Cabin Operations

Flight Operations Briefing Notes Effective Briefings for Cabin Operations

Flight Operations Briefing Notes

Cabin Operations
Effective Briefings for Cabin Operations

I Introduction
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.

Different briefings take place before the flight:

• The Purser to cabin crew preflight briefing
• The flight crew to cabin crew preflight briefing
• The passenger preflight safety briefing.

Note: The passenger preflight safety briefing is addressed in the Unplanned Ground
Evacuation Flight Operations Briefing Note.

There may also be other briefings during the flight, for example during unusual,
abnormal or emergency situations.
The aim of briefings is to establish a clear plan of action, communicate and exchange
information, to ensure there is a common understanding between all crewmembers.

The aim of this Flight Operations Briefing Note is to enable the cabin crew to:
• Plan and prepare briefings
• Perform successful briefings
• Improve communication and coordination onboard the aircraft.

Note: The word” Purser” refers to Senior Cabin Crewmember.

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II Background Information

Briefings are identified as being a crucial ingredient to effective crew resource

management to:
• Ensure open communication between the flight crew, the cabin crew and
the passengers
• Promote teamwork
• Ensure that task sharing and the workload is evenly distributed
• Set the expectations and standards for the flight.

The lack of some of these elements has been cited in many accidents and incident
reports as a contributing factor, for example:
• A lack of communication and coordination between the flight crew and the cabin
crew
• Misunderstandings due to ineffective communication
• Errors, due to heavy workload
• Errors, due to intentional/unintentional deviation from procedures.

An effective briefing is a valuable tool for cabin crew and flight crew to help manage
errors and improve outcomes.

III Objectives of Crew Briefings

Briefing should provide a clear picture of the flight ahead, and build a common
understanding amongst the crew of the expectations of the flight.
A successful briefing should be short, interesting and detailed, and should include
teamwork, communication, coordination, planning and anticipating possible unplanned
events:

• Team Building and Teamwork

Many cabin crew and flight crew are faced with the challenge of constantly working
with different colleagues, often with colleagues that they have never met or worked
with before. However, they are expected to work in very close proximity for long
periods of time. In this case, it is important to quickly establish teamwork and
synergy.
Good team performance depends on synergy, which means working together.
Synergy is a vital ingredient to effective teamwork.

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The conditions for synergy are:

− A shared goal
− A clear crew structure
− Clear task allocation
− Team spirit
− Good Leadership.

The structure of the cabin crew ensures that crewmembers have specific roles, and
very specific duties. The application of good Crew Resource Manage (CRM) within
a crew creates the right balance for the crew to work as an effective team.
For a team to be successful, they must be able to talk to each other, share
information, listen to each other and be assertive, when necessary.

• Encourage Open Communication

A good briefing must encourage open, interactive communication between
all crewmembers, emphasizing the importance of questions, input from
crewmembers, and exchanging information.

• Crew Coordination and Workload Distribution

The briefing establishes the chain of command, the leadership. The Purser
organizes the workload and duties of the cabin crew, and ensures that
the cabin crewmembers understand their responsibilities.
The workload must be evenly distributed amongst the crewmembers to avoid
individuals from work overload, which may distract attention from critical tasks, and
lead to errors.

• Planning and Time Management

Cabin crew activities should be planned, based on the flight time, the expected
flight conditions, the Standard Operating Procedures of the Operator, and
the service requirements. Cabin crewmembers should be encouraged to prioritize
tasks during periods of heavy workload, and according to flight conditions.

• Unplanned Events
Briefings are the ideal moment for cabin crew and flight crew to discuss
the importance of safety duties and responsibilities, to ensure crew communication,
coordination and crew awareness during unplanned events. Highlight the need for
the cabin crew to:
− Respond promptly and efficiently to any unusual, abnormal or emergency
situation
− Communicate with flight crew and Purser.

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III.1 When to Perform the Cabin Crew Briefing

Cabin crew preflight briefings and flight crew to cabin crew preflight briefings should be
performed before each duty period. In most countries, cabin crew briefings are
mandatory and are required by the national aviation authority regulations.
Sufficient time should be spent on the briefing 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 be held in a designated briefing room.
If this is not possible, the briefing may be performed onboard the aircraft, before
passenger boarding begins.

III.2 The Role of the Purser

The Purser is responsible for all the cabin crewmembers, and is identified as the leader
of the cabin crew. The Purser distributes the workload and tasks to the cabin
crewmembers.
The Purser is responsible for ensuring that all Standard Operating Procedures (SOPs)
and emergency procedures are performed by the cabin crew, in accordance with
the operator’s policies, procedures and Cabin Crew Operating Manual.
The Purser is the communication link between the cabin crew and the flight crew.
The Captain informs the Purser of any technical, or operational problems. The Purser
then informs the other cabin crewmembers.
In every successful team, there are leaders and followers. Followers play
a complementary role to leaders. A follower plays a supporting role, and every
successful leader needs support.
The Purser, as the leader, is someone who through word, action and example can
influence the behavior and actions of others. A leader has the capacity to share
the goals of the team, understand the needs of the team, and motivate the team
to achieve their goals. Good leadership requires teamwork. The quality of the leader
depends on their relationship with the other members of the team.
It is important to remember that there is a difference between authority and
leadership: Leadership is an acquired skill, whereas authority is assigned. A good
Purser has the correct balance of both.
A good Purser has the acquired knowledge, skills, expertise and professionalism
to motivate the cabin crew and inspire confidence.
It is important that Pursers receive appropriate training, and have the necessary skills
and expertise to perform their tasks, including leadership and briefing skills.

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IV Effective Preflight Briefings

IV.1 Briefing Techniques

The briefing is addressed to 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 “A, B, C rule”:

• A for 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 otherwise it may become routine and repetitive. The Purser
should:
− Plan and prepare the briefing
− Select the relevant information before the briefing.

• B for Brief: A briefing should be as the word suggests, “brief”. The Purser should
keep the briefing short to ensure that the attention of all cabin crewmembers is
focused on the most important points.
• C for Clear and Concise: The briefing must be understood by all crewmembers.
It should be interactive, and encourage cabin crewmembers to share information
and ask questions. The Purser should adopt good communication methods to
encourage feedback.

IV.2 Setting the Tone for Effective Teamwork

The briefing is the starting block for a high performance team. The Purser must create
an environment where open, interactive communication is encouraged. The Purser can
use some practical communication skills to create such an environment, using positive
language and body language. For example, the use of the word “we” encourages
all crewmembers to participate and contribute to the flight. The Purser should:
• Use professional and friendly language
• Listen with patience and not interrupt others
• Ask the cabin crewmembers if they have any questions or comments
• Encourage the cabin crew to exchange information and ideas at all times
• Answer questions directly
• Use eye contact, as appropriate.

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IV.3 The Purser to Cabin Crew Preflight Briefing

As previously mentioned the briefing should focus on the most important points
relevant to the flight.

The cabin crew briefing should cover the following points:

• Introductions: The preflight briefing must always start with professional, respectful
introductions, It is important that the Purser invite the cabin crew to introduce
themselves, particularly as the cabin crewmembers may not know each other.
• Flight details: For example, the flight number, destination(s), departure time,
estimated time of arrival, aircraft registration.
• Special flight information: For example, passenger loads, special requirements for
passengers, any identified maintenance issues that may affect the flight.
• Workload distribution, task sharing and responsibilities: Clearly define the duties
and responsibilities of each cabin crewmember, to ensure that all cabin
crewmembers are prepared and expectations are clear. The Purser should take into
account the rank and operating experience of the cabin crewmembers when
distributing the tasks. The Purser should ask safety related questions to ensure that
each crewmember understands their position on board the aircraft.
• Crew Communication and Coordination: Encourage the cabin crew to immediately
report and communicate any unusual, abnormal or emergency situations to
the Captain and the Purser. Then ensure that all crewmembers have a clear picture
of the situation.
• Review of the operating procedures: To ensure that the cabin crew understands
the importance of performing their duties in accordance with the Operator’s
Standard Operating Procedures (SOPs) and emergency procedures. When
the procedures are understood and adhered to, they provide a common ground and
understanding for the entire crew, and ensure crew coordination at all times.
• Questions: It is important to provide the cabin crewmembers with the opportunity
to ask questions, in order to clarify that the entire cabin crew as understood
the items discussed during the briefing. Many Operators have cabin crews based in
different locations throughout the world. The Purser should take into account such
cultural aspects and remember that not all crewmembers may have the same
understanding.
Cabin crewmembers must be encouraged to report to the Purser, or the flight crew,
anything that they feel may compromise the safety of the flight.

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IV.4 The Flight Crew to Cabin Crew Preflight Briefing

Although the work of the flight crew and cabin crew is very different in nature,
the flight crew and the cabin crew work as one crew, with a common goal, the safe
completion of the flight.
The sharing of information from the cockpit to the cabin, and from the cabin to
the cockpit is essential to the safety of the flight.
The most important Standard Operating Procedure an Operator can adopt to ensure
flight crew and cabin crew communication and coordination is a flight crew to cabin
crew preflight briefing. The flight crew to cabin crew briefing should encourage open
two-way communication, teamwork and coordination.

The pre-flight briefing should include the following topics:

• Introductions: The flight crew to cabin crew preflight briefing must always start with
professional, respectful introductions,
• The en-route weather: To determine if areas of turbulence are anticipated during
the flight, and to manage and secure the cabin in a timely manner.
• The estimated flight time: The flight time may be shorter or longer than expected.
This information will help the Purser with time management to organize cabin
activities.
• Unusual Situations: For example, armed escorts traveling onboard.
• Cockpit entry procedures
• Sterile cockpit rule: The sterile cockpit procedures should be discussed, for example
the signals, and procedures to be applied when the sterile cockpit rule is in effect.
During this briefing, the Purser and Captain should establish the circumstances in
which it is acceptable to call the flight crew when the sterile cockpit rule is in effect.
• Emergency and communication procedures
• Anything that the flight crew or the cabin crews need to discuss related to the flight.
(for example, special cargo, flight crew meals etc..).

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V Summary of Key Points

• Operators should allocate a specific period of time and area to ensure that
a detailed cabin crew preflight briefing is performed.
• Operators should include a flight crew to cabin crew preflight briefing as part of
their Standard Operating Procedures (SOPs).
• An effective briefing should be short, interesting and detailed. The briefing should
include teamwork, communication, and coordination, planning and anticipating
possible problems.
• Operators should ensure that Pursers receive appropriate training, and have
the necessary skills to perform their tasks, including leadership and briefing skills.
• Operators should ensure that all cabin crewmembers receive Crew Resource
Management (CRM). Cabin crew and flight crew should be encouraged to use CRM
as part of their work practice, to enhance team performance, and more importantly,
reduce the risk of errors.

VI Associated Flight Operations Briefing Notes

The following Flight Operations Briefing Notes provide additional information about
this subject:
• Crew Communication
• Turbulence Threat Awareness
• Unplanned Ground Evacuation

VII Regulatory References

• JAR-OPS 1 – IEM Ops 1.1000 (c) – Senior Cabin Crew Training - http://www.jaa.nl/

• Federal Aviation Authority – Advisory Circular 120-51E - Crew Resource

Management Training
• Federal Aviation Authority – Advisory Circular 120-48 – Communication and
coordination between flight crewmembers and flight attendants
Note: The FAA AC publications can be found on: http://www.airweb.faa.gov/.

VIII Airbus References

• A318/A320/A321, A330, A340 and A380 Cabin Crew Operating Manuals (CCOM)
• Getting to Grips with Cabin Safety (Brochure)

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IX Additional Reading Materials / Websites References

• National Transportation Safety Board (NTSB) – Aviation Safety Studies & Special
Report – Emergency Evacuation of Commercial Airplanes (Safety Study SS--00-01):
http://www.ntsb.gov/publictn/A_Stu.htm

• Australian Transportation Safety Board (ATSB) - Aviation safety – Aviation

Publication - Evacuation Commands for Optimal Passenger Management (02-May-
2006): http://www.atsb.gov.au/

• Flight Safety Australia - The Big Brief – Cabin crew -March – April 2001
• Flight Safety Australia - Listen Up – cabin crew- July – August 2001

These publications are available on the Flight Safety Australia website:

http://www.casa.gov.au/fsa/.

• Flight Safety Foundation – Cabin Crew Safety November - December 1999 -

http://www.flightsafety.org/home.html.

• Briefings Reference Manual – Dédale Europe

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference : FLT_OPS – CAB_OPS – SEQ 01 – REV 01 – DEC. 2007

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Flight Operations Briefing Notes Dangerous Goods Awareness

Flight Operations Briefing Notes

Cabin Operations
Dangerous Goods Awareness

I Introduction
Many everyday items and substances can be dangerous when transported by air. Due
to the variations in temperature and pressure during a flight, some of these items may
leak or break, generating toxic fumes or possibly starting a fire.
Employee’s who may come into contact with dangerous goods need to be aware of
the nature of such goods, their potential for causing incidents and accidents and how
they should be dealt with.
The aim of this Flight Operations Briefing Note is to provide cabin crew with information
and guidance for dangerous goods carried in the passenger cabin.

II Background Information

II.1 Definition
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.”
(ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air)

II.2 Dangerous Goods Regulatory Requirements and Recommendations

The International Civil Aviation Organization (ICAO) “Technical Instructions for
the Safe Transport of Dangerous Goods by Air”, provides Operators with
the basic legal requirements for transporting dangerous goods by air.

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The International Civil Aviation Organization (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 an excellent source of information on dangerous
goods.
Many aviation authorities require that Operators provide dangerous goods training for
cabin crew during initial and recurrent training.

Operators should include dangerous goods as part of the cabin crew training program
to increase cabin crew awareness to:
• The risks involved in carrying dangerous goods by air
• How to deal with a dangerous goods incident onboard the aircraft.

II.3 Reported Dangerous Goods Incidents

Prohibited dangerous goods may inadvertently be carried onboard an aircraft by
passengers who are not aware of, or who deliberately ignore, the regulations. Items
that passengers are entitled to carry onboard an aircraft may also cause an incident.

Here are some examples of cases where baggage contained dangerous goods onboard
the aircraft:
• “Upon arrival, customs officers found a passenger's baggage contained 48 long
fireworks (roman candle type), 32 packets of friction ignition (match style)
fireworks and 2 cigarette lighters, all packed in the same bag. The passenger had
started his journey with another operator and had made two transit stops prior to
connecting with the flight in question.” (Source: Civil Aviation Authority, United
Kingdom Safety Regulation Group, Dangerous Goods Monthly Report, April 2007).
• The picture below shows damage to passenger baggage due to damaged bottles of
35-percent hydrogen peroxide solution in water, an oxidizer with corrosive
properties that leaked in a cargo compartment.
The bottles were in an ice chest that was checked in by a passenger on the flight.
The suitcase was found smoldering in the cargo compartment by the baggage
handlers.

Photo Credit: National Transportation Safety Board, (NTSB) DCA-99-MZ-001

Damage to Passenger Baggage

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III Dangerous Goods Classification

The main document of reference used by operators is the International Air Transport
Association (IATA) Dangerous Goods Regulations (DGR) guide. The IATA DGR provides
operators with information regarding the marking, packaging, labeling and, the
documents required for dangerous shipments, based on international and national air
regulations.
The IATA Dangerous Goods Regulations are developed in accordance with the ICAO
Technical Instructions.
Dangerous goods are classified into hazard classes. Each hazard class is divided into
several sections and specific labels are applied to each one of these classes and/or
sections.
A system of diamond-shaped placards and labels are used to identify dangerous goods.
Different colors and symbols, such as a flame for flammables or skull and crossbones
for poisons, identify the dangers associated with the product.

Note:
These symbols are as known at the time of the publication of this Flight Operations
Briefing Note and are subject to revision. Operators should refer to the IATA Dangerous
Goods Regulations.

Class 1: Explosives – Explosive substances, explosive articles, and pyrotechnic

devices, for example, ammunition, and fireworks.

Class 2: Gases
Class 2.1 Flammable Gas: Gases, which ignite on contact with an ignition
source, such as 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

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Class 3: Flammable liquids – Examples are petrol, alcohol, and perfume.

Class 4: Flammable solids – Examples are matches, flammable metal powder

Class 4.1: Spontaneous Combustibles
Class 4.2: Dangerous When Wet - Solid substances that emit a flammable
gas when wet or react with water when wet, such as sodium and potassium.

Class 5: Oxidizing Agents and Organic peroxides

5.1 Oxidizing Agent - oxidizing agents, which are not organic such as
ammonium nitrate and chemical oxygen generators.
5.2 Organic Peroxides – are 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) and infectious substances

Class 6.1 Toxic substances - those substances that are liable to cause death
or injury if swallowed, inhaled or absorbed through the skin. Examples are
pesticides and poisons, mercury.

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Class 6.2 Infectious substances - those known to contain, or reasonably

expected to contain, pathogens, such as Bacteria, Viruses, medical waste (used
needles).

Class 7: Radioactive materials

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 such as dry ice and magnets.

III.1 Dangerous Goods Accepted in the Cabin

Passengers and cabin crewmembers are permitted to carry a limited amount of
classified dangerous goods for personal use in their carry-on baggage, such as:
• Toiletry articles: e.g. perfume, nail polish, nail polish remover
• Small lithium and lithium-ion batteries, such as those found in portable electronic
devices
• Alcoholic beverages, with an alcohol content of less than 70%
• Dry ice.

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Note:
The types of items that are authorized onboard the aircraft may vary in each country,
depending on the local aviation authority and security regulations.

Other classified dangerous goods that are permitted in the cabin include required
emergency equipment, in accordance with airworthiness regulations, such as:
• Oxygen
• Fire extinguishers
• CO2 gas cylinders to inflate the life vests.

III.2 Prohibited Dangerous Goods

The discovery of the following items in the cabin must be considered as a dangerous
goods incident as the items below are strictly prohibited for transport in the cabin:
• Explosives - fireworks, flares, toy gun caps
• Compressed gases - filled or partly filled aqualung cylinders (including camping gas
cylinders)
• Flammable liquids and solid - lighter fuel, non-safety matches, 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
• Radioactive materials - medical or research samples which contain radioactive
sources
• Corrosives - acids, alkalis, wet cell type car batteries, caustic soda
• Magnetized materials - instruments containing magnets.

IV Dangerous Goods Handling

Operator’s 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 polyethylene bags
• Bag ties to seal the bags correctly after use
• Long rubber gloves.

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If a dangerous goods response kit is not provided onboard the aircraft, the cabin crew
must improvise using the equipment that is available. There are many pieces of
equipment in the cabin that the cabin crew may use in this case, such as:
• Oven gloves/fire gloves that can be covered with plastic bags to protect the hands
• Large and small polyethylene bags, e.g. waste bin bags, duty free bags or
airsickness bags
• Absorbent materials, e.g. paper towels, newspapers, headrest covers, etc.
• Catering boxes
• Towels
• Blankets.

V Discovery of Dangerous Goods in the Cabin

The first alert to a dangerous goods spillage or leak may be from a passenger who
notices an unusual odor or fumes, or who simply identifies an item that is leaking from
cabin baggage.
When a dangerous good is discovered in the cabin, the cabin crew must notify the flight
crew immediately.

The cabin crew should ask the passenger concerned to identify the item. The passenger
may be able to provide the cabin crew with some guidance on the hazard involved.
The cabin crew should try to collect as much information as possible, e.g. check for:
• A dangerous goods label
• Numbers on the packaging
• Written information on the packaging
• Odors
• Fumes
• Smoke
• An effect on passengers.

In the case of a spill of known or suspected dangerous goods in powder form:

• Leave everything undisturbed
• Do not use a fire extinguisher or water
• Cover the area with polyethylene, plastic bags and blankets
• Isolate the area until after landing.

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V.1 Crew Communication and coordination

The cabin crew should provide the flight crew with an accurate description of the item,
and the effects in the cabin, in order to help the flight crew to apply the appropriate
procedure. It is essential that the cabin and flight crews coordinate their actions and
that they keep each other fully informed of their actions and intentions.

V.2 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, fire-resistant
gloves or oven gloves covered by polyethylene bags are a suitable alternative.
The cabin crew should also use Portable 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 to passengers,
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 incidents provided in The Flight
Operations Briefing Notes Cabin Smoke Awareness and Managing Fire in the Cabin.

Water should not be used on a spillage or when fumes are present as it may spread
the spillage or increase the fumes. Consideration should also be given to the possible
presence of electrical components when using water extinguishers.

V.3 Dangerous Goods Removal

The dangerous good and the associated contaminated materials should be removed
from the cabin.
The dangerous good should be placed in a dangerous goods bag or a polyethylene bag,
with the broken part or opening facing upwards. Put all materials that become
contaminated when removing the dangerous good in the same bag.
Close the bag and expel excess air, twist the open end of the bag, and seal it by tying
a knot or using a bag tie.

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.

Take off the gloves, and avoid skin contact with any contaminants. Put the gloves in
the second bag. Place the first bag into the second dangerous goods bag using
the same procedure.
All contaminated materials, such as seat covers and sections of carpet should be
treated in the same manner as a dangerous good.

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V.4 Stowing Dangerous Goods Items

After the cabin crew cleans up the dangerous goods spill, they must ensure that
the polyethylene bags containing the dangerous goods are safely stowed and secured.
If a catering box is available, the cabin crew can use it to store the bags containing
the dangerous goods.
Dangerous goods should be stored in a location that is as far away from the cockpit and
passengers as possible. The cabin crew may use an aft galley or aft lavatory, if
possible. However, boxes or plastic bag(s) must not be stored against the pressure
bulkhead or fuselage wall.
If the cabin crew uses a lavatory to store dangerous goods, boxes should be put on the
floor, bag(s) should be stowed in an empty waste container, and the lavatory door
should be locked from the outside. Using the lavatory to store the dangerous goods will
prevent fumes from entering the cabin.

Note:
In a pressurized aircraft, if a lavatory is used, any fumes will be vented away from
passengers.

When moving a box that contains dangerous goods, the cabin crew must ensure that
the opening remains upward. When moving a bag, the cabin crew must ensure that
the receptacle containing 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.

V.5 Reporting A Dangerous Goods Incident

The cabin and flight crew should coordinate to complete an Air Safety Report following
a dangerous goods incident, in many countries this report is mandatory. This report
should include:
• The date of the incident or accident, or the discovery of undeclared or incorrectly
declared dangerous goods
• The flight number and flight date
• A description of the goods and the location found in the cabin
• The type of packaging, and the packaging specification marking on it
• Passenger details, e.g. seat number, name, address
• Crew actions
• Any other relevant information.

The cabin crew must enter the details of the incident in the aircraft maintenance
logbook, so that the maintenance personnel can replace the dangerous goods kit
(if installed) and repair any damage to the cabin caused by the inciden

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On Arrival
After landing, notify the ground personnel all the known facts about the Dangerous
Goods item and where it is stowed.

VI Operational and Human Factors Involved in an In-Flight Dangerous Goods

Incident

When dangerous goods are discovered in the cabin, this may be an indication of other
problems, such as:
• A lack of security screening on ground
• A lack of dangerous goods awareness training for passenger handling staff and
security staff
• Not adhering to the Operator’s policy regarding the transportation of dangerous
goods in the cabin
• A lack of visible information provided to passengers regarding dangerous goods that
may be carried onboard, e.g. at check-in desks, or on the tickets.

VII Prevention Strategies

Dangerous goods are regularly and routinely carried on passenger and all cargo aircraft
and present little hazard in transport provided they are correctly identified, packaged
and handled. But, Dangerous Goods can be potentially harmful to passengers and crew,
release smoke in the cabin or develop into an on-board fire. Therefore, both
the operator and the cabin crewmembers should take the following preventive actions:
• Display notices for passengers at check-in areas, ticket sales desks, etc.
• Ensure that the regulations regarding the transportation of dangerous goods are
strictly adhered to by ground personnel, passengers, and the cabin and flight crews
• Provide detailed and precise procedures for dangerous goods handling and
emergencies to all employees who may be in contact with dangerous goods.

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Flight Operations Briefing Notes Dangerous Goods Awareness

VIII Summary of Key Points

It is important to note the following key points:
• Operators should ensure that all cabin crewmembers receive training that takes into
account:
− The hazards associated with dangerous goods
− Safe handling of dangerous goods
− Emergency response procedures for dangerous goods incidents.

• Operators should ensure that passengers are aware of dangerous goods regulations
by making the requirements and policies associated with the transportation of
dangerous goods in the cabin visible

• Operators should ensure that dangerous goods information and safe handling
procedures are included in manuals

• Operators should refer to IATA and ICAO Emergency Response Guidance to develop
their dangerous goods in-flight incident procedures.

IX Associated Flight Operations Briefing Notes

The following Flight Operations Briefing Notes provide additional information about this
subject:
• Cabin Smoke Awareness
• Managing Fire in the Cabin

X Regulatory References
• Jar – Ops 1 Subpart O, 1.1005 (7) Cabin Crew Training, Jar-Ops 1 Subpart R,
Dangerous Goods, 1.225 - http://www.jaa.nl/

• International Civil Aviation Organization (ICAO) Documents:

− Emergency Response Guidance for Aircraft Incidents Involving Dangerous
Goods, 2007-2008 Edition.
− Annex 18 – International Standards and Recommended Practices - The Safe
Transport of Dangerous Goods by Air
− Technical Instructions for the Safe Transport of Dangerous Goods by Air -
www.icao.int

• IATA - Dangerous Goods Regulations – www.IATA.org

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Flight Operations Briefing Notes Dangerous Goods Awareness

XI Additional Reading Materials / Websites References

• Flight Safety Foundation – Publications - Cabin Crew Safety – January-February
2005 – Generic Checklists Focus Response to In-Flight Dangerous-goods Incidents
www.flightsafety.org
• Flight Safety Australia – Cabin Crew – November – December 2005 – Some things
Were Never Meant to Fly – www.casa.gov.au

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference : FLT_OPS – CAB_OPS – SEQ 03– REV 01 – MAY 2008

Page 12 of 12
 Cabin Operations
Flight Operations Briefing Notes Cabin Smoke Awareness

Flight Operations Briefing Notes

Cabin Operations
Cabin Smoke Awareness

I Introduction
It is important that cabin crewmembers be aware of indications of smoke, report them
to the flight crewmembers and respond to. All crewmembers must take all reports of
smoke in the cabin seriously. They must immediately identify the source of smoke, and
take the appropriate actions in order to significantly minimize the risk of fire onboard
the aircraft.
It is wise to treat a smoke occurrence as fire, until it has been proven otherwise.
The cabin crewmembers must remember that the development of an odor, or smoke,
takes some time before it can be detected.
Additional information on on how to deal with in-flight fire events is provided in
the Flight Operations Briefing Note Managing Fire in the Cabin.

II Background Information

Analysis of in-service events involving smoke in the cabin has shown:

• Cases where the cabin crewmembers detected the source of smoke easily
• Cases where the cabin crewmembers detected the source of smoke with difficulty.

In most cases, the cabin crewmembers reported that the source of smoke was easily
identified.

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The following are the areas where the cabin crewmembers can easily detect the source
of smoke:
• Galley equipment (ovens, coffeemakers) represented the most common source of
smoke
• Cabin equipment (e.g. a seat screen or seat control malfunction)
• Lavatories.

The following are areas where it is difficult for the cabin crewmembers to detect
the source of smoke:
• Air conditioning
• Sidewall panels
• Ceiling panels.

Smoke coming from the above areas may be attributed to:

• The Auxiliary Power Unit (APU)
• Cabin recirculation fans
• Cargo compartments
• Crew Rest Compartments
• Electrical wiring
• Engine Air Bleed (e.g. Bird ingestion, …).

Sometimes human error is a contributing factor to some smoke occurrences, such as:
• Putting a flammable item in an oven (e.g. plastic wrapping left on food during
the cooking cycle, …)
• Leaving an empty coffeemaker on a hot plate
• Placing a flammable item close to a source of heat (e.g. plastic cups next to a hot
oven)
• Forgetting to check the cleanliness of oven pre-flight (i.e. papers or food grease left
in the oven)
• Smoking in the lavatories.

If it is not possible for the cabin crewmembers to immediately detect the source of
smoke, the following consequences may occur:
• Fire
• Emergency evacuation
• Hospitalization of cabin crewmembers and/or passengers due to smoke inhalation
• Flight delays, In-flight Turn Back (IFTB), diversions.

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III Operational Standards for a Smoke Occurrence

When the cabin crewmembers identifies and locates smoke, they must apply
the appropriate procedures in order to stop the smoke and prevent a fire.
Smoke can come from different areas of the aircraft. These areas can be identified as
either “easy” or “difficult” sources of smoke.

The “Easy” Sources of Smoke

The cabin crewmembers must take the following actions:

• Shut off the electrical power by pulling the corresponding circuit breaker, and
shutting off the power, if applicable
• Inform the flight crew immediately
• Closely monitor the situation
• Prepare a fire extinguisher, Protective Breathing Equipment (PBE) and fire gloves in
case the situation deteriorates.

The “Difficult” Sources of Smoke

The cabin crewmembers may have limited or no access to areas such as sidewall,
ceiling panels, or air conditioning, and may have no way of visually monitoring them.

If smoke comes from any of these areas, the cabin crewmembers must take
the following actions:
• Inform the flight crew
• Closely monitor the situation
• Prepare a fire extinguisher, Protective Breathing Equipment (PBE), fire gloves in
case the situation deteriorates.

Protection from Smoke

Smoke can impair judgment and affect performance. When inhaled even in small
quantities, it can be fatal depending on an individual’s level of tolerance. Materials that
are used in the cabin release toxic fumes when smoldering, such as:
• Carbon monoxide (CO)
• Hydrogen cyanide
• Hydrogen chloride and Acrolein.

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The cabin crewmembers must take the following actions, in order to protect everyone
on board, from the negative effects and consequences of smoke inhalation:
• Do not open the cockpit door, unless it is necessary. Take necessary action to
prevent smoke and fumes from contaminating the cockpit
• Move passengers away from the smoke source area. If this is not possible,
encourage the passengers to remain at a low level where the air is clearer
• Use wet towels, a wet cloth, or a head rest cover to reduce some of the effects of
smoke inhalation. Instruct passengers to hold the wet towel/cloth over their noses
and mouth and breathe through it.

In addition, the cabin crewmembers should use Protective Breathing Equipment (PBEs)
to protect themselves.

Use of Circuit Breaker

Circuit breakers are safety devices, that are designed to interrupt the flow of electrical
current to prevent the overheating of wiring and connectors when overloads or short
circuits occur. They also help to isolate specific circuits that do not have any other
switching device.
A circuit breaker will trip, when a predetermined electrical current is detected.
A thermal sensing element (e.g. bi-metal) opens the circuit.
The cabin crewmembers should pull the circuit breaker related to equipment when they
see smoke coming from this equipment.
Pulling a circuit breaker will cut off the power source to an electrical item. A circuit
breaker is pulled or has tripped automatically, must never be re-engaged by the cabin
crewmembers.
If a circuit breaker trips, this may indicate a problem. In addition, this problem may be
located in an area that is not visible.
Re-engaging a tripped circuit breaker may cause more electrical damage and increase
the risk of damage to other equipment.
The cabin crewmembers must never use circuit breakers as “ON/OFF” switches for
equipment.

Crew Communication / Coordination

If there is smoke in the aircraft, effective crew communication is essential.
The information that the cabin crewmembers provides to the flight crew will determines
the course of action that the flight crew will take.

The cabin crewmembers must inform the flight crew immediately in order to:
• Limit confusion
• Increase confidence in decision-making

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• Improve the chances of a successful outcome.

Only one cabin crewmember should act as a liaison between the cabin and the flight
crew, via the interphone, so as to avoid conflicting information.

This cabin crewmember should report:

• Location of smoke
• Source (if possible)
• Severity (density, color, odor, how it is affecting people in the cabin)
• Any actions taken.

Never underestimate the severity of smoke and fire, when reporting to the flight crew.
Do not mention fire, unless flames are visible.

In the event of smoke in the cabin, the following actions should be taken by the cabin
crewmember who noticed the smoke:
• Inform the other crewmembers
• Obtain the nearest firefighting equipment in the cabin
• Locate the source of smoke
• Closely monitor the situation.

The other cabin crewmembers must also be ready to perform their assigned duties if
the smoke develops into a fire.

The in-flight fire fighting procedures are further detailed in the Flight Operations
Briefing Note Managing Fire in the Cabin.

IV Operational and Human Factors Involved in the Detection of Smoke

When smoke is detected in the cabin, the cabin crewmembers must immediately try to
identify the source.

IV.1 Operational Factors involved in the Detection of Smoke

Some areas are equipped with smoke detection devices which will alert both flight
crewmembers and cabin crewmembers when smoke is detected.

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Smoke Detectors
There is a smoke detector in all lavatories. If smoke enters into the measuring chamber
of a smoke detector, a visual and aural warning is transmitted to the cabin and cockpit.

Visual Indications in the Cabin

Visual indicators appear on the following systems in order to notify to the cabin
crewmembers that smoke is detected:
• All Attendant Indication Panels (AIP)
• The applicable Area Call Panel (ACP)
• The associated lavatory wall
• The Forward Attendant Panel (FAP)
• The Aft Attendant Panel (AAP).

Aural Indications in the Cabin

The following aural indicators will simultaneously trigger, with the visual indicators:
• A repetitive chime from all the cabin loudspeakers
• A repetitive chime from all attendant station loudspeakers.

IV.2 Human Factors involved in the Detection of Smoke (Situational

Awareness)

The cabin crewmembers must also use their senses (hearing, touch, smell, vision) to
detect smoke. Sometimes, the cabin crewmembers may not see any smoke, but may
recognize such indications as:
• An abnormal noise in the cabin
• An abnormally warm surface
• An unusual odor.

Sense of Hearing

Cabin crewmembers and passengers may hear abnormal (snapping, crackling) noises,
and should report them. These noises could be caused by electrical arcing of wiring.

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Sense of Touch
When trying to find the source of smoke, the cabin crewmembers should use the back
of their hands to check the temperature and/or heat of the various panels and/or doors.

Sense of Smell

The following abnormal odors may indicate the presence of smoke:

• Acrid odor: Electrical equipment, engine oil leak
• Burning: Electrical or galley equipment, bird ingestion
• Chemical odor: Contaminated bleed cuts, Auxiliary Power Unit (APU) fluid ingestion
• Chlorine: Smoke hood, blocked door area drain
• Electrical odor: Electrical equipment
• Fuel odor: APU, Flush Control Unit (FCU)/Fuel line
• Oil: Engine or APU oil leak
• Sulphur odor: Wiring, avionics filter water contamination, light bulb.

Sense of Vision
The different panels (Attendant Indication Panels, Area Call Panel…) dispatched through
the cabin help the cabin crewmembers to detect the presence of smoke in the aircraft.

V Operational and Human Factors Affecting Operational Standards

The analysis of in-service events shows that operational standards may not be effective
or may be not applicable, due to the following:
• Ineffective detection of smoke:
− Odors or smoke may take some time to develop before it can be detected
− Recirculation of smoke through air conditioning.

• Inadequate procedure

• Incorrect application of the procedure:

− A cabin crewmember resets a tripped circuit breaker without informing the flight
crew about the incident
− A cabin crewmember does not put an inoperative flag or indicator on a faulty
circuit breaker.

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• Lack of training:
− The cabin crewmembers are not proficient enough to accurately perform their
respective duties in the event of smoke
− The cabin crewmember is not proactive or, hesitates to apply the required
procedure
− A cabin crewmember does not know what procedure should be applied
(e.g. The crewmember opens the door of an oven that is emitting smoke, …).

• Lack of Operator policy:

− The Operator does not have a policy regarding the use of circuit breakers (C/B).

• Ineffective communication with flight crew:

− A cabin crewmember does not accurately inform the flight crew, by declaring
the presence of a fire, without having seen flames. It may cause the flight crew
to decide to perform an unnecessary emergency landing
− Important cabin crewmembers and passengers information may not always be
taken into account by the flight crew (odors, noises…).

VI Prevention Strategies

It is important to remember that the source of smoke may quickly develop into an on-
board fire, if left undetected. Therefore, both the operator and the cabin crewmembers
should take the following preventive actions:
• The cabin crewmembers should perform a complete pre-flight check including ovens
and galleys to ensure that they are clean (papers or any flammable items left in it)
• The cabin crewmembers should frequently monitor the cabin, galleys (ovens) and
lavatories (waste bins)
• The cabin crewmembers should have good knowledge of the cabin configuration and
of all smoke procedures.
• Operators should provide training and documentation about these smoke-related
procedures
• Operators should ensure that cabin crewmember are medically apt for the flight
(e.g. A cabin crewmember does not have a cold that may affect his/her ability to
detect the odor of smoke)
• Finally, operators should adopt a “Hands-off” policy about tripped circuit breakers.
This is to prevent cabin crewmembers performing tripped circuit breakers resets, in
any circumstance, and to encourage them to immediately report tripped circuit
breakers to the flight crew. Tripped circuit breakers indicate the existence of
an abnormal electrical situation, and the possible existence of smoke and/or fire.

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VII Summary of Key Points

It is important to note the following key points:

• Operators should develop their policies for cabin safety matters related to smoke in
the cabin
• Operators should plan regular training courses and exercises for its cabin
crewmembers. Training exercises should be performed in “realistic” environments
such as in mock-up aircraft, to help the cabin crewmembers to become familiar with
cabin smoke events
• Operators should implement the recommendations issued by aviation authorities in
their procedures and training
• Documentation should be reviewed and updated regularly so that the cabin
crewmembers have the most accurate operational standards for smoke events
• All smoke related events must be recorded using both a flight report and
a technical/cabin logbook entry
• Operators should collect information about incidents that occur during operational
flights. This information should be analyzed in order to enhance their procedures
and their cabin crew training.

VIII Associated Flight Operations Briefing Notes

The following Flight Operations Briefing Notes provide additional information about this
subject:
• Effective Briefings for Cabin Operations
• Crew Communication
• Managing Fire in the Cabin

IX Regulatory References
• FAA - AC 120-80 In-Flight Fires
• JAR-OPS 1.1015 – Cabin Crew Training Standards

X Airbus References
• A318/A320/A321, A330, A340 & A380 Cabin Crew Operating Manuals (CCOM)
• Getting to Grips with Cabin Safety (Brochure)
• Smoke for Pilots and Cabin Crews (e-briefing)

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XI Additional Reading Materials / Websites References

• Transport Canada – TP 12295E – Flight Attendant Manual Standard
• Transport Canada – TP 12296E – Flight Attendant Training Manual

Note:
These manuals are available on the Transport Canada website: http://www.tc.gc.ca/.

• Flight Safety Foundation – Publications - Cabin Crew Safety – March-April 2004 –

When Circuit Breakers Trip, A Hands-Off Policy Prevents Fires

Note:
This FSF publication and other FSF Cabin Crew Safety Bulletins are available on the
Flight Safety Foundation website: http://www.flightsafety.org/home.html.

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference : FLT_OPS – CAB_OPS – SEQ 06 – REV 01 – APR. 2006

Page 10 of 10
 Cabin Operations
Flight Operations Briefing Notes Managing In-Flight Fires

Flight Operations Briefing Notes

Cabin Operations
Managing In-Flight Fires

I Introduction
An in-flight fire is probably the most serious in-flight emergency, and must be brought
under control as soon as possible. Considering the crucial role that time plays in this
type of emergency, it is imperative that no time is lost when attempting to extinguish
the fire.

II Statistical Data – Background Information

A study conducted by the Transportation Safety Board of Canada, in which 15 in-flight
fires between 1967 and 1998 were investigated, revealed that the average elapsed
time between the discovery of an in-flight fire and the actual landing of the aircraft is
17 minutes.
In January 2004, the United States Federal Aviation Authority (FAA) issued an advisory
circular entitled “In-flight Fires” (AC 120-80). This was a result of a review by
the United States National Transportation Board (NTSB) of commercial aviation
accidents and incidents involving in-flight fires. This advisory circular provides guidance
on how to deal with in-flight fires, and the emphasis on crews taking “immediate and
aggressive action” to gain access to the fire source of the fire, and to immediately put it
out.
Any fire, no matter how small, may rapidly become out of control, if not dealt with
quickly.
The first priority will always be to put it out.

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III Basic Fire Chemistry

To enable cabin crew to effectively fight an in-flight fire, it is important for cabin crew
to have a basic knowledge of fire chemistry. This will help cabin crew to understand
the importance of selecting the correct fire extinguisher in a given fire situation.
The key to fire prevention is keeping fuel and ignition sources separate.
Combustion consists of three elements: oxygen, heat, and fuel. Together, these
elements create a chemical chain reaction and result in a fire. The goal of firefighting is
to eliminate at least one element from the fire, in order to extinguish it.

Figure 1
The Fire Triangle

A fire will continue, unless:

• The fuel supply has been cut off
• There is no more oxygen available
• The temperature has been cooled below the flammability temperature.

Note:
For the purpose of this document, “fuel” refers to “any flammable material”.

III.1 Fire Classification

Fires are classified into four types: those in solids, those in flammable liquids, those in
electrical equipment, and those in flammable metals. These are called, respectively,
class A, B, C, and D fires. Class A and C fires are the most commonly encountered fires
onboard aircraft. It is important for the cabin crew to select an appropriate fire
extinguisher, according to the class of fire.

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Class A

Fires that involve wood, paper, cloth, or plastic. Class A fires needed to be cooled.
A water extinguisher, or liquid containing a large percentage of water, for example,
coffee, tea, juice will extinguish a class A fires.
Do not use liquid containing alcohol!
Water/glycol extinguishers are the most effective for class A fires.
Smoke:
Usually gray/brown in color. Can be quite thick, depending on the quantity of fuel.

Class B

Fires that involve flammable liquid, hydraulic fluid, oil, tar or aircraft fuel.
This type of fire cannot be extinguished with water. Foam or Halon fire extinguishers
should be used to extinguish class B fires.
Smoke:
Usually black in color. Very thick, with a distinct oil/petrol-like odor.

Class C

Fires that involve electrical equipment. This type of fire must be extinguished with
a non-conducting mixture, in order to avoid electrocution and damage to electrical
circuitry. Halon fire extinguishers are effective for class C fires.
Smoke:
Usually light grey or white, with a bluish tinge. Very fine and can disperse rapidly. Has
a distinct acrid odor.

Class D

Fires that involve flammable metals, such as sodium, magnesium, lithium and
potassium. Special powder extinguishers are effective on class D fires, because of
the possible chemical reaction between the burning and extinguishing agents.
Never use Halon fire extinguishers on class D fires.

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IV Firefighting Equipment

IV.1 Fire Extinguishers

Hand-held fire extinguishers discharge an extinguishing agent for 8 to 25 seconds,
depending on their type and capacity. Due to this short period, it is essential to select
and use the appropriate fire extinguisher immediately.

There are different types of fire extinguishers:

• Halon – is the generic name for the group of bromochlorodifluoromethane (BCF)
extinguishers that can be used for class A, B, and C fires
• Carbon dioxide (CO2) for class B and C fires
• Dry powder (DP) for class D fires
• Dry chemicals for class A, B, and C fires
• Water solution (H2O) for class A fires.

How to Use a Fire Extinguisher

Note:
This can also be easily remembered by using the word P A S S

• Pull the pin, or turn the handle. For some water extinguishers, the handle must be
turned in a clockwise direction, in order to pierce the carbon dioxide cartridge and
to pressurize the extinguisher

• Aim the fire extinguisher at the base of the fire. The best firefighting results are
achieved by attacking the base of the fire at the closest edge of the fire, and
progressing toward the back

• Squeeze the top handle or lever

• Sweep the fire extinguisher nozzle from side to side in a sweeping motion

• Do not direct the initial extinguishing agent discharge at close range onto burning
material. The high speed of the stream of extinguishing agent may cause
the extinguishing agent to splash and/or scatter burning material. Stay at least five
to eight feet away from the fire
• Hand-held fire extinguishers should always be used in an upright position.

There are only a limited number of fire extinguishers onboard the aircraft. Ensure that
an extinguisher has been fully discharged before using another.

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The Halon Fire Extinguisher

The use of halon fire extinguishers has generated some controversy. Some
crewmembers have been hesitant to use halon during in-flight fires. The use of halon
fire extinguishers is addressed in the FAA Advisory Circular 120-80, and stresses
the effectiveness of Halon, when fighting an in-flight fire.
A halon extinguisher is three times as effective as CO2 extinguishers that contain
the same amount of extinguishing agent.

Because of its chemical composition, some precautions must be taken when using
Halon fire extinguishers:
• When a Halon fire extinguisher has been used on a Class A fire, the fire and
the surrounding area must be cooled down with a non-alcoholic liquid.
• When halon is used in crew compartments or confined areas, Portable Breathing
Equipment (PBE) should be used.

IV.2 Portable Breathing Equipment

Protective Breathing Equipment (PBE) is designed to protect the cabin crew from
smoke, toxic fumes and gases. The cabin crew can still communicate amongst
themselves, and with the flight crew via the Passenger Address (PA).

IV.3 Crash Axe

A crash axe can be used to lever panels, to enable cabin crew to insert the nozzle of
the fire extinguisher behind a panel. The crash axe may also be used for moving
burning material for example, burnt wiring. The crash axe has an insulated handle and
is resistant to high voltages.

IV.4 Fire Gloves

Fire gloves are fire retardant. These gloves give protection to hands and arms against
heat.

IV.5 Use of Non Standard Emergency Equipment

Cabin crew need to be resourceful when fighting an inflight fire. Be prepared to
improvise by using other equipment such as, using pots of coffee/tea, to fight a visible
fire for example, a waste bin fire.

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V Operational Standards for an In-flight Fire

V.1 Crew Communication and Coordination

In the event of an in-flight fire, communication between the cabin crew and flight crew
is essential. If a fire is discovered in the cabin, the cabin crew must inform the flight
crew immediately.
The firefighting effort requires coordination amongst the cabin crew. The duties are
divided into three main roles, the Firefighter, the Communicator, the Assistant
Firefighter, all other cabin crewmembers play a supporting role.

The Firefighter
The first cabin crewmember that finds the fire will assume the role of the Firefighter.

The Firefighter:
• Alerts other cabin crewmembers
• Takes the nearest appropriate fire extinguisher
• Immediately locates the source of the fire
• Extinguishes the fire.

The Communicator
The second cabin crewmember on the scene is in charge of the communicating
information about the fire.

This cabin crewmember, called the Communicator:

• Informs the flight crew of the following:
− Fire location
− Fire source
− Severity/density of fire and/or smoke (color of smoke/odor)
− Time the firefighting action started
− Firefighting progress
− Number of fire extinguishers used.

• Maintains the communication link between the cabin and the flight crew, via an
interphone near the firefighting scene

• Provides the flight crew with an accurate description of the firefighting effort, and of
the situation in the cabin.

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The Assistant Firefighter

The third cabin crewmember on the scene assumes the Assistant Firefighter role.

The Assistant Firefighter:

• Provides additional firefighting equipment
• Supports the firefighting effort
• Removes flammable material from the area
• Must be prepared to replace the Firefighter, and change roles with the Firefighter, if
required.

Support Crewmembers
Other cabin crewmembers who are not directly involved in the firefighting effort, are
required to provide assistance, such as:
• Relocating passengers
• Providing first-aid
• Calming and reassuring passengers.

After any fire or smoke occurrence, one cabin crewmember should be responsible for
monitoring the affected area for the remainder of the flight, and for regularly reporting
to the Purser. Then the Purser will report to the flight crew.

V.2 Area Specific Fires

Fires in Hidden Areas

Cabin crewmembers should be aware that hidden fires can occur in areas that are not
visible or easily accessible to the cabin crew. There are areas on the aircraft where fires
may propagate undetected in hidden areas:
• Sidewalls,
• Ceiling panels
• Floors.

Indications of a fire in a hidden area may be:

• An unusually hot surface
• Smoke emitted from a wall seams or ceiling panels
• Fumes and unusual odors
• Snapping, or popping noises, may indicate electrical arcing.

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If the cabin crew suspects a fire in a hidden area, for example, behind a panel, try to
locate a “hot spot”, this is an unusually warm area. A “hot spot” generally is a good
indicator as to where the source of the fire is.
To find the “hot spot”, move the back of the hand along the panel to find the hottest
area.
Use the back of the hand, the skin on the back of the hand is thinner and, is more
sensitive to temperature changes than the palm.
It may be necessary to remove panels to access the hidden area, or to make an
incision in a panel large enough to insert the nozzle of the extinguisher, to discharge
the extinguishing agent.

Cabin crew should consider the use of other equipment to remove panels, these items
may include;
• Ice tongs
• Spoons
• Knives
• Scissors (from the first aid kit)
• The manual release tool (which is provided for opening the oxygen mask
containers).

Use caution when removing, or making incisions in panel, some of these areas may
contain essential wiring or aircraft systems. Carefully lift, lever, or cut a panel.

Oven Fires
Oven fires are a common occurrence onboard the aircraft. Many oven fires are
preventable.
Some of the contributing factors to oven fires have been items left in the oven such as
paper towels, saran wrap.
When an oven fire occurs, the oven door should be kept closed. It is hazardous to open
an oven door when a fire is present, because this will introduce oxygen and may cause
a flash fire.

In the case of an oven fire, the Firefighter should take the following action:
• Keep the oven door closed, to deprive the fire of oxygen. In most cases, the fire will
extinguish by itself
• Isolate the electrical power from the oven by pulling the corresponding circuit
breaker and turning off the oven power
• Monitor the situation
• Have a fire extinguisher, protective breathing equipment (PBE) and fire gloves
ready to use if the situation deteriorates.

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Flight Operations Briefing Notes Managing In-Flight Fires

If the situation worsens, or fire is still present:

• Don the PBE and fire gloves for protection
• Open the oven very slightly, just enough to insert the nozzle of the fire extinguisher
• Insert the nozzle of the fire extinguisher, and discharge the extinguishing agent
• Close the oven door
• Repeat the procedure, if necessary.

Fire in Enclosed Areas

In the cabin, all lavatories have smoke detectors and automatic fire extinguishers under
each sink. All crew rest areas have smoke detectors and extinguishers. Cabin crew
must react immediately to smoke detector alerts.
When fire occurs in an enclosed area, such as, a lavatory, an overhead bin, closet or
crew rest area, before opening the door, always check the door panel for heat.

Check for heat using the back of the hand!

• Open the door or the overhead bin slightly ( just enough to pass the nozzle of
the fire extinguisher).

If the fire is visible:

• Discharge the fire extinguisher at the base of the fire in a sweeping motion.

If the source of the fire has not been located do not randomly discharge the fire
extinguisher into an enclosed area.
If the source fire is not visible, the cabin crew must aggressively search the entire area
to locate the source of the fire.

Waste Bin Fire

If there is a fire in the waste bin, the fire extinguisher operates automatically. When
a predetermined temperature has been reached, the fusible plug at the end of
the discharge tube melts, and enables the extinguishing agent to flow into the waste
bin.
Cabin crew should ensure that a preflight check of the pressure gauge is conducted, to
ensure that the waste bin fire extinguisher is functional.
Regular check of the lavatories should be conducted in-flight as part of the cabin crew
duties.

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VI Operational and Human Factors Involved in In-Flight Fires Management

VI.1 Human Factors (Situational Awareness)

Cabin crew should always be alert to any, sight, odor or sound that may indicate
the presence of fire, these may be;
• Fumes or unusual odors
• Electrical malfunctions, for example, tripped circuit breakers
• Noises, such as popping, snapping or crackling that may indicate electrical arcing
• Hot spots on sidewalls, floors, and panels.

Another possible of sign of a fire onboard may be passengers or cabin crewmembers

suddenly developing:
• Eye irritation
• Sore throats
• Headaches.

This may indicate that fumes are present, before smoke or fire is visible. The cabin
crew must immediately investigate any reports from passengers that may indicate fire,
in order to locate and extinguish the fire in its early stages.

VI.2 Factors Affecting Operational Standards

Analysis of in-service events has demonstrated that operational standards can be
ineffective or not applicable in the following situations:
• Ineffective detection of fire:
− Passenger tampers with lavatory smoke detector, and, drops cigarette but in
waste bin.

• Incorrect application of the procedure:

− A crewmember opens the lavatory doors without checking it for heat with
the back of his/her hand, and a flash fire occurs.

• Lack of training:
− The cabin crew does not immediately react to the fire
− A cabin crewmember notices the fire, but loses time in locating the nearest fire
extinguisher in the cabin
− The cabin crew does not have adequate firefighting skills
− Cabin crewmembers do not coordinate their firefighting efforts.

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• Lack of Operator procedures and policy:

− The Operator does not have adequate procedures and policies for cabin crew to
effectively deal with onboard fires.

• Ineffective communication with the flight crew:

− The communicator underestimates the severity of the fire to the flight crew,
the flight crew think it’s a smoke incident.

VII Prevention Strategies

Fire prevention should be practiced by cabin crew as part of their daily duties. Cabin
crew should maintain continous vigilance and be alert to any indication of a fire.

Some of the fire prevention duties of the cabin crew can include:
• Frequently monitoring of the lavatories during the flight
• Performing a complete pre-flight check of the ovens and galleys to ensure that they
are clean and servicable
• Ensuring that all passengers and crew comply with the NO SMOKING policy.

VIII Summary of Key Points

It is important to note the following key points:
• Operators should include firefighting training for all crew members, in ab-initio and
recurrent training. Fire training should be both knowledge and skill based, including,
basic fire chemistry, fire classification, the location and operation of all onboard
firefighting equipment, the different techniques used to fight fires in specific areas
• Operators should develop policies and procedures to cover events, such as in-flight
fires
• Operators should review fire related incidents that occur during operations.
This information should be analyzed in order to enhance their procedures and cabin
crew training
• Operators should include all recommendations issued by the aviation authorities in
their procedures and training
• Documented procedures should be updated regularly to ensure that the cabin crew
has the most up to date operational standards for managing fire events.

IX Associated Flight Operations Briefing Notes

The following Flight Operations Briefing Notes provide additional information about
related subjects:
• Cabin Smoke Awareness

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Flight Operations Briefing Notes Managing In-Flight Fires

• Effective Briefings for Cabin Operations

• Crew Communication

X Regulatory References
• FAA – AC 20-42C - Hand Fire Extinguishers for Use in Aircraft
• FAA - AC 120-80 - In-Flight Fires
• CAA – CAP 586 - Improving Passenger Survivability In Aircraft Fires: A Review

XI Airbus References
• A318/A319/A320/A321, A330, A340 & A380 Cabin Crew Operating Manuals (CCOM)
Abnormal/Emergency Procedures - Fire Protection
• Getting to Grips with Cabin Safety (Brochure)

XII Additional Reading Materials / Websites Reference

• Flight Safety Foundation – Publications - Cabin Crew Safety - September-October
2004
• Flight Safety Foundation – Publications – Cabin Crew Safety - March-April 2001

Note:
This FSF publication and other FSF Cabin Crew Safety Bulletins are available on the
Flight Safety Foundation website: http://www.flightsafety.org/home.html.

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference : FLT_OPS – CAB_OPS – SEQ 07 – REV 01 – SEP. 2006

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Flight Operations Briefing Notes Cabin Decompression Awareness

Flight Operations Briefing Notes

Cabin Operations
Cabin Decompression Awareness

I Introduction

Aircraft have cabin air systems that control pressurization, airflow, air filtration, and
temperature. The purpose of these systems is to provide a safe and comfortable cabin
environment, and to protect all cabin occupants from the physiological risks of high
altitudes. Modern aircraft are now operating at increasingly high altitudes.
This increases the physiological risks that are associated with decompression.
In the case of decompression, there is a risk that not enough oxygen will be supplied to
the body. This condition, hypoxia, is the greatest threat to both crewmembers and
passengers.
A recently published accident report, involving a case of slow decompression,
suggested that the overall aviation industry does not provide sufficient training to flight
crew and cabin crew on the identification and effective management of decompression.

The objectives of this Flight Operations Briefing Note are, therefore, to:
• Review the different types of decompression
• Enhance cabin and flight crew awareness of the importance of rapidly taking
appropriate actions to successfully manage decompression.

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II Types of Decompression
The risk of a pressurized cabin is the potential for cabin decompression. This can occur
due to a pressurization system malfunction, or damage to the aircraft that causes
a breach in the aircraft structure, enabling cabin air to escape outside the aircraft, for
example loss of a window, or a breach in the aircraft fuselage due to an explosion.
The loss of pressurization can be slow - in case of a small air leak - while a rapid or
explosive decompression occurs suddenly, usually within a few seconds.

The consequences of decompression, and its impact on cabin occupants, depend on

a number of factors, including:

• The size of the cabin: The larger the cabin, the longer the decompression time

• The damage to the aircraft structure: The larger the opening, the faster
the decompression time

• The pressure differential: The greater the pressure differential between the cabin
pressure and the external environmental pressure, the more forceful
the decompression.

When cabin pressure decreases, cabin occupants are no longer protected from
the dangers of high altitudes, and there is an increased risk of hypoxia, decompression,
illness, and hypothermia. It is, therefore, important that crewmembers recognize
the different types of decompression, react effectively to overcome the difficulties
associated with a loss in cabin pressure.

II.1 Rapid/Explosive Decompression

Rapid/Explosive decompression results in a sudden loss in cabin pressure, and can be

recognized by the following signs:

• A loud bang, thump or clap that is the result of the sudden contact between
the internal and external masses of air

• Cloud of fog or mist in the cabin that is due to the drop in temperature, and
the change of humidity

• Rush of air, as the air 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 14 000
feet.

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If a breach in the aircraft structure is the cause of the decompression:

• Unsecured items 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.

In the case of rapid/explosive decompression, there may be a lot of confusion due to

the high noise level and fog that makes it difficult to communicate in the cabin.

II.2 Slow/Insidious Decompression

Slow/Insidious decompression involves a very gradual decrease in cabin pressure. Slow
decompression may be the result of a faulty door seal, a malfunction in
the pressurization system, or a cracked window.
Slow decompression may not always 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). Therefore, the cabin crew must be aware of signs that could
indicate a slow decompression. In some cases an unusual noise, such as whistling or
hissing sound around the door areas, may be an indication of a slow decompression,
therefore the flight crew should be notified immediately.
One of the first physiological indications of a slow decompression may be ear
discomfort or ‘popping’, joint pain, or stomach pain due to gas expansion.

III Hypoxia
As mentioned, the greatest danger during decompression is hypoxia. To prevent
crewmembers from becoming significantly impaired or incapacitated, the cabin crew
must continuously observe passengers and crewmembers for the signs and symptoms
of hypoxia. The effects of hypoxia (lack of oxygen) cannot be over emphasized.
It is important for the cabin crew to realize that even mild hypoxia, though not fatal,
can have fatal results. This is because hypoxia can significantly reduce
the crewmembers ability to perform, and consequently lead to errors that may be fatal.
The insidious nature of hypoxia causes a subtle decrease in individual performance,
followed by incapacitation, the symptoms may not be identified until it is too late.
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 in
hypoxia cases, it is possible that occupants become incapacitated and lose
consciousness in a very short time.

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Flight Operations Briefing Notes Cabin Decompression Awareness

III.1 Physiological and Psychological Effects of Hypoxia

It is important that cabin crewmembers be aware of the symptoms of hypoxia in
themselves and in others. During a decompression incident, some of the passengers
may show signs of hypoxia: Some may appear to be dizzy and laughing and some may
not be bothered to put on their oxygen masks.
It is necessary to remember that each person may not react in the same way, and that
the symptoms of hypoxia may manifest themselves differently in each individual.

Initial signs of hypoxia include:

• Stomach pain due to gas expansion
• Tingling sensation in the hands and feet
• Cyanosis (blue discoloration of the lips and fingernails)
• Increased rate of breathing
• Headache
• Nausea
• Light-headedness
• Dizziness
• Sweating
• Irritability
• Euphoria
• Ear discomfort.

These symptoms become more pronounced with the lack of oxygen, for example:
• Impaired vision
• Impaired judgment
• Impaired motor skills (not able to coordinate body movements)
• Drowsiness
• Slurred speech
• Memory loss
• Difficulty to concentrate.

Hypoxia can cause a false sense of well-being. It is possible for a person to be hypoxic
and not be aware of their condition. Therefore, it is important that the cabin crew
recognizes the signs of hypoxia, and provides oxygen as soon as possible, in order to
prevent a loss of consciousness. The affected passenger or crewmember usually
recovers a few minutes after receiving oxygen. However, they may not be aware of
having lost consciousness.

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III.2 Time of Useful Consciousness

The time of useful consciousness refers to the time available to individuals to perform
their tasks, after they have been deprived of oxygen, but are still aware of their
environment and capable of controlling their actions.

It is important for the cabin crew to realize that the time of useful consciousness is
different for each individual, and depends on the:
• Altitude
• Individual’s state of health
• Amount of activity.

The cabin crew must remember that, in cases of continued physical activity, the time of
useful consciousness (Table 1) is significantly reduced.

TIME OF USEFUL CONSCIOUSNESS

Altitude Moderate Activity Sitting Quietly

22 000 feet 5 minutes 10 minutes

25 000 feet 2 minutes 3 minutes

28 000 feet 1 minute 1.5 minutes

30 000 feet 45 seconds 1.25 minutes

35 000 feet 30 seconds 45 seconds

40 000 feet 18 seconds 30 seconds

Carlyle, 1963

Table 1

Time of Useful Consciousness Table at Various Altitudes

Note:
It is important to emphasize that this table is only a guideline, and provides average
values that can increase or decrease, depending on the skills needed to accomplish
a task, on the individual’s health, and on the amount of activity. For example, the time
of useful consciousness for a cabin crewmember involved in moderate activity is
significantly less, compared to a passenger that is sitting quietly.

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The following are some other factors that can contribute to reducing the time of useful
consciousness:

• Fatigue: A person who is physically or mentally fatigued will have an increased risk
of hypoxia

• Physical effort: During physical activity, there is an increased need for oxygen,
an increased risk of hypoxia and, as a result, a decrease in the amount of useful
consciousness time

• Alcohol: Alcohol can significantly affect behavior, and can increase the risk of
hypoxia, in addition to aggravating some of the behavioral changes resulting from
hypoxia.

IV Cabin Decompression Procedure

In 1995, a study conducted by the Civil Aero Medical Institute (CAMI) in the United
States, entitled “Flight Attendant Procedures in a Decompression”, revealed that
accident investigators, and safety inspectors reported that cabin crew did not follow
the recommended procedures during decompression. This study resulted in a Flight
Standards Information Bulletin (FSIB released by the FAA), that provides
the recommended procedures in a cabin decompression event.

IV.1 Immediate Actions

In the case of decompression the immediate use of oxygen is critical. Therefore,
the first actions to be performed by the cabin crew are:

• Immediately don the nearest oxygen mask

• Sit down fasten your seat belt, or grasp a fixed object

• Hold on.

If the cabin crew is not able to sit down or grasp a fixed object, they should wedge
themselves between passengers and ask passengers for assistance. For example, in
one cabin decompression event, a cabin crewmember was saved from ejection out of
the aircraft, because a passenger was holding on to the cabin crewmember's ankle.
The priority of the cabin crew is to consider their personal safety.
Incapacitated or injured cabin crewmembers will not be able to assist other cabin
crewmembers and passenger during the post-decompression phase.

V Cabin - Cockpit Communication

During any emergency, effective crew communication is critical to a successful
outcome. Effective Crew Resource Management (CRM) involves cooperation and

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communication between the flight and cabin crew. In many abnormal and emergency
situations, the cabin crew plays an important role in helping the flight crew to identify
and resolve developing problems.
Many incident and accident reports have revealed that effective crew communication,
between flight and cabin crew, can make the difference between an accident and
an incident. It has also been revealed that ineffective communication between the flight
and cabin crew has contributed to the severity of an accident.

V.1 When in Doubt

Cabin crew are trained to anticipate the occurrence of specific actions during specific
events. In the case of decompression, for example, it would be quite reasonable for
the cabin crew to expect the flight crew to make an emergency descent. However,
when the expected does not happen, how should the cabin crew react if the oxygen
masks deploy and the aircraft continues to climb?
This type of scenario was stated in a recently published accident report involving a slow
decompression. In this accident, the aircraft continued to climb.
Today, this type of scenario is rare. However it is important to consider how the cabin
crew should react in this type of event.
In this case, the cabin crewmember seated closest to the cockpit, should immediately
notify the flight crew of the oxygen mask deployment, and also to confirm that
the flight crew have donned their oxygen masks.
This highlights the importance of crew communication. It is vital 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 take the initiative to
seek and find an explanation.
If the cabin crew suspects that the safety of the flight is at risk, or that there is
any indication of an abnormal situation, the cabin crew must immediately notify
the flight crew.

V.2 Crew Communication in a Noisy Environment

In the case of rapid/explosive decompression, the level of noise will be very high.
Therefore, this makes communication difficult between the flight crew and the cabin
crew, and equally between the cabin crew and the passengers. Due to the fact that
effective communication is vital during any emergency, the cabin crew should use any
available form of communication. For example, in several accidents involving
rapid/explosive decompression, cabin and flight crews were forced to communicate via
hand signals and gestures. Cabin crewmembers must, therefore, be prepared to
improvise and use their imagination!

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Flight Operations Briefing Notes Cabin Decompression Awareness

VI Post Decompression
After a decompression, when the aircraft reaches a safe altitude, the cabin crew can
move around the cabin, and should use the portable oxygen cylinders until they are
confident that they can breathe without support.
When the emergency descent is completed, and a safe altitude is reached, the cabin
crew should consider their oxygen requirements. Due to the physical activity at
an increased altitude, the cabin crew may still be exposed to hypoxia. Oxygen
deprivation can be insidious and the cabin crew may not be the best judges of their
own oxygen intake after decompression.

After cabin decompression, the cabin crew should:

• Check on the flight crew, and be prepared to assist in the case of pilot
incapacitation
• Check passengers for any injuries
• Check the cabin for any damage
• Provide first-aid and oxygen, as necessary
• Report the cabin status to the flight crew.

VII Oxygen Systems

When the cabin altitude rises above 14 000 feet, the oxygen masks stored above
the passenger seats, in the lavatories, galleys, and crew stations will deploy
automatically. The flight crew may also manually deploy the oxygen mask system.
Oxygen masks are stowed in groups and have a release pin, connected to a lanyard.
Pulling one mask is sufficient to activate the oxygen flow for all the other masks of
the same group.

The following two types of oxygen are available on the aircraft:

• Chemical
• Gaseous.

VII.1 Chemically-Generated Oxygen System

As soon as an oxygen mask is pulled down, and the release pin is removed,
oxygen begins to flow to the mask. It is not possible to stop the flow of oxygen after it
has started.

The chemical generator creates heat, and therefore results in a burning odor where
dust has gathered. This is normal, however, passengers may become concerned with
the smell of burning associated with the oxygen generators.

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Flight Operations Briefing Notes Cabin Decompression Awareness

Therefore, the cabin crew should make a passenger announcement, when it is safe to
do so, that there is a possibility of a smell of burning associated with the normal
operation of chemical oxygen generator systems.

VII.2 Gaseous Oxygen System

The activation of the gaseous system depends on cabin altitude. On the other hand,
chemically generated oxygen does not depend on the aircraft altitude.
There are a number/A large amount/A specific amount of high-pressure oxygen bottles
that supply gaseous oxygen to the cabin. This gaseous oxygen system does not
generate a burning odor, because no heat is generated.

VII.3 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.

Zodiac AVOX Systems

Figure 1
Portable Oxygen Cylinder Assembly

VIII Factors Affecting Compliance with Operational Standards

The analysis of in-service events has revealed that operating standards may not be
effective, or applicable, in the following situations:

• The cabin crew does not recognize the indications of slow decompression, and
continues to perform their tasks in the cabin as usual

• The cabin crew does not have sufficient hypoxia information and training

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Flight Operations Briefing Notes Cabin Decompression Awareness

• There is a lack of cabin crew procedures, applicable to a loss in cabin pressure,

oxygen mask deployment, and aircraft continuation of climb. Often, the procedures
do not sufficiently emphasize the importance of immediately donning the nearest
oxygen mask

• The cabin crew does not apply the procedures correctly. For example, oxygen
masks are removed during decompression, causing incapacitation

• There is a lack of communication between the cabin and flight crew. For example,
the cabin crew does not notify the flight crew of oxygen mask deployment in
the cabin.

IX Prevention Strategies
It is important for flight and cabin crews to be able to identify the different types of
decompression, and immediately react appropriately in order to ensure flight safety and
limit the risk of hypoxia. This can be achieved through appropriate training, including:

• Enhanced training which includes, how to identify the different types of

decompression

• Developing an increased awareness of the signs and symptoms of hypoxia,

the effects of hypoxia on performance, and the importance of immediately using
oxygen

• Understanding the need for good communication, coordination and cooperation,

between the flight crew and the cabin crew.

X Summary of Key Points

• Operators should stress in their procedures, initial and recurrent emergency

training, that the first and immediate action for all crewmembers during
decompression is to immediately don the nearest oxygen mask

• Operators should incorporate comprehensive guidance material and information on

hypoxia in:
− Flight and cabin crew training manuals
− Flight and cabin crew initial and recurrent training courses.

• Operators should ensure that these courses emphasize the need for effective
communication, coordination, and cooperation between the flight crew and
the cabin crew.

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Flight Operations Briefing Notes Cabin Decompression Awareness

XI Associated Flight Operations Briefing Notes

The following Flight Operations Briefing Note can be consulted for additional information
about crew communication:

• Crew Communication

XII Regulatory References

• FAA Flight Standards Information Bulletin for Air Transportation – Use of Oxygen
Mask by Cabin Crew During Decompression - http://www.faa.gov/

• FAA Advisory Circular – AC 61-107A - Operations of Aircraft at Altitudes Above

25,000 feet MSL and/or Mach Numbers (Mmo) Greater than .75 -
http://www.airweb.faa.gov/

• FAA Advisory Circular – AC 120-48 – Communication and Coordination between

Flight Crewmembers and Flight Attendants - http://www.airweb.faa.gov/

• United Kingdom CAA - Flight Operations Department Communication – FODCOM

1/2003 - http://www.caa.co.uk

XIII Airbus References

• A320 Family, A330, A340 & A380 Cabin Crew Operations Manuals

• Getting to Grips with Cabin Safety (Brochure)

• Safety First (The Airbus Flight Safety Magazine) – Issue # 03 – December 2006 –
Pages 30-35 - Hypoxia an Invisible Enemy – Cabin depressurization effects on
human physiology.

XIV Additional Reading Materials

• Flight Safety Australia Magazine Article – Dizzying Heights - March–April 2004 -

• Flight Safety Australia Magazine Article – November 1999

Note:
These articles can be found on the Australian Civil Aviation Safety Authority website -
http://www.casa.gov.au/.

Page 11 of 12
 Cabin Operations
Flight Operations Briefing Notes Cabin Decompression Awareness

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference: FLT_OPS – CAB_OPS – SEQ 09 – REV 01 – APR. 2007

Page 12 of 12
 Cabin Operations
Flight Operations Briefing Notes Turbulence Threat Awareness

Flight Operations Briefing Notes

Cabin Operations
Turbulence Threat Awareness

I Introduction
During a flight it is common for aircraft to encounter turbulence. Turbulence is
the leading cause of injury to passengers and cabin crew in non-fatal accidents.
Initiatives can be taken to reduce turbulence-related injuries, with little or no financial
cost to the operator.

The aim of this Briefing Note is to:

• Increase cabin crew awareness of the hazards of turbulence
• Provide strategies to enable the cabin crew to effectively manage the cabin during
turbulence
• Help cabin crewmembers to ensure safety in the cabin and prevent turbulence-
related injuries.

II Background Information

Statistical Data
Turbulence-related injuries to cabin crewmembers occur much more frequently than
turbulence-related injuries to passengers, because cabin crewmembers are constantly
working in the cabin.
IATA, Safety Trend Evaluation, Analysis and Data Exchange System (STEADES)
performed a study of turbulence-related injuries to cabin crewmembers.

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Flight Operations Briefing Notes Turbulence Threat Awareness

Analysis revealed that from January 1st 2004 to December 31st 2004 there were 232
reported cases of turbulence-related injuries to cabin crewmembers, and that:

• 64% of the injuries were due to cabin crewmembers not being secured during
turbulence

• 44% of the injuries occurred in the galley

• 9% of these incidents resulted in serious injury to cabin crewmembers.

In the majority of these cases, cabin crewmembers were lifted off the floor, or lost
their balance, resulting in foot, ankle and back/spinal injuries.
Other cabin crew injuries were due to loose items in the cabin, such as trolleys.

Figure 1
Damage to cabin ceiling panel during turbulence

Turbulence Definitions

The levels of turbulence are defined and described as follows:

• Light Turbulence:
Light turbulence momentarily causes slight, erratic changes in the aircraft altitude
or attitude:
− Passengers may feel a slight strain against seat belts
− Liquids are shaking but are not splashing out of cups
− Trolleys can be maneuvered with little difficulty.

• Moderate Turbulence:
Moderate turbulence, causes rapid bumps or jolts:
− Passengers feel definite strain against seat belts
− Liquids are splashing out of cups

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− Trolleys are difficult to maneuver

− It is difficult to walk or stand in the cabin.

• Severe Turbulence
Severe turbulence causes large abrupt changes in the aircraft altitude and attitude:
− Passengers are forced violently against their seatbelts
− Items fall or lift off the floor
− Loose items are tossed about the cabin
− It is impossible to walk.

III Turbulence Management

III.1 Crew Communication and Coordination

Two-way communication between the cabin crew and the flight crew is necessary in
order to manage turbulence and prevent turbulence-related injuries. There are
Standard Operating Procedures (SOP’s) that can be implemented to enable the flight
crew and the cabin crew to improve communication and effectively manage the aircraft
and the cabin during turbulence.

For example, use common terminology when communicating the severity of turbulence:
• Light turbulence
• Moderate turbulence
• Severe turbulence.

Using common terminology ensures that the flight crew and the cabin crew share
a common understanding of the level of turbulence expected. This enables the cabin
crew to perform the appropriate actions and duties, to effectively manage the cabin
during turbulence.

Note:
On large aircraft, it is possible that the forward section of the aircraft will experience
less turbulence than the aft section of the aircraft. Therefore, the flight crew may not
be aware of the level of turbulence experienced in the aft section of the cabin.

It is important that the cabin crew inform the flight crew of turbulent conditions in
the cabin during the flight.

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Anticipated Turbulence
The flight crew should be briefed on the en-route weather as part of the preparation for
the flight. Therefore, the flight crew can be aware of possible areas of turbulence that
are forecast for the flight.

The preflight briefing between the flight crew and the cabin crew should include
information about the areas of turbulence expected during the flight, and
the procedures to be applied in the case of turbulence, for example:
• If areas of turbulence are forecast during the flight
• Estimated time until reaching the area of turbulence
• The severity of the expected turbulence (i.e. light, moderate or severe turbulence)
• The actions that the Captain wants the cabin crew to perform when turbulence is
expected
• The signal that flight crew will give to the cabin crew to indicate that the aircraft is
no longer going through turbulence (for example, by calling the cabin crew via
the cabin interphone, or Passenger Address (PA)).

Unanticipated Turbulence
During the flight, the aircraft may encounter areas of turbulence that were not forecast.
For example, Clear Air Turbulence (CAT), which usually occurs at high altitudes, during
cruise the aircraft, may suddenly enter an area of turbulence. Clear Air Turbulence can
be forecast but cannot be detected by the aircraft radar, so there is often no warning.
When an aircraft encounters, or is about to encounter, moderate or severe turbulence
there may be little or no time for preparation.

If the flight crew turns on the FASTEN SEAT BELT signs and makes an announcement
for “all passengers and crew to fasten seat belts immediately”, the cabin crew should:
• Immediately sit down and secure themselves (if a crew seat is not near or is not
available, the cabin crewmember should use a passenger seat)
Note:
If the turbulence occurs during the cabin service, active the brake on the trolleys.

• Instruct passengers via the PA to fasten their seat belts

• Stay seated until advised by the flight crew or until the FASTEN SEAT BELT sign is
switched off.

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If time permits before the turbulence encounter, the flight crew should advise the cabin
crew:
• How much time is available to secure the cabin
• The level and expected duration of the turbulence encounter
• How the flight crew will inform the cabin crew that the aircraft is no longer going
through turbulence (for example, by calling the cabin crew via the cabin interphone,
or Passenger Address).

III.2 Cabin Crew Personal Safety

As previously mentioned, turbulence-related injuries to cabin crewmembers are more
frequent than turbulence-related injuries to passengers
Cabin crew should be aware of the types of hazards in the cabin that can cause harm
during a turbulence encounter. When a cabin crewmember loses balance during a jolt,
they may injure themselves by striking armrests, ceiling video screens or in-flight
entertainment equipment connected to passenger seats.

Federal Aviation Authority (FAA) Advisory Circular 120-80A recommends that training
courseware should be used to increase cabin crew awareness of their vulnerability
during moderate and severe turbulence encounters. It is recommended to use real
scenarios and interviews with cabin crewmembers that have experienced moderate to
severe turbulence, in order to demonstrate that “turbulence can be stronger than you
are”.

Balancing Safety and Service

The role of cabin crew requires that both safety and service duties be performed during
the flight.
It is important that Operators develop strategies that can enable the cabin crew to
effectively manage both safety and service duties.
For example, if turbulence is anticipated to occur after takeoff or during approach,
the cabin service can be adapted according to the flight conditions: If turbulence is
expected near the destination, starting the cabin service earlier will give the cabin crew
sufficient time to correctly secure the cabin before approach.

Cabin crew should not risk injury by continuing cabin service during moderate or severe
turbulence. If the turbulence is too intense, the cabin crew should:
• Inform the Purser and the flight crew
• Stop the cabin service
• Secure themselves as quickly as possible.
• The cabin crew should be seated without delay, whether or not they have been
instructed to do so by the flight crew.

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III.3 Cabin Management

It is possible that loose objects, such as passenger baggage, or service equipment,
such as trays, trolleys, etc. become projectiles, and cause injury to cabin crewmembers
and passengers during turbulence.
Operators should develop and implement strategies to enable the cabin crew to
efficiently manage the cabin, in order to ensure safety and prevent turbulence-related
injuries. Some practices can be applied to assist the cabin crew, for example:
• Ensuring that trolleys do not remain unattended in front of exits, outside
the galleys, or in the aisles during cabin service

• Frequently checking the cabin during the flight to ensure that:

− The cabin is kept tidy, in order to limit the amount of loose objects, such as
glasses and trays
− Passenger baggage is not left in the aisles
− All the overhead stowage compartments are closed during the flight.

If the cabin crew implements the above-mentioned strategies, they will need less time
to secure the cabin in the case of turbulence.

III.4 Galley Management

Many cabin crew injuries occur in the galley areas. These injuries are mostly due to
galley equipment or objects that are not secured, for example:
• Trolleys that remain in the galleys without the brakes being applied
• Galley compartments that are not correctly latched and closed, falling from their
stowage, and, spilling their contents
• Bottles, coffee pots, and service items falling of the galley countertops.

After each service, the cabin crew should:

• Stow trolleys in their correct stowage
• Set the trolley brake to on, when the trolley is not being moved
• Close and lock the doors of trolleys and stowage compartments immediately after
each use
• Stow service equipment that is not in use
• Stow service equipment that is in use in a drawer so that it can be easily stowed in
the event of turbulence
• Use the latches provided on coffee/beverage makers to keep coffee pots secured,
in order to prevent hot contents from spilling.

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Cabin crew should never use the galley standard units as a seat or a ladder. The galley
standard units should be in their correct location, closed and latched when not in use.
Securing the galley after each service and restraining all equipment after each use,
means that less time is needed to secure the galley in the event of turbulence.
Therefore, this enables the cabin crew to secure themselves rapidly and prevent
injuries.

III.5 Passenger Management

The most effective way to prevent passenger and cabin crew injuries during turbulence
is to “sit down and buckle up”.
The best way to help prevent turbulence-related injury is to use seat belts. The flight
crew and cabin crew should encourage the use of seat belts and the importance of
passenger compliance with the FASTEN SEAT BELT signs.
Flight safety organizations recommend that, during the after takeoff announcement,
the flight crew and cabin crew should advise passengers to always keep their seat belts
fastened while seated.
When the FASTEN SEAT BELT sign comes on during the flight due to turbulence,
a Passenger Address (PA) must be made to advise passengers to return to their seats
and fasten belt, until the seat belt sign has been switched off.

When the FASTEN SEAT BELT sign comes on in-flight due to turbulence, the cabin crew
must:
• Make an announcement to advise passengers to return to their seats and fasten
their seat belts until the Captain has turned the seat belt sign off
• Walk through the cabin and check that all passengers are seated with their seat
belts fastened
• Make periodic announcements when the FASTEN SEAT BELT signs are on for a long
time, or when passengers do not comply with the FASTEN SEAT BELT signs.

Note:
When the FASTEN SEAT BELT signs remain on for reasons other than turbulence,
the effectiveness of the FASTEN SEAT BELT sign is reduced for passengers and cabin
crew.

III.6 Post Turbulence

When the turbulence is over, the flight crew will advise the cabin crew that they can
resume their cabin duties.
After moderate to severe turbulence, the cabin crew must check the cabin for damage
and passenger injuries. The cabin crew should provide first aid treatment to injured
passengers or crewmembers, and reassure passengers if necessary.
In addition, the Purser must report the cabin status to the flight crew.

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IV Operational and Human Factors involved in a Turbulence Encounter

Analysis of in-service events has revealed that the operational standards are not always
effective or applied. For example:
• The cabin crew does not follow the flight crew’s instructions to be seated during
turbulence
• The cabin crew does not have sufficient training to understand the hazards
associated with turbulence
• The Operator has no Standard Operating Procedures (SOPs) to enable cabin crew to
effectively manage turbulence encounters
• Communication between the flight crew and the cabin crew is not effective:
The cabin crew and the flight crew do not use the same terminology, resulting in
information that is not accurate which may lead to errors in communication
• Ineffective communication with passengers: The cabin crew does not stress to
passengers the importance of complying with the seat belt sign during turbulence.

V Turbulence-related Injuries - Prevention Strategies

Operators can apply the following prevention strategies in order to help reduce the risk
of turbulence-related injuries:
• Develop Standard Operating Procedures (SOP’s), that include:
− Communication between the flight crew, the cabin crew and passengers
− Specific procedures for anticipated and unanticipated turbulence encounters
− The duties of the cabin crew before, during and after a turbulence encounter.

• Emphasize the importance of the flight crew and cabin crew preflight briefing, that
should include the following subjects:
− Anticipated areas of turbulence during the flight
− The importance of keeping the flight crew informed of the conditions in
the cabin.

• Use standard terminology when referring to the severity of a turbulence encounter,

to ensure that all cabin crewmembers and flight crewmembers understand
the meaning and the required actions

• Encourage the use of seat belts. During the after takeoff passenger announcement,
the cabin crew should advise passengers to use their set belts during the flight, and
request that passengers keep their seat belts fastened at all times when seated

• Provide effective training for cabin crew on how to increase their personal safety
and passenger safety during turbulence

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• Increase cabin crew awareness regarding the use and location of handrails
throughout the cabin, or equipment that cabin crew could use to hold on to in the
event of turbulence

• Train cabin crewmembers to effectively use the Passenger Address (PA) system and
other types of communication with passengers during turbulence to ensure safety.

VI Summary of Key points

• Operators should review previous turbulence incidents from flight reports, cabin
crew reports, interviews etc. This information should be analyzed in order identify
some of the causes of turbulence-related injuries. This will enable the Operator to
review procedures and training, in order to prevent turbulence-related injuries.

• Operators should develop Standard Operating Procedures (SOPs) to enable

the cabin crew to effectively manage the cabin and galleys during turbulence.

• Operators should encourage the use of seat belts. This is the most effective
preventive measure for protecting cabin crew and passengers from turbulence-
related injuries.

• Operators should encourage the cabin crew to be aware of their own safety during
turbulence.

VII Associated Flight Operations Briefing Notes

The following Flight Operations Briefing Notes can be read to complete this information:
• Effective Briefings for Cabin Operations

VIII Regulatory References

• JAR-OPS 1.1015 – Cabin Crew Training Standards
• JAR-OPS 1.1000 – Senior Cabin Crewmembers
The JAR publications can be found on: http://www.jaa.nl/.

• FAA Advisory Circular – AC 120-88A - Preventing Injuries Caused by Turbulence -

http://www.airweb.faa.gov/.

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IX Additional Reading Materials / Websites References

• IATA – Training - Cabin Operations Safety Toolkit - Turbulence Management -
http://www.iata.org/training/toolkit/
• Flight Safety Foundation – Publications – Cabin Crew Safety Bulletins -
http://www.flightsafety.org/home.html
• Flight Safety Australia – May/June 2006 - http://www.casa.gov.au/fsa/
• FAA – Fire and Cabin safety - International Fire and Cabin Safety Research
Conference – Conference Proceedings from 2004 – Operational Issues -
Cabin Readiness for Turbulence - Ken Larcher and Cynthia L. Corbett -
http://www.fire.tc.faa.gov/.

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

Flight Operations Support and Services

1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE

FOBN Reference : FLT_OPS – CAB_OPS – SEQ 10 – REV 01 – SEP. 2007

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Flight Operations Briefing Notes Planned Ground Evacuation

Flight Operations Briefing Notes

Cabin Operations
Planned Ground Evacuation

I Introduction
A planned ground evacuation can be defined as an evacuation that enables the cabin
crew to review procedures, and to inform and prepare passengers for an emergency
landing. The cabin crew provide passengers with brace instructions, guidance on exit
usage, and information on how and when exits should be operated. Effective
communication between the crewmembers and the passengers is necessary for
a timely, effective, and orderly response.

II Background Information
A safety study by the US NTSB (National Transportation Safety Board) in 2000, entitled
“Emergency Evacuation of Commercial Airplanes”, cites examples of planned
evacuations where the cabin crewmembers were able to provide passengers with
a detailed briefing. The cabin preparation and briefing resulted in an orderly, timely
evacuation with few to no injuries.

III Emergency Checklist

Emergency checklists are useful tools that enable cabin crew to prepare the cabin for
a planned emergency. It contains all the steps required to prepare the cabin for
an emergency, and lists the steps to be completed in order of priority.
Many Operators have developed checklists in the form of laminated cards that are
distributed to each cabin crew, or are stowed near the cabin crew’s seats. These types
of checklists should be readily accessible to the cabin crew.

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Emergency checklists are designed to provide support to cabin crewmembers in

a planned emergency, and to help them complete all the necessary steps without
forgetting anything. Emergency checklists should be short and consistent.

IV Emergency Checklist Contents

The Brace Position

The brace position is essential when preparing passengers in an emergency landing.
Reviewing the brace position during the emergency passenger briefing will help to
ensure that passengers are in the correct brace position for landing.
The brace position has a dual function: First of all, it reduces body flailing, as
passengers must lean or bend over their legs. Secondly, it protects passengers from
hitting their head on a hard surface.

This position must be adapted if the seat is:

• Facing a seat back or a bulkhead
• Forward facing or aft-facing with a safety belt and a shoulder harness (crewmember
seats only).

It must also be adapted if passengers are pregnant, traveling with infants or obese.

• Forward facing seat • Forward facing seat

• Safety belt only • Safety belt only
• High density seating • High density seating
• Adult holding infant • Against seat and against seat
with break over feature

• Forward facing seat • Aft facing seat

• Safety belt and • Safety belt and
shoulder harness shoulder harness

Source: Transportation Safety Board of Canada, Aviation Advisory Circular, AC0155

Figure 1
Examples of Passenger Brace Positions and Cabin Crew Brace Positions

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It must be emphasized to passengers that they should expect more than one impact.
Passengers must remain in the brace position until the aircraft comes until a complete
stop.
Once the brace position has been explained, the next step is to inform the passengers
when to assume the brace position, for example:
“When you hear the cabin crew shouting “Brace, Brace, Brace”, this will be your signal
to take the brace position, you must remain in this position until the aircraft has come
to a complete stop”.

Emergency Exit Location

The cabin crew must indicate the location of the nearest emergency exits and the floor
proximity exit path lighting to the passengers.

Loose Items
All loose items must be removed, and secured, because they can be projected into
the cabin during landing, cause injury or may impede access to exits. Items to be
stowed and secured include:
• Carry-on baggage
• Handbags
• Laptops
• Briefcases.

All of these items must be placed in an overhead bin, closet or under a seat.
High-heeled shoes and sharp objects must also be removed, because these objects can
cause damage to the slide during an evacuation. In addition, these objects must not be
stowed in seat pockets, since they may injure passengers when they take the brace
position.
Seat pockets should only be used to stow small objects, such as pens and eyeglasses.
Cabin crews should also remove items such as pens, badges and wing pins from their
uniforms.

Able-Bodied Passengers (ABPs)

The International Civil Aviation Organization (ICAO) defines able-bodied passengers
(ABPs) as “passengers selected by crewmembers to assist in managing emergency
situations if and as required”.

The selection of ABPs is based on their ability to understand instructions, their physical
ability, and their ability to stay calm. The ideal candidates are people such as:
• Deadheading crewmembers

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• Military personnel
• Police
• Fire personnel
• Medical personnel
• People who respond well to instructions.

The cabin crew must not select family members traveling together to be ABPs, because
they will naturally prefer to assist their family members before the other passengers.
Instead, the cabin crew should select passengers who are traveling alone to be ABPs.

Ideally, the cabin crew should select 3 ABPs at each exit. One of the ABPs should be
briefed on the following:
• How to replace the cabin crewmembers in case they become incapacitated.
However, the cabin crew must emphasize that ABPs will replace cabin crewmembers
only if they are not able perform their function due to incapacitation
• How to assess conditions outside the aircraft, for example, how to identify that
an exit is usable/no longer usable
• How to open the exit
• How to protect oneself from going overboard, to remain in the assist space and to
hold on to the frame assist handle
• Commands to be used during evacuation: i.e. “Jump and slide”
• How to open the crewmembers’ seatbelt: The crew harness buckle is different from
passengers’ seat buckles, and a cabin crewmember who is incapacitated in a crew
seat may block a usable exit.

The two other ABPs should be briefed on how to assist the cabin crew during
the evacuation, such as by:
• Holding passengers back during door opening and slide inflation
• Remaining at the bottom of the slide during the evacuation to assist other
passengers.

The cabin crew should brief the ABPs seated at overwing exits on the following:
• How to assess the outside conditions
• When to open the exit
• How to open the exit
• Commands to be used: i.e. “Come this way”, “Step out”, “Follow the arrows”, “Run
and slide”
• How to redirect passengers if an exit is no longer usable or blocked.

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ABPs should is also be assigned to assist special needs passengers, such as:
• Passengers with reduced mobility
• The elderly
• Unaccompanied minors
• People traveling alone with more than one child.

Securing the Cabin

When the passenger briefings have been completed, the cabin crew must perform
the final cabin secure check, in order to ensure that:
• Seat belts are fastened
• Seat backs are in the upright position
• Tray tables are closed and latched
• Armrests are down
• Carry-on baggage is stowed and secure
• Overhead bins are closed and latched
• Exits and aisles are clear of all obstructions
• Service items are cleared
• Cabin dividers are open.

The lavatories should be vacated and locked, and the galley equipment should be
secured by:
• Closing and locking all containers
• Ensuring that carts are correctly stowed and secured
• Switching off all galley power, and pulling all galley circuit breakers.

When the emergency checklist has been completed, the Purser will notify the flight
crew that the cabin is secured. The Purser will also ask for an update of the situation,
and the amount of time remaining.

At this point in time, the cabin crewmembers should:

• Take their seats
• Adjust the seat harness
• Begin a silent review
• Be prepared to brace when the command comes from the flight crew.

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V Operational Standards for a Planned Ground Evacuation

Planned Ground Evacuation Briefing

In any type of unusual, abnormal or emergency situation, crew communication and
co-ordination play a vital role. It is important that information is shared amongst
the entire crew. Successful evacuations are dependent on effective communication
among
the flight crew, the cabin crew and the passengers.
It is important for Operators to establish procedures in order to ensure that adequate
guidance is provided to both flight crews and cabin crews on how to conduct abnormal
and emergency briefings.

For example, if the flight crew needs to inform the cabin crew of an emergency, there
may be a specific signal to alert the cabin, such as:
• A series of chimes
• A specific phrase: i.e. “Purser to cockpit”.

These specific actions alert the other crewmembers that there is an emergency
situation. When the cabin crewmembers hear the signal, this indicates that
an emergency situation exists, and that they must start to secure equipment. Cabin
crewmembers should be ready, at their stations, to be briefed by the Purser via
the interphone.

The Flight Crew to Purser Briefing

The flight crew should brief the Purser in a clear, precise and concise manner.
The briefing should provide the Purser with the following information:
• Nature of emergency (landing or ditching)
• Time available to prepare the cabin (the cabin and flight crew should synchronize
watches to assist with time management)
• What the brace signal will be
• Signal to remain seated (if no evacuation is required)
• Special instructions/other information
• Who will inform the passengers and when (flight crew or Purser).

The Purser to Cabin Crew Briefing

The Purser must take note of the time in order to manage the time available for
the emergency briefing. A certain amount of time is allocated to each task on
the checklist. The Purser will need to closely monitor the time in order to accomplish as
many tasks on the checklists, as time permits.

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The extent of the cabin preparation will depend on the time available. The steps of
the cabin preparation should be completed in the order of their importance.

The Purser will relay the information provided by the flight crew to all of
the cabin crewmembers. The Purser then will instruct the cabin crewmembers to:
• Take their emergency checklists
• Take their emergency briefing position
• Be prepared for the emergency announcement and demonstration.

The Cabin Crew to Passenger Briefing

For psychological reasons, it is advised that the flight crew make the initial
announcement. However, due to the high workload in the cockpit during an emergency,
the Purser may be required to make the announcement. The Purser must inform
the passengers about:
• The nature of the emergency
• The need to prepare the cabin
• The need for passengers to follow the cabin crewmembers instructions.

Before the emergency demonstration begins, the cabin crew must ensure that:
• The cabin dividers are open
• The lighting is bright
• The entertainment system is switched off.

The cabin crew should be ready to demonstrate the emergency briefing in their
assigned brief and secure area.
In order to conduct an effective briefing, the cabin crew must not distract
the passenger’s attention from the briefing.

Some helpful tips include:

• Do not walk up and down the aisle during the announcement
• Do not talk during the announcement
• Coordinate the demonstration with the announcement.

When reading the announcement, the Purser should speak slowly and distinctly, and
remember to pause at key points. This will enable cabin crewmembers to perform
the demonstration, and verify passenger compliance.

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The Signal to Evacuate

The flight crew will initiate the evacuation by using the Passenger Address system (PA)
to make an appropriate announcement, such as: “Passengers Evacuate”, and then
pressing the EVAC COMMAND pushbutton.
Note:
Preparing the cabin for an emergency does not always result in an evacuation.
If the flight crew decides that no evacuation is required, they may announce:
“Passengers and crew remain seated”.
Cabin crewmembers must be assertive in order to ensure that passengers remain
seated, and that they follow all instructions.

The Cabin Evacuation Process

The evacuation must begin immediately upon receiving the evacuation signal.
Positive, assertive action from the cabin crew will directly impact the rate and flow of
passenger movement to the exits and down the slides. The commands used by
the cabin crew are an essential part of the evacuation process.

Commands should be:

• Loud
• Clear
• Short
• Well-paced
• Assertive
• Positive.

The following are of some of the commands that are used to during the evacuation of
passengers:
• “Seatbelts off!”
• “Leave everything!”
• “Come this way!”
• “Hurry, hurry!”
• “Jump and slide!”
• “Two by two!” (dual lane slide), “One at a time!” (single lane slide).

During the evacuation, the cabin crew must:

• Monitor the flow of the evacuation. Be aware of congestion in the cabin, and at
the bottom of the slide

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• Be alert of evolving situations during the evacuation, for example slide damage, or
a fire that would make it impossible to use the exit
• Be prepared to re-direct passengers to other exits if, necessary.

Post-Evacuation
The majority of emergency evacuations happen at, or near, an airport. While
the crewmembers are evacuating the aircraft, the Airport Emergency Plan (AEP) is
implemented. This plan consists of deploying emergency services such as Airport
Rescue Fire Fighting, ambulances, and police to the scene.

The crewmembers are responsible for the passengers, until they are relieved by
the rescue services. They must carry out the following actions to ensure passenger
safety:
• Assist passengers away from the slides
• Direct the passengers away from fuel, fire and vehicles
• Assist in marshalling passengers to a safe area upwind, away from the aircraft
• Keep passengers together and complete a headcount
• Treat injured passengers, and give first aid, if necessary
• Enforce a NO SMOKING policy.

Crewmembers should also receive training and survival information according to

regions, such as:
• Desert areas
• Tropical areas
• Polar regions
• Mountainous areas.

VI Factors Affecting Adherence to the Operational Standards

Analysis of in-service events reveals that the operational standards can be ineffective
or non-applicable due to the following reasons:
• Incorrect application of the procedure:
− An elderly person is seated at an overwing exit.

• Lack of training and familiarity with procedures:

− A crewmember lacks sufficient assertiveness when ordering passengers to exit
the aircraft
− The crewmember does not use the manual inflation handle when the slide does
not automatically inflate.

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• Lack of procedures:
− The Operator provides inadequate procedures and guidelines for planned
emergencies
− The Operator does not give additional briefing to passengers seated at overwing
exit.

• Ineffective cabin crew communication with the passengers:

− Passengers do not adopt the brace position or the correct brace position when
the cabin crew shout the commands.

• Ineffective cabin crew communication with the flight crew:

− The flight crew does not inform the Purser how much the time is available to
prepare the cabin. Therefore, the cabin crew is not aware of the time constraints
and unable to prioritize the checklist tasks
− The flight crew decides not to perform the evacuation. However,
the crewmember does not hear the order “remain seated”, and shouts
the evacuation commands
− The brace signal given by the flight crew, is too early, is not heard or comes to
late. Therefore, crewmembers and passengers are sitting upright upon impact.

VII Prevention Strategies

It is impossible to prevent an unexpected event such as a ground evacuation. However,
if an evacuation is required, it is possible to take preventive steps that will help in
achieving an efficient evacuation:
• Effective communication and coordination between the flight and cabin crew is
crucial when an emergency event occurs
• Training should ensure that crewmembers are proficient in the use of emergency
evacuation procedures, commands and crowd control. Each crewmember should be
trained to know the location, function and operation of each piece of emergency
equipment onboard the aircraft
• Cabin crewmembers should verify that the passengers seated at exit rows will be
able to assist the cabin crew, in the case of an emergency. Individual briefings
provided to passengers seated at exit rows have two benefits:
− Firstly, it provides passengers with the opportunity to ask the cabin crew
questions
− Secondly, it enables the cabin crew to ensure that the passengers seated at
the exit rows understand the language in which the cabin crewmembers will give
their commands, and are capable of opening the exit, in the case of
an emergency.

• Attract passengers’ attention during the safety demonstration by making eye

contact with as many passengers as possible

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• Attract passengers’ attention to the safety card, and emphasize that a review of
the safety card is important, because it contains additional safety information.

VIII Summary of Key Points

• Operators should develop an emergency checklist that clearly lists the role, duties
and responsibilities of each crewmember in order to prepare for a planned
emergency:
− Emergency checklists provide the cabin crew with a memory aid
− Emergency checklists should provide all the steps required to prepare the cabin
in an emergency in order of priority
− Emergency checklists keep the cabin crew task minded.

• The assertiveness of the cabin crew has a direct impact on the passenger
evacuation or non-evacuation (if the order to evacuate is not received from
the flight crew, the cabin crewmembers will need to assert their authority, in order
to prevent an unnecessary passenger-initiated evacuation)

• Operators should define exit row seating requirement policies, and ABP
requirements regarding age, physical ability, and the ability to understand
the language in which the crew will give their commands

• Operators that have a “free seating” policy should ensure that the ground staff and
the cabin crew are aware of the exit row seating requirements

• Operators should regularly review cabin safety recommendations from the various
aviation authorities, and safety agencies

• Operators should review incidents that occur during in-house flight operations.
These incidents can be analyzed to update existing procedures, or used during cabin
crew emergency training, or CRM training.

IX Associated Flight Operations Briefing Notes

The following Flight Operations Briefing Notes can be consulted for additional
information about evacuations, briefings and crew communication:
• Unplanned Ground Evacuation
• Effective Briefings for Cabin Operations
• Crew Communication

X Regulatory References
• JAR-OPS subpart O – Cabin Crew Standards
• FAA AC 121-24C - Passenger Safety Information Briefing and Briefing Cards
• Transportation Safety Board of Canada - Aviation Advisory Circular AC0155

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XI Airbus References
• A320 Family, A330 & A340 Cabin Crew Operations Manuals
• Getting to Grips with Cabin Safety (Brochure)

XII Additional Reading Materials/Websites References

• Transport Canada - A Safety Study of Evacuations of Large Passenger – Carrying
Aircraft - Report Number SA9501
• Transport Canada – TP 12295E – Flight Attendant Manual Standard
• Transport Canada – TP 12296E – Flight Attendant Training Manual

These publications are available on the Transport Canada website:

http://www.tc.gc.ca/.

• CAA United Kingdom SRG – FODCOM 22/01 - Briefing of Passengers at Type III
Emergency Exits - http://www.caa.co.uk/
• Flight Safety Foundation – Publications - Flight Safety Digest December 2000 -
Safety Study Emergency Evacuation of Commercial Airplanes (Case 26 and 43)
• Flight Safety Foundation – Publications – Cabin Crew Safety January-February 2003

These publications are available on the Flight Safety Foundation website:

http://www.flightsafety.org/home.html.

• Global Aviation Information Network (GAIN) - Cabin Safety Compendium -

http://www.gainweb.org/

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference : FLT_OPS – CAB_OPS – SEQ 11 – REV 02 – MAR. 2007

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Flight Operations Briefing Notes Unplanned Ground Evacuation

Flight Operations Briefing Notes

Cabin Operations
Unplanned Ground Evacuation

I Introduction
The primary responsibility of the cabin crew during an evacuation is to direct
passengers to evacuate the aircraft using all of the usable exits. The aim of
an evacuation is to ensure that passengers and crewmembers leave the aircraft as
rapidly and as safely as possible.

Many factors contribute to the successful evacuation of the aircraft:

• The procedural knowledge of the cabin crew: This includes training, experience, and
behavior
• The environment inside and outside of the aircraft (e.g., the presence of smoke,
fire, the cabin lighting, and outside conditions)
• The passengers’ behavior, age, level of fitness, and motivation
• The aircraft configuration, and the layout of the cabin

During an emergency, it is essential for the cabin crew to be able to apply

their knowledge of procedures, and rapidly adapt to the situation.

II Statistical Data - Background Information

Unplanned Ground Evacuations

From 1997 through 1999, the US National Transportation Safety Board (NTSB),
investigated 46 emergency evacuations, and determined that 31 of the 46 cases

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studied were unplanned evacuations. 24 of those unplanned evacuations were

the result of an event that occurred during the taxi, takeoff, and landing phases of
flight.

III Operational Standards for an Unplanned Ground Evacuation

The Silent Review

The use of the Silent Review, or the 30-second review, is an excellent tool that
the cabin crew can use to prepare for the unexpected. The Silent Review helps
the cabin crew focus their attention on their duties and responsibilities, and on safety.
The cabin crew should perform the Silent Review during the takeoff and landing phases
of flight. This review helps the cabin crew prepare themselves, and enables them
to react rapidly.

The Silent Review should contain all of the elements needed to review evacuation
duties and responsibilities. It may include, but is not limited to, the following subjects:
• Bracing for impact
• Commands
• Initiating evacuation, if necessary (i.e. Identify under what circumstances the cabin
crew will initiate an evacuation: Fire, smoke, life-threatening situations, ditching,
no response from the flight crew)
• Operating exits
• Assessing outside conditions
• Self-protection
• Locating the manual slide inflation device
• Locating Able-Bodied Passengers (ABPs).

The following is an example of a Silent Review that uses the first word of each subject
to form a word that is easy to remember. This example is called “OLDABC”:
• Operation of exits
• Location of equipment
• Drills (Brace for impact)
• Able-Bodied Passengers and disabled passengers
• Brace position
• Commands.

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IV When Can the Cabin Crew Initiate an Evacuation?

When preparing for takeoff and landing, the cabin crew should be alert to any indication
of a possible emergency. Such indications may include fire, smoke, scraping metal,
unusual noises, the force of impact, or an unusual aircraft attitude.
Many evacuations are unplanned, and occur without warning. In most cases,
the decision to evacuate is made by the flight crew. In a study conducted by
the Very Large Transport Aircraft (VLTA) Emergency Requirements Research Evacuation
Study, it was determined that in 11 of the 77 accidents analyzed (14%), information
received from the cabin crew played an important role in the flight crew’s decision to
evacuate.

In some cases, it may be necessary for the cabin crew to initiate an evacuation, when
there is a catastrophic situation, such as:
• Uncontrollable fire
• Dense smoke
• Severe structural damage
• Emergency landing on water
• No communication from the flight crew.

When the cabin crew decides to initiate an evacuation, they must evaluate the level of
danger, and the consequences that a delay in decision-making may have. Smoke or fire
that is out of control requires a rapid decision, because of the danger it presents to
the occupants of the aircraft, its ability to incapacitate rapidly, impair judgment and
restrict vision, therefore making the evacuation process difficult.
If the cabin crew considers that an evacuation is necessary, they must attempt to
contact the flight crew in order to inform them of the situation.
In these cases, delaying the evacuation reduces the chances of survival.

An evacuation requires cabin crew coordination. Therefore, all cabin crewmembers

must be informed that a life-threatening situation exists. There are many ways to
inform cabin crewmembers, such as via:
• An evacuation alarm
• A Public Address
• An interphone
• A megaphone.

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V Factors Influencing Successful Aircraft Evacuation

An Assertive Cabin Crew

An assertive cabin crew that uses short, clear commands will have an immediate impact
on the rapidity of the cabin evacuation. The cabin crew must be assertive in their use of
commands, and, if necessary, be prepared to use some physical force to evacuate
passengers from the aircraft.

Commands should be:

• Loud
• Clear
• Short
• Well-paced
• Assertive.

Body language is extremely important: The gestures of the cabin crew and tone of
their voice must reflect what they want to achieve, because passengers may not always
understand the language that the cabin crew is using

Brace Commands
The brace command is the first and most important instruction that cabin crew must
provide to passengers in an unplanned emergency. The purpose of instructing
passengers to take the brace position is to reduce injuries during impact, in order to
increase the chances of survival.

The brace position has two functions: Firstly, it reduces the extent of body movement,
due to the fact that passengers must lean or bend over their legs. Secondly, it protects
passengers from hitting their head on a hard surface.
When the cabin crew uses the brace commands, it is important that all of
the passengers seated in the cabin can hear and understand the commands.
If the commands are not synchronized (particularly on smaller aircraft, when the cabin
crew is seated close together), the commands may not be audible, and therefore may
not be understood by the passengers. This can lead to confusion among
the passengers.
Some example of brace commands are: “Heads down”,” “Stay down”, or “Heads down,
feet back”.

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Assessing Outside Conditions

Before opening an exit, the cabin crew must check that the outside conditions are safe,
and that the slide deployment area is clear of:
• Fire
• Smoke
• Obstacles
• Debris.

The cabin crew should open the exit, only if it safe to do so.
The cabin crew must hold on to the frame assist handle.
The cabin crew can use commands such as “Stand back, stand back” to hold
passengers back from the exit, during the exit opening and slide deployment sequence.
The cabin crew must visually check that the slide is deployed and fully inflated.
When the cabin crew confirms that the exit is usable, they can start the evacuation.
The cabin crew should only use the command “Come this way” when a cabin
crewmember has confirmed that the exit is usable.

Able-Bodied Passenger (ABP) Commands

The cabin crew should be trained to identify passengers who could be Able-Bodied
Passengers (ABPs), in order to assist the cabin crew with safety-related tasks during
an evacuation. The cabin crew can easily identify ABPs during the passenger boarding
process.
ABPs can assist and protect the cabin crew during the door opening and slide inflation
sequence, by keeping passengers back from the exit, until the slide is inflated and
conditions are safe.

Use of the Assist Space

Each aircraft has a dedicated assist space located on either side of the door. The cabin
crew must firmly grasp the frame assist handle and position themselves correctly in
the assist space. This will:
• Prevent the cabin crewmember from being pushed out of the exit
• Prevent the cabin crewmember from interfering with evacuating passengers.

Crowd Control Commands

The cabin crew must have absolute control of the situation, and provide assertive
commands and instructions to passengers. There are documented cases of evacuations
during which the passengers did not behave appropriately, and did not comply with
the instructions provided by the cabin crew.

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It is important to note that during evacuations, especially when there is a possible

life-threatening situation, passengers may react in many different ways, such as by:
• Panicking (screaming, crying, hysteria)
• Freezing up (not able to react)
• Not being aware that danger exists
• Pushing
• Exiting with carry-on baggage.

Carry-on Baggage
Many studies, such as the Safety Study conducted in 2000 by the US National
Transportation Safety Board (NTSB), and investigation reports document the fact that
in some cases, it was necessary for the cabin crew to argue with passengers because
passengers attempted to carry baggage to the exits during emergencies (in one case,
the evacuating passenger tried to exit with his guitar!).
Carry-on baggage brought to the exits can cause blockages and congestion at the exit
and in the aisles, and reduce the efficiency of the evacuation.
An Australian Transportation Safety Board (ATSB) report in 2001 reported that in
an accident that occurred in 1999, some passengers were authorized to take baggage
with them as they evacuated the aircraft. When the cabin crew attempted to enforce
that passengers leave their carry-on baggage behind, the passenger flow from the exit
became less orderly.
This example illustrates an important point: If the cabin crew gives the command to
passengers to leave their carry-on baggage behind during the evacuation, this may be
too late.

Therefore, the cabin crew should instruct passengers to leave their baggage
at the beginning of the evacuation. Some examples of possible commands are:
• “Open seatbelts, leave everything”
• “Open seatbelts, no baggage”.

The cabin crew can also include this information in the passenger pre-flight safety
briefing in order to reinforce the message, i.e.: “If an emergency evacuation is
necessary, leave all your belongings behind.”

Exit Flow Management Commands

It is essential that passengers evacuate the aircraft immediately. The cabin crew must
monitor the evacuation, and maintain an even flow of passengers from each exit, to
avoid congestion at the end of the slides. The cabin crew must continually monitor
the slide to ensure that it remains safe for use.

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During the evacuation, the cabin crew should ensure that they use appropriate types of
commands. For example, in a nose gear collapse, the slide may be close to the ground.
Therefore, it may not be appropriate to command passengers to “jump and slide”.

The cabin crew should consider the type of commands they will use, according to:
• The type of exit: For example, an overwing ramp/slide
• Single-lane or dual-lane slide
• The attitude of the slide, after slide inflation
• Passengers’ behavior.

To ensure the flow of passenger evacuation, the cabin crew can use commands, such
as:
• “Jump and slide”
• “Run and slide”
• “Run, run” (This may be appropriate if the slide is very close to the ground)
• “Two by two” (dual-lane slides)
• “One by one” (single lane slide)
• “Keep moving”
• “Hurry”
• “Stand, Jump” or “Stay on your feet” (This can be used for passengers who insist
on sitting on the door sill).

There is an absolute need for crewmembers to assert their authority, in order to avoid
delays in getting passengers down the slide and away from danger. It may be
necessary to use a certain amount of physical force, in order to encourage some
passengers to leave the aircraft.

Unusable Exits
An exit may not be usable at the beginning of the evacuation, or may become unusable
during the evacuation.

An exit may be unusable at the beginning of the evacuation, for one of the following
reasons:
• The exit is jammed, and will not open
• The slide does not deploy correctly, or the slide is damaged
• There are external hazards, such as fire, smoke, obstacles or debris.

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The cabin crewmember who is responsible for the unusable exit must inform
the passengers that the exit is blocked, and redirect passengers to the nearest usable
exit.
The cabin crewmember must guard the exit to prevent the exit from being used.
When redirecting passengers, the cabin crewmember must know towards which exit to
direct passengers. The crewmember should listen for the nearest crewmember(s)
giving passengers the command to “come this way” or “jump”, for confirmation that
another exit is usable.

The cabin crewmember at the unusable exit must use positive commands and gestures
to redirect passengers to the nearest usable exit, with commands such as:
• “Blocked exit”
• “Go across”
• “Go forward”
• “Go back”.

The cabin crewmembers should encourage passengers to move rapidly and to “hurry”.

The cabin crew must also be aware of the environment inside and outside the cabin.
If the situation changes, i.e.:
• The slide becomes damaged
• A fire develops in the area
• There are other external hazards.

Then the cabin crewmember at the unusable exit must perform the following actions:
• Stop the evacuation
• Block the exit and redirect passengers to the nearest usable exit
• Guard the exit.

Cabin Configuration
The cabin configuration can have an impact on the rate and flow of the evacuation:
e.g. the physical layout of the cabin, the passenger seating density, the access to
the exits, the width of the cross aisles, the location of the monuments, etc. The cabin
configuration also plays a major role when identifying the areas/exits with
the highest/least passenger seating density.

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To enhance the situational awareness skills of the cabin crew, they should be familiar
with the cabin layout, and the areas where congestion may occur, due to:
• Passenger seating density
• The location of galleys, lavatories, …
• Restricted visibility
• Passengers arriving from different directions.

It may be necessary for the cabin crew to redirect passengers to other usable exits to
avoid congestion, and to maximize the use of all the usable exits, in order to evacuate
the aircraft as rapidly as possible. To achieve this, the cabin crew must be aware of
what is happening in the cabin during the evacuation.

Exit Bypass
If an exit becomes too congested, the cabin crew can re-direct passengers to another
less congested usable exit. This is referred to as exit bypass. The cabin crew can use
exit bypass to maintain an even flow of passengers to all of the usable exits, and to
maximize their use.

Dried-up Exit
A dried-up exit is a usable exit that passengers are not longer using to evacuate
the aircraft. During an evacuation, it is important to maximize the use of all of the
usable exits, in order to reduce the evacuation time. When an exit is no longer being
used, and if the circumstances permit, the cabin crewmembers at these exits must
make every effort to attract passengers to these exits.

Pre-Cabin Crew Evacuation

When the flow of passengers to the exit begins to slow down, the cabin crew should
check the cabin and call all remaining passengers to the exits.
When the flow of passengers has stopped, the cabin crew should check their assigned
area for any remaining passengers.
When the cabin crewmember’s assigned area is empty, or it is no longer safe to remain
onboard the aircraft, the cabin crewmember should evacuate through the first usable
exit.

If an evacuation occurs away from an airfield, the cabin crew should take emergency
equipment from the aircraft, if the situation permits.

Whether evacuating off airport or at an airfield, it is extremely useful for cabin crew to
have a megaphone to manage passengers on the ground after the evacuation.

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Post-Evacuation Responsibilities
When the cabin crew is outside the aircraft, they are responsible for the passengers,
until they are relieved by the emergency services or by the authorities. The cabin crew
should perform the following actions to ensure passenger safety:
• Direct passengers upwind, and away from the aircraft
• Assemble passengers and keep them together
• Direct passengers away from, fuel, fire and vehicles
• Assist passengers, and provide first aid, if necessary
• Enforce a NO SMOKING policy
• Make a passenger headcount, if possible.

VI Passenger Safety Briefings

Many studies have been conducted regarding passenger attitudes towards safety
briefings. The following are some of the findings of these studies.
The US National Transportation Safety Board studied the Emergency Evacuation of
Commercial Airplanes (NTSB 2000), and found that 54% of passengers said that they
had not watched the entire safety briefing, because they had seen it before.

In another study conducted by P. J Fennel and H.C Muir 1992, passengers received
questionnaires via travel agents, in order to research passengers’ attitudes towards
safety briefings. In these questionnaires, passengers indicated that safety briefings
would be more effective, if:
• They were introduced appropriately
• Passengers were informed that the safety equipment on all aircraft is not the same
• Passengers were informed that it is in their interest to pay attention
• The cabin crew appeared more interested in the way that they presented the safety
information.

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These are just some of the comments from the study. However, it is important to note
that these studies demonstrate that passengers prefer that their safety be a shared
concern between the Operator and the cabin crew.
Safety briefings should focus the passengers’ attention on safety, and make passengers
aware that it is in their interest to pay attention. When introducing a safety briefing,
the cabin crew can increase passenger awareness by using phrases such as “For your
safety” or “As your safety is important to us”.

The cabin crew should emphasize the importance of:

• Listening and watching the safety briefing
• Being aware of the location of safety equipment: i.e. safety cards, exits, and
seatbelts.

When cabin crew is required to perform a safety demonstration, the cabin crewmember
that makes the safety announcement must speak slowly and clearly. The cabin
crewmember should also pause at key points during the announcement to enable
the cabin crew sufficient time to demonstrate.
The cabin crew should be animated, and try to make eye contact with as many
passengers as possible in order to attract the passengers’ attention to the safety
briefing. This also applies to the cabin crew when they provide safety demonstrations
and audiovisual safety presentations.
When using an audiovisual presentation, the cabin crew should take their positions in
the cabins, and point to the exits.

VII Factors Affecting Operational Standards

Analysis of in-service events reveals that operational standards may not be effective or
applicable in the following situations:
• A procedure is not applied correctly:
− A cabin crewmember is not at their designated exit during takeoff and landing,
and leaves the exit unattended.

• Cabin crew training is not sufficient:

− The cabin crew does not have the skills to efficiently evacuate an aircraft
− The cabin crew lack training in crew communication and coordination skills.

• Operational procedures are not sufficient:

− The Operator does not include the Silent Review in the standard operating
procedures
− The Operator does not permit the cabin crew to initiate an evacuation

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− The Operator does not provide guidelines to the cabin crew that explain when
the cabin crew may initiate an evacuation.

• The communication with passengers is not effective:

− The cabin crew does not provide assertive commands
− The cabin crew’s commands are negative or complicated.

VIII Prevention Strategies

It is impossible to prevent a necessary unplanned evacuation. However, if an unplanned
evacuation is required, it is possible to take preventive steps that will help in achieving
an efficient evacuation.

The cabin crew should:

• Be regularly trained, and demonstrate proficiency in the use of emergency
procedures and equipment.
• Ensure that the communication and coordination between the flight and cabin crew
is effective when an emergency event occurs
• Attract passengers’ attention to safety briefings
• Remember the importance of assertive commands and gestures during
an evacuation
• Be aware of their surroundings and implement an appropriate evacuation technique,
depending on the exit and situation.

IX Summary of Key Points

• Operators should encourage the cabin crew to use the Silent Review as part of
the company standard operating procedures, to enable the cabin crew to be
prepared for an unexpected event
• Operators should ensure that evacuation procedures include effective commands
and actions that the cabin crew can use during an evacuation
• Operators should ensure that the cabin crew knows how to use the emergency door
in the power assist mode and the door power assist failure
• The cabin crew must be assertive in order to efficiently evacuate the aircraft
• Operators should regularly include updates in their procedures and training, and
any amendments/recommendations should reflect the current industry standards
• Operators should review incidents that occur during operational flights in order to
update existing procedures, and include them cabin crew emergency training.

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X Associated Flight Operations Briefing Notes

The following briefing notes can be consulted for additional information:

• Planned Ground Evacuation
• Effective Briefings for Cabin Operations
• Crew Communication

XI Regulatory References
• FAA AC 121-24C Passenger Safety Information Briefing and Briefing Cards
• JAR-OPS 1.1005 – Cabin Crew
• Transport Canada - Commercial and Business Advisory Circular No. 0188

XII Airbus References

• A320 Family, A330 & A340 Cabin Crew Operations Manuals (CCOM)
• Getting to Grips with Cabin Safety (brochure)

XIII Additional Reading Materials / Websites References

• Transportation Safety Board of Canada (TSB) - A safety Study of Evacuation of

Large, Passenger-Carrying Aircraft (Report SA9501):
http://www.tsb.gc.ca/en/reports/air/studies/

• National Transportation Safety Board (NTSB) – Aviation Safety Studies & Special
Report – Emergency Evacuation of Commercial Airplanes (Safety Study SS--00-01):
http://www.ntsb.gov/publictn/A_Stu.htm

• Very Large Transport Aircraft (VLTA) Emergency Requirements Research Evacuation

Study (VERRES) – A project Summary: http://fseg.gre.ac.uk/fire/verres_WP4%20.pdf

• Australian Transportation Safety Board (ATSB) - Aviation safety – Aviation

Publication - Evacuation Commands for Optimal Passenger Management (02-May-
2006): http://www.atsb.gov.au/

• Flight Safety Foundation – Publications – Cabin Crew Safety July-August 2000

This publication is available on the Flight Safety Foundation website:

http://www.flightsafety.org/home.html.

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Flight Operations Briefing Notes Unplanned Ground Evacuation

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference : FLT_OPS – CAB_OPS – SEQ 12 – REV 01 – NOV. 2006

Page 14 of 14