On 1st January 2024 a devastating, 7.6 magnitude earthquake struck the remote Noto Peninsula of Japan. On 2nd January Japan was hit by a second tragedy when a Japanese coastguard aircraft, heading to the aid to earthquake victims, was hit from behind whilst waiting to take off by Japan Airlines Flight 516 which was coming into land on the same runway at Tokyo’s Haneda airport. Five of the six crew of the De Havilland Dash 8 turbroprop coastguard plane died, whilst the sixth crew member was seriously injured. Despite the ensuing fire all 379 passengers and crew aboard the Airbus A350 survived, with only 14 travellers suffering minor injuries.
The Airbus A350 was only two years old and featured state of the art fire control measures, and eight emergency exits: two in the front, two in the back and four in the middle. However, the rigorous training the flight crew undergo was key to the passengers’ escape. According to a former flight attendant, who wished to remain anonymous, all new crew members must undergo stringent evacuation and rescue training for up to three weeks before being allowed to serve on commercial flights. This training, which extends to how to control the tone and volume of their voice so they can be best heard by passengers, has to be repeated on a yearly basis. There is a written exam, case study discussions as well as practical training involving different scenarios that could occur. Maintenance staff are also involved in these trainings.
For a plane to be internationally recognised an aircraft manufacturer must show that everyone aboard the plane can exit it within 90 seconds. However, real life situations are unpredictable due to the risk of people panicking. Aviation experts and industry professionals told the BBC that it ‘boiled down to staff on board putting their rigorous training into practice and “well-behaved” passengers who obeyed safety protocols.’ The simple act of leaving hand luggage behind in compliance with the flight crew’s instructions would be a major factor behind the speed of the evacuation.
A pilot for a South East Asian airline, who also wished to remain anonymous, told the BBC “You really don’t have time to think in a situation like this, so you just do what you were trained to do.”
Professor Ed Galea, director of the fire safety engineering group at the the University of Greenwhich in London stated that the nose down position, and condition of the aircraft would have made it difficult for the passengers to move, making the successful result even more impressive. Footage shows that only three of the eight exits, the two at the front and one at the rear, were opened. The rear slide was very steep due to the way the plane had come to rest, making it a possible danger. The aircraft’s announcement system also malfunctioned during the evacuation meaning the flight crew had to convey instructions by use of a megaphone and by shouting.
Professor Graham Braithwaite, Director of Transport Systems at Cranfield University said that the crew were clearly able to understand which doors were away from the flames which is why not all exits were opened for people to escape through. He also said that the role of the fire crews on the ground “ ..will absolutely have been on protecting the exits and making sure there was a clear path for people to evacuate.” Only once the last person had reached safety would the larger fire have been dealt with.
Fire Safety in the Workplace
Yearly fire evacuation drills are a legal requirement, with a record being kept of the result as part of your fire safety and evacuation plan. Education settings should hold one every term. All employees should be informed immediately of any new fire risks. New staff should be trained as part of their induction at their place of work.