rickywk 發表於 2024-1-8 20:33
事後用上帝視覺隔岸觀火式去審查一件事對日後安全改進係毫無意義，US1549如是，呢單都係如是。
可以疑問 ...
外面係夜晚，照明不足，只見明火，難確認濃煙 ___(資料來源：香港交通資訊網)___ 網址：https://www.hkitalk.net/HKiTalk2/thread-2184265-6-1.html尼d factor係空難現場十分常見，唔通想成機BBQ?啱啱停定時機頭機尾一定係無火，而且機艙內開始有煙，絕對可以同應該開始疏散
Waiyin12 發表於 2024-1-8 22:17
無錯，由部機停定到開始疏散係用咗一段時間，如果部機喺呢幾分鐘內有爆炸 / 火勢迅速蔓延，後果可以不堪 ...
https://www.reuters.com/world/asia-pacific/how-japan-airlines-crew-led-367-passengers-safety-burning-plane-2024-01-03/
路透話停定後18分鐘機師最後逃生，前面等左5-6分鐘先開始係公認事實，
即係用左起碼10分鐘疏散。
點樣用咗10分鐘？ANN條片，拍片者坐喺L3至L4 section，跑到L1跳落地果下只係07:15
機頭最後一個走，花咗18分鐘嘅原因係有乘客無走，佢花咗唔少時間勸留喺機艙嘅乘客走
http://avherald.com/h?article=5132b9fe&opt=0
According to a Japanese Media report by a reporter on board of the A359 as passenger the evacuation was mainly completed about 7 minutes after the collision, the captain subsequently walked through the aircraft and found a number of passengers who had not yet evacuated and prompted them to leave the aircraft. The captain was the last to leave the aircraft 18 minutes after coming to a stop.
In the evening of Jan 5th 2024 the Ministry added, that the aircraft had been evacuated within 7 minutes after the collision, however, it took another 11 minutes until the captain managed to convince several petrified passengers still in the cabin to leave the aircraft.
逃生門唔係話開就開，開錯門引致外面濃煙、火花吹入cabin係仲大鑊。
同埋外面所講90秒疏散要求飛機生產商喺疏散command發出後，最高乘客量下要90秒疏散到，但航空公司內部安全訓練唔係用呢個做標淮，連飛機工程師都覺得今次疏散做得好，反之上次因航77W埋到gate跳slides，個個拎行李跳真係好差，睇下CAD會唔會要求香港果幾間airlines更新safety demo，重點講逃生時真係唔好再拎野
https://news.mingpao.com/pns/%e5%89%af%e5%88%8a/article/20240107/s00005/1704557972809/%e7%84%a1%e5%ae%9a%e5%90%91%e5%ad%b8%e5%a0%82-%e5%8f%83%e8%80%83%e7%be%bd%e7%94%b0%e4%ba%8b%e6%95%85%e3%80%8c%e5%ae%8c%e7%be%8e%e7%a4%ba%e7%af%84%e3%80%8d-%e8%81%bd%e5%be%9e%e6%8c%87%e7%a4%ba-%e9%80%83%e7%94%9f%e5%8b%bf%e5%b8%b6%e8%a1%8c%e6%9d%8e