from Lagos into LHR. Apart from the fact that the smokers were seated wherever they damn well liked, as we touched down and were speeding down the runway a load of pax started to get up and retrieve their overhead bags. Nobody batted an eyelid.
May 30, 2019, 6:23 pm
#23
Join Date: May 2017
Programs: BA Exec Club - Gold
Posts: 171
After looking on Google it seems this is a culture thing as a direct result/action of what you say above. (Leave it on and it’s easier as everyone will stay seated rather than letting the entire aircraft run around.) However people still ignore it for popping to the loo and it almost has the inverse effect. (Who could sit on an 11 hour flight without popping to the loo?!)
May 30, 2019, 7:32 pm
#24
Moderator: British Airways Executive Club
Join Date: Jan 2009
Programs: Battleaxe Alliance
Posts: 22,127
Then there are possibilities that injury => needing to return to stand => crew running out of hours etc. etc.
Indirect consequences can be significant.
May 30, 2019, 8:23 pm
#25
Join Date: Sep 2009
Posts: 1,105
You can have a process/task etc determined as high risk and it is possible that over a period of years, no harm has occured to anyone, whereas someone could fall down a set of well maintained stairs where the likelihood of harm may have been determined as low or negligible and fracture a hip or leg and suffer lasting consequences.
Assessing risks on a worse case scenario and factoring irregular situations should always be considered when rating an assessment - and there is still a chance that (depending on the assessor) something has been omitted.
Qualitative or quantitative risk assessments to determine likelihood and severity are at the end of the day, based on an individual's perception of risk which can vary. Using data such as accident statistics, talking to specialists, injury data etc. can supplement personal experiences and knowledge that can help to determine a more objective assessment of a given hazard and its associated risks.
Back on the main topic - I agree the passenger in question was an idiot.
May 30, 2019, 10:53 pm
#26
Join Date: Nov 2004
Programs: BA GGL, LH FTL
Posts: 3,578
If you don't have the data (what is the risk of leaving the EU?) you can have years of discussion.
May 30, 2019, 10:57 pm
#27
Join Date: Nov 2004
Programs: BA GGL, LH FTL
Posts: 3,578
Would draw your attention to the third word in your definition. Viewing danger only through the potential impact misses the point. Otherwise many day to day activities (crossing a road) would be considered extremely dangerous.
May 31, 2019, 12:36 am
#28
Join Date: Sep 2009
Posts: 1,105
Be
I did mention that point in my post.
I disagree. As I also mentioned in my earlier post, you should always look at the potential worst case scenario.
Your assertion also conflicts with your earlier statement where you correctly stated that using data on a given hazard can identify means of reducing or eliminating the risk in the future.
It cannot be disputed that crossing the road can result in fatalities (worse case scenario) which in anyone’s book would warrant a very high risk rating, and you then implement (for example) speed limits on particular hazardous roads where physical features cannot be changed or using speed restrictions to supplement road improvements and signage.
Road safety improvements would indeed be determined by assessing the risks and then putting into place the appropriate controls that would very likely have had a proven record of success in reducing accidents.
Obviously once the controls have been implemented, the likelihood of an accident SHOULD reduce the likelihood element of the risk rating, however, the severity would still be the same due to the nature of the hazard.
Apologies for drifting off topic a little.��
Qualitative or quantitative risk assessments to determine likelihood and severity are at the end of the day, based on an individual's perception of risk which can vary. Using data such as accident statistics, talking to specialists, injury data etc. can supplement personal experiences and knowledge that can help to determine a more objective assessment of a given hazard and its associated risks.
.
.
Your assertion also conflicts with your earlier statement where you correctly stated that using data on a given hazard can identify means of reducing or eliminating the risk in the future.
It cannot be disputed that crossing the road can result in fatalities (worse case scenario) which in anyone’s book would warrant a very high risk rating, and you then implement (for example) speed limits on particular hazardous roads where physical features cannot be changed or using speed restrictions to supplement road improvements and signage.
Road safety improvements would indeed be determined by assessing the risks and then putting into place the appropriate controls that would very likely have had a proven record of success in reducing accidents.
Obviously once the controls have been implemented, the likelihood of an accident SHOULD reduce the likelihood element of the risk rating, however, the severity would still be the same due to the nature of the hazard.
Apologies for drifting off topic a little.��
Last edited by passy777; May 31, 2019 at 1:02 am Reason: Typo
May 31, 2019, 12:48 am
#29
Join Date: Aug 2017
Programs: BA Gold
Posts: 90
The process is for the crew to report the incident in the safety reporting system. The incident is logged to ensure procedures are robust and track trends. Safety services will raise an action for the Disruptive Passenger Unit to review and they will decide whether a ban is appropriate.
May 31, 2019, 1:27 am
#30
Join Date: Jul 2018
Programs: BAEC Gold
Posts: 152
Having also been on a plane that at the point of go/no-go screamed to a halt, with smoke streaming from the wheels/brakes, the mad dash of fire engines down the runway, the ensuing screams from passengers (and some crew!) but fortunately no emergency disembarkation, I now have a habit of: counting the number of seats in front and behind me to an emergency exit, shoes stay on until the seat belt light goes off, personal headphones stay off until the seat belt light goes off, and my seat belt stays latched unless I'm getting up out of my seat. The same is true for landing, albeit the headphones only come out for final descent. I'd have been inclined to offload the character the OP mentioned - but I presume the knock on impact has to be taken in to account as well - potential fines to the airline, knock on to the schedule, impact on other passengers etc. Idiot though.