曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

Another flight attendant was standing in the rear galley at the time of the first inflight
upset and received serious injuries.
Passenger seatbelts
Seatbelt description
The passenger seatbelts on the aircraft were a common type of lap belt with a liftlatch
release mechanism (Figure 12). The buckle was on the passenger’s left side
and the tongue on the right side. Passengers could adjust the tightness of the belt by
adjusting the distance of the buckle from its anchor point. In general, when the
seatbelt was firmly fastened, the buckle was centred across the passenger’s hips.
Figure 12: Seatbelt buckle of type fitted to VH-QPA
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Seatbelt examinations
A sample of 51 seatbelts was examined in detail. The sample included the seatbelts
of the four passengers who reported that they were wearing their seatbelts, but the
seatbelts did not restrain them to their seats. It also included other passengers who
attended hospital and it was not known whether or not they were wearing seatbelts
at the time of the occurrence. No problems were identified with the condition of the
webbing, buckle or tongue of any of those seatbelts.
Potential for inadvertent seatbelt release
During the seatbelt examination, investigators identified a scenario by which a
loosely fastened seatbelt could inadvertently release. The scenario involved the
following:
• The seatbelt had to be loosely fastened. The buckle of the seatbelt could then
slide down off a passenger’s right hip.
• The buckle had to be positioned under the passenger’s right armrest.
• If a vertical force was then applied, the lift-latch part of the buckle could get
caught on a ridge on the underside of the armrest. If the lift-latch got caught on
the ridge, the buckle would release.
When the buckle of a loosely fastened belt was placed in a position underneath the
armrest, investigators could consistently make the buckle release by positioning the
buckle underneath the armrest and then standing up. In general, for the scenario to
be fulfilled, the belt had to be adjusted to be near the end of its adjustment range.
Subsequent examination has shown that this potential for inadvertent release is not
restricted to seats on the A330 aircraft type or the operator’s aircraft. A similar
potential has been identified on aircraft from multiple other operators and other
manufacturers, though it is not present on all aircraft and more difficult to do on
some seats than others. The potential appears to depend on a range of factors,
including the design of the seat and armrest.
The seatbelt manufacturer, aircraft manufacturer, aircraft operator, the Civil
Aviation Safety Authority, the ATSB and other investigation agencies, were
previously unaware of this inadvertent release scenario. Initial research by the
ATSB has not identified this scenario to be associated with injuries in previous inflight
upsets.
The seatbelt manufacturer has advised that seatbelts are not designed to be worn
improperly adjusted. It also reported that it would not be possible to ensure proper
placement of the seatbelt on the body when seatbelts were worn ‘extremely loosely
fastened’.
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ONGOING INVESTIGATION ACTIVITIES
Air data inertial reference units
ADIRU testing is ongoing in accordance with a test program that was developed
and agreed by the investigation team. Protocols are in place for the oversight of the
testing, regular reporting of the results to investigation team members and analysis
of the results.
Further testing of ADIRU 1 from VH-QPA (unit 4167) will include the following
activities:
• Further EMI testing. The frequencies to be covered are associated with onboard
transmitters and other onboard systems that have been nominated by the
investigation team for particular attention. This testing will be conducted before
unit disassembly to prevent disturbance to the unit’s hardware that could
otherwise invalidate the EMI testing.
• The unit will be disassembled and the individual modules tested separately.
• Pending the results of the additional EMI and component testing, the test plan
may be expanded to include additional testing.
A test plan for ADIRU 1 from VH-QPG (unit 4122) and ADIRU 1 from VH-EBC
(unit 5155), will be developed and further testing conducted.
In addition to the testing of the specific units, the following related activities are
being conducted:
• The operator has initiated a detailed review as well as specific ongoing
monitoring of ADIRU performance across its A330 fleet. The results will
continue to be reported to the investigation team.
　
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