ANZEIGE
Ich habe vorsichtshalber mal ein Ticket Heidelberg-Hamburg morgen im ICE gecancelt. Da setzte ich mich lieber in den Flieger.
...Siemens Schrott...
Wie wäre es denn, wenn all diejenigen, die bei solchen Temperaturen ganz normal ihrer möglicherweise schweren körperlichen Arbeit nachgehen, dabei noch u.U. berufsbedingt Schutzkleidung tragen müssen und dabei ins Schwitzen kommen, ihre Arbeit einstellen und "Hitzefrei" verlangen würden?
Uebrigens ist ein CRJ mit defekter Klimaanlage noch dreimal unangenehmer als jeder Zug
Öhm... Dumme Frage vielleicht, aber ich hab sowas noch nie erlebt... Kommt es wirklich vor, dass Flugzeuge mit defekter Klimaanlage fliegen? Bleiben die dann einfach auf so niedriger Höhe, dass auch ohne Klimaanlage die Luft noch dicht genug zum Atmen ist, oder wie hat man sich das vorzustellen
Was ich weis haben die DASH keine Sauerstoffmasken ?
Die Dash 8 ist maximal für FL250 zugelassen.Turbine engine powered airplanes
(c) Passengers. Each certificate holder shall provide a supply of oxygen for passengers in accordance with the following:
(1) For flights at cabin pressure altitudes above 10,000 feet, up to and including 14,000 feet, enough oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration, for 10 percent of the passengers.
(2) For flights at cabin pressure altitudes above 14,000 feet, up to and including 15,000 feet, enough oxygen for that part of the flight at those altitudes for 30 percent of the passengers.
(3) For flights at cabin pressure altitudes above 15,000 feet, enough oxygen for each passenger carried during the entire flight at those altitudes.
[...]
(e) Passenger cabin occupants. When the airplane is operating at flight altitudes above 10,000 feet, the following supply of oxygen must be provided for the use of passenger cabin occupants:
(1) When an airplane certificated to operate at flight altitudes up to and including flight level 250, can at any point along the route to be flown, descend safely to a flight altitude of 14,000 feet or less within four minutes, oxygen must be available at the rate prescribed by this part for a 30-minute period for at least 10 percent of the passenger cabin occupants.
(2) When an airplane is operated at flight altitudes up to and including flight level 250 and cannot descend safely to a flight altitude of 14,000 feet within four minutes, or when an airplane is operated at flight altitudes above flight level 250, oxygen must be available at the rate prescribed by this part for not less than 10 percent of the passenger cabin occupants for the entire flight after cabin depressurization, at cabin pressure altitudes above 10,000 feet up to and including 14,000 feet and, as applicable, to allow compliance with §121.329(c) (2) and (3), except that there must be not less than a 10-minute supply for the passenger cabin occupants.
(3) For first-aid treatment of occupants who for physiological reasons might require undiluted oxygen following descent from cabin pressure altitudes above flight level 250, a supply of oxygen in accordance with the requirements of §25.1443(d) must be provided for two percent of the occupants for the entire flight after cabin depressurization at cabin pressure altitudes above 8,000 feet, but in no case to less than one person. An appropriate number of acceptable dispensing units, but in no case less than two, must be provided, with a means for the cabin attendants to use this supply.
(f) Passenger briefing. Before flight is conducted above flight level 250, a crewmember shall instruct the passengers on the necessity of using oxygen in the event of cabin depressurization and shall point out to them the location and demonstrate the use of the oxygen-dispensing equipment.