Nce 042094

FLIGHT OPERATIONS &
TRAINING SUPPORT
Getting to Grips
with Cabin
Safety
Getting to Grips with Cabin Safety 0. Table of Contents
Table of Contents
1. INTRODUCTION ………………...………...……………………….…….…………....10
2. MAIN GETTING TO GRIPS CHANGES …….…….……………………..……....….11
3. CABIN SMOKE AND FIRE ……………………………….………………..…………13
3.1. CABIN SMOKE AWARENESS ………………………………......……………...13
3.1.1. OPERATIONAL STANDARDS FOR A SMOKE OCCURRENCE …....14

3.1.1.1. THE EASY SOURCES OF SMOKE ………......……….….……14
3.1.1.2. THE DIFFICULT SOURCES OF SMOKE …………….…...…..15
3.1.2. PROTECTION FROM SMOKE ……..………………….…………………15
3.1.3. CIRCUIT BREAKERS (CBS) ……………………….……………….…...15
3.1.4. OPERATIONAL AND HUMAN FACTORS INVOLVED IN THE

DETECTION OF SMOKE .…………………….…………………………..16
3.1.4.1. SMOKE DETECTION ……………………………………….…...16
3.1.4.2. SITUATIONAL AWARENESS …………………………….……17
3.1.5. FACTORS THAT AFFECT OPERATIONAL STANDARDS ……..…...18
3.1.6. PREVENTION PLAN ……………………….……………….....………….18
3.2. MANAGEMENT OF IN-FLIGHT FIRES …………………...…..………..……….19
3.2.1. BASIC FIRE CHEMISTRY ………………………............…….…………19
3.2.2. CLASSES OF FIRE ……………………………….………….……………20
3.2.3. FIREFIGHTING EQUIPMENT ……………….…………………….……..20

3.2.3.1. FIRE EXTINGUISHERS ……………………………….………...20
3.2.3.2. PROTECTIVE BREATHING EQUIPMENT (PBE) ………..…..22
3.2.3.3. CRASH AXE ……………………………………..…...…………..23
3.2.3.4. FIREPROOF GLOVES …………………………….…………….23
3.2.3.5. OTHER EQUIPMENT ……………………………………….…...24
3.2.4. OPERATIONAL STANDARDS FOR AN IN-FLIGHT FIRE

OCCURRENCE …………………..……………...………………………...24
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3.2.4.1. CREW COMMUNICATION AND COORDINATION ……..…...24
3.2.5. OPERATIONAL AND HUMAN FACTORS INVOLVED IN IN-FLIGHT

FIRES MANAGEMENT ……………………………………………………24
3.2.5.1. SITUATIONAL AWARENESS ……………….…………………24
3.2.6. FACTORS THAT AFFECT OPERATIONAL STANDARDS …..……...25
3.2.7. PREVENTION PLAN …………….…………………..……………………25
3.3. SMOKE AND FIRE PROCEDURES ………………………....………………….26
3.3.1. GUIDELINES FOR IN-FLIGHT SMOKE AND FIRE MANAGEMENT...26
3.3.2. CLASSES OF FIRE …………………………………………..……………27
3.3.3. SMOKE AND FIRE IN HIDDEN AREAS ………………..……………….29
3.3.4. AREA SPECIFIC FIRES ………………………………..…………………30

3.3.4.1. FIRES IN ENCLOSED AREAS ……………..…………………..30
3.3.4.2. GALLEY SMOKE/FIRE ……………….………..………………..31
3.3.5. FIREFIGHTING ROLES ……..…………………………...……………….32
3.3.6. BASIC CABIN FIREFIGHTING PROCEDURE ……….………………..33
3.3.7. CABIN SMOKE/FIRE PROCEDURE HIDDEN AREAS OR UNKNOWN

SOURCE …………….…………………………………………...…………34
3.3.8. LAVATORY SMOKE/FIRE PROCEDURE ………………...……………35
3.3.9. PASSENGER SEAT SMOKE/FIRE PROCEDURE ………..…………..37
3.3.10. GALLEY SMOKE/FIRE PROCEDURE ………………………..………37
3.3.11. OVEN SMOKE/FIRE PROCEDURE ……………….………..…………38
3.3.12. OVERHEAD BIN SMOKE/FIRE PROCEDURE …………..…………..39
3.3.13. LITHIUM BATTERY FIRE PROCEDURE ……………………..………40

3.3.13.1. STORAGE PROCEDURE AFTER A LITHIUM BATTERY
FIRE …………………………...……………………………....…41
3.3.14. REMOTE CONTROL CENTER (RCC) SMOKE/FIRE PROCEDURE
…………………………………..……………………………………………42
3.3.15. VIDEO CONTROL CENTER (VCC) SMOKE/FIRE PROCEDURE …42
3.4. FIRE PROTECTION ………..…………………….………………...……………..45
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3.4.1. WIDE BODY AIRCRAFT – A300/A300-600/A310 …………..…………45

3.4.1.1. LAVATORY SMOKE DETECTION SYSTEM …………..……..45
3.4.1.2. WASTEBIN FIRE EXTINGUISHER …………………………….45
3.4.1.3. SMOKE WARNING LIGHT PUSHBUTTONS ……………..…..47
3.4.1.4. SMOKE DETECTION VISUAL AND AURAL ALERTS ………48
3.4.1.5. CABIN CIRCUIT BREAKER PANELS …...……………...…….49
3.4.2. SINGLE AISLE AIRCRAFT – A318/A319/A320/A321 …………..……54

3.4.2.1. LAVATORY SMOKE DETECTION SYSTEM ………...……….54
3.4.2.2. WASTEBIN FIRE EXTINGUISHER …………………………….55
3.4.2.3. SMOKE DETECTION VISUAL AND AURAL ALERTS ……..56
3.4.2.4. CABIN CIRCUIT BREAKER PANELS ……………..………….58
4. EMERGENCY EVACUATION ………..………...……………………….……………61
4.1. GENERAL EVACUATION GUIDELINES ……………….…...…………………61
4.1.1. CABIN CREW OBJECTIVES ……………………………….…….……...61
4.1.2. SILENT REVIEW …………...……………………………………………...62
4.1.3. CABIN CREW INITIATED EVACUATION ………………………..…….63
4.1.4. FACTORS THAT AFFECT THE EVACUATION ……………..………...64

4.1.4.1. ASSERTIVE CABIN CREW ………………………………..……64
4.1.4.2. BRACE COMMANDS AND BRACE POSITION………….…..64
4.1.4.3. OUTSIDE CONDITIONS AND SLIDE STATUS………...……..65
4.1.4.4. ABLE-BODIED PASSENGER (ABP) ……………...……..……65
4.1.4.5. CREW ASSIST SPACE ……………………..….………..……...65
4.1.4.6. CROWD BEHAVIOR ………………………………...…..………66
4.1.4.7. CARRY-ON BAGGAGE …………………..….………..………..66
4.1.4.8. EXIT FLOW MANAGEMENT COMMANDS ………………..….66
4.1.4.9. CABIN CONFIGURATION ………….……………….....……….67
4.1.4.10. EXITS THAT CANNOT BE USED …………………..………...69
4.1.4.11. DRIED-UP EXITS ……………….………………………………67
4.1.4.12. EXIT BYPASS …………………….……………….……………69
4.2. GROUND EVACUATION …………...…………….……………………………...70
4.2.1. UNPLANNED GROUND EVACUATION ……………………..…………70

4.2.1.1. PASSENGER SAFETY BRIEFING ……………...……………..70
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4.2.2. PLANNED GROUND EVACUATION …………….……………………...71

4.2.2.1. EMERGENCY CHECKLIST ……………………...……………..71
4.2.2.1.1. BRACE POSITION ……………………….………….71
4.2.2.1.2. EMERGENCY EXIT LOCATION AND OVERWING
EXITS (OWE) ……………………………………………....……..71
4.2.2.1.3. LOOSE AND SHARP ITEMS ………………………72
4.2.2.1.4. ABLE-BODIED PASSENGERS (ABP) ….………..72
4.2.2.2. PLANNED GROUND EVACUATION BRIEFING ……………..73
4.2.2.2.1. FLIGHT CREW TO PURSER BRIEFING …………73
4.2.2.2.2. PURSER TO CABIN CREW BRIEFING ………….74
4.2.2.2.3. CABIN CREW TO PASSENGER BRIEFING …....74
4.2.2.2.4. FINAL CABIN SECURE ………………………...75
4.2.2.2.5. SIGNAL TO EVACUATE ………..…………………75
4.2.2.2.6. CABIN EVACUATION PROCESS ………………..75
4.2.3. RESPONSIBILITIES BEFORE CREW EVACUATION ………….…….77
4.2.4. CREW RESPONSIBILITIES AFTER EVACUATION …………...……..77
4.2.5. FACTORS THAT AFFECT OPERATIONAL STANDARDS ..…………78
4.2.6. PREVENTION PLAN …………………………………………………..….77
4.2.7. PROCEDURES………………………………………….………………….78
4.2.7.1. CABIN PREPARATION FOR PLANNED ON GROUND
EVACUATION……………..……………..…………………….……………78
4.2.7.2. EMERGENCY CABIN DOOR OPERATION …………..……..79
4.2.7.3. GROUND EVACUATION PROCEDURE …………….……....80
4.3. DITCHING ………………………...….…………………………………………….83
4.3.1. UNPLANNED DITCHING …………………………………………….…...83
4.3.2. PLANNED DITCHING …………………….….……………………………83

4.3.2.1. EMERGENCY CHECKLIST …………………...………………..84
4.3.2.1.1. LIFE VEST …………………………………………...84
4.3.2.1.2. BRACE POSITION ………………………………….84
4.3.2.1.3. EMERGENCY EXIT LOCATION AND OVERWING
EXITS (OWE) ……….…………………………………………….85
4.3.2.1.4. LOOSE AND SHARP ITEMS ………………………85
4.3.2.1.5. ABLE-BODIED PASSENGERS (ABP) ….………..85
4.3.2.2. PLANNED DITCHING BRIEFING …….………………………86
4.3.2.2.1. FLIGHT CREW TO PURSER BRIEFING …………87
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4.3.2.2.2. PURSER TO CABIN CREW BRIEFING ………….87

4.3.2.2.3. CABIN CREW TO PASSENGER BRIEFING ….....87
4.3.2.2.4. FINAL CABIN SECURE ……………………………88
4.3.2.2.5. SIGNAL TO EVACUATE …………………………..89
4.3.2.2.6. CABIN EVACUATION PROCESS ………………..89
4.3.3. RESPONSIBILITIES BEFORE CREW EVACUATION …………….….89
4.3.4. CREW RESPONSIBILITIES AFTER EVACUATION ………………….90
4.3.5. FACTORS THAT AFFECT OPERATIONAL STANDARDS ………….90
4.3.6. PREVENTION PLAN ………………………………………….…………..91
4.3.7. DITCHING PROCEDURES …………………………………….…………91

4.3.7.1. CABIN PREPARATION FOR DITCHING ….…….…..………91
4.3.7.2. EVACUATION ON WATER …………………….……………...93
4.4. SURVIVAL ……………...……………………………………….……….…………98
4.4.1. EVACUATION AT OR NEAR AN AIRFIELD ……………….…………..98
4.4.2. EVACUATION FAR FROM AN AIRFIELD ……………………………..98
4.4.3. SURVIVAL PRIORITIES ………………...………………………………..99
5. CABIN DEPRESSURIZATION ……………………….……………………………..104
5.1. CABIN PRESSURIZATION ………………...……………….………………….104
5.1.1. CABIN PRESSURE INDICATOR ………………………………………105
5.2. TYPES OF DEPRESSURIZATION …………...………………….…………….107
5.2.1. RAPID OR EXPLOSIVE DEPRESSURIZATION ………….………….107
5.2.2. SLOW OR INSIDIOUS DEPRESSURIZATION ………….……………108
5.3. HYPOXIA ……………………………………...…………..………………………109
5.3.1. PHYSIOLOGICAL AND PSYCHOLOGICAL EFFECTS OF HYPOXIA

………………………………………………………………………………109
5.3.2. THE TIME OF USEFUL CONSCIOUSNESS (TUC) ……..……………110
5.4. CABIN DEPRESSURIZATION GENERAL GUIDELINES ………………......111
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5.4.1. CREW COMMUNICATION AND COORDINATION ………….………111
5.4.2. AFTER DEPRESSURIZATION ………………….……………………...111
5.5. OXYGEN SYSTEMS …………………………………...………….…………….112
5.5.1. DECENTRALIZED SYSTEM (CHEMICAL/GASEOUS) ………….….112

5.5.1.1. DECENTRALIZED CHEMICAL OXYGEN SYSTEM (DCOS)
………………………..……………………….……………………………112
5.5.1.2. DECENTRALIZED GASEOUS OXYGEN SYSTEM (DGOS)
……………………………………………………....……………………….113
5.5.2. CENTRALIZED SYSTEM (GASEOUS) ………….….…………………115
5.5.3. OXYGEN MASK FLOW INDICATOR ………………………….………116
5.5.4. COCKPIT OXYGEN ………………………………………...……………118
5.5.5. PORTABLE OXYGEN CYLINDERS ……………….……….……….…119
5.6. CABIN DEPRESSURIZATION WARNINGS …………..………….…….…….120
5.7. CABIN DEPRESSURIZATION PROCEDURE ……….……….……...…….…121
5.8. FACTORS THAT AFFECT OPERATIONAL STANDARDS ……….…..…...123
5.9. PREVENTION PLAN ……………………………..….………………….……….123
6. TURBULENCE MANAGEMENT ………….....………………….………………….124
6.1. TURBULENCE GUIDELINES ……………………………….………....………125
6.2. TURBULENCE PROCEDURES …………………………………….………….126
6.2.1. CABIN AND PASSENGERS …………………………….……………...126
6.2.2. GALLEY AREAS ………………...……………….………………………126
6.2.3. ANTICIPATED TURBULENCE PROCEDURES ……………………..127
6.2.4. UNANTICIPATED SEVERE TURBULENCE PROCEDURES ……...128
6.2.5. DUTIES AFTER TURBULENCE ……………….……………………….128
7. MISCELLANEOUS ………………………………………….….…………….………129
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7.1. FLIGHT CREW INCAPACITATION …………………..……………..…………129
7.1.1. FLIGHT CREW INCAPACITATION PROCEDURE ………….……….129
7.1.2. SEAT OPERATION ……………………………………………………...130
7.2. BOMB ON BOARD …………………………………………………..…..………131
7.2.1. SUSPECT OBJECT ………………………………………….…………..131
7.2.2. BOMB ON BOARD – CABIN CREW PROCEDURE …………………132
7.3. DANGEROUS GOODS (DG) …………………………………….....................136
7.3.1. DEFINITION OF DANGEROUS GOODS ……………………….……..136
7.3.2. DANGEROUS GOODS REQUIREMENTS RECOMMENDATION….136
7.3.3. DANGEROUS GOODS CLASSIFICATION ……………………….…..136
7.3.4. DANGEROUS GOODS AUTHORIZED IN THE CABIN …………..….139
7.3.5. PROHIBITED DANGEROUS GOODS ……………………...………....140
7.3.6. DANGEROUS GOODS HANDLING …………………………….……..140
7.3.7. DISCOVERY OF DANGEROUS GOODS IN THE CABIN …….…….141
7.3.8. CREW COMMUNICATION AND COORDINATION ……….…………141
7.3.9. PROTECTION …………………………………………….………………142
7.3.10. DANGEROUS GOODS REMOVAL ……………..………..........…….142
7.3.11. DANGEROUS GOODS STORAGE …………………..………………143
7.3.12. REPORTING A DANGEROUS GOODS INCIDENT ……….………..143
7.3.13. FACTORS THAT AFFECT AN IN-FLIGHT DANGEROUS GOODS

INCIDENT ………….…...…...………...….........……………………….144
7.3.14. PREVENTION PLAN …………….………………….…………..………144
8. CREW RESOURCE MANAGEMENT (CRM) ………………………….….……….145
8.1. COMMUNICATION AND COOPERATION …….………………….….....……146
8.2. BRIEFING AND CABIN CREW COMMUNICATION …………….…...……...149
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8.3. COMMUNICATION BARRIERS ……………………………….………….……150
8.4. SHARING INFORMATION ………………………..…………….………………152
8.5. SOURCES OF INFORMATION ……………….……………….……………….153
8.5.1. PASSENGERS ………………..………………………….………………153
8.5.2. STANDARD OPERATING PROCEDURES (SOPS) …….…………...153
8.5.3. CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS) …………154
8.5.4. MAINTENANCE PERSONNEL ……………………………….………...154
8.5.5. CATERING PERSONNEL ………………………………….……………154
8.5.6. GROUND PERSONNEL ……………………………………….………..155
8.6. FACTORS THAT AFFECT PERFORMANCE ………...…………….………..156
8.6.1. PASSENGER CONFLICT ................................................................. 156
8.6.2. STRESS ……………………………………………….…………………..157
8.6.3. SLEEP ……………………………………………………….…………….161
8.6.4. FATIGUE …………………………………………………….….………….161
8.7. ERROR MANAGEMENT ………...………………………….……………….....163
8.8. VIOLATION ……………………...………………………………..………………165
8.9. TEAM PERFORMANCE ……………………………………….………….........166
8.10. LEADERSHIP ……………………………………..…..………………………..168
9. ADDITIONAL SAFETY RECOMMENDATIONS …………………….……………169
9.1. COMMUNICATION AND MANAGEMENT OF ABNORMAL SITUATIONS..169
9.2. GROUND OPERATIONS SAFETY ………………………………….…………170
9.2.1. FACTORS THAT AFFECT OPERATIONAL STANDARDS ….……..170
9.2.2. PREVENTION PLAN …………………………………………….………170
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9.3. FALL FROM HEIGHT ………………………………...………………….……...171
9.3.1. PREVENTION ……………………………………………………….……171
9.3.2. ACKNOWLEDGEMENT OF THE DANGER ………………………….171

9.3.2.1. ATTENTION-GETTERS ………………………………………..172
9.4. MANAGEMENT OF LIQUIDS IN THE COCKPIT ……………….…………….173
9.5. PA RESET FUNCTION ………………………………………...…….………….174
10. ABBREVIATIONS ………………………………………..…………………..………175
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Getting to Grips with Cabin Safety 1. Introduction
1. INTRODUCTION
Welcome to Getting to Grips with Cabin Safety.
The Getting to Grips with Cabin Safety aims to provide Operators with guidance to
implement their cabin safety program (training, manuals, etc.).
The idea behind the Getting to Grips with Cabin Safety is a global understanding of
worldwide safety procedures. This was achieved through investigation, accident
analysis of aviation authorities, Airbus in-service experience and an overview of existing
standards and procedures.
This publication is not designed to transmit the perspective of one aviation authority
over the others, but to take into account Operators worldwide.
In the case of deviation between the information provided in this document and the
CCOM, AFM, MMEL, FCOM or AMM, the latter shall overcome the former.
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Getting to Grips with Cabin Safety 2. Main Getting to Grips Changes
2. MAIN GETTING TO GRIPS CHANGES
The purpose of this chapter is to highlight the main changes provided in the current
version of the Getting to Grips with Cabin Safety.
 SMOKE AND FIRE (3)

 Structure has changed to include Cabin Smoke Awareness, Management of In-
Flight Fires, Smoke and Fire Procedures and Fire Protection
 Introduction of the Fire Tetrahedron model, to comply with the most recent fire
investigation
 Correction of Class C fire description to include flammable liquids and flammable
gases
 Introduction of a new type of extinguisher: the halon-free extinguisher
 Additional warning for the stowage of tablets in large quantities (Lithium Battery
Fire Procedures)
 Introduction of two tables that include all Aural/Visual Smoke Alert Warnings for
the A300/A300-600 and the A318/A319/A320/A321 respectively
 Introduction of additional information about the Factors that Affect Operational
Standards in the management of smoke and fire situations, and the recommended
Prevention Plan
 Removal of all Procedures related to the A330, A340, A350 and A380, because
they are now covered by the customized CCOM and the generic CCOM.
 GENERAL EVACUATION GUIDELINES (4)

 Structure has changed to include recommendations and Procedures for Ditching,
Ground Evacuation and Survival
 Revision of the Cabin Crew Initiated Evacuation to make it consistent with CCOM
recommendations
Standards in Ground Evacuation and Ditching situations, and the recommended
Prevention Plan
 Introduction of specific recommendations for the observation of Outside
Conditions and Slide Status before an evacuation
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Getting to Grips with Cabin Safety 2. Main Getting to Grips Changes
 Additional recommendations for the handling of carry-on baggage in an

emergency evacuation
 Introduction of recommendations for Exit Bypass, Dried-Up Exits and Exits that
Cannot Be Used
 Removal of brace position recommendations, as they depend on specific cabin
and seat configuration
 Introduction of responsibilities before and after the cabin crew evacuation.
 CABIN DEPRESSURIZATION (5)

 Revision of the Oxygen System to include the decentralized chemical and the
decentralized gaseous systems
Standards in a Depressurization, and the recommended Prevention Plan.
 TURBULENCE MANAGEMENT (6)

 Simplification and revision to make it consistent with the CCOM.
 MISCELLANEOUS (7)
 Introduction of a recommended Procedure for Flight Crew Incapacitation
 Relocation of the Bomb on Board and the Dangerous Goods chapters
 Introduction of a table with a summary of the Dangerous Goods Classification.
 ADDITIONAL SAFETY RECOMMENDATIONS (9)

 Introduction of new safety recommendations:
- Communication and Management of Abnormal Situations
- Ground Operations Safety
- Fall From Height
- Management of Liquids in the Cockpit
- PA Reset Function.
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Getting to Grips with Cabin Safety 3. Cabin Smoke and Fire
3. CABIN SMOKE AND FIRE
3.1. CABIN SMOKE AWARENESS
The cabin crew should always be aware of any indications of smoke, respond to them
appropriately and report them to the flight crew. Any reports of smoke in the cabin must
be considered important. An immediate identification of the source of smoke and an
appropriate action will significantly minimize the possibility of a fire onboard.
The cabin crew must remember that odor or smoke may take some time to detect.
However, they should not report smoke unless they can see it, or fire unless there are
flames.
In-flight events that involved smoke in the cabin enabled the identification of situations
where:
 The source of smoke was easy to detect (most of the reports fit in this category)
 The source of smoke was difficult to detect.
Areas where it was easy for the cabin crewmembers to detect the source of smoke are,
for example:
 Galley equipment (e.g.: ovens, coffeemakers, etc.) – this was the most common
source of smoke
 Cabin equipment (e.g.: seat screens, seat controls, etc.)
 Lavatories.
Areas where it was difficult for the cabin crewmembers to detect the source of smoke
are, for example:
 Air conditioning
 Sidewall panels
 Ceiling panels.
Smoke that comes from the above-mentioned areas may be related to:
 The Auxiliary Power Unit (APU)
JANUARY 2020 13
 The Cabin recirculation fans

 The Cargo compartments
 The Electrical wiring
 An Engine Air Bleed (e.g.: due to bird ingestion, etc.).
Human error may be partly responsible for some smoke events. The following are
examples of that:
 A flammable item inside an oven (e.g.: plastic food cover)

 An empty coffeemaker on a hot plate
 A flammable item close to a source of heat (e.g.: plastic cups next to a hot oven)
 No preflight check of the oven to make sure it is clean (e.g.: food grease in an oven
tray)
 Smoking in the lavatories.
If the cabin crew cannot immediately detect the source of smoke, the following may
occur:
 Fire
 Emergency evacuation
 Cabin crew and/or passengers taken to the hospital due to smoke inhalation
 Flight delays
 In-flight turn back
 Diversion
 Etc.
3.1.1. OPERATIONAL STANDARDS FOR A SMOKE OCCURRENCE
When the cabin crew find smoke, they must apply the appropriate procedures to stop it
and prevent a fire.
Smoke can come from different areas of the aircraft. These areas are identified as easy
or difficult sources of smoke, and the cabin crew must perform accordingly.
3.1.1.1. THE EASY SOURCES OF SMOKE
The cabin crew must do the following:
- Shut off the electrical power (switch off the power and/or pull the circuit breakers,
if applicable)
- Inform the flight crew immediately
- Monitor the area
JANUARY 2020 14
- Prepare a fire extinguisher, protective breathing equipment (PBE) and fireproof

gloves, in case the situation degrades.
3.1.1.2. THE DIFFICULT SOURCES OF SMOKE
The cabin crew may have limited or no access to areas like sidewalls, ceiling panels or
air conditioning. This means that they may not be able to visually monitor these areas.
If smoke comes from any of them, the cabin crew must do the following:
- Inform the flight crew

- Monitor the area
- Search for hot spots with the back of the hand
- Prepare a fire extinguisher, protective breathing equipment (PBE) and fireproof
gloves in case the situation degrades.
For additional information, please refer to 3.3.3 Smoke and Fire in Hidden Areas.
3.1.2. PROTECTION FROM SMOKE
Smoke can affect awareness, performance and, depending on individual tolerance, it

may even cause death.
Some of the materials used in the cabin release toxic fumes when burning (e.g.: carbon
monoxide, hydrogen cyanide, hydrogen chloride and acrolein).
The cabin crew must take precautionary measures to reduce the dangers associated
with smoke:
 Never open the cockpit door (unless it is entirely necessary) - to prevent

contamination from smoke and fumes
 Move passengers away from the smoke source area. If this is not possible,
encourage them to bend forward and remain at a low level, where the air is less
contaminated
 Give wet towels, cloths, or headrest covers to the passengers and instruct
passengers to breathe through them
 Use protective breathing equipment (PBE).
3.1.3. CIRCUIT BREAKERS (CBS)
Circuit breakers (CBs) are designed as protection from overheat due to an abnormal
electrical load or a faulty piece of equipment. If any of these situations occur, the CB
trips automatically and causes a total or partial deactivation of the affected equipment.
JANUARY 2020 15
CBs may be used to isolate equipment in the event of smoke or fire, in accordance with
the Operator's procedures.
A pulled or tripped CB must not be reset by the cabin crew. This action may damage
the equipment, affect other equipment, or cause overheating.
Note: The cabin crew should report any tripped CBs to the flight crew and enter this
information into the cabin logbook.
3.1.4. OPERATIONAL AND HUMAN FACTORS INVOLVED IN THE DETECTION

OF SMOKE
3.1.4.1. SMOKE DETECTION
All lavatories, VCCs and RCCs are equipped with a smoke detector.
If smoke enters the smoke detector, different visual and aural indications are transmitted
to the cabin and the cockpit.
 Visual Indications in the Cabin
The following systems will display visual indications to notify the cabin crew that smoke
is detected (depending on CAM customization for the A318/A319/A320/A321):
- The Attendant Indication Panels (AIP)

- The Area Call Panels (ACP)
- The affected lavatory Smoke Indicating Call Light – if installed
- The Flight Attendant Panel (FAP)
- The Additional Attendant Panel (AAP) – if installed.
 Aural Indications in the Cabin
The following aural indications will simultaneously trigger (depending on CAM

customization for the A318/A319/A320/A321):
- A repetitive chime from all the cabin loudspeakers and/or

- A repetitive chime from all attendant station loudspeakers.
For additional information, please refer to:
 3.4.1.4 Smoke Detection Visual and Aural Alerts – A300/A300-600/A310

 3.4.2.3 Smoke Detection Visual and Aural Alerts – A318/A319/A320/A321.
JANUARY 2020 16
3.1.4.2. SITUATIONAL AWARENESS
The cabin crew must also use their senses (hearing, touch, smell, and sight) to detect
smoke.
The following are examples of situations where the senses may assist the crew:
Noises that are not usual (e.g.: “snapping” or “crackling”) may

Hearing indicate electrical arcing of wiring
Aural signs will indicate the presence of smoke/fire
The back of the hand can be used to check the temperature of
Touch
a hot surface
Visual signs will indicate the presence of smoke/fire (FAP,
Sight
ACP, etc.)
Smell Odors that are not usual
Below are some examples of odors that may indicate the presence of smoke and their
corresponding possible sources:
Electrical equipment
Acrid chemical IFE
Engine oil leak
Electrical galley equipment
Burning Galley equipment
Bird ingestion
Contaminated bleed
Chemical
APU ingestion
PBE
Chlorine
Blocked door area drain
Electrical Electrical equipment
Dirty socks APU or engine oil leak
Foul Lavatories
Fuel APU FCU/Fuel line
Oil APU or engine oil leak
Skydrol Engine hydraulic
Wiring
Sulphur Avionics filter water contamination
Light bulb
JANUARY 2020 17
3.1.5. FACTORS THAT AFFECT OPERATIONAL STANDARDS
In-flight events revealed that the following reasons can prevent the successful
application of operational standards:
 The crew fails to detect the smoke (e.g.: because of the circulation of air via the
air conditioning)
 Adequate procedures and guidelines are missing (e.g.: there is no procedure for
tripped CBs)
 Procedures are not applied correctly (e.g.: the cabin crew reset a tripped CB)
 Training is not sufficient and the cabin crew are not sure about the required
procedure
 The communication between the flight crew and the cabin crew is not appropriate
(e.g.: the cabin crew reports a fire to the flight crew, but there are no visible flames).
3.1.6. PREVENTION PLAN
Because a fire is probably the most dangerous onboard emergency, prevention has a
very important role. The Operator and the cabin crew are essential in prevention.
The smoke/fire prevention duties of the cabin crew should include:
 A preflight check of the galleys and ovens, to ensure that they are safe and
operative (e.g.: no flammable items left inside the ovens, no tripped CBs, etc.)
 A preflight check of the lavatories to ensure the smoke detector was not tampered
with and the automatic fire extinguisher is operative
 Vigilance over passengers to ensure that they do not smoke
 Frequent monitoring of cabin, lavatories and galleys during the flight
 A good knowledge of procedures
 A good knowledge of cabin configuration
 A good knowledge of the location of all emergency equipment.
The Operator should:
 Provide training
 Provide smoke related procedures
 Ensure that cabin crew are medically fit for the flight (e.g.: a cold can make it
difficult to detect the odor of smoke)
 Have a procedure for tripped circuit breakers, which prevents cabin crew from
resetting them and encourages the reporting of such events.
JANUARY 2020 18
3.2. MANAGEMENT OF IN-FLIGHT FIRES
A fire is probably the most dangerous in-flight emergency and must be controlled as
soon as possible. Because time has such an important part in this type of emergency,
it is critical that none is lost when extinguishing a fire.
Reports by Transportation Safety Board of Canada indicate that, on average, an aircraft

takes 17 minutes to land after an in-flight fire is detected.
Any fire, regardless of its size, may rapidly become out of control, if not immediately
managed. The first priority is always to FIGHT IT.
3.2.1. BASIC FIRE CHEMISTRY
In order to fight a fire with success, the cabin crew need to be familiar with the basic fire
chemistry and the different classes of fire. This will help them to understand the
importance of the correct fire extinguisher for every fire situation.
Combustion includes four elements: Oxygen, Heat, Fuel and a Chemical Reaction.
This is called the Fire Tetrahedron (tetrahedron = pyramid).
Fig. 3.1 The Fire Tetrahedron
The aim of firefighting is to reduce or remove any of these elements and stop the
combustion.
Note: For the purpose of this document, fuel refers to any flammable material.
JANUARY 2020 19
3.2.2. CLASSES OF FIRE
Fires are categorized into four classes: A, B, C and D.
Class A and C fires are the most frequently found onboard an aircraft.
It is important for the cabin crew to know the type and the location of the fire
extinguishers onboard, and to select the correct one based on the class of fire.
For additional information, refer to 3.3.2 Classes of Fire.
3.2.3. FIREFIGHTING EQUIPMENT
3.2.3.1. FIRE EXTINGUISHERS
 Halon Extinguisher
The use of Halon generated conflict and different opinions for the past years. However,
the Federal Aviation Administration (FAA) Advisory Circular 120-80 “In-flight Fires”
draws attention to the subject of Halon use and emphasizes its good performance:
“NTSB investigations of in-flight fires indicate that cabin crew have been hesitant to use
Halon extinguishers during flight because of mistaken ideas about the adverse effects
of Halon. In one instance, a flight attendant went to the cockpit to inform the flight crew
of a fire and asked the captain whether to spray Halon into a vent where she suspected
a fire. The captain instructed her not to use the Halon extinguisher, indicating he was
concerned about spraying Halon in the cabin. In another instance, an off-duty company
pilot considered using a Halon fire extinguisher, but decided against doing so because
he was concerned that the Halon ‘would take away more oxygen’. In each instance, the
cabin crew lost critical time and delayed the aggressive pursuit of the fire.”
Halon or BCF (short form for bromochlorodifluoromethane) is part of the chemical family
of the Halogenated Hydrocarbons. BCF is a liquefied gas that extinguishes fires
because it interrupts its combustion chain, and not because it removes the oxygen.
This is one of the main reasons why Halon is successful when it is not possible to
determine the exact source of the fire. A small concentration of Halon in the air will
interrupt the burning process. Halon is toxic, and cabin crew should be careful when
they use a Halon extinguisher in areas that are closed and not ventilated. The use of
protective breathing equipment (PBE) is recommended.
“The NTSB has expressed concern that the risks of exceeding the maximum
recommended levels of Halon gas outlined in AC 20-42C have been over emphasized
in crewmember training programs, especially when compared to the risks of an in-flight
JANUARY 2020 20
fire. The NTSB emphasizes ‘that the potential harmful effects on passengers and crew
[of Halon] are negligible compared to the safety benefits achieved by fighting in-flight
fires aggressively’. The toxic effects of a typical aircraft seat fire, for example, far
outweigh the potential toxic effects of discharging a Halon fire extinguisher.”
(In FAA Advisory Circular 120-80)
 Halon-Free Extinguisher
Halon, normally used in aircraft fire extinguishing systems, was considered a large
cause of the reduction in the concentration of ozone. Its production was stopped on
January 1, 1994 and several groups were created all over the world to investigate a
possible replacement.
Airbus is part of the “Phase out of Halons” since the Copenhagen Amendment to the
Montreal Protocol of 1989, with most nations in the world. Because there was no Halon
replacement agent at the time, the aviation industry and airworthiness authorities
created the FAA and Aerospace Industries Association (AIA) International Halon
Replacement Working Group. This later became the International Aircraft Systems Fire
Protection Working Group. Airbus participates in the activities and assemblies of this
Working Group.
In 2016, the United States Environmental Protection Agency (EPA) approved the 2-BTP
(2-bromotrifluoropropene) as the Halon replacement agent. With a performance
identical to that of a Halon extinguisher, it is currently the standard agent for Airbus.
EASA certification was achieved in 2016.
Today, all Airbus aircrafts have halon-free P3 HAFEX extinguishers (developed by P3

Group and Airbus). These extinguishers are smaller and lighter when compared with
other extinguishers that use 2-BTP.
Fig. 3.2 P3 Hafex
JANUARY 2020 21
 How to Use a Fire Extinguisher
There are several different models of fire extinguishers from different manufacturers.
Here are some basic guidelines about their use:
 Release the lever/trigger (as per manufacturer’s instructions)

 Aim at the base of the fire
 Press lever/trigger
 Move extinguisher from side to side in a sweeping motion.
Recommendations:
- Do not aim the initial discharge of the extinguishing agent at close range, as this can
make it spray back and/or cause the burning material to move
- Keep a safe distance of at least 5 to 8 feet (approximately 1.5 to 2.5 m) from the fire
- Always hold the fire extinguisher in the upright position
- Ensure that an extinguisher is fully discharged before you use another, as their
number in the aircraft is limited.
3.2.3.2. PROTECTIVE BREATHING EQUIPMENT (PBE)
The PBE is designed to protect the cabin crew from smoke, toxic fumes and gases. The
cabin crew can still communicate with the PBE.
Fig. 3.3 Examples of PBE
JANUARY 2020 22
3.2.3.3. CRASH AXE
The crash axe has an insulated handle and is resistant to high voltages.
The flat end can be used to lift panels so that the cabin crew can insert the nozzle of a
fire extinguisher behind them.
The hook end can be used to make holes in areas of difficult access (with small taps)
or, if necessary, to increase the size of a hole.
The crash axe may also be used to move burning material.
Note: As an alternative, the crowbar can be used for the same purpose.
Fig. 3.4 Crash Axe and Crowbar
3.2.3.4. FIREPROOF GLOVES
Fireproof gloves are fire retardant and they protect hands and arms from the heat.
Fig. 3.5 Fireproof gloves
JANUARY 2020 23
3.2.3.5. OTHER EQUIPMENT
The cabin crew need to be ready to face any difficulties when fighting an in-flight fire.
They should also be prepared to use any available equipment to fight a visible fire (e.g.:
pots of coffee/tea, etc.).
3.2.4. OPERATIONAL STANDARDS FOR AN IN-FLIGHT FIRE OCCURRENCE
3.2.4.1. CREW COMMUNICATION AND COORDINATION
In the event of an in-flight fire, communication between the cabin crew and flight crew
is essential.
If there is a fire in the cabin, the cabin crew must inform the flight crew immediately.
Firefighting requires coordination and involves all cabin crew. There are three main
roles: the Firefighter, the Communicator and the Assistant Firefighter. All other
cabin crew have a supporting role. After any fire or smoke occurrence, one crewmember
should monitor the affected area for the remainder of the flight and regularly report to
the Purser. The Purser will, then, report to the flight crew.
For additional information, please refer to 3.3.5 Firefighting Roles.
3.2.5. OPERATIONAL AND HUMAN FACTORS INVOLVED IN IN-FLIGHT FIRES

MANAGEMENT
3.2.5.1. SITUATIONAL AWARENESS
The cabin crew should always pay attention to any possible indications of a fire. These
include:
- Fumes or odors that are not usual

- Electrical malfunctions (e.g.: tripped CBs, etc.)
- Noises (e.g.: “popping”, “snapping” or “crackling”), that may indicate electrical
arcing
- Hot spots on sidewalls, floors, and panels
- Eye irritation
- Sore throat
- Headache
- Etc.
The cabin crew must immediately investigate any reports from passengers that may
indicate fire, in order to locate and extinguish it in an early phase.
JANUARY 2020 24
 The crew fails to detect the signs of a fire (e.g.: the ACP amber light flashes, but
no crewmember checks the lavatories)
 Adequate procedures and guidelines are missing (e.g.: there are no procedures
for a lithium battery fire and the crew use ice to cool down a PED)
 Procedures are not applied correctly (e.g.: a crewmember opens the lavatory door
before they check it for heat with the back of their hand, and a flash fire occurs)
 Training is not sufficient (e.g.: a cabin crewmember notices the fire, but cannot
rapidly find the nearest fire extinguisher)
(e.g.: the description of the fire event is not clear and the flight crew does not
understand its severity).
Because an onboard fire is probably the most dangerous emergency, prevention has a
very important role. If not detected, smoke may rapidly become an onboard fire. The
Operator and the cabin crew are essential in the prevention of such a hazard.
The smoke/fire prevention duties of the cabin crew should include:
 A preflight check of the galleys and ovens, to ensure that they are safe and
operative (e.g.: no flammable items left inside the ovens, no tripped CBs, etc.)
 A preflight check of the lavatories to ensure the smoke detector was not tampered
with and the automatic fire extinguisher is operative
 Vigilance over passenger to make sure they do not smoke
 Frequent monitoring of cabin, lavatories and galleys during the flight
 A good knowledge of procedures
 A good knowledge of cabin configuration and location of all emergency equipment
The Operator should:
 Provide training and smoke related procedures

 Ensure that the cabin crew are medically fit for the flight (e.g.: a cold can make it
difficult to detect the odor of smoke)
 Have a procedure for tripped circuit breakers, which prevents cabin crew from
resetting them and encourages the reporting of such events.
JANUARY 2020 25
3.3. SMOKE AND FIRE PROCEDURES
3.3.1. GUIDELINES FOR IN-FLIGHT SMOKE AND FIRE MANAGEMENT
The cabin crew is responsible for the management of all in-flight emergencies. This
includes those that involve smoke and fire. The following actions and knowledge may
assist the cabin crew in the correct management of an in-flight smoke or fire event.
 Fight the Fire
The cabin crew must know how critical it is to rapidly identify the source of a fire/smoke
and fight it. Therefore, it is important that they:
- Rapidly evaluate the situation

- Determine the source of the smoke/fire
- Access the fire (if necessary)
- Fight the fire
- Smother the fire with wet pillows or blankets, in order to avoid a new ignition.
 Communicate and Coordinate
The cabin crew must be aware of the importance of appropriate crew communication
and coordination. When a smoke or fire is detected, the cabin crew must immediately
inform:
- The flight crew

- The Purser.
For additional information, please refer to 3.2.7. Prevention Plan.
 Prevent the Fire
Vigilance is very important at all times, and cabin crew need to pay attention to any
odors, noises or system behaviors that are not usual. These may be indications of a
fire.
For additional information, please refer to 3.2.7. Prevention Plan.
 Circuit Breakers
Circuit breakers (CBs) are designed as protection from overheat due to an abnormal
electrical load on equipment or a fault. If any of these situations occur, the CB trips
automatically and causes a total or partial deactivation of the affected equipment.
JANUARY 2020 26
CBs may be used to isolate equipment in the event of smoke or fire, in accordance with
the Operator's procedures.
A pulled or tripped CB must not be reset by the cabin crew. This action may damage
the equipment, affect other equipment or cause overheating.
Note: The cabin crew should report any tripped CBs to the flight crew and enter this
information into the cabin logbook.
 Lithium Batteries
The two types of batteries that are normally used to power Portable Electronic Devices
(PEDs) are the lithium batteries (disposable) and the lithium-ion batteries
(rechargeable). Both types can ignite and explode due to overheating. The fire that
results from this overheating can flare again and again, as each cell breaks and releases
its contents.
The Fire Safety Branch of the FAA recommends the following procedures to fight a fire
in a PED, regardless of the lithium battery type (disposable or rechargeable):
- Relocate the passengers (away from the device)

- Use halon, a halon replacement or water to make sure that the fire does not reach
the adjacent battery cells and materials
- Pour water (or other non-alcoholic liquids) over the cells immediately after the fire
is extinguished.
For additional information, please refer to 3.3.13. Lithium Battery Fire Procedure.
3.3.2. CLASSES OF FIRE
Fires are categorized into four classes: A, B, C and D.
 Class A
These fires involve materials, as for example:
- Wood
- Cloth
- Paper
- Rubber
- Plastic
- Etc.
JANUARY 2020 27
 Extinguishers: water extinguisher or liquids with a large quantity of water (e.g.: juice,
tea, coffee, etc.). Halon or halon-free extinguisher.
These fires require a cooling effect.
WARNING Do not use liquids that have alcohol.
 Class B
These fires involve flammable liquids and flammable gases,

as for example:
- Oil
- Grease
- Aircraft fuel
- Propane
- Methane
- Etc.
 Extinguishers: halon or halon-free extinguisher.

These fires require a blanket effect.
WARNING Do not use a water extinguisher.
 Class C
These fires involve electrical equipment, as for example:
- Coffeemakers
- Ovens
- Wiring
- Circuit breakers
- Etc.
 Extinguishers: halon or halon-free extinguisher.

These fires require a nonconductive agent.
WARNING Do not use a water extinguisher, because this may cause an electric
shock and damage other electrical circuits.
JANUARY 2020 28
 Class D
These fires involve combustible metals, as for example:
- Lithium
- Magnesium
- Titanium
- Zirconium
- Sodium
- Etc.
 Extinguishers: dry powder (not installed)

These fires require an agent that avoids a chemical reaction between the burning
metal and the extinguishing agent.
For additional information, please refer to 3.3.13. Lithium Battery Fire Procedure.
3.3.3. SMOKE AND FIRE IN HIDDEN AREAS
It is important for the cabin crew to be aware of the possible hidden sources of
smoke/fire onboard the aircraft and to become familiar with them. This enables
crewmembers to take immediate action.
The following are known hidden areas:
 Crown Area: Located above the ceiling panels.

It includes wiring, cables, oxygen system (centralized gaseous), parts of the air
conditioning system and components of the In-Flight Entertainment System (IFE)
 Dado Panels: Located at the bottom of the sidewall panels, on both sides of the
cabin.
It includes the vents, which are part of the air conditioning system
 Triangle Area: Located below the floor, between the fuselage and the cargo
panels.
It includes hydraulic lines, electrical components and wiring.
JANUARY 2020 29
Fig. 3.6 Smoke/Fire in Hidden Areas
3.3.4. AREA SPECIFIC FIRES
Smoke that comes from sidewall and ceiling panels may indicate a hidden fire. In some
cases, smoke may be far from its source.
When the cabin crew suspect that there may be a fire in a hidden area, they should try
to identify a "hot spot". A "hot spot" is an abnormally warm area, and is usually a good
indicator of the source of the fire.
Note:
- To find the area where the heat is more intense, the cabin crew should move the
back of their hand along the panels. This is because the skin in the back of the hand
is thinner and more sensitive to temperature changes than in the palm.
- The crash axe may be used if the crew need to remove or lift panels to insert the
nozzle of the fire extinguisher.
CAUTION Some of these areas contain essential wiring or aircraft systems. It is

important to be very careful if there is a need to remove or lift any panels.
3.3.4.1. FIRES IN ENCLOSED AREAS
 If the cabin crew suspects a fire in an enclosed area, they must:
- Check the door panel for heat with the back of the hand
JANUARY 2020 30
- Open the door or the overhead bin slightly (just enough to insert the nozzle of the
fire extinguisher).
 If the source of the fire cannot be found, the crew should:
- NOT discharge the fire extinguisher into an enclosed area at random

- Search the area to locate the source of the fire
- Discharge the fire extinguisher at the base of the fire in a sweeping motion.
 If the fire is visible, the cabin crew must:
- Discharge the fire extinguisher at the base of the fire in a sweeping motion.
3.3.4.2. GALLEY SMOKE/FIRE
 Galley Electrical Equipment
Smoke or fire in the galley areas are usually due to the malfunction of electrical
equipment. For example: coffee makers, water boilers, ovens, etc.
When electrical equipment is identified as the source of the smoke/fire the cabin crew
must:
- Switch off the power

- Pull the associated CB on the galley electrical panel.
 Oven Fires
 In the case of an oven fire, the cabin crew must:
- Keep the oven door closed to remove the oxygen from the fire (in many cases this
action is sufficient to extinguish it)
- Switch off the oven power
- Pull the associated CB on the galley electrical panel.
 If the fire is visible, the cabin crew must:
- Don a PBE and use fireproof gloves

- Open the oven door slightly (just enough to insert the nozzle of the fire
extinguisher)
- Discharge the fire extinguisher
- Close the oven door
JANUARY 2020 31
- Repeat the procedure, if necessary.
3.3.5. FIREFIGHTING ROLES
The best way to fight a fire is to work as a team. The firefighting procedures require a
team of at least three cabin crewmembers.
The firefighting roles are the following:
 The Firefighter
 The Communicator
 The Assistant Firefighter.
The three roles are complementary, because the tasks are performed simultaneously,
in order to optimize the firefighting effort.
 The Firefighter: the first cabin crewmember to find the fire. They will:
- Alert other cabin crewmembers

- Obtain the nearest firefighting equipment
- Immediately locate the source of the fire
- Fight the fire.
 The Communicator: the second cabin crewmember to arrive on the scene. They
will:
- Establish and maintain communication with the flight crew (via interphone)
- Provide detailed information about the fire/smoke and actions of the crew.
An easy way to remember the most important information is the word “LISTEN”:
 Location of the fire

 Intensity (severity)
 Smoke (color/odor)
 Time (when firefighting action started and status)
 Extinguishers (number used and type)
 Nature (source)
 The Assistant Firefighter: the third cabin crewmember to arrive on the scene. They
will:
- Provide extra firefighting equipment

- Support and coordinate the firefighting effort
- Remove flammable material from the area
- Be prepared to take the role of the Firefighter, if required.
JANUARY 2020 32
 Support Cabin Crewmembers: they are not directly involved in the firefighting effort.
They will:
- Assist the Firefighter, the Communicator and the Assistant Firefighter

- Relocate passengers
- Provide first-aid
- Calm and reassure passengers
- Etc.
After any fire or smoke event, one crewmember should monitor the affected area for the
remainder of the flight. They must regularly report to the Purser.
3.3.6. BASIC CABIN FIREFIGHTING PROCEDURE
The Firefighter, the Communicator and the Assistant Firefighter perform their roles
simultaneously.
Firefighter
OTHER CREWMEMBERS...................................................................................ALERT
FIREFIGHTING EQUIPMENT............................................................................OBTAIN
Take the nearest appropriate fire extinguisher. Consider the use of a PBE.
SOURCE OF THE FIRE.................................................................................. LOCATE
FIRE EXTINGUISHER.............................................. DISCHARGE AT BASE OF FIRE
FIREFIGHTING…………................................................MAINTAIN UNTIL FIRE IS OUT
 When the fire is out:

Firefighter
AFFECTED AREA........................................................................................ DAMPEN
The affected area should be dampened to prevent the fire from re-ignition.
WARNING Do not dampen electrical equipment.
Communicator
FLIGHT CREW...........................................NOTIFY IMMEDIATELY VIA INTERPHONE
Use the interphone to prevent smoke from contaminating the cockpit contamination.
Use the word LISTEN to remember the most important information:
 Location of the fire

 Intensity (severity)
 Smoke (color/odor)
 Time (when firefighting action started and status)
 Extinguishers (number used and type)
 Nature (source).
JANUARY 2020 33
COMMUNICATION WITH FLIGHT CREW...................................................MAINTAIN

INSTRUCTIONS FROM FLIGHT CREW.................COMMUNICATE TO CABIN CREW
Assistant Firefighter
FIREFIGHTING EQUIPMENT..........................................................................PROVIDE
FIREFIGHTING EFFORT..............................................SUPPORT AND COORDINATE
 If necessary:
REPLACE FIREFIGHTER...........................................................................PREPARE
PBE.......................................................................................................................DON
Support Crewmembers
PASSENGERS AND PORTABLE OXYGEN...............MOVE FROM IMMEDIATE AREA
FIREFIGHTING EFFORT.........................................................ASSIST AND SUPPORT
PASSENGERS..........................................................................CALM AND REASSURE
 When the fire is out:

DEDICATED CREWMEMBER...MONITOR FOR THE REMAINDER OF THE FLIGHT
The affected area must be monitored for the remainder of the flight. Regular reports
must be made to the Chief Purser.
3.3.7. CABIN SMOKE/FIRE PROCEDURE HIDDEN AREAS OR UNKNOWN

SOURCE
Smoke that comes from sidewall panels, ceiling panels and vents may indicate a hidden
fire. In some cases, smoke may appear far from the real source.
Cabin Crew
BASIC FIRE FIGHTING PROCEDURE................................................................APPLY
Firefighter
SOURCE OF SMOKE........................................................................................LOCATE
REASON FOR SMOKE…..........................................INVESTIGATE AND DETERMINE
Note: To determine the source of a potential fire, crewmembers should check for "hot
spots" on panels. Move the back of the hand along the panels to find unusually hot
areas.
 When the “hot spot” is located:

Firefighter
AREA.........................................................................................ACCESS WITH CARE
CAUTION When gaining access behind panels, be aware of the presence of

wiring bundles. Make a careful incision in the panel to insert
extinguisher nozzle, or lever the panel to gain access.
JANUARY 2020 34
Firefighter
FIRE EXTINGUISHER.............................................................................DISCHARGE
Cabin Crew
DEDICATED CREWMEMBER...MONITOR FOR THE REMAINDER OF THE FLIGHT
The affected area must be monitored for the remainder of the flight. Regular reports
must be made to the Chief Purser.
3.3.8. LAVATORY SMOKE/FIRE PROCEDURE
Smoke/fires in the lavatories may be due to:
- Passengers smoking
- Electrical malfunctions
- Burning materials.
Communicator
CABIN CREW/COCKPIT CREW COMMUNICATION..................................ESTABLISH
The cabin crew must update the flight crew on the progress of the event.
 On either the FAP or related AAP:

Cabin Crew
SMOKE PUSHBUTTON.......................................................................................RESET
To silent the chime and the visual warnings.
Note: The amber smoke/call indicator, the Smoke reset on the FAP and the AAPs, and
the indications on the FAP SMOKE DETECTION page remain on as long as smoke is
detected.
Firefighter
AFFECTED LAVATORY....................................................................................LOCATE
LAVATORY DOOR...........................................................................CHECK FOR HEAT
WARNING Do not open the door before checking for heat. Move the back of the
hand along the door to evaluate the presence/severity of the fire.
 If the door is not hot:

Firefighter
LAVATORY DOOR..................................................................OPEN WITH CAUTION
SOURCE OF SMOKE/FIRE............................................................................LOCATE
Search thoroughly for the presence of smoke/fire and check the wastebin fire
extinguisher.
JANUARY 2020 35
 If smoke/fire is visible:
Firefighter
BASIC FIREFIGHTING PROCEDURE........................................................APPLY
 If smoke/fire is not visible:

Firefighter
CABIN SMOKE/FIRE PROCEDURE HIDDEN AREAS OR UNKNOWN
SOURCE………………………………………………….………………………APPLY
 If the door is hot:
Note: If the door panel is hot, the fire is at a critical stage. Have extra equipment
available and ready to use.
Firefighter
PBE.......................................................................................................................DON
FIREFIGHTER...................................................................................SELF PROTECT
Stay low and crouch down, using the door panel as protection against smoke and
heat.
(*) LAVATORY DOOR....................................................................OPEN SLIGHTLY
The door must be opened just enough to pass the nozzle of the extinguisher.
(*) FIRE EXTINGUISHER....................................................................... DISCHARGE
(*) LAVATORY DOOR.......................................................................................CLOSE
(*) Repeat last three steps of the procedure, as necessary.
 When safe:
Firefighter
LAVATORY DOOR……......................................................OPEN WITH CAUTION
SOURCE OF SMOKE/FIRE......................................................................LOCATE
Search thoroughly for the presence of smoke/fire and check the wastebin fire
extinguisher.
 If smoke or fire is visible:

BASIC FIREFIGHTING PROCEDURE..................................................APPLY
 If smoke/fire is not visible:

CABIN SMOKE/FIRE PROCEDURE HIDDEN AREAS OR UNKNOWN
SOURCE………………..…………………...………………………………APPLY
 When the situation is cleared:

Cabin Crew
AFFECTED LAVATORY…........MONITOR FOR THE REMAINDER OF THE FLIGHT
To ensure that the lavatory remains clear of smoke. The affected area must be
monitored for the remainder of the flight regular reports must be made to the Chief
Purser.
JANUARY 2020 36
3.3.9. PASSENGER SEAT SMOKE/FIRE PROCEDURE
The type of smoke/fire observed will help to determine the class of fire. The source of
smoke/fire may be:
- An IFE screen
- An ISPSS outlet
- Seat boxes located under the passenger seats
- A PED trapped within the seat.
 If smoke/fire is detected in the seat/seat area:

Communicator
CABIN CREW/COCKPIT CREW COMMUNICATION..................................ESTABLISH
Firefighter
SOURCE OF THE SMOKE/FIRE.......................................................................LOCATE
 If the source of the smoke/fire is from an electrical equipment of the seat:

Firefighter
PED POWER sw (if installed) .........................................................................…....OFF
The PED POWER sw (if installed) is located on the FAP sub-panel.
PAX SYS sw…………….......................................................................................OFF
The PAX SYS switch is located in the cockpit and optionally on the FAP.
BASIC FIRE FIGHTING PROCEDURE (if required) .........................................APPLY
[Refer to 3.3.6 Basic Cabin Firefighting Procedure]
 If the smoke/fire is coming from a PED:

Firefighter
PED POWER sw (if installed) …………………………………………………….…....OFF
PAX SYS SW.........................................................................................................OFF
The PAX SYS switch must be switched off, if the seat has electrical equipment.
LITHIUM BATTERY FIRE PROCEDURE..........................................................APPLY
[Refer to 3.3.13 Lithium Battery Fire Procedure]
3.3.10. GALLEY SMOKE/FIRE PROCEDURE
Galley smoke/fire occurrences can be caused by:
- Electrical equipment malfunctions (e.g.: coffee makers, water boilers, etc.)
JANUARY 2020 37
 If the source of the smoke/fire is identified from an electrical equipment:

Firefighter
ELECTRICAL EQUIPMENT...........................................................................TURN OFF
 If there is circuit breaker installed:

Firefighter
APPLICABLE CIRCUIT BREAKER (If installed)..................................................PULL
Circuit breakers are located on the galley's centralized electrical panel.
 If the smoke/fire persists or If the source of the smoke/fire cannot be

identified:
Firefighter
MAIN GALLEY POWER pb...................................................................................OFF
 If the smoke/fire continues:

Firefighter
BASIC FIRE FIGHTING PROCEDURE…........................................................APPLY
3.3.11. OVEN SMOKE/FIRE PROCEDURE
Oven smoke/fires occurrences may be caused by:
- Oven contents, like food or grease deposits

- Electrical malfunctions.
 When smoke/fire is detected:

Firefighter
FIREFIGHTER BASIC FIREFIGHTING PROCEDURE........................................APPLY
OVEN DOOR..........................................................................................KEEP CLOSED
Note: By keeping the oven door closed, the fire will usually extinguish itself.
OVEN…..........................................................................................................TURN OFF
RELATED CIRCUIT BREAKER (If installed)...........................................................PULL
Circuit breakers are located on the galley's centralized electrical panel.
 If SMOKE/FIRE is still present:

Firefighter
PBE AND FIRE GLOVES......................................................................................DON
(*) OVEN DOOR...............................................................................OPEN SLIGHTLY
Note: Open the oven door slightly, just enough to insert the nozzle of the fire
extinguisher into the oven.
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(*) FIRE EXTINGUISHER........................................................................DISCHARGE

(*) OVEN DOOR...............................................................................................CLOSE
3.3.12. OVERHEAD BIN SMOKE/FIRE PROCEDURE
Smoke/fire in overhead bins may be caused by:
- Its contents (i.e.: electronic device, spare lithium battery, etc.)

- Electrical malfunctions in the Passenger Service Unit (PSU)
- Etc.
 When smoke is coming from an overhead bin:

Firefighter and Assistant Firefighter
PBE..........................................................................................................................DON
Firefighter
FIRE EXTINGUISHER…………………………………………………………………..TAKE
Note: Consider the use of fireproof gloves.
WATER OR NON-ALCOHOLIC LIQUID……………………………………………....TAKE
Note: Water or a non-alcoholic liquid is required if the fire involves lithium.
Support Crewmembers
PASSENGERS.............................................................................................RELOCATE
Communicator
FLIGHT CREW...........................................NOTIFY IMMEDIATELY VIA INTERPHONE
Firefighter
OVERHEAD BIN...............................................................................CHECK FOR HEAT
Using the back of the hand, feel the overhead bin to determine the temperature and
presence of fire.
(*) OVERHEAD BIN.............................................................................OPEN SLIGHTLY
Enough to pass the nozzle of the fire extinguisher.
CAUTION Opening the overhead bin more than necessary can cause contamination
of the cabin with smoke and can result in smoke inhalation.
(*) FIRE EXTINGUISHER ...........................................................................DISCHARGE
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Note: The fire extinguisher must be discharged into the overhead bin, away from the
seat, to prevent debris from contaminating the cabin.
(*) OVERHEAD BIN.........................................................................CLOSE AND LATCH

 When the flames are suppressed:

Firefighter
OVERHEAD BIN...........................................................CHECK THE SOURCE OF FIRE
Note: The Assistant Firefighter must support the Firefighter in the case of re-ignition, by
using fire extinguisher.
 If source of smoke/fire is coming from a visible PED and/or spare batteries:

Firefighter
ON PED/ SPARE LITHIUM BATTERY….POUR WATER/NON-ALCOHOLIC LIQUID
The PED or spare lithium batteries must be cooled down by pouring water or non-
alcoholic liquids.
 If the source of smoke/fire is coming from an identified item:

Firefighter
IDENTIFIED ITEM.......................................................................................TAKE OUT
ON IDENTIFIED ITEM...............................POUR WATER/NON-ALCOHOLIC LIQUID
The identified item must be cooled down by pouring water or non-alcoholic liquids.
 If the source of smoke/fire is coming from a non-identified item:

Firefighter
OVERHEAD BIN....................................................................EMPTY WITH CAUTION
Note: Empty the overhead bin until the source of smoke/fire is identified.
ON IDENTIFIED ITEM...............................POUR WATER/NON-ALCOHOLIC LIQUID

The identified item must be cooled down by pouring water or non-alcoholic liquids.
Firefighter
STORAGE PROCEDURE AFTER LITHIUM BATTERY FIRE….......................APPLY
3.3.13. LITHIUM BATTERY FIRE PROCEDURE
In the case of PED, IFE based tablet or spare lithium battery fire in the cabin, or when
notified by the flight crew:
Communicator
CABIN CREW/FLIGHT CREW COMMUNICATION.....................................ESTABLISH
JANUARY 2020 40
Firefighter
POWER SOURCE ...........................................................................................REMOVE
When possible, the cabin crew must unplug the device (e.g.: PED, IFE based tablet,
etc.) or switch off the power source.
 If there are flames:

Firefighter
FIREFIGHTING EQUIPMENT.............................................................................TAKE
Consider the use of a PBE and fire gloves.
FIRE EXTINGUISHER.............................................................................DISCHARGE
Halon or halon-free extinguisher must be discharged to suppress the flames prior to
cool down the PED or the spare lithium battery.
 When the flames are suppressed or if there are no flames:

ON PED or spare lithium battery..........POUR WATER OR NON-ALCOHOLIC LIQUID
The PED or spare lithium batteries must be cooled down by pouring water or non-
alcoholic liquids.
WARNING Liquids may turn into steam when applied to a hot battery.
 When the device has cooled:

Firefighter
STORAGE PROCEDURE AFTER A LITHIUM BATTERY FIRE……….............APPLY
WARNING - Do not attempt to pick up and move a smoking or burning device

- Do not cover the device or use ice to cool down the device. Ice or
other materials insulate the device increasing the likelihood that
additional battery cells will ignite
- Do not use fire resistant burn bags to isolate burning lithium type
batteries. Transferring a burning appliance into a burn bag may be
extremely hazardous.
- Stowage of tablets (used as IFE or cabin crew’s tablets) in large
quantities is prohibited in closed compartments, such as: overhead
stowage compartments, galley standard units, etc. Only
compartments which were designed for this purpose, may be used.
3.3.13.1. STORAGE PROCEDURE AFTER A LITHIUM BATTERY FIRE

 When the PED or the spare battery can be safely moved:
Firefighter
FIREPROOF GLOVES.......................................................................................PUT ON
RECEPTACLE....................................................................................................OBTAIN
Consider any suitable empty receptacle (e.g.: standard unit, lavatory wastebin, etc.).
JANUARY 2020 41
RECEPTACLE...................................................FILL WITH WATER/NON-ALCOHOLIC
Firefighter
PED OR SPARE BATTERY.............................................................................IMMERSE
Total immersion of the PED or the spare battery will prevent fire re-ignition.
RECEPTACLE...........................................................STORE IN NEAREST LAVATORY
LAVATORY.................................................................................SET AS INOPERATIVE
Cabin Crew
LAVATORY.....................................................................................................MONITOR
The affected lavatory must be regularly monitored for the remainder of the flight to
ensure that the device remains immersed.
3.3.14. REMOTE CONTROL CENTER (RCC) SMOKE/FIRE PROCEDURE
In the case of smoke/fire coming from the RCC:
Communicator
 If there is an RCC MAIN POWER PB/SW on the RCC:

Firefighter
RCC MAIN POWER PB/SW.................................................................................. OFF
 If there is no RCC MAIN POWER PB/SW on the RCC:

Firefighter
PAX SYS PB/SW...................................................................................................OFF
The PAX SYS PB/SW is typically installed on the FAP or on the RCC.
BASIC FIREFIGHTING PROCEDURE (if required)...........................................APPLY
 When the situation is cleared:

Cabin Crew
RCC...............................................MONITOR FOR THE REMAINDER OF THE FLIGHT
To ensure that the RCC remains clear of smoke. The affected area must be monitored
for the remainder of the flight regular reports must be made to the Chief Purser.
3.3.15. VIDEO CONTROL CENTER (VCC) SMOKE/FIRE PROCEDURE
If the IFE modules like VCCs (Video Control Center) are ventilated by forced air, a Stand
Alone Smoke Detection System is provided along with an additional Smoke Indication
Light installed in the cabin located in the info beam (door 1 area).
JANUARY 2020 42
In the case of VCC smoke, the following signs will be visible:
- Smoke Indication Light comes ON amber

- On the VCC Smoke Detection Indication Panel, the SMOKE indication comes ON
red
- An alarm horn in the cabin (latest 60 seconds after start of the smoke emission).
Communicator
Firefighter
VCC MAIN POWER SWITCH…................................................................................OFF
The VCC MAIN POWER SWITCH is located on the VCC.
BASIC FIRE FIGHTING PROCEDURE (if required).............................................APPLY

HORN INTERRUPT pushbutton.............................................................................PUSH
To silence the chime in all the cabin.
Note: The horn interrupt pushbutton is located on the VCC Smoke Detection Indication
Panel.
Communicator
COCKPIT CREW..........................................................................MAINTAIN CONTACT
The cabin crew should maintain contact with the cockpit crew to monitor the status of
the smoke.
 If situation is cleared:
Cabin Crew
VCC...............................................MONITOR FOR THE REMAINDER OF THE FLIGHT
To ensure that the VCC remains clear of smoke.
VCC SMOKE DETECTION SYSTEM FAILURE
If the VCC Smoke Detection fails, the "FAULT" light located on the VCC Smoke
Detection Indication Panel, comes ON amber.
Cabin Crew
VCC MAIN POWER SWITCH...................................................................................OFF
CAUTION The VCC must not be operated when the VCC Smoke detection has failed
COCKPIT CREW...............................................................................................INFORM
LOGBOOK...............................................ENTER VCC SMOKE DETECTION FAILURE
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In the case of inoperative ventilation, the smoke detection system might not be operable
anymore.
 In this case:
Cabin Crew
VCC MAIN POWER SWITCH...................................................................................OFF
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3.4. FIRE PROTECTION
Currently, fire protection is part of the design of all aircrafts. In the passenger cabin, all
seats are fireproof and all lavatories are equipped with smoke detectors and with
automatic fire extinguishers above the wastebin. Galley and lavatory wastebins are
designed to contain fire. However, cabin fires may still occur.
3.4.1. WIDE BODY AIRCRAFT – A300/A300-600/A310
3.4.1.1. LAVATORY SMOKE DETECTION SYSTEM
Each lavatory is equipped with a smoke detector.

When smoke enters the chamber of the smoke detector, several signs will be
transmitted to the cabin and cockpit.
Fig. 3.8 Lavatory Smoke Detector A300/A310
3.4.1.2. WASTEBIN FIRE EXTINGUISHER
All lavatories are equipped with an automatic fire extinguisher.
 Description and Operation:
The automatic fire extinguisher is installed above each wastebin.
JANUARY 2020 45
When a specific temperature is reached in the wastebin, the extinguishing agent flows
automatically.
The cabin crew should perform a preflight check of the fire extinguisher to ensure that
it is functional. Regular checks of the lavatories should be part of the cabin crew duties
during the flight.
There is a temperature plate on the internal face of the waste compartment door:
- If the temperature plate is WHITE, the extinguisher is ready for use

- If the temperature plate is BLACK, the extinguisher is probably empty.
Fig. 3.7 A300/A300-600/310 Lavatory Fire Extinguisher
JANUARY 2020 46
3.4.1.3. SMOKE WARNING LIGHT PUSHBUTTONS
 Description and Operation:
There are smoke warning light pushbuttons at the Purser's station and the AFT cabin
crew station. In addition, there is also a test pushbutton at the Purser's station.
When the smoke warning light is on, the cabin attendant priority call system is activated.
Fig. 3.9 A300/A310 Smoke Warning Indication FWD Cabin Crew Station
JANUARY 2020 47
3.4.1.4. SMOKE DETECTION VISUAL AND AURAL ALERTS
A300, A300-600 & A310

Configuration Visual Alerts Aural Alerts
- Red warning light flashes on

affected LAV
- SMOKE LAV light flashes at FWD
& AFT ATT stations - Repetitive HI-LO
Standard Cabin - White CAPT CALL light comes ON chimes
at all ATT stations (not 2LH/RH)
- Green LED on keyboard comes
ON at all ATT stations
- Red light comes ON on all ACPs
- Warning light and/or

Cockpit N/A
- Message activated

Standard with affected LAV
additional - SMOKE LAV light flashes at FWD
interface to the & AFT ATT stations - Repetitive HI-LO
cockpit Cabin - White CAPT CALL light comes ON chimes
at all ATT stations (not 2LH/RH)
- Green LED on keyboard comes
ON at all ATT stations
- Red light comes ON on all ACPs

affected LAV
- SMOKE LAV light flashes at FWD
& AFT ATT stations
Standard with - White CAPT CALL light comes ON
Cabin N/A
direct operation at all ATT stations (not 2LH/RH)
of the respective - Green LED on keyboard comes
amber area call ON at all ATT stations
light - Red light comes ON on all ACPs
- Amber light flashes at related ACP
Lavatory - Red light comes ON on the smoke - A repetitive tone (from

(JAMCO) detector the detector)
- Warning light
Cockpit N/A
Standard with - ECAM message activated
Pulse Generator
and Signal - Red warning light flashes on
Counter, affected LAV
additional relays - SMOKE LAV light flashes at FWD
Cabin - Three HI chimes
in system LN and Purser & AFT ATT stations
chime activation - Amber light flashes for 60 seconds
at related ACP
JANUARY 2020 48
3.4.1.5. CABIN CIRCUIT BREAKER PANELS
CBs are installed to protect the electrical circuits and their related components.
There are two circuit breaker (CB) panels in the cabin. One in the forward cabin and
one in the rear cabin. CBs may be used to isolate equipment in the event of smoke or
fire, in accordance with the Operator's procedures.
All Airbus aircraft are customizable. The following CB panel illustrations are provided as
examples. To obtain a customized CB panel configuration, Operators should contact
their Engineering Department.
CAUTION A pulled or tripped CB must not be reset by the cabin crew. This action
may damage the equipment, affect other equipment or cause
overheating.
Fig. 3.10 A300 Cabin CB Panel 800VU (FWD)
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Fig. 3.11 A300 Cabin CB Panel 811VU (AFT)
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Fig. 3.12 A300-600 Cabin CB Panel 800VU (FWD)
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Fig. 3.13 A300-600 Cabin CB Panel 811VU (AFT)
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Fig. 3.14 A310 Cabin CB Panel 800VU (FWD)
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Fig. 3.15 A310 Cabin CB Panel 811VU (AFT)
3.4.2. SINGLE AISLE AIRCRAFT – A318/A319/A320/A321
3.4.2.1. LAVATORY SMOKE DETECTION SYSTEM
Each lavatory is equipped with a smoke detector.

The smoke detectors are connected to the Cabin Intercommunication Data System
(CIDS).
JANUARY 2020 54
Figure 3.16 Lavatory Smoke Detection System
3.4.2.2. WASTEBIN FIRE EXTINGUISHER
All lavatory wastebins are equipped with an automatic fire extinguisher.
 Description and Operation
The automatic fire extinguisher is installed above each wastebin.

When a specific temperature (between 76ºC and 79ºC) is reached in the wastebin, the
extinguishing agent flows automatically.
The cabin crew should perform a preflight check of the fire extinguisher to ensure that
it is functional. Regular checks of the lavatories should be part of the cabin crew duties
during the flight.
Note: The indicator on the gauge must be in the green area to ensure full operation in
the case of a fire.
JANUARY 2020 55
Fig. 3.17 Lavatory Fire Extinguisher
3.4.2.3. SMOKE DETECTION VISUAL AND AURAL ALERTS
If smoke is detected, the system gives a visual and aural alerts to the flight crew and
the cabin crew.
A320
Configuration Visual Alerts Aural Alerts
- Red master Warning Light
Cockpit - Smoke warning indication on the - Repetitive chime
ECAM
- Smoke Detection Page appears
on the FAP and indicates affected
lavatory and the SMOKE RESET
button comes ON red (if installed)
Standard - SMOKE, SMOKE RESET or
LAV comes ON red on FAP (or - Three LO chimes
Cabin related AAP, if installed) every 30 s (or CAM
- LED flashes red on all AIPs and assigned value)
indicates affected LAV
- Amber light flashes on related
ACP
- Amber Smoke Indicating Call
light flashes
JANUARY 2020 56
Fig. 3.17 Enhanced FAP Smoke Detection Page
Fig. 3.18 Classic FAP Smoke Detection
JANUARY 2020 57
Fig. 3.19 Example of Cabin Visual Smoke Detection Alerts
3.4.2.4. CABIN CIRCUIT BREAKER PANELS
CBs are installed to protect the electrical circuits and their related components.
There are two circuit breaker (CB) panels. One in the forward cabin and one in the rear
cabin. CBs may be used to isolate equipment in the event of smoke or fire, in
accordance with the Operator's procedures.
All Airbus aircraft are customizable. The following CB panel illustrations are provided as
examples. To obtain a customized CB panel configuration, Operators should contact
their Engineering Department.
CAUTION A pulled or tripped CB must not be reset by the cabin crew. This action
may damage the equipment, affect other equipment or cause
overheating.
JANUARY 2020 58
Fig. 3.20 A318/A319/A320/A321 Cabin CB Panel 2000VU (FWD)
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Fig. 3.21 A318/A319/A320/A321 Cabin CB Panel 2001VU (AFT)
JANUARY 2020 60
Getting to Grips with Cabin Safety 4. Emergency Evacuation
4. EMERGENCY EVACUATION
There are many factors that influence the success of an aircraft evacuation:
 The knowledge of the procedures by the cabin crew (initial and recurrent training)
 The aircraft configuration and the layout of the cabin (e.g.: seat arrangement)
 The environment inside and outside the aircraft (e.g.: smoke/fire, cabin lighting and
outside conditions)
 The preparation and behavior of the passengers.
In the case of critical conditions onboard the aircraft, a fast and successful evacuation
increases the probability of survival for its occupants.
The main objectives of an evacuation are:
1. To optimize the use of all available exits

2. To maintain a rapid passenger flow
3. To clear the aircraft rapidly.
4.1. GENERAL EVACUATION GUIDELINES
4.1.1. CABIN CREW OBJECTIVES
During an emergency, it is essential that the cabin crew are able to:
- Have situation awareness

- Evaluate any situation rapidly and select the appropriate action
- Be assertive in passenger and cabin management
- Establish clear and assertive communication with passengers and other cabin crew
- Be fast to establish a passenger flow at usable exits
- Redirect passengers, if necessary.
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4.1.2. SILENT REVIEW
Most emergencies that result in an evacuation are not expected, as they occur during
the takeoff and landing phases of the flight. This leaves the cabin crew with little time for
a reaction.
The Silent Review (or 30 Second Review) increases the crew awareness during the
most critical phases of the flight: takeoff and landing. It prepares the crew to respond
rapidly to any emergency events. It also helps them to focus on safety and to identify
emergency duties and responsibilities.
The Silent Review can take any form, and there are no hard and fast rules. It should
contain all the necessary elements to revise the evacuation duties and responsibilities.
It may include, but it is not limited to, the following subjects:
 How to brace for impact

 Commands
 Cabin environment (fire, smoke, life-threatening situations, ditching, etc.)
 Location of able-bodied passengers
 How to initiate an evacuation
 How to check outside conditions
 Self-protection
 Operation of exits
 Alternate exits
 Location of manual inflation handle
 Location of passengers who require assistance (PRMs, UMs, etc.).
Below is an example of a Silent Review that some Operators use. It is easy to memorize
and it puts the evacuation duties and responsibilities into a sequence. This is known as
the “OLDABC”:
 Operation of Exits
 Location of Emergency Equipment
 Drills
 Able-Bodied Passengers and PRM
 Brace Position
 Commands
Normal onboard duties like, for example, boarding, catering and passenger requests
require a high level of concentration from the cabin crew. When they sit down for takeoff
or landing, the Silent Review will help them to focus on their emergency responsibilities.
This will make it easier for them to anticipate and respond to any unplanned emergency
event.
JANUARY 2020 62
When the cabin crew prepare for takeoff and landing, they should be alert to any
indication of a possible emergency. Such indications may be, for example, fire, smoke,
scraping metal, unusual noises, the force of impact, or an abnormal aircraft attitude.
4.1.3. CABIN CREW INITIATED EVACUATION
Many evacuations are unplanned and occur without warning.
In most situations, it is the flight crew that makes the decision to evacuate. Information
provided by the cabin crew plays an important role in the flight crew’s decision to
evacuate.
In a catastrophic situation, it may be necessary for the cabin crew to initiate an

evacuation. Such catastrophic situations are listed below:
 Uncontrollable fire
 Dense smoke
 Severe structural damage
 Emergency landing on water (ditching)
 No communication from the flight crew.
When the cabin crew decide to initiate an evacuation, they must evaluate the danger
and the effects that a delay in their decision may have. Smoke or fire require a rapid
decision, because of how dangerous they are to the occupants of the aircraft. Since they
may cause incapacitation, reduce awareness, and limit vision, fire and smoke make the
evacuation a difficult process. In such a situation, a delay in the evacuation reduces the
possibilities of survival.
If the cabin crew consider that an evacuation is necessary, they must attempt to
contact the flight crew and inform them.
An evacuation requires cabin crew coordination. Therefore, all cabin crew must be
informed if a hazardous situation occurs. There are several ways to inform cabin
crewmembers:
 Evacuation alarm
 Public Address (PA)
 Interphone
 Megaphone.
JANUARY 2020 63
4.1.4. FACTORS THAT AFFECT THE EVACUATION

4.1.4.1. ASSERTIVE CABIN CREW
Assertive cabin crew are positive and clear in their commands and behavior. Commands
and body language have an immediate impact on how fast the aircraft is evacuated.
The commands should be:
- Assertive
- Short
- Loud
- Clear
- Fast.
Body language is very important, as the passengers may not understand the language
that the crew uses for the commands. Through their tone, voice and body language, the
crew need to demonstrate in a clear way what they expect the passengers to do.
The crew also needs to be prepared to use physical force to evacuate passengers from
the aircraft.
4.1.4.2. BRACE COMMANDS AND BRACE POSITION
The brace command is the first and most important instruction from the cabin crew to
the passengers in an unplanned emergency.
The brace position has a dual function:
1. It reduces body movement

2. It protects passengers’ heads from hard surfaces.
When the cabin crew use the brace commands it is important that all the passengers
seated can hear and understand them. Particularly in small aircrafts, it is important that
the crew synchronize the commands and make them audible, so that the passengers
know what to do.
The passengers need to know that more than one impact can occur and that they
must maintain the brace position until the aircraft comes to a full stop.
Example of brace commands:
- “Heads down, stay down”

- “Heads down, feet back”
- Etc.
JANUARY 2020 64
The brace position must be used by all passengers and cabin crew and it can change,
depending on the seating layout and the passengers. Several organizations and
regulators provide recommendations for brace positions: ICAO, Transport Canada,
CASA, etc.
4.1.4.3. OUTSIDE CONDITIONS AND SLIDE STATUS
Before the cabin crew open an exit, it is important that they verify if the outside conditions
are safe for slide inflation and for evacuation. This can be achieved via the door
observation window or the nearest passenger window.
If there is fire, smoke, obstacles, debris or, if an exit is partially under water, this exit
must be blocked. In this situation, the crew needs to redirect the passengers to the other
usable exits.
If the crew open an exit under hazardous outside conditions, they may affect the success
of the evacuation in a negative way.
4.1.4.4. ABLE-BODIED PASSENGER (ABP)
The cabin crew should receive training to identify ABPs during the passenger boarding
process.
ABPs can assist and protect the cabin crew while they open the exit and wait for slide
inflation. They can also assist other passengers (e.g.: single adults that travel with more
than one child, PRMs, etc.).
4.1.4.5. CREW ASSIST SPACE
There is a minimum of one dedicated assist space at each cabin door.
The assist space is the area between a cabin crew station and the door sill and it
includes a frame assist handle.
The assist space protects the cabin crew and enables passenger evacuation without
blockage.
JANUARY 2020 65
4.1.4.6. CROWD BEHAVIOR
The cabin crew must have absolute control of the situation and provide assertive
commands to passengers. There are reports of situations where the passengers did not
comply with the instructions provided by the cabin crew.
In an emergency, passengers may have different reactions, like stress or fear. These
reactions can result in various behaviors:
- Loss of orientation
- Failure to move or act
- The need to carry their luggage
- Etc.
4.1.4.7. CARRY-ON BAGGAGE
Several evacuation reports refer that, in some situations, the cabin crew needed to stop
passengers who tried to take baggage with them. Carry-on baggage can block the exit
and the aisles and reduce the flow of the evacuation
Cabin crew should tell the passengers to leave their baggage behind at the beginning
of the evacuation.
Examples of commands:
- “Open seat belts, leave everything”

- “Open seat belts, no baggage”
- Etc.
This information can also be included in the passenger preflight safety briefing, to
emphasize the message (e.g.: “If an emergency evacuation is necessary, leave all your
belongings.”).
4.1.4.8. EXIT FLOW MANAGEMENT COMMANDS
It is essential that passengers evacuate the aircraft fast. The cabin crew must monitor
the evacuation and maintain a balanced flow from each exit. They should avoid too
many passengers at the bottom of the slides and ensure that these remain safe for use.
During the evacuation, the cabin crew should make sure that they use appropriate
commands. For example, in a nose gear collapse, the forward doors and slides will be
closer to the ground. Therefore, it may not be appropriate to command the passengers
to “Jump and slide”.
JANUARY 2020 66
They should consider which commands to use based on:
- The type of exit (e.g.: overwing)

- The type of slide: single lane or dual lane
- The attitude of the slide after inflation
- The behavior of the passengers.
Following are some examples of commands that the cabin crew can use to ensure the
flow of passenger evacuation:
- “Jump, slide and run”

- “Run and slide”
- “Run, run” (if the slide is very close to the ground)
- “Two by two”(dual lane slides)
- “Keep moving”
- “Hurry, hurry”
- “Stand, Jump”
- “Stay on your feet” (for passengers who sit on the door sill)
- Etc.
It may be necessary to use physical force to maintain the flow during an

evacuation. The cabin crew must make sure the passengers go down the slide
and move away from danger, as fast as possible, to avoid injury.
4.1.4.9. CABIN CONFIGURATION
The cabin configuration can have a direct impact on the rate and flow of the evacuation.
The following are examples of this:
- The physical layout of the cabin (galleys, lavatories, stowage compartments, etc.)
- The passenger seat location
- The access to the exits
- The width of the cross-aisles
- The location of the partitions and bulkheads
- Restricted visibility
- Etc.
To increase the awareness skills of the cabin crew, they should be familiar with the cabin
layout, and the areas that may become full.
It may be necessary to redirect passengers to other usable exits to maximize their use
and to evacuate the aircraft as rapidly as possible. To achieve this, the cabin crew must
be aware of the situation in the cabin during the evacuation.
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4.1.4.10. EXITS THAT CANNOT BE USED
It may occur that an exit cannot be used from the beginning of an evacuation, or during
an evacuation.
 At the beginning of an evacuation, one or more exits may not be usable for one (or
more) of the following reasons:
- The exit is jammed and will not open

- The slide does not deploy correctly
- The slide is damaged
- There are external hazards (e.g.: fire, smoke, obstacles or debris).
 During an evacuation, one or more exits may no longer be usable, for one (or more)
of the following reasons:
- The slide becomes damaged

- An external hazard appears.
If an exit was initially jammed, the cabin crew can repeat the attempt to open it. If an exit
needs to be blocked during the evacuation, the cabin crew must immediately stop the
passenger flow.
Note:
- If a slide is deflated, it can still be used as a hand held chute.
- In windy conditions, a slide used for evacuation may not touch the ground.
However, the weight of evacuees and/or at least one person holding the slide toe
end can maintain the slide on the ground.
The cabin crew responsible for the exit that cannot be used must guard it, block it and
redirect the passengers.
Before they redirect the passengers, the cabin crew must know in which direction to
send them. The commands of the other cabin crew indicate which exits are usable.
Commands like “Come this way” or “Jump” are a good indication.
The cabin crew should encourage the passengers to move rapidly. The following are
examples of possible commands:
- “Exit blocked”
- “Go across”
- “Go that way”
- “Go forward”
- “Go back”
- Etc.
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4.1.4.11. DRIED-UP EXITS
A dried-up exit is a usable exit that passengers no longer use to evacuate the aircraft.
During an evacuation, it is important to maximize the use of all exits, in order to reduce
the evacuation time. When an exit is dried-up, if the situation permits, the cabin crew
must call passengers to that exit.
The following are possible reasons for a dried-up exit:
- The exit is at the rear of the aircraft (passengers will probably go to the door they
used for boarding)
- The exit may be in an area where there are few passengers (e.g.: first class).
The cabin crew at the dried-up exit must use positive commands and body language to
call the passengers to their exit. It may be necessary to go to the cabin.
The following are examples of commands that the crew may use in this situation:
- “Come this way”

- “Hurry, hurry”
- Etc.
4.1.4.12. EXIT BYPASS
If an exit becomes too full, the cabin crew can redirect passengers to another usable
exit. This is referred to as exit bypass. The cabin crew can use the exit bypass to
maintain an even flow of passengers to all of the usable exits and to maximize their use.
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4.2. GROUND EVACUATION
The primary responsibility of the cabin crew during an evacuation is to safely direct
passengers out of the aircraft via all usable exits, as fast as possible.
4.2.1. UNPLANNED GROUND EVACUATION
In the event of an unplanned emergency, the cabin crew may only have time to give
very short commands to the passengers. In this situation, the command to use the brace
position may come from the flight crew or from the cabin crew.
The crew should repeat the commands loud and clear, until the aircraft comes to a
complete stop. Following are some examples of possible brace commands for an
unplanned emergency:
- ”Heads down”
- “Grab ankles”
- “Stay down”
- Etc.
The brace position is essential for the passengers under these circumstances, as
it increases protection from injuries.
4.2.1.1. PASSENGER SAFETY BRIEFING
Passenger safety briefings are essential in all emergency evacuation situations, but
particularly in an unplanned evacuation.
The passenger safety briefing should draw passengers’ attention to safety and make
them aware of its importance. Following are examples of remarks the cabin crew can
use before a safety briefing to increase passenger awareness: “For your safety”,
“Because your safety is important to us”, etc.
The cabin crew should emphasize how important it is to:
 Listen to or watch the safety briefing

 Be aware of the location and use of safety equipment (e.g.: safety cards, exits
and seat belts).
When the cabin crew perform a safety demonstration, the PA should be slow and clear.
Pauses at key points of the announcement will give the cabin crew sufficient time to
demonstrate. The movements should be active and eye contact is very important to
obtain the passengers’ attention to the safety briefing.
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This also applies to safety videos. During the safety video, the cabin crew should go to
their demonstration positions and point out the emergency exits.
4.2.2. PLANNED GROUND EVACUATION
A planned ground evacuation is an emergency in which the cabin crew can revise
procedures, inform and prepare the passengers, and secure the cabin. The cabin crew
provide passengers with safety instructions (e.g.: brace position and information on how
to operate the exits).
Appropriate communication between the flight crew, the cabin crew and the passengers
is essential for a fast and organized response. The flight and cabin crew coordination
has a high impact on the success of a planned ground evacuation.
4.2.2.1. EMERGENCY CHECKLIST
Emergency checklists are designed to support the cabin crew in a planned emergency.
Emergency checklists should be short, consistent and contain all the required steps to
prepare the cabin in order of priority.
Many Operators provide checklists in the form of cards. These checklists are either kept
by all the cabin crew, or stowed near the cabin crew stations.
Following are the contents of a typical checklist.
4.2.2.1.1. BRACE POSITION
In a cabin preparation, when the crew demonstrate the brace position they should:
 Point it out on the safety card

 Move along the aisle, so that all passengers can see it
 Check all passengers.
The cabin crew must advise the passengers that they will be informed when they need
to brace. For example: when they hear “Brace, Brace”.
4.2.2.1.2. EMERGENCY EXIT LOCATION AND OVERWING EXITS (OWE)
The cabin crew must indicate the location of all the emergency exits and the floor path
marking lights to the passengers. The cabin crew should also demonstrate how to
evacuate from an overwing exit.
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4.2.2.1.3. LOOSE AND SHARP ITEMS
All loose and sharp items must be secured. Loose items may cause injury during landing
or block access to exits. Sharp items (e.g.: high heels) may damage the slides during
an evacuation.
Items to be stowed and secured include:
- Carry-on baggage
- Handbags
- Laptops
- Briefcases
- High heel shoes
- Shoes without laces
- Etc.
These items must be stowed in overhead bins, stowage compartments or under the
seats. These objects must not be stowed in the seat pockets, as they may injure
passengers when they take the brace position. Seat pockets should only be used for
small objects (e.g.: pens and eyeglasses).
Cabin crew should also remove pens, badges, pins and any other sharp objects from
their uniforms.
4.2.2.1.4. ABLE-BODIED PASSENGERS (ABP)
The International Civil Aviation Organization (ICAO) defines ABPs as: “passengers
selected by crewmembers to assist in managing emergency situations if and as
required”. The ABPs are also necessary to help passengers that need assistance. For
example: PRMs, elderly, unaccompanied minors and passengers that travel alone with
more than one child.
The selection of ABPs may be based on their capability to understand instructions, their
physical conditions, and their capacity to stay calm. They can be, for example:
• Flight crew or cabin crew that travel as deadhead

• Military personnel
• Police
• Firefighting personnel
• Medical personnel
• People who respond to instruction.
The ABPs should be seated at the exits. If this requires a change of seats, the cabin
crew should be careful not to separate families. This will allow the ABPs to concentrate
on the evacuation without increased concern for their families.
JANUARY 2020 72
The crew should select three ABPs for each exit and brief them on the following:
• How to take over, if one crewmember becomes incapacitated

• How to assess conditions outside the aircraft (e.g.: identify exits that may be usable
or not)
• How to open the exit
• How to stay in the assist space and protect from fall
• The commands to be used during the evacuation
• How to open the cabin crew seat belt.
4.2.2.2. PLANNED GROUND EVACUATION BRIEFING
In any abnormal or emergency situation, communication and coordination is essential

and all available information must be known by all crewmembers.
Successful evacuations depend on good communication between the flight crew, the
cabin crew and the passengers.
It is important for Operators to establish specific procedures for an emergency briefing,

as these will provide guidance to flight crew and cabin crew. If the flight crew need to
inform the cabin crew of an emergency, there may be a specific alert in the cabin. For
example:
- A sequence of chimes
- A specific PA (e.g.: “Purser to cockpit”)
- Etc.
These specific alerts inform the other crewmembers that there is an emergency
situation, and that they must start to secure the galleys. They will then wait at their
stations for a Purser briefing.
4.2.2.2.1. FLIGHT CREW TO PURSER BRIEFING
The flight crew briefing to the Purser should be clear, precise and short, and it should
provide the following information:
 Nature of the emergency (the situation)

 Intentions (landing/ditching, diversion, etc.)
 Time available to prepare the cabin (watch synchronization between flight and
cabin crew)
 Special Instructions (signal for brace position, signal to remain seated if no
evacuation is needed, who will inform the passengers and when, etc.).
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4.2.2.2.2. PURSER TO CABIN CREW BRIEFING
The Purser will communicate the information provided by the flight crew to all cabin crew
and request them to:
- Grab their emergency checklists

- Go to their emergency briefing positions
- Be prepared for the emergency announcement and demonstration.
Time management is essential and the aim is to complete as many tasks on the
checklist, as time permits. The steps of the cabin preparation should be completed in
order of their importance.
4.2.2.2.3. CABIN CREW TO PASSENGER BRIEFING
For psychological reasons, it is recommended that the flight crew make the initial
announcement. However, due to the high workload during an emergency, the Purser
may be required to make it.
The following information should be part of the briefing:
- The nature of the emergency

- The requirement to prepare the cabin
- The need for passengers to follow the cabin crew instructions.
Before the emergency demonstration, the cabin crew must ensure that:
- The cabin dividers/curtains are open

- The cabin lighting is in full bright
- The entertainment system is switched off
- They are in their assigned areas for the demonstration.
All passengers’ attention should be focused on the briefing. Following are some tips to
assist the crew:
- Remain in the assigned area

- Ensure all passengers can see the demonstration
- Do not talk during the announcement
- Coordinate the demonstration with the announcement.
When the Purser makes the announcement, they should speak slowly and clearly, and
remember to pause at essential moments. This will enable cabin crewmembers to
perform the demonstration, and verify passenger’s understanding.
JANUARY 2020 74
4.2.2.2.4. FINAL CABIN SECURE
After the passenger briefing, the cabin crew must perform a final cabin secure. They
must ensure that:
• The seat belts are fastened

• The seat backs are in the upright position
• The tray tables are stowed and latched
• The armrests are down
• All carry-on baggage is stowed and secure
• The overhead bins are closed and latched
• The aisles are clear from obstruction
• All service items are cleared
• The cabin dividers are open
• Lavatories are vacant and locked
• Containers and trolleys are closed, stowed and locked
• They switch off all galley power and pull all galley circuit breakers.
When all the checklist items are complete, the Purser will notify the flight crew, receive
updates on the situation, and confirm how much time remains.
After this, the Purser (or any crewmember) should switch on the emergency lights and
switch off the cabin lights.
All cabin crew should take their seats, adjust the harness, begin a Silent Review and
prepare to brace. The command to brace comes from the flight crew, approximately 1
minute before landing.
4.2.2.2.5. SIGNAL TO EVACUATE
The flight crew will initiate the evacuation with commands via PA (e.g.: “Evacuate,
Evacuate”), and/or the EVAC COMMAND alert.
Note: A cabin preparation for an emergency does not always result in an evacuation. If
the flight crew decide that no evacuation is required, they may announce it (e.g.:
“Passengers and crew remain seated”).
In this situation, the cabin crew must be assertive in order to ensure that passengers
remain seated and follow all instructions.
4.2.2.2.6. CABIN EVACUATION PROCESS
The evacuation must begin immediately after the evacuation signal. Positive and
assertive actions and commands from the cabin crew will directly affect the flow of
passengers to the exits and down the slides.
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 4.1.4.8 Exit Flow Management Commands

 4.1.4.9 Exits That Cannot Be Used
 4.1.4.10 Dried-Up Exits
 4.1.4.12 Exit Bypass.
4.2.3. RESPONSIBILITIES BEFORE CREW EVACUATION
When the flow of passengers to the exit begins to decrease, the cabin crew should
continue to call them to the exits.
When the flow of passengers stops, the cabin crew should check their assigned area
for any remaining passengers.
When all assigned areas are empty, or if it is no longer safe to stay onboard the aircraft,
the cabin crew should evacuate through the first usable exit. The nearest cabin crew
should check the cockpit.
If an evacuation occurs away from an airport, and if the situation permits, the cabin crew
should take emergency equipment from the aircraft. A megaphone will always be useful
to manage passengers on the ground after an evacuation, regardless of where it occurs.
4.2.4. CREW RESPONSIBILITIES AFTER EVACUATION
Most emergency evacuations happen at, or near an airport. During the evacuation of
the aircraft, the Airport Emergency Plan (AEP) is implemented. The AEP deploys
emergency services, as the Airport Rescue Fire Fighting, ambulances and Police to the
location.
The crewmembers are responsible for the passengers, until the rescue services take
over. They must complete the following actions to ensure passenger safety:
 Direct passengers to a safe area upwind, away from the aircraft, fuel, fire and
vehicles
 Keep the passengers together and count them
 Provide treatment to passengers with injuries (if necessary)
 Ensure that no person smokes.
Crewmembers should receive specific survival training for:
 Desert areas
JANUARY 2020 76
 Tropical areas
 Polar regions
 Mountainous areas.
For additional information, please refer to 4.4. Survival.
 The crew does not apply the procedures in a correct way (e.g.: there is baggage
stowed under the front seat in the emergency exit)
 Training is not sufficient and the crew is not familiar with the procedures (e.g.: when
the slide does not inflate automatically, the crew does not to pull the manual
inflation handle)
 Adequate procedures and guidelines are missing (e.g.: the Operator does not
specify a briefing to the passengers seated in the overwing emergency exit)
 The communication between the cabin crew and the passengers is not appropriate
(e.g.: the body language of the crew is not consistent with the commands)
(e.g.: the flight crew decides not to evacuate the aircraft but do not inform the cabin
crew).
It is not possible to prevent a ground evacuation. However, some precautionary

measures may help to make it successful:
 Confirmation that the passengers seated at exit rows are able to assist the cabin
crew, in the case of an emergency
 Briefings to passengers at exit rows, to ensure that they understand the language
used for the commands and to allow them to ask questions
 Emphasize the importance of the safety card, as it contains additional safety
information (e.g.: brace position, operation of overwing exits, etc.)
 Successful communication between the cabin crew and the passengers
 Successful communication between the flight crew and the cabin crew
 Use of the safety demonstration during the cabin preparation to revise appropriate
specific action (e.g.: the use of the life vest and flotation seat cushions, brace
position, etc.)
JANUARY 2020 77
 Awareness of the conditions around them and application of an appropriate

evacuation technique based on the exit, the number of passengers in their
assigned area and the situation
 Awareness of how important assertive commands and consistent body language
are
 Regular training for the cabin crew on evacuation procedures, commands and
crowd control
 Training on the location, function and operation of all emergency equipment
onboard the aircraft.
4.2.7. PROCEDURES
4.2.7.1. CABIN PREPARATION FOR PLANNED ON GROUND EVACUATION
CAPTAIN................................................................................................BRIEF PURSER
1. Nature of the emergency and intentions
2. Intentions
3. Time available to prepare the cabin
Note: Synchronize watches for time management
4. Special instructions
Purser
CAPTAIN'S BRIEFING ........................................................................ACKNOWLEDGE
ALL CABIN CREWMEMBERS...............................................................................BRIEF
ALL Cabin Crew

DEMONSTRATION POSITIONS............................................................................TAKE
Purser
EMERGENCY ANNOUNCEMENT.................................................................PERFORM
The emergency announcement contains the following instructions:
- Brace positions
- The location of exits
- Removal of sharp objects and high heels shoes
- Review of the safety information card
- Passenger assistance, ABPs.
Note: When reading the announcement, the Purser should pause at key points in order
to allow the cabin crewmembers time to demonstrate, and check passenger compliance.
ALL Cabin Crew

DEMONSTRATION........................................................................................PERFORM
- Demonstrate the instructions to the passengers as it is being read
JANUARY 2020 78
- Use the safety information card to illustrate the information
ALL Cabin Crew

CABIN................................................................................................................SECURE
In addition, the cabin crew must:
- Remove all service equipment (cups, pillows, headsets etc..) from the cabin
- Secure all galleys (trolleys and containers stowed and latched)
- Switch off galley power
- Lock all lavatory doors.
ALL Cabin Crew

PASSENGERS................................................................................BRIEF AND ASSIST
- Move and re-seat passengers as required.
- Brief passengers assisting UMs, elderly and PRMs.
ALL Cabin Crew

ABPs SEATED AT EXIT........................................................................................BRIEF
The Able Bodied Passengers (ABPs) seated at the exit will assist the cabin
crewmembers during the evacuation.
ALL Cabin Crew

SLIDE IN ARMED POSITION………....................................................................CHECK
Ensure that the area around the exits is free from all obstructions.
ALL Cabin Crew

CABIN..................................................................................................CHECK SECURE
CABIN SECURE COMPLETED.........................................................INFORM PURSER
DESIGNATED CREW SEAT........................................TAKE AND SECURE HARNESS
Purser
CABIN READY...................................................................................INFORM CAPTAIN
DESIGNATED CREW SEAT........................................TAKE AND SECURE HARNESS
ALL Cabin Crew

SILENT REVIEW............................................................................................PERFORM
Review evacuation commands, duties and responsibilities.
ALL Cabin Crew

BRACE POSITION..................................................ADOPT ON CAPTAIN'S COMMAND
4.2.7.2. EMERGENCY CABIN DOOR OPERATION
Cabin Crew
FRAME ASSIST HANDLE....................................................................................GRASP
SLIDE ARMED....................................................................................................CHECK
OUTSIDE CONDITIONS............................................................................CHECK SAFE
JANUARY 2020 79
Use the door window to ensure that the slide deployment area is clear of:
- Fire
- Smoke
- Obstacles
 If outside conditions are safe:

Cabin Crew
DOOR CONTROL HANDLE.......................RAPIDLY LIFT FULLY UP AND RELEASE
WARNING When the door is in "ARMED" mode, the residual CABIN

PRESSURE visual and aural warnings will not trigger in order to
indicate the cabin differential pressure.
Indications of cabin differential pressure may be:
- Resistance in the door control handle when it is being lifted
to the open position, using normal force, and/or
- A hissing noise around the immediate area.
If circumstances permit, fully lower the door control handle to the
closed position. Notify the flight crew immediately.
WARNING Do not attempt to hold the door closed when the automatic door
opening has been initiated.
 If the door power assist fails the door will not open automatically:
Cabin Crew
DOOR.................................................................................................PUSH TO OPEN
GUST LOCK...................................................................................CHECK ENGAGED
SLIDE DEPLOYED AND INFLATED...................................................VISUAL CHECK
 If the slide does not inflate:

Cabin Crew
RED MANUAL INFLATION HANDLE...................................................................PULL
The red manual inflation handle is located on the right side of the slide girt extension.
Note:
- The Cabin Crew must only pull the red manual inflation handle if the slide has not
inflated but is fully deployed.
- On A321 doors 2 and 3, the red manual inflation handle is located at the upper right
side of the door frame.
4.2.7.3. GROUND EVACUATION PROCEDURE
All Cabin Crew

EVACUATION ORDER..................................................................................RECEIVED
Note: The order to evacuate is usually given by the flight crew, however, in a
catastrophic situation any cabin crewmember may initiate an evacuation.
JANUARY 2020 80
All Cabin Crew

"EVACUATE, EVACUATE, OPEN SEAT BELTS"................................................SHOUT
"LEAVE ALL BAGS, REMOVE HIGH HEELS SHOES, COME THIS WAY"…......SHOUT
Cabin Crew
FRAME ASSIST HANDLE....................................................................................GRASP
SLIDE ARMED.....................................................................................................CHECK
OUTSIDE CONDITIONS............................................................................CHECK SAFE
Check through the observation window to ensure that the slide deployment area is clear
of:
 Fire
 Smoke
 Obstacles
 If outside conditions are unsafe:

Cabin Crew
PASSENGERS TO THE MOST APPROPRIATE USABLE EXIT…….…… REDIRECT
EXIT .............................................................................................................PROTECT

Cabin Crew
DOOR.................................................................................................................OPEN
 If the door power assist fails the door will not open automatically:
Cabin Crew
DOOR.....................................................................PUSH TO OPEN MANUALLY
Note: Manual opening will require a physical effort.
Cabin Crew
GUST LOCK....................................................................................CHECK ENGAGED
SLIDE DEPLOYED AND INFLATED....................................................VISUAL CHECK
 If the slide does not inflate automatically:

Cabin Crew
RED MANUAL INFLATION HANDLE............................................................PULL
The Cabin Crew must only pull the red manual inflation handle if the slide has not
inflated but is fully deployed. The red manual inflation handle is located on the
right-hand side of the girt bar extension. For doors 2 and 3 (if installed), the red
manual inflation handle is located at the upper right side of the door frame.
Cabin Crew
ASSIST SPACE..............................................................................................OCCUPY
“COME THIS WAY, HURRY, JUMP AND SLIDE”..............................................SHOUT
PASSENGER EVACUATION.......................................................................EXPEDITE
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 If the slide becomes not usable:

Cabin Crew
PASSENGER EVACUATION.......................................................................STOP
PASSENGER TO THE MOST APPROPRIATE USABLE EXIT...........REDIRECT
All Cabin Crew

ASSIGNED AREA...........................................................CHECK FULLY EVACUATED
EMERGENCY EQUIPMENT.................................................................................TAKE
Time permitting, each cabin crewmember takes their designated safety and survival
equipment before leaving the aircraft.
All Cabin Crew

CABIN CREW.............................................................................................EVACUATE
PASSENGERS AWAY FROM THE AIRCRAFT................................................DIRECT
ON GROUND...............................................CONDUCT POST EVACUATION DUTIES
JANUARY 2020 82
4.3. DITCHING
4.3.1. UNPLANNED DITCHING
There are several reports of inadvertent landings on water (referred to as unplanned

ditching). An NTSB study of ditching related accidents demonstrated that:
- They are usually unplanned, with no time for preparation

- Most occur during the takeoff and landing phases of flight and close to airports
- Several occur during the night
- There is usually significant damage to the aircraft
- In some cases, the aircraft sunk within minutes.
In an unplanned ditching, there is no time for the cabin crew to advise the passengers
to don their life vests or to show them the brace position. In this situation, the command
to use the brace position may come from the flight crew or from the cabin crew.
The crew should repeat the commands loud and clear. Following are some examples of
possible brace commands for an unplanned emergency:
- ”Heads down”
- “Grab ankles”
- “Stay down”.
The brace position is essential for the passengers under these circumstances, as
it increases protection from injuries.
4.3.2. PLANNED DITCHING
Planned ditching in commercial aviation is not a usual event.
A planned ditching is an emergency in which the cabin crew can revise procedures,
inform and prepare the passengers, and secure the cabin. The cabin crew provide
passengers with safety instructions. These are, for example: the brace position, how to
don the life vests and how to operate the exits.
Appropriate communication between the flight crew, the cabin crew and the passengers
is essential for a fast and organized response. The flight and cabin crew coordination
has a high impact on the success of a planned ditching.
A report of the Civil Aviation Authority of the Philippines referred that the chances of
surviving a ditching were high. UK and USA data demonstrate that 88% of controlled
ditching result in few injuries to flight crew, cabin crew or passengers.
JANUARY 2020 83
4.3.2.1. EMERGENCY CHECKLIST
Emergency checklists are designed to support the cabin crew in a planned emergency.
Emergency checklists should be short, consistent and contain all the required steps to
prepare the cabin in order of priority.
Many Operators provide checklists in the form of cards. These checklists are either kept
by all cabin crew, or stowed near the cabin crew stations.
Following are the contents of a typical checklist.
4.3.2.1.1. LIFE VEST
The cabin crew should don their life vest while, at the same time, they demonstrate its
use to the passengers. They should perform the following actions:
• Remove the life vest from the pouch

• Unfold the life vest and hold it up for the passengers to see it
• Don the life vest
• Secure the straps
• Point out the light/whistle (if applicable).
During the demonstration of the life vest, the Purser must emphasize that life vests are
to be inflated only when the passengers leave the aircraft. There are three main reasons
for this recommendation:
 Life vests are easily damaged

 Life vests make movement more difficult
 Life vests can affect the brace position.
Note:
- If an adult life vest needs to be used for a child, the crew must adapt it.
- If there is any additional equipment available (e.g.: baby survival cots), the crew
must give them to the passengers and explain its use.
4.3.2.1.2. BRACE POSITION
In a cabin preparation, when the crew demonstrate the brace position they should:
 Point it out on the safety card

 Move along the aisle, so that all passengers can see it
 Check all passengers.
JANUARY 2020 84
The cabin crew must advise the passengers that they will be informed when they need
to brace. For example: when they hear “Brace, Brace”.
4.3.2.1.3. EMERGENCY EXIT LOCATION AND OVERWING EXITS (OWE)
The cabin crew must indicate the location of all the emergency exits and the floor path
marking lights to the passengers.
The cabin crew should also demonstrate how to evacuate from an overwing exit. As the
OWEs do not have flotation aids, the cabin crew should indicate the location of the
nearest slide to passengers that are seated at the OWEs.
4.3.2.1.4. LOOSE AND SHARP ITEMS
All loose and sharp items must be secured. Loose items may cause injury during landing
or block access to exits. Sharp items (e.g.: high heels) may damage the slides during
an evacuation.
Items to be stowed and secured include:
- Carry-on baggage
- Handbags
- Laptops
- Briefcases
- High heel shoes
- Shoes without laces
- Etc.
These items must be stowed in overhead bins, stowage compartments or under the
seats. These objects must not be stowed in the seat pockets, as they may injure
passengers when they take the brace position. Seat pockets should only be used for
small objects, like pens and eyeglasses. Cabin crew should also remove pens, badges
pins and any sharp objects from their uniforms.
4.3.2.1.5. ABLE-BODIED PASSENGERS (ABP)
The International Civil Aviation Organization (ICAO) defines ABPs as: “passengers
selected by crewmembers to assist in managing emergency situations if and as
required”. The ABPs are also necessary to help passengers that need assistance. For
example: PRMs, elderly, unaccompanied minors and passengers that travel alone with
more than one child.
The selection of ABPs may be based on their capability to understand instructions, their
physical conditions, and their capacity to stay calm. They can be, for example:
JANUARY 2020 85
• Flight crew or cabin crew that travel as deadhead

• Military personnel
• Police
• Firefighting personnel
• Medical personnel
• People who respond to instruction.
The ABPs should be seated at the exits. If this requires a change of seats, the cabin
crew should be careful not to separate families. This will allow the ABPs to concentrate
on the evacuation without increased concern for their families.
The crew should select three ABPs for each exit and brief them on:
• How to take over, if one crewmember becomes incapacitated

• How to assess conditions outside the aircraft (e.g.: identify exits that may be usable
or not)
• How to open the exit
• How to stay in the assist space and protect from fall
• How to manually inflate the slide
• The commands to be used during the evacuation
• How to open the cabin crew seat belt
• How to board the slideraft and ensure passenger distribution is even
• How to disconnect the slide and cut the mooring line.
If there are additional rafts on board, the ABPs should also be briefed on:
• How to take it to the exit

• How to attach it to a fixed part of the aircraft (e.g.: passenger seat)
• How to throw it out of the aircraft
• How to inflate it (automatically and manually)
• How to board the raft and ensure passenger distribution is even
• How to cut the mooring line.
4.3.2.2. PLANNED DITCHING BRIEFING
In any abnormal or emergency situation, communication and coordination is essential

and all available information must be known by all crewmembers.
Successful evacuations depend on good communication between the flight crew, the
cabin crew and the passengers.
It is important for Operators to establish specific procedures for an emergency briefing,

as these will provide guidance to flight crew and cabin crew. If the flight crew need to
JANUARY 2020 86
inform the cabin crew of an emergency, there may be a specific alert in the cabin. For
example:
- A sequence of chimes
- A specific PA (e.g.: “Purser to cockpit”).
These specific alerts inform the other crewmembers that there is an emergency
situation, and that they must start to secure the galleys. They will then wait at their
stations for a Purser briefing.
4.3.2.2.1. FLIGHT CREW TO PURSER BRIEFING
The flight crew briefing to the Purser should be clear, precise and short, and it should
provide the following information:
Nature of the emergency (the situation)

Intentions (landing/ditching, diversion, etc.)
Time available to prepare the cabin (watch synchronization between flight and cabin
crew)
Special Instructions (signal for brace position, signal to remain seated if no evacuation
is needed, who will inform the passengers and when, etc.)
4.3.2.2.2. PURSER TO CABIN CREW BRIEFING
The Purser will communicate the information provided by the flight crew to all cabin crew
and request them to:
- Grab their emergency checklists

- Go to their emergency briefing positions
- Be prepared for the emergency announcement and demonstration.
Time management is essential and the aim is to complete as many tasks on the
checklist, as time permits. The steps of the cabin preparation should be completed in
order of their importance.
4.3.2.2.3. CABIN CREW TO PASSENGER BRIEFING
For psychological reasons, it is recommended that the flight crew make the initial
announcement. However, due to the high workload during an emergency, the Purser
may be required to make it.
The following information should be part of the briefing:
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− The nature of the emergency

− The requirement to prepare the cabin
− The need for passengers to follow the cabin crew instructions.
Before the emergency demonstration, the cabin crew must ensure that:
− The cabin dividers/curtains are open

− The cabin lighting is in full bright
− The entertainment system is switched off
− They are in their assigned areas for the demonstration.
The cabin crew must not take the passenger’s attention from the briefing. Following are
some good tips:
− Remain in the assigned area

− Ensure all passengers can see the demonstration
− Do not talk during the announcement
− Coordinate the demonstration with the announcement.
When the Purser makes the announcement, they should speak slowly and clearly, and
remember to pause at essential moments. This will enable cabin crewmembers to
perform the demonstration, and verify passenger’s understanding.
4.3.2.2.4. FINAL CABIN SECURE
After the passenger briefing, the cabin crew must perform a final cabin secure. They
must ensure that:
- All seat belts are fastened

- The seat backs are in the upright position
- The tray tables are stowed and latched
- The armrests are down
- All carry-on baggage is stowed and secure
- The overhead bins are closed and latched
- The aisles are clear from obstruction
- All service items are cleared
- The cabin dividers are open
- Lavatories are vacant and locked
- Containers and trolleys are closed, stowed and locked
- They switch off all galley power and pull all galley circuit breakers.
When all the checklist items are complete, the Purser will notify the flight crew, receive
updates on the situation, and confirm how much time remains.
After this, the Purser (or any crewmember) should switch on the emergency lights and
switch off the cabin lights.
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All cabin crew should take their seats, adjust the harness, begin a Silent Review and
prepare to brace. The command to brace comes from the flight crew, approximately 1
minute before ditching.
4.3.2.2.5. SIGNAL TO EVACUATE
The flight crew will initiate the evacuation with commands via PA (e.g.: “Evacuate,
Evacuate”), and/or the EVAC COMMAND alert.
Note: In the event of a planned ditching the flight crew will not give the instruction to
remain seated to the Purser. As the aircraft may sink rapidly after impact everyone will
have to evacuate immediately.
4.3.2.2.6. CABIN EVACUATION PROCESS
The evacuation must begin immediately after the evacuation signal. Positive and
assertive actions and commands from the cabin crew will directly affect the flow of
passengers to the exits and down the slides.
 4.1.4.8 Exit Flow Management Commands

 4.1.4.9 Exits That Cannot Be Used
 4.1.4.10 Dried-Up Exits
 4.1.4.12 Exit Bypass.
4.3.3. RESPONSIBILITIES BEFORE CREW EVACUATION
When the flow of passengers to the exit begins to decrease, the cabin crew should
continue to call them to the exits.
When the flow of passengers stops, and if they consider it safe, the cabin crew should
check their assigned area for any remaining passengers.
When all assigned areas are empty, or if it is no longer safe to stay onboard the aircraft,
the cabin crew should board the slideraft.
If an evacuation occurs away from an airport, and if the situation permits, the cabin crew
should take emergency equipment from the aircraft. A megaphone will always be useful
to manage passengers on the ground after an evacuation, regardless of where it occurs.
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4.3.4. CREW RESPONSIBILITIES AFTER EVACUATION
Most emergency evacuations happen at, or near an airport. The crewmembers are
responsible for the passengers, until the rescue services take over. They must complete
the following actions to ensure passenger safety:
• Ensure passengers and crewmembers keep their life vests on

• Install the canopy (to prevent hypothermia or excessive heat, and to assist rescue
services to locate the sliderafts)
• Provide treatment to passengers with injuries (if necessary)
• Ensure that passenger weight is balanced in the slideraft
• Keep the raft clean and dry to prevent illness and infection
• Use the survival kit equipment to indicate location.
Crewmembers should also receive specific survival training for:
 Desert areas
 Tropical areas
 Polar regions
 Mountainous areas.
For additional information, please refer to chapter 4.4. Survival.
 The crew does not apply the procedures in a correct way (e.g.: the cabin crew
disarm the slides, because the water is close to the door sill, and they believe it may
block the exit)
 Training is not sufficient and the crew is not familiar with the procedures (e.g.: when
the slide does not inflate automatically, the crew fails to pull the manual inflation
handle)
 Adequate procedures and guidelines are missing (e.g.: the aircraft is equipped with
seat cushions as flotation aids instead of life vests. However, the safety cards
describe the use of life vests and all seat placards sate: “Life vest under your seat”)
 The communication between the flight crew and the cabin crew is not appropriate.
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4.3.7 PREVENTION PLAN
It is not possible to prevent a ditching. However, some precautionary measures may

help to make it successful:
 Confirmation that the passengers seated at exit rows are able to assist the cabin
crew, in the case of an emergency
information (e.g.: brace position, operation of overwing exits, etc.)
 Successful communication between cabin crew and passengers
 Successful communication between flight and cabin crew
 Awareness of the surrounding conditions and application of an appropriate
evacuation technique based on the exit, the number of passengers in their assigned
area and the situation.
are
 Regular training for the cabin crew on evacuation procedures, commands and crowd
control
 Training on the location, function and operation of all emergency equipment onboard
the aircraft.
4.3.6. DITCHING PROCEDURES

4.3.6.1. CABIN PREPARATION FOR DITCHING
CAPTAIN ..............................................................................................BRIEF PURSER

1. Nature of the emergency and intentions
2. Intentions
3. Time available to prepare the cabin
Note: Synchronize watches to assist with time management
4. Special instructions.
Purser
CAPTAIN'S BRIEFING.........................................................................ACKNOWLEDGE
ALL CABIN CREWMEMBERS..............................................................................BRIEF
Cabin Crew
DEMONSTRATION POSITIONS............................................................................TAKE
Cabin crewmembers must take their own life vests. The cabin crewmembers will don
their life vests during the demonstration.
Purser
EMERGENCY ANNOUNCEMENT.................................................................PERFORM
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The emergency announcement contains the following instructions:

 Life vests (location and use)
 Brace position
 The location of exits
 Removal of sharp objects and high heels shoes
 Review of the safety information card
 Passenger assistance, ABPs and assistance in fitting infant life vests.
Note: When reading the announcement, the Purser should pause at key points in order
to allow the cabin crewmembers time to demonstrate, and check passenger compliance.
Cabin Crew
DEMONSTRATION........................................................................................PERFORM
Demonstrate the instructions to the passengers as per emergency announcement.
Cabin Crew
CABIN................................................................................................................SECURE
The cabin secure must also include the following:
 Ensure that all passengers are wearing their life vest
 Secure all galleys (trolleys and containers stowed and latched)
 Switch off galley power
 Lock all lavatory doors.
Cabin Crew
PASSENGERS................................................................................BRIEF AND ASSIST
 Move and reseat passengers as required
 Brief passengers assisting UMs, elderly, PRMs and infants.
Cabin Crew
ABPs......................................................................................................................BRIEF
The Able Bodied Passengers (ABPs) must be seated at the exit to assist the cabin
crewmembers during the evacuation.
 FOR THE A300/A300-600/A310 AND A318/A319/A320

Cabin Crew
SLIDE IN ARMED POSITION…………..………………………….................CHECK
 FOR THE A321

Cabin Crew
SLIDE IN ARMED POSITION AT DOORS 1 AND 4...................................CHECK
Cabin Crew
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ESCAPE SLIDE AT DOORS 2 AND 3……………..…………..……………DISARM

Note:
1. Doors 2 and 3 escape slides cannot be disconnected from the aircraft.
2. These exits can be used as a launching station for portable rafts.
 FOR A318/A319/A320/A321
Cabin Crew
SURVIVAL KIT FROM STOWAGE………............................................... REMOVE
The survival kit must be removed from the overhead stowage and attached to the
slideraft using the white lanyard.
Cabin Crew
CABIN..................................................................................................CHECK SECURE
CABIN SECURE COMPLETED.........................................................INFORM PURSER
DESIGNATED CREW SEAT.......................................TAKE AND SECURE HARNESS
Purser
CABIN READY .................................................................................INFORM CAPTAIN
DESIGNATED CREW SEAT.......................................TAKE AND SECURE HARNESS
All Cabin Crew

SILENT REVIEW............................................................................................PERFORM
Review evacuation commands, duties and responsibilities.
Cabin Crew
BRACE POSITION.................................................ADOPT ON CAPTAIN'S COMMAND
4.3.6.2. EVACUATION ON WATER
When evacuation is initiated, each cabin crewmember must proceed as follows:
Cabin Crew
“EVACUATE, EVACUATE, SEAT BELTS OFF, LIFE VESTS ON”.....................SHOUT
The life vest must be inflated only when leaving the aircraft.
Cabin Crew
“LEAVE EVERYTHING, REMOVE HIGH HEELS SHOES, COME THIS
WAY”……………………………………………………………………………………ORDER
DOOR FRAME ASSIST HANDLE.......................................................................GRASP
OUTSIDE CONDITIONS ..........................................................................CHECK SAFE
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 If outside conditions are not safe:

Cabin Crew
PASSENGERS TO THE MOST APPROPRIATE USABLE EXIT…..........REDIRECT
EXIT...........................................................................................BLOCK AND GUARD

Cabin Crew
DOOR WITH SLIDE ARMED….........................................................................OPEN
Note:
1. Doors 2 and 3 on the A321 must be in disarmed mode
2. Doors 2 and 3 escape slides cannot be disconnected from the aircraft
3. Doors 2 and 3 exits can be used as a launching station for portable rafts.
 If door power assist fails:

Cabin Crew
DOOR...........................................................................................PUSH TO OPEN
Cabin Crew
GUST LOCK ................................................................................CHECK ENGAGED
RED MANUAL INFLATION HANDLE.................................................................PULL
Do not wait for automatic inflation of the slide. However, make sure the door is fully
open.
Fig. 4.1 Example of Red Manual Inflation Handle
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 FOR DOORS EQUIPPED WITH SLIDERAFTS
Cabin Crew
SLIDERAFT DEPLOYED AND INFLATED.................................................CHECK
 If the water level is close to the door sill:

Cabin Crew
SLIDERAFT.......................................LEAVE ATTACHED TO THE DOOR SILL
 If the water level is far away from the door sill:

Cabin Crew
SLIDERAFT.........................................DISCONNECT FROM THE DOOR SILL
The slideraft remains attached to the aircraft with the mooring line.
Cabin Crew
MOORING LINE........................................................................................HOLD
To keep the slideraft close to the exit.
Cabin Crew
ASSIST SPACE..............................................................................................TAKE
PASSENGER EVACUATION.................................................................EXPEDITE
“COME THIS WAY, HURRY"......................................................................SHOUT
Note:
- According to the slideraft configuration, cabin crewmembers should instruct
passengers to board 1 by 1 or 2 by 2.
- Instruct passengers to “Inflate life vests” when leaving the aircraft.
Cabin Crew
NUMBER OF PASSENGERS BOARDING THE SLIDERAFT................MONITOR
Ensure that the number of passengers does not exceed the overload capacity of
the slideraft.
Cabin Crew
ASSIGNED AREA....................................................CHECK FULLY EVACUATED
EMERGENCY EQUIPMENT..........................................................................TAKE
Time permitting, each cabin crewmember takes their designated safety and
survival equipment before leaving the aircraft.
Cabin Crew
LIFE VEST….............................................................................................INFLATE
SLIDERAFT.................................................................................................BOARD
 If the slideraft is attached to the door sill:

Cabin Crew
SLIDERAFT.................................................................................DISCONNECT
MOORING LINE..................................................................................RELEASE
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Fig. 4.2 Dual Lane Slideraft
 FOR DOORS EQUIPPED WITH ESCAPE SLIDES

Cabin Crew
ESCAPE SLIDE DEPLOYED AND INFLATED...........................................CHECK
Cabin Crew
ESCAPE SLIDE.......................................DISCONNECT FROM THE DOOR SILL
The escape slide remains attached to the aircraft with the mooring line.
Cabin Crew
MOORING LINE.............................................................................................HOLD
To keep the escape slide close to the exit.
Cabin Crew
ASSIST SPACE..............................................................................................TAKE
PASSENGER EVACUATION.................................................................EXPEDITE
“COME THIS WAY, HURRY"......................................................................SHOUT
“INFLATE LIFE VEST, JUMP INTO WATER”….........................................SHOUT
Cabin Crew
ASSIGNED AREA....................................................CHECK FULLY EVACUATED
EMERGENCY EQUIPMENT..........................................................................TAKE
Time permitting, each cabin crewmember takes their designated safety and
survival equipment before leaving the aircraft.
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Cabin Crew
LIFE VEST….............................................................................................INFLATE
CREWMEMBER…...............................................................................EVACUATE
MOORING LINE......................................................................................RELEASE
 FOR AIRCRAFT EQUIPPED WITH PORTABLE RAFTS

- If the aircraft is also equipped with sliderafts, the crew must confirm that their
maximum capacity was achieved and they have been separated from the
doorsill
- Locate and open the portable raft compartment
- Remove the raft pack
- Carry the raft pack
- Pace it on the floor near the exit
- Firmly tie the end of the mooring line to a fixed part of the aircraft (a passenger
seat or one of the frame assist handles)
- Throw the portable raft out of the aircraft
- The raft will inflate automatically
- Assist passengers to board the raft – they should be distributed evenly
- Board the raft after all passengers are inside
- Cut the mooring line to separate the portable raft from the aircraft.
Note: If the portable raft does not inflate automatically, pull on the mooring line
to inflate the portable raft.
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4.4. SURVIVAL
4.4.1. EVACUATION AT OR NEAR AN AIRFIELD
If an evacuation happens at or near an airfield, assistance and rescue will not be far
away. However, the cabin crew must remain in control of the situation and keep
passengers together.
 Ground Evacuation
When the evacuation is completed, the cabin crew should advise the passengers to
remain in groups, at a safe distance from the aircraft. They should also advise the
passengers not to block or stay in the way of emergency vehicles in transit to the location
of the aircraft.
 Ditching
When the evacuation is completed, the crew must put in place all necessary actions to
make sure all passengers are safe until rescue is available.
4.4.2. EVACUATION FAR FROM AN AIRFIELD
If an evacuation occurs far from an airfield (e.g.: the jungle, the desert, or the ocean), it
is essential to use everything available, in order to survive.
While the crew and passengers wait for rescue, it is important to:
- Protect from environment

- Find a source of potable water
- Find food
- Indicate location in a clear and visible way
- Maintain a positive attitude.
The FAA recommends the use of the STOP method to deal with the immediate effects
of the event. This plan will help the crew to transition into action:
 Sit
 Think
 Observe
 Plan.
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Several factors may affect a positive attitude:
 Shock
- After the crew provides treatment to the passengers, they should use the STOP
method to analyze the situation. This action will minimize the risk of shock.
 No Food and Water

- In order to work normally, the body needs food and water. Because the body
has a normal meal routine, if this routine is disturbed, its reaction may be difficult
to manage.
 Cold and Hot Environment

- Sun, rain and snow are examples of environmental hazards. The main aim of
the crew and the passengers is to stay protected from them.
 Fatigue and No Sleep

- Physical or psychological fatigue can accelerate negative attitudes. Regular
pauses from work avoid physical fatigue. Sufficient rest and sleep keep stress
away from the mind and the muscles.
 Negative Attitude
- After an emergency, people may have a negative state of mind. This occurs
after the body receives what it needs (food and water). It is very important to
keep the mind occupied to avoid this.
 Fear and Stress

- It is normal that fear and stress occur. If not managed, the fear (of what is known
and what is not known) may continue to increase. These feelings are
simultaneously physical and psychological and may lead to a “fight or flight”
reaction.
- Behavior in a group can multiply rapidly. This is why it is important to try to
understand the reason behind behaviors that are not usual and to manage them.
4.4.3. SURVIVAL PRIORITIES
The four basic principles for survival are:
 Protection
 Location
 Water
 Food
JANUARY 2020 99
 Protection
The canopy will protect the occupants of the slideraft from the elements and prevent
hypothermia. In addition, the canopy will help the air rescue services to locate the
sliderafts.
 Location
One of the most important elements for search and rescue is signaling.
On commercial aircraft, survival kits may be stowed onboard to increase the probability
of survival in post-crash situations. Survival kits often include day/night flares, signal
mirrors and whistles.
Fig. 4.3 Flare
Devices used for signaling are divided into four categories:
 Pyrotechnics (fires, etc.)

 Electronic (radios, flashlights ELTs, etc.)
 Other Signaling Devices (water activated lights, signal mirror, etc.)
 Created Signaling Devices (all others).
 Pyrotechnics
The most usual signaling device in commercial aviation is the combined smoke and
flare device.
Pyrotechnics can be divided into two categories:
- Daylight devices
- Night devices
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Because these devices can only be used one time, the crew should not use them
unless they see or hear a boat/aircraft.
These devices can generate heat and start a fire, if they fall. Therefore, it is essential
that, when in use, the crew hold them at arm’s length.
Wind can have an impact on the distance the flare travels. If there is no wind, the
crew can aim the flare directly above their head. However, if there is a light to
moderate wind, they need to aim the flare slightly into the wind.
The smoke flare should be used in a clear area, without any trees, to avoid loss of
smoke.
 Electronic
Devices, like radios, ELTs and mobile and satellite phones, can transmit signals over
distance.
 The aircraft radio system is the initial source of signal. If there is an emergency
onboard, the pilots use it to inform ATC.
Emergencies are classified into different degrees. For example, urgent situations
that require immediate attention, but are not a threat to life, start by the use of the
expression “PAN-PAN” (repeated three times).
If the emergency is a threat to life, the highest priority distress signal is used. The
expression “MAYDAY” (repeated three times) means imminent danger. A
“MAYDAY” message should be followed by necessary information. For example:
aircraft identification and type, nature of the emergency, pilots’ intentions, fuel
remaining, etc.
The aircrafts’ radio system may still work after the crash. However, the crew should
wait for the aircraft to cool down, to ensure that it is safe they try to enter.
 The ELT works on three frequencies:
 121.5 MHz is the previous international distress frequency. This signal can be
monitored by commercial aircraft, but it has not been monitored by satellite since
2009
 243 MHz is the military emergency frequency
 406 MHz is the satellite-based global distress frequency since 2010.
JANUARY 2020 101

 Other Signaling Devices
 Signal mirrors: they are a simple, yet effective signal source. To create a signal,
the crew need to make sweeping motions towards the horizon. Watches,
holograms on a credit cards or CDs can be used in the same way.
 Lights in passenger and crew life vests: they are activated when they are in contact
with water.
 Created Signaling Devices
Objects found in the aircraft or in the crash site can be useful to create signaling
devices. For example:
- Smoke and fire

- Life vests, branches, rocks or other objects put on the ground in an SOS format.
 Smoke and Fire
A fire gets attention and can help with passengers’ state of mind. Three to form a
triangle, or in a straight row next to a river, are global distress signals.
However, the environment in which the survivors are must be considered:
- Fires and smoke signals in natural open areas or along the edges of rivers and
streams are better. Signals in dense tree areas are not visible
- If smoke is used, the primary concern is that it must contrast with the
environment. Black smoke (burning of tires) in a snow environment and white
smoke (burning of dry leaves) in a dark area are more visible
- The warmer the fire, the higher the smoke will rise and therefore increase the
signal.
 Other Objects
It is possible to communicate a specific message to an aircraft that flies overhead

without a radio. This may involve a piece of cloth, an emergency blanket, rocks,
branches or anything else that may be changed into various forms.
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Here is a list of standard signs:
When the crew creates a sign or signaling device, the main purpose is that it gets
attention. FAA recommends the CCLAS checklist to make sure this is achieved:
Contrast: it should be different from the environment

Condition: keep the signal in good state and consider weather conditions
Location: the signal should be visible from 360 degrees
Angularity: keep angles sharp
Size: the sign must be large (minimum of 18 ft by 3 ft, approximately 5 m by 1 m).
 Water
Water is the most important element. It is possible to live on just water for over 10 days.
When the water supply is limited and cannot be restored, it should be used carefully.
Potable water supplies should be protected from sea water to avoid contamination.
At night, if water is in short supply, the canopy can be folded up at the side to collect
condensation with a sponge or a cloth.
The distribution of water should take into account the available quantity and the number
of passengers and crew.
 Food
The general rule is: if you do not have water, do not eat. Water is necessary to assist
with digestion.
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Getting to Grips with Cabin Safety 5. Cabin Depressurization
5. CABIN DEPRESSURIZATION
Aircrafts have cabin air systems that control pressurization, airflow, air filtration, and
temperature. These systems aim to provide a safe and comfortable cabin environment,
and to protect all cabin occupants from the physiological risks associated with high
altitudes.
In the case of a depressurization, oxygen may not be supplied to the body in sufficient
quantities. This condition, hypoxia (missing oxygen), is the highest threat to crew and
passengers.
5.1. CABIN PRESSURIZATION
The pressurization of an aircraft cabin begins before, or shortly after, takeoff.
The engines compress outside air, which is then cooled and humidified by the air
conditioning unit, and distributed into the cabin. The pressurization system is maintained
by valves that control the flow of the air into and out of the cabin. The aim is to pump
more air into the cabin than the air that escapes. As the aircraft climbs, the “outflow”
valves close and the pressure builds up inside the cabin to an altitude of between 6 000
ft and 8 000 ft.
Because the external altitude may reach, for example, 41 000 ft, the difference between
the cabin altitude and the external altitude creates a pressure differential.
During a depressurization, the cabin pressure decreases and the cabin altitude increases,
as they adjust to the flight altitude. A depressurization can occur due to a pressurization
system malfunction, or a damage to the aircraft that causes a breach in the aircraft
structure.
Several factors can influence the rate and duration of a depressurization:
 The size of the damage/leak
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 The size of the cabin (a big cabin will take longer to depressurize)
 The pressure differential
 Etc.
When the cabin pressure decreases, its occupants are exposed to hypoxia,
depressurization illness and hypothermia. It is, therefore, important that cabin crew know
the signs of a depressurization so they can act fast and in an appropriate way.
5.1.1. CABIN PRESSURE INDICATOR
Several reports refer serious injuries in events when the doors opened violently due to
residual cabin pressure differential.
The cabin pressure indicator flashes red at each cabin door when:
 The door is in disarmed mode

 There is a differential in pressure between the cabin (high) and the outside
conditions (low) - 2.5 mbar difference (0.0362 PSI)
 The aircraft is on the ground and all engines are OFF.
Fig. 5.1 Cabin Pressure Indicator
The cabin pressure indicator is a warning and not a barrier. Therefore, training the crew
on safe door operation is essential.
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Training should highlight that, before they open any cabin door, they need to check the
cabin pressure indicator and inform the flight crew if it flashes. For aircraft that are not
equipped with a cabin pressure indicator, a crosscheck with the flight crew must be
performed before opening doors.
The cabin pressure indicator is fitted on the A318, A319, A320 and A321. It can be
optionally installed on the A300-600 and on the A310.
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5.2. TYPES OF DEPRESSURIZATION
There are two types of depressurization:
 Rapid or Explosive
 Slow or Insidious.
5.2.1. RAPID OR EXPLOSIVE DEPRESSURIZATION
A rapid/explosive depressurization results in a sudden loss in cabin pressure.
If a rapid/explosive depressurization occurs, several signs may help the cabin crew to
identify it:
 Cabin Signs:
- A loud bang, thump or clap that is the result of the sudden contact between the
internal and external masses of air
- A cloud of fog or mist in the cabin that is due to the drop in temperature and the
change of humidity
- A rush of air, as it exits the cabin
- A decrease in temperature, as the cabin temperature equalizes with the outside air
temperature
- The release of the cabin oxygen masks, when the cabin altitude reaches
approximately 14 000 ft.
If a break in the aircraft structure is the cause of the depressurization, the following
may be seen:
- Items that are not secured in the immediate area are ejected from the aircraft
- Debris may fly around the cabin
- Loose items may become projectiles
- Dust particles may limit visibility.
 Physical Signs:
- Hypoxia
- Hypothermia
- Gas expansion.
Note: In the case of rapid/explosive depressurization, communication may be difficult due

to the high noise level and fog in the cabin.
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5.2.2. SLOW OR INSIDIOUS DEPRESSURIZATION
A slow/insidious depressurization may be the result of a faulty door seal, a malfunction in

the pressurization system or a cracked window.
A slow/insidious depressurization involves a very gradual decrease in cabin pressure and

may not be obvious. The cabin crew may not notice the changes in the cabin, until the
oxygen masks drop down from the Passenger Service Units (PSUs).
It is very important that the crew is aware of the signs that may indicate a slow/insidious
depressurization.
 Cabin Signs:
If the origin of the slow depressurization is a faulty door or window seal:
- A slight hissing sound in the immediate area (not always).
 Physical Signs:
- Ear discomfort or ‘popping’

- Joint pain
- Stomach pain, due to gas expansion
- Subtle decrease in individual performance, followed by incapacitation (hypoxia).
If the cabin crew detect any signs of hypoxia, they should:
- Provide oxygen
- Immediately inform the flight crew
- Inform all cabin crew
- Reseat passengers away from the affected area
- Make sure that all passengers are seated with fastened seat belts
- Stow and secure all equipment.
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5.3. HYPOXIA
One of the most dangerous consequences of a depressurization is hypoxia, and its effects
cannot be over emphasized.
The cabin crew must understand that hypoxia can significantly reduce the ability to
perform and lead to errors that may be fatal. The only way to prevent it, is continuous
vigilance over each other and the passengers for signs and symptoms.
The most common type of aviation hypoxia is "hypoxic hypoxia", that occurs due to low
partial pressure of oxygen in the arterial blood. If oxygen is not used immediately,
incapacitation and loss of consciousness may occur in a very short time.
5.3.1. PHYSIOLOGICAL AND PSYCHOLOGICAL EFFECTS OF HYPOXIA
The cabin crew needs to be able to identify the symptoms of hypoxia. They also must be
aware that each person may not react in the same way and that the symptoms of hypoxia
are very individual. The following table provides a list of the most commons signs and
effects of hypoxia.
- Ear discomfort
- Stomach pain, due to gas
expansion
- Tingling sensation in the hands
and feet
- Cyanosis (blue discoloration of
the lips and fingernails)
INITIAL SIGNS - Increased rate of breathing
- Sweating
- Light-headedness
- Nausea
- Dizziness
- Headache
- Irritability
- Euphoria
- Impaired vision
- Impaired motor skills (not able to
coordinate body movements)
SIGNS ASSOCIATED WITH - Drowsiness
INCREASED LACK OF OXYGEN - Slurred speech
- Memory loss
- Impaired judgment
- Difficulty to concentrate
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Hypoxia can cause a feeling of well-being. In case of hypoxia, oxygen should be provided
as soon as possible. Although the recovery is usually fast, the person may not be aware
that they were unconscious.
5.3.2. THE TIME OF USEFUL CONSCIOUSNESS (TUC)
The TUC refers to the time available to perform a task, after oxygen deprivation, while a
person is aware of the environment and controls their actions.
It is important for the cabin crew to understand that the TUC is different for each individual,
and depends on:
- Altitude
- Duration at altitude
- Temperature
- Physical exertion
- Emotional state
- Amount of activity.
The cabin crew must remember that, continued physical activity significantly reduces
the TUC.
TIME OF USEFUL CONSCIOUSNESS
Altitude Moderate Activity Sitting Quietly
22 000 ft 5 minutes 10 minutes

25 000 ft 2 minutes 3 minutes
28 000 ft 1 minute 1,5 minutes
30 000 ft 45 seconds 1,25 minutes
35 000 ft 30 seconds 45 seconds
40 000 ft 18 seconds 30 seconds
The table above is only a guideline and provides average values that can increase or
decrease, as they depend on several variables. The following are some factors that can
reduce the TUC:
 Fatigue: Physical or psychological fatigue will increase the danger of hypoxia

 Physical effort: Physical activity increases the need for oxygen, an therefore also
the danger of hypoxia
 Alcohol: It affects behavior and increases the effects of hypoxia.
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5.4. CABIN DEPRESSURIZATION GENERAL GUIDELINES
5.4.1. CREW COMMUNICATION AND COORDINATION
During any emergency, successful crew communication is essential to a positive

outcome.
Appropriate Crew Resource Management (CRM) involves cooperation and

communication between the flight and cabin crew. In many abnormal and emergency
situations, the cabin crew help the flight crew to identify and resolve problems.
Many incident and accident reports revealed that appropriate crew communication
often makes the difference between an accident and an incident. They also
revealed that poor communication between the flight and cabin crew increased the
severity of accidents.
During a depressurization, communication between the flight crew, the cabin crew and
the passengers may be difficult. This is true particularly if it is rapid/explosive
depressurization, as the noise level may be very high. Cabin crew should use any
possible means to communicate.
5.4.2. AFTER DEPRESSURIZATION
 Transfer to portable oxygen cylinders (when informed by the flight crew that a safe
altitude was reached)
 Remove oxygen masks only if you are sure that you no longer need them (stay
alert to any signs of hypoxia)
 Check the flight crew, and be prepared to assist in the case of pilot incapacitation
 Check passengers for injuries
 Check the cabin for damage
 Provide first-aid and oxygen, if necessary
 Report cabin crew, passenger and cabin status to the flight crew.
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5.5. OXYGEN SYSTEMS
There are oxygen masks in containers above the passenger seats, in the lavatories, in
the galleys and in the crew stations. When the cabin altitude reaches up to 14 000 ft, the
oxygen masks deploy automatically. The system can be manually deployed by the flight
crew in the cockpit. The cabin crew can also open the oxygen containers with the Manual
Release Tool (MRT).
When the containers are open, the masks drop down and remain attached via a lanyard.
The oxygen masks are in groups and their number depends on their location. Each group
of masks has a release pin that is connected to a lanyard. Due to the height of the ceiling,
in some locations, the lanyard may be fitted with a flag marked "PULL". To activate the
oxygen it is sufficient to pull one mask or the "PULL" flag (if installed).
Two different passenger oxygen systems are currently used on aircraft: the Decentralized
System (chemical or gaseous) and the Centralized System (gaseous). There are some
differences between the two systems.
5.5.1. DECENTRALIZED SYSTEM (CHEMICAL/GASEOUS)
The passenger oxygen system is a decentralized system with either a chemical or a

gaseous oxygen source. The interfaces for the aircraft and the aircraft wires are the same
for both sources.
The basic passenger oxygen system is the chemical. For longer distances, or flights over
high terrains it is possible to increase the chemical oxygen in storage or use the gaseous
system.
5.5.1.1. DECENTRALIZED CHEMICAL OXYGEN SYSTEM (DCOS)
When the mask is pulled and the release pin is removed, the system generates a
chemical reaction. The flow of the oxygen to the mask lasts for either 15 or 22 minutes
(depending on the Operator’s selection) and it cannot be stopped.
The chemical generator produces heat and, if dust is present, can cause a burning smell.
This smell may be cause of distress to the passengers.
In the Notice to AOC holders (NTAOCH) No. 5/96, the CAA recommended that:
“As soon as practicable after emergency oxygen masks have been deployed, passengers
should be advised that there is a possibility of a smell of burning associated with the
normal operation of chemical oxygen generator systems”
A passenger announcement should be made, when it is considered safe to do so.
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Fig. 5.2 Cabin DCOS
5.5.1.2. DECENTRALIZED GASEOUS OXYGEN SYSTEM (DGOS)
This system uses a gaseous oxygen source in each container, instead of a chemical
oxygen generator. The oxygen source is a high pressure cylinder and can only be used
one time. The oxygen supply starts when the mask is pulled and its flow cannot be
stopped.
Contrary to the chemical system, the gaseous does not generate a burning odor, because
there is no heat.
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Fig. 5.3 Cabin DGOS
Containers with gaseous oxygen have a depletion mechanism. This mechanism indicates
that oxygen is not available, due to a failure, and consists of a red string in the test port.
Fig. 5.4 Gaseous System Depletion Mechanism
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5.5.2. CENTRALIZED SYSTEM (GASEOUS)
In this system, oxygen bottles supply gaseous oxygen to the cabin. The masks receive
pure oxygen under positive pressure.
Contrary to the chemical system, the gaseous system depends on cabin altitude. The
rate of the flow changes with the altitude: at lower altitudes, the oxygen flow is also lower.
When the cabin altitude reaches 10 000 ft, the oxygen supply will stop.
This system does not generate a burning odor, because there is no heat.
In case of inadvertent mask deployment (e.g.: due to turbulence, hard landing, etc.), the
cabin crew should:
- Inform the flight crew immediately

- NOT attempt to stow the oxygen masks
- Check if the release pin was removed.
Fig. 5.5 Valve Operating Lever with Removed Release Pin
 If the release pins were removed, the crew should:
- Check that the valve operating lever is in the open position

- Try to reinsert the pin.
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Fig. 5.6 How to Insert the Release Pin
5.5.3. OXYGEN MASK FLOW INDICATOR
Each mask has a flow indicator. The flow indicator provides a way to confirm if there is
oxygen flow.
There are two types of flow indicators:
- The reservoir bag flow indicator, which inflates

- The green indicator in the flexible hose.
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Fig. 5.7 Oxygen Mask with Flow Indicator on Flexible Hose
Fig. 5.8 Oxygen Mask with Reservoir Bag Flow Indicator
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5.5.4. COCKPIT OXYGEN
In the event of a depressurization, smoke or fumes, a fixed oxygen system in the cockpit
supplies oxygen to the flight crew.
Full-face quick-donning masks are located in individual boxes, adjacent to the cockpit
seats.
A mask-mounted regulator supplies a mixture of air and oxygen, or pure oxygen, and
performs emergency pressure control. With the regulator set to “NORMAL”, the user
breathes a mixture of cabin air and oxygen up to the cabin altitude at which point the
regulator supplies 100% oxygen. The user can select the regulator to 100%. In this case
the regulator supplies pure oxygen at all cabin altitudes.
Fig. 5.9 Cockpit Oxygen System
How to don the mask:
 STEPS 1 AND 2
Squeeze the red grips and pull the mask out of its box.
This will:
- Supply oxygen to the mask
- Inflate the harness
- Activate the microphone of the mask.
 STEP 3 AND 4
Don the mask, and release the red grips.
This will:
- Deflate the mask harness, and keep it in position.
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Fig. 5.10 How to Don the Cockpit Oxygen Mask
5.5.5. PORTABLE OXYGEN CYLINDERS
Oxygen cylinders are located throughout the cabin. The number and location of the
oxygen cylinders varies, depending on the aircraft cabin configuration.
Fig. 5.11 Portable Oxygen Cylinder (Zodiac AVOX Systems)
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5.6. CABIN DEPRESSURIZATION WARNINGS
In the case of excessive cabin altitude (11 300 ft) and depressurization (14 000 ft),
indications in the cabin will alert the cabin crew.
CABIN INDICATIONS
 At a cabin altitude of approximately 11 300 ft:
- The cabin lighting comes ON full bright (or CAM assigned value)
- The EXIT signs come ON
- The FASTEN SEAT BELT (FSB) and NO SMOKING signs come on.
Note: The lavatory RETURN TO SEAT signs do not come ON.
 If the flight crew does not communicate with the cabin crew:
Purser
CABIN/COCKPIT COMMUNICATION ...........................................................ESTABLISH
 At a cabin altitude of approximately 14 000 ft:
- The oxygen masks drop down

- The PA volume increases
- A prerecorded announcement (PRAM) will be broadcast (if installed).
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5.7. CABIN DEPRESSURIZATION PROCEDURE
 If oxygen masks drop:

Cabin Crew
NEAREST OXYGEN MASK……………………..………………………………………...DON
NEAREST SEAT……………………..…………………………………………….. SIT DOWN
SEAT BELT………………………………..…………………………………………... FASTEN
Do not remove your oxygen mask until it is safe to do so. Removing your
WARNING oxygen mask during a depressurization may lead to total incapacitation
caused by hypoxia.
 If no seat is available:
Cabin Crew
FIXED OBJECT…………..………………………………………. GRASP AND HOLD ON
When no seat is available, the cabin crew should wedge themselves between
passengers and hold on.
 If the flight crew does not communicate with the cabin crew:
Cabin Crew
CABIN/COCKPIT COMMUNICATION............................................................ESTABLISH
The cabin crew should, as soon as possible, inform the flight crew of the situation by
appropriate means and confirm that the flight crew wear their oxygen masks.
 If no reply from the cockpit:

Cabin Crew
PORTABLE OXYGEN DEVICE…………………….…………………EQUIP YOURSELF
COCKPIT………………………………………………………………………………ENTER
FLIGHT CREW…………………………………………………...PROVIDE ASSISTANCE
 If the flight crew communicates with the cabin crew:

Cabin Crew
"DON OXYGEN MASKS - FASTEN SEAT BELTS"…………..INSTRUCT PASSENGERS
From your location, speak through your mask, or use gestures to demonstrate the
donning of masks.
Cabin Crew
ANNOUNCEMENT………………………………..…………………..MAKE, IF POSSIBLE
Although the bag does not inflate, oxygen is flowing to the mask.
Note: In the case of a cabin depressurization, the lavatory "return to seat" signs do not
come on. For passengers located in the lavatories, 2 masks will immediately drop down
from the lavatory ceiling. Passengers should apply the mask over their nose and mouth.
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 When notified by the flight crew (PA) that a safe flight level has been reached:
Cabin Crew
PORTABLE OXYGEN DEVICE……….……….…………………………….…………EQUIP
Note: To prevent crew incapacitation due to hypoxia, the cabin crew must transfer to
portable oxygen, and consider their post decompression oxygen needs. When deciding
to remove oxygen masks, the cabin crew must use good judgment and must be aware of
any signs of hypoxia.
Cabin Crew
FLIGHT CREW…………….…………………………………………………………....CHECK
The cabin crewmember nearest to the cockpit should check on the flight crew in case
assistance is needed.
Cabin Crew
PASSENGERS AND CABIN…………………..……………………………………….CHECK
The cabin crew should check for passenger injuries and damage in the cabin.
Cabin Crew
FIRST AID AND OXYGEN……………………….…………………....GIVE AS REQUIRED
CABIN STATUS………………………….…………………… REPORT TO FLIGHT CREW
Report the nature of injuries and the cabin damage to the flight crew.
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5.8 FACTORS THAT AFFECT OPERATIONAL STANDARDS
In-flight events revealed that the following reasons can prevent the successful application
of operational standards:
 The crew does not apply the procedures in a correct way (e.g.: oxygen masks are
removed too soon during a depressurization and this causes crew incapacitation)
 Training is not sufficient and the crew is not familiar with the procedures (e.g.: the
cabin crew do not detect the indications of a slow depressurization and continue to
perform their tasks in the cabin)
 Adequate procedures and guidelines are missing (e.g.: some oxygen containers do
not open and the crew does not know what to do)
(e.g.: commands for the passengers to don the masks are not loud enough)
(e.g.: the flight crew does not communicate with the cabin crew in a depressurization
and the cabin crew follow the procedures for pilot incapacitation).
5.9 PREVENTION PLAN
It is not possible to anticipate or prevent a depressurization. However, some

precautionary measures may help to reduce its effects:
 Confirmation that the cabin and galleys are tidy and clear of obstruction at all times
 Confirmation that galleys are secure at all times
information (e.g.: location and use of the seat belts and oxygen masks, etc.)
 Successful communication between cabin crew and passengers
 Successful communication between flight and cabin crew
 Awareness of the surrounding conditions and application of the appropriate
procedures for depressurization
are
 Regular training for the cabin crew on depressurization procedures
 Training on the location, function and operation of all emergency equipment
onboard the aircraft.
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Getting to Grips with Cabin Safety 6. Turbulence Management
6. TURBULENCE MANAGEMENT
Turbulence is the relative movement of disturbed air. It may be a result of many different
conditions. For example: atmospheric pressure, jet streams, air around mountains, cold
or warm weather fronts or thunderstorms.
Turbulence is not always expected and it can occur even when the sky is clear.
Turbulence is the main cause of injury to passengers and cabin crew in accidents
without fatalities. It is possible to reduce turbulence-related injuries, with little or no cost
to Operators.
Turbulence divides into three different levels:
- Light turbulence
- Moderate turbulence
- Severe turbulence.
The cabin crew should always use these designations to communicate turbulent
conditions to the flight crew or to other cabin crewmembers.
The following table describes the three levels of turbulence and the cabin conditions
associated with them:
Light Turbulence Moderate Turbulence Severe Turbulence

- Brief, small, rapid and
steady bumps without - Large sudden changes
perceivable changes in - - Rapid bumps in the aircraft altitude
the aircraft altitude or and attitude
attitude
JANUARY 2020 124

Cabin Conditions Cabin Conditions Cabin Conditions

- Liquids spill - Items fall or lift off the
- Liquids jolt but do not - Crew maneuvers the floor
spill trolleys with difficulty - Loose items move
- Crew can maneuver the - Movement is difficult around
trolleys with little difficulty - Difficulty to stand - Movement is not
- Passengers may feel a without support possible
light tension against the - Passengers feel a clear - Passengers are forced
seat belt. tension against the seat violently against the
belt. seat belt.
6.1 TURBULENCE GUIDELINES
Regular cabin checks and appropriate management of the galleys ensures safety and
reduces the probability of injuries.
The cabin crew should:
- Check the cabin frequently and ensure it is always clean and clear of obstruction
- Reduce the quantity of service equipment on galleys and bar surfaces
- Keep service equipment that needs to be accessible inside drawers
- Ensure that galleys are always secured and latched.
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6.2 TURBULENCE PROCEDURES
6.2.1 CABIN AND PASSENGERS
The following table provides procedures in the cabin for all three levels of turbulence:

- Visually check that all - On the way to the crew - Do not attempt to check
passengers are seated seat, check that all passenger compliance
with their seat belts passengers are seated - If there are trolleys in the
fastened with their seat belts cabin, set the brakes on
- Check that all baggage securely fastened in their current location
is stowed - Check that all baggage - Put jugs/pots of hot
- Check that all infants is stowed beverages on the floor
are secured (infant seat - Check that all infants - Sit down immediately, in
belt or approved car are secured (infant seat the nearest available
seat) – baby bassinets belt or approved car seat (this includes
are not to be used seat) – baby bassinets passenger seats) and
- Transmit the "Cabin are not to be used fasten seat belt/harness.
Secure" to the Purser - Transmit the "Cabin
- The Purser informs the Secure" to the Purser
WARNING Cabin crew
flight crew that the - The Purser informs the
must NOT compromise
cabin is secure. flight crew that the
personal safety with
cabin is secure.
service related duties
during turbulence. The
personal safety of the
cabin crew is the
priority.
6.2.2 GALLEY AREAS
The following table provides procedures in the galley for all three levels of turbulence:

- Ensure that trolleys and - Ensure that trolleys and - Set the brakes on all
galley equipment that is galley equipment that is trolleys that are in use in
not in use are correctly not in use are correctly their current location
stowed and secured. stowed and secured - Put jugs/pots of hot
- If the turbulence is beverages on the floor.
expected for a long - Sit down immediately
time, stow and secure and fasten seat
belt/harness.
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all trolleys and galley

equipment. WARNING Cabin crew
must NOT compromise
cabin crew is the
priority.
6.2.3 ANTICIPATED TURBULENCE PROCEDURES
If turbulence is anticipated, this information is usually transmitted during the preflight

briefing. Anticipated turbulence allows the cabin crew to secure the cabin and
themselves.
Flight Crew Preflight Purser Preflight Cabin Crew Preflight

Brief Purser (or all cabin Shares turbulence Acknowledge information
crew) on expected areas information with all cabin from the flight crew or
of turbulence during the crew (if applicable). Purser.
flight.
Flight Crew In-flight Purser In-flight Cabin Crew In-flight
- Advise the cabin crew - If applicable, make a - Coordinate duties by
on the available time to PA announcement to order of priority based on
secure the cabin, the instruct the passengers the available time
level of turbulence and to return to their seats - Stow and secure large
the expected duration and fasten their seat items first (e.g.: trolleys)
- Make a PA belts - Remove bottles from
announcement to - If the service is cabin and galley
instruct the passengers interrupted, make a PA surfaces and stow them
to return to their seats announcement to - Throw away hot liquids
and fasten their seat explain the reason to - Secure the cabin
belts. the passengers - Ensure that lavatories
- Ensure that cabin, are vacant
passengers and cabin - Secure galleys
crew are secured - Sit down and fasten seat
- Informs the flight crew belt/harness
that the cabin is secure. (Moderate/Severe
Turbulence)
- Transmit the "Cabin
Secure" to the Purser.
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6.2.4 UNANTICIPATED SEVERE TURBULENCE PROCEDURES
If severe turbulence is not anticipated, the cabin crew will have no time to secure the
passengers or the cabin. The following table describes the recommended procedure in
the case of unanticipated severe turbulence:
Flight Crew Purser Cabin Crew

- Switch on the Fasten - Sit down immediately, - Sit down immediately, in
Seat belt signs in the nearest available the nearest available seat
- Make a PA seat (this includes (this includes passenger
announcement to passenger seats) and seats) and fasten seat
passengers and cabin fasten seat belt/harness.
crew to immediately belt/harness.
fasten their seat belts
(E.g.: "Fasten seat belts WARNING Cabin crew
immediately"). must NOT compromise
cabin crew is the
priority.
6.2.5 DUTIES AFTER TURBULENCE
Flight Crew Purser Cabin Crew

- Advise cabin crew when - Resume duties - Check for passenger
it is safe to resume - Report any passenger injuries
duties. injuries and/or cabin - Provide first aid (if
damage to the flight necessary)
crew. - Calm and reassure
passengers
- Check for cabin
damage
- Report to the Purser
any passenger injuries
and/or cabin damage.
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Getting to Grips with Cabin Safety 7. Miscellaneous
7. MISCELLANEOUS
7.1. FLIGHT CREW INCAPACITATION
If one of the flight crew becomes incapacitated during the flight, the remaining flight crew
may require help from the cabin crew.
They can request the cabin crew to:
- Move the incapacitated flight crew to the cabin

- Stay in the cockpit and provide care
- Request assistance from a medically qualified passenger
- Request assistance from an airline pilot (qualified on aircraft type) to take over
- Read the approach and landing checklists (if required).
7.1.1. FLIGHT CREW INCAPACITATION PROCEDURE
 If the remaining flight crew requests help from the cabin crew:
Cabin Crew
NEAREST CABIN CREW............................................IMMEDIATELY GO TO COCKPIT
FLIGHT CREW SHOULDER HARNESS AND LAP BELT.............TIGHTEN AND LOCK
To ensure that the incapacitated flight crew does not interfere with the controls of the
aircraft.
Cabin Crew
FLIGHT CREW SEAT......................................................MOVE THE SEAT FULLY AFT
FLIGHT CREW SEAT BACK................................................................FULLY RECLINE
ASSISTANCE/FIRST AID................................................................................PROVIDE
INSTRUCTIONS FROM THE REMAINING FLIGHT CREW.............................FOLLOW
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7.1.2. SEAT OPERATION
The Captain's (CAPT) and the First Officer's (F/O) seats are symmetric and have the
same functions.
 Electrical controls enable the crew to:
- Move the seat horizontally

- Move the seat vertically.
 Manual controls enable the crew to:
- Recline the seat

- Adjust the vertical position
- Adjust he horizontal position
- Adjust the lumbar rest
- Override the electrical controls, if necessary.
A harness locking lever is used to lock the shoulder harness.
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7.2. BOMB ON BOARD
A bomb threat can take many forms.
Although not all of them are real, they should always be considered a threat to flight
safety.
There are two main types of bomb threats:
• Specific: Operator, flight number, aircraft type, departure time and destination are
positively identified. The location of the bomb on board the aircraft may also be provided
• Non-specific: May identify a flight by destination, origin or departure time. These type
of threat usually takes the form of a telephone call.
Bomb threats may also occur onboard the aircraft. The following are examples of this:
• Threats by passengers
• Anonymous written messages found onboard (e.g.: on the lavatory mirror, on an
airsickness bag, etc.).
In the event of a threat during the flight, the cabin crew must notify the flight crew
immediately.
7.2.1. SUSPECT OBJECT
The three following questions may help to determine a suspect object:
• Is the object usually in this location?

• Was the object visible/not visible?
• Does the object look suspicious?
If the cabin crew are not sure about the presence of any object on board, they should
report it.
The crewmember who finds the object should:
• Notify the flight crew immediately

• Provide clear information: exact location, detailed description of the object, any
odors
• Notify all other cabin crew
• Wait for instructions from the flight crew.
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The crewmember that finds the object should not:
• Leave the object alone - if needed, they may ask another crewmember to stay and
guard the area, to prevent any inadvertent movement
• Touch or move the object (unless the Captain decides to transfer it to the Least
Risk Bomb Location (LRBL))
• Cut or disconnect any wires/strings
• Use electronic devices near the object.
7.2.2. BOMB ON BOARD – CABIN CREW PROCEDURE
When a suspect device is found in the cabin:
WARNING Do not cut or disconnect any wires.

Do not attempt to gain entry to internal components of a closed or sealed
suspect device.
Any attempt may result in an explosion.
Booby-trapped closed devices have been used on aircraft in the past.
WARNING Alternative Least Risk Bomb Locations (LRBL) must not be used without
consulting with an aviation explosives security specialist.
Never take a suspect device to the cockpit.
CAUTION The LRBL location for each aircraft is documented in the Aircraft Flight
Manual.
Purser
EOD PERSONNEL ON BOARD…………………………..…………………………CHECK
Announce: "Is there any EOD personnel on board?” By using the initials, only persons
familiar with EOD (Explosive Ordnance Disposal) will be made aware of the problem.
Cabin Crew or EOD

BOMB……………………………………………………..………………………………....DO
NOT OPEN, DO NOT CUT WIRES, SECURE AGAINST SLIPPING, AVOID SHOCKS
Secure in the attitude found and do not lift before having checked for an anti-lift ignition
device.
Cabin Crew
PASSENGERS………………………………………………....LEAD AWAY FROM BOMB
Move passengers at least 4 seat rows away the bomb location. On full flights, it may be
necessary to double up passengers to achieve standoff from the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets. All
passengers must remain seated with seat belts on and, if possible, head below the top
of the head rest. Seat backs and tray tables must be in their full upright position.
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Service items may need to be collected in order to secure tray tables. Distance from an
explosion is one of the best protective measures for passenger safety. Placing seat
backs and tray tables in their full, upright positions will provide additional protection.
Cabin Crew
PORTABLE ELECTRONIC DEVICES………………..……………………...SWITCH OFF
The cabin crew must command passengers to switch off all portable electronic devices.
Cabin Crew or EOD

BOMB……………………………………………..………. CHECK NO ANTI-LIFT DEVICE
To check for an anti-lift switch or lever, slide a string or stiff card (such as the emergency
information card) under the bomb, without disturbing the bomb. If the string or card
cannot be slipped under the bomb, it may indicate that an anti-lift switch or lever is
present and that the bomb cannot be moved. If a card is used and can be slid under the
bomb, leave it under the bomb and move together with the bomb.
If it is not possible to move the bomb, then it should be covered with a single thin sheet
of plastic (e.g. trash bag), then with wetted materials, and other blast attenuation
materials such as seat cushions and soft baggage. Move personnel as far away from
the bomb location as possible.
Cabin Crew
EMERGENCY EQUIPMENT........................................................REMOVE AND STOW
Emergency equipment (PBE, fire extinguisher, etc.) located close to the LRBL must be
removed and stowed in alternate location.
Cabin Crew
GALLEY/IFE POWER...............................................................................................OFF
All galley and IFE equipment located close to the LRBL must be switched off.
 If the bomb can be moved:

Cabin Crew
RH AFT CABIN DOOR SLIDE.........................................................................DISARM
LEAST RISK BOMB LOCATION (LRBL)..................................................... PREPARE
Build up a platform of baggage out to the aisle, from the floor up to the mid-height of
the door at the LRBL. Wetted material for example, blankets or clothes, should make
up the last 10 inches (25 cm) of this platform.
Place a single, thin sheet of plastic for example, a trash bag, on top of the wetted
materials.
CAUTION Do not omit the plastic sheets, as the suspect device could get wet and
possibly short circuit electronic components causing inadvertent
device activation.
Cabin Crew
BOMB INDICATION LINE............................................................................POSITION
Position the bomb indication line from the location on the platform where you will place
the suspect device, EXTENDING outward into the aisle.
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Note: A bomb indicator line is a 6 to 8 foot (1.8 to 2.4 m ) line (e.g. neckties, headset
cords, or belts tied together) preferably of contrasting color, that helps the responding
bomb squad find the precise location of the suspect device within the LRBL stack
once constructed.
Cabin Crew or EOD

BOMB.................................................................................................MOVE TO LRBL
Carefully carry in the attitude found and place on top of the wetted materials in the
same attitude and as close to the door structure as possible.
CAUTION Ensure that the suspect device, when placed on the stack against the
door, is above the slide pack but not against the door handle, and if
possible, avoid placement in the view port.
Cabin Crew or EOD

LEAST RISK BOMB LOCATION (LRBL).................................................. COMPLETE
Place an additional sheet of thin plastic over the bomb.
CAUTION DO NOT OMIT THE PLASTIC SHEETS, AS THE SUSPECT DEVICE

COULD GET WET AND POSSIBLY SHORT CIRCUIT ELECTRONIC
COMPONENTS CAUSING INADVERTENT DEVICE ACTIVATION.
Build up at 25 cm (10 in) of wetted material around the sides and on top of the bomb.
DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND
MINIMIZE AIRSPACE AROUND THE BOMB.
The idea is to build up a protective surrounding of the bomb so that the explosive force
is directed in the only unprotected area into the door structure.
Fill the area around the bomb with seat cushions and other soft materials such as
hand luggage (saturated with water or any other nonflammable liquid) up to the cabin
ceiling, compressing as much as possible. Secure the LRBL stack in place using belt,
ties or other appropriate materials. The more material stacked around the bomb, the
less the damage will be.
USE ONLY SOFT MATERIAL. AVOID USING MATERIALS CONTAINING ANY

INFLAMMABLE LIQUID AND ANY METAL OBJECTS WHICH COULD BECOME
DANGEROUS PROJECTILES.
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Fig. 7.1 Example of LRBL
Cabin Crew
PASSENGER.......................................................................................MOVE/ADVISE
Move passengers at least 4 seat rows away the bomb location. On full flights, it may
be necessary to double up passengers to achieve standoff from the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets. All
passengers must remain seated with seat belts on and, if possible, head below the
top of the head rest. Seat backs and tray tables must be in their full upright position.
Cabin Crew
COCKPIT CREW............................................................................................NOTIFY
Cabin crew notify the flight crew that the bomb is secured at the LRBL.
Cabin Crew
EVACUATION/DISEMBARKATION...........................................................EXECUTE
Evacuate through normal and emergency exits on the opposite side of the "bomb"
location. Do not use the door just opposite the "bomb". Use all available airport
facilities to disembark without delay.
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7.3. DANGEROUS GOODS (DG)
Many common items and products can be dangerous when transported by air. In-flight
variations in temperature and pressure may result in leaks or damage and generate
toxic fumes or even start a fire.
Personnel who may have contact with dangerous goods need to know how to handle
them and to be aware of their potential to cause incidents and accidents.
7.3.1. DEFINITION OF DANGEROUS GOODS
The International Civil Aviation Organization (ICAO) defines dangerous goods as:
“Articles or substances which are capable of posing a risk to health, safety, property or
the environment and which are shown in the list of dangerous goods in the Technical
Instructions or which are classified according to those Instructions.”
(in ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air)
7.3.2. DANGEROUS GOODS REQUIREMENTS RECOMMENDATION
ICAO’s “Technical Instructions for the Safe Transport of Dangerous Goods by Air”,
provides Operators with the basic legal requirements for the transport of dangerous
goods by air.
ICAO and the International Air Travel Association (IATA) provide guidance material for
Operators who wish to develop their dangerous goods training programs. The ICAO
and IATA guidance material is updated annually and provides Operators with a good
source of information on dangerous goods.
EASA, the FAA and many Aviation authorities require that Operators provide dangerous
goods training for cabin crew during initial and recurrent training.
This training should include:
• The risks involved in carrying dangerous goods by air

• How to deal with a dangerous goods incident onboard the aircraft.
7.3.3. DANGEROUS GOODS CLASSIFICATION
Dangerous goods are classified into hazard classes, which are divided into several
sections. All classes and sections have specific labels. A system of diamond-shaped
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placards and labels is used to identify dangerous goods. Different colors and symbols
the dangers associated with the product.
Note: These symbols are subject to revision. Operators should refer to the IATA
Dangerous Goods Regulations.
CLASS 1 EXPLOSIVES
Explosive substances, explosive articles and pyrotechnic devices

(e.g.: ammunition and fireworks).
CLASS 2 GASES
Class 2.1 Flammable Gases: Gases, which ignite on contact with

an ignition source. For example: acetylene and hydrogen.
Class 2.2 Non-Flammable Gases: Gases, which are neither

flammable nor poisonous.
Class 2.3 Poisonous Gases: Gases liable to cause death or serious

injury to humans if inhaled for example hydrogen cyanide.
CLASS 3 FLAMMABLE LIQUIDS
Class 3. Flammable liquids: For example: petrol, alcohol, and

perfume.
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CLASS 4 FLAMMABLE SOLIDS
Class 4.1. Flammable Solids: Examples are matches and

flammable metal powder.
Class 4.2 Spontaneous Combustibles: Substances liable to

spontaneous combustion.
Class 4.3 Dangerous When Wet: Solid substances that emit a

flammable gas when wet or react with water when wet (e.g.: sodium
and potassium).
CLASS 5 OXIDIZING AGENTS & ORGANIC PEROXIDES
Class 5.1 Oxidizing Agent: Oxidizing agents, which are not organic.
For example: ammonium nitrate and chemical oxygen generators.
Class 5.2 Organic Peroxides: Thermally unstable substances that

may undergo heat generating, self-accelerating decomposition.
These substances are sensitive to impact or friction, or may create a
dangerous reaction when in contact with other substances. These
substances may be explosive and burn rapidly. Some examples are,
fertilizers, and pool chemicals.
CLASS 6 TOXIC (POISONOUS) & INFECTIOUS SUBSTANCES
Class 6.1 Toxic Substances: Substances that are liable to cause

death or injury if swallowed, inhaled or absorbed through the skin.
Examples are pesticides, poisons and mercury.
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Class 6.2 Infectious Substances: Substances that contain (or are

expected to contain) pathogens. For example: bacteria, viruses and
medical waste (like used needles).
CLASS 7 RADIOACTIVE SUBSTANCES
For example: I-White

Enriched uranium, radioactive ores, isotopes and some medical
equipment or parts.
CLASS 8 CORROSIVES
Corrosive substances can dissolve organic tissue or severely corrode

certain metals. For example, hydrochloric acid or sulfuric acid
contained in batteries.
CLASS 9 MISCELLANEOUS
Hazardous substances (e.g.: dry ice and magnets)
7.3.4. DANGEROUS GOODS AUTHORIZED IN THE CABIN
Passengers and cabin crew may carry a limited quantity of dangerous goods for
personal use in their carry-on baggage. Following are some examples:
− Toiletry articles (e.g.: perfume, nail polish, nail polish remover)
− Small lithium and lithium-ion batteries
− Alcoholic beverages, with an alcohol content of less than 70%
− Dry ice.
Note: The types of items that are authorized onboard the aircraft may vary in each
country, as they depend on the local Aviation Authority and security regulations.
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Other classified DGs that are permitted in the cabin include required emergency
equipment, in accordance with airworthiness regulations:
− Oxygen
− Fire extinguishers
− CO2 gas cylinders to inflate the life vests
− Etc.
7.3.5. PROHIBITED DANGEROUS GOODS
The following items are strictly forbidden in the cabin. If any of them is found in the
cabin, it must be considered as a dangerous goods incident.
EXPLOSIVES Fireworks, Fares, Toy gun caps

Filled or partly filled aqualung cylinders
COMPRESSED GASES
(including camping gas cylinders)
Lighter fuel, Non-Safety matches,
FLAMMABLE LIQUIDS AND SOLIDS
Paints, Thinner, Fire lighters
OXIDIZERS Some bleaching powders
ORGANIC PEROXIDES Some types of solid hydrogen peroxide
POISONS Arsenic, Cyanide and weed-killer
IRRITATING MATERIALS Tear gas devices
INFECTIOUS SUBSTANCES Live virus materials
Medical or investigation samples which
RADIOACTIVE MATERIALS
contain radioactive sources
Acids, alkalis, wet cell type car batteries
CORROSIVES
and caustic soda
MAGNETIZED MATERIALS Instruments containing magnets
7.3.6. DANGEROUS GOODS HANDLING
Operators should provide dangerous goods response kits onboard the aircraft to enable
the cabin crew to deal with a dangerous goods incident. A dangerous goods response
kit usually contains the following minimum equipment:
 Large, heavy quality polythene bags
 Bag ties (to seal the bags correctly after use)
 Long rubber gloves.
If a dangerous goods response kit is not provided, there are several pieces of equipment
in the cabin that the cabin crew may use:
• Oven gloves/fireproof gloves that can be covered with plastic bags to protect the
hands
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• Large and small polythene bags (e.g.: wastebin bags, duty free bags or
airsickness bags)
• Absorbent materials (e.g.: paper towels, newspapers, headrest covers, etc.)
• Catering boxes
• Towels
• Blankets
• Etc.
7.3.7. DISCOVERY OF DANGEROUS GOODS IN THE CABIN
The first alert to a dangerous goods spillage/leak may come from a passenger, who
notices an abnormal odor/fume, or identifies a specific item.
When a dangerous good is found in the cabin, the cabin crew must notify the
flight crew immediately.
The cabin crew should ask the passenger to identify the item, as they may be able to
provide some guidance. The cabin crew should try to collect as much information as
possible. For example:
• A dangerous goods label

• Numbers on the packaging
• Written information on the packaging
• Odors
• Fumes
• Smoke
• An effect on passengers.
Note: In the case of a spillage of a confirmed/suspected dangerous good in powder

form:
 Leave everything undisturbed

 Do not use a fire extinguisher
 Do not use water
 Cover the area with polythene, plastic bags and blankets
 Isolate the area until after landing.
7.3.8. CREW COMMUNICATION AND COORDINATION
It is essential for the cabin crew and the flight crew to maintain communication and
coordinate actions and intentions. The cabin crew should provide the flight crew with an
accurate description of the item, and the effects in the cabin. This will assist the flight
crew in the application of the appropriate procedure.
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7.3.9. PROTECTION
The cabin crew should put on gloves before they touch leaking, suspicious packages or
items in order to protect their hands. If rubber gloves are not provided, fireproof gloves
or oven gloves covered by polythene bags are a suitable alternative.
The cabin crew should also use protective breathing equipment (PBE) to protect
themselves from fumes or smoke.
If there are fumes or smoke, the cabin crew should take prompt action and move
passengers away from the affected area, provide wet towels or cloths and instruct
passengers to breathe through them.
If the item or substance is emitting fumes or smoke, or if there is a fire, the cabin crew
must apply the procedures for smoke and fire.
Water should not be used on a spillage or if there are fumes, as it may spread the
spillage or increase the fumes. The crew should also consider the possible
presence of electrical components if they use water extinguishers.
For additional information, please refer to 3.3 Smoke and Fire Procedures.
7.3.10. DANGEROUS GOODS REMOVAL
The cabin crew should:
− Remove dangerous goods and any contaminated materials from the cabin
− Put the dangerous goods in a dangerous goods bag (or polythene bag), with the
damaged/leaking part or opening facing upwards
− Put any contaminated materials in the same bag
− Close the bag and remove air, twist the open end of the bag, and seal it with a
knot or a bag tie
− Take off the gloves, and avoid skin contact with any contaminants
− Put the gloves in the second bag
− Put the first bag into the second bag with the same procedure.
Note: The cabin crew must not make the bag airtight. It must be tight enough to be
secure, but not so tight that pressure equalization cannot take place.
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7.3.11. DANGEROUS GOODS STORAGE
After the cabin crew clean up the dangerous goods spill, they must ensure that the
polythene bags containing the dangerous goods are safely stowed and secured.
If a container is available, the cabin crew can use it to store the bags with the dangerous
goods.
DGs should be stored in a location that is as far away from the cockpit and passengers
as possible. The cabin crew should use an AFT galley or AFT lavatory, if possible.
Boxes or plastic bag(s) must not be stored against the bulkhead or fuselage wall.
If the cabin crew use a lavatory to store DGs, boxes should be put on the floor, bag(s)
should be stowed in an empty wastebin, and the lavatory door should be locked. The
use of the lavatory to store the dangerous goods will maintain fumes away from the
cabin.
Note: In a pressurized aircraft, if a lavatory is used, any fumes will be vented away from
passengers.
When they move a box that contains dangerous goods, the cabin crew must ensure that
the opening remains upward. When they move a bag, the cabin crew must ensure that
the container with the dangerous goods remains upright.
Regardless of the location of the catering box or bag, the cabin crew must secure them
firmly to prevent them from moving.
7.3.12. REPORTING A DANGEROUS GOODS INCIDENT
The cabin crew and the flight crew should complete an Air Safety Report after a
dangerous goods incident. In many countries this is a mandatory document.
This report should include:
− The date of the incident/accident (or the date of detection of the dangerous goods
that were not declared or that were not declared correctly)
− The flight number
− A description of the goods
− The location of the goods
− The type of packaging and the packaging marking on it
− Passenger details (e.g.: seat number, name, address)
− Crew actions
− Other relevant information.
The incident must be reported in the aircraft maintenance logbook, so that the
maintenance personnel can replace the kit (if installed) and repair any damages.
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On Arrival:
The ground personnel must be informed of all the known facts about the dangerous
goods item and where it is stowed.
7.3.13. FACTORS THAT AFFECT AN IN-FLIGHT DANGEROUS GOODS

INCIDENT
• No security screening on ground

• Training for passenger handling staff and security staff is not sufficient
• No compliance with the Operator’s policy on the transportation of dangerous goods
in the cabin
• No visible information for passengers on dangerous goods that may be carried
onboard (e.g.: at check-in desks or airline sales desks).
It is not possible to prevent all dangerous goods incidents/accidents. However, some

precautionary measures may help to decrease its probability:
• Clear information for passengers at check-in areas, airline sales desks, etc.
• Strict compliance with the regulations for the transportation of dangerous goods, by
ground personnel, passengers, cabin crew and flight crew
• Detailed and precise procedures on dangerous goods handling and related
emergencies to all employees who may have contact with dangerous goods.
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Getting to Grips with Cabin Safety 8. Crew Resource Management (CRM)
8. CREW RESOURCE MANAGEMENT (CRM)
“Crew Resource Management is the effective use of available resources (e.g. cabin
crew, aircraft systems and supporting facilities), to achieve safe and efficient operations”
(Air Ops and ICAO).
Aviation has reached a very high level of safety with very low accident rates in the most
recent years. This is due to the efforts of those involved in the design, manufacture, and
training. But also due to aviation authorities that try to ensure the highest possible level
of flight safety. The final goal for all is: zero accidents.
A study of accidents in general indicates that there are many factors that contribute to
their occurrence. Accidents rarely occur due to one specific cause, but are in fact a
result of a chain of events. Some accidents were cause by failures in communication
between the flight crew and cabin crew.
The operation of an aircraft requires planning and coordination. In addition to the flight
crew and the cabin crew, there are many teams of people involved in every flight. Days
are not always smooth and, to make things more difficult, we are all HUMAN.
The Human Factor plays a very important role.

Since 1940, three out of four accidents were (at least partially) related to human
performance.
CRM was created to:
- Improve crew performance

- Improve communication
- Help the crew to remain objective
- Make crew aware of what influences the way they communicate and make
decisions (relationships, fatigue, stress, etc.)
- Help crew to better assess situations and act in an appropriate way
- Manage stress
- Promote vigilance in order to prevent human error
- Increase skills and attitudes that reduce error
- Increase situational awareness skills.
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Initially, CRM was for flight crew only. Today, it is a mandatory part of initial and
recurrent cabin crew training in EASA and FAA operating regions, and many countries
throughout the world.
8.1. COMMUNICATION AND COOPERATION
Air Ops, Annex I (12)
“’Cabin crew member’ means an appropriately qualified crew member, other than a flight
crew or technical crew member, who is assigned by an operator to perform duties
related to the safety of passengers and flight during operations.”
The cabin crew should work as an extension of the flight crew to ensure safety in the
cabin. Together they work with only one aim: flight safety.
Anything at all that alerts the cabin crew to a possible threat to flight safety, must
immediately be reported to the Purser and to the flight crew.
A survey indicated that 37% of the cabin crew and 60% of the flight crew thought that
communication between them was adequate. To better understand why sometimes
communication between the flight crew and the cabin crew fails, we need look at the
beginning of both classes.
“In the nearly 70-year history of the commercial airline, traditions and roles have evolved
which influence the crews of today. The original aviators were intrepid pilots who risked
life and limb to deliver the mail for the U.S Post Office. Despite primitive aircraft and the
lack of radio guidance, those independent, self-reliant fliers persevered. In contrast, the
original flight attendants were nurses and were selected to be compliant and
subservient. Therefore, two very different types of people were called upon to work
together in close proximity to one another. A rigid chain of command was adopted from
the military and maritime traditions and the pilots and stewardesses were relegated to
separate departments. Moreover, the early flight manuals instructed crews not to
converse.”
(In Mahler, 1991; Chute and Weiner, 1994; 1995)
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There are many factors that can affect crew communication:
 The flight crew report to the operations department and cabin crew report to the
commercial department
 Separate scheduling, different duty time regulations
 Most flight crew are male, while most cabin crew are female
 Flight crew work is more technical, while the cabin crew is more commercial
 Bad or poor perception of each other’s duties
 Two very different areas of the aircraft separated by a reinforced door
 Sterile cockpit rule
 The cockpit door
 Etc.
Communication is essential for the safe operation of an aircraft. However, poor

communication is still partly responsible for many safety issues within the industry.
Incident/accident reports highlight the fact that there is a need to improve flight and
cabin crew communication. Barriers in communication can compromise flight safety.
The following is part of the report of an accident that took place in the United Kingdom.
This is one of a few accidents that could have had a different result with appropriate
communication.
“The three flight attendants in the rear of the cabin saw evidence of fire from the left
engine, and two of them briefly saw light colored smoke in the cabin. (…) The
commander then broadcast to the passengers on the cabin address system that there
was trouble in the right engine which had produced some smoke in the cabin, that the
engine was now shutdown and they could expect to land at East Midlands Airport in
about 10 minutes. The flight attendants who saw signs of fire in the left engine later
stated that they had not heard the commander’s reference to the right engine. However,
many of the passengers who saw the fire were puzzled by the commander’s reference
to the right engine, but none brought the discrepancy to the attention of the cabin crew”.
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Following the accident, the Air Accidents Investigation Branch (in Section 2.1.2.2
“Coordination between the Flight Deck and the Cabin”) published the following analysis:
“It was extremely unfortunate that the information evident to many of the passengers of
the fire associated with the left engine did not find its way to the flight deck even though,
when the commander made his cabin address broadcast, he stated that he had shut
down the ‘right’ engine. The factor of the role commonly adopted by passengers
probably influenced this lack of communication. Lay passengers generally accept that
the pilot is provided with full information on the state of the aircraft and they will regard
it as unlikely that they have much to contribute to his knowledge. Even those
passengers who noticed the commander’s reference to the right engine might well have
assumed that the commander had made a slip of the tongue, or that the commander
had dealt with it. It cannot be regarded as surprising that information from the
passengers was not made available to the pilots.
The same information was available to the 3-cabin crew in the rear of the aircraft but
they, like the passengers, would have had no reason to suppose that the evidence of
the malfunction they saw on the left engine was not equally apparent to the flight crew
from the engine instruments. In addition, it would appear that there was not the same
awareness of the possible error, since these cabin crew heard the commander’s
reference to the right engine.
This may have been because the cabin crew, engaged in their own duties, were not
aware of any more than the general sense of the broadcast. In addition, cabin crew are
generally aware that any intrusion into the flight deck during busy phases of flight may
be distracting, and this is particularly true if the flight crew are known to be dealing with
an emergency. There can thus be at these times a firm division between flight deck and
cabin, and it is notable in this context that in this accident the flight service manager
made no initial attempt to approach the flight deck until he was called.
However, it must be stated that had some initiative been taken by one or more of the
cabin crew who had seen the distress of the left engine, this accident could have been
prevented. It must be emphasized, nonetheless, that present patterns of airline training
do not provide specifically for the exercise of coordination between cabin and flight crew
in such circumstances”.
(in AAIB UK Aircraft Accident Report No. 4/90 (EW/C1095))
This is an example of what can happen when communication fails, when we “do not tell
the pilot” and assume that “the pilots know”. Pilots may not be aware of a fault.
Therefore, cabin crew can play an essential role in reporting critical information to the
flight crew accurately and at the right time.
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8.2. BRIEFING AND CABIN CREW COMMUNICATION
Appropriate communication between the cabin crew is essential and helps to:
 Establish team objectives

 Exchange information
 Monitor activity
 Report situations
 Set a friendly and professional atmosphere.
A safe flight starts with good planning, and good planning for a flight starts with briefings.
Briefings are a very important part of any flight preparation.
Cabin crew preflight briefings should be performed before each duty period. In most
countries, cabin crew briefings are mandatory and required by the national aviation
authorities. A briefing should include sufficient time to ensure that all crewmembers are
familiar with their operating position and duties. The time will vary depending on the
number of crew, size of aircraft, area of operation, etc. When possible, the preflight
briefings should occur in a briefing room. If this is not possible, the briefing may be
performed onboard the aircraft, before passenger boarding begins.
The briefing is for all cabin crewmembers and is performed by the Purser (senior cabin
crewmember). The expectations, tone and the standards for the flight are set during this
briefing. The Purser must keep in mind the main objectives of the briefing, as well as
important information specific to the flight.
A good tip to conduct an effective briefing is to use the ABC rule:
 Appropriate: The briefing should be relevant and appropriate to the flight. It should
highlight the specific details of the flight. A briefing should be prepared for each
individual flight to avoid routine and repeated information.
The Purser should:
- Plan and prepare the briefing
- Select the relevant information before the briefing.
 Brief: A briefing should be as the word recommends: “brief”. The Purser should keep
the briefing short to ensure the attention of the cabin crew on the most important
points.
 Clear and Concise: The briefing must be understood by all cabin crew. It should be
interactive, and allow cabin crew to share information and ask questions. The
Purser should use good communication methods.
The briefing is the starting point for a high performance team. The briefing is also the
opportunity to establish an open communication between the cabin and the flight crew.
All cabin crew should feel that information and feedback are welcome. Joint crew
briefings help to create a working environment that is appropriate to a safe operation.
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8.3. COMMUNICATION BARRIERS
Communication barriers are highly undesirable onboard the aircraft. However, it is

important to be aware of these barriers and manage them before they result in conflict
and failure in communication.
• Attitude: It is not easy to communicate with someone who does not want to
communicate.
• Hierarchy: It is more difficult to be assertive with someone in a senior position, than

with someone at the same level.
• Non-verbal Communication: Additional signs during a PA announcement, for

example (e.g.: breathing, voice, hesitations, and accent) contribute to the message.
• Workload: When there is a high workload, there is less time to communicate. Cabin
crew can focus so much on a specific task, that they avoid all communication in order
to complete it. If removed from the task, it can be difficult to get back into the flow and
they may repeat what they have done or disregard something that they should have
done.
• Cultural Differences: Differences in culture and in language have a real impact on

communication. Differences in culture are not limited to different countries of origin, but
also include education and values. For example, English is spoken in England and in
the United States. However, the meaning of a word in England may not have the same
meaning in the United States.
• Media: Distorted information due to background noise, excessive volume level on the
PA system, or poor volume of interphone.
• Assumptions: When the sender of a message thinks that its receiver is aware of a
situation, a context or content and there is no communication at all. This occurrence can
be minimized, if the message is not ambiguous, and accurate feedback is given.
• No Confidence: A lack of confidence in the abilities of oneself or other members of

the crew.
The following is part of a National Transportation Safety Board (NTSB) incident report
that focuses on the importance of effective communication between cabin crew:
“Given the acknowledged seriousness of the in-flight fire and the obvious association of
a report of smoke in the cabin with a strong possibility of a fire, the safety board is deeply
concerned by the captain’s apparent reluctance to accept either the flight attendant’s or
deadheading cabin crew report as valid or to seek additional information to resolve his
uncertainty.
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(…) The captain’s skepticism about the report of smoke was also reflected in the first
officer’s dialogue with the cabin crew.
(…) In conclusion, the safety board believes that while it is unlikely that the captain could
have taken any action to land the plane more quickly, the flight crew failed to use the
cabin crew effectively to obtain an accurate understanding of the developing problem.
Had communications between the flight crew and the cabin crew been more effective,
the safety board believes that the captain would have called for the fire/rescue
equipment to meet the airplane and ordered an emergency evacuation on the runway.
The safety board believes that airlines should use this example in cockpit and cabin
crew coordination training to illustrate the need for flight crews to more effectively use
cabin crews in describing suspected in-flight safety problems and to emphasize the
need for cabin crews to be assertive when communicating information about safety
problems to the flight crew.
The lack of close coordination and timely exchange of accurate information among
cabin crew were clearly problems during preparations for a possible emergency landing
of a DC-8 at Portland, Oregon, in 1978; during an in-flight fire aboard an L-1011 at
Riyadh, Saudi Arabia, in 1980; during preparations of a possible ditching of an L-1011
near Miami, Florida, in 1985; and during an in-flight fire onboard a DC-9 at Cincinnati,
Ohio, in 1985. These instances, vividly support improved coordination and
communications and joint cockpit and cabin crew training with respect to conducting
emergency procedures and periodic emergency drills in which cockpit/cabin crew
coordination and communication are practiced.”
(In NTSB/HZM-88/0)
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8.4. SHARING INFORMATION
Effective communication is not simple. The tone, the expressions and the body
language, all influence the way the message is received by others.
Information should be based in facts, short and simple. The sender of the message
should speak in a clear manner and the receiver should be able to ask questions. When
the receiver receives a message, they should repeat it their words to ensure that it is
correctly understood.
Most of the communication between the flight crew and the cabin crew occurs via the
interphone, due to the locked cockpit door. Because visual communication is missing,
speech and tone are the only available means to understand and to be understood.
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8.5. SOURCES OF INFORMATION
One feature of CRM is to consider all of the available resources. There are many
possible sources of information on board, which enable cabin crew to detect, evaluate
and act correctly in various situations. Following are some of the most common sources
of information for the cabin crew.
8.5.1. PASSENGERS
Passengers can be an important source of information, and may be the first to bring a
hazardous situation to the attention of the cabin crew.
Passenger’s remarks should always be taken into account, when they are related to:
 The cabin (noise, fumes, smoke, fire, loose objects, etc.)

 Other passengers’ behavior
 Aircraft exterior (wings, fuselage, etc.)
 Outside environment (runway, weather, etc.).
This information should be transmitted to the Purser and the flight crew.
Passengers should not fear to communicate with the cabin crew, when they have a
concern.
One airline has included the following in the passenger briefing:

“If you have any safety concern during the flight, please do not hesitate to bring it to the
attention of a crewmember”. Something this simple may increase onboard safety and
save lives.
8.5.2. STANDARD OPERATING PROCEDURES (SOPS)
SOPs are a form of communication provided by the Operators to the cabin crew and
include detailed procedures to be followed. Procedures provide a common ground and
understanding for all crew, even when there are different cultures and nationalities
involved.
The common language of the SOPs enables the crew to work together and to
communicate.
When correctly applied, SOPs provide a guaranteed form of communication.
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8.5.3. CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS)
CIDS is an automated information system for the flight crew, the cabin crew and the
ground personnel.
CIDS operates, controls and monitors the main cabin systems: air conditioning,
communications, fire protection, ice protection, lights, waste and water, etc. The CIDS
is also able to detect faults automatically and alert the crew.
8.5.4. MAINTENANCE PERSONNEL
Maintenance personnel are essential for the operation of the aircraft. Like all those
involved in the operation of an aircraft, they also have a heavy workload with time
constraints, particularly during short turnarounds.
Pursers must communicate with the maintenance personnel in order to understand the
impact of any technical malfunction. This applies, for example, to deferred items,
inoperative items, tripped CBs, or any items that may affect the flight.
When reporting items to maintenance, particularly in the cabin maintenance logbook,

the following should be considered:
 Use clear terminology to report problems and the actions taken

 Identify the location
 Describe the problem
 Prepare the cabin maintenance logbook before arrival
 Ensure that all maintenance items are listed
 Offer the same respect to maintenance personnel that you would to any other
member of the crew. They are part of the team.
 Verbal communication between the Purser and the maintenance personnel is
important
 Ensure that they understand the impact of any technical malfunction and its effects
on cabin service
 Report the problem to the appropriate person, if possible.
8.5.5. CATERING PERSONNEL
Catering personnel may not understand the impact of their actions on safety. When
catering personnel are onboard the aircraft, a cabin crewmember should be in the galley
areas to monitor them and ensure that:
 Trolleys are operative
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 Brakes are operative

 Ovens do not carry anything other than food
 Handles and latches on containers are operative.
8.5.6. GROUND PERSONNEL
Boarding requires coordination between the flight crew, the cabin crew and the ground
personnel (gate staff, flight dispatcher, etc.).
The priority for the dispatcher and the gate staff is to finish boarding all the passengers
and to maintain an on time departure. To avoid passengers boarding before the cabin
is ready, cabin crew should communicate with the ground personnel and inform them
when the aircraft is ready.
Communication is an essential element to the smooth and safe operation of a flight.
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8.6. FACTORS THAT AFFECT PERFORMANCE
8.6.1. PASSENGER CONFLICT
“Conflicts arise from the perception of incompatible needs or goals, and from the
impossibility or failure to render them compatible.”
(In Briefings by Dèdale)
Reports of unruly passenger behavior with verbal and even physical assault have
become more usual. Many incidents affected flight operations and caused flight
diversion and delays with effects on the rest of the operation (passenger connections,
additional costs, etc.). Some of these incidents had a negative psychological impact on
passengers and cabin crew.
Conflict can take many forms.

Some may be cleared up through discussion, without further consequences. However,
when a conflict escalates, it may generate emotional tension and stress and the cabin
crew must handle it immediately. If the conflict occurs on the ground, the crew should
manage it before departure.
As a conflict escalates, communication degrades, stress appears and performance is

affected. To manage any type of conflict requires understanding, respect and the ability
to remain calm. Conflict management is about attitude.
Following are some recommendations for a conflict situation:
 Listen: this allows the passenger to express his/her concerns and reduces
tension
 Show respect, but remain assertive
 Focus on the issue: WHAT is right, not WHO is right
 Prefer logic over control
 Ensure cabin safety
 Involve all the cabin crew and flight crew
 Keep in mind that this is not personal.
The following is an example of onboard passenger conflict due to safety requirements:
“Passenger would not get off her cell phone when advised by the crew. The Captain
said: ‘Prepare for takeoff’ and she wouldn’t get off the phone. Other passengers yelled
at her to get off the phone. She ignored them also. Then she started screaming
profanities to all the flight attendants and passengers”.
(In Aviation Safety Reporting System, ASRS)
The conflict started because the passenger did not comply with an aviation safety
regulation, and did not allow the cabin crew to perform their duties. The passenger goal
was not compatible with the crew’s goal. While the passenger wanted to use the mobile
phone, the crew needed to ensure the safety of the flight.
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One of the most usual sources of passenger conflict onboard the aircraft is the ‘No
Smoking’ rule.
Many aviation authorities all over the world have very rigid regulations for passenger
behavior, and clearly define behavior that is not acceptable. The regulations also enable
cabin crew to define the type of behavior that is a threat to flight safety.
The following is an extract of the Air Navigation Order (ANO) 2000, from the United
Kingdom:
“63. A person shall not recklessly or negligently act in a manner likely to endanger an
aircraft, or any person therein.
64. A person shall not recklessly or negligently cause or permit an aircraft to endanger
any person or property.
65. A person shall not enter any aircraft when drunk, or to be drunk in any aircraft.
66 (2). A Person shall not smoke in any compartment of an aircraft registered in the
United Kingdom at a time when smoking is prohibited in that compartment by a notice
to that effect exhibited by or on behalf of the commander of the aircraft.
67. Every person in an aircraft shall obey all lawful commands which the commander of
that aircraft may give for the purpose of securing the safety of the aircraft and of the
persons or property carried therein, or the safety, efficiency or regularity of air
navigation.
68. No person shall while in an aircraft.
(a) Use any threatening, abusive or insulting words towards a member of the crew of
the aircraft;
(b) Behave in a threatening, abusive, insulting or disorderly manner towards a member
of the crew of the aircraft; or
(c) Intentionally interfere with the performance by a member of the crew of the aircraft
in his duties”.
IATA Resolution RRP 1724, Articles 7 (“Refusal and Limitation of Carriage”), and 11
(‘’Conduct aboard Aircraft”) provide guidelines on the management of “difficult”
passengers.
All the personnel that contacts with passengers is responsible for flight safety and
should report and manage any signs of misbehavior.
8.6.2. STRESS
Stress is:
 An automatic response to a situation that disturbs us

 An adaptation mechanism, as it activates protection against any type of danger
 A physical reaction
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 An emotional reaction
 Anticipated (e.g.: overbooked flight, which will result in difficult passengers) or
not expected (e.g.: a fire in the oven)
 Good or bad. It depends on its intensity. Moderate stress improves performance,
and enables people to adapt to situations. However, when excessive it may
result in poor performance.
HAVE YOU EVER FELT LIKE THIS?
Stress is caused by how individuals interpret their environment. The response to stress
is automatic and the human body and mind are able to adapt to the stress caused by
new situations. However this ability has limitations beyond which continuous stress may
result in a breakdown.
There are different types of stress:
 Acute Stress: It is a result of the pressure of a situation in the immediate past,

present or future. If limited in time and quantity, it can be exciting. However, if
excessive, it can lead to exhaustion. People are immediately aware of acute
stress because it is new, a sudden surge
 Chronic Stress: It builds up over a long period of time. Its symptoms are difficult
to identify because it is easy to get used to it. Over a period of time, chronic stress
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can deplete physical and mental strength and become a danger to health (heart
attack, stroke, cancer and suicide)
 Anxiety/Anticipatory Stress: It is in anticipation of an event that may be

perceived as dangerous or unpleasant, and that the person does not control.
Reactions to anxiety may change from discomfort, to intense anguish and the
impression of immediate death.
The following are some of the symptoms and effects of stress:
 Physiological Symptoms: Dry mouth, sweat

 Behavioral Symptoms: Restlessness, nervous laughter, changes in appetite,
excessive drinking
 Cognitive Effects: No concentration, faulty memory, indecision

 Health Effects: Insomnia, nausea, headaches diarrhea
 Subjective Effects: Depression, mood swings, irritability, anxiety.
Onboard the aircraft, the obvious source of stress would be any emergency situation.
However, there are several other stressful situations or events, also called stressors:
 Mental Stressors: When you feel that you do not have the knowledge or the
skills required to handle a situation
 Physical Stressors: Noise, light, vibration, pain, illness, fatigue, etc.
 Professional Stressors: Bad working conditions and environment, airline

mergers, strikes, salary problems, etc.
 Social Stressors: Conflict with passengers, colleagues, or even management
 Private Life Stressors: Divorce, death, illness, change of life conditions or

environment, a birth or a marriage, etc.
When a person encounters stress, they respond with one of the following:
 A defense mechanism: a way our brain finds to reduce the symptoms of the stress,
but not to eliminate its cause. There are several defense mechanisms: denial,
passive-aggression, fantasy, isolation, repression, etc. (E.g.: to take alcohol or
medication and avoid the acceptance of the problem)
 A coping strategy: focus on the source of the stress and manage it. This involves
assessment, adjustment and change. (E.g.: delegating workload, prioritizing tasks,
etc.).
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Stress is part of life and it cannot be avoided. Therefore, it is important to manage it.
The following may help to reduce stress:
- Sufficient rest
- A well balanced diet
- Regular physical exercise (good health, good self-esteem)
- Talk to someone – family, friend, co-worker
- Relaxation and breathing exercises
- Learn to say “no” and avoid overload
- Do something that makes you feel good.
 Every Day Stress
Sometimes work onboard an aircraft can create stress, particularly when things go
wrong. The good news are that, when you are part of a crew, you are not alone.
The following recommendations can help you to manage every day stress:
 Accept the situation

 Trust your skills and knowledge
 Remember the procedures
 Do not ignore the problem
 Use all available resources, ask for help, and say that you are under stress
 trust and have confidence in your colleagues
 Keep your sense of humor
 Remain in control.
Stress can also be managed at crew level. You are part of a crew, and as such you
have fellow cabin crew and a flight crew that you can rely on. Cabin crew should
remember that they are also a resource for the others.
 Stress During an Emergency
Reports show that, sometimes, in an emergency, cabin crew cannot remember the
procedures or are not able to put them in practice.
The following is part of an accident report:
“A DC-10 with 186 passengers and a crew of 15 overran the departure end of the
runway at Los Angeles, California, on March 1, 1978. When the airplane departed the
runway, the left main gear failed, causing the fuel tank to rupture. There was a significant
fire and an evacuation was initiated. When the airplane stopped, two flight attendants
who had 18 years and 4 years’ experience respectively, seated at the L-1 exit
unsuccessfully attempted to open the exit. The door was eventually opened with the
selector handle in the ‘disarmed’ position, and the slide remained in the container on
the door. The flight attendant at R-3, with 18 years’ experience, stated that she
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‘automatically’ disarmed the slide before opening the exit. She realized what she had
done, rearmed the exit and opened the door. Another flight attendant with 21 years’
experience at L-4, stated that: ‘My first reaction, I just zeroed in on the panel, and the
thing I saw was the disarming handle. I disarmed the slide. I realized what I did. I
jammed it back in.’ The door opened and the slide inflated”.
In an emergency, stress make people revert to automatic reactions. However, the cabin
crew in the above extract, realized their error and corrected it.
One of the best tools to prevent stress in any emergency is TRAINING. Training
develops the skills, and increases the knowledge. The ability of the cabin crew to
perform their duties successfully is directly connected to the quality of their training.
Good and frequent training:
 Provides good skills (that tend to be automatically activated)

 Gives control over the situation
 Offers sufficient coping strategies
 Increases confidence.
 Increases the ability to cope with stress in emergency situations.
8.6.3. SLEEP
Reduced sleep affects vigilance.
The need for sleep is individual and some people need more sleep than others. Respect
for individual sleep patterns and needs increases performance. However, if sleep is not
sufficient, particularly over a few days, it will affect the level of performance.
Several factors, like short/long-haul flights, several night or early morning flights, and
different time zones can disturb cabin crew sleep patterns. The nature of the job does
not allow the cabin crew to work every day of the week, or the same hours every day,
or eat and sleep at the same hour.
Rest and sleep are essential for cabin crew. Therefore, they must ensure that the
appropriate rest periods are respected.
8.6.4. FATIGUE
Fatigue is the way our body communicates the need to restore its energy and it can be
the result of many factors:
- Physical activity
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- Mental activity
- Delayed sleep
- No sleep
- Health problems
- Long hours of work
- Night flights or early morning reports
- Rotating shifts and schedules
- Repetitive tasks.
The following are some of the symptoms and effects of fatigue:
- Reduced perception (e.g.: sight, hearing, etc.)

- Reduced situational awareness
- Reduced motor skills (e.g.: slow reaction, reduced coordination, etc.)
- Reduced short term memory
- Mood changes
- Easy distraction
- Difficulty to make decisions
- Reduced standards.
The following recommendations can help you to reduce fatigue:
 Sleep/rest
 Regular moderate physical activity
 Balanced meals
 A healthy lifestyle: limit the amount of alcohol intake and avoid to smoke.
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8.7. ERROR MANAGEMENT
“It is the nature of every man to err”.

(Marcus Tullius Cicero)
“Error will be taken as a generic term to encompass all those occasions in which a
planned sequence of mental or physical activities fails to achieve its intended outcome,
and when these failures cannot be attributed to the intervention of some chance
agency”,
(In Human Error, by Professor James Reason)
By nature, an error is never intentional, because errors are part of the human condition.
Errors occur when actions deviate from intentions, or when the intention is not
appropriate.
These are the most common errors:
 Slips: When the action does not go as planned (e.g.: getting on the wrong train)
 Lapses: Occur due to memory or attention failures (e.g.: forgetting to arm/disarm

the aircraft doors)
 Mistakes: When there is a fault in the plan/intention, and the individual does not
know it (e.g.: smoke comes from one oven and the cabin crew switches another
one off).
CRM manages error in two different ways:
 Detection, correction and management of an error in the early stages

 Reduction of the possibility of errors.
Part of the cabin crew training is to learn from errors. Mockups give the cabin crew the
opportunity to make errors, without the consequences. Cabin crew instructors should
be aware that errors during training should be considered as a learning experience.
The errors made by an experienced cabin crew are not the same as the ones made by
new crew. Some errors made by experienced cabin crew are due to routine and missing
concentration.
The aim is to learn from errors, and adapt behavior to avoid the same errors. The
downside of making errors is that every action has a reaction and errors have
consequences.
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The effects of an error depend on the situation.
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8.8. VIOLATION
Violation is defined as “an intentional deviation from a regulation, procedure or rule”.
Contrary to slips, lapses and mistakes, violations are intentional errors.
For example, if cabin crew do not perform the preflight inspection “to save time”. In the
beginning, violations are intentional, but they can become routine. When a violation
becomes routine, it may take the place of the rule and the individual is no longer aware
that it is a violation.
Group pressure can also cause a violation.
For example, when an Operator has crew in different bases. The majority of the cabin
crew are based in “A”, and a reduced number of cabin crew are based in “B”. Group
pressure causes group “B” to conform to group A’s behavior, because “That’s the way
we do it here”.
Standard Operating Procedures (SOPs) provide a basis for communication. If cabin

crew regularly change the SOPs, the basis of communication is lost. The violation
becomes the “norm” and successful communication is no longer ensured.
WARNING Most violations are a threat to safety, because they remove layers of
protection against error.
Management of violations has to be performed by the individual and by
the team.
Pursers and experienced cabin crew should encourage new crew to
respect rules, regulations and procedures.
The best way to avoid violation is to respect the rules.
Standard Aviation Tools for Error Management
 Briefings
 Procedures
 Checklists
These provide the tools to work, but they also provide a safety net against error.
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8.9. TEAM PERFORMANCE
Each crewmember is part of the team and plays a specific role.

Although a good team depends on individual performance, team performance has a
priority over individual performance.
Great team performance depends on ‘SYNERGY’.
SYNERGY = TEAMWORK
When in synergy, the performance of a team is more than the sum of the individual
performances.
1+1>2
Conditions for synergy are:
 A team objective
 A clear crew structure
 A clear task allocation
 Team spirit
 Good leadership.
The role of cabin crew onboard the aircraft divides into safety and service. Sometimes,
there is a conflict between the two, which may affect performance. The dual role
sometimes requires the cabin crew to be two different people, depending on the
situation.
Cabin crew have very specific duties on board. The application of good CRM creates
the right balance for the crew to work as a team.
In every successful team, there are those who lead and those who follow. Those that
follow are not passive or less than those who lead. They make them team entire and
support the leader. Every good leader needs support.
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 The Captain
The Captain is responsible for the safety of the aircraft and its occupants and his
decisions are final.
“The operator shall take all reasonable measures to ensure that all persons carried in
the aircraft obey all lawful commands given by the commander for the purpose of
securing the safety of the aircraft and of persons or property carried therein.”
(In Air-Ops Annexes to Regulation, Annex IV Part-CAT, Section 1)
 The First Officer
If for any reason the Captain cannot take responsibility, the First Officer will take the
command of the aircraft.
 The Purser
Pursers are responsible for all the cabin crew, they are identified as leaders and they
allocate the workload and tasks to the cabin crew. The Pursers establish the connection
between the cabin and the flight crew.
 Cabin Crew
The cabin crew support the Captain, the First Officer and the Purser. The cabin crew
are the eyes and ears in the cabin for the flight crew. They provide the flight crew with
any important information related to safety.
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8.10. LEADERSHIP
The leadership onboard is established by the airline. Naturally, there will always be the
Captain, First Officer and sometimes a relief pilot in the cockpit. In the cabin there is
sometimes a Chief Purser, and Pursers in different cabins, or just one Purser for the
entire aircraft. The Purser is responsible for all the cabin crew and their activities.
A leader is someone who through words and actions can trigger the behavior and
actions of others. A leader has the capacity to share the objectives of the team,
understand their needs, and help them to achieve their goals. Good leadership requires
teamwork. The quality of the leader depends mainly on the relationship with the other
members of the team.
There is a difference between authority and leadership. Leadership is an obtained skill,

whereas authority is assigned. A good leader has the correct balance of both.
The role of a leader is to:
 Build the team

 Manage the workload
 Manage time
 Coordinate and monitor activities
 Prevent and solve conflicts
 Listen to input from other members of the team
 Encourage communication and team participation
 Assist team members in tasks during difficult situations
 Motivate the team by appreciation
 Make decisions
 Take initiative
 Remain calm in conflict, remain objective and offer solutions
 Ensure the maintenance of standards
 Act in case of a deviation from standards.
A good leader is always pleasant to work with, and can make a difference to the work
environment onboard the aircraft.
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Getting to Grips with Cabin Safety 9. Additional Safety Recommendations
9. ADDITIONAL SAFETY RECOMMENDATIONS
9.1. COMMUNICATION AND MANAGEMENT OF ABNORMAL SITUATIONS
Cabin crew receive training to help them anticipate specific actions for specific events.
In a depressurization, for example, the cabin crew will expect an emergency descent.
However, if the expected does not happen, and the aircraft continues to climb, what
should the cabin crew do?
Although this is not a common scenario, it is still important to think about what the cabin
crew should do.
Not so long ago, a similar scenario was described in an accident report that involved a
slow depressurization. In this accident, the aircraft continued to climb.
In a similar situation, the cabin crewmember seated nearest to the cockpit, should
immediately notify the flight crew of the oxygen mask deployment. They should also
confirm that the flight crew have their masks on.
If the cabin crew suspect that the safety of the flight is in danger, or that there is any
indication of an abnormal situation, they must immediately notify the flight crew.
This highlights the importance of crew communication. It is essential to the safety of the
flight that open communication is maintained between the cabin crew and the flight
crew.
When the expected does not happen, the cabin crew must investigate and
establish immediate communication with the flight crew.
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9.2. GROUND OPERATIONS SAFETY
At each step of flight preparation, the Standard Operating Procedures (SOP) must be
applied to ensure a high level of safety and to reduce possible accidents/incidents. This
requires a high level of training and concentration.
However, there are several conditions that may affect the cabin crew awareness and
capability to make decisions:
 Fatigue, after a long and/or busy duty period

 Operation of flights in different aircraft types, which may lead to error
 Several tasks at the same time (e.g.: requests from passengers or other
crewmembers during the performance of important duties, like arming/disarming
slides)
 Time pressure: delays or accumulation of safety and service duties (e.g.:
distribution of newspapers before takeoff)
 Failure to detect indications (aural and/or visual alerts)
 Erroneous use of a procedure (intentional or unconscious)
 No training or training that is not sufficient for the crew to put it in practice
 No Operator procedures for important events (e.g.: cabin residual pressure) and
the crew does not know what to do.
Ground operations may be routine, but, if performed without safety, they can lead to
incidents or even accidents.
To prevent this:
 Operators should:
− Provide appropriate training and procedures on doors and ground safety

operations (e.g.: disembarkation via jetway or stairs)
− Limit the cabin crew service related duties in moments when essential safety
related duties must be performed (e.g.: passenger boarding/disembarkation,
refueling, etc.)
− Make sure that the cabin crew know that their performance is affected by the
environment and their physical state.
 The cabin crew should have a good knowledge of the cabin door operation and of
the arming/disarming procedures
 Ground personnel should receive training on door operation, as this can reduce
the risk of inadvertent slide deployment.
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9.3. FALL FROM HEIGHT
Several events over the last years highlighted how important it is to focus on the risk of
fall from height. A fall from height may cause severe injuries and can occur in many
aircraft related areas:
- Doors
- Stairs (CRCs, double-deck stairs, boarding stairs, etc.)
- Compartments (avionics, galleys, etc.)
- Galleys, which are equipped with folding steps
- Etc.
Safety precautions must be applied each time there is danger of fall from height.
Therefore, cabin crew training should include the awareness to this danger.
9.3.1. PREVENTION
Training is the most successful path to cabin crew awareness.
In order to prevent fall from height and increase onboard safety, Airbus recommends
that the Operator:
− Establishes detailed and accurate Standard Operating Procedures (SOP), to

ensure that all cabin crew are familiar with onboard standards
− Communicates this danger during initial and recurrent training, or through safety
bulletins.
9.3.2. ACKNOWLEDGEMENT OF THE DANGER
Because fall from height is a true danger for cabin crew, it is important to acknowledge
and talk about it.
The cabin crew must:
− Assess and secure areas

− Report any possible dangerous areas
− Frequently monitor dangerous areas, especially open doors, stairs, and jetways
− Communicate and cooperate with all airline personnel that they contact with
(ground staff, maintenance, etc.)
− Keep passengers informed and away from the dangerous areas
− Use attention-getters.
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9.3.2.1. ATTENTION-GETTERS
The purpose of attention-getters (or protective devices) is to warn about areas where
fall from height is a danger and help to prevent it.
The door safety strap, for example (a black and yellow strap) is only a visual warning.
It alerts to the fact that the door is open, but it does not prevent the fall.
Fig. 9.1 Door Safety Strap
Another example of an attention-getter is a black and yellow protective arm on the

avionics compartment hatch. This arm is attached to the hatch and unfolds when the
hatch is open. It acts as a warning to the fact that the avionics compartment hatch is
open. However, it is not a solid barrier and, as such, it does not prevent the fall.
Fig. 9.2 Avionics Hatch with Unfolded Protective Arm
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9.4. MANAGEMENT OF LIQUIDS IN THE COCKPIT
The cockpit includes a large quantity of electronic equipment. Therefore, appropriate

handling of liquids inside the cockpit is very important.
The following recommendations intend to reduce the probability of hazards when

handling liquids in the cockpit:
− Do not use glass or ceramics

− Always use plastic bottles and paper cups with lids/caps
− Use cups that safely fit into the cockpit cup holders (easy to install/remove)
− Always inform the flight crew before you hand them any liquids
− Always serve liquids (cups, bottles) from the outboard/lateral side
− Trays should not contain any liquids, when served/cleared/exchanged.
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9.5. PA RESET FUNCTION
A recent accident report described that one cabin crew was not able to use the
Passenger Address (PA) function during an emergency.
Based on the report, the cabin crew pressed the “EMER” button on the handset to
contact the fight crew. But, because there was no reply, the handset was blocked in the
call and they were not able to use it to perform a PA. Since it was an emergency, the
cabin crew needed the PA to prepare the cabin for landing and to give instructions to
passengers for the evacuation.
In order to select a new function on the handset (either PA or Interphone), the cabin
crew must reset the previously selected function.
However, the handsets on the A300 and on the A310 do not provide a RESET key.
To reset the handset, the cabin crew must put it back on its cradle (hook ON/OFF). This
action will cancel any active function.
JANUARY 2020 174

Getting to grips with Cabin Safety 10. Abbreviations
10. ABBREVIATIONS
AA Airworthiness Authorities
AAP Additional Attendant Panel
ABP Able-Bodied Passenger
AC Alternating Current
A/C Aircraft
ACARS Aircraft Communication Addressing and Reporting System
ACP Area Call Panel
ACU Air Cooling Unit
ADB Area Distribution Box
AFM
AFT After, at the Back of the Aircraft
AIP Attendant Indication Panel
ALT Altitude
AMM
AMU Audio Management Unit
APU Auxiliary Power Unit
ASAP As Soon As Possible
ASP Audio Selector Panel
ATC Air Traffic Control
B/C, BC Business Class

BFE Buyer Furnished Equipment
BGM Boarding Music
BITE Built-In Test Equipment
BRT Bright
BTL Bottle
C Celsius
C1 Coat Stowage 1
JANUARY 2020 175

CAA Civil Aviation Authority

CAB Cabin
CAPT Captain
CAM Cabin Assignment Module
CAMI Civil Aero Medical Institute
CAP Civil Aviation Publication
CAT Category
CAUT Caution
CB Circuit Breaker
CC Cabin Crew
CC1 Cabin Crew 1
CCB Cabin Crew Bulletin
CCOM Cabin Crew Operating Manual
CDU Control and Display Unit
CFDS Centralized Fault Display System
CG Center of Gravity
CHK Check
CIDS Cabin Intercommunication Data System
CKPT Cockpit
C/L Check List
CMD Command
CO Company
COMMS Communication
CONF Configuration
CRM Crew Resource Management
CVR Cockpit Voice Recorder
Db Decibel
DCOS Decentralized Chemical Oxygen System
DG Dangerous Goods
DEU Decoder/Encoder unit
DGOS Decentralized Gaseous Oxygen System
DIM Dimming
DSCS Door Slide Control System
DU Display Unit
DU Documentary Unit
E East
EASA European Aviation Safety Agency
ECAM Electronic Centralized Aircraft Monitoring
EEPMS Emergency Escape Path Marking System
EIS Entry into Service
JANUARY 2020 176

ELT Emergency Locator Transmitter

EMER Emergency
EMER EXIT R Emergency Exit Right (overwing)
EOD Explosive Ordnance Disposal
EPSU Emergency Power Supply Unit
EVAC Evacuation
F/A First Aid

FAA Federal Aviation Administration
FAP Flight Attendant Panel
FAR Federal Aviation Regulations
F/C, FC First Class
FCOM Flight Crew Operating Manual
FL Flight Level
FLT Flight
F/O First Officer
FPEEPMS Floor-Proximity Emergency Escape Path-Marking System
FREQ Frequency
FSB Fasten Seat Belt
FSIB Flight Standards Information Bulletin
FT Foot, Feet
FT/MN Feet per Minute
FWC Flight Warning Computer
FWD Forward
G5 Galley 5
GEN Generator
GND Ground
HI High
HZ Hertz
HS Handset
IATA International Air Transport Association

ICAO International Civil Aviation organization
IDENT Identification
IFE In Flight Entertainment
IFEC In Flight Entertainment Center
INOP Inoperative
JANUARY 2020 177

INT Interphone
IPCU Ice Protection Control Unit
KG Kilogram
KT Knot
L Left
LAV Lavatory
LCD Liquid Crystal Display
LD Lower Deck
LDG Landing
LD LAV Lower Deck Lavatory
LED Light Emitting Diode
L/G Landing Gear
LH Left Hand
LO Low
LP Low Pressure
LRBL Least Risk Bomb Location
LS Loudspeaker
LSU Lavatory Service Unit
LT Light
MAINT Maintenance
MD Main Deck
MECH Mechanic
MED Medium
MEL Minimum Equipment List
MIC Microphone
MIN Minimum
MMEL Master Minimum Equipment List
MRT Manual Release Tool
MTOW Maximum Take-Off Weight
N/A Not Applicable

NAV Navigation
NORM Normal
NS No Smoking
NTSB National Transportation Safety Board
JANUARY 2020 178

O2 Oxygen
OBRM On Board Replaceable Module
OCCPD Occupied
OHSC Overhead Stowage Compartment
OPS Operations
OVBD Overboard
OVHD Overhead
OWE Overwing Exit
OXY Oxygen
PA Passenger Address
PAX Passenger
PB Pushbutton
PB SW Pushbutton Switch
PBE Protective Breathing Equipment
PCB Passenger Call Button
PCU Passenger Control Unit
PDF Portable Document Format
PED Portable Electronic Devices
PERF Performance
PES Passenger Entertainment System
PIM Programming and Indication Module
PISA Passenger Interface and Supply Adapter
P/N Part Number
POS Position
PRM Person with Reduced Mobility
PSIU Passenger Service Information Unit
PSU Passenger Service Unit
PTP Programming and Test Panel
PTT Push To Talk
PWR Power
QT Quart (US)
QTY Quantity
RCC Remote Control Center

REG Regulation
RH Right Hand
RTS Return To Seat
JANUARY 2020 179

RWY Runway
SB Service Bulletin
SDCU Smoke Detection Control Unit
SDF Smoke Detection Function
SERV INT Service Interphone
SFE Seller Furnished Equipment
SOP Standard Operating Procedures
STBY Standby
STD Standard
SW Switch
SYS System
TBC To Be Confirmed
TBD To Be Determined
T/C, TC Tourist Class
TCAS Traffic alert and Collision Avoidance System
TEMP Temperature
T/O Take Off
TUC Time of Useful Consciousness
UM Unaccompanied Minor
VCC Video Control Center

VCR Video Cassette recorder
VCU Video Control Unit
VENT Ventilation
VHF Very High Frequency
VOL Volume
VOD Video On Demand
WDO Window
WT Weight
YC Economy Class, Tourist Class
JANUARY 2020 180

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FLIGHT OPERATIONS &

2. MAIN GETTING TO GRIPS CHANGES …….…….……………………..……....….11

3. CABIN SMOKE AND FIRE ……………………………….………………..…………13

3.1. CABIN SMOKE AWARENESS ………………………………......……………...13

3.1.1. OPERATIONAL STANDARDS FOR A SMOKE OCCURRENCE …....14

3.1.2. PROTECTION FROM SMOKE ……..………………….…………………15

3.1.3. CIRCUIT BREAKERS (CBS) ……………………….……………….…...15

3.1.4. OPERATIONAL AND HUMAN FACTORS INVOLVED IN THE

3.1.5. FACTORS THAT AFFECT OPERATIONAL STANDARDS ……..…...18

3.1.6. PREVENTION PLAN ……………………….……………….....………….18

3.2. MANAGEMENT OF IN-FLIGHT FIRES …………………...…..………..……….19

3.2.1. BASIC FIRE CHEMISTRY ………………………............…….…………19

3.2.2. CLASSES OF FIRE ……………………………….………….……………20

3.2.3. FIREFIGHTING EQUIPMENT ……………….…………………….……..20

3.2.4. OPERATIONAL STANDARDS FOR AN IN-FLIGHT FIRE

3.2.4.1. CREW COMMUNICATION AND COORDINATION ……..…...24

3.2.5. OPERATIONAL AND HUMAN FACTORS INVOLVED IN IN-FLIGHT

3.2.6. FACTORS THAT AFFECT OPERATIONAL STANDARDS …..……...25

3.2.7. PREVENTION PLAN …………….…………………..……………………25

3.3. SMOKE AND FIRE PROCEDURES ………………………....………………….26

3.3.1. GUIDELINES FOR IN-FLIGHT SMOKE AND FIRE MANAGEMENT...26

3.3.2. CLASSES OF FIRE …………………………………………..……………27

3.3.3. SMOKE AND FIRE IN HIDDEN AREAS ………………..……………….29

3.3.4. AREA SPECIFIC FIRES ………………………………..…………………30

3.3.5. FIREFIGHTING ROLES ……..…………………………...……………….32

3.3.6. BASIC CABIN FIREFIGHTING PROCEDURE ……….………………..33

3.3.7. CABIN SMOKE/FIRE PROCEDURE HIDDEN AREAS OR UNKNOWN

3.3.8. LAVATORY SMOKE/FIRE PROCEDURE ………………...……………35

3.3.9. PASSENGER SEAT SMOKE/FIRE PROCEDURE ………..…………..37

3.3.10. GALLEY SMOKE/FIRE PROCEDURE ………………………..………37

3.3.11. OVEN SMOKE/FIRE PROCEDURE ……………….………..…………38

3.3.12. OVERHEAD BIN SMOKE/FIRE PROCEDURE …………..…………..39

3.3.13. LITHIUM BATTERY FIRE PROCEDURE ……………………..………40

3.4. FIRE PROTECTION ………..…………………….………………...……………..45

3.4.1. WIDE BODY AIRCRAFT – A300/A300-600/A310 …………..…………45

3.4.2. SINGLE AISLE AIRCRAFT – A318/A319/A320/A321 …………..……54

4. EMERGENCY EVACUATION ………..………...……………………….……………61

4.1. GENERAL EVACUATION GUIDELINES ……………….…...…………………61

4.1.1. CABIN CREW OBJECTIVES ……………………………….…….……...61

4.1.2. SILENT REVIEW …………...……………………………………………...62

4.1.3. CABIN CREW INITIATED EVACUATION ………………………..…….63

4.1.4. FACTORS THAT AFFECT THE EVACUATION ……………..………...64

4.2. GROUND EVACUATION …………...…………….……………………………...70

4.2.1. UNPLANNED GROUND EVACUATION ……………………..…………70

4.2.2. PLANNED GROUND EVACUATION …………….……………………...71

4.2.3. RESPONSIBILITIES BEFORE CREW EVACUATION ………….…….77

4.2.4. CREW RESPONSIBILITIES AFTER EVACUATION …………...……..77

4.2.5. FACTORS THAT AFFECT OPERATIONAL STANDARDS ..…………78

4.2.6. PREVENTION PLAN …………………………………………………..….77

4.3. DITCHING ………………………...….…………………………………………….83

4.3.1. UNPLANNED DITCHING …………………………………………….…...83

4.3.2. PLANNED DITCHING …………………….….……………………………83

4.3.2.2.2. PURSER TO CABIN CREW BRIEFING ………….87

4.3.3. RESPONSIBILITIES BEFORE CREW EVACUATION …………….….89

4.3.4. CREW RESPONSIBILITIES AFTER EVACUATION ………………….90

4.3.5. FACTORS THAT AFFECT OPERATIONAL STANDARDS ………….90

4.3.6. PREVENTION PLAN ………………………………………….…………..91

4.3.7. DITCHING PROCEDURES …………………………………….…………91

4.4. SURVIVAL ……………...……………………………………….……….…………98

4.4.1. EVACUATION AT OR NEAR AN AIRFIELD ……………….…………..98

4.4.2. EVACUATION FAR FROM AN AIRFIELD ……………………………..98

4.4.3. SURVIVAL PRIORITIES ………………...………………………………..99

5. CABIN DEPRESSURIZATION ……………………….……………………………..104