IATA 04th Edition Cabin Operations Safety Best Practices Guide

Cabin Operations Safety
Best Practices Guide 4th Edition

NOTICE
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Senior Vice President

Safety and Flight Operations
International Air Transport Association
800 Place Victoria
P.O. Box 113
Montreal, Quebec
CANADA H4Z 1M1
Cabin Operations Safety Best Practices Guide, 4th Edition ISBN

978-92-9229-323-9
© 2018 International Air Transport Association. All rights reserved.
Montreal—Geneva
Introduction
Section 1— Introduction .................................................................................................................................... 13

1.1 Foreword ............................................................................................................................................... 13
1.2 Summary of changes ............................................................................................................................ 13
1.3 Definitions ............................................................................................................................................. 16
1.4 Abbreviations ........................................................................................................................................ 19
1.5 Cabin Operations Safety Best Practices Guide .................................................................................... 24
Section 2— IATA Cabin Safety .......................................................................................................................... 25
2.1 IATA Cabin Safety Initiatives ................................................................................................................ 25
2.1.1 Cabin Safety Extranet Site ................................................................................................................. 25
2.1.2 Cabin Operations Safety Conference ................................................................................................ 25
2.1.3 Cabin Safety Guidelines .................................................................................................................... 26
2.1.4 Health and Safety Guidelines ............................................................................................................ 26
2.1.5 Cabin Safety Data and Analysis ........................................................................................................ 26
2.1.6 IATA Cabin Operations Safety Technical Group (COSTG) ............................................................... 27
2.1.7 IATA Operational Safety Audit (IOSA) ............................................................................................... 28
Section 3— Safety Management ....................................................................................................................... 29
3.1 Safety Management System (SMS) in Cabin Operations .................................................................... 29
3.2 Safety Risk Management ...................................................................................................................... 30
3.2.1 Risk Assessments in Cabin Operations ............................................................................................ 30
3.2.2 Safety Performance Indicators (SPIs) ............................................................................................... 31
3.3 SMS Training ........................................................................................................................................ 33
3.4 Safety Reporting ................................................................................................................................... 34
3.4.1 Characteristics of Effective Reports................................................................................................... 34
3.4.2 Process Flow ..................................................................................................................................... 38
3.4.3 Submission of Reports ....................................................................................................................... 38
3.4.4 Evaluation and Classification of a Report .......................................................................................... 39
3.4.5 Closure of Reports ............................................................................................................................. 43
3.4.6 The Value of Effective Cabin Safety Reports .................................................................................... 43
3.5 Documentation ...................................................................................................................................... 44
3.5.1 Document Control .............................................................................................................................. 44
3.5.2 IOSA Table 5.1 – Operations Manual Content Specifications ........................................................... 45
Section 4— Fatigue Risk Management ............................................................................................................. 46
4.1 Definition of Fatigue .............................................................................................................................. 46
4.1.1 Transient Fatigue ............................................................................................................................... 46
4.1.2 Cumulative Fatigue ............................................................................................................................ 46
4.2 Fatigue Risk Management System (FRMS) ......................................................................................... 46
4.2.1 Stakeholders ...................................................................................................................................... 48
4.2.2 Components of a FRMS .................................................................................................................... 48
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Cabin Operations Safety Best Practices Guide
4.2.3 Fatigue Management Guide for Airline Operators .............................................................................49

4.2.4 FRMS Policy and Documentation ......................................................................................................49
4.2.5 Fatigue Safety Action Group ..............................................................................................................49
4.2.6 Fatigue Risk Management Processes ...............................................................................................49
4.2.7 FRMS Promotion Processes ..............................................................................................................51
4.2.8 FRMS Training for Operators .............................................................................................................51
4.3 Cabin Crew Fatigue............................................................................................................................... 52
4.3.1 Sleep ..................................................................................................................................................52
4.3.2 Contributory Factors ...........................................................................................................................52
4.3.3 Symptoms and Effects of Fatigue ......................................................................................................53
4.3.4 Fatigue Preventive Strategies ............................................................................................................53
4.3.5 Personal Mitigation Strategies ...........................................................................................................54
4.3.6 IMSAFE ..............................................................................................................................................54
4.3.7 Flight Time, Flight Duty Periods and Rest Periods ............................................................................54
Section 5— Cabin Crew ...................................................................................................................................... 56
5.1 Number and Composition of Cabin Crew.............................................................................................. 56
5.1.1 Cabin Crew Safety Responsibilities ...................................................................................................56
5.1.2 Senior Cabin Crewmember ................................................................................................................56
5.1.3 Other Cabin Crew ...............................................................................................................................57
5.2 Cabin Crew Qualifications ..................................................................................................................... 57
5.3 Cabin Crew Uniforms ............................................................................................................................ 58
5.4 Cabin Crew Medical Standards ............................................................................................................. 59
5.4.1 Aeromedical Assessment ...................................................................................................................59
5.4.2 Alcohol, Drugs and Medication ..........................................................................................................59
5.5 Media and Social Media Policy ............................................................................................................. 59
5.6 Human Factors ...................................................................................................................................... 60
5.6.1 Human Factors Training .....................................................................................................................60
5.7 Crew Resource Management (CRM) .................................................................................................... 61
5.7.1 CRM Training .....................................................................................................................................61
5.8 Threat and Error Management (TEM) ................................................................................................... 62
5.8.1 Threat and Error Management Framework ........................................................................................63
5.9 Cabin Crew Training.............................................................................................................................. 66
5.9.1 Training Records ................................................................................................................................67
5.9.2 Competency-based Training ..............................................................................................................67
Section 6— Communication .............................................................................................................................. 68
6.1 Authority Definitions .............................................................................................................................. 68
6.2 Chain of Command ............................................................................................................................... 68
6.3 Common Language ............................................................................................................................... 69
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Introduction
6.4 Signals and Commands ........................................................................................................................ 69

6.5 Read-Back Instructions ......................................................................................................................... 70
6.6 Cooperation and Coordination .............................................................................................................. 70
Section 7— Operator Policies ........................................................................................................................... 71
7.1 In-flight Entertainment (IFE) Systems ................................................................................................... 71
7.2 Personal Transportation Devices.......................................................................................................... 71
7.2.1 Operators’ Experience and Risk Assessment of PTDs ..................................................................... 72
7.2.2 Recommendations regarding PTDs ................................................................................................... 72
7.3 Portable Electronic Devices (PEDs) ..................................................................................................... 73
7.3.1 Transmitting and Non-transmitting Electronic Devices ...................................................................... 73
7.3.2 Aircraft Fitted With On-Board Connectivity ........................................................................................ 73
7.3.3 Use of Portable Electronic Devices on Board .................................................................................... 74
7.3.4 Risk Assessment & Management - PEDs ......................................................................................... 75
7.3.5 Permitted, Restricted and Prohibited Portable Electronic Devices .................................................... 76
7.3.6 Medical Portable Electronic Devices ................................................................................................. 77
7.3.7 Monitoring PED Use in the Cabin ...................................................................................................... 77
7.3.8 Passenger Awareness of PED Policy ................................................................................................ 78
7.3.9 Low-Visibility Operations ................................................................................................................... 78
7.3.10 Suspected Electromagnetic Interference Report ........................................................................... 78
7.3.11 Publication of PED policy ............................................................................................................... 79
7.3.12 Cabin Crew Training ...................................................................................................................... 79
7.4 Non-certified Comfort Devices .............................................................................................................. 80
7.4.1 Risk Assessment – Non-certified Comfort Devices ........................................................................... 81
7.4.2 Decision Tool – Comfort Devices ...................................................................................................... 81
7.5 Onboard Smoking Policy ...................................................................................................................... 82
7.5.1 Electronic Cigarettes .......................................................................................................................... 83
7.6 Carry-On Baggage ................................................................................................................................ 84
7.6.1 Contents of Carry-on Baggage .......................................................................................................... 84
7.6.2 Risk Assessment – Carry-on Baggage .............................................................................................. 85
7.6.3 Carry-on Baggage Allowance ............................................................................................................ 86
7.6.4 Identification of Carry-on Baggage .................................................................................................... 87
7.6.5 Excess Carry-on Baggage ................................................................................................................. 87
7.6.6 Passenger Awareness of Carry-on Baggage .................................................................................... 87
7.6.7 Responsibilities .................................................................................................................................. 88
7.6.8 Oversized, Fragile and Special Articles ............................................................................................. 89
7.7 Smart luggage....................................................................................................................................... 89
7.7.1 Smart Luggage with Integrated Lithium Batteries .............................................................................. 90
7.7.2 Smart Luggage with Integrated Active Devices ................................................................................. 90
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7.7.3 Quick Reference.................................................................................................................................91

7.7.4 Recommendations for Operators .......................................................................................................92
7.7.5 Smart luggage firefighting procedures ...............................................................................................92
7.7.6 Safety Risk Assessment – Smart Luggage ........................................................................................93
7.8 Carriage of Lithium Batteries ................................................................................................................. 93
7.8.1 Damaged or Faulty Lithium Batteries .................................................................................................95
7.8.2 Carriage without Prior Approval of the Operator ................................................................................95
7.8.3 Carriage with Prior Approval of the Operator .....................................................................................95
7.8.4 Risk Assessment - Lithium Batteries ..................................................................................................96
7.8.5 Passenger Awareness of Lithium Batteries .......................................................................................97
7.9 Pets in the Passenger Cabin ................................................................................................................. 98
7.10 Expectant Mothers ................................................................................................................................ 98
7.11 Passengers of Size ............................................................................................................................... 99
7.12 Non-discrimination................................................................................................................................. 99
Section 8— Carriage of Special Category Passengers ................................................................................. 100
8.1 Deportees, Prisoners, Persons in Custody and under Administrative Control ................................... 100
8.1.1 Determination of requirement for an Escort .....................................................................................101
8.1.2 Procedures for Carriage Without an Escort .....................................................................................101
8.1.3 Procedures for Carriage With an Escort ..........................................................................................101
8.1.4 General guidance for the transport of persons in lawful custody, persons under arrest, or convicted
criminals under escort ...................................................................................................................................102
8.2 Unaccompanied Minors....................................................................................................................... 103
8.2.1 Risk Assessment – Unaccompanied Minors ....................................................................................103
8.2.2 Tracking of Unaccompanied Minors .................................................................................................103
8.2.3 Care of Unaccompanied Minors On Board ......................................................................................104
8.3 Passengers with Children ................................................................................................................... 104
8.4 Passengers with Infants ...................................................................................................................... 105
8.4.1 Infants Reaching Two Years of Age within the Validity of Ticket .....................................................105
8.4.2 Bassinets and Infant Floatation Equipment......................................................................................105
8.5 Child and Infant Restraints .................................................................................................................. 105
8.5.1 Infant Restraint .................................................................................................................................106
8.5.2 Child Restraint ..................................................................................................................................106
8.5.3 Policies and Procedures...................................................................................................................106
8.5.4 Permitted Locations in the Cabin .....................................................................................................106
8.5.5 Awareness of Policy .........................................................................................................................107
8.6 Passengers with Reduced Mobility ..................................................................................................... 108
8.6.1 Categories and Codes......................................................................................................................108
8.6.2 Boarding and Disembarking .............................................................................................................109
8.6.3 Maximum Number and Requirement for Assistants ........................................................................109
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Introduction
8.6.4 Evacuation Procedure ..................................................................................................................... 110

8.6.5 Seating ............................................................................................................................................. 110
8.6.6 Accessible Lavatories ...................................................................................................................... 110
8.7 Individual Safety Briefings .................................................................................................................. 110
8.8 Incapacitated Passengers .................................................................................................................. 111
8.8.1 Medical Clearance ........................................................................................................................... 111
8.8.2 Refusal or Removal of Incapacitated Passengers ........................................................................... 111
8.8.3 Disembarkation of Incapacitated Passengers ................................................................................. 111
8.8.4 Transit of Incapacitated Passengers ............................................................................................... 111
8.8.5 Group Travel .................................................................................................................................... 112
8.8.6 Medical Information Form ................................................................................................................ 112
8.8.7 Frequent Traveler’s Medical Card ................................................................................................... 112
8.9 Medical Equipment ............................................................................................................................. 112
8.9.1 Wheelchairs ..................................................................................................................................... 112
8.9.2 Oxygen ............................................................................................................................................. 113
8.9.3 Stretchers ......................................................................................................................................... 113
8.9.4 Loading of Special Equipment ......................................................................................................... 113
8.9.5 Mobility Aids ..................................................................................................................................... 113
8.10 Service Animals .................................................................................................................................. 114
8.10.1 Emotional Support or Psychiatric Service Animals ...................................................................... 114
Section 9— Safety Equipment and Systems ................................................................................................. 115
9.1 Preflight Checks .................................................................................................................................. 115
9.2 Usage of Equipment ........................................................................................................................... 115
9.3 Axes .................................................................................................................................................... 116
9.4 Bassinets ............................................................................................................................................ 116
9.5 Cabin Crew Stations ........................................................................................................................... 116
9.6 Cabin Crew High-visibility Outerwear ................................................................................................. 117
9.7 Doors and Exits................................................................................................................................... 118
9.8 Emergency Lighting ............................................................................................................................ 119
9.9 Emergency Locator Transmitters........................................................................................................ 119
9.10 Hand-held Fire Extinguishers ............................................................................................................. 120
9.11 Automatic Fire Extinguishers .............................................................................................................. 120
9.12 Non-mandatory Firefighting Equipment .............................................................................................. 121
9.13 Fixed Oxygen Systems ....................................................................................................................... 121
9.14 Flashlights ........................................................................................................................................... 121
9.15 Life Vests/Jackets and Floatation Devices ......................................................................................... 122
9.16 Megaphones ....................................................................................................................................... 122
9.17 Passenger Address System ............................................................................................................... 122
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9.18 Passenger Safety Information Cards .................................................................................................. 123

9.18.1 Design and Location.....................................................................................................................123
9.19 Passenger Seats ................................................................................................................................. 124
9.20 Seatbelts ............................................................................................................................................. 124
9.20.1 “Y Fixing” Seatbelts ......................................................................................................................124
9.20.2 Airbag Seatbelts ...........................................................................................................................124
9.20.3 Three-point Seatbelts ...................................................................................................................125
9.20.4 Extension Seatbelts ......................................................................................................................125
9.20.5 Cabin Crew Seat Harness ............................................................................................................125
9.21 Portable Oxygen Bottles ..................................................................................................................... 125
9.22 Protective Breathing Equipment.......................................................................................................... 126
9.23 Restraining Devices for Unruly Passengers ....................................................................................... 126
9.24 Safety Demonstration Kits ................................................................................................................... 126
9.25 Slides, Slide/Rafts and Life Rafts ........................................................................................................ 127
9.26 Emergency/Survival Equipment .......................................................................................................... 127
9.27 Smoke Detectors ................................................................................................................................. 128
Section 10— Aircraft Door Safety.................................................................................................................... 129
10.1 Risk Assessment – Door Procedures ................................................................................................. 129
10.2 Operation of Aircraft Doors ................................................................................................................. 130
10.2.1 Door Operation Policy ..................................................................................................................130
10.2.2 Cabin Crew Door Operating Responsibilities ...............................................................................131
10.2.3 Departure - Door closing ..............................................................................................................131
10.2.4 Preparing Doors for Departure .....................................................................................................131
10.2.5 Preparing Doors for Arrival ...........................................................................................................132
10.2.6 Arrival – Door Opening .................................................................................................................132
10.2.7 Signals ..........................................................................................................................................133
10.3 Removal of Ground Equipment from Aircraft Cabin Doors ................................................................. 133
10.4 Inadvertent Slide Deployment ............................................................................................................ 134
10.4.1 Communication and coordination .................................................................................................134
10.4.2 Stop Drop Review ........................................................................................................................136
10.4.3 Cross Check Procedures .............................................................................................................137
10.4.4 Reopening Of Cabin Doors ..........................................................................................................137
10.4.5 Door operation with a door checker .............................................................................................137
10.4.6 Threat and Error Management in Slide Deployment ....................................................................138
10.4.7 Establishment of memory aids .....................................................................................................138
10.4.8 Door Armed Warning Systems .....................................................................................................138
Section 11— Preflight ....................................................................................................................................... 140
11.1 Crew Briefings ..................................................................................................................................... 140
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Introduction
11.1.1 Journey Briefing between Flight Crew and Cabin Crew .............................................................. 140
11.1.2 Safety Briefing of Cabin Crew...................................................................................................... 141
11.1.3 Service Briefing of Cabin Crew .................................................................................................... 141
11.2 Aircraft Protection and Access Control of Restricted Areas ............................................................... 141
11.2.1 Cabin Inspectors .......................................................................................................................... 142
11.3 Security Search/Checks ..................................................................................................................... 142
11.3.1 Baggage Identification Check ...................................................................................................... 143
11.4 Safety Equipment Check .................................................................................................................... 143
11.5 Galley Checks ..................................................................................................................................... 143
11.5.1 Reporting Defective Galley Equipment ........................................................................................ 143
11.6 Communication with Ground Staff ...................................................................................................... 143
11.7 Passenger Information List (PIL) ........................................................................................................ 144
11.8 Cabin Crew Positions for Boarding ..................................................................................................... 144
11.9 Passenger Seating ............................................................................................................................. 144
11.9.1 Risk Assessment - Use of Crew Seats by Passengers ............................................................... 145
11.10 Passenger Count ................................................................................................................................ 145
11.10.1 Discrepancies .............................................................................................................................. 145
11.11 Fueling with Passengers Embarking, On Board or Disembarking ..................................................... 146
11.12 Ordinance Signs ................................................................................................................................. 147
11.12.1 No Smoking Sign ......................................................................................................................... 147
11.12.2 Fasten Seatbelt Sign ................................................................................................................... 147
11.12.3 Portable Electronic Device Sign .................................................................................................. 147
11.13 Passenger Safety Briefing .................................................................................................................. 147
11.13.1 Safety Announcements ................................................................................................................ 148
11.13.2 Briefing of Passengers Seated Adjacent to Self-help Exits ......................................................... 149
11.14 Cabin Service on the Ground in the Event of a Delay ........................................................................ 150
11.15 Deicing and Anti-icing ......................................................................................................................... 150
Section 12— Departure .................................................................................................................................... 151
12.1 Preparation for Aircraft Movement ...................................................................................................... 151
12.2 Preparation of Doors for Departure .................................................................................................... 151
12.3 Cabin Secure Check ........................................................................................................................... 151
12.4 Cabin Crew Seated for Departure ...................................................................................................... 152
12.5 Takeoff Signal ..................................................................................................................................... 152
12.6 Silent Review ...................................................................................................................................... 152
12.7 Sterile Flight Deck ............................................................................................................................... 154
12.8 Entering and Leaving the Flight Deck ................................................................................................. 154
Section 13— In Flight ....................................................................................................................................... 156
13.1 Cabin Services .................................................................................................................................... 156
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13.1.1 Service of Hot Beverages.............................................................................................................156

13.2 Monitoring the Cabin ........................................................................................................................... 157
13.3 Galley Safety ....................................................................................................................................... 158
13.3.1 Use of Galley Equipment..............................................................................................................158
13.3.2 Liquid Spillage from Galley Rubbish Bins and Drains ..................................................................158
13.3.3 Use of Dry Ice ...............................................................................................................................159
13.3.4 Circuit Breakers ............................................................................................................................160
13.4 Service to Flight Crew ......................................................................................................................... 160
13.5 Service of Alcohol................................................................................................................................ 161
13.5.1 Cabin Crew Response to Signs of Intoxication ............................................................................162
13.6 Turbulence .......................................................................................................................................... 162
13.6.1 Risk Assessment – Turbulence ....................................................................................................163
13.6.2 Levels of Turbulence ....................................................................................................................163
13.6.3 Causes of turbulence ...................................................................................................................164
13.6.4 Proactive Fasten Seat Belt Policy ................................................................................................164
13.6.5 Communication ............................................................................................................................165
13.6.6 Anticipated turbulence ..................................................................................................................165
13.6.7 Unanticipated turbulence..............................................................................................................165
13.6.8 Cabin Crew Response .................................................................................................................165
13.6.9 Turbulence reporting ....................................................................................................................166
13.7 Dangerous Goods ............................................................................................................................... 168
Section 14— Descent and Landing ................................................................................................................. 169
14.1 Descent ............................................................................................................................................... 169
14.2 Passenger Briefing Prior to Landing ................................................................................................... 169
14.3 Return of Coats, Jackets and Other Clothing ..................................................................................... 169
14.4 Pre-landing Cabin Secure Checks ...................................................................................................... 169
14.5 Descent and Landing Signals ............................................................................................................. 169
14.6 Cabin Crew Seated for Landing and Arrival ........................................................................................ 169
Section 15— Arrival .......................................................................................................................................... 171
15.1 Preparation of Doors for Arrival ........................................................................................................... 171
15.2 Door Opening ...................................................................................................................................... 171
15.3 Passenger Disembarkation ................................................................................................................. 171
15.4 Post disembarkation ............................................................................................................................ 171
Section 16— Abnormal and Emergency Procedures .................................................................................... 172
16.1 Management of Emergencies ............................................................................................................. 172
16.1.1 Levels of Stress ............................................................................................................................172
16.1.2 Landing Categories ......................................................................................................................172
16.1.3 Unplanned and Planned Emergencies .........................................................................................172
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Introduction
16.1.4 Urgent Communication ................................................................................................................ 172

16.1.5 Managing Filming During Emergencies ....................................................................................... 172
16.2 Crewmember Incapacitation ............................................................................................................... 173
16.2.1 Flight Crew Incapacitation ........................................................................................................... 173
16.2.2 Suggested Cabin Crew Incapacitation Drill ................................................................................. 174
16.3 Cabin Pressurization ........................................................................................................................... 174
16.3.1 Non-pressurization ....................................................................................................................... 174
16.3.2 Depressurization .......................................................................................................................... 174
16.3.3 Hypoxia ........................................................................................................................................ 175
16.3.4 Guidance for Depressurization Procedures ................................................................................. 176
16.3.5 Suggested Cabin Crew Depressurization Drill ............................................................................ 177
16.4 Rapid Deplaning ................................................................................................................................. 177
16.4.1 Suggested Cabin Crew Rapid Deplaning Drill ............................................................................. 178
16.5 Emergency Evacuations ..................................................................................................................... 178
16.5.1 Initiating Evacuation ..................................................................................................................... 179
16.5.2 Unplanned Emergency Evacuation ............................................................................................. 179
16.5.3 Planned Emergency Evacuation .................................................................................................. 179
16.5.4 The Brace Position....................................................................................................................... 182
16.5.5 Suggested Cabin Crew Drill – Emergency Evacuation ............................................................... 185
16.5.6 Carry-on Baggage during an Evacuation .................................................................................... 185
16.5.7 The Effect of Smoke and Fire during Evacuation ........................................................................ 186
16.5.8 Slide Evacuation with Infants and Young Children ...................................................................... 186
16.5.9 Passenger Commands during an Emergency ............................................................................. 187
16.5.10 Aircraft Rescue and Firefighting Signals ..................................................................................... 189
16.5.11 Evacuation of Cabin Crew ........................................................................................................... 190
16.5.12 Post-evacuation ........................................................................................................................... 190
16.5.13 Ditching ........................................................................................................................................ 191
16.6 Fire ...................................................................................................................................................... 192
16.6.1 Prevention and Early Detection ................................................................................................... 192
16.6.2 Smoke and Burning Odors .......................................................................................................... 193
16.6.3 Hidden Fires ................................................................................................................................. 194
16.6.4 Fighting a Fire .............................................................................................................................. 195
16.6.5 Lithium Battery Fires .................................................................................................................... 196
16.7 Cabin Fume Events ............................................................................................................................ 198
16.8 Escaped Animals in the Cabin ............................................................................................................ 199
16.8.1 Prevention .................................................................................................................................... 199
16.8.2 Indicators ..................................................................................................................................... 199
16.8.3 Assessment ................................................................................................................................. 199
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16.8.4 Potential Hazards and Suggested Containment Method .............................................................200

16.8.5 Suggested Cabin Crew Drill – Escaped Wildlife Inflight ...............................................................200
Section 17— Security ....................................................................................................................................... 201
17.1 IATA Security Management Systems Manual .................................................................................... 201
17.2 Liquids, Aerosols and Gels (LAGs) ..................................................................................................... 201
17.2.1 Medical and Special Dietary Requirements .................................................................................202
17.2.2 LAGS Purchased as Duty Free ....................................................................................................202
17.3 Reinforced Flight Deck Door ............................................................................................................... 202
17.4 Unruly Passengers .............................................................................................................................. 203
17.4.1 Company Policy ...........................................................................................................................203
17.4.2 Levels of Threat ............................................................................................................................206
17.4.3 Contributing factors .....................................................................................................................208
17.4.4 Preventative Measures .................................................................................................................208
17.4.5 Identification of and Response to Unruly/Disruptive Passengers ................................................209
17.4.6 Warning Cards .............................................................................................................................211
17.4.7 Restraining Devices .....................................................................................................................212
17.4.8 Post incident .................................................................................................................................212
17.4.9 Legal Aspects ...............................................................................................................................212
17.4.10 Police Involvement .......................................................................................................................213
17.4.11 The Role of the Pilot-in-Command ...............................................................................................214
17.4.12 Reporting of Incidents and Required Documentation for Prosecution .........................................214
17.5 Crew Protection During Layovers ....................................................................................................... 215
Section 18— Health and Medical Care On Board .......................................................................................... 216
18.1 Cabin Insect Extermination (Disinsectization/Disinsecting) ................................................................ 216
18.1.1 Method 1: Preflight and top of descent combined ........................................................................216
18.1.2 Method 2: Blocks Away ................................................................................................................216
18.1.3 Method 3: Residual ......................................................................................................................216
18.1.4 Proof of Disinsecting/Disinsectization ..........................................................................................216
18.1.5 Risk Assessment - Disinsectization .............................................................................................217
18.2 Medical Care Policy............................................................................................................................. 217
18.3 Passive Screening of Passengers ...................................................................................................... 218
18.4 Medical Event Process ........................................................................................................................ 219
18.5 Reporting of Medical Incidents ............................................................................................................ 219
18.6 When to Cease Cardiopulmonary Resuscitation (CPR) ..................................................................... 220
18.7 Handling of a Death on Board ............................................................................................................. 220
18.8 Carriage of Medical Portable Electronic Devices (MPEDs) ................................................................ 221
18.8.1 Airway Pressure Devices .............................................................................................................221
18.8.2 Portable Oxygen Concentrators ...................................................................................................221
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Introduction
18.8.3 Acceptance and Use of MPEDs .................................................................................................. 221

18.9 Emergency Equipment and Supplies ................................................................................................. 221
18.9.1 First Aid Kits ................................................................................................................................. 221
18.9.2 Medical Kit ................................................................................................................................... 222
18.9.3 Universal Precaution Kits ............................................................................................................. 222
18.9.4 Automatic External Defibrillators .................................................................................................. 222
18.9.5 Survival Equipment ...................................................................................................................... 222
18.10 Training ............................................................................................................................................... 223
18.11 Cabin Crew Manual ............................................................................................................................ 223
18.12 Cabin Crew Protection ........................................................................................................................ 223
18.13 Crew Immunization ............................................................................................................................. 223
18.14 Carriage of Passengers with Communicable Diseases ..................................................................... 223
Section 19— Food and Hygiene ...................................................................................................................... 224
19.1 Acceptance of Catering Supplies on Aircraft ...................................................................................... 224
19.2 Crew Service Briefings ....................................................................................................................... 224
19.3 Hygiene and Sanitation ....................................................................................................................... 224
19.3.1 Risks and Prevention ................................................................................................................... 224
19.3.2 Personal Hygiene......................................................................................................................... 225
19.3.3 Galley Equipment......................................................................................................................... 226
19.3.4 Special Cleaning .......................................................................................................................... 226
19.4 Food Safety......................................................................................................................................... 226
19.4.1 Adequate Temperature ................................................................................................................ 227
19.4.2 Keeping Food at the Correct Temperature .................................................................................. 227
19.4.3 Heating Process........................................................................................................................... 227
19.4.4 Insects and Foreign Objects ........................................................................................................ 227
19.5 Suspected Food Poisoning ................................................................................................................. 227
19.6 Allergen Management ......................................................................................................................... 227
19.7 Special Meals...................................................................................................................................... 228
19.8 Potable Water and Ice ........................................................................................................................ 229
19.8.1 IATA Drinking-Water Quality Pool ............................................................................................... 229
19.9 Feedback from Passengers and Crew ............................................................................................... 229
19.10 Reporting of Service Delivery Irregularities ........................................................................................ 229
Section 20— References and Appendices ..................................................................................................... 230
20.1 Phonetic Alphabet ............................................................................................................................... 230
20.2 References.......................................................................................................................................... 230
20.2.1 Expanded use of PEDs ................................................................................................................ 230
20.2.2 Electronic cigarettes..................................................................................................................... 231
20.2.3 Evacuation ................................................................................................................................... 231
4th Edition 2018 11

20.2.4 Lithium Batteries ...........................................................................................................................231

20.3 Related Organizations ......................................................................................................................... 232
Appendix A – Cabin Crew Checklist for Fires Involving Batteries and Portable Electronic Devices (PED) .... 234
Appendix B – Amplified Cabin Crew Checklist for Fires Involving Batteries and Portable Electronic Devices
(PEDs) ............................................................................................................................................................. 237
Appendix C – Sample Fatigue Report Form for Cabin Crew .......................................................................... 243
Appendix D – Sample Unruly Passenger Policy ............................................................................................. 245
Appendix E - Sample Airline Violation Warning .............................................................................................. 248
Appendix F - Sample Passenger Notification Card ......................................................................................... 249
Appendix G – Sample Unruly Passenger Incident Report .............................................................................. 250
Appendix H – Sample Briefing to Authorities Cards ........................................................................................ 254
12 4th Edition 2018

Introduction
Section 1— Introduction
1.1 Foreword
The world of cabin safety is constantly growing and cabin safety professionals must constantly update their
knowledge of many different areas and new initiatives. Fatigue Risk Management, Safety Management Systems,
Auditing, and Risk Assessments are all topics that now regularly feature in the work of IATA Cabin Safety.
IATA continues to help operators manage safe cabin operations by sharing best practices guidance and keeping
its members informed of developments in cabin safety. The IATA Cabin Operations Safety Conference
(http://www.iata.org/events/pages/cabin-safety) continues to grow and has become a popular and useful event for
delegates to network, learn about recent updates and initiatives as well as attend learning workshops to increase
their understanding of regulations and policies.
In line with its strong commitment to cabin safety, IATA steadily works to improve cabin safety standards, revise
recommended practices and update best practice guidelines. These efforts contribute to positive operator safety
performance and provide operators with the necessary information to address emerging risks and consider new best
practices.
IATA is, therefore, proud to present the Cabin Operations Safety Best Practices Guide (4th Edition), which addresses
numerous policies and procedures for cabin crew in normal, abnormal and emergency situations. These guidelines
are intended to assist operators in implementing integrated, proactive, effective and efficient cabin safety policies
and procedures. We thank the cabin safety experts who provided their inputs, particularly the IATA Cabin
Operations Safety Technical Group (Ref 2.1.6.1) for their dedication and hard work, as well as other experts from
operators and government bodies who have contributed to the creation and update of this document.
1.2 Summary of changes

The following table gives a high level summary of the changes made in this edition of the IATA Cabin Operations
Best Practices Guide. Small typographical changes are not included.
Section Heading Summary of Changes

2 IATA Cabin Operations Safety Cabin Operations Safety Task Force renamed to Cabin
Technical Group (COSTG) Operations Safety Technical Group.
Updated membership list.
4 FRMS Training for Operators Details added for FRMS training for operators.
Cabin Crew Fatigue Awareness Cabin crew fatigue awareness training deleted as no
Training longer provided by IATA.
7 Risk Assessment & Management - Virtual Reality headsets added to PED risk assessments.
PEDs
7.4 Risk Assessment – Non-certified Added new guidance on Non-certified Passenger Comfort
Comfort Devices Devices and their proposed use in the cabin.
7.7 Smart luggage Incorporated existing IATA guidance on the carriage of
Smart luggage.
8 Deportees, Prisoners, Persons in Section expanded to incorporate information contained in
Custody and under Administrative IATA Security Manual.
Control
4th Edition 2018 13

14 4th Edition 2018

Introduction
Section Heading/s Summary of Changes

9 Safety Equipment and Systems ISARPS relating to portable safety equipment updated
to match IOSA Standards Manual Ed 12.
10 Aircraft Door Safety Section expanded to incorporate existing IATA

guidance on prevention of inadvertent slide
deployment.
11 Aircraft Protection and Access Aircraft protection and security search moved from
Control of Restricted Areas IATA Security Manual.
13 In Flight Incorporated existing IATA guidance on the use of dry

ice in the cabin.
Incorporated existing IATA guidance on turbulence.
16 Management of Emergencies Added note recommending the deactivation of onboard
Wi-Fi services to passengers during an inflight
emergency.
Lithium battery fire prevention added.
16.5.4 The Brace Position Updated information as per ICAO Guidance
17 Security Information moved from the IATA Security Manual:

 Liquids Aerosols and Gels
 Unruly Passengers
Section also expanded to incorporate existing IATA
guidance on unruly passengers.
18 Cabin Insect Extermination Updated Guidance as per IATA Medical.
(Disinsectization/Disinsecting)
18.2 – 18.4 Medical Care Policy Section expanded to incorporate existing IATA
guidance.
4th Edition 2018 15

18.6 Updated Guidance as per IATA Medical.
1.3 When to Cease

Cardiopulmonary
Resuscitation
(CPR)
Cabin crew trained to perform
cardiopulmonary resuscitation
(CPR) should continue CPR until
one of the following occurs:
 Spontaneous breathing and

circulation resume; or
 It becomes unsafe to
continue CPR (e.g. heavy
turbulence and/or
forecasted difficult landing
after liaising with the flight
deck); or
 All rescuers are too
exhausted to continue; or
 The aircraft has landed and
care is transferred to
emergency medical
services; or
 The person is presumed
dead:
If CPR has been continued for 30

minutes or longer with no signs of life
within this period, and no shocks
advised by an on board Automated
External Defibrillator (AED), the
person may be presumed dead.
Airlines may choose to specify
additional criteria, depending upon
the availability of ground to air
medical support or an on board
physician.
Some passengers choose to carry
“Do Not Resuscitate” (DNR) orders
which may be presented to the cabin
crew. Operators should determine a
policy and procedures for cabin crew
to follow if presented with DNR
orders, bearing in mind the legal
responsibilities of the airline to
provide emergency first aid care.
Handling of a Death on Board
1.4 Definitions
16 4th Edition 2018

Introduction
The IOSA Standards Manual (ISM) contains a complete list of cabin operations safety definitions. These can be
viewed at: www.iata.org/iosa . For the purposes of this guide, the following definitions apply:
Cabin crew Crew members designated to perform safety duties in the passenger
cabin in accordance with the requirements of the operator and the
Authority; qualified to perform cabin functions in emergency situations
and enact procedures to ensure a safe and orderly evacuation of
passengers when necessary. Other personnel who are designated to
perform non-safety related duties on board are not considered cabin
crewmembers.
Equivalent terms: Flight Attendant, Cabin Attendant.
Crew member Either a flight crew member or cabin crew member; when used in the
plural (i.e., crewmembers) refers to flight and cabin crew collectively.
Crew rest seat Seat intended for crew rest during cruise.
Emergency exit rows Passenger seat rows adjacent to emergency exits with direct access
not obstructed by an aisle or a monument.
Evacuation Passengers and/or crew evacuate aircraft via emergency exits (i.e.,
doors, over-wing exits, hatches, or gaps in the fuselage), usually
initiated in life-threatening or catastrophic events.
Flight crew Crewmembers essential to the operation of the aircraft.
For each flight, flight crewmembers shall include the Pilot-in-Command
and may include, as appropriate:
 One or more copilots;
 When a separate flight engineer’s station is
incorporated in the design of an aircraft, one flight
engineer assigned to that station, unless the duties
associated with that station can be satisfactorily
performed by another flight crewmember holding a
flight engineer license, without interference with regular
duties;
 One member who holds a flight navigator license
where, as determined by the State of the operator,
navigation necessary for the safe conduct of the flight
cannot be adequately accomplished by the pilots from
the pilot station;
 One member who holds a valid license, issued or
rendered valid by the State of registry, authorizing
operation of the type of radio transmitting equipment to
be used.
Infant Small children as defined by the Authority. If the Authority does not have
a definition, the operator will publish its own definition in its Operations
Manual.
An infant is typically defined as a child that is less than two years of age.
Pilot-in-Command The pilot designated by the operator as being in command of the aircraft
and charged with responsibility for the operational control and safe
conduct of a flight.
Rapid deplaning Passengers and/or crew rapidly exit aircraft via boarding doors and via
jet bridge or stairs as a precautionary measure.
4th Edition 2018 17

Safety The state in which the possibility of harm to persons or of property

damage is reduced and maintained at or below an acceptable level.
This is achieved through a continuous process of hazard identification
and safety risk management.
Security The safeguarding of civil aviation against acts of unlawful interference.
This is achieved by a combination of measures as well as human and
material resources.
Senior Cabin Crewmember Cabin crewmember appointed by the operator to act as chief/lead of the
cabin crew. The Senior Cabin Crewmember takes orders directly from
the Pilot-in-Command.
Unaccompanied minor A child, usually under 12 years of age, travelling without a parent or
guardian to attend to them during an emergency situation.
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Introduction
1.5 Abbreviations
A
A4A Airlines for America
ABP Able-Bodied Passenger
AC Advisory Circular
A/C Aircraft
ACARS Aircraft Communication Addressing and Reporting System
ACAS Airborne Collision and Avoidance System
ACO Aircraft Catering Order
ACTF Accident Classification Task Force
ADA Americans with Disabilities Act
AEA Association of European Airlines
AED Automatic External Defibrillator
AIRIMP A4A/IATA Reservations Interline Message Procedures - Passenger
ALARP As Low As Reasonably Practicable
AOC Air Operators Certificate
AO Audit Organization
APU Auxiliary Power Unit
ARC Aviation Rulemaking Committee
ASR Air Safety Report
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
B
BITE Built-In Test Equipment
BP Best Practice
BSCT Bassinet/Skycot
C
CAA Civil Aviation Authority
CAB IOSA Section on Cabin Operations
CAIR Confidential Aviation Incident Reporting (Australia)
CASA Civil Aviation Safety Authority
CB Circuit Breaker
CBP Customs and Border Protection (USA)
CBT Computer-Based Training
CCM Cabin Crewmember
CDC Center for Disease Control
4th Edition 2018 19

CFR Code of Federal Regulations (USA)

COG Chemical Oxygen Generator
COSTG IATA Cabin Operations Safety Technical Group
CRD Child Restraint Device
CRM Crew Resource Management
CRS Child Restraint System
CPR Cardio-Pulmonary Resuscitation
CSR Cabin Safety Report
CVR Cockpit Voice Recorder
D
DEPA Deportee (accompanied)
DEPU Deportee (unaccompanied)
DG Dangerous Goods
DGR IATA Dangerous Goods Regulations
DGCA Director General of Civil Aviation
DNR Do not Resuscitate
DOT Department of Transport
DTL Duty Time Limitation
DVT Deep Vein Thrombosis
E
EASA European Aviation Safety Agency
EDW Electronically Dimmable Windows
ELT Emergency Locator Transmitter
EMC Electromagnetic Compatibility
EMK Emergency Medical Kit
EOW Extended Over Water
EP Emergency Procedure(s)
EROPS Extended Range Operations
ESAN Emotional Support Animal (USA)
ETD Estimated Time of Departure
ETA Estimated Time of Arrival
ETOPS Extended Twin Engine Operations
F
FA Flight Attendant
FAA Federal Aviation Administration
FAK First Aid Kit
FAQ Frequently Asked Question(s)
20 4th Edition 2018

Introduction
FAR Federal Aviation Regulations

FCC Federal Communications Commission
FDP Flight Duty Period
FDR Flight Data Recorder
FL Flight Level
F/O First Officer
FOD Foreign Object Debris / Foreign Object Damage
FREMEC Frequent Traveler’s Medical Card
FRMS Fatigue Risk Management System
FTL Flight and Duty Time Limitations
G
GADM Global Aviation Data Management (IATA)
GM Guidance Material
GMT Greenwich Mean Time
GPS Global Positioning System
GPU Ground Power Unit
H
HAZMAT Hazardous Materials
HF High Frequency
I
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IDQP IATA Drinking-Water Quality Pool
IFALPA International Federation of Airline Pilots’ Associations
IFB In-Flight Board
IFC In-Flight Council
IFE In-Flight Entertainment
INF Infant
INTL International
IOC IOSA Oversight Committee
IOSA IATA Operations Safety Audit
ISARPs IOSA Standards and Recommended Practices
ISASI International Society of Air Safety Investigators
ISD Inadvertent Slide Deployment
ISM IOSA Standards Manual
IV Intravenous
J
4th Edition 2018 21

K
L
LAR Live Animal Regulations (IATA)
LAV Lavatory
LCD Liquid Crystal Display
LED Light Emitting Diode
LEO Law Enforcement Officer
LH Long Haul
LJ Life Jacket
LT Local Time
M
MAG Medical Advisory Group
MEDIF Medical Information Sheet
MEL Minimum Equipment List
MMEL Master Minimum Equipment List
MoU Memorandum of Understanding
MPED Medical Portable Electronic Device
N
NAA National Aviation Authority
NOTOC Notification to Captain
NTSB National Transportation Safety Board
O
O2 Oxygen
OFSH Operators Flight Safety Handbook
OHB Overhead Bin
OM Operations Manual
OPD Orthotic Positioning Device
OSH Occupational Safety and Health
P
PA Public Address
PAX Passenger(s)
PBE Portable/Protective Breathing Equipment
PDA Personal Digital Assistant
PED Portable Electronic Device (non-transmitting)
PIC Pilot-in-Command
PIL Passenger Information List
POB Portable Oxygen Bottle
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Introduction
POC Portable Oxygen Concentrator

PRM Person (Passenger) with Reduced Mobility
PSU Passenger Service Unit
Q
QA Quality Assurance
QC Quality Control
QRH Quick Reference Handbook
R
RFF Rescue and Firefighting
RON Remain Overnight
RP Recommended Practice
RTCA Radio Technical Commission for Aeronautics (now RTCA Inc.)
RTO Rejected Takeoff
S
SAG Safety Action Group
SARP ICAO Standard and Recommended Practice
SCCM Senior Cabin Crewmember
SeMS Security Management System
SEP Safety Equipment and Procedures
SH Short Haul
SMS Safety Management System
SOP Standard Operating Procedure
SPI Safety Performance Indicators
SPML Special Meal
SRB Safety Review Board
SSR Special Service Request
STD Scheduled Time of Departure
STU Standard Unit
T
TCAS Traffic Collision Avoidance System
TEM Threat and Error Management
T/O Takeoff
TPED Transmitting Portable Electronic Device
TSA Transportation Security Administration (USA)
TSR Transportation Security Regulations (USA)
TTL Taxi, Takeoff and Landing
TUC Time of Useful Consciousness
4th Edition 2018 23

U
UMNR Unaccompanied Minor
UPK Universal Precaution Kit
V
VCC / VCI Video Control Center / Video Control Insert
VDU Video Display Unit
VHF Very High Frequency
VLTA Very Large Transport Aircraft
W
WG Working Group
WHO World Health Organization
1.6 Cabin Operations Safety Best Practices Guide

This is the fourth edition of the IATA Cabin Operations Safety Best Practices Guide. It is intended to provide a
central reference source for industry-agreed best practices, sample procedures, recommended practices and
regulations relating to the delivery of safe and efficient cabin operations. This guide contains valuable benchmarks
for airline management to use when establishing their corporate policies, procedures and training programs for
cabin crew.
These guidelines are not intended to replace or contradict any current State regulations nor the IOSA Standards
Manual. Operators should always comply with the regulations and requirements of their competent Authority.
This guide is available in electronic format with links to pertinent websites containing key cabin operations safety
information. We expect these guidelines to develop and improve over time. Please contribute to their evolution by
sending feedback and suggestions to IATA Cabin Safety at [email protected]
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IATA Cabin Safety
Section 2—IATA Cabin Safety

Cabin safety is a key area impacting operational safety. Historically, the safety role of cabin crew was seen as
limited to post-accident evacuations. Although this remains an important and essential duty of cabin crew, today
the safety role of cabin crew goes much further.
Cabin safety deals with all activities that cabin crew should perform during the operation of an aircraft to maintain
safety in the cabin. Cabin crew contribute to safe, effective and efficient operations in normal, abnormal and
emergency situations. As demonstrated by numerous events, cabin crew play an important role in preventing
serious incidents and accidents, including (but not limited to) events such as in-flight fires, unruly passengers,
depressurization, and turbulence. It is for this reason that IATA focuses on cabin safety and continues to develop
standards and recommended practices to ensure safety in all aspects of cabin operations.
IATA works with operators, manufacturers and other industry partners to raise global safety standards and
promote the implementation of best practices.
Cabin safety is a critical component of an operator’s safety management program, including proactive data
collection and prevention activities regarding:
 Cabin design and operation

 Equipment
 Procedures
 Crew training
 Human performance
 Passenger management
2.1 IATA Cabin Safety Initiatives

IATA seeks to contribute to the continuous reduction in the number and severity of incidents and accidents, as
well as in the costs associated with ensuring the safe operation of commercial aircraft. This is achieved through
the:
 Development and promotion of global recommended practices for the industry at large
 Analysis of worldwide trends and the initiation of corrective actions
 Cooperation with aircraft manufacturers in developing technical installations, equipment and design
 Organization of conferences and workshops to bring together a broad spectrum of experts and
stakeholders
2.1.1 Cabin Safety Extranet Site

The IATA private cabin safety extranet site for airline operators provides access to a variety of cabin safety-related
resources. The extranet site allows members to discuss issues of concern and benchmark against each other’s
standards.
After registration at http://extranet2.iata.org airlines may request access to the cabin safety extranet site.
2.1.2 Cabin Operations Safety Conference

The IATA Cabin Operations Safety Conference is a regular networking event attended by regulators, crew training
specialists, operators, solution providers, suppliers, manufacturers and cabin safety specialists. In addition to
providing great networking opportunities, the conference provides workshops and plenary sessions covering cabin
safety topics and concerns.
Find out more about the next event at http://www.iata.org/events/Pages/cabin-safety.aspx
4th Edition 2018 25

2.1.3 Cabin Safety Guidelines

In addition to the Cabin Operations Safety Best Practices Guide, specific guidance documents on topical issues
of concern to the industry are provided regularly.
These can be obtained at http://www.iata.org/whatwedo/safety/pages/cabin-safety
2.1.4 Health and Safety Guidelines

In the airline industry, health-related issues concerning passengers or crew are crucial to most activities, such as
aircraft operations, passenger transport, and cargo transport. They cover matters as diverse as duty time
limitations, transmission of communicable diseases, and disinsectization.
Guidelines have been developed by IATA's Medical Advisory Group, addressing general medical issues and
aviation-specific issues. They have been reviewed and welcomed by the World Health Organization (WHO) and
are meant to help operators address emergency public health issues, particularly in the case of suspected
communicable diseases.
These guidelines can be obtained from http://www.iata.org/whatwedo/safety/health
2.1.5 Cabin Safety Data and Analysis

IATA’s Global Aviation Data Management (GADM) program is an electronic platform that provides an evolving
range of cabin safety materials. For more information on GADM, please visit www.iata.org/gadm.
IATA member airlines may request access to the GADM site by registering at http://extranet2.iata.org.
IATA also provides a business intelligence tool called Safety Trend Evaluation, Analysis and Data Exchange
System (STEADESTM) which provides access to data on established key performance indicators in comparison to
worldwide benchmarks. This allows members to compare their performance to their peers and identify where
improvements can be made.
Examples of STEADESTM in-depth cabin safety metrics include:
 Inadvertent slide deployments
 Fire, smoke and fume events
 Passenger and cabin crew injuries
 Turbulence injuries or incidents
 Rapid deplaning and evacuations
 Unruly passenger incidents
 Operational pressure
For more information on STEADESTM, please visit www.iata.org/steades.
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IATA Cabin Safety
2.1.6 IATA Cabin Operations Safety Technical Group (COSTG)

IATA represents all member airlines and the Cabin Operations Safety Technical Group (COSTG) is established
to maintain a close working link with the operational environment.
The members of COSTG are industry experts in cabin safety areas of interest and include safety investigators,
policymakers, cabin crew trainers and safety auditors. A global representation of member airlines is maintained
and this is reviewed every two years.
COSTG reviews all aspects of cabin operations and provides subject matter expertise to support IATA Cabin
Safety in the following areas:
 Cabin safety and operations

 Cabin safety training
 Accident/incident investigation
 Human factors
 Quality assurance
COSTG’s mandate includes:
 Maintaining the IATA Operations Standards Audit (IOSA) Standards Manual (ISM) by conducting the
annual revision of Section 5, Cabin Operation (CAB) and providing input or opinions relating to questions
regarding the CAB section of the ISM, as applicable.
 Supporting the development of programs for IATA conferences, seminars, exhibitions and training related
to cabin operations and safety.
 Supporting the Accident Classification Technical Group (ACTG) through the review of the accident
classification for the Cabin Safety section of the IATA Safety Report.
 Developing strategies to reduce injuries or costs associated with the operation of commercial aviation
safety.
 Acting as a forum where issues on current and anticipated cabin operations safety issues can be
discussed and guidance provided regarding the effected business process or activity.
 Providing advice and support to the IATA-nominated representatives involved in activities with regulatory
authorities, the industry in general and any other relevant organization.
2.1.6.1 Cabin Operations Safety Technical Group Members 2017-2019
Lisa Mounce Catherine Chan (Chair) Johnny Chin (Vice-Chair)

AMERICAN AIRLINES CATHAY PACIFIC SINGAPORE AIRLINES
Yuriy Tsybulskiy Anabel Brough Lerato Luti

AIR ASTANA EMIRATES AIRLINE SOUTH AFRICAN AIRWAYS
Christiane Raspa Jonathan Jasper (Secretary) Martin Ruedisueli

AIR CANADA IATA SWISS INTERNATIONAL AIR LINES
Anne Frederique Houlbreque Berry Ochieng’ Carlos Mouzaco Dias
AIR FRANCE KENYA AIRWAYS TAP PORTUGAL
Gennaro Anastasio Alexandra Wolf Mary Gooding
ALITALIA LUFTHANSA VIRGIN ATLANTIC AIRWAYS
Ruben Inion Rosnina Abdullah Sophie O’Ferrall

AUSTRIAN AIRLINES MALAYSIA AIRLINES BERHAD VIRGIN AUSTRALIA
Matthew Whipp Warren Elias

BRITISH AIRWAYS QATAR AIRWAYS
4th Edition 2018 27

2.1.7 IATA Operational Safety Audit (IOSA)

The IATA Operational Safety Audit (IOSA) program is an internationally recognized and accepted evaluation
system designed to assess the operational management and control systems of an operator. All IATA members
are IOSA-registered and must remain registered to maintain IATA membership. Non-IATA member operators may
voluntarily obtain IOSA accreditation.
Every year, the IOSA Standards Manual (ISM) undergoes a thorough revision in all sections, which includes the
review of Section 5, Cabin Operations (CAB).
Section 5 addresses key elements of cabin operations, including standards for:
 Management and control

 Training and qualification
 Line operations
 Cabin systems and equipment
Benefits of IOSA for operators and regulators include:
 A quality audit program under the stewardship of IATA

 Continuous updating of standards to reflect regulatory revisions and best practices
 Elimination of audit redundancy, reducing costs and audit resource requirements
 Accredited audit organizations with formally trained and qualified auditors
 Accredited training organizations with auditor training courses
 Structured audit methodology with standardized checklists
For more information on IOSA and to download the latest version of the ISM, which includes the CAB standards
and recommended practices, please go to: www.iata.org/iosa
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Safety Management
Within the context of aviation, safety is: “The state in which the possibility of harm to persons or of property damage
is reduced to and maintained at or below an acceptable level through a continuing process of hazard identification
and safety risk management” (ICAO Safety Management Manual (SMM), Doc 9859, Third Edition, 2013).
Safety is the air transport industry’s number one priority. In 2016, the accident rate for jet aircraft reduced from
1.44 per million flights to 1.25, while for turboprop aircraft, the rate reduced from a previous five year average of
5.66 per million flights to 3.31. To download the complete IATA Safety Report free of charge, go to:
www.iata.org/safety-report.
Operators have a responsibility for the safety and security of their passengers and crew, and to ensure that their
company policies are communicated to their employees. Cabin crew need to have a strong commitment to safety
and security, and understand their role in the event of an emergency. In particular, cabin crew should be
encouraged to report any concerns they may have regarding any aspect of safety or security on board.
When establishing a safety policy, it is important for operators to infuse a safety culture into all their personnel as
well as determine the responsibilities of all relevant departments and ensure coordination between them.
In the event of conflict between safety and service duties, cabin crew should be instructed that safety always takes
priority.
3.1 Safety Management System (SMS) in Cabin Operations

The International Civil Aviation Organization (ICAO) defines a Safety Management System (SMS) as a systematic
approach to managing safety, including the necessary organizational structures, accountabilities, policies and
procedures.
An effective SMS includes policies, processes and evidence of the following components:
SMS
Promotion, Policy and
Feedback Plan
and Training
Awareness
Safety Document
Performance
Measurement Control
SAFETY
MANAGEMENT
Quality Hazard
Assurance Identification
Emergency Risk
Response Management
Investigation Reporting
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3.2 Safety Risk Management

There is no such thing as absolute safety. In aviation, it is simply not possible to eliminate all risks. However, risks
can be managed to a level “as low as reasonably practicable”.
Safety Risk Management is the identification, analysis and elimination (or mitigation to an acceptable or tolerable
level) of hazard. It is a data-driven approach to safety that aims at a balanced allocation of resources to address
viable risk control and mitigation.
Risk mitigation is the process of incorporating defenses or preventive controls to lower the severity and/or
likelihood of a hazard’s projected consequence (ICAO Safety Management Manual (SMM), Doc 9859, Third
Edition, 2013). Risk mitigation can be measured and balanced against time, cost and the difficulty of taking
measures to reduce or eliminate the risk. Effective risk management seeks to maximize the benefits of accepting
a risk (e.g., a reduction in time and/or cost) while minimizing the risk itself.
Risk control strategies include the following:
 Avoidance – An operation or activity is cancelled because the risks exceed the benefits
 Reduction – The frequency of an operation or activity is reduced, or action is taken to reduce the
magnitude of the consequences of an accepted risk
 Segregation of exposure – Action is taken to isolate the effects or consequences of a hazard, or build-in
redundancy to protect against it
For more information on safety management, please consult ICAO Annex 19 and the ICAO Safety Management
Manual Doc 9859.
3.2.1 Risk Assessments in Cabin Operations

Risk assessments should be carried out when proposing a new product or service, and when assessing or
proposing changes to existing cabin safety or service procedures.
If efficiently and correctly carried out before commercial decisions are made, risk assessments can:
 Identify new and improved processes

 Allow introduction of new products and services that were not previously envisaged in safety regulation
 Moderate safety concerns to a realistic and measured level
 Prevent waste of resources on unrealistic initiatives
 Prevent costs of injury or incapacitation
 Improve engagement with workforce
Risk assessments should be carried out, or have oversight, by experts in the area of Cabin Operations to ensure
that appropriate hazards and risks are identified. Persons involved in carrying out risk assessments should receive
appropriate training in identification of hazards and their associated risks.
Hazard: A condition, object or activity with the potential of causing injuries to personnel, damage to
equipment or structures, loss of material, or the reduction of ability to perform a prescribed function.
Threat: The potential cause of the hazard.
Consequence/Risk: The potential (negative) outcome(s) of the hazard.
Throughout this document, high-level risk assessments have been included to give operators examples of the
hazards and risks that might be present when formulating specific policies and procedures; however the actual
circumstances and identified mitigations to manage the risks will differ between operators.
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Safety Management
3.2.2 Safety Performance Indicators (SPIs)
IOSA CAB 1.11.5 The Operator shall have processes in the cabin operations organization for setting
performance measures as a means to monitor the safety performance of cabin operations and to validate the
effectiveness of risk controls.
In an effective SMS, Safety Performance Indicators (SPIs) are determined in order to assess any change in the
level of risk exposure as well as help ensure that these can be reviewed and managed.
The first step in identifying SPIs is to review the data of safety incidents on board aircraft, at both the operator and
industry level.
Sources of such information include:
 Database of existing cabin safety reports ─ In addition to the operator’s own database, IATA’s GADM
team provides IATA member operators access to the STEADES database and benchmarking tool,
including data from approximately 191 operators globally.
http://www.iata.org/whatwedo/safety/pages/safety-data.aspx
 Benchmarking surveys from other operators ─ The IATA Cabin Safety extranet site provides a private
forum for operators to discuss safety incidents, hazards and risks as well as to benchmark with each other.
https://extranet2.iata.org/sites/cabinsafety/default.aspx
 News and media reports of incidents and accidents.
 Forums and conferences ─ IATA hosts a regular Cabin Operations Safety Conference, which helps
facilitate discussion among member and non-member operators.
http://www.iata.org/events/Pages/cabin-safety.aspx
Once a list of hazards and risks has been identified, an operator should determine its level of exposure and
prioritize actions accordingly through regular meetings and communication with stakeholders. An operator’s
4th Edition 2018 31

risk/issues log should be regularly reviewed in order to ensure that new and emerging risks are identified and
addressed appropriately.
Safety performance monitoring and measurement activities provide the means to verify company safety
performance in reference to its safety policy. The Safety Performance Indictors (SPIs) and Safety Performance
Targets (SPTs) validate the effectiveness of safety risk controls.
 Safety Performance Indicators (SPI): Are short-term, measurable objectives reflecting the safety
performance of a SMS
 Safety Performance Targets (SPT): Are long-term, measurable objectives reflecting the safety
performance of a SMS
The Chair of each Safety Board uses present data and predictive data to set realistic SPIs and SPTs that are
relevant to their departmental activities at the beginning of each year. All SPIs and SPTs should be accepted by
the local regulatory Authority, as required by regulation.
SPIs can be formulated by calculating the rate of incidents (trend). This figure can be further enhanced by taking
into account the severity of the associated risks so that the SPI = Event (Likelihood) + Risk (Severity).
Once a SPI is identified, the team responsible for oversight should determine what level is acceptable and set the
SPT appropriately. Performance against this target can then be tracked and reviewed at regular intervals and, if
necessary, additional mitigations introduced.
Below is an example of a register (table) that could be used to capture the SPIs and SPTs.
The register should be updated regularly and presented at Safety Board meetings so senior management is kept
informed of the status of the SPIs and SPTs.
Safety Performance Indicator/Target (SPI/SPT)
2015 Actual 2015 Target Result

Events Rate Events Rate Definition
Cabin Crew Slide Rate of 0.23 or not
Deployment 1 0.05 4 0.23 Target Achieved
more than 4 incidents.
Incidents(1)
Conventional Rate of 0.25 or not
Oven 47 0.25 45 0.25 more than 45 Target Achieved
Smoke/Fire(2) incidents.
Microwave Oven Rate of 0.28 or not
4 0.21 5 0.28 Target Achieved
Smoke/Fire(3) more than 5 incidents.
Notes:
(1) Rate calculation is per ten thousand (10,000) departures.
(2) Rate calculation is per one thousand (1,000) departures.
(3) Rate calculation is per ten thousand (10,000) departures.
Examples of SPIs commonly used in cabin operations include:
 Rate of cabin crew and passenger injury due to scalding

 Rate of cabin crew and passenger injury due to turbulence
 Rate of inadvertent slide deployment
 Rate of injuries attributed to cabin design
 Onboard and in-flight fires/smoke incidents
 Cabin crew fatigue reporting rates
 Cabin crew compliance/nonconformance rates
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Safety Management
3.3 SMS Training

IOSA ORG 1.6.5 The Operator shall have a program that ensures personnel are trained and competent to
perform SMS duties. The scope of such training shall be appropriate to each individual's involvement in the
SMS.
IOSA CAB 2.4.1 The Operator shall have a program that ensures cabin operations personnel are trained and
competent to perform SMS duties. The scope of such training shall be appropriate to each individual's
involvement in the SMS. [SMS](GM) ◄ Note: SMS training is applicable to management and non-management
personnel that perform cabin operations functions for the Operator.
Within a SMS, both management personnel (including the accountable executive) and non-management
personnel are expected to complete SMS training. The content of such training should be appropriate to the
individual‘s responsibilities and involvement in the SMS.
Typically, a training curriculum for cabin crew will include modules that provide an overview of the elements of
SMS, such as:
 Event investigation and analysis techniques

 Hazard identification
 Risk assessment and mitigation
 Audit principles and methodology
 Communication techniques
 Safety reporting and culture
 SMS implementation, analysis and continual improvement
 Emergency response preparedness
IATA offers SMS training courses for operators and regulators. For details, visit the IATA Training web page at:
www.iata.org/training/subject-areas/Pages/safety-courses.aspx.
For more information on IATA SMS initiatives, please contact the IATA SMS team at: [email protected].
4th Edition 2018 33

3.4 Safety Reporting
IOSA CAB 1.11.3 The Operator shall have an operational safety reporting system in the cabin operations
organization that:
i. Encourages and facilitates cabin operations personnel to submit reports that identify safety hazards,
expose safety deficiencies and raise safety concerns;
ii. Ensures mandatory reporting in accordance with applicable regulations;
iii. Includes analysis and cabin operations management action to address safety issues identified through
the reporting system.
IOSA CAB 1.11.4 The Operator should have a confidential safety reporting system in the cabin operations
organization that encourages and facilitates the reporting of events, hazards and/or concerns resulting from or
associated with human performance in operations.
An important component of a SMS is a strong reporting system and culture. Successful reporting programs are
built on the principle of an open reporting culture, where the focus is on safety improvement and not on the
assignment of blame.
Cabin crew should always report any flight-related safety concerns to the Pilot-in-Command and follow the
operator’s guidelines on reporting incidents.
Examples of most often used safety report types include:
Cabin Safety Report (CSR) ─ To report any incident, occurrence, near-miss or concern during the period
of a cabin crewmember’s duty.
Air Safety Report (ASR) ─ To report any incident, occurrence, near-miss or concern which directly
affected the safe operation of the flight, typically submitted by a flight crewmember.
Confidential Human Factors Report ─ To report human factors events, hazards or concerns relating to
human performance in operations. These should be submitted independently from safety reports.
An operator may also require additional reports relating to specific areas of concern, such as unruly passengers,
mandatory occurrence reporting to the State regulator, and medical events.
Managing a large quantity of reports and distilling useful information usually involves a tailored software
application, and may require extensive review and analysis of the narrative parts of the reports to prioritize and
classify them effectively. Nevertheless, a functional and effective reporting system is a rich source of information,
highlighting:
 Operational threats and their approximate frequencies and demographics

 Specificities of routes, destinations and other operational factors
 Capability of the crew to cope with various real-life situations
 Errors experienced in operations
A comprehensive and efficient database of cabin safety reports can be used to identify trends and set SPIs, which
can be reviewed at the appropriate Safety Action Group required by the SMS.
3.4.1 Characteristics of Effective Reports

Effective safety report writing is an integral part of the SMS of any operator. It is imperative that training in effective
report writing be provided to appropriate personnel.
As cabin crew will normally write their reports while on board the aircraft and often during a period of high stress
and/or workload, reporting processes and forms should be made as simple as possible, requiring minimal input
from the cabin crew. Much of the data relating to the flight can be obtained from sources other than the reporter
(e.g., the aircraft registration, configuration and total number of passengers and crew can easily be identified by
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Safety Management
an investigator from other flight paperwork). Keeping the reporting form as simple as possible will encourage more
reports in the long run.
Reporting forms may be electronic using tablet or PC devices, or more traditional paper forms.
To assist with the investigation of a report, the following key information is normally required:
 Title of report
 Details of the event:
o Date of occurrence
o Flight number
o Aircraft type
o Registration
o Time of incident
o Route/sector flown
o Phase of flight in which the incident occurred
o Place of occurrence (IATA airport code)
 Persons involved:
o Name(s)
o Contact details, where appropriate
o Seat number
o Frequent flyer number, if applicable
o Role (cabin crew, passenger or ground staff)
o Staff (employee) number, where applicable
o Door assigned or work position, where applicable
o Details of the reporter
 Description of the event:
o Facts of the incident in short and concise points
o Timing of event in UTC (or other standard time zone, if stated)
 Action taken:
o Steps taken to resolve the issue
o Is the report only for information or is action required?
o Relevant paperwork/manual references
o Was the issue resolved or does it require follow up?
o Any other specific details or evidence that might make investigation/follow-up easier
4th Edition 2018 35

Sample Cabin Safety Report
Cabin Safety Report (CSR)
Reporter Name [Name/employee number]
Date of report Flight number Route From/To Time of incident
/ / (UTC*) / : (UTC*)
Title of report – The subject of the issue/incident/accident/concern.
Incident details – Describe what happened.
Actions taken – What did you do?
Outcome – Was the situation resolved?
Other relevant information – Include details of other crewmembers involved, witnesses,

etc.
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Safety Management
The most effective reports can be described using the 6C + F process:
Be businesslike when reporting. Write in plain English – avoid jargon.

Courteous Consider who may be reading the report. Avoid negative and offensive
words.
The report should be brief and follow the sequence of events. Consider
Concise completing it in bullet point format. State relevant information only.
Think before you write. Ensure that the report is organized and has an
Clear appropriate heading. Avoid using unnecessary words and capital letters in
the body of the text. Ensure it is written legibly.
Provide all necessary customer and crew details (e.g., name, address,
Complete telephone). Ensure that all ‘who, what, where, when, why and how’
questions are covered.
Constructive Avoid opinions and emotions. Offer suggestions and solutions.
The report must be written properly using the basic rules of grammar and
Correct spelling. Proofread before submitting.
Ensure that the report is accurate. State the facts of the events rather than
Factual subjective opinions.
Reports that take the 6C+F into consideration will more likely:
 Be objective
 Provide the receiver with the required information for further action
 Provide facts without emotion
 Be broken down into relevant sections that capture the data in an easy-to-follow format
4th Edition 2018 37

3.4.2 Process Flow

In an industry where the main events take place outside of the office, operators and their safety personnel rely
heavily on the reports submitted to them by the cabin crew. Decisions cannot be made on the ground to enhance
safety in the air without the hazards and consequences being identified through effective report writing.
The process flow illustrated below is an example of how a safety report should be processed.
Reporter
Safety Investigator
Ground Human Security Flight

Handling Resources Operations
Crew Product and Maintenance In-flight

Management Service Services
To encourage more reporting, feedback should always be provided to the reporter so that they feel that their
reports are valued and worthwhile.
3.4.3 Submission of Reports

All reports should be submitted as soon as possible after the event, preferably within 24 hours so that the
appropriate action can be taken at the earliest opportunity. Depending on the size of the operator, reports may be
submitted electronically or in paper format.
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Safety Management
3.4.4 Evaluation and Classification of a Report

Once a report is received by the investigator, it may need additional information added to it. Once all relevant
information is available, the report will be evaluated and investigated, as appropriate.
It is important that, wherever possible, the root cause of the incident or observation be noted so that the identified
remedial action can be directed to the appropriate department and monitored.
Example root cause analysis
Is the observation/report made solely

for information and statistical data?
Yes Information
No
Is there a related procedure in place? No
Yes
Is the published procedure clear and

unambiguously stated?
No Procedures
Yes
Is the published procedure realistic in

the circumstances?
No
Yes
Is the published procedure readily

available to the target audience?
No Communication
Yes
Is the published procedure

represented correctly in training? No Training
Yes
Does the observation/report identify a Performance/

better way of doing things?
No Compliance
Yes
4th Edition 2018 39

The Threat and Error Management (TEM) framework described in Chapter 5 (5.8.1) may assist in identifying
where changes to procedures may help prevent recurrence of an incident, as well as identify where additional
cabin crew training or awareness of threats may be needed.
Classification of each report is important in order to maintain statistical evidence of occurrence rates. Reports
should be classified consistently after analysis of the event in order to manage easy retrieval of the data
afterwards, and to create meaningful statistics for reporting to the appropriate Safety Action Group as part of the
SMS.
Typically, classifications include the event, the immediate effect and operational effect.
Some operators submit Cabin Safety Reports to IATA’s Global Aviation Data Management program to help with
statistical analysis of safety issues worldwide. When submitting reports to IATA, the operator’s event
classifications should match, or be able to be mapped to, IATA’s.
3.4.4.1 Event Descriptors

These terms are used to describe the content of the report and include:
Cabin Equipment Cabin Crew Seat Fire/Sparks/Smoke/Fumes Smoke/Fumes - Flight Deck
Cabin Equipment Cabin Divider Fire/Sparks/Smoke/Fumes Smoke/Fumes - Toilet
Cabin Equipment Cabin Trolley Fire/Sparks/Smoke/Fumes Fire/Sparks - Crew Rest Area
Cabin Equipment Catering Lift Fire/Sparks/Smoke/Fumes Smoke/Fumes - Crew Rest Area
Cabin Equipment Flight Deck Seat Fire/Sparks/Smoke/Fumes Smoke/Fumes - Cabin
Cabin Equipment Floor Covering Fire/Sparks/Smoke/Fumes Fire/Sparks/Smoke - IFE
Cabin Equipment Galley Equipment Passenger Apparent Intoxication
Cabin Equipment Overhead Lockers Passenger Deportee/INAD Passenger
Cabin Equipment Oxygen Masks Passenger Flight Deck Intrusion
Cabin Equipment Passenger Seat Passenger Inappropriate Behavior
Cabin Equipment Passenger Service Units Passenger Mobile Phone/PED
Cabin Equipment Toilets Passenger Passenger - Abusive
Cabin Equipment Cabin Trim and Fittings Passenger Passenger - Assault
Cabin Equipment Crew Rest Area Passenger Passenger - Fatality
Cabin Management Cabin Baggage Passenger Passenger - Illness
Cabin Management Cabin Crew - Illness Passenger Passenger - Injury
Cabin Management Cabin Crew - Injury Passenger Smoking in Cabin
Cabin Management Cabin Crew Procedures Passenger Smoking in Toilet
Cabin Management Cabin Not Secure Ramp/Terminal Management External Utilities
Cabin Management Flight/Cabin Crew Comms Ramp/Terminal Management Aircraft Anti/Deicing
Inadvertent Slide
Cabin Management Activation Ramp/Terminal Management Aircraft Servicing
Cabin Crew -
Cabin Management Fatigue/Stress Ramp/Terminal Management Baggage Handling
Communication Systems Interphone Ramp/Terminal Management Cabin Door Procedure
Communication Systems Passenger Address Ramp/Terminal Management Dangerous Goods
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Safety Management
Prerecorded
Communication Systems Announcement Ramp/Terminal Management Flight/Ground Crew Comms
Electrics Circuit Breaker Tripped Ramp/Terminal Management FOD on Ramp
Fire Detection System -

Fire Protection/Detection Toilet Ramp/Terminal Management Hold Door Procedure
Fire Protection/Detection Fire False Warning - Toilet Ramp/Terminal Management Passenger Handling
Fire Protection System -

Fire Protection/Detection Toilet Ramp/Terminal Management Ramp - Injury
Fire Detection System -

Fire Protection/Detection Crew Rest Area Ramp/Terminal Management Refueling Procedure
Fire False Warning - Crew

Fire Protection/Detection Rest Area Ramp/Terminal Management Air bridge/Jetty
Fire/Sparks/Smoke/Fumes Fire/Smoke - Galley Ramp/Terminal Management Catering Supplies
Fire/Sparks/Smoke/Fumes Fire/Sparks - Cabin Safety/Emergency Equipment Emergency Locator Transmitter
Fire/Sparks/Smoke/Fumes Fire/Sparks - Flight Deck Safety/Emergency Equipment Emergency Torches
Fire/Sparks/Smoke/Fumes Fire/Sparks - Toilet Safety/Emergency Equipment Escape Rope
Passenger Boarded Incorrect

Safety/Emergency Equipment Escape Slide/Raft Security Aircraft
Passenger Boarded with

Safety/Emergency Equipment Jemmy /Fire Axe Security Prohibited Items
Safety/Emergency Equipment Life Jackets Security Stowaway
Safety/Emergency Equipment Medical Kit Security Suspicious Object in Cabin
Safety/Emergency Equipment Megaphones Security Terminal Security
Safety/Emergency Equipment Portable Fire Extinguishers Security Unattended Aircraft not Secured
Safety Equipment
Safety/Emergency Equipment Incorrectly Stowed Security Unauthorized Aircraft Access
Safety Equipment of
Safety/Emergency Equipment Incorrect Type Security Airport Security
Safety/Emergency Equipment Seatbelts Water/Waste Potable Water Contaminated
Safety/Emergency Equipment Smoke Hoods/Masks Water/Waste Potable Water Leak
Safety/Emergency Equipment Safety Equipment Missing Water/Waste Toilet Fluid Leak in Cabin
Air bridge/Jetway Door

Security Open Water/Waste Toilets Full/Inoperative
Security Aircraft Security Check Weather Turbulence
Security Bomb Threat Windows Window - Dirty/Obscured
Security Hold Baggage Screening
4th Edition 2018 41

3.4.4.2 Immediate Effect Descriptors

These terms are used to describe the immediate actions taken at the time of the incident. Examples include:
Abnormal Landing Incapacitation - Flight Crew

Emergency Checklist Medical Procedure On Board
Emergency Declaration - Mayday Oxygen - Passengers
Emergency Descent Passenger Caution
Emergency Evacuation Passenger Off-Loaded
Fire Extinguisher - Portable Used Passenger Restraint
Go Around Rapid Disembarkation
Incapacitation - Cabin Crew Smoke Detector Activated
3.4.4.3 Operational Effect Descriptors

These terms are used to describe the impact (if any) on the operation. Examples include:
Air Turnback Extra Security Checks

Aircraft Unfit for Service Ferry Flight
Ambulance/Paramedic Fire Services
Cancellation Maintenance Action
Delay Police/Security Services
Diversion Return to Stand
3.4.4.4 Risk Assessment for Safety Reports

As part of the classification process, each report can be assessed for the severity and likelihood of the associated
hazards and risk. This helps to determine which reports should take priority and require the most resources to
resolve.
Once a report has been investigated, actioned and closed, it is important to provide feedback to the reporter so
that they recognize the value of their report and are more likely to report future occurrences.
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3.4.5 Closure of Reports

Closure of reports should only be carried out once all assigned actions have been completed and mitigation
measures in place are effective. Even after closure, it may be necessary to review reports periodically to ensure
that the associated risks are mitigated sufficiently.
Report •Within 24 hours

submission
•Check for missing data

Validation
•Review narrative
•Assess risk
Classification •Use standard classifications
•Identify root cause
•Assign actions
Investigation
•Track, review and close report
Feedback
3.4.6 The Value of Effective Cabin Safety Reports

A comprehensive database of Cabin Safety Reports can be used to help the operator identify Safety Performance
Indicators (SPIs), as well as contribute to the identification and classification of risks when carrying out Cabin
Safety risk assessments before the introduction of new products or services, or changes to existing procedures.
Effective reports can, therefore, be used in three different ways:
Reactively ─ To address a problem that has already happened

Proactively ─ To prevent a similar situation from occurring again
Predictively ─ To indicate the likelihood of an incident or problem
4th Edition 2018 43

3.5 Documentation
IOSA CAB 1.6.1 The Operator shall have an Operations Manual (OM), which may be issued in separate parts,
that contains the policies, procedures and other guidance or information necessary for cabin crew members
to perform their duties and be in compliance with applicable regulations, laws, rules and Operator standards.
The content of the OM shall be in accordance with specifications in Table 5.1 (see 3.5.2)
IOSA CAB 1.5.3 The Operator shall ensure documentation used in the conduct or support of cabin operations:
i. Contains legible and accurate information;
ii. Is written in language(s) understood by cabin operations personnel;
iii. Is presented in a format appropriate for use by cabin operations personnel;
iv. If applicable, is accepted or approved by the Authority.
IOSA CAB 1.6.5 The Operator shall ensure a minimum of one complete version of the OM as specified in CAB
1.6.1 is accessible on board the aircraft for passenger flights and located in a manner that provides for:
i. If used directly for the conduct of cabin operations, immediate access by each cabin crew member;
ii. If utilized as a reference document only, unobstructed access by the cabin crew.
Cabin crew may be issued with their own copy of the OM to carry on each flight, or they may be put on board the
aircraft with unobstructed access. They may be in electronic format or hard (paper) copy in accordance with the
State regulator’s requirements. Whichever method is used, the operator must also have in place a process to
ensure that the documents are kept up to date with all amendments and revisions.
Operators may also choose to issue a Quick Reference Handbook (QRH) to cabin crew comprising of relevant
checklists and other selected information from the OM to help cabin crew carry out their duties in normal, abnormal
and emergency situations.
Operators should consider how to ensure that the requirement of CAB 1.6.5 can be met, while ensuring that such
manuals are kept up-to-date in accordance with the requirement of Document Control.
3.5.1 Document Control
IOSA CAB 1.5.1 The Operator shall have a system for the management and control of cabin operations
documentation and/or data used directly in the conduct or support of operations. Such system shall include
elements as specified in ORG 2.1.1.
The primary purpose of document control is to ensure necessary, accurate and up-to-date documents are
available to appropriate personnel, including, in the case of outsourced operational functions, employees of
external service providers.
Examples of documents that are controlled include, but are not limited to, operations manuals, checklists, quality
manuals, training manuals, policy and procedure manuals, and standard operating procedures.
In the area of cabin safety, document control also applies to safety announcements, safety briefing cards, cabin
crew checklists, and other safety-related working documentation used in training and on board the aircraft.
Electronic issue of such documentation allows the operator to have more control over the version being referred
to by each crewmember, as they can easily be updated and distributed immediately. Where hard (paper) copies
are installed on board aircraft for reference, the operator must ensure a process is in place to update with revisions
as soon as they are issued.
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Methods employed by operators to keep documentation up-to-date include:
 Issuing tablet devices with all necessary documentation to at least one cabin crewmember on each flight.
Documents can be refreshed or updated remotely, or by user action.
 Internet/Intranet documentation control systems.
 Audit program and inspection of documentation held by each cabin crewmember.
 Audit program and inspection of documents placed on each aircraft.
Each document should be given a controlled reference number or title and effective date or version number to
support the audit program. Where a document has multiple pages or sections, a list of effective pages should be
maintained as part of the document in order to identify whether any sections or pages are missing.
3.5.2 IOSA Table 5.1 – Operations Manual Content Specifications

The content of the Operations Manual shall address the following areas of cabin operations:
(i) Compliance or conformity with:
(a) Applicable laws, regulations and rules;
(b) Standard operating procedures for each phase of flight.
(ii) Administration of first aid, to include guidelines for:
(a) Life threatening medical emergencies;
(b) Cardiopulmonary resuscitation (CPR);
(c) Injuries and illnesses;
(d) Use of medical equipment (e.g., Automatic External Defibrillator, if applicable).
(iii) Response to emergency, abnormal, suspected security situations:
(a) Aircraft emergency evacuation;
(b) Cabin decompression, if applicable;
(c) Onboard fires, smoke and fumes;
(d) Emergency landing, ditching;
(e) Leakage or spillage of suspected dangerous goods;
(f) Suspected bomb or explosives, least risk bomb locations (specific to aircraft type);
(g) Cabin search;
(h) Hijacking or unlawful intervention.
(iv) Use of cabin systems and equipment, to include malfunctions:
(a) Oxygen systems, if applicable;
(b) Communication systems;
(c) Entry and exit doors;
(d) Lifesaving equipment;
(v) Dangerous goods manual or parts relevant to the cabin crew, to include:
(a) Dangerous goods prohibited in passenger and crew baggage;
(b) Information/instructions for dangerous goods permitted in passenger and crew baggage;
(c) Action to be taken in the event of an emergency.
(vi) Use of emergency, survival equipment.
(vii) Cabin crew training program:
(a) Abnormal and emergency situations, emergency evacuation;
(b) Use of emergency and lifesaving equipment;
(c) Lack of oxygen, loss of pressurization, as applicable;
(d) Other cabin crewmember assignments and functions;
(e) Dangerous goods;
(f) Human performance, crew resource management (CRM).
(viii) Limitations pertaining to flight time, flight duty periods and rest periods.
4th Edition 2018 45

Fatigue Risk Management
Section 4—Fatigue Risk Management

4.1 Definition of Fatigue
ICAO defines crewmember fatigue as:
“A physiological state of reduced mental or physical performance capability resulting from sleep loss or extended
wakefulness, circadian phase, or workload (mental and/or physical activity) that can impair a crew member’s
alertness and ability to safely operate an aircraft or perform safety-related duties.”
Fatigue is a major human factors hazard because it affects most aspects of a crewmember’s ability to do their job.
Fatigue, therefore, has important implications for safety.
4.1.1 Transient Fatigue

Transient fatigue is short-term tiredness caused by extended wakefulness. It can usually be addressed by
increasing or improving sleep.
4.1.2 Cumulative Fatigue

With repeated periods of extended wakefulness or reduced sleep opportunities, cumulative fatigue can occur.
Symptoms can include both physical and psychological issues.
4.2 Fatigue Risk Management System (FRMS)
IOSA CAB 3.1.4A The Operator shall have a methodology for the purpose of managing fatigue-related safety
risks to ensure fatigue occurring in one flight, successive flights or accumulated over a period of time does
not impair a cabin crew member's alertness and ability to perform safety-related cabin duties. Such
methodology shall consist of:
(i) Flight time, flight duty period, duty period and rest period limitations that are in accordance with the
applicable prescriptive fatigue management regulations of the State, and/or,
(ii) If applicable, the Operator's Fatigue Risk Management System (FRMS) approved or accepted by the State
and established in accordance with CAB 3.1.4B.
ICAO defines a Fatigue Risk Management System (FRMS) as:

“A data-driven means of continuously monitoring and managing fatigue-related safety risks, based upon scientific
principles and knowledge as well as operational experience that aims to ensure relevant personnel are performing
at adequate levels of alertness”.
The traditional regulatory approach to manage crewmember fatigue has been to prescribe limits on maximum
flight and duty hours and minimum breaks within and between duty periods.
The introduction of an effective FRMS can allow an operator, with State approval, to adapt flight and duty time
limitation (FTL) rules to more comfortably suit the operation and effectively manage cabin crew fatigue.
FRMS can be used as a stand-alone system to replace prescriptive FTL rules, or it can be used to supplement
existing processes. Whichever method is used, FRMS shares responsibility for fatigue prevention between the
operator and individual crewmembers, and requires commitment from all stakeholders to work effectively.
3rd Edition 2017 46

4.2.1 Stakeholders
All parties involved in the cabin crew FRMS should receive appropriate training relevant to their role. This includes
the following workgroups:
 Cabin Crew
 Cabin Crew Management
 Crew Scheduling and Operations
 Workforce Representatives (e.g., unions and staff committees)
 Health and Safety Department (including Occupational Health, where appropriate)
4.2.2 Components of a FRMS

Like SMS, a FRMS relies on the active involvement of all stakeholders and an effective reporting culture where
personnel have been trained and are encouraged to report hazards without fear of reprisal. Cabin crew should be
aware of the FRMS at their operator and know when and how to report fatigue.
An effective FRMS includes policies, processes and evidence of the following components:
FRMS Policy
and Structure
Promotion,
Feedback and Training
Awareness
Safety
Performance Reporting
Measurement FATIGUE RISK
MANAGEMENT
SYSTEM
Quality
Investigation
Assurance
Fatigue Risk Hazard

Management Identification
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4.2.3 Fatigue Management Guide for Airline Operators

The Fatigue Management Guide for Airline Operators is the result of collaboration between IATA, ICAO and the
International Federation of Airline Pilots’ Associations (IFALPA) to jointly guide and serve the industry in fatigue
management, using the most current scientific findings and operational experience. The guide presents a common
approach for pilots, operators, and regulators regarding the complex issue of fatigue. The guide includes valuable
insight into the methodology and framework for implementing an effective FRMS and an explanation of the science
supporting it. The information is also applicable to cabin crew.
There is scientific and operational evidence that a FRMS is an effective means of mitigating fatigue risks. For this
reason, IATA issued a white paper on FRMS in January 2013 that provides an overview of FRMS and its benefits.
In 2014, to further support member operators with FRMS implementation, IATA published “Fatigue Safety
Performance Indicators (SPIs): A Key Component of Proactive Fatigue Hazard Identification”. This document
reviews different SPIs to help operators develop processes and procedures to monitor the effectiveness of their
own fatigue management program.
For more information, please contact [email protected].
4.2.4 FRMS Policy and Documentation

An operator’s FRMS policy should include:
 Terms of reference of the FRMS

 Scope and elements of the FRMS
 Responsibilities of all employees and workgroups, including lines of accountability
 Declaration of management’s commitment
Documentation should describe all elements of the FRMS and provide a record of FRMS activities, including:
 Policy and objectives

 Processes and procedures
 Accountabilities, responsibilities and authorities
 Mechanism for involvement of all stakeholders
 Training records
 Planned and actual times worked
 Outputs (findings, recommendations and actions)
The documentation can be centralized in a FRMS Manual or integrated into an operator’s SMS Manual.
4.2.5 Fatigue Safety Action Group

It is recommended that a working group be established to manage and coordinate the FRMS activities, which
include:
 Developing and maintaining the FRMS documentation

 Managing the FRMS processes
 Contributing to the FRMS safety assurance processes
 Promoting the FRMS
Operators may also elect to create a FRMS Governance Group to guide the working group within the framework
of the SMS, and may also establish an Independent Alertness Assurance Panel.
4.2.6 Fatigue Risk Management Processes

Fatigue Risk Management (FRM) processes within an FRMS follow the same principles as SMS, but are
specifically designed to manage risk related to crewmember fatigue.
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Fatigue Risk Management (FRM) processes should:
Identify fatigue Control and mitigate

Assess levels of risk Monitor
hazards where necessary
4.2.6.1 Identification of Fatigue Hazards

There are three different methods of identifying fatigue hazards, all of which should be incorporated into the FRMS:
Predictive Proactive Reactive

Identify fatigue hazards by Identify fatigue hazards within the Identify the contribution of fatigue
examining the flight schedule current operation. hazards to reports and events
(actual or proposed) and associated with a potentially
predicting the likelihood of fatigue negative safety consequence
e.g., bio-mathematical software e.g., crew fatigue surveys e.g., fatigue reports, crew
models performance reports and audits
4.2.6.2 Risk Assessment

Once fatigue hazards are identified, the potential outcomes and associated impact on safe operations should be
assessed, taking into account any existing safety barriers or controls (mitigations).
In addition to safety concerns, the impact of cabin crew fatigue may also adversely affect their ability to provide
passenger service levels to the standard the operator requires, or increase the likelihood of injury on board aircraft.
A review of injury rates and customer complaint data on specific flights may assist in determining this risk.
Effective assessment of the fatigue risks will help the operator to determine whether additional mitigations are
necessary.
4.2.6.3 Risk Mitigation

Where fatigue risks are identified as unacceptable to the operator, additional mitigation strategies are required in
order to reduce the likelihood or severity of an event.
Options to reduce cabin crew fatigue risks may include:
 Improve specification and standard of rest facilities (e.g., onboard rest area or hotel accommodation)
 Alter schedules or flight plans
 Increase rest time for cabin crewmembers before, during or after flight
 Increase cabin crew complement, thereby reducing workload
 Limit or reduce the number of cabin crew sectors in a roster period
 Reduce cabin crew exposure to operations within the Window of Circadian Low (i.e., night sectors).
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4.2.6.4 FRMS Safety Assurance Processes

Safety assurance processes such as regular audits, inspections and reviews should be established to monitor the
effectiveness of the FRMS. These processes should focus on verifying that the FRMS is:
 Functioning as intended
 Meeting the safety objectives defined in the FRMS policy
 Meeting regulatory requirements
 Proactively identifying changes in the operating environment that have the potential to increase fatigue
risk
 Identifying areas for improvement
If necessary, particularly where the FRMS is not mature, an independent assurance panel can be formed to
provide expert guidance and review the work of the FRMS. Composition of such a panel may include
representatives from:
 FRMS Governance Group members

 Fatigue Safety Action Group members
 Regulators
 Other suitable internal or external fatigue research specialists
4.2.7 FRMS Promotion Processes

FRMS promotion processes include training programs and a communication plan.
FRMS training should ensure all involved personnel are trained and competent to undertake their respective
FRMS responsibilities. Standards for initial and recurrent training should be specified in the FRMS documentation.
Central elements of FRMS training are the key principles of fatigue science: managing sleep and understanding
the effects of the circadian body clock. These are relevant not only to people’s roles in the FRMS, but also to the
inter-relatedness of their lives outside of work.
FRMS training covers issues that everyone can identify with personally, which can help promote the concept of
shared responsibility in an FRMS.
An effective FRMS requires a comprehensive communications plan aimed at encouraging the full support of
operating crew to provide quality information into the system, develop knowledge, understand and implement
mitigation strategies, and have confidence in the resulting actions of their reporting.
Factors such as accessibility and ease of reporting, timeliness and accuracy of reports, along with regular fatigue
Safety Action Group newsletters detailing results and actions, build confidence in the FRMS and drive quality
reporting and data validity.
4.2.8 FRMS Training for Operators

IATA provides training courses in Fatigue Risk Management Systems for operators. Further details can be found
online at http://www.iata.org/training/courses/Pages/fatigue-risk-management-tcvt33.aspx
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4.3 Cabin Crew Fatigue

4.3.1 Sleep
Adequate sleep is a necessity and sleep deprivation may lead to serious health disorders. It is essential that
crewmembers be well rested, both at home and while on a layover, before working any flight.
Sleep deprivation is defined as the lack of sleep. The need for sleep varies for each individual. While some people
need more sleep than others, 90% of people sleep between six and nine hours in each 24-hour period. However,
it should be noted that:
 Each individual has his/her own sleeping pattern

 Sleeping patterns may change according to health and age
 Identifying and respecting your sleep pattern is a condition for good performance
If the amount of sleep has not been sufficient, particularly over a few days, the individual will build up a “sleep
deficit” that will need to be recovered, otherwise it will affect their level of performance.
Crewmembers’ sleeping patterns will often be disrupted due to flying duties. Short-haul flying will often require
multiple sectors working very early in the morning or late into the night. Long-haul flights have the added
consequence of crossing multiple time zones, which means that rest is taken at a time the body is not used to.
Jet lag can affect sleep. This common problem is defined as a difficulty adjusting to time zones. It is unavoidable
following rapid travel over three or more time zones and is exacerbated by:
 Stress
 Overeating
 Dehydration
 Increasing age
 Travelling in an easterly direction (advancing time zones prematurely)
 Sleep deprivation
 Excessive alcohol consumption
Crewmembers should not sleep during duty or appear to be asleep, except during approved crew rest periods and
in designated crew rest areas.
4.3.2 Contributory Factors

When people are suffering from fatigue, their ability to carry out tasks can be impaired. During flight operations,
reduced alertness or performance due to fatigue can pose serious risks to safety.
Fatigue usually results from lack of sleep or disruption of normal sleep patterns. However, there are many
contributory factors:
 Sleep loss
o Less than the individual’s needed sleep in the last 24 hours
o Shortened rest periods
o Reduced sleep quality
o Cumulative sleep loss over successive 24-hour periods
 Continuous hours awake (more than 17 hours since last major sleep period)
o Time since awakening
o Length of duty day
 Disruption of the circadian system (i.e., working out-of-sync with the body’s internal clock)
o Crossing multiple time zones (jet lag)
o Working between midnight and 6 a.m.
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o Getting up very early/going to bed late

 Workload intensity
o Multiple sectors in succession
o Long duty periods
 Other:
o Illness
o Side effects of medication, alcohol
4.3.3 Symptoms and Effects of Fatigue

Symptoms may not be noticed when stimuli such as noise, physical activity, caffeine, nicotine, thirst, hunger,
excitement or other distractions are present. However, once the stimuli are gone, fatigue symptoms such as the
following can be observed:
 Eyes going in and out of focus

 Persistent yawning
 Wandering or poorly organized thoughts
 Reduced short-term memory
 Worsened mood (i.e., irritability)
 Lack of concentration
 Lack of situational awareness
Symptoms such as those listed above can have severe consequences on an individual’s performance, including:
 Slower reaction time

 Reduced motor skills and coordination
 Impaired judgment
 Poor decision making
 Reduced flexibility
 Reduced situational awareness
 Decreased work efficiency
 Degraded crew coordination
 Reduced motivation
 Decreased vigilance
 Increased variability of work performance
4.3.4 Fatigue Preventive Strategies

It is of utmost importance to execute flight operations as alertly as possible. Negative occurrences, such as sleep
disturbance and/or circadian disruptions, may be successfully counteracted if proper preventive measures are
taken. The following recommendations are general and have to be adapted to one's own needs:
 Restful sleep requirements ("good sleep habits”)

 Protect your individually required sleep time
 Keep a regular sleep/wake schedule (when possible)
 Use a suitable sleep environment (i.e., shades, lower temperature, earplugs)
 Develop and practice a regular pre-sleep routine
 Eat a light snack, if hungry, and avoid eating immediately before bedtime
 No alcohol before bedtime (alcohol induces sleep, but has a negative effect on sleep quality)
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 No coffee, black tea or other sources of caffeine before bedtime

 No exercise before bedtime
 On short layovers, try to stay aligned to home base time
 Avoid use of TV, mobile phone or tablet devices while in bed
 If you do not fall asleep within 30 minutes, get out of the bed for a time (don't toss and turn)
4.3.5 Personal Mitigation Strategies

Every flight duty must be performed in good physical and mental condition. Crew should be well-rested as a result
of appropriate personal conduct with regard to sleep, nutrition and consideration of the effects of medications,
alcohol, caffeine, nicotine, etc. The following are strategies that can be used to ensure one is adequately prepared
for flight duty:
 Daily
o Get as much sleep as possible prior to the trip
o Try to take an afternoon nap, in a bed in a darkened room, before operating a night flight
o Practice active ways to relax after work
o Do regular physical activity
 During a short layover (less than three days)

o Try to sleep as much within 24 hours (in one or more sleep periods) as in a normal 24-hour period
at home
o If the circumstances permit, sleep if you are sleepy
o Try to maintain the sleep/wake rhythm of your original time zone
 In flight
o Give preference to light food and high-protein meals
o Avoid high-fat and high-carbohydrate food
o Drink plenty of fluids, preferably water
o Caffeine can help counteract noticeable fatigue symptoms, if used strategically
o Use the crew rest area (bunk), if planned
4.3.6 IMSAFE
IMSAFE is a mnemonic used by some aircraft pilots to assess their fitness to fly. The IMSAFE checklist assesses
whether “I am free from factors that could affect my physical or mental capacity to operate safely”. Although the
job function is different, the IMSAFE checklist is equally applicable to cabin crew:
 Illness
 Medication
 Stress
 Alcohol
 Fatigue
 Eating deficiencies
4.3.7 Flight Time, Flight Duty Periods and Rest Periods

Regulations specifying the limits applicable to flight time, flight duty periods and rest periods for cabin crew are
usually approved by national Civil Aviation Authorities. The prime objective of flight time duty limitations and
subsequent rest periods is to ensure that crewmembers are adequately rested at the beginning of each flying duty
period and subsequently during the flight. Crewmembers must be sufficiently free of fatigue that they can operate
in all normal, abnormal and emergency situations.
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4.3.7.1 Flight Duty Period

A flight duty period is intended to cover a continuous period of duty, including a flight or a series of flights. It
includes all duties a cabin crew may be required to carry out from the time of reporting for duty on the day of a
flight or series of flights, until completion of all duties relating to the flight or series of flights.
4.3.7.2 Rest Periods

The definition of a rest period implies an absence of duty and is intended to provide adequate time for rest following
a flight or series of flights. Operators should ensure that procedures are followed to make sure that cabin crew do
not exceed their flight time limitations and that adequate controls are in place to ensure that cabin crew are not
assigned duties during required rest periods. Cabin crew have a responsibility to use their rest periods to rest.
Time spent by cabin crew positioning or deadheading to or from duty assignments is not considered part of a rest
period.
4.3.7.3 In-flight Rest Facilities

Operators should comply with their regulatory requirements to provide adequate in-flight crew rest facilities. When
establishing duty times and rest periods, the size of the crew complement and the tasks to be performed should
be taken into account. When private, horizontal rest facilities are provided in the aircraft, flight duty periods may
be extended according to the State’s standards and regulations.
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Section 5—Cabin Crew

5.1 Number and Composition of Cabin Crew
Minimum cabin crew numbers are those deemed necessary for the undertaking of safety and security related
duties on board the aircraft. While it is recognized that the role of cabin crew includes passenger service and
passenger welfare, these responsibilities are not taken into consideration as these are not regulated.
Operators may choose to increase their operating number of cabin crew above the minimum mandated for safety
in order to enhance service and comfort levels where appropriate to their operation.
IOSA CAB 3.1.1 The Operator shall specify and require a minimum number of cabin crew members for each
aircraft type that is utilized in passenger operations. Such minimum cabin crew specification shall:
i. Be based on aircraft seating capacity or number of passengers carried;
ii. Be in accordance with minimum cabin crew requirements of the Authority;
iii. Ensure the minimum number of cabin crew members necessary to effect a safe and expeditious
evacuation of the aircraft.
The number and composition of cabin crew is stipulated in ICAO Annex 6, Operation of Aircraft, Chapter 12 Cabin
Crew, Section 12.1, Assignment of Emergency Duties, which states, in part:
“An operator shall establish, to the satisfaction of the State of the Operator, the minimum number of Cabin Crew
required for each type of aeroplane, based on seating capacity or the number of passengers carried, in order to
effect a safe and expeditious evacuation of the aeroplane, and the necessary functions to be performed in an
emergency or a situation requiring emergency evacuation […]”
ICAO Doc 10072 – Minimum Cabin Crew states:
The establishment of minimum cabin crew requirements (also referred to as minimum crew complement) should
take into account two aspects:
a) the minimum number of cabin crew members for a specific aircraft type as established at type
certification between the aircraft manufacturer and the certification authorities of the State of Design
(i.e. certification requirements); and
b) the ratio of cabin crew members per number of passengers carried or installed passenger seats, as
specified in the State of the Operator’s operating rules (i.e. operational requirements).
Civil aviation regulations specify the minimum number of cabin crew based on either the number of passengers
on board or passenger seats. Where this specification is not stipulated, it is recommended that there be a minimum
of one fully qualified cabin crew for every 50 passengers, or passenger seats, installed on the same deck of an
aircraft.
The minimum number of cabin crew established by the operator should also demonstrate that normal and
emergency procedures are achievable during periods when in-flight rest is undertaken.
5.1.1 Cabin Crew Safety Responsibilities

Cabin crew are responsible for carrying out safety-related duties principally in the aircraft cabin during a specific
flight. These duties are essential to the safety and well-being of passengers and fellow crewmembers. Cabin crew
are expected to comply with all applicable operator regulations, instructions and orders issued for cabin crew
duties.
5.1.2 Senior Cabin Crewmember

IOSA CAB 3.1.2 If the Operator utilizes aircraft that require more than one cabin crew member, the Operator
shall ensure designation of a cabin crew leader who has overall responsibility for the conduct and coordination
of normal and emergency cabin procedures for flights with more than one cabin crew member.
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When required to carry more than one cabin crewmember, an operator should appoint a person to the post of
Senior Cabin Crewmember (SCCM). The SCCM will act as the liaison with the flight crew and has responsibility
to the Pilot-in-Command for the conduct and coordination of normal, abnormal and emergency procedures
specified in operator operations procedures manuals. The position of SCCM might have a different title or name
according to the operator (e.g., purser, lead flight attendant, senior purser or onboard leader).
Prior to being designated a SCCM, the following criteria should be met:
 Minimum experience considered acceptable by the applicable national Authority
 Successful completion of the operator’s cabin crew leadership training (e.g., SCCM course) as required
by national regulations
The SCCM is responsible for all of the cabin crew under the authority of the aircraft Pilot-in-Command. The
functions of the SCCM include, but are not limited to:
 Applying all safety, security and service standards and procedures as outlined in the operators operations
manual and other sources
 Briefing with the Pilot-in-Command prior to each flight or series of flights
 Briefing the cabin crew on all relevant safety, security and service aspects for the conduct of the flight
 Providing effective leadership to the cabin crew
 Liaising between the flight crew and cabin crew
 Performing emergency preparations according to the Pilot-in-Command and/or special instructions
 Reporting to the Pilot-in-Command, manage all incidents/accidents, safety concerns of fellow crew or
passengers, and situations affecting the safety of the operation
 Reporting/logging all technical irregularities in coordination with the Pilot-in-Command
5.1.3 Other Cabin Crew

All cabin crew are an essential part of the team and their roles include, but are not limited to:
 Applying all safety, security and service standards and procedures as outlined in the operator’s
operations manual and other sources
 Following all directives of the SCCM under the authority of the aircraft Pilot-in-Command
 Reporting to the SCCM all situations affecting the safety of the operation and/or any safety
concerns they may have, or that may have been communicated to them by a passenger
5.2 Cabin Crew Qualifications

Cabin crew must comply with local regulations, hold a license or attestation where required by the State and be
registered as qualified cabin crew based on successful completion of the necessary training programs. It is
recommended that cabin crew be at least 18 years of age.
All cabin crew should have passed a medical examination or comply with other operator medical requirements to
ensure that they are medically fit and physically capable of fulfilling the duties specified. They should remain
medically fit to continue to discharge their duties throughout the term of their employment.
Cabin crew are expected to remain familiar and comply with all regulations, procedures, policies, instructions and
orders pertinent to the performance of their duties.
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5.3 Cabin Crew Uniforms

While it is recognized that cabin crew uniforms represent the brand image of an operator, they also should be
designed with safety, cultural and practical aspects in mind. Care should be exercised to ensure that the style and
materials used for cabin crew uniforms do not affect the ability of the crew to perform their normal duties or to help
passengers in the event of an abnormal or emergency situation (i.e., fire, evacuation).The following is intended to
serve as a guideline for operators when selecting uniforms for their cabin crew. In addition to safety considerations,
cabin crew uniforms should be developed with comfort in mind:
Hazards Threats Outcomes Mitigations

Entanglement with door Loose necklaces, ID Cabin crew unable to Remove lanyards while on
operating handles or lanyards, jewelry, operate exit during board or provide alternative
other cabin fixtures. scarves, neckties . evacuation. method of display.
Formulate policy to keep
jewelry covered under
uniform.
Obstruction to Wearing of high or Damage to evacuation Appropriate footwear to be
evacuation. sharp pointed heels on slides/rafts, inability to use worn during evacuation.
shoes. exit for evacuation.
Health and safety Environmental Cabin crew injury. Appropriate footwear to be
outside the aircraft on conditions outside the worn on the tarmac and
the tarmac or during aircraft, such as spilt during evacuation.
evacuation. fuel, hydraulic fluids.
Cabin crew thermal Temperature and Cabin crew complaints, Variations of uniform
discomfort. climate differences at illness or incapacitation. appropriate to climate and
origin/destination/route. environmental conditions
at origin and destination.
Cabin crew burn. Wearing flammable Cabin crew incapacitation Use fabrics with high
clothing while dealing during firefighting. flammability protection.
with an onboard fire.
Cabin crew injury. Sharp items carried on Cabin crew puncture Pocket or pouch for
the person being wound or incapacitation. stowage of pens or other
pressed into the body items frequently used by
while wearing crew cabin crew.
harness.
Formulate policy to remove
pens from pockets during
takeoff and landing while
secured in crew seats.
Name and rank badges
designed and worn in a
manner that prevents
injury.
It is recommended that cabin crew wear their full uniform for takeoff and landing (in accordance with their
operator’s policies and procedures) to offer them the best protection in the event of an emergency and to better
identify cabin crew to passengers and emergency responders if an emergency arises.
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5.4 Cabin Crew Medical Standards

Section 3.2 of the IATA Medical Manual states that medical standards for professional and private pilots have long
been clearly specified in international regulations (ICAO, Annex 1, Chapter 6). While there is no equivalent for
cabin crew (usually the operator determines the appropriate pre-employment health assessment required), a
certain number of countries require cabin crew to be licensed to private pilot standards.
5.4.1 Aeromedical Assessment

In the absence of specific licensing Authority requirements, many operators have found that a clear, targeted
health questionnaire is a reliable screening tool to provide sufficient information to ensure that safety and the
operator‘s duty of care are addressed. Other operators prefer to conduct a full medical assessment starting with
a full medical history. The majority of applicants will be assessed as medically fit and will enjoy good health
throughout their entire flying career. For those who may experience disease or accident, the operator’s physician
should not only be an aviation medicine expert, but also an adviser taking into account every aspect of the
individual’s medical problems. Each situation will be unique and will have to be addressed using the following
criteria:
 Is the cabin crew‘s medical condition likely to be aggravated by resumption of work?
 Is the medical condition likely to jeopardize flight safety?
5.4.2 Alcohol, Drugs and Medication

No cabin crew shall consume alcohol or prohibited drugs while performing their duties. Operators should establish
procedures to provide for the testing for misuse of alcohol or drugs, or as required by national legislation.
The taking of over-the-counter medicine or prescribed drugs can impair the ability of cabin crew to perform their
duties. Operator corporate policies should, therefore, contain clear instructions as to when medicine or drugs may
and may not be taken by cabin crew. Cabin crew must comply with such operator regulations prior to and during
a flight.
For more information, please consult the IATA Medical Manual.
5.5 Media and Social Media Policy

Events involving air travel can attract media attention and it is common for the media to approach cabin crew for
their views on sometimes sensitive issues or to share their experience of an incident/accident. Operators should
ensure that their policy with respect to dealing with media queries is clearly communicated to all cabin crew so
that these situations can be dealt with in a consistent and professional manner.
It is recommended that cabin crew be advised to not speak directly to the media without explicit approval of the
operator.
A social media policy should be published by the operator defining the accepted level of use by all employees.
Cabin crew should be reminded that negative or impulsive comments or speculation made via electronic means,
even privately, can easily be reproduced out of context and used to discredit them or their employer.
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5.6 Human Factors

Human Factors is a science that focuses on how humans interact with the environment in their workplace. For
cabin crew, it is about understanding how crew use equipment, interpret policies, interact with each other, and
generally operate within their working environment.
ICAO defines human factors or performance as the human capabilities and limitations that have an impact on the
safety and efficiency of aeronautical operations. More information from ICAO on human performance can be found
in the following documents:
 Human Factors Digest 15 – Human Factors in Cabin Safety

 Human Factors Training Manual (Doc 9683)
 Cabin Crew Safety Training Manual (Doc 10002 1st Edition, 2014)
To obtain copies of these documents, please visit: www.store1.icao.int
5.6.1 Human Factors Training

Cabin crew should be provided with an understanding and awareness of the human factors that can potentially
lead to errors. Key components of human factors awareness training are often referred to as the “Dirty Dozen”.
These are (in no specific order of importance):
 Poor communication
 Distraction
 Inadequate resources
 Stress
 Complacency
 Poor teamwork
 Pressure
 Lack of awareness
 Lack of knowledge
 Fatigue
 Nonassertive behavior
 Norms (meaning workplace practices and culture, which can be both good and bad or safe and unsafe)
Awareness of these components increases the understanding of how humans can contribute to accidents and
incidents. The objective of human factors awareness training is for the cabin crew to understand how they can
affect safety and act accordingly to mitigate and prevent human errors.
IOSA has provisions pertaining to training in human performance that typically include basic human factor
concepts and Crew Resource Management:
IOSA CAB 2.2.8 The Operator shall ensure cabin crew members receive training in human performance
to gain an understanding of the human factors involved in conducting cabin safety duties and coordinating
with the flight crew during the execution of onboard emergency procedures. Such training shall be
included in the cabin crew initial and re-qualification training courses, and in the recurrent training course,
on a frequency in accordance with requirements of the Authority, but not less than once every 36 months
or, if applicable, in accordance with the Operator's AQP as specified in CAB 2.1.1B. (GM)
IATA provides comprehensive training in human factors in aviation. For more information, please consult:
www.iata.org/training/courses/Pages/aviation-human-factors-tcvt05.aspx
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5.7 Crew Resource Management (CRM)

Crew Resource Management (CRM) promotes safe operations and overall crew performance through the
optimum use of available resources including people, procedures and equipment. A prerequisite of effective CRM
is a skilled, knowledgeable crewmember who contributes to the overall crew effectiveness. CRM is an essential
aspect of airline operations influencing how safely and effectively crewmembers perform their duties.
CRM encourages efficient and effective communication, cooperation and coordination within a crew. Its objective
is to:
 Promote and maintain a safe operation at all times

 Promote effective and efficient decision making
 Mitigate and prevent human error
 Increase the chance of survival in an incident or accident
 Manage effectively and efficiently all available resources (human or physical)
To promote CRM, crewmembers should:
 Understand each other’s roles and responsibilities

 Possess an excellent understanding of their airline’s safety and security policies and procedures
 Effectively communicate with each other
 Cooperate and coordinate their efforts
 Resolve or work through any differences or conflicts
CRM is a system of applying human factors concepts to improve crew performance and, subsequently, improve
safety. Effective CRM results in all crewmembers functioning as a team, rather than a collection of technically
competent individuals. High technical proficiency does not guarantee safe aircraft operation in the absence of
effective crew coordination.
5.7.1 CRM Training

While operators aim to encourage appropriate contributions from all crewmembers to ensure a consistently high
level of safe and efficient operations, together with service excellence, it is important to note that training cannot
cover every possible scenario a crew may face.
CRM is an essential component of safety training. It allows airlines to influence the way that cabin crew and flight
crew work more effectively together by providing the technical and behavioral skills necessary for each to know
what to expect from their fellow crewmembers in any given situation. It is recommended that CRM form an integral
part of initial and recurrent/refresher cabin crew training programs.
The following best practices should be taken into consideration when formulating effective CRM training programs:
 Standards for Human Factors and CRM for cabin crew to be combined with those for flight crew
 Specialist trainers should be used and these trainers should undergo specific training on CRM
 Check flights/audits to be set to measure whether training methods are carried out in flight
 Guidelines on all training to be designed with the specific needs of the operator taken into consideration
(i.e., cultural training)
 When incidents occur on board, airlines should consider using the facts related to these as case studies
in future CRM training
 Encourage crews to talk about incidents and share their views at cabin crew preflight briefings
 Build trust between crew and management so crew feel comfortable to “open up”
 Role play simulated flights, where:
o Everyone has a role to play
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o “Passengers” are given cards with scenarios to enact

o A full debriefing is conducted as a learning exercise, not as criticism of what could have been done
better
o All key topics from the debriefing to be included in future case studies
5.8 Threat and Error Management (TEM)
Threat and Error Management (TEM) is the promotion of safe operations through the continuous process of
identifying, avoiding, capturing and managing operational threats and human errors. TEM is an integral component
of CRM. The human error factor is always a possibility in the performance of cabin crew functions, and threats are
always a component of their environment. The ultimate goal of TEM is to maximize flight safety by minimizing
incidents and accidents caused by human factors. IOSA defines TEM as the actions taken by the flight crew (or
cabin crew) to reduce threats or manage errors.
According to the TEM framework developed by the Human Factors Research Project (HFRP) at the University of
Texas in Austin, threats are defined as events or errors that occur beyond the influence of the crew. Such threats
increase operational complexity and should be properly managed to maintain acceptable margins of safety. TEM
categorizes threats based on whether or not the sources of operational pressure are internal or external to the
airline. TEM analysis breaks down the sources of pressure experienced by the flight crew and those experienced
by the cabin crew.
The ABCs for TEM are to follow all SOPs and:
 Actively monitor and assess potential sources of error

 Balance available barriers to avoid and trap errors
 Communicate threats and intentions quickly and effectively
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5.8.1 Threat and Error Management Framework

HFRP developed TEM as a conceptual framework to interpret data obtained from both normal and abnormal
operations. For many years, IATA has worked closely with the HFRP team, ICAO, member airlines, and
manufacturers to apply TEM to its many safety activities. The following are definitions of terms and tables that
describe the TEM framework:
Latent Conditions: Conditions present in the system before the accident, made evident by triggering factors.
These often relate to deficiencies in organizational processes and procedures.
Threat: An event or error that occurs outside the influence of the crew, but which requires crew attention and
management to properly maintain safety margins.
Type of Threat Examples

Operational  Time pressures
 Flight diversion
 Unfamiliar cabin/galley configurations
 Abnormal operations (i.e., rejected takeoff)
 Traffic and ground congestion
 Adverse weather/turbulence
 Airport construction
Flight deck events  Pilot incapacitation
 Flight crew error/distraction/interruption
Crew support  Errors by maintenance, catering, security or ground crew

threats  Faulty equipment boarded
 Paperwork errors (e.g., passenger load, cabin defect logbook)
 Crew scheduling errors
Aircraft  Equipment malfunction

 Design issues
 Particular galley/cabin configuration
Passenger  Abusive or unruly passengers

 Passengers smoking in the lavatory
 Passengers standing during turbulence/taxi
 Baggage not stowed
 Unlawful entry into the flight deck
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Cabin Crew Error: An observed cabin crew deviation from organizational expectations or crew intentions.
Type of Error Description Examples

Intentional non- These errors result from the crew’s  Disregarding sterile cockpit rule
compliance deliberate and premeditated  Not performing the safety equipment
deviation from SOPs or regulations. checklist prior to flight
 Omitting required safety briefing to
passengers with special needs
 Not reporting missing or defective equipment
 Standing for non-safety related duties during
taxi-out
 Failure to report smoke detector alarm
Procedural Unintentional deviation in the  Crewmember completes the preflight
execution of operator procedures equipment checklist, but forgets to check one
and/or regulations. The cabin crew piece of equipment on the list
has the necessary knowledge and  Crewmember sets the oven to a higher
skills. The intention is correct, but the temperature than indicated in the meal
execution is flawed. It may also preparation instructions
include situations where cabin crews
 SCCM boards the checklist for the wrong
forget or omit relevant appropriate
action. aircraft type/configuration
 When briefing a special needs passenger,
the crewmember forgets to mention the
location of the life vest
Communication Miscommunication, misinterpretation  Crewmember to crewmember errors
or failure to communicate pertinent  Cabin crew to flight crew errors
information within the cabin crew or  Crewmember to external agent errors (i.e.,
between the cabin crew and an ground, catering, security)
external agent (e.g., flight crew).
CRM issues typically fall under this
category.
Proficiency Cabin crew performance failures due  Crewmember is unable to work the control
to deficient knowledge or skills. This panel at L1
may be exacerbated by lack of  Crewmember opens door not realizing that
experience, knowledge or training. the slide is armed
 Crewmember does not know the procedure to
contact the flight deck via the interphone in an
emergency situation
Operational The adoption or continuation by  Accepting instructions from the flight deck
decision cabin crews of a course of action that that unnecessarily increase risk
unnecessarily increases operational  Continuation of service during turbulence
risks. To qualify under this category,  Failure to secure cabin for landing
the following prerequisites must
 Decision to arm doors without the approval of
exist: (1) the cabin crew had an
the SCCM or the Pilot-in-Command
alternative course of action within
operational reason; (2) the  Failure to complete a checklist in a timely
alternative course of action was manner (i.e., the emergency equipment
contemplated by the operator’s checklist before takeoff)
SOPs, which were clear and  Failure to cross-verify documentation such as
unambiguous; (3) the cabin crew had the Minimum Equipment List (MEL) when
time to select the alternative course equipment is unserviceable
of action, but did not use it; (4) the  Non-essential communications between
cabin crew did not recognize or cabin crew during takeoff
ignored the alternative course of
action.
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Undesired Cabin/Aircraft State: A cabin crew induced a cabin/aircraft state that clearly reduces safety margins;
a safety-compromising situation that results from ineffective threat/error management. An undesired aircraft state
is recoverable.
Type of State Examples

Configuration  Cabin systems: electrical, lighting, electronic (control panels, IFE), water
and/or communications in wrong mode or configuration
 Slides in wrong mode
 Slide/door unserviceable
 Galley equipment left switched on
 Safety equipment (fire extinguishers, oxygen bottles, radio beacon)
missing, malfunctioning or inaccessible
 Flight deck door left unlocked in flight
Critical phase/turbulence  Passengers not seated/seatbelt not fastened

 Seats/trays not in upright position
 Items in cabin/galley not secured
 Cabin crew not seated/seatbelt not fasten
 Isles/exits not cleared
 Crew rest area not vacated
 Portable Electronic Devices (PEDs) in use
Cabin/passenger  Passengers not complying to fastened seatbelt sign

handling  Passengers smoking in cabin or lavatories
 Passengers intoxicated or abusive
 Seating restrictions not respected (i.e., person with reduced mobility
seating at an over-wing exit)
 Passengers not briefed
 Dangerous goods present in the cabin
Ground states  Passengers smoking during refueling

 Incorrect refueling procedures (i.e., designated evacuation doors left
unarmed or unmanned, passengers not briefed on SOPs)
 Doors/exits/isles obstructed
 Curtains closed
 Oversize/overweight baggage boarded
 Unclaimed baggage left on board
 Doors left armed during a stopover
End State: An end state is a reportable event. An end state is unrecoverable (e.g., an inadvertent slide
deployment).
Distinction between “Undesired Aircraft State” and “End State”: An unstable approach is recoverable: this is an
Undesired Aircraft State. A runway excursion is unrecoverable. Therefore, this is an End State.
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5.8.1.1 TEM Example

“The flight departed late with a high passenger load. While passing FL200, the SCCM called the Pilot-in-Command
to inform of a fire in the rear galley oven with orange/yellow flames, thick smoke and an electrical burning smell.
The oven had been 'On’ and unattended for approximately 10 minutes and contained a single crew meal. The
flight crew electrically isolated the galley and the SCCM confirmed that the fire had been extinguished. A 'PAN'
was then declared (urgency on board the aircraft, but for the time being at least there is no immediate danger to
anyone's life or to the aircraft itself). The SCCM made a public announcement to passengers. After landing,
passengers disembarked normally.
The meal and foil container in the oven were not burnt. A build-up of grease at the rear of the oven interior is likely
to have been ignited by a combination of high oven temperature and timer settings in excess of those required to
reheat the meal. The examination conducted by Engineering determined that the thermal protection switch had
tripped, indicating normal overheat protection. Ground handling services noted that oven trays are removed and
oven interiors are cleaned every night”.
Threats Threat Management Errors Error Management

Late departure None Oven temperature set High temperature not
higher than required detected
High passenger load None Oven timer set longer Incorrect timer setting not
than required detected
Contaminated ovens Oven not checked or cleaned
prior to use.
Galley/Oven fire Extinguished in accordance
with SOPs
5.9 Cabin Crew Training

IOSA CAB 2.1.1A The Operator shall have a training and evaluation program that is approved or accepted by
the Authority, and that ensures cabin crew members understand their responsibilities and are competent to
perform the duties and functions associated with cabin operations. The cabin crew training program shall also,
as a minimum, address:
i. Initial qualification;
ii. Continuing qualification;
iii. Re-qualification;
iv. If applicable, aircraft transition or conversion;
v. If applicable, other specialized training requirements;
vi. If applicable, each traditional training program requirement that is replaced by a requirement under an
Advanced Qualification Program (AQP) as approved or accepted by the Authority.
IOSA CAB 2.1.1B If the Operator conducts cabin crew training and evaluation in accordance with an
Advanced Qualification Program (AQP), such AQP shall be approved or accepted by the Authority and
incorporate the applicable elements and specifications contained in Table 5.2 and Table 5.3 in the ISARP.
All trainees must successfully complete full training before they can be assigned as cabin crew. Operators shall
establish training programs in accordance with the requirements of the applicable national Authority of their
State/country or, in its absence, in accordance with recommendations found in the IOSA Standard Manual, Section
5, Cabin Operations and Chapter 2 Training and Qualification: www.iata.org/iosa.
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5.9.1 Training Records

Operators should maintain complete and accurate records of all training undertaken by individual cabin crew. The
duration and validity of training courses undertaken by cabin crew should be in line with State/country regulatory
requirements or, as a minimum, as specified in the IOSA Standard Manual when no local regulatory requirements
exist: www.iata.org/iosa.
5.9.2 Competency-based Training

In 2014, ICAO released its Cabin Crew Safety Training manual (Doc 10002, 1 st Edition). ICAO drafted this manual
with a competency-based approach for the training of cabin crew. The main benefits acquired from competency-
based training for cabin crew are that the:
 Training is focused on both job performance and the adult learner

 Competencies acquired are observable and measurable
 Training is adaptable
 Training is intended to address the specialized needs of crew coordination and workload management
 Measurement of the competencies acquired can be used as a tool to improve the quality of training and
to validate if current policies and procedures work or need improvement
In the modern, complex world of aviation, it is simply impossible to train for a successful outcome of an almost
infinite number of possible abnormal or emergency situations. The challenge is to successfully equip cabin crew
to handle the challenges of modern operations with a move from prescribed task-based training to competency-
based training.
In order for cabin crew to operate safely, effectively and efficiently in the commercial air transport environment, a
competency-based training program needs to identify, develop and evaluate cabin crew competencies.
The implementation of a competency-based program should enable operators to develop more effective training
programs and to improve operational safety. It is advantageous to develop, train and assess competencies utilizing
scenarios that are relevant to operations. Scenarios can sometimes be identified through the data collection and
analysis process. In some cases, the data may highlight the importance of certain competencies in the operation,
which may lead to a focus on specific areas as part of the training program.
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Section 6—Communication
6.1 Authority Definitions
Pilot-in-Command (PIC): Has full control and authority of the operation of the aircraft, without limitation, and over
the other crewmembers while on duty. The PIC is designated by the operator as being in command of the aircraft
and charged with responsibility for the operational control and safe conduct of a flight. Equivalent terms: Captain,
Commander.
Second-in-Command: A licensed and qualified pilot that assists or relieves the PIC; does not include a pilot that
is on board the aircraft for the sole purpose of receiving flight instruction. Equivalent terms: Copilot, First Officer.
Cruise Relief Pilot: A flight crewmember who possesses a type rating limiting privileges to act as a pilot to only
the cruise phase of flight or any flight crewmember assigned to perform pilot tasks during cruise flight. The role of
the Cruise Relief Pilot is to allow the PIC or a copilot to obtain planned rest. Equivalent terms: Cruise Relief Officer,
Relief Pilot, Relief Flight Officer.
6.2 Chain of Command

In case of incapacitation of any crewmember(s), the recommended chain of command is:
Pilot-in-Command
Check Pilot, supervisory/relief Pilot-in-Command, if on board
First Officer
Supervisory/relief First Officer, if on board
Senior Cabin Crew/Chief/Designated onboard leader
Other cabin crew in order of seniority as determined by the operator
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6.3 Common Language

IOSA FLT 3.1.1 The Operator shall ensure the designation of a common language(s) for use by all flight crew
members for communication:
i. On the flight deck during line operations;
ii. If the Operator conducts passenger flights with cabin crew, between the flight crew and cabin crew
during line operations;
iii. During flight crew training and evaluation activities.
Operators should determine their common language and ensure that it is used during training as well as normal,
abnormal and emergency operations.
Language testing should be considered at the cabin crew recruitment stage in order to determine a satisfactory
level of understanding and fluency before commencement of training.
6.4 Signals and Commands

IOSA CAB 3.3.1 The Operator shall have a policy and associated procedures that define a sterile flight deck
during critical phases of flight, to include:
i. A procedure for communication between the cabin crew and flight crew;
ii. A procedure for notification of the flight crew in the event of an emergency.
IOSA FLT 3.13.3 If the Operator conducts passenger flights with cabin crew, the Operator shall have
procedures for communication and coordination between the flight crew and the cabin crew to ensure a
combined and coordinated process in addressing:
i. Passenger safety information;
ii. Cabin readiness prior to first aircraft movement, takeoff and landing;
iii. If applicable, arming or disarming of cabin entry door slides;
iv. Preparation for an encounter with turbulence;
v. Flight or cabin crew member incapacitation;
vi. Emergency evacuation;
vii. Abnormal situations;
viii. Emergency situations. (GM)
Operators should determine the methods by which cabin crew and flight crew will communicate significant
operational events in normal, abnormal and emergency situations. Events that require coordination between flight
and cabin crew include, but are not limited to:
 Door closure, arming, disarming and opening

 Prior to movement on the ground
 Verification of Cabin Secure checks/security searches before departure, landing and during turbulence
 Prior to entering the active runway for departure
 Cabin crew to be seated for takeoff/landing
 Cabin crew alert (e.g., notification of abnormal and emergency situations)
 Prior to commencement of descent
Signals and commands relating to these events may comprise verbal communications or visual cues using cabin
crew call systems (i.e., interphone) or cabin ordinance signs.
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Cabin crew should be competent in the use of the interphone and the procedures used for calling the flight deck,
receiving calls from the flight deck, and handling calls between members of the cabin crew under normal, abnormal
and emergency situations.
Procedures for signals and commands must take into account the need to prevent interruption of the flight crew
at critical stages of flight. See 12.7 Sterile Flight Deck.
6.5 Read-Back Instructions

Repeating or “read-back” instructions are a good communication strategy for both face-to-face and interphone
communications to ensure effective and correct communications. When the flight crew communicates a message,
the cabin crew should read back or repeat the instructions to prevent error. This method is a means of confirming
information and ensuring it is accurately understood.
For example, if the Pilot-in-Command warns the crew that turbulence will be encountered in 15 minutes, the cabin
crew may understand 50 minutes, leaving them less time than they think to secure the cabin. When the cabin
crew read back the instructions and state 50 minutes, the Pilot-in-Command will hear the error and reconfirm the
correct time.
6.6 Cooperation and Coordination

Effective cooperation and coordination is the hallmark of good teamwork. High mutual assistance, low discord and
timely communication and feedback all contribute towards effective cooperation and coordination. Cooperation
and coordination assist crew to function effectively, make decisions and mitigate problems as they arise.
It is also important to coordinate and cooperate with other airport and airline team members, including
maintenance personnel, catering staff and ground staff.
Communicating with passengers will make them feel comfortable and able to communicate problems to the crew.
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Section 7—Operator Policies

7.1 In-flight Entertainment (IFE) Systems
Whenever the aircraft is fitted with an In-flight Entertainment (IFE) system, the operator will determine its policy
regarding when to offer such services on board, in accordance with national regulations. Where the use of IFE is
permitted while on the ground, the operator is normally required by the regulator to complete a risk assessment
to demonstrate that hazards and risks are mitigated effectively.
Such hazards include, but are not limited to:
 Potential obstruction to egress due to trailing headphone cables

 Reduced situational awareness of passengers who are distracted by audio/visual IFE
7.2 Personal Transportation Devices

Personal Transportation Devices (PTDs) powered by lithium batteries are for recreational use and are not to be
confused with wheelchairs or other similar mobility aids for use by passengers with reduced mobility. Devices
carried by such passengers may be accepted for carriage in accordance with restrictions detailed in the IATA
Dangerous Goods Regulations section 2.3.2.4.
PTDs have a variety of trade names and may differ in their operation, but where they are powered by rechargeable
lithium batteries, they are classified as Portable Electronic Devices (PEDs) for the purpose of carriage on board
aircraft and are included in the IATA Dangerous Goods Regulations section 2.3.4.7. Some devices are designed
as carry-on baggage or have wheeled cases, but are also classified as PEDs (Ref. 7.7).
Examples of device types and names include:
 Mini-Segway™
 Hoverboard™
 Self-balancing scooter
 Airwheel™
 Solowheel™
 Balance wheel
 Modobag ™
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7.2.1 Operators’ Experience and Risk Assessment of PTDs

Most operators that have been exposed to PTDs have completed safety risk assessments to determine whether
to accept them for carriage. Many have refused their carriage based on the following risks and observations:
 Damage may occur while removing the battery, resulting in thermal runaway and ignition of the device.
 Many PTDs are too large to submerge in a container following thermal runaway. Therefore, it is not
possible to carry out effective lithium battery firefighting procedures.
 PTDs generally contain batteries with power ratings of 160 Watt-hours (Wh) or more, making them too
large for carriage as checked and carry-on baggage.
 PTDs are often heavier and larger than the maximum permitted carry-on baggage allowance and do not
allow for safe stowage in the cabin, as they may cause injury if they fall from overhead stowage bins.
 PTD documentation often states a power rating of marginally below the 160 Wh maximum permitted for
carriage (e.g. 158.4 Wh).
Note: Wh = (V x mAh) / 1000 or (V x Ah)
7.2.2 Recommendations regarding PTDs

7.2.2.1 Operators
It is recommended that the following be considered before determining a policy on whether to permit PTDs for
carriage:
 These items should be restricted to carry-on baggage only and operators should assess whether this is
permitted in accordance with their stated carry-on baggage size and/or weight restrictions
 Suitable stowage locations that will prevent the item from falling or causing injury should be provided
 The availability of appropriate firefighting equipment, including containers to submerge the device in water,
if necessary
When permitted for carriage, these devices should not be charged on board and should be protected from
accidental activation either by being in their original packaging, or by taping over the on/off switch.
Airlines should consider developing passenger awareness information for display on websites, social media, self-
service check-in kiosks and check-in counters to alert passengers to the conditions applicable for the carriage of
PTDs powered by lithium batteries.
Cabin crew should be made aware of the restrictions for carriage and how to determine the battery rating. They
should offload any devices that do not comply.
7.2.2.2 Airports
At airports in areas where PTDs are readily available or popular, operators may wish to bring this matter to the
attention of the airport operator’s committee so that a coordinated and consistent message is presented to
passengers. The airport operator’s committee may also wish to coordinate with the airport operator to ensure that
on-airport retailers are made aware of the restrictions that apply to the carriage of these devices by passengers,
and to restrict or prohibit the sale of devices with a lithium battery rating of 100 Wh, or more, to passengers.
Passenger handling staff and ground service providers should be made aware of the restrictions for carriage and
how to determine the battery rating in order to ensure that the devices are handled correctly.
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7.3 Portable Electronic Devices (PEDs)
IOSA CAB 3.4.8 The Operator shall have guidelines and associated procedures to ensure control of the use
of portable electronic devices in the passenger cabin.
In accordance with Dangerous Goods regulations (IATA DGR 59th Edition 2.3.5.9.3 c), each passenger and crew
member may carry a maximum of 15 PEDs on board, however each operator may choose to reduce or increase
this limitation.
Permission to operate Portable Electronic Devices (PEDs) on board aircraft varies as it is regulated by each
applicable national aviation Authority. However, all authorities share a common concern regarding the possibility
of Electromagnetic Interference (EMI) with aircraft frequencies by the transmitting function of PEDs, particularly in
critical phases of flight.
Mobile phone use is normally prohibited during all phases of flight unless the device is set to flight safe mode and
becomes a non-transmitting device. Some operators allow cell phone use prior to takeoff until the aircraft door is
closed or after landing once the aircraft has left the active runway.
All operators must determine their own PED policy, which is accepted by the regulator. If EMI is suspected at any
time, the Pilot-in-Command will instruct passengers to turn off all PEDs.
7.3.1 Transmitting and Non-transmitting Electronic Devices

Transmitting devices (T-PEDs) are designed to transmit or receive data through various technologies, including
cellular, wireless (Wi-Fi) and other radio frequencies (i.e., Bluetooth® and infra-red).
Non-transmitting devices (PEDs) are not designed to transmit or receive data, but can still emit EMI at low levels.
Category PED T-PED

Description Non-transmitting Portable Electronic Devices designed to transmit or receive data
Devices using Wi-Fi, Bluetooth®, etc.
Examples  Cameras  Mobile telephones
 Watches  Tablets
 Heart pacemakers  Laptop computers
 Hearing aids  Radio transmitters/receivers
 Music players Many T-PEDS allow the user to disable the
 Some electronic games transmitting function (e.g., flight mode, flight safe
mode, airplane mode). When disabled, the T-PED
becomes a non-transmitting device.
7.3.2 Aircraft Fitted With On-Board Connectivity

Onboard connectivity can be made available through the use of a picocell system (a small mobile base station
that improves in-aircraft cellular coverage) to connect calls/data by Wi-Fi or an airborne Internet access system
via satellite to a designated global ground infrastructure, while preventing all other cellular communication to the
ground.
The picocell system is able to function while flying at altitudes above 3,000 meters, or 9,840 feet. Cabin crew are
able to turn off the system or restrict usage to text services in accordance with the operator’s policies and
procedures. Some States restrict access to such systems while in their airspace and coverage in some countries
may be inconsistent.
Where an operator has installed onboard Wi-Fi or mobile telephone connectivity, PED tolerance testing is normally
carried out at installation. On these aircraft, transmitting devices with cellular and Wi-Fi capability may be used
provided the associated connectivity system is activated.
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7.3.3 Use of Portable Electronic Devices on Board

Proliferation and daily use of lightweight/small handheld PEDs such as mobile phones, smartphones, e-readers,
tablets, laptops and media players has been the catalyst for the aviation industry to call for the reassessment of
regulations on the use of PEDs on board aircraft. Lightweight/small handheld PEDs are devices that can be held
firmly in one hand and leave the other hand free to unbuckle the seatbelt.
An operator should obtain approval from its national aviation Authority if it provides, or intends to provide, a PED
as part of its IFE or other services on board the aircraft.
The following guidance materials have been issued to assist operators and regulators in determining acceptable
policies to extend the use of PEDs, including during critical stages of flight:
ICAO Circular 340-AN198 (2014)
FAA InFO13010 (28th October 2013)
FAA InFO13010 SUP (9th June 2014)
EASA AMC1 CAT.GEN.MPA.140 (24th April 2014)
Transport Canada Advisory Circular (AC) 700-005 (15th April 2014)
7.3.3.1 Technical Analysis

Prior to an operator allowing the extended usage of PEDs on board, thorough technical analyses and tests are
required to be conducted in order to obtain the regulator’s approval. The responsibility for determining if
passenger-operated PEDs will cause interference is placed on the operator.
The operator’s engineering and technical teams are required to fulfill all of the requirements as per the guidance
offered by its regulator, including immunity, analysis and mitigations for eligible phases of flight. The
implementation plan needs to include all relevant SOPs described in the guidance and/or safety alerts produced
by the regulator.
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In the absence of any local regulator guidance, operators should refer to the guidance material of ICAO, the
Federal Aviation Administration (FAA) or the European Aviation Safety agency (EASA) prior to seeking approval
from the local regulator.
7.3.4 Risk Assessment & Management - PEDs

In addition to the technical aspects, matters related to cabin safety are to be considered when determining the
policy on the use of PEDs. These should be risk-assessed as applicable to each operator’s operation and for each
phase of flight and include, but not be limited to:
Hazards Outcomes/Risks
Passenger distraction during safety briefings Incorrect or inadequate response during emergency
Passengers not hearing cabin crew commands in Delay to egress during evacuation
emergency evacuation due to wearing of
headsets, and virtual reality devices
Trailing cables from devices Entanglement and delay to egress during evacuation
Loose/unsecured devices during critical stages of Injury to crew and passengers
flight or emergency situations
Inadequate securing of larger PEDs Damage to PED and/or lithium battery falling from seat
pocket or other unapproved stowage
PEDs falling into seat mechanisms (particularly Lithium battery fire due to damaged battery
articulating seats) and being crushed
Antisocial behavior by passengers (e.g., using Increase of unruly passenger incidents
speakers instead of headsets, talking loudly on
telephone)
Filming of abnormal/emergency situations on Distraction of attention away from emergency procedure
board and emergency instructions issued by crew.
Inconsistent policies with partner operators Passenger confusion and increase of noncompliance with
safety procedures
Policies differing between aircraft types according Passenger confusion and non-compliance. Cabin crew
to systems fitted (e.g., picocell on one type, but confusion and/or difficulty in enforcing compliance.
not another)
Wearing of Virtual Reality (VR) Headset while Increased risk of serious head injury during impact.
adopting a brace position in a planned or
unplanned emergency.
Use of PED at Type III (passenger self-help) exits Emergency exit becomes unusable due to lithium battery
fire.
Having identified the hazards associated with PEDs and their potential consequences, the operator may wish to
identify suitable mitigations so that PEDs are less likely to impact safe operations.
In most cases, the regulator will need to be satisfied that the operator has considered the implications of its policy
and taken steps to ensure that risks are managed effectively.
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The following list of considerations is not exhaustive, but gives suggestions on options that might be used in
preparing the most suitable policy for use of PEDs.
Risks Potential mitigations

Disputes between passengers Consider a policy to restrict the use of mobile telephones/voice-over-
Internet in order to avoid excessive noise during times when others wish
to sleep.
Consider producing a courtesy guide to inform all passengers of the
policy and publicizing it effectively.
Crew distraction Consider applying restrictions on flight and cabin crew use of PEDs
while on duty.
Inappropriate or delayed passenger Consider using visual cues such as cabin crew actions or on-screen
response during evacuation messages on the IFE system.
Restrict the use of Virtual Reality headsets to non-critical stages of flight.
Trip/entanglement hazards due to Consider carrying out evacuation demonstrations to determine the
headsets and associated delay to likelihood of entanglement.
egress during evacuation.
Consider issuing company headsets with shortened cables to minimize
the risk of long cables.
Consider restricting the type of headsets to in-ear bud-types rather than
overhead types to reduce the risk of entanglement around the neck.
Passenger inability to hear crew Consider training crew to use visual action commands to supplement
evacuation commands due to use of verbal commands.
headsets
Consider positioning of crew during an evacuation to ensure they are
more likely to be seen as well as heard
Filming on board Consider a policy of prohibiting filming on board without the permission
of crew.
Passenger confusion and Consider using media such as safety cards, supplemental information
misunderstanding of policy cards, in-flight magazines, IFE system, websites, emails and e-tickets
to publicize the policy to passengers.
Cabin crew confusion on policy Consider additional cabin crew training, awareness and newsletters.
details
7.3.5 Permitted, Restricted and Prohibited Portable Electronic Devices

Most current regulations permit the unrestricted use of non-transmitting PEDs. In general, any other device that
the operator has determined will not cause interference with the navigation or communication system of the aircraft
may also be permitted.
T-PEDs should only be permitted where PED tolerance testing has been carried out, or it has been otherwise
demonstrated that they are safe to use. PED tolerance testing may not address all transmitters, so it may be
necessary to prohibit some devices unless additional analysis or testing is completed to permit their use.
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Unmonitored charging of devices using onboard power supply should not be encouraged due to risks involved
with overheating lithium batteries. If allowed, their charging shall be restricted during taxi, takeoff and landing as
effective cabin crew response to battery overheating is more limited during critical stages of flight.
7.3.5.1 Sample List of Permitted, Restricted and Prohibited Devices
Permitted at any time Restricted –used during Prohibited

non-critical stages of flight.
 Electronic watches  Mobile telephones and  Mobile telephones without
 Cameras smartphones with a flight safe flight mode
mode activated  Paging devices
 Portable voice recorders
 Laptop computers and tablet  AM/FM transmitters and
 Hearing aids
devices with Wi-Fi/Bluetooth receivers (including
 Heart pacemakers disabled televisions, radios)
 Approved medical  E-readers with Wi-Fi disabled
portable electronic  Remote-control devices
 Electronic games with Wi-Fi (customer-owned)
devices (MPEDS), as
determined by the disabled/not installed  VHF scanners/receivers
operator.  Digital media players  Two-way transmitters such
 Virtual reality headsets as walkie-talkies, amateur
radios
 Citizen Band (CB) radios
7.3.5.2 Additional Risk Assessment - Regulator

Where an operator has carried out the required risk assessment to the satisfaction of the regulator,
lightweight/small handheld non-transmitting devices may be permitted to be used during critical stages of flight,
provided they are secured effectively in a manner so as not to cause injury or obstruction (e.g., held firmly in one
hand or in the user’s pocket, allowing the other hand to be free to release the seatbelt).
Larger devices such as laptops and notebooks that are unable to be held in one hand should remain switched off
and stowed in approved locations during critical stages of flight. Seat pockets might not be approved to hold the
weight of a laptop, therefore, risk assessments should include appropriate stowage locations for such devices.
7.3.6 Medical Portable Electronic Devices

See 18.8 Carriage of Medical Portable Electronic Devices (MPEDs).
7.3.7 Monitoring PED Use in the Cabin

As it is not possible for cabin crew to verify that each individual device is set correctly in the appropriate flight
mode at all times, cabin crew are expected to inform passengers of the operator’s policy on the expanded use of
PEDs rather than enforce it. During the cabin secure checks for takeoff and landing, if a passenger is identified
with a T-PED, cabin crew may request the passenger to check that the device is in Airplane Mode. If the passenger
is unable to confirm whether the device is in Airplane Mode or if Airplane Mode on the device cannot be enabled,
the passenger should be instructed to switch the device OFF.
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7.3.8 Passenger Awareness of PED Policy

Operators should use easily recognized symbols and signs to advise passengers of their policy on the acceptable
use of PEDs on board. Visual information may be presented through a variety of onboard media types, including
safety cards, in-flight magazines, video presentations and placards.
Example of Passenger Information (credit: Swiss International)
7.3.9 Low-Visibility Operations

All PEDs should be switched off during Low Visibility Operations (LVOs) on aircraft types that are not determined
to be tolerant of EMI interference. The Pilot-in-Command shall advise the SCCM to make a public announcement
(PA).
Sample PA:
“The Captain requires all personal electronic devices, including mobile phones and smartphones, tablets and e-
readers, to be switched off and stowed. You may switch your device back on only when instructed to do so by the
cabin crew.”
7.3.10 Suspected Electromagnetic Interference Report

Should the Pilot-in-Command suspect EMI at any time, they will prohibit the use of all PEDs. An entry should be
recorded in the Technical Log and an Air Safety Report should be completed. The operator should have
established procedures to terminate the operation of a device suspected of causing interference with aircraft
systems.
Once safe to do so, cabin crew should assist with investigation of the device suspected to have caused the
interference.
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Where the suspected device is able to be identified, crewmembers should:
 Instruct the passenger(s) to terminate the use of the suspected device

 Prohibit the use of the device
 Recheck the aircraft systems and equipment
 Photograph the suspected PED, if possible, and submit with the report
The Pilot-in-Command will report incidents of EMI interference using the operator’s Air Safety Reporting system,
including the following additional information:
 Effects on aircraft systems, including radio frequency, identification, duration, severity and other pertinent
information
 Actions taken by crew to identify cause or source of interference
 Description of suspected device, including brand name, model , serial number, mode of operation, device
location, International Mobile Equipment Identity (IMEI) number, if applicable, or any other type of
certification
 Name and contact details of the owner/user of the device
7.3.11 Publication of PED policy

The operator’s policy on the use of PEDs on board should be published in the following locations, as applicable:
 Public: Website
 Internal: Operations manuals, flight and cabin crew training courses and documentation
 Passenger: In-flight magazine, safety briefing cards, onboard safety announcements, safety video
Other methods of communication of the policy may also be considered (e.g., email, newsletters, e-tickets, instant
messaging)
7.3.12 Cabin Crew Training

Cabin crew training should include training on the operator’s policies and procedures for the use of both PEDs
and T-PEDS.
Initial training should include:
 The differences in technology (i.e., transmitting and non-transmitting devices)

 Which device type can be used in each phase of the flight
 Restrictions on use
 Reasons why they can only be used during certain phases of flight
 Courtesy guide and specific company policy
 Procedural variation between aircraft types, if any
 Human factors
 Conflict management to de-escalate any event
 Incident reporting
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Recurrent training should include:
 Any revisions to the operator’s policy (how to interpret them and apply them)
 Recent examples of known occurrences of interference with aircraft systems, if any
 New devices cabin crew may encounter on board, particularly new technologies that may be forbidden for
use on board.
7.4 Non-certified Comfort Devices

Several innovative devices intended to improve passenger comfort inflight are available to the traveling public.
Such devices include, but are not limited to the following examples:
Type Description/Purpose Websites for information
Seat extender - inflatable To provide support for infant/child during https://www.fly-tot.com/

flight allowing them to sleep.
https://www.planepal.com.au/
Cabin case seat extender To provide support for infant/child during http://jet-kids.com/bedbox.html
flight allowing them to sleep.
Knee defender To prevent seat in front of passenger https://www.gadgetduck.com/goods
reclining. /kneedefender.html
Leg hammock Attached to the seat in front to provide a https://www.flylegsup.com/

foot/leg rest.
Baby hammock To provide additional comfort for lap-held https://flyebaby.com/

infants.
http://sky-baby.co.uk/the-product/
Flexible seat support To provide additional support within the http://www.monkeygo.com/

seat.
http://travelsnug.co.uk/
Head support To provide support for the head while https://www.facecradle.me/

sleeping in a seated positon.
While the use of many of these devices may not contravene specific safety regulations, they may pose additional
safety hazards in the cabin during their use/operation.
Airlines should determine their policy on the acceptance and use of such devices using a safety risk assessment
process.
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7.4.1 Risk Assessment – Non-certified Comfort Devices

The following examples are used to demonstrate the risk assessment process to be carried out before accepting
the use of non-certified comfort devices inflight. These examples are not exhaustive as they do not include all
devices available:
Hazard (Adverse Event) Threat (Potential Cause) Consequence (Outcome/Risk)

Overheat or ignition of seat Device obstructs Cabin fire.
components. cooling/ventilation grilles or
systems.
Ineffective firefighting procedures Device obstructs access to Uncontained cabin fire.

carried out by cabin crew. overheating seat components or
IFE.
Ineffective firefighting procedures Design of device does not allow Uncontained cabin fire.
carried out by cabin crew. removal of LiBat for firefighting
procedures
Hypoxia following depressurization Device obstructs access to Incapacitated passenger/crew.
incident. emergency drop out oxygen
masks.
Bursting of device following Device is inflatable, with no Passenger injury.

depressurization incident. emergency release valve.
Discomfort to other passengers. Device prevents the use of other Disputes between passengers and
passenger’s seat functions. unruly behavior.
Damage to seat components. Device imposes abnormal Increased maintenance and repair
weight/size loads to seat costs
components such as tray table,
headrest and armrest.
Loose items in cabin during Device unable to be stowed Injury to passengers or crew.
turbulence. quickly and safely during
turbulence
Inability to wear seatbelt fastened Device prevents correct use of Injury to passenger.
effectively at all times, or during seatbelt or encourages incorrect
turbulence inflight. positioning around neck or legs.
Exceedance of limitations on Device contains lithium Noncompliance with regulation and

carriage of LiBat in the cabin. battery/ies exceeding permitted increased risk of cabin fire involving
quantities or rating. LiBat.
7.4.2 Decision Tool – Comfort Devices

The following checklist can be used to support the decision making process when determining whether a comfort
aid can be accepted for use within the cabin.
In all cases, such devices should not be used during taxi, take-off and landing.
Where the decision outcome in this tool is “not permitted”, further mitigations may be considered in order to reduce
the associated risk to an acceptable level to allow its use.
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Question Response and decision
Yes No
Is the device within the airline’s cabin baggage allowance (weight & Not permitted
dimension)?
Does the device allow the proper use of the seatbelt? Not permitted
If the device is inflatable, does it have a quick release valve or other Not permitted
method to equalize pressure during a cabin depressurization incident?
Does the device contain lithium-ion batteries with a Watt hour rating of 100 Not permitted
Wh or more?
Does the device adversely affect the use of another passenger’s seat, Not permitted
including access to the aisle, seat recline, use of tray table, IFE etc.?
Does the device, when attached to any part of the seat or cabin component, Not permitted
impose heavier than normal loads to the seat or cabin component?
Does use of the device obstruct cooling/ventilation systems or does it Not permitted
obstruct decompression vents in floor or side wall area to the point of
preventing air flow?
Could the device become loose and cause injury to others during Not permitted
turbulence?
Does use of the device prevent any person from rapid access to emergency Not permitted
oxygen masks during a depressurization event?
Does use of the device prevent cabin crew access to electrical systems or Not permitted
components during an overheat, smoke or fire event?
7.5 Onboard Smoking Policy
IOSA CAB 3.4.11 The Operator shall have guidance and associated cabin crew procedures to ensure
passengers:
i. Are informed and receive instruction on all restrictions pertaining to onboard smoking;
ii. Comply with the Fasten Seat Belt sign and, if applicable, the No Smoking sign.
Most, if not all, airlines prohibit smoking on board. Passengers should be informed of all restrictions pertaining to
onboard smoking. In addition, cabin crew should inform passengers that their compliance with the “No Smoking”
ordinance signs, placards and instructions is required at all times. Passengers should also be advised that, for
their safety, lavatories are fitted with smoke detectors and that tampering with a smoke detector is a serious
offence that may lead to prosecution.
Operators should undertake all essential safety precautions to bring to passengers’ attention the restrictions on
smoking. Such precautions should include:
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 Announcements over PA systems prior to each takeoff and at regular intervals during the flight
 Individual seat messaging where this option is installed in the IFE system
 Installation of smoke detectors in all lavatories to provide an alert of fire
 Installation of “No Smoking” placards on each side of lavatory doors
 Installation of “No Cigarette Disposal” placards on or near each waste disposal receptacle in all lavatories
 Installation of ashtrays on or near the entry side of all lavatory doors
Passengers should also be made aware via PA, passenger awareness material or the IFE that triggering,
tampering or disabling a smoke detector is a serious matter that may lead to diversion of the aircraft and/or,
depending on the jurisdiction, prosecution leading to a fine or imprisonment.
7.5.1 Electronic Cigarettes

Operators should determine their policy on the carriage and use of electronic cigarettes, e-cigars and vaporizers
taking into consideration:
 Dangerous goods regulations

 Local restrictions at countries of origin and destination
 Smoking regulations on board aircraft
 Recommendations and guidance from regulators
Where not forbidden by local restriction or custom at origin or destination, these devices may be accepted on
board in the passenger’s carry-on baggage or on the person, provided they remain individually protected, stowed
and unused at all times. Charging on board, whether from an aircraft or personal power supply, is not permitted.
Where smoking is forbidden on board, the use of electronic or simulated smoking or vaping materials should also
be prohibited for both passengers and crew at all times. Permitting the use of these devices on board could
insinuate that smoking is allowed and result in passengers attempting to smoke real cigarettes or other smoking
products, resulting in increased unruly passenger events.
As electronic cigarettes must not be carried in checked baggage, operators should develop procedures to ensure
passengers are advised to remove electronic cigarettes from their carry-on baggage in the event of a gate check
operation (e.g., valet/sky check) or in cases where excess carry-on baggage must be placed in the hold.
Operators are encouraged to communicate their electronic cigarette policy to passengers as widely as possible,
including, but not limited to:
 On their website
 During ticket purchase
 At the check-in process (e.g., online, kiosks, check-in agents)
 Through any other means already established to inform passengers of dangerous goods regulations and
related company policies
The following references may be useful in developing a policy regarding electronic cigarettes:
International Civil Aviation Organization (ICAO) restrictions on carriage of e-cigarettes,
International Air Transport Association (IATA), Dangerous Goods Regulations.
US Department of Transport (DoT) Final Rule – Use of electronic cigarettes on aircraft (2 March 2016)
EASA SIB 2015-06R1 Fire Risk of Electronic Cigarettes in Checked Baggage (6 July 2015)
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7.6 Carry-On Baggage

The IATA Baggage Reference Manual contains information on the rules and industry-accepted procedures relating
to the carriage of baggage: http://www.iata.org/publications/store/Pages/baggage-reference-manual.aspx .
IOSA CAB 3.2.3: The Operator shall have a procedure to ensure the cabin crew verifies that:
i. Passenger and crew baggage in the passenger cabin is securely stowed;
ii. If applicable, cargo packages and/or passenger items being transported in passenger seats are
properly secured.
For the purpose of this publication, the term “carry-on baggage” is synonymous with unchecked baggage, hand
baggage and cabin baggage, and the terms are used interchangeably.
The IATA Passenger Services Conference Resolutions Manual contains all IATA Resolutions and Recommended
Practices (RPs) and can be purchased from: http://www.iata.org/publications/store/Pages/passenger-services-
conference-resolutions-manual.aspx . RP1749 pertains to carry-on baggage.
Operators should be vigilant for carry-on baggage with integrated lithium batteries, power banks and motors and
ensure that these are only carried in accordance with operator policy and associated regulations. (Ref 7.7 Smart
luggage)
7.6.1 Contents of Carry-on Baggage

Passengers travel with a multitude of items in their carry-on baggage for various reasons. When removing
passengers’ carry-on baggage for stowage in the aircraft hold, passengers should be asked to verify the contents
in order to ensure that dangerous goods, which may only be carried in the cabin, are not relocated to the aircraft
hold.
7.6.1.1 Personal Effects

The key items passengers need for their journey and will most likely have on their person or in their carry-on
baggage are personal effects, including:
 Passport or identity documents
 Cash and/or credit/debit cards
 Personal electronic devices
 Ticket and travel documents
 Medicinal items and toiletries
 Valuable items
Passengers will usually want to carry toiletries or medicinal articles with them. In order to pass through security
checkpoints, the volume of liquids, non-solid foods, gels and pastes is limited typically to 100ml/100g/3.4 oz per
item with a combined total of not more than 1lire/quart.
Personal electronic devices include mobile telephones, tablets, laptop computers, games and toys. As many of
these devices are powered by lithium batteries and are often expensive, they are usually carried in carry-on
baggage rather than checked into the hold unless prevented by security regulations.
Some items (e.g., musical instruments, religiously significant items or artwork) are considered too valuable to be
carried as checked baggage and passengers may wish to purchase space for these in the passenger cabin. Not
all airlines will accept such items for carriage, but where they are accepted, specific conditions must be met in
relation to their stowage on board. (Ref 7.6.8)
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7.6.2 Risk Assessment – Carry-on Baggage

Carry-on baggage can pose multiple risks in the cabin if not correctly managed:

Baggage is thrown loose during Unsecured baggage during flight Crew or passenger
turbulence injury/incapacitation
Overhead lockers left open by
passengers in unmonitored
cabins
Baggage is thrown loose during Unsecured baggage or Obstruction to egress during
emergency landing/ditching inappropriate stowage evacuation
Crew or passenger
injury/incapacitation
Passengers take baggage during Inappropriate emergency Obstruction to egress during
emergency evacuation response evacuation and/or injury
Unfamiliarity with procedures or Speed of evacuation may be
briefing reduced
Unclear communication during Injury to passengers when opening
briefings and evacuation overhead compartments to obtain
commands baggage
Baggage falls from stowage during Passenger stowing incorrectly Crew or passenger
normal operations injury/incapacitation
Overfilled stowage locations
Damage/structural failure to Overfilling with overweight, Broken cabin components
stowage compartments multiple or large items
Reduced stowage space
Injury to crew and/or passengers
Heavy carry-on baggage stowed Inappropriate carry-on baggage Crew or passenger
above head height policy injury/incapacitation
Ineffective enforcement of policy
Excessive cabin baggage Lack of stowage space Delay to departure
identified on board the aircraft
Inefficient stowing of baggage Departure with unsecured baggage
before departure
during boarding
Noncompliance of cabin crew in
Lack of available cabin crew enforcing correct and safe stowage
Passenger attempts to avoid
charges for checked baggage due
to operator policy
Seasonal climate variations on
route resulting in different clothing
being worn/carried
Lifting excessive weights above Heavy bags being lifted by cabin Cabin crew injury or incapacitation
head height crew assisting passengers
Obstruction of emergency Excessive carry-on baggage Delay to emergency response due
equipment to obstructed equipment
Emergency equipment stowed in
overhead lockers
Excessive weight of pivoting Stowage of multiple heavy items Cabin crew injury during closure of
overhead lockers lockers
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When formulating or updating a carry-on baggage policy, operators should consider their exposure to these and
other risks and determine how to mitigate them effectively. A review of the following will help mitigate some of the
risks of carry-on baggage.
 Assessment of available stowage space by weight and volume. This will help determine the maximum
amount of stowage space that can be used by passengers and shared among the collective carry-on
baggage limits.
 Assessment of anticipated volume and weight of carry-on baggage. This could be achieved by surveys at
check-in desks to identify the normal amounts that passengers carry on board.
 Offloading procedures, ensuring that dangerous goods originally intended for carriage in the cabin are not
inadvertently carried in the hold.
 Labelling procedures to help identify carry-on baggage that has been verified and validated as acceptable.
 Proactive management of carry-on baggage entering the aircraft by crew and ground staff, including
identifying excess at the gate and ineffective stowage on board during the boarding process.
 Proactive management of carry-on baggage at check-in and gate areas. Identifying excess before it gets
to the aircraft will help ensure that pre-departure checked baggage procedures can be completed without
delaying the departure.
 Passenger education and awareness.
 Safety briefings and emergency evacuation commands to reinforce the need to leave all items behind.
For further information on the effects of carry-on baggage during evacuation, refer to 16.5.6.
7.6.3 Carry-on Baggage Allowance

IATA Recommended Practice 1749 states that carry-on baggage shall be of a size, weight and shape to fit under
a passenger seat or in an enclosed storage compartment and that it may have a maximum length of 56 cm (22
in), width of 45 cm (18 in) and depth of 25 cm (10 in). These dimensions include wheels, handles, side pockets,
etc. Many operators apply a smaller dimension limit.
Operators should also consider a maximum permitted weight for carry-on baggage. If the operator is considering
increasing the permitted weight of carry-on baggage from an existing weight limitation, it should consider the
impact on the standard weights for passengers used in the aircraft load-sheet and make adjustments where
necessary.
Operators should consider their fare structure and its impact on the amount of cabin baggage that passengers
may wish to carry on board. Where a checked baggage amount is added to the fare, passengers may wish to
carry more into the cabin to avoid paying additional fees.
Carry-on baggage allowances may vary according to class of travel or cabin configuration. As in the case of
premium cabins, a reduced number of seats provides an increased ratio of overhead stowage space per seat.
As part of their policy, operators should determine any additional personal items that can be accepted as carry-
on baggage. Such items might include:
 Reading materials
 Duty/Tax free shopping items purchased after check-in
 Camera, laptop or other personal electronic devices
 Coat
 Infant food/toiletry items
 Laptop computer/bag
 Medical equipment needed for the flight
 Mobility assistive devices (e.g. walking stick, cane)
As individual operators formulate their own carry-on baggage allowance, operators with codeshare or interline
agreements should ensure that passengers are made aware of the differences between the allowances of their
partners.
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7.6.4 Identification of Carry-on Baggage

In order to provide a means of verifying whether a piece of carry-on baggage has been submitted to the carrier at
the check-in or boarding point, a carry-on baggage tag/label may be affixed to each piece of baggage that is
confirmed to be of a size and weight accepted for carriage in the cabin.
7.6.5 Excess Carry-on Baggage

The operator’s policy should include procedures to prevent excessive cabin baggage being carried into the cabin.
Early interception of excess items will help prevent delays and inconvenience. Suggestions include:
 Identification at check-in desks, including weighing

 Identification and verification at departure gate, including baggage sizing frames
Excess carry-on baggage (including items purchased on departure), which cannot be stowed on board the aircraft,
should be handled and labeled as checked baggage and stowed in the cargo hold.
Before removing excess carry-on baggage, passengers should be asked to verify the contents and ensure that
items that must be carried on the person are retained. Examples of such items include:
 Passport or identity documents

 Cash and/or credit/debit cards
 Personal electronic devices
 Ticket and travel documents
 Medication that may be required during the flight
 Other high-value items
In addition, ensure that dangerous goods, such as spare lithium batteries or other items not permitted in checked
baggage, are removed.
7.6.6 Passenger Awareness of Carry-on Baggage

RP1749 gives full details of what should be included in a passenger awareness campaign. Multiple methods may
be considered and these should be tailored to suit the type of operation and passengers carried.
Traditional methods of publicizing a policy, such as inclusion on ticket wallets or timetables, may no longer be
relevant and, in some countries, access to the operator’s website may be limited or inconsistent. Operators should
consider their own circumstances and ensure that carry-on baggage policies are communicated effectively.
7.6.6.1 Suggested Communication Methods
Leaflets In-flight magazines

TV and media Travel agencies
Ticket covers In-flight entertainment
Tour operators Signage at boarding gates
Frequent flyer mailings Website
Airport authorities Flight information displays at airports
Posters Public address announcements
Airline sales departments Airline call center hold message
4th Edition 2018 87

7.6.6.2 Suggested Information to Include in Passenger Awareness Campaigns
 Size and weight limitations

 Differences with codeshare or partner airlines
 Safe stowage of carry-on baggage on board
 Dangerous goods and restricted items in carry-on baggage
 The benefits to passenger comfort and safety when carrying less carry-on baggage
 Passenger responsibilities
 The importance of leaving carry-on baggage behind during emergency evacuation
It is recommended that operators belonging to the same alliance or working with codeshare partners agree on
consistent guidelines. Similarly, consideration needs to be given when passengers are connecting on to a smaller
aircraft type.
Some operators have adopted an announcement during the boarding of passengers to solicit timely compliance
and cooperation regarding cabin baggage. Such an announcement could include:
“May we draw your attention to the following information: There are two designated stowage areas for your hand
baggage: the overhead bin and the floor space in front of you. Please use both areas, placing softer, lightweight
items carefully in the overhead bins and heavier, more solid items underneath the seat in front of you. Baggage
must not be left on empty seats. To help us facilitate an on-time departure, please do not block the aisle while
stowing your hand baggage. For those passengers seated in the exit rows or in the first rows of the cabin, all items
of hand baggage must be placed carefully in the overhead bins. Exit areas, aisles and the floor space around your
feet must be kept clear of baggage for takeoff and landing.”
7.6.7 Responsibilities
Responsibilities for the management of carry-on baggage should be clearly defined in the operator’s policy. It
should be noted that with automated check-in systems the opportunity to intercept excessive carry-on baggage is
limited and the first interaction between a passenger and an airline representative may be the departure gate.
Although responsibilities may be clearly defined, teamwork and understanding of problems will help ensure a
seamless approach without attributing blame. All teams should be educated in the operator policy and be provided
with the necessary tools and processes to enforce it.
In the case of outsourced handling agents, the operator should ensure that its policy for acceptable carry-on
baggage is clearly detailed and available for reference, as it may vary from other operators handled by the same
agency.
The earlier excess carry-on baggage is intercepted, the less impact there will be on timely departure.
The following are the suggested allocation of responsibilities:
Team Responsibilities
Check-in staff Identify and verify size and weight of carry-on baggage at check-in desk.
Label/identify bags that have been accepted.
Gate agents Identify and verify size and weight of carry-on baggage at departure gate.
Remove excessive carry-on baggage for stowage in the hold.
Verify that any items of dangerous goods not permitted in the hold are
removed from the baggage.
Provide passenger with baggage receipt.
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Cabin crew Identify and verify size and weight of carry-on baggage on board.
Ensure that carry-on baggage in the cabin is stowed safely and effectively,
making best use of available space.
Remove excessive carry-on baggage for stowage in the hold after
ensuring that items needed for the flight, including medicines, travel
documents and money, are retained by the passenger.
Verify that any items of dangerous goods not permitted in the hold are
removed from the baggage.
Dispatchers and Ensure that the aircraft hold remains open for late stowage of excessive
turnaround staff carry-on baggage.
Facilitate timely loading of carry-on baggage removed from the cabin.
Record weights of carry-on baggage loaded in the hold as Last Minute
Changes (LMCs) on the aircraft load sheet, if required.
7.6.8 Oversized, Fragile and Special Articles
It is recommended that all items of cabin baggage be stowed in an overhead bin or other closed compartment.
Where this is not possible due to the item’s size, value or fragility, an operator may choose to transport special
items of cabin baggage secured in passenger seats. They should:
 Be properly secured by a safety belt or other approved means of eliminating the possibility of movement
under normal conditions
 Be packed or covered with approved materials to avoid possible injury to passengers
 Not impose a load on seats or the floor structure that exceeds the load limitation for those components
 Not be located in a position that restricts access to or use of any emergency equipment, exit, or the aisle
 Not obstruct any sign, placard or screen where safety information is displayed to passengers
7.7 Smart luggage
Recent developments of innovative baggage with integrated lithium batteries, commonly known as “smart
luggage” are being marketed and sold to the traveling public. These devices may include integrated lithium
batteries, motors, power banks, GPS, GSM, Bluetooth, RFID or Wi-Fi technology. These devices require careful
attention – even if permitted by the applicable regulations.
Examples of “smart” luggage include features such as:
 Lithium ion battery and motor allowing it to be used as a personal transportation device, either as a stand-
up scooter, or sit on vehicle. These devices do not meet the criteria of a mobility device.
 Lithium ion battery power bank that allows charging of other electronic devices such as mobile phones,
tablets and laptops.
 GPS tracking devices with or without GSM capability.
 Bluetooth, RFID and Wi-Fi capability.
 Electronic baggage tags.
 Electronic lock/s.
 Lithium ion battery, motor and tracking device (GPS) allowing the bag to self-propel and ‘follow’ the owner.
4th Edition 2018 89

The following list is provided to help operators review some examples of such devices.
Note: This is not an exclusive list of the available technologies. Inclusion on this list does not imply IATA’s
approval but allows operators to research technology for their risk assessment process.
 http://modobag.com/
 http://bluesmart.com
 http://www.hammacher.com/Product/11406
 http://travelmaterobotics.com/#rec8023776
 http://unbouncepages.com/nuarobotics/
 https://www.awaytravel.com/luggage/carry-on/blue?gclid=CJHz7onHx9ICFZmCswodzlYK9A
 https://www.raden.com/
7.7.1 Smart Luggage with Integrated Lithium Batteries

All lithium batteries carried by passengers or crew are subject to the provisions of Part 8, Chapter 1 of the ICAO
Technical Instructions. The provisions of the ICAO Technical Instructions are contained in Subsection 2.3 of the
IATA Dangerous Goods Regulations (DGR).
See 7.8 for further details on carriage on lithium batteries.
See 7.7.5 for information relating to firefighting procedures for smart luggage with integrated lithium batteries.
Note: Specific security regulations may prevent the carriage of some peripherals, spare batteries and power
banks in carry-on baggage.
7.7.2 Smart Luggage with Integrated Active Devices
All portable electronic devices carried on an aircraft are subject to specific requirements to ensure that they do not
pose a hazard to aircraft systems due to electromagnetic radiation. These provisions are set out in applicable
EASA and FAA regulations. The provisions in the regulations are the described in EASA AMC and GM to Part-
CAT – Issue 2, Amendment 1 or subsequent versions of such guidance and FAA Advisory Circular AC 91.21-1C.
These documents require the following:
a) for PED carried in the cabin by passengers or crew the passenger or crew member is responsible for ensuring
that all transmitting functions are turned off at all times during flight.
b) for devices carried in or as part of checked baggage there is a requirement that:
i) The PED must have been demonstrated to meet specific electromagnetic radiation standards and the
PED must be approved by the operator (airline).
ii) The PED must be designed with a minimum of two independent means to turn off completely, turn off
cellular or mobile functions, or a combination of both when airborne. These independent methods must
use different sources to identify flight. For example, a PED designed to sense rapid altitude changes and
acceleration to turn off cellular transmissions is an acceptable design feature that meets the requirement.
Redundant sources of the same information, such as two vertical accelerometers, would not be an
acceptable design.
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7.7.3 Quick Reference
Smart luggage Considerations

integrated with
Lithium batteries* Any lithium battery other than a small lithium button cell, installed in a
baggage item must be able to be easily removed from the bag without the
use of a tool. If accepted for carriage in the hold, the lithium battery/ies
must be removed and carried in the cabin.
No lithium battery contained in a bag may be considered as “installed
in equipment”
Lithium ion batteries must have a power rating of not more than 100 Wh
unless the passenger has approval from the operator, in which case the
lithium ion battery must not have a Watt-hour rating exceeding 160 Wh.
Power banks* Where a lithium ion battery is installed in a bag for the primary purpose of
charging other devices, it must be considered as a power bank and comply
with existing requirements for carriage of such devices.
Tracking systems Tracking devices must comply with FAA guidance 91-21-c or EASA AMC
and GM to Part-CAT – Issue 2, Amendment 1 or subsequent versions of
such guidance.
Specifically under FAA guidance:
 The PED must be designed with a minimum of two independent
means to turn off completely, turn off cellular or mobile functions,
or a combination of both when airborne.
 Tracking through passive RFID should comply with IATA
RP1740C.
Electronic baggage tags Electronic Baggage Tags (EBT) have a screen, power source, passive
RFID and a QR code as their major design components. The airline industry
acceptable EBT is defined in IATA Recommended Practice 1754.
These baggage tags have a Bluetooth LE interface that is activated for a
short time through a hardware button on the baggage tag. During the active
period the airline programs the bag tag with the passenger journey
information. The tag then deactivates.
*Note: Specific security regulations may prevent the carriage of power banks and spare lithium batteries in the
cabin. Operators must ensure that they are aware of these restrictions and comply accordingly.
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7.7.4 Recommendations for Operators
Operators should ensure that airport check-in and passenger services staff and cabin crew are made aware of
the potential for items of checked and carry-on baggage to contain lithium batteries, power banks and tracking
devices such as GPS / GSM.
Check-in and passenger services staff and cabin crew should be made aware of the restrictions that apply to the
carriage of this smart baggage. Specifically that:
a) all lithium batteries must comply with the limits set out in the DGR for the watt-hour rating or lithium metal
content, as applicable;
b) Any smart luggage offered as checked baggage must have the lithium battery (other than lithium button cells)
removed prior to being checked-in. The lithium battery must then be carried in the passenger’s carry-on
baggage where permitted by security regulations;
c) Where smart luggage intended to be carried in the cabin is surrendered at the boarding gate or on the aircraft
to be loaded in the cargo compartment the passenger should be asked if the bag contains any lithium batteries
or power banks, including any integrated into the bag itself. Where it is identified that there are lithium batteries
other than lithium button cells, the passenger must remove them from the bag before it can be loaded into the
cargo compartment. The battery / power bank must then be carried in the cabin, where permitted by security
regulations.
To alert passengers as to the requirements and limitations on the carriage of this smart luggage operators should
include specific information on their booking and check-in websites, ticket purchase and check-in counters,
baggage drop-off areas and boarding gates. Operators should also consider including information contained within
in-flight magazines, or other tools used to communicate with passengers.
7.7.5 Smart luggage firefighting procedures

Firefighting procedures require that any lithium battery showing signs of overheating should be cooled as quickly
as possible using water or non-flammable liquid. Ref 16.6.5.
The majority of PEDs powered by lithium batteries are held and/or used during flight. Passengers and cabin crew
are therefore more able to identify an overheating device and take appropriate action to cool it before the point of
ignition.
In the case of batteries installed within carry-on bags, these are more difficult to identify at an early stage, due to
their stowage. This should be considered in the safety risk assessment.
To effectively cool an overheating lithium battery either before or after ignition, the battery should be fully immersed
in water or non-flammable liquid where possible. Where a battery is not able to be removed quickly or safely, the
device in which it is contained should be immersed in water.
Where the overheated device is the size of a carry-on bag, it is unable to be fully immersed in water or placed in
a fire containment device. This is a considerable hazard and should be carefully considered by the operator before
determining a policy on acceptance for carriage. IATA recommends that smart luggage is only be accepted for
carriage if the lithium battery is able to be readily removed without the use of special tools, and isolated.
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7.7.6 Safety Risk Assessment – Smart Luggage

Operators should carry out their own safety risk assessment regarding the carriage of these devices to determine
whether they can be safely accepted for carriage and any mitigations which may be required.
The following are examples which should be considered.
Hazards Consequences
Ignition of a lithium battery which cannot be Inability to cool battery effectively.

removed from bag. Inability to isolate battery and prevent spreading.
Installation of power bank in bag not identified at

Carried as checked baggage contrary to regulation.
check in.
Installation of tracking technology Electromagnetic interference with aircraft systems.
Installation of connectivity systems e.g. Wi-Fi,

Electromagnetic interference with aircraft systems.
Bluetooth, GSM, GPS
Bag intercepted and removed at departure gate
Passenger required to surrender bag and contents, or
and unable to be carried as checked bag due to
passenger offloaded.
installation of lithium ion power bank.
Unacceptable devices checked in and not Failure of battery pack and consequent fire in
detected as inadmissible inaccessible hold
7.8 Carriage of Lithium Batteries

Passengers carry a multitude of PEDs powered by lithium batteries and the majority of flights pass without incident.
Operators also carry many devices powered by lithium batteries for use on board aircraft, such as within
emergency equipment (e.g., portable electronic locator beacons) or within other equipment, including retail sales
computers, electronic flight bags and tablet devices for In-Flight Entertainment.
In accordance with IATA Dangerous Goods Regulations (Addendum to IATA DGR 59th Edition 2.3.5.9.2 & 3),
each passenger and crew member may carry a maximum of 15 PEDs, and up to 20 spare batteries for such
devices, however each operator may choose to reduce or increase this limitation. Where PEDs are carried in
checked baggage, they must be completely switched off and prevented from inadvertent activation. Spare
batteries and power banks must only be carried in the cabin, individually protected to prevent short circuit.
IATA recommends that operators publicize the risks of lithium battery-powered devices to passengers. This can
be addressed through:
 Passenger awareness campaigns

 Websites
 Check-in processes
 Departure gate announcements
 Safety cards
 Safety videos/briefings on board
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Example of Passenger Information on Lithium Batteries (credit: Swiss International)
Lithium batteries are classified as dangerous goods and are regulated for transport by air. For air transport, the
provisions of the UN Model Regulations are incorporated into the Technical Instructions for the Safe Transport of
Dangerous Goods by Air published by ICAO. IATA publishes the Dangerous Goods Regulations (DGR), which
incorporate all of the provisions of the ICAO Technical Instructions (ICAO TIs) together with additional operational
requirements developed by the IATA Dangerous Goods Board.
Lithium batteries can be divided into two groups:
Primary (Non-rechargeable) Secondary (Rechargeable)

Lithium Metal Batteries Lithium-ion and Lithium Polymer Batteries
Used in smaller devices such as watches, Larger and more powerful, used in devices such as
calculators and cameras, or as a back-up power laptop computers and mobile phones
supply
Batteries pose a unique hazard during transport because they contain stored energy which, if released through a
short circuit, is capable of causing a fire. Because of their chemistry, lithium batteries also pose a chemical hazard
due to the presence of metallic lithium or flammable liquid electrolyte.
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7.8.1 Damaged or Faulty Lithium Batteries

Damaged or faulty lithium batteries pose a risk of ignition and PEDs require careful handling to ensure their
continued safety. Charging of PEDs at any time increases the risk of ignition.
IATA recommends that operators take steps to ensure that damaged devices carried by passengers are only
carried in the cabin and not used or charged on board aircraft. When cabin crew identify a passenger using a
damaged device on board, IATA recommends that they advise the passenger to switch it off, disconnect it from
any charging facility and stow it in a position where it can be monitored for signs of smoke or overheating.
From time to time, faulty manufacturing processes are identified that result in large scale device or battery recalls
for safety reasons. Operators are required to carry out Risk Assessments as part of their Safety Management
System and these require regular reviews of emerging and known risks and mitigations. Risk assessments may
determine that, for example, devices are not carried in checked baggage, remain switched off at all times, or not
used or charged on board.
IATA provides the Cabin Safety Private Website newsfeed for member airlines at:
https://extranet2.iata.org/sites/cabinsafety/default.aspx to assist in keeping its members up-to-date with emerging
risks and battery recalls.
Identification of affected devices is problematic for cabin crew on board aircraft as these are often only identified
by serial numbers. Recognition of a repaired or replaced device compared to a recalled device is also sometimes
difficult. IATA recommends that operators emphasize the passenger’s own responsibility to ensure that affected
devices are not used on board and that, where doubt exists, all affected devices, whether repaired, replaced or
not are prohibited from use.
7.8.2 Carriage without Prior Approval of the Operator

The provisions in the IATA DGR permit crewmembers and passengers to carry limited quantities of lithium battery-
powered equipment in checked or carry-on baggage without prior approval, provided the battery size/rating does
not exceed:

Lithium Metal and Lithium Alloy Batteries Lithium-ion and Lithium Polymer Batteries
A lithium content of not more than 2g. A Watt-hour rating of not more than 100 Wh.
Batteries larger than AA size typically exceed this Lithium-ion batteries in typical consumer electronic
allowance. devices will not usually exceed a capacity of 100 Wh and
a typical laptop computer battery has a rating of
approximately 53 Wh. All new lithium-ion batteries should
be marked with the Wh rating.
Spare batteries for such devices are also permitted, but they must be isolated from short circuit and are only
allowed in carry-on baggage. These permitted quantities are for personal use only. Batteries for distribution or
sale are prohibited.
7.8.3 Carriage with Prior Approval of the Operator

In the case of larger devices, including devices for medical use, carriage with the approval of the operator with the
following limitations apply:

Lithium Metal Batteries Lithium-ion and Lithium Polymer Batteries
For medical devices only, a lithium content of not A Watt-hour rating of not more than 160 Wh.
more than 8g.
See 8.7 for lithium battery powered wheelchairs and
mobility devices.
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If installed in equipment, the equipment may be placed in either checked or carry-on baggage. Batteries installed
for the purpose of providing power to other devices are not included as “installed in equipment”.
A maximum of two spare batteries for such devices are also permitted, but they must be isolated from short circuit
and are only allowed in carry-on baggage.
7.8.4 Risk Assessment - Lithium Batteries

Preventing lithium battery events in the passenger cabin is important to flight safety. Operators should be aware
of the requirements to implement procedures as stipulated in the IATA DGR Ref 1.4.2.1(a).
Risk Potential Mitigations

Spare lithium batteries originally intended for carry- Gate agents and cabin crew should seek confirmation
on baggage being carried in checked baggage due from passengers who surrender their carry-on baggage
to offload/insufficient space in the cabin. at the boarding gate or aircraft for loading into the cargo
hold that the bag does not contain any spare lithium
See IATA DGR 1.4.2 Information to Operator
batteries, e-cigarettes or, if applicable to the operator’s
Employees, subsection 1.4.2.1(a).
procedure, any PEDs.
PEDs becoming trapped/crushed in electrically Promote passenger awareness of the need to stow PEDs
operated seats. safely in such seats.
Installation/design of additional safe stowage locations to
be used during flight.
Policy to isolate power and/or prohibit operation of seat if
a device is known to have become trapped or lost.
Passenger carrying lithium batteries due to Public awareness campaign, including:
insufficient knowledge of operator policy.  Website information
 Online or kiosk check-in warning
 Verbal confirmation at bag-drop
 Inclusion on safety briefing card
 Inclusion in onboard safety announcements
Overheat of charging battery during critical stage of Policy to prohibit the charging of lithium batteries at
flight when cabin crew are unable to respond. critical stages of flight.
Batteries of poor manufacture overheating while Policy to prohibit charging devices on board.
charging.
Further information can be found at:

IATA - Lithium batteries risk mitigation for operators
UK CAA – Lithium batteries guidance for crew members
UK CAA – Lithium batteries guidance for cargo and ramp personnel
UK CAA – Lithium batteries guidance for passenger handling staff
CASA – Traveling safely with lithium batteries
IATA and ICAO have developed procedures for cabin crew to address incidents involving lithium batteries and
PEDs (see Appendix A and Appendix B).
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7.8.5 Passenger Awareness of Lithium Batteries

IATA, in conjunction with the Dangerous Goods Board and the IATA Dangerous Goods Training Task Force, has
developed three lithium battery outreach and awareness products:
 Lithium battery passenger pamphlet:

www.iata.org/whatwedo/cargo/dgr/Documents/LithiumBattery_PassengerFlyer.jpg
 Lithium battery booklet for shippers and acceptance staff
 Lithium battery awareness poster
This information is available at: www.iata.org/whatwedo/cargo/dgr/Pages/lithium-batteries.aspx
For hard copies, please contact IATA Dangerous Goods at: [email protected]
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7.9 Pets in the Passenger Cabin

Some operators will not accept animals for carriage in the passenger cabin. Other carriers may carry animals in
passenger cabins under special conditions in accordance with their own company policy and government
regulations.
When passengers travel with their pets (i.e., domestic dogs, cats, ferrets, rabbits, birds) in the cabin, the animal
must travel in a suitable container according to IATA’s Live Animal Regulations (i.e., the animal can stand in a
natural position, turn around and lie down).
Containers should not exceed the dimensions for carry-on baggage and should be able to be stowed under the
seat for taxi, takeoff and landing. The container must be well-ventilated, securely fastened and made of material
that is leak-proof and cannot be easily destroyed by the animal inside it. Animals should not be taken out of the
container at any time during the flight.
Cabin crew should avoid any physical contact with the animal and observe strict personal hygiene rules at all
times. All animals, including domestic pets, are capable of transmitting a variety of diseases to humans. Therefore,
they must not be stowed in close proximity to foodstuffs during any stage of the flight because of the risks of
contamination. In the event that the cabin crew is required to handle animals during the flight they should:
 Wear protective gloves

 Wash their hands after handling the animal
 Report to a doctor as soon as possible after being bitten or scratched by an animal and provide information
on the species and origin of the animal
 Ensure that the wound is thoroughly washed with soap and water and covered with a dry dressing until
medical attention can be obtained
 Avoid contaminating skin, clothing or surfaces with the blood or excretion of animals
 Change contaminated clothing and send for cleaning as soon as possible
 Clean skin and surface contamination using a germicidal soap
7.10 Expectant Mothers

Expectant mothers are normally accepted for travel without requiring medical clearance, unless there is
uncertainty regarding the progress of the pregnancy. Medical clearance is recommended when travelling less than
four weeks prior to the planned date of delivery (eight weeks for multiple pregnancies) or if any complications in
delivery may be expected. It is recommended that cabin crew be alerted via a note in the Passenger Information
List (PIL) where medical clearance has been required.
Passengers beyond the 28th week of pregnancy should carry a medical certificate confirming that:
 The expected delivery date and that both mother and fetus are in good health
 Whether the pregnancy is “Complication-Free Single” or “Multiple “ or “Complicated”
 Appropriate “date & contact details” stamp from a qualified doctor
 Premature delivery is not expected within the planned journey, including transit and return flights
Passengers with normal pregnancies and no previous history of premature labor can travel up to the 36 th week.
Cases that do not meet the above criteria should require approval from the airline, except if the passenger was
missed at origin and is in transit; then, she should be cleared towards the safest/shortest route, either back to
origin or onwards to next destination.
Air travel is not recommended for women within the last seven days prior to delivery and within the first seven
days after delivery.
Expectant mothers should fasten their seatbelts below the stomach. When necessary, seatbelt extensions should
be provided.
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7.11 Passengers of Size

Within Canada, where a passenger cannot occupy a single seat due to their size, a second seat must be provided
free of charge by domestic operators.
Elsewhere, it is a commercial decision for operators whether to charge full or discounted fares for a second seat.
Seatbelt extensions should be provided to passengers who are unable to fasten their seatbelt.
Cabin crew should be familiar with their operator’s policy with respect to seat allocation for such passengers so
as to be able to deal effectively with any requests for seat changes on board.
7.12 Non-discrimination
IATA encourages operators to publish and maintain a policy of non-discrimination against passengers based on
race, color, national or ethnic origin, age, religion, disability, sex, sexual orientation, gender identity or expression.
In having such a policy, all passengers can expect to be treated fairly and equally, and travel in security free of
harassment.
Cabin crew should be trained in the sensitive handling of any issue that arises on board, which may be perceived
to be due to discriminatory beliefs or behavior.
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Section 8—Carriage of Special Category

Passengers
8.1 Deportees, Prisoners, Persons in Custody and under
Administrative Control
IOSA CAB 3.4.1 If the Operator transports passengers that require special handling, the Operator shall have a policy and
associated procedures for the acceptance and onboard handling of such passengers by the cabin crew. Such policy and
procedures shall be in accordance with applicable regulations and, as a minimum, address:
i. Intoxicated and/or abusive passengers;

ii. Passengers with disabilities or reduced mobility;
iii. Passengers with injuries or illness;
iv. Infants and unaccompanied children;
v. Inadmissible passengers;
vi. Deportees
vii. Passengers in custody.
The following information should be provided to the airline by the authority responsible for the removal of such
passengers:
• Name and gender of the person(s);
• Type of documents available for the person(s);
• Reason for transportation (e.g., deportation, inadmissible person, person in lawful custody);
• Identity of the escorts (if required);
• Risk level associated with the transport.
A carrier retains the right to refuse carriage if it believes that the safety of the aircraft, crew or passengers is
deemed to be at risk as the result of the carriage of such persons.
Airlines may have limitations on the maximum number of such passengers accepted on a flight, depending on the
category of such passengers and/or the size of the aircraft, including the right to refuse acceptance on board.
At the point of boarding, the PIC, in accordance with domestic law and international conventions, shall assume
full authority in respect of such passengers. That authority may extend to refusing to accept an escorted person
in lawful custody or an escorted or unescorted inadmissible passenger or deportee for transportation. when the
PIC considers that action to be in the best interest of flight safety. Such refusal shall be based on objective reasons
related to the passenger and his/her action or behavior being exhibited at the time of boarding or at a subsequent
time.
Other references:
• IATA/CAWG Guidelines for the Removal of Deportees;
• IATA Passenger Services Conference Resolution 701;
• IATA/CAWG Guidelines for the Removal of Inadmissible Persons.
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Inadmissible Passengers Deportees Person in Lawful Custody

“States shall ensure that a person A deportee is a person who has A person in lawful custody means a
found to be inadmissible is legally been admitted to a country person either under arrest or
transferred back into the custody of by its authorities, or who had convicted by a court of law who has
the airline who shall be responsible entered a country illegally, and who to be transported.
for the prompt removal to the point at some later time is formally
where the person commenced his ordered by the authorities to be
journey or any place where the removed from that country.
person is admissible” (ICAO Annex
9).
8.1.1 Determination of requirement for an Escort

The necessity of an escort should be considered in all cases where the individual:
 Is deemed a safety risk because of past or present conduct;
 Is in a mental state that requires special attention;
 Is in a physical condition that could be objectionable or cause discomfort to other passengers;
 Has committed a crime, or is wanted by police in any State;
 Exhibits any behavior that has been considered dangerous in the risk assessment process.
8.1.2 Procedures for Carriage Without an Escort

When it is decided that there is no requirement for an escort, the following security procedures should be applied:
 Screening the individual and his/her baggage prior to embarkation;
 No public disclosure of the itinerary;
 Travel formalities for transit, transfer and entry at destination are properly completed;
 Any special requirements, permits or authorities at transit, transfer and destination stations are made
available;
 Notify the PIC of unescorted passenger's seat number;
 Notify cabin crew members to refrain from serving alcohol to that specific passenger.
8.1.3 Procedures for Carriage With an Escort

Depending on the reasons for providing the escort, it may be necessary for the escort to have medical or other
specialist qualifications. There should be no public disclosure of the itinerary of the escorted individual. The escort
should:
 Be in plain clothes;
 Not be in possession of firearms or weapons;
 Carry and be trained in the use of appropriate restraint devices (to be concealed from the public);
 Ensure that the individual and baggage is subjected to thorough pre-embarkation security screening;
 Keep the crew of the aircraft fully informed of any incident during the flight;
 Ensure that no alcohol is served to the passenger or escort;
 Be in possession of the escorted person's personal property, including passport, travel documents and
ticket;
 Be in possession of the deportation/removal order, which should be given to the authorities at the
destination airport;
 Supervise the taking of medication;
 Not permit the deportee to disembark at transit stops;
 Ensure that the person under escort is never left alone.
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8.1.4 General guidance for the transport of persons in lawful custody, persons
under arrest, or convicted criminals under escort
 Should not be transported on board an aircraft unless escorted by one or more policing authority officers
or other authorized person, such as a guard, prison officer etc;
 Policing authority officers or other authorized persons should notify a responsible representative of the
airline well before the date it is proposed to transport, or as soon as practicable in an emergency, of the
identity of the person being escorted, the flight on which transportation has been arranged and whether
or not the escorted person is considered dangerous;
 Escorting officers should ensure that the person does not carry contraband, weapons or other potentially
dangerous items;
 Escorts should be equipped with adequate restraining devices to be used in the event they determine that
restraint is necessary. Under normal circumstances, a person should not be shackled to any part of the
aircraft, including seats, tables, etc.;
 Escorts should not carry mace, tear-gas or similar incapacitating gas-generating devices on board an
aircraft;
 Escorts should adequately identify themselves to security personnel, policing authority officers on duty
and flight attendants, requesting that their presence on board and seat assignment be transmitted to the
PIC, who should acknowledge receipt of this information;
 Any other security personnel and passengers authorized to carry firearms on board the aircraft should be
made aware of the transportation of person and escorts as well as their location;
 Escorted persons should be boarded before all other passengers and disembarked after all other
passengers have left the aircraft;
 Escorted persons should be seated as far to the rear of the passenger cabin as is possible, but not next
to or directly across from an exit;
 Escorted persons should be accompanied at all times and kept under surveillance;
 No intoxicating beverages should be served to escorts or prisoners while on board the aircraft;
 Prisoners may be served food at the discretion of escorts, but should not be provided with metal utensils;
 An airline may refuse to accept a person if, in the judgment of a responsible representative of the airline,
such acceptance may jeopardize the safety of the other passengers.
 An operator may wish to consider procedures to protect cabin crew during the boarding and
disembarkation of such passengers, i.e. not to be in the immediate vicinity of the escorted passenger.

8.2 Unaccompanied Minors

Operator policies regarding the designated age of an unaccompanied child/minor (UMNR) vary; however, they
are usually applicable to a child who is travelling alone and aged between five and 12 years old.
IATA Recommended Practice 1753 taken from the Passenger Services Conference Resolutions Manual contains
guidance on the carriage of UMNRs.
Wherever practicable, it is recommended that UNMRs be seated close to cabin crew stations and working areas
to facilitate communication with and monitoring of UNMRs.
8.2.1 Risk Assessment – Unaccompanied Minors

When determining a policy for the carriage of UMNRs, the operator should consider the following risks:
Hazard (Adverse Event) Threat (Potential cause) Risk (Outcome)

No available staff to escort or
accompany the child through the Litigation.
Child gets lost at airport (departure
airport.
or arrival). Negative media and publicity.
Poor tracking processes.
Too many unaccompanied children Poor behavior of children.
Onboard care and monitoring of
for cabin crew to monitor during
children neglected or overlooked.
services. Complaints from other passengers.
Endangerment of child.
Unexpected diversion or other
Child left unattended in unsafe or
disruption resulting in hotel Litigation.
unknown location/country.
accommodation without childcare.
Negative media and publicity.
Care of child during evacuation Too many unaccompanied children Slow response of child during
neglected or overlooked. for cabin crew to evacuate. evacuation.
Child sitting next to or near

Disruptive deportee/prisoner. Child feels scared or threatened.
deportee/prisoner.
Litigation.
Child delivered to wrong person on
Inefficient tracking of child.
arrival.
Negative media and publicity.
Child unable to fit own oxygen Child too young to understand
Child becomes unconscious.
mask during depressurization requirement to fit mask.
8.2.2 Tracking of Unaccompanied Minors

The operator is responsible for the safe delivery of UMNRs to the receiving guardian at the transfer station or final
destination. It is recommended that operators use a form to track the movement of each UMNR in its care.

The form should be completed at each relevant point of the UMNR journey when transferring responsibility to
others:
Cabin crew Ground staff Guardian

Ground staff
accept child accept child accepts child
accept child
from ground from cabin from ground
from guardian
staff crew staff
Use of a carbonized form with multiple sheets may assist in providing a receipted tracking system throughout the
child’s journey.
It is recommended that operators use a special identification tag/badge for unaccompanied minors, preferably
displaying the letters UMNR. The children should wear the badges during transit through airports.
Note: Where a codeshare arrangement exists between operators, the UMNR policy of all operators involved in
the proposed journey should be verified before making the reservation.
8.2.3 Care of Unaccompanied Minors On Board

The maximum number of UMNRs carried on each aircraft is left to the discretion of each operator. It is highly
recommended that operators ensure that there is a sufficient number of cabin crew in proportion to the number of
UMNRs in their care.
It is recommended that cabin crew:
 Ensure that ground staff have seated UMNRs together, in close proximity to crew areas and lavatories,
but not in emergency exit rows
 Provide a special safety briefing
 Check on UMNRs frequently throughout the flight, including during meal services
 Not serve alcoholic beverages to UMNRs
Tickets and other travel documents of UMNRs, including baggage identification tag(s), guardian’s permission, and
health certificates, should be carried by the SCCM. When this is not possible, these documents may be retained
by the UNMR, preferably in a wallet provided by the carrier.
8.3 Passengers with Children

It is recommended that passengers travelling with children be seated next to or near each other so that appropriate
care can be provided during normal, abnormal and emergency situations. Wherever practicable, there should be
no more than one seat row or aisle between them.
During an emergency evacuation it is unlikely that a guardian or parent will voluntarily leave the aircraft without
their child and may fight against the flow of evacuating passengers to find them, so they should be seated as close
to each other as possible. Some regulators require operators to ensure that, where adults are travelling in a
different class of cabin than their children, efforts are made to sit them together in the event of a planned
emergency.
See 16.5.8 for guidance on guardians evacuating with young children.

8.4 Passengers with Infants

Healthy newborn infants, provided not prematurely born, may travel following the first seven days after birth.
Premature infants are subject to medical clearance depending on individual operator policies.
Infants shall be restrained for takeoff, landing and whenever the FASTEN SEATBELT sign is illuminated in an
approved infant restraint device or held by an adult with the seatbelt fastened around the adult passenger only
(not around the infant). Refer to separate IATA guidance for more detail on safety of infants and children on board.
Operators should refer to national aviation requirements for information on approved restraint systems, including
those that require restraint of lap-held infants. Child seats used in flight must meet requirements for aviation use.
When assigning seats to passengers with lap-held infants, consideration should be given to the availability of
additional oxygen masks in the Passenger Service Units above the assigned seat row(s) to ensure that there are
sufficient masks for all occupants.
See 16.5.8 for guidance on guardians evacuating with infants.
8.4.1 Infants Reaching Two Years of Age within the Validity of Ticket
IATA Passenger Tariff Coordinating Conference Composite Resolution #012 defines an infant as follows:
“A person who has not reached his/her second birthday as of the date of commencement of travel”.
Example: JED-LHR-JED travel dates 24MAY2016 JEDLHR and 01JUN2016 LHRJED

The date of birth of the minor is 26 MAY 2014 and the first travel date on the ticket is 24 MAY 2016. For pricing
purposes, the passenger is considered an infant (no seat) as the key date is the date of commencement and
not the date of return.
Safety regulations require a child aged two years or more to be provided with a seat; therefore, operators should
ensure that ticketing and reservations processes and procedures are in place to identify and provide a seat when
the infant becomes a child.
8.4.2 Bassinets and Infant Floatation Equipment

The number of bassinets available will depend on the bulkhead locations available on particular types of aircraft.
Operators should inform passengers of the status and availability of bassinets on board. Effective coordination
with ground staff is essential to ensure that bassinet requests are reflected in the Passenger Information List (PIL).
Bassinets should only be used during cruise flight. In other phases of flight, infants should be restrained as per
State regulations. See also 9.4 Bassinets
Operators must carry appropriate flotation equipment for all passengers carried, including infants. Some State
regulators require that such equipment be distributed to guardians of infants before departure and that guardians
be briefed on their use.
8.5 Child and Infant Restraints

IOSA CAB 3.4.5 If the Operator conducts passenger flights with or without cabin crew, the Operator shall have
procedures to ensure that require the secure restraint of infants during the phases of flight and conditions
specified in CAB 3.4.4.
The use of an approved child restraint system (CRS) is the recommended means to secure an infant or child on
board an aircraft.

8.5.1 Infant Restraint

An infant (less than two years of age) should be restrained in an approved child restraint system that meets the
product limitations (height and weight) as established by the CRS manufacturer.
If the responsible person does not provide an approved infant restraint system, or if the CRS is not accepted in
accordance with the airline’s policy or State regulations, the infant should be held by a responsible person. The
seatbelt should be fastened around the responsible person for takeoff, landing, when the FASTEN SEATBELT
sign is illuminated, and recommended at all times while seated in case of unexpected turbulence. Currently, some
States require a lap-held infant to be additionally restrained by a supplemental loop belt. When a supplemental
loop belt is required, the operator’s procedures should require cabin crew to advise the responsible person on
how to use it, and the safest orientation for the infant.
8.5.2 Child Restraint

A child (two years of age or older) should be restrained in an approved child restraint system which meets the
product limitations (height and weight) as established by the CRS manufacturer.
If the responsible person does not provide an approved child restraint system, or if the CRS is not accepted in
accordance with the airline Authority’s regulations, and if the child is able to sit upright unassisted, the child shall
be restrained by a seat belt for takeoff, landing, when the FASTEN SEATBELT sign is illuminated and
recommended at all times while seated in case of unexpected turbulence. Another consideration for securing a
child on board could be the use of a passenger provided aviation safety harness, where acceptable to the
regulator.
8.5.3 Policies and Procedures

Operators should determine a policy on the use of CRSs on board aircraft, including:
 The permitted use of CRSs

 Recognition of approved and prohibited devices
 Restrictions (if any) on the number of infants a single responsible person may travel with
Not all regulators accept foreign-approved CRSs. Acceptance is based on the applicable State criteria and should
be reflected in the operator’s policy.
8.5.4 Permitted Locations in the Cabin

Operator procedures should contain information on the placement of CRSs on board, including the recommended
preferred location for CRSs in order to not hinder the egress of other passengers, for example:
 A window seat
 An inner seat of a center row on dual aisle aircraft provided that all persons in the row have unobstructed
access to an aisle

The responsible person must accompany the infant or child occupying the CRS.
Procedures should be determined that clearly address whether the use of a CRS is permitted or prohibited on
unique design seats (e.g., angled or aft-facing seats) and any locations in which the CRS is not permitted, for
example:
 In an emergency exit row

 In a row immediately forward or aft of an emergency exit row (if this is stipulated as per State regulations)
 On a seat fitted with an inflatable seatbelt (unless permitted when deactivated with the manufacturer’s
seatbelt deactivator)
 In any location that could:
o Prevent access to safety and/or emergency equipment
o Block access to an aisle of the aircraft.
8.5.5 Awareness of Policy

All operational staff should be aware of the operator’s policy regarding the acceptable use of CRSs; therefore, it
should be published in the Operations Manuals and included in the training syllabus for cabin crew and airport
staff.
Reservations staff, authorized agents and passengers should be provided with access to the relevant information.
It should, therefore, be included in all associated marketing material, websites and reservations manuals.

8.6 Passengers with Reduced Mobility

IATA Resolution 700 Acceptance and Carriage of Passengers Requiring Special Assistance defines a passenger
with reduced mobility (PRM) as any person whose mobility is reduced due to physical deficiency (locomotory or
sensory, permanent or temporary), intellectual deficiency, age, illness or any other cause of disability, and who
needs some degree of special accommodation or assistance over and above that provided to other passengers.
This requirement will become apparent from special requests made by the passenger and/or their family, a medical
authority, operator personnel or other industry-associated persons (e.g., travel agents).
The level of assistance required from the airport and/or the operator can vary depending on the needs of the
individual PRM when travelling by air.
Operators should assist PRMs in a manner compatible with the relevant safety regulations and operational
considerations found in: www.iata.org/pressroom/pr/Documents/agm69-resolution-passenger-rights.pdf.
The information provided below stems from IATA Resolution 700 Acceptance and Carriage of Passengers
Requiring Special Assistance and IATA Recommended Practice 1700b Carriage of Passengers with Reduced
Mobility and Escorts. The Resolution and Recommended Practice can be found in the IATA Passenger Services
Conference Resolutions Manual, which is available for purchase at
http://www.iata.org/publications/store/Pages/passenger-services-conference-resolutions-manual.aspx .
In addition, ICAO provides a manual entitled Access to Air Transport by Persons with Disabilities (Doc9984). To
obtain a copy of this document, please visit: http://store1.icao.int. Please note that the ICAO manual is guidance
material and should not be interpreted as regulation. A State may choose to follow or exceed this guidance.
Operators should be aware of the applicability of other State regulations regarding non-discrimination on the basis
of disability, which may apply to foreign carriers, for example: USA - 14 CFR Part 382.
When a passenger requests assistance on board the aircraft, it is important that cabin crew are advised at the
earliest opportunity, preferably no later than the preflight briefing, so that appropriate arrangements can be made.
8.6.1 Categories and Codes

Passengers with reduced mobility are categorized into various groups distinguished by the disability of the
passenger requiring assistance. These are identified in operator messages by AIRIMP code:
AIRIMP Description
Code
BLND Blind passenger – specify if accompanied by seeing-eye dog or other service animal
DEAF Deaf passenger – specify if accompanied by a service animal
DPNA Disabled passenger with intellectual or developmental disability needing assistance – specify
details
MAAS Meet and assist – specify details
SP Special needs passenger – details to be optionally entered after the passenger’s name on the ticket
WCHR Wheelchair - Ramp – passenger can ascend/descend steps and make his/her own way to/from
cabin seat, but requires wheelchair for distance to/from aircraft (i.e., across ramp, finger dock or to
mobile lounge, as applicable). When a service animal is accompanying the passenger, specify the
type of animal in the free text of the Special Service Request (SSR) item.
WCHS Wheelchair - Steps – passenger cannot ascend/descend steps, but is able to make own way to/from
cabin seat; requires wheelchair for distance to/from aircraft or mobile lounge and must be carried
up/down steps. When a service animal is accompanying the passenger, specify the type of animal
in the free text of the SSR item.
WCHC Wheelchair - Cabin Seat – passenger completely confined to wheelchair; requires wheelchair
to/from aircraft/mobile lounge and must be carried up/down steps and to/from cabin seat by trained

personnel. When a service animal is accompanying the passenger, specify the type of animal in
the free text of the SSR item.
WCLB Wheelchair - Lithium-ion Battery – Requires advance notification/preparation. Weight and
dimensions may be specified. Wheelchair and battery must be claimed and rechecked at each
interline transfer point.
LEGL Leg in cast - Left – for passengers with their left leg in a full cast or with a fused knee (only to be
used in conjunction with SSR code MEDA)
LEGR Leg in cast - Right - for passengers with their right leg in a full cast or with a fused knee (only to be
used in conjunction with SSR code MEDA)
LEGB Legs in cast - Both - for passengers with both legs in full casts or with fused knees (only to be used
in conjunction with SSR code MEDA)
MEDA Medical case – company medical clearance may be required. Generally not to be used for PRMs
who only require special assistance or handling. However, depending on the reason for reduced
mobility, it may be necessary to have a medical clearance.
OXYG Oxygen – for passengers travelling seated or on a stretcher needing oxygen during the flight (only
to be used in conjunction with SSR code MEDA)
STCR Stretcher passenger
8.6.2 Boarding and Disembarking

PRMs who self-identify as needing assistance or additional time should be offered the opportunity to pre-board
(i.e., prior to all other passengers) and disembark separately (i.e., after all other passengers). Assistance in getting
on and off the aircraft should be provided promptly to PRMs.
8.6.3 Maximum Number and Requirement for Assistants

In circumstances where the number of PRMs forms a significant proportion of the total number of passengers
carried on board, the number of PRMs should not exceed the number of able-bodied persons capable of assisting
with an emergency evacuation.
PRMs who are not able to reach an emergency exit without assistance in a reasonable time should be escorted
by a safety assistant suitable to their needs. Assistants shall be at least 16 years old as well as physically and
mentally able and willing to evacuate the PRM in case of an emergency (IATA Recommended Practice 1700b).
A safety assistant is required when it is evident that, without assistance, the PRM would pose a risk to safety
during an evacuation. A safety assistant must be capable of providing the help needed by the PRM to reach an
emergency exit. If lifting is required in such events, an operator may require that there be more than one safety
assistant.
8.6.3.1 Personal Care Assistants

Operators are not required to provide personal care assistance to PRMs. Examples of personal care assistance
include the following:
 Assistance with eating

 Assistance in a lavatory or with elimination functions
 Provision of medical services, including administration of medication
When PRMs are incapable of providing basic levels of personal care during their journey, they should be
encouraged, at the booking stage, to provide a personal care assistant suitable to their needs.

8.6.4 Evacuation Procedure

During an emergency evacuation, the cabin crew is responsible for the overall evacuation of all passengers,
including those with reduced mobility that are not able to reach an emergency exit without assistance in a
reasonable time.
PRMs requiring assistance to reach an emergency exit and who are escorted by a safety assistant should be
evacuated by their assistant. Depending on the situation, cabin crew may assist (IATA Recommended Practice
1700b).
8.6.5 Seating
PRMs should be assigned seats that meet their needs, subject to safety requirements. For instance:
 A seat with a movable armrest for a passenger who cannot easily transfer over a fixed aisle armrest
 A seat that provides additional leg room for a passenger who cannot bend his/her leg(s) ─ although not
at an emergency exit
 A seat close to a lavatory or exit
Once seats have been assigned, PRMs should not be moved from the seats that are most appropriate for them,
other than for safety reasons. In the event of an equipment change, PRMs should be reassigned to an appropriate
seat.
8.6.6 Accessible Lavatories

Where aircraft type, size and configuration permit, at least one lavatory should be accessible to PRMs. PRMs are
entitled to assistance in moving from their seat to an aircraft lavatory; however, cabin crew are not required to lift
a passenger or provide assistance in using the lavatory facilities.
8.7 Individual Safety Briefings

The presence on board an aircraft of any of the categories of passengers mentioned in 8.6.1 requires special
individual safety briefings suitable to their needs, prior to taxiing. Briefings should cover safety and emergency
procedures, cabin layout and any relevant specialized equipment supplied by the operator on board.
Responsibility for such personal briefings rests with cabin crew. When the passenger requiring the briefing is
capable of understanding the content, cabin crew should ensure that they give the individual safety briefing to the
passenger and not just to the travelling companion or assistant.
If individual safety briefings are provided, they should be done as discreetly as possible. They may be provided
verbally and/or visually according to the needs of the passenger and their ability to understand.
Visually impaired passengers may be briefed verbally and braille brochures may be provided as a back-up.
Hearing impaired passengers may be able to lip-read and where safety briefings are conducted by video media,
closed captioning should be made available, where possible. This will help ensure that persons with sensory
impairments have equal access to the same information provided to all other passengers. Upon request, aircraft
operators should provide verbal or visual information about the equipment features of an aircraft, such as the
location of call buttons and lavatories.
During a flight, cabin crew should continue to make periodic enquiries concerning the needs of a PRM.

8.8 Incapacitated Passengers

Acceptance of incapacitated passengers for travel may require input from:
 The operator’s medical department or its designated physician

 The passenger‘s medical advisor
 The operator’s reservations, ticketing and operations departments
8.8.1 Medical Clearance

Clearance from the medical department or designated physician of the operator shall be required whenever the
operator has received information that any passengers:
 May be suffering from any disease that is believed to be actively contagious and communicable
 Who, because of certain diseases or incapacitation, may have or develop an unusual behavior or physical
condition that could have an adverse effect on the welfare and comfort of other passengers and/or crew
(keep in mind that some countries may question or challenge this approach)
 Could be considered to be a potential hazard to the safety or punctuality of the flight (including the
possibility of diversion and unscheduled landing of the flight)
 Would require medical attention and/or special equipment to maintain their health during the flight
 Might have their medical condition aggravated during, or because of, the flight.
Such passengers shall be subject to prior clearance for air travel by the medical department or designated
physician of the operator prior to travel. The operator’s advisors will obtain relevant information from a licensed
physician who is familiar with the passenger’s physical or mental condition.
Subject to local laws on medical confidentiality, the information must be provided to another operator when seats
are requested on a connecting or partner flight. Also, when an operator receives a request for travel and has
reasonable grounds for doubt about the passenger’s incapacitation, such operator is free to require additional
medical information for clearance purposes.
Operators can deny transportation to passengers needing medical clearance. For more information, see IATA
Resolution 700 which is available for purchase at http://www.iata.org/publications/store/Pages/passenger-
services-conference-resolutions-manual.aspx
8.8.2 Refusal or Removal of Incapacitated Passengers

In the event a cabin crew suspects that a passenger is not fit to travel, or may represent a danger to themselves
or other passengers, they should inform the Pilot-in-Command and determine appropriate action in close
coordination with ground staff.
If an incapacitated passenger is denied transportation at point of origin or at a connecting point, the person taking
the decision to refuse or remove the passenger should immediately notify all down-line transfer stations and the
destination station shown on the passenger’s ticket, as well as the originating operator (if known), stating the
reason for the refusal/removal and full details of any consequent action taken or to be taken.
8.8.3 Disembarkation of Incapacitated Passengers

Operators should make arrangements for assisting incapacitated passengers in matters relating to inbound
government clearance and baggage delivery. Wheelchairs and other assistive devices checked in should, within
the shortest possible time, be delivered as close as possible to the door of the aircraft. However, passengers may
at their option, use a station/airport wheelchair.
8.8.4 Transit of Incapacitated Passengers

Incapacitated passengers may be permitted to stay on board during a transit stop (with their assistant/s), subject
to the observance of applicable government or other safety and security rules.

8.8.5 Group Travel

Special arrangements should be made for the carriage of incapacitated passengers in groups. Such groups should
be handled independently of individual incapacitated passengers. Travel by groups of incapacitated passengers
should always be subject to applicable government and carrier air safety rules and regulations.
8.8.6 Medical Information Form

A completed Medical information Form (MEDIF) or equivalent is required for passengers:
 Whose fitness to travel is in doubt, as evidenced by a recent illness, disease, treatment, operation or other
condition
 Whose medical condition requires provision of special services (i.e., stretcher, oxygen), other medical
assistance or the carriage of special medical equipment
See a sample MEDIF in the IATA Medical Manual
http://www.iata.org/publications/Documents/medical-manual.pdf
8.8.7 Frequent Traveler’s Medical Card

In order to facilitate air travel by regular passengers who are permanently or chronically incapacitated, any
operator’s reservations department may provide a standard Frequent Traveler’s Medical Card (FREMEC) or
equivalent.
Please see the IATA Medical Manual: http://www.iata.org/publications/Documents/medical-manual.pdf
The provision of such cards is governed by the issuing operator’s terms and conditions. Whenever special
assistance or handling is required, the Information Sheet for Passengers Requiring Special Assistance should be
used to obtain the detailed requirements.
8.9 Medical Equipment

The following medical equipment may be provided in accordance with individual operator policies and the
respective government regulations:
 Wheelchairs
 Oxygen
 Incubators
 Stretchers
 Devices for supporting limbs
 Mobility aids
 Any other specialized equipment to support incapacitated passengers
8.9.1 Wheelchairs
Electrically operated wheelchairs must be carried in accordance with dangerous goods regulations.
Collapsible/folding wheelchairs or mobility devices powered by lithium batteries may be carried in the cabin or the
hold provided the battery is removed and carried in the cabin in accordance with dangerous goods regulations.
Passengers travelling with their own folding wheelchair or other assistive device may request it to be carried in
the passenger cabin where storage facilities are available. Where facilities do not exist, the wheelchair or assistive
device should be loaded into the baggage hold in such a way that it is easily accessible for a timely return to the
passenger.

8.9.1.1 Onboard Wheelchairs

Aircraft with accessible lavatory facilities should be equipped with an onboard wheelchair.
An aircraft that is not equipped with accessible washrooms should carry an onboard wheelchair when a PRM
requests one, subject to the aircraft having the capacity to stow and restrain such equipment.
Onboard wheelchairs should be designed to permit the easy transfer of an occupant and easy maneuvering of the
wheelchair, and should include:
 Footrests and armrests that are moveable or removable

 An occupant restraint device
 Wheel locks or other adequate means to prevent the chair from moving during transfer or turbulence
8.9.2 Oxygen
IOSA CAB 3.4.14 The Operator shall have a policy that defines the acceptance of passengers that have the
potential need for supplementary oxygen and, if such passengers are accepted, procedures for the
administration and stowing of supplementary oxygen
Operators should formulate procedures to ensure the safe administration of oxygen, when necessary. The use of
compressed oxygen should not be permitted near a source of ignition. It is, therefore, important to reinforce a no
smoking policy in the vicinity.
8.9.3 Stretchers
The rules concerning the exact number of seats and the locations required for the installation of stretchers or
similar devices (i.e., couches, divans) on board vary between carriers and aircraft types.
Assistants are always required for passengers needing a stretcher and they should be seated next to the
passenger for whom they are caring, and occupy a seat towards the aisle.
8.9.4 Loading of Special Equipment

Special equipment required by PRMs in connection with their trip, if not carried in the passenger cabin, should be
loaded in the baggage hold where it is easily accessible for timely return to the passenger. Any such item should:
 Be properly identified and tagged

 Always travel with the passenger
 Be loaded in such a way as to be readily and immediately available at transfer and destination points
For more information, see IATA Resolution 745b in the IATA Passenger Services Conference Resolutions Manual,
which is available for purchase at http://www.iata.org/publications/store/Pages/passenger-services-conference-
resolutions-manual.aspx
8.9.5 Mobility Aids

Mobility aids such as canes, walking sticks and frames should be stowed during the flight in a manner as to prevent
them from sliding into the aisle, obstructing access to emergency exits or becoming a dangerous projectile during
an emergency or turbulence.
Electrically operated mobility aids may only be carried in accordance with dangerous goods regulations, ref 7.7.3.

8.10 Service Animals

Dogs (or other animals as approved by State regulators) brought into the cabin should be properly harnessed and
remain with the passenger throughout the flight. Cabin crew and other passengers should not approach the
animal. Food and water should only be provided at the owner’s request. Guidelines regarding service animals on
board include the following:
 Operators should not impose charges for transporting service animals.

 PRMs and aircraft operators should take the steps necessary to comply with the animal health regulations,
if any, of the State of arrival, to permit the legal transportation of a service animal into the destination
airport.
If the use of a service animal is required by a PRM, aircraft operators should provide seating with sufficient space
so that the animal can remain on the floor at the passenger’s seat, in accordance with applicable safety
regulations. This may require an extra seat to be provided by the aircraft operator or purchased by the passenger
in order for there to be enough floor space for the animal to lie down, without discomfort to the animal, the PRM
or other passengers. The accommodation should ensure that the animal is able to carry out its duties without
contravening safety regulations.
The following should be considered when determining the required amount of floor space:
 A service animal should have sufficient space to be able to assume other positions besides a “tight curl”,
especially on long flights.
 Entry paths of seat rows affect the space available for a service animal to lie down. An entry path for this
purpose is measured from the front of the seat cushion to the back of the seat in front, and should be wide
enough for the animal to get in and out of the row without having to be squeezed through the space.
 No part of a service animal should have to extend into an aisle where it could get in the way of carts or
people walking.
 Sufficient space is required to allow a PRM to sit without his/her legs or feet lying on or under the service
animal, which may result in injury to the person if the animal is startled or gets up quickly for any reason.
In an emergency evacuation, the service animal and the owner will evacuate normally with other passengers.
If the aircraft diverts to a country that does not permit animals to travel without quarantine restrictions, the service
animal and the owner/handler must remain on board until a container is made available. If permitted landside,
local quarantine procedures will apply.
8.10.1 Emotional Support or Psychiatric Service Animals

Emotional support or psychiatric service animals are usually not accepted on most domestic or international flights;
however, for flights inbound or outbound of the United States, operators should be aware of the applicability of the
U.S. Department of Transportation (DOT) 14 CFR Part 382, Non-discrimination on the Basis of Disability in Air as
related to emotional support animals. Acceptance under this regulation usually includes the following stipulations:
 A dog is accepted as an emotional support or psychiatric service animal

 On U.S. codeshare flights (domestic, trans-border and international), an operator may be required to
accept other types of emotional support or psychiatric service animals
 It is recommended that the emotional support or psychiatric service animal be harnessed and seated at
the passenger’s feet during the flight
For more information and to ensure compliance with the applicable regulations, refer to U.S. DOT at:
www.dot.gov/contact-us

Safety Equipment and Systems
Section 9—Safety Equipment and

Systems
All aircraft are equipped with various safety equipment and systems. Operators should ensure that cabin crew
receive training to understand the function and operation of cabin emergency equipment and to execute
associated preflight checks. All cabin crew should be familiar with the location and use of all safety equipment and
systems on board the aircraft. For medical equipment, refer to 18.9.
The aircraft manufacturer will supply the Master Minimum Equipment List (MMEL) to the operator that lists the
minimum systems and equipment with which the aircraft is considered safe to operate. The operator will in turn
determine their own Minimum Equipment List (MEL) that details the systems and equipment required for operation
and the intervals by which equipment must be repaired or replaced.
9.1 Preflight Checks

IOSA CAB 4.1.1 The Operator shall have procedures to ensure the availability, accessibility and serviceability
of aircraft cabin emergency systems and equipment for passenger flights. Such procedures shall include a
preflight inspection of systems and equipment, which, as a minimum, shall be conducted by the cabin crew or,
if applicable, by the flight crew prior to the first flight:
(i) After a new cabin crew has assumed control of the aircraft cabin;
(ii) After an aircraft has been left unattended by a flight crew or cabin crew for any period of time.
CAB 4.1.2 The Operator shall have a process that permits the cabin crew to report the existence of
malfunctioning aircraft equipment prior to and after the completion of a flight.
Prior to each fight, the cabin crew should ensure that all safety equipment in the cabin is operative. The cabin
crew should check that it is available, accessible, ready for use and secured in its designated stowage location
and sealed (if applicable). A process should be in place to ensure that equipment expiry dates are not exceeded.
Some operators include this in the cabin crew checks, while others require maintenance teams to check this at
regular intervals.
In the event of any discrepancy, the MEL is used by the crew and maintenance/engineering personnel to verify
details as to which equipment should be operational, under what conditions, for a flight to be dispatched. It also
lists the items that may be missing or inoperative, as applicable to each aircraft type.
If any safety equipment is missing or deemed inoperative, the cabin crew should immediately advise the SCCM
to ensure the equipment is replaced or repaired as per the MEL. The SCCM will advise the PIC who will advise
engineering/maintenance personnel. Operators should publish procedures for cabin crew to report any missing or
faulty equipment and ensure that all cabin crew are advised prior to departure.
9.2 Usage of Equipment

All service and safety equipment on board should be used only in accordance with the manufacturer’s instructions.
After using emergency equipment, the cabin crew should always advise the SCCM and the PIC so that its use
can be reported to maintenance teams for checking and/or replacement.
Depending on the item used, additional procedures may be necessary in order to stow it safely for landing until it
can be replaced. Procedures should be determined in order to ensure that depleted or used equipment is not
confused with serviceable equipment. For example:

 Marking it as inoperative
 Stowing in an alternative appropriate location
Note: Used Protective Breathing Equipment (PBE), such as smoke hoods, are considered dangerous goods
due to the chemicals contained inside the oxygen generators. These must be handled with care in
accordance with dangerous goods regulations.
9.3 Axes
Equipment Applicability Requirement
Equipped with a minimum of one crash axe or crowbar

located on the flight deck and/or the passenger cabin. (GM)
Crash axe or crowbar All aircraft in its fleet. MNT Table 4.12 (iii)
Note: Unless constrained by certification or security
requirements of the Authority and/or State.
An axe is stored on the aircraft as per regulatory requirements and security considerations. Passengers should
not be able to identify the location of the axe through placarding and cabin crew should ensure that its location is
not made evident to passengers.
9.4 Bassinets
Bassinets are devices intended for the comfort and safety of infants, and the convenience of guardians, and must
be used in accordance with manufacturer’s instructions. Bassinets are usually intended for use during flight, but
not during taxi, takeoff and landing. Use of the device is restricted by infant size and weight.
An infant should be secured when using a bassinet at all times in case of unexpected turbulence. An infant should
be removed from a bassinet and secured in an approved restraint device in the event of turbulence unless the
bassinet type is approved for use in this situation.
9.5 Cabin Crew Stations

Equipped with forward or rearward facing seats at each

All aircraft in its fleet
emergency evacuation station for use by cabin crew
Cabin crew seats utilized for passenger
members as specified in CAB 3.1.1. Such seats shall be
flights with cabin crew.
located near floor level exits and fitted with a safety harness.
 The safety harness consists of the seat belt and shoulder straps.
 Aircraft are equipped with the specified seats to accommodate the required minimum number of cabin
crew members at the emergency evacuation stations.
 Under certain circumstances, additional cabin crew members (above the required minimum number)
may sit in passenger seats (with lap belts only) provided qualified cabin crew members occupy all seats
at the emergency evacuation stations.
Cabin crew stations vary according to aircraft type. Components include, but are not limited to:
 Crew seat/spring-loaded jump seat

 Lap belt/shoulder harness (retractable/non-retractable)
 Portable emergency equipment
 PA/interphone system

9.6 Cabin Crew High-visibility Outerwear

Cabin crew should be easily identifiable in the cabin and outside the aircraft following an evacuation. It is
recommended that, where an operator issues a variety of different uniforms to its cabin crew, or the uniform is not
easily distinguishable from regular passenger clothing, the provision of additional high-visibility outer garments be
considered for use in an emergency situation.
Some airport bylaws also require the use of high-visibility clothing by crew at any time while walking on the apron
area outside the aircraft.

9.7 Doors and Exits

Doors are classified according to their size and design, and each allows a specific maximum number of seats to
be installed on the aircraft.
Type Description Seats

Type I Floor-level exit with a rectangular opening of not less than 61 cm (24 in) wide by 1.22 45
m (48 in) high, with corner radii not greater than 20.3 cm (8 in).
Type II Rectangular opening of not less than 51 cm (20 in) wide by 1.12 m (44 in) high, with 40
corner radii not greater than 17.8 cm (7 in). Type II exits must be floor-level exits unless
located over the wing, in which case they must not have a step-up inside the aircraft
of more than 25 cm (10 in) nor a step-down outside the aircraft of more than 43 cm (17
in).
Type III Rectangular opening of not less than 51 cm (20 in) wide by 91.4 cm (36 in) high with 35
corner radii not greater than 17.8 cm (7 in), and with a step-up inside the aircraft of not
more than 51 cm (20 in). If the exit is located over the wing, the step-down outside the
aircraft may not exceed 69 cm (27 in).
Type IV Rectangular opening of not less than 48 cm (19 in) wide by 66 cm (26 in) high, with 9
corner radii not greater than 16 cm (6.3 in), located over the wing, with a step-up inside
the aircraft of not more than 73.7 cm (29 in) and a step-down outside the aircraft of not
more than 91.4 cm (36 in).
Type A Floor-level exit with a rectangular opening of not less than 1.07 m (42 in) wide by 1.83 110
m (72 in) high, with corner radii not greater than 17.8 cm (7 in).
Type B Floor-level exit with a rectangular opening of not less than 81.3 cm (32 in) wide by 75
182.9 cm (72 in) high, with corner radii not greater than 15.3 cm (6 in).
Type C Floor-level exit with a rectangular opening of not less than 76.2 cm (30 in) wide by 55
121.9 cm (48 in) high, with corner radii not greater than 25.4 cm (10 in).
Other types of exits may also be installed:
Type Description
Ventral An exit from the passenger compartment through the pressure shell and the bottom fuselage skin.
The dimensions and physical configuration of this type of exit must allow at least the same rate of
egress as a Type I exit with the aircraft in the normal ground attitude, with landing gear extended.
Tail An aft exit from the passenger compartment though the pressure shell and through an openable
Cone cone of the fuselage aft of the pressure shell. The means of opening the tail cone must be simple
and obvious, and must employ a single operation.
Flight One exit on each side of the aircraft or a top hatch. Each exit must encompass an unobstructed
Deck rectangular opening of at least 48.3 cm by 50.8 cm (19 by 20 inches) unless satisfactory exit utility
Exit can be demonstrated by a typical crewmember.
Depending on the type of door/exit and its height from the ground, an escape device is usually fitted. This could
include:
 A slide or slide raft (See 9.25)

 An escape rope
 Integral stairs
 An inertia reel descent device

9.8 Emergency Lighting

All aircraft in its fleet utilized for

passenger flights with or without cabin
Cabin emergency escape crew, and with more than 9 passenger Equipped with a cabin emergency
path lighting seats for which the individual certificate escape path lighting system.
of airworthiness was first issued after 1
January 1958.
The aircraft is fitted with an emergency floor path lighting system to assist passengers and crew during an
evacuation in both dark and smoke-filled cabins. Other fixed emergency lighting systems include:
 Ceiling flood lights

 Exit lights
 Exterior lights
 Integrated lights on slides and slide/rafts
9.9 Emergency Locator Transmitters

Equipped with ELT(s) which operate

Emergency Locator
All Aircraft in its fleet. on 121.5 MHz and 406 MHz
Transmitters (ELTs)
simultaneously. (GM)Table 4.12 (v)
All aircraft utilized for international flights,
with more than 19 passenger seats, for Equipped with a minimum of either one
which the individual certificate of automatic ELT or two ELTs of any
airworthiness is first issued before 1 July type. (GM) MNTTable 4.12 (v)
2008.
with 19 passenger seats or less, for which Equipped with a minimum of one ELT
the individual certificate of airworthiness is of any type. (GM)Table 4.12 (v)
first issued before 1 July 2008.
with more than 19 passenger seats, for Equipped with a minimum of two ELTs,
which the individual certificate of one of which shall be automatic.
airworthiness is first issued after 1 July (GM)Table 4.12 (v)
2008.
with 19 passenger seats or less, for which Equipped with a minimum of one
the individual certificate of airworthiness is automatic ELT. (GM)Table 4.12 (v)
first issued after 1 July 2008.
Note: The specifications of this provision are applicable to all aircraft utilized to conduct international flights unless the State
differentiates between domestic and international flights for the purpose of establishing ELT equipage requirements. In such
cases, a state's domestic regulations, which typically apply to flights within the territory of that state, may be extended by a
special authorization, issued by the Authority, to encompass specific flights to/from airports in nearby states. The
specifications of this provision would not apply to aircraft used to conduct such international flights if the requirements
specified in the special authorization, as well as the regulations established by the applicable nearby state(s), define ELT
equipage requirements.

9.10 Hand-held Fire Extinguishers

Equipment Applicability Requirement Notes
Equipped with hand-held fire

extinguishers uniformly distributed
Note: Hand-held
throughout the passenger cabin (when
All aircraft in its fleet fire extinguishers
two or more extinguishers are
Hand-held fire utilized for passenger shall be of a type
required), readily accessible at each
extinguishers flights with or without cabin that will minimize
galley not located on a main passenger
crew. the hazard of toxic
deck, and if applicable, available for use
gas concentration.
in each cargo compartment that is
accessible to the crew.
The requirements for hand-held fire extinguishers in this provision are applicable only to areas of the aircraft
other than the flight deck. Specific requirements for the flight deck are contained in ISM Section 2 (FLT).
The minimum number of hand-held fire extinguishers required for passenger aircraft is determined by the
Authority, and is typically based on the number of passengers the aircraft is authorized to carry. The following
list provides the typical minimum numbers of hand-held fire extinguishers based on aircraft passenger seats:
Seats installed Number of fire extinguishers Seats installed Number of fire extinguishers
7 to 30 One (1) 301 to 400 Five (5)
31 to 60 Two (2) 401 to 500 Six (6)
61 to 200 Three (3) 501 to 600 Seven (7)
201 to 300 Four (4) 601 or more Eight (8)
Cabin fire extinguishers typically contain halon 1211 (BromoChlorodiFluromethane – BCF) or water as the
extinguishing agent.
Where both types are carried on the same aircraft, they should be easily distinguishable from each other by cabin
crew. Halon replacement chemical fire extinguishers are currently being evaluated.
9.11 Automatic Fire Extinguishers


passenger flights with or without
Lavatories are equipped with a built-in fire
cabin crew, with 20 or more
extinguisher system for each lavatory
Built-in fire extinguisher passenger seats, and for which the
receptacle intended for the disposal of
application for certification was
towels, paper or waste.
submitted on or after
2 March 2004.
In certain regulatory jurisdictions there is typically a requirement for the fire extinguisher to discharge
automatically into each lavatory waste receptacle in the event of a fire.
On aircraft with more than 19 seats, built in fire extinguishers are installed immediately above waste bins in each
lavatory. These are designed to activate automatically when heat is present in the waste bin. Care should be
taken to ensure that the action of lining the waste bin container does not obstruct the extinguisher discharge
nozzles.

9.12 Non-mandatory Firefighting Equipment

Operators may choose to equip their aircraft with additional non-mandatory firefighting equipment for cabin crew
use, such as:
 Protective gloves
 Fire containment devices/bags
 A crowbar
9.13 Fixed Oxygen Systems

IOSA FLT 4.3.5 If the Operator utilizes aircraft operated at flight altitudes greater than 10,000 feet (less than
700 hPa), but pressurized to maintain a cabin altitude of less than 10,000 feet (greater than
700 hPa), the Operator shall ensure all such aircraft can descend to an altitude after a loss of pressurization
that will allow continued safe flight and landing and are equipped with oxygen storage and dispensing
apparatus in accordance with requirements of the Authority and, as a minimum, also ensures:
i. The aircraft can continue at a pressure altitude that will allow continued safe flight and landing;
ii. An amount of stored supplemental oxygen, in accordance with the requirements of the
iii. Authority, and, as a minimum, to supply:
(a) The flight crew for any period the cabin altitude would be above 10,000 feet;
(b) All aircraft occupants for any period the cabin altitude would be above 15,000 feet;
(c) The flight crew and all aircraft occupants in accordance with a) and b) as appropriate for the
route to be flown.
iv. For aircraft that do not operate above 25,000 feet, the amount of stored oxygen for aircraft occupants
specified in ii) b) above may be reduced, in accordance with the requirements of the Authority, if at all
points along the route to be flown, the aircraft is able to descend safely within 4 minutes to a cabin
pressure altitude of 15,000 ft. or less.
Aircraft are equipped with fixed oxygen systems to provide oxygen to passengers and crew in the event of a
depressurization. There are two types of fixed oxygen systems, depending on the aircraft type:
 Gaseous system, supplied by oxygen tanks

 Generator-based system, supplied by a chemical reaction within each generating unit
Regardless of which system is used, in the event of a depressurization, oxygen masks will drop down from
compartments in Passenger Service Unit above each row of seats or from seatbacks in front of passengers, above
cabin crew seats and inside crew rest areas and lavatories.
9.14 Flashlights
All aircraft in its fleet utilized for Equipped with a flashlight (torch) at each
Flashlight (torch)
passenger flights with cabin crew. required cabin crew station.
If the operator requires individual cabin crew members to carry flashlights to ensure compliance, a process could
be in place that verifies such carriage, ensures flashlights are in working order and defines the location(s) for
stowage during flight.
In addition to the installation of emergency flashlights, some operators require cabin crew to carry their own
personal flashlight to be used whenever the cabin is dark.

9.15 Life Vests/Jackets and Floatation Devices

Equipped with a minimum of one life jacket

Life jacket (or equivalent All passenger aircraft in its fleet
or equivalent individual floatation device for
individual floatation utilized for over-water passenger
each person on board, accessible from
device) flights with or without cabin crew.
individual seating positions.
All passenger aircraft in its fleet Equipped with a minimum of one life jacket
utilized for over-water passenger or equivalent individual floatation device for
flights, flying over 93 km (50nm) each person on board, accessible from
over-water with or without cabin individual seating positions, and fitted with a
crew. means for electric illumination.
 Seat cushions that are designed to float are considered individual floatation devices.
 Life vests/jackets are available in two sizes: adult/child and infant. These are usually found under each
passenger seat or in the armrest (premium cabin), at cabin crew seats and in designated stowage
locations (i.e., for infant life vests and additional adult/child life vests).
 Infant flotation cots may be provided in place of infant life vests/jackets. These provide an enclosed
survival space for small infants in a water evacuation.
State regulations might permit baby survival cots or infant life jackets to be stowed together in one or more
common locations (e.g. in a bustle or doghouse). Under such circumstances, an operator would typically have
procedures to ensure such items are distributed to the parents of infants when required.
Some State regulators require operators to provide infant life vests/jackets to passengers travelling with infants
and ensure that they are stowed within reach from the seated position during takeoff and landing.
9.16 Megaphones
A megaphone is a battery-operated loudspeaker that enables cabin crew to give instructions to passengers and
crew during or after an evacuation (outside the aircraft).

Equipped with portable battery-operated
megaphones, stowed in a manner to be
readily accessible for use by crew
members. Aircraft shall be equipped with:
Megaphones a. One megaphone for aircraft with
passenger flights with cabin crew.
60 to 100 passenger seats;
b. Two megaphones for aircraft
with more than 100 passenger
seats.
If located in overhead bins or other cabin compartments, megaphones, in order to be readily accessible, would
be kept free from and/or not covered by cabin baggage, cabin supplies or other items.
9.17 Passenger Address System

The Passenger Address (PA) system enables crewmembers to broadcast an announcement to all passengers.
Handsets/microphones are typically located at crew stations, while speakers are located throughout the aircraft
cabin, including in the lavatories, galleys and crew rest areas.

9.18 Passenger Safety Information Cards

IOSA CAB 4.2.1 If the Operator conducts passenger flights with or without cabin crew, the Operator shall ensure all
passenger aircraft in its fleet are provisioned with a safety information card accessible to each passenger, which contains
appropriate information, instructions, restrictions or locations relevant to:
i. Seat belts;
ii. Emergency exits;
iii. If applicable, emergency escape path lighting;
iv. Life jackets (personal flotation devices), if required;
v. Passenger oxygen masks;
vi. Smoking restrictions.
9.18.1 Design and Location

Safety Briefing Cards should contain only information that is essential for safety. Advertising, schedules and
promotional information is not safety-related and should not be included.
The Safety Briefing Card must be designed and located so that the seated passenger will be able to see it and
have access to it when placed in its normal location. The Safety Briefing Card should be large enough so that,
when placed in its normal location, the passenger seated for taxi, takeoff and landing will be able to visually locate
and identify the card. It should not be possible for the card to slip out of sight of the passenger. The card should
have an eye-catching title or symbol identifying it as safety and emergency instructions for passengers. The mode
of presentation should be diagrammatic or pictorial, limiting written information to the extent possible.
When developing Safety Briefing Cards, it is recommended that operators use international symbols. All depictions
should be easy to understand. Cards should also be interesting and attractive so passengers will want to read
them. For example, a multi-colored card with pictures and drawings will be picked up and read more often than a
black-and-white card.
Safety Briefing Cards should use standard colors: green for actions passengers can do and red for actions
passengers cannot do. It is recommended to use standard symbols when highlighting an exit or an action to be
followed. For example, emergency exits should be highlighted in green in accordance with those used on the
ground in terminal buildings. When highlighting an exit that should not be used in certain situations, such as an
over-wing exit on water, the exit should be indicated in red with a cross going through it.
The following features are normally included, but this is not an exhaustive list of typical information contained in a
card:
 Seat belts
 Emergency exits (location and operation)
 Egress assistive devices (i.e., slides or slide rafts)
 Bracing positions
 Emergency escape path lighting
 Life jackets (personal flotation devices)
 Passenger oxygen masks
 Smoking restrictions
 PED restrictions
If a multi-step process is included in a card (such as donning a life vest or detaching a slide), all operational steps
should be depicted.
It is recommended that Safety Briefing Cards be issued with a stock control or version number, so that audits can
be carried out to ensure that the correct and up-to-date version is installed on each aircraft.

9.19 Passenger Seats

Equipped with a seat (or berth) for each person
All aircraft in its fleet utilized for over a specific age as determined by the State,
Seats and associated
passenger flights with or with each seat (or berth) fitted with a safety
restraint devices
without cabin crew. harness, seat belt or restraining device.
Passenger seats vary according to aircraft size and features as well as commercial considerations. In addition to
the mandatory seatbelt, most have the following components:
 Seat recline button

 Reclining seatback
 Underneath stowage area for carry-on baggage
 Life vest stowage
In addition, electrically operated seats usually include:
 Recline mechanism
 Leg rest mechanism
 Other attached features such as controls for the IFE
Operator procedures should include a method for checking serviceability of seats before departure, either by
maintenance personnel or cabin crew. Where any part of a seat is unserviceable, the MEL should be checked
before departure to determine whether use of the seat or others in the same area are restricted.
9.20 Seatbelts
All passenger and crew seats are fitted with a seatbelt (or safety harness for crew) to restrain the occupants.
CAB 3.4.4 The Operator shall have cabin crew procedures that require all passengers to be seated with
their seat belts (or harness or other restraint provided) fastened:
i) For the taxi, takeoff and landing phases of a flight;

ii) Prior to and/or during turbulence;
iii) When the PIC considers it necessary for the safety of the flight
9.20.1 “Y Fixing” Seatbelts

Front row seats and those positioned close to a bulkhead or similar obstruction may be fitted with a Y-belt fixing.
At the point where the seatbelt is anchored to the seat, the belt splits into two separate anchorage points. This
changes the dynamics of the occupant during an impact reducing the likelihood of head injury.
9.20.2 Airbag Seatbelts

Front row seats and those positioned close to a bulkhead or similar obstruction, or seats positioned at an angle
from the forward-aft axis of the aircraft, may be fitted with an integral airbag within the seatbelt. The airbag is
designed to deploy automatically during a significant impact, reducing the likelihood of head injury for the
occupant. Airbag seatbelts are not typically compatible with the use of a Child Restraint System in accordance
with manufacturer’s instructions.

9.20.3 Three-point Seatbelts

Three-point diagonal fixing seatbelts are occasionally installed in premium seats, including those positioned at an
angle away from the forward/aft axis of the aircraft. The intent of the three-point harness is to protect the occupant
from contact with the forward side of the seat shell.
In some cases, use of the shoulder harness is not recommended for smaller seat occupants. Operators should
check the manufacturer’s specification and ensure compliance with certification requirements.
Passengers using such seatbelts should be made aware that when fitting a life vest/jacket while seated, there is
an increased likelihood of inadvertently securing the straps around the seatbelt, or inadvertently fitting the life
vest/jacket over the shoulder strap. Operators should ensure that procedures include briefing the passengers to
remove the shoulder strap while fitting a lifejacket.
Operators should also review the emergency brace position for passengers using a three point harness and
ensure that instruction is provided on the Passenger Safety Information Card.
9.20.4 Extension Seatbelts

Passengers who are unable to fasten a seatbelt due to their size should be provided with an extender that is
compatible with the seatbelt buckle and fabric, and is approved and certified as compatible.
Seatbelt fabrics are manufactured to different standards of elasticity; therefore, passengers should not be
permitted to use their own extender or one from another carrier unless it can be determined as compatible.
9.20.5 Cabin Crew Seat Harness

Cabin crew seat harnesses may vary between aircraft, but are typically four-point harnesses securing over the
shoulders and across the hips.
Operators should ensure that cabin crew are trained in the correct operation of the harness to minimize the
likelihood of injury during an impact. Harnesses should be worn low and tight across the hips and with fastenings
positioned correctly in accordance with manufacturer’s instructions.
9.21 Portable Oxygen Bottles

All pressurized aircraft in its fleet Equipped with oxygen storage and dispensing
Oxygen storage and utilized for passenger flights with apparatus that can be used by cabin crew
dispensing apparatus cabin crew, at flight altitudes members when administering supplemental
above 10,000 feet. oxygen.
Portable oxygen bottles are on board in accordance with regulatory requirements. These are used post-
depressurization or to be administered to those with medical problems.

9.22 Protective Breathing Equipment

Protecting Breathing Equipment (PBE) typically refers to devices used by cabin crew while carrying out firefighting
procedures, i.e. smoke hoods.
Equipped with a portable unit of protective

breathing equipment (PBE) installed:
All pressurized passenger aircraft a. adjacent to each hand-held fire

in its fleet, and all unpressurized
Protective Breathing extinguisher as specified above, or
passenger aircraft in its fleet
Equipment (PBE) adjacent to each required cabin crew
having more than 19 passenger
seats. station, whichever is fewer; and
b. where a hand-held fire extinguisher is
located in a cargo compartment,
outside but adjacent to that cargo
compartment.
PBE units would typically be installed within approximately one meter (three feet) of each hand-held fire
extinguisher.
Portable PBE units are designed to provide breathing gas for 15 minutes at a pressure altitude of 8,000 feet.
9.23 Restraining Devices for Unruly Passengers

Some operators provide restraining handcuffs or ties for cabin crew to utilize in the event that an unruly passenger
requires restraining. Cabin crew should be trained in their location and use.
9.24 Safety Demonstration Kits

Safety demonstration kits should be provided where necessary to allow cabin crew to demonstrate safety
procedures effectively. Demonstration equipment should be representative of the actual equipment carried in the
cabin where it is being shown. A safety demonstration kit usually contains the following:
 Seatbelt.
 Life vest.
 Oxygen mask.
 Passenger safety information card.

9.25 Slides, Slide/Rafts and Life Rafts

Equipped with lifesaving rafts with sufficient
capacity to accommodate all persons on
board, with each raft stowed in a manner to
facilitate ready use during a ditching
emergency. Lifesaving rafts shall contain:
Lifesaving rafts long-range over-water passenger
flights with or without cabin crew. a. Life-sustaining equipment as appropriate
to the flight to be undertaken; and
b. Equipment for making pyrotechnical
distress signals.
Where fitted, slides or slide/rafts are installed on the inside of the cabin door, or externally inside the fuselage of
the aircraft. They are designed to inflate automatically within a few seconds when opening a door in armed mode.
Escape slides and slide/rafts are usually fitted with a manual inflation mechanism that allows cabin crew to inflate
the slide if the automatic system fails. Manufacturers typically recommend using the manual inflation system only
if the automatic inflation fails.
Slides and slide/rafts are often fitted with:
 Slide release handle(s) to allow release from the aircraft

 Lanyard and mooring line with breakpoint
 Apron slide handles to allow their use as a slide if they become deflated
Additionally, slide/rafts are usually fitted with:
 Hand pump fitting

 Lights
 Boarding station
Where slide/raft capacity is not sufficient to accommodate all persons on board, additional life rafts may be
required. These are typically installed in overhead/ceiling compartments in the cabin. Operators should ensure
that ditching procedures include instructions on the removal and launching of any additional life rafts.
9.26 Emergency/Survival Equipment

Emergency/survival equipment is typically installed in a pack inside the slide/raft or life raft containing equipment
such as:
 Heaving line
 Hand pump
 Canopy
 Survival kit containing:
o Flare(s)
o Signaling Mirror
o Compass
o Flashlight (water activated)
Supplemental kits containing additional equipment may also be required depending on the route and regulations.

9.27 Smoke Detectors

Aircraft are fitted with smoke detectors in the lavatories, crew rest compartments and main deck cargo
compartments on COMBI aircraft.

passenger flights with or without Lavatories are equipped with a smoke
Smoke detection system detection system. (GM)Table 5.5 (vii)
cabin crew, and with 10 or more
passenger seats.
In certain regulatory jurisdictions there is typically a requirement for the lavatory smoke detection system to
provide a warning that can be readily detected by the flight and/or cabin crew.

Section 10—Aircraft Door Safety

When formulating door operation policies, operators should ensure the following procedures are included:
Door opening – On arrival, after being left unattended (e.g., parked overnight), during maintenance, for
ventilation, during servicing, etc.
Door closing – On departure, during maintenance, after servicing, etc.
Abnormal conditions – To remove obstruction when arming, to allow maintenance to re-board to resolve
a fault after original departure, to allow additional catering to be loaded, etc.
Each of these situations poses differing risks and hazards that should be identified and managed through SMS
risk assessment processes.
10.1 Risk Assessment – Door Procedures

Door opens rapidly with force. Residual pressurization inside the Cabin crew pulled outside aircraft.
cabin pushes door outwards with
Injury to ground staff or other
force.
persons outside aircraft.
Occupant falls from aircraft. Door left open and unsecured Injury or incapacitation of
without platform or servicing passenger, crew or staff.
equipment in place.
Entrapment/entanglement with Loose uniform or clothing items Injury or incapacitation.
door. caught in doorframe during
closure.
Fingers trapped in door during
closure.
Inadvertent deployment of Distraction during normal opening Delays and associated costs.
slide/escape device. procedures resulting in opening
Injury to persons outside aircraft.
door in armed mode.
Fatigue.
Human factors.
Obstruction to door arming Waste/debris in doorsill area Inability to arm door for departure.
system.
Wet floor area around entry door. Environmental conditions Slip and injury or incapacitation
(precipitation).
Raised step at doorsill. Misalignment of ground Trip and injury or incapacitation
equipment.
It is recommended that procedures include:
 Responsibility of door opening and closing to be clearly assigned to either ground staff or cabin crew
 When opening or closing a door, physical assistance should not be provided by any other person

 Coordination and communication throughout door opening and closing procedures

 Ensuring that floor areas are dry and clear of debris before door closure
 Loose clothing items (i.e., ID lanyards, ties, scarves) are secured before door operation
 Ground servicing equipment or other platform are in place whenever doors are open or in use
 Abnormal situations such as door reopening, partial opening, etc.
 Methods to confirm that steps/air bridge are positioned correctly before door opening
 Coordination with PIC before door opening/closing
 Signs and indications of residual pressurization and actions to be taken
10.2 Operation of Aircraft Doors

Operators should ensure that they have clear policies and procedures for both cabin crew and ground staff with
respect to the operation of aircraft doors on arrival and departure. Areas of responsibility, both on the ground and
in the aircraft, should be clearly set out.
Effective communication between staff on the ground and in the aircraft is essential for the operation of cabin
doors. Cabin doors (i.e., passenger entrance and service doors) should be operated by qualified staff, either from
the outside or inside of the aircraft, depending on the aircraft type.
10.2.1 Door Operation Policy

Cabin doors can be opened from inside or outside but should only be operated by specially trained and qualified
staff.
An operator should choose whether to apply door opening from inside, door opening from outside or a mixed
procedure. This will depend on aircraft type and variants in its current fleet and the evaluation of hazards and
consequences.
Policy Considerations
Opening from outside  Some aircraft types include design features which automatically disarm the
escape device when the door operating handle on the outside is moved. If this
is the case, opening from outside will reduce the risk of ISD.
 Additional training of ground staff may be required.
 Operational environment – remote stands, or airports with limited number of
ground staff may prevent this policy from being adopted.
Opening from inside  Cabin crew may operate on several fleets where door opening procedures differ.
This could increase the risk of incorrect door operation and subsequent ISD.
 The presence of integrated air stairs on a particular aircraft type may require that
doors are only opened from inside.
Note: No cabin doors should be opened or closed without ground equipment in place.
Whether doors are opened from inside or outside, an operator should have clearly defined SOPs regarding
responsibilities within the cabin.

10.2.2 Cabin Crew Door Operating Responsibilities

Door responsibility should always be clearly assigned to the required cabin crew complement.
 Depending on the crew composition or aircraft type a cabin crew member may be responsible for two
doors (1 left and 1 right), or have no door responsibilities.
 In accordance with the operators SOPs, cabin crew assigned to door/s should conduct the pre-flight
checks, the opening/closing of the assigned door(s), and are responsible for arming/disarming the
assigned door(s).
 Cabin crew should perform these duties when instructed by the flight crew or the SCCM.
 Operators should require cabin crew to remain at their assigned door(s) during taxi, unless they are
performing safety related duties.
10.2.3 Departure - Door closing

The flight crew should always give the permission to close the main boarding door.
Confirm • Confirm with PIC that permission is granted to close the door
• Ensure that there are no obstructions outside which could prevent

Check proper door closure.
• Ensure the floor area at the doorway is dry and clear
• Move the door to the fully closed position.

Operate
• Conduct a check of the door to ensure it is fully closed
10.2.4 Preparing Doors for Departure

When the means of entry has been removed and on hearing the PA announcement: “Cabin crew prepare doors
for departure and crosscheck” crew members assigned responsibility for doors should:
• Stop everything you are doing and focus on the door.

Stop, Drop, Review • Drop your hands and let your eyes touch the door first.
• Review the door arming procedures.
• Conduct arming procedures, according to established SOPs and

Arm check the door “armed” status.
• Crosscheck the opposite door in accordance with SOPS - by

Cross Check walking across the cabin with a close up visual check or via
“thumbs up” signal to cabin crew member at opposite door
Confirm Door • This may be carried out by interphone, thumbs up signal, or

Status electronic confirmation through Cabin System Monitoring

10.2.5 Preparing Doors for Arrival
Operators may choose to disarm the door(s) slides/rafts when the aircraft makes the final turn toward the parking
bay or when the aircraft has come to a complete stop (engine shutdown) and the seatbelt sign is turned off.
The SOPs should specify whether the PA announcement should be made by the SCCM or the flight crew. On
hearing the PA announcement: “Cabin crew prepare doors for arrival and crosscheck” crew members responsible
for doors should:
• Stop everything they are doing and focus on the door.

Stop, Drop, Review • Drop their hands and let their eyes touch the door first.
• Review the door arming procedures.
• Conduct disarming procedures, according to established SOPs

Disarm and check the door "disarmed” status.
• Crosscheck the opposite door in accordance with SOPS - by

Cross Check walking across the cabin with a close up visual check or via
“thumbs up” signal to cabin crew member at opposite door
Confirm Door • This may be carried out by interphone, thumbs up signal, or

Status electronic confirmation through Cabin System Monitoring
10.2.6 Arrival – Door Opening

10.2.6.1 From Inside
Cabin crew assigned the opening of a door(s) must wait until the ground equipment is in place and for ground
personnel to give “two knocks” by hand on the outside of the door.
Note: If the ground staff has knocked on the cabin door and there is no response from the cabin crew a slow
count of 10 should be made and the above procedure must be repeated.
• Count to 10 to allow time for ground staff to retreat to a safe

Count distance.
Confirm • Confirm door is in disarmed mode
Operate • Move the door to the fully open position.
• Check steps/jetbridge is correctly positioned and guardrails

Check extended where appropriate.
Ground staff should not assist in opening the door in any way as attempting to assist could cause injuries.
For aircraft with integral stairs, cabin crew should check with flight crew prior to door opening to ensure
coordination and the safety of ground staff.
For those doors that require to be opened to assist in functions such as catering and cleaning of the aircraft, the
ground staff should follow the same procedure. If still no response is received, only ground staff that are trained

and authorized in cabin door operation may then approach the cabin door with caution and open the door from
the outside according to procedures.
10.2.6.2 From Outside

Ground personnel responsible for opening doors must ensure that the passenger loading bridge or platform is
securely in place.
• Knock twice on the door to be opened.

Knock
• Cabin crew confirm the door is disarmed
Confirm • Confirm signal from cabin crew that door is safe to be opened.
• Count to 10 to allow time for cabin crew to retreat to a safe

Count distance
Operate • Move the door to the fully open position.
• Check steps/jetbridge is correctly positioned and guardrails

Check extended where appropriate.
Cabin crews should not assist in opening the door in any way as attempting to assist could cause injuries.
10.2.7 Signals
In order to prevent injury to personnel and damage to aircraft and equipment due to misinterpretation, only
standard signals should be used to indicate to the cabin crew responsible for the door operation that:
 Ground equipment (i.e., passenger steps, passenger loading bridges, passenger transport vehicles/plane
mates and galley loading vehicles) are correctly positioned
 The area for deployment of integral stairways is free from obstruction
The standard signals usually used for these purposes are:
 Knocking at the door

 Thumbs-up signal
10.3 Removal of Ground Equipment from Aircraft Cabin Doors

Before removing ground support equipment from cabin access doors, the ground operator should advise the cabin
crew.
Ground support equipment must not be removed until the aircraft door has been closed. No cabin door (the door
that allows external access to the passenger cabin) should be opened, closed or left open without suitable ground
equipment correctly installed (exception: some operators may permit doors to be opened, provided a full-size net
or barrier safety strap is installed on the door).
Unless an emergency situation requires the slides to be deployed, cabin doors should only be opened when a
suitable piece of ground equipment is attached to the doorway area (i.e., jetway, aircraft steps, high-lift truck).
In the event that ground equipment is not available and the cabin requires cooling due to excessively hot
temperatures, effort should be made to have the air conditioning turned on.

Door barrier safety straps on open doors are only a “visual” barrier; they do not provide fall protection and are
intended only as a visual warning. Aircraft doors must never be left unprotected once opened by cabin crew. Some
operators’ policies and procedures require that a full-door safety net be fitted by a qualified person if a door is to
be opened with no platform in place.
10.4 Inadvertent Slide Deployment

Inadvertent slide deployments (ISD) are a serious threat to safety as they can cause serious injury or be fatal to
people in or around an aircraft, and the financial impact caused by delays and repairs is also significant.
In most cases, ISD events are attributed to human error rather than mechanical failure. The following
recommended procedures are aimed at mitigating the possibility of human error in both normal and abnormal
operations.
10.4.1 Communication and coordination

Communication, as well as transferring information, enhances situational awareness, allows problem solving to
be shared amongst crew members by enabling individual crew members to contribute appropriately and effectively
to the decision-making process. Inadequate communications between crew members and other parties such as
ground personnel, may lead to a loss of situational awareness, a breakdown in teamwork and ultimately to a bad
decision or series of decisions which result in a serious incident or even a fatal accident.
10.4.1.1 Communication and coordination for door opening
Event Flight Crew Cabin Crew Ground Personnel

Door opening from Check ECAM / EICAS (if Receive doors clear to open Position ground equipment,
inside applicable) and switch off from flight deck or SCCM. knock twice on the door
fasten seat belt sign. and retreat to a safe
On hearing two knocks on
Advise: position.
the door, check door/slide is
“Doors clear to open” to disarmed and open door.
cabin crew or SCCM
Door opening from Check ECAM / EICAS (if Receive doors clear to open Position ground equipment,
outside applicable) and switch off from flight deck or SCCM. knock twice on the door,
fasten seat belt sign. On hearing two knocks on receive “thumbs up”, count
Advise: the door, check that the door to 10 and before opening
is in disarmed mode, give a door
“Doors clear to open” to
“thumbs up” in the door
cabin crew or SCCM
window and step away from
the door.
10.4.1.2 Communication and coordination for door closing

Door closing Give permission to SCCM or Receive doors clear to close Assist from outside the
make a PA to close door(s) from flight deck or SCCM. aircraft in the initial closing
Check support platform is in (if applicable). Wait until
place, check for any door is fully closed, seated
possible obstruction before and the handle is stowed.
closing the door, close door
as per SOPs.

10.4.1.3 Communication and coordination for door re-opening

Door re-opening Contact ground personnel Receive information from Receive information from
requested by cabin to request door re-opening. flight deck or SCCM which flight deck that door must be
crew Advise SCCM or specific specific door(s) must be re- re-opened. Position ground
station to disarm slide. opened. Follow disarming equipment (if applicable)
Check ECAM / EICAS (if procedure; check door is in and knock twice on the door.
applicable) and advise “disarmed” mode. Upon Retreat to a safe position
“Doors clear to open”. hearing two knocks on the (opening from inside) or
door, check via door window receive thumbs up (opening
that area is clear and from outside)
support platform is in place,
and open door or give
thumbs up (opening from
outside) and step away from
the door
Door re-opening Receive information from Receive information from Contact flight deck and
requested by ground personnel that door flight deck or SCCM that inform that that door must
ground personnel must be re-opened. Advise door must be re-opened. be re-opened. Position
SCCM to advise specific Follow disarming ground equipment (if
station to disarm door(s). procedure, confirm slide is applicable) and knock twice
Check ECAM / EICAS (if disarmed and receive door on the door. Retreat to a
applicable) and advise clear to open. On hearing safe position (opening from
“Doors clear to open”. two knocks on the door, inside) or receive thumbs up
check via door window that (opening from outside)
area is clear and support
platform is in place, and
open door or give thumbs up
(opening from outside)

10.4.1.4 Communication and coordination for disarming and arming slides
Event Flight Crew SCCM Cabin Crew

Door disarming When the aircraft makes a If disarming command is On hearing the PA cabin
final turn toward the given by the SCCM, the PA crew should disarm slides,
parking bay or when the should be made once the check status and
aircraft comes to a aircraft has come to a crosscheck opposite door.
complete stop make a PA: complete stop. On receiving Confirm disarming to
“cabin crew prepare doors confirmation from each SCCM via the interphone
for arrival” (or a similar station that slides are and wait until PA or
command) Check ECAM / disarmed, check door status interphone call confirms:
EICAS (if applicable), on FAP (if applicable) and “doors clear to open”
make a PA or advise advise “doors clear to open”
SCCM doors clear to (if applicable)
open”.
Door arming Inform the SCCM or make If arming command is given On hearing the PA cabin
a PA: “Prepare doors for by the SCCM, the PA should crew should arm slides,
departure” (or a similar be made after the advice check status and
command). Crosscheck from flight deck. On receiving crosscheck opposite door.
door status on ECAM / confirmation from each Confirm arming to SCCM
EICAS (if applicable) station that slides are armed, via the interphone.
check door status on FAP (if
applicable)
10.4.2 Stop Drop Review

There is a link between ISD’s and distraction, fatigue, stress, complacency and other Human Factors. In order to
mitigate these, cabin crew should use the “Stop – Drop – Review” method. This is a quick silent review prior to
door arming/disarming (as applicable) with a focus on using proper SOPs.
Arming Door:
 Stop everything you are doing and focus on the door.

 Drop your hands and let your eyes touch the door first.
 Review the door arming and disarming procedures.
 Move arming lever to the ARMED position.
 Ensure door is armed.
 Crosscheck assigned doors.
 Stand by for “All Call/Interphone Call”.
Disarming Door:
 Stop everything you are doing and focus on the door.

 Drop your hands and let your eyes touch the door first.
 Review the door arming and disarming procedures.
 Move arming lever to the disarmed position.
 Ensure door is disarmed.
 Crosscheck assigned doors.
 Stand by for “All Call/Interphone Call”.

10.4.3 Cross Check Procedures

In order to validate the actions of each cabin crew member when arming and disarming doors and to help mitigate
the potential for human error, it is recommended that cross-checking procedures are included as part of door
arming and disarming.
The more comprehensive the cross-check procedure, the less likelihood of human error. However cross check
procedures should not be so complicated that they are difficult to achieve during periods of high workload of
preparation for departure or arrival.
Some operators choose a visual cross-check procedure, while others include a physical cross-check which
requires each crew member on opposite sides of the aircraft to stop what they are doing and move across to
witness the activity of the other.
Some operators also require the door “checker” to physically block the door operating handle from the responsible
crew member during arming and disarming of the door.
In single aisle cabins where a cabin crew member is responsible for a pair of doors, cross checking is not always
possible.
It is recommended that in all cases of abnormal operation, a second cabin crew member is required to witness
the actions of the responsible crew member to help prevent inadvertent activation of the escape device.
10.4.4 Reopening Of Cabin Doors

Situations referred to as unusual, “ad hoc” or irregular operations may require that doors be re-opened. Examples
of specific situations may be additional catering requirements, passenger offload, return to stand etc.
Unusual situations may disturb the everyday routine and cabin crew may feel in an out-of-sequence situation and
hence contribute to human error. It is therefore of utmost importance that established SOPs are followed and
particular attention be made to avoid distractions.
Once all the doors have been closed for departure, no attempt must be made to re-open any door without the
specific authority of the PIC. Cabin Crew should never open door(s) before the SCCM has been in contact with
the PIC. All Cabin Crew should refrain from opening doors until requested to do so by the SCCM. The PIC and
the SCCM should coordinate on which door(s) need to be re-opened and communicate this to all Cabin Crew.
Operators may choose to disarm only the door which requires opening. The flight crew or the SCCM should advise
the cabin crew member assigned to that specific door that the door must be re-opened. The cabin crew member
at the specific station should follow SOPs for disarming the slide/raft and confirm to the SCCM once slide is
disarmed. Flight deck and SCCM should crosscheck with onboard technology (ECAM / EICAS and FAP) if
applicable and advise if door is clear to open.
10.4.5 Door operation with a door checker

Some operators have a door opening from the inside procedure that involves both a Door Operator and a Door
Checker. For this, two cabin crew members must be present when opening cabin doors during normal operations.
One shall be the ‘Door Operator’, the other should act as a ‘Door Checker’, who must be a SCCM.
The Door Operator must:
 Not rush reactively to open the door;
 Visually check and ensure door status is in DISARMED mode;
 Verbally state: ‘DOOR DISARMED’, to be heard by the Checker;
 Open the door after hearing the Checker’s ‘clear to open door’.
The Door Checker must:
 Visually check and ensure door status is in DISARMED mode;
 Verbally confirm to Operator ‘door DISARMED’;
 Advise Operator, ‘clear to open door’.

The Door Checker should remain present close to the arming lever where the door opening can be closely
observed. At any time during the process, should the Door Operator inadvertently reach for the arming lever or
the door opening handle when not appropriate as per SOPs, the Door Checker must verbally warn and/or
physically intervene to prevent any inadvertent action.
10.4.6 Threat and Error Management in Slide Deployment

A threat analysis was conducted based on the slide deployment statistics to determine the contributing factors of
inadvertent slide deployment. The objective of the analysis is to produce effective management strategies and
tools to prevent slide deployments. The following threats and errors were identified:
10.4.6.1 Threats
 Ad hoc situations such as door re-opening, ferry flights, last minute catering, reassignment of door
responsibilities
 Flight crew errors (omitted to give disarming procedure)
 Multi-tasking workload
 Time pressure (slots, refueling stops, short turnaround)
 Distraction
 Fatigue
10.4.6.2 Errors
 Handling errors (activation of door-opening handle instead of disarming lever)
 Procedural errors
10.4.6.3 Undesired States

 Door left armed after crew deplaned
 Door opening in armed mode
10.4.7 Establishment of memory aids

The establishment memory aids such as acronyms, door placards and checklists are commonly used in aviation.
Checklists and acronyms should provide basic information to operate doors. Memory aids should describe actions
and keep cabin crew task-minded. They should be established according to aircraft types and SOPs to perform
door operating procedures.
10.4.7.1 Door placards

Placards provide basic information for cabin crew to operate door components. They should be located on the
door to ensure that a cabin crew member sees them prior to operating the door.
Placards should provide simple pictorials as visual information of actions and their consequences. They should
not be complex nor distract from visual instructions related to emergency door opening.
10.4.7.2 Checklists
Checklists can be a useful aid to enforce compliance with arming and disarming procedures, however in normal
cabin crew operations they are seldom used unless they are available and/or on display next to the door.
Checklists may be used to reinforce correct procedures during initial and recurrent theoretical and practical
training.
10.4.8 Door Armed Warning Systems

Door Armed Warning Systems may be incorporated into door design on some aircraft, or supplied by as an
additional feature to new and existing aircraft. The purpose of most warning systems is to activate when a person
intends to open a door which is armed, to warn that activation of the slide is likely if they continue.

Before making a decision on the installation of any door armed warning system, the operator should take the
following into consideration:
1. If the alarm activates once the handle is moved, it may be too late to restow it and reverse the decision.
2. If the alarm activates when a person is near the armed door, it may need to be deactivated during flight
to prevent disturbance and nuisance.
3. Activation of the alarm should not cause confusion to door operators during emergency operation.
4. If installed, the operator’s representative training devices should be updated where necessary to include
the alarm feature during normal and emergency operation.
5. Inconsistency across multiple aircraft types in the operator’s fleet may cause confusion to crew members,
or encourage over reliance on the system to be installed.

Section 11—Preflight
11.1 Crew Briefings
Normally, State regulations require a crew preflight briefing. The preflight briefing is an important component of
flight preparations as it encourages communication and teamwork, builds rapport among crewmembers and
promotes high team performance. Communication and coordination between the flight crew and cabin crew is
crucial and is an integral part of normal, abnormal and emergency procedures. A joint briefing enhances the One
Team – One Crew concept. This, in turn, has a positive impact on the safety of the flight.
A cabin crew preflight briefing usually comprises three different elements. These can be delivered separately or
combined depending on time and facilities available:
 Joint cockpit/cabin crew journey briefing – Given by the flight crew providing details of any anticipated
issues during the duty (i.e., weather conditions, turbulence, flight time, security information, aircraft
operation limitations)
 Safety briefing – To reinforce the need for cabin crew to think safety at all times
 Service briefing – To advise of any service procedures or passenger notes relevant to the flight or route
A predetermined process is necessary to ensure a flight and cabin crew coordination briefing takes place prior to
each flight, which addresses relevant safety subjects (e.g., sterile flight deck, security, aircraft technical issues,
flight crew incapacitation, cabin depressurization, onboard fire, emergency evacuation, forced landing or ditching).
Following SOPs ensures that all crewmembers are familiar with flight standards and expectations.
The following are suggested places where briefings could be conducted:
 In a briefing room before departure from base

 In the aircraft cabin, with no passengers on board
 In a suitable place before leaving a hotel
 Another suitable private place (e.g., screened area at departure gate, private lounge)
11.1.1 Journey Briefing between Flight Crew and Cabin Crew

It is recommended that, when operationally possible, the preflight briefing be conducted by the PIC and involve
all crewmembers. When flight crew and cabin crew are not following the same flight schedule and/or transit
passengers are on board, the PIC should brief the SCCM, who in turn briefs the rest of the cabin crew.
This briefing should include, as a minimum:
 Anticipated weather and flying conditions (i.e., turbulence)

 Expected flight time and altitudes
 Aircraft operating limitations
 Any defective/inoperative equipment that could affect the flight/cabin service
 Any other necessary issues (i.e., a short taxi time, PA translation requirements)
 Flight deck door procedures
 Sterile flight deck procedures
 Security procedures
The SCCM should also review the following items with the PIC, as applicable:
 Cabin crew complement

 Special handling of certain categories of passengers (i.e., deportees, authorized personnel/escorts)
 Announcements and requirements for translation by cabin crew

Pre-Flight
 Service to flight crew

 Any additional information necessary for the flight (i.e., inoperative equipment, service items on board,
abnormalities that may affect the flight)
11.1.2 Safety Briefing of Cabin Crew

A cabin crew safety briefing must be conducted before the first departure of the day. Some of the following
information may be obtained from the flight crew as part of a joint flight crew-cabin crew briefing. However, if a
joint briefing does not take place, the information should be disseminated by the SCCM. The SCCM is responsible
for conducting the preflight safety briefing to the cabin crew and should not delegate it. The safety briefing may
include a discussion and/or question-and-answer session. The key objective is for the SCCM to be satisfied that
all cabin crew present have the required level of knowledge to perform their duties and focus on safety.
The following suggestions may be incorporated into the operator’s safety briefing requirements:
 A check that the required minimum number of cabin crewmembers are present
 The carriage by each cabin crew of specific items, if required by the operator (e.g., flashlight, spare
glasses or contact lenses, vaccinations cards and other relevant documents)
 The assignment of cabin crew positions, duty stations and emergency duties
 The distribution of an emergency equipment checklist or equipment-check responsibilities, if applicable
 A customized briefing for the aircraft type
 The assignment of special duties to individual cabin crew (i.e., PAs, handling of special-category
passengers)
 Review of any relevant recent changes or safety-related information issued by the operator
 Review of selected communication procedures
 Review of selected emergency procedures and equipment
 Review of selected safety and security procedures
 Destination-specific information
 Meteorological information
 Cabin defects
11.1.3 Service Briefing of Cabin Crew

The preflight briefing to cabin crew should include a service briefing in compliance with the in-flight service manual,
including:
 Time schedule for meal service

 Special meal requirements
 Serving of meals to the flight deck
 Crew rest schedules
 Specific information relevant to the passengers carried
It is important to update all required information to the cabin crew if new information becomes available (e.g.,
changing meteorological conditions).
11.2 Aircraft Protection and Access Control of Restricted Areas

Cabin crew should be subject to pre-employment and recurrent background checks in accordance with
requirements of applicable aviation security authorities prior and during their employment.
Access to the aircraft should be carefully managed by the Operator and/or contracted security agents.
All personnel requiring access to the aircraft should be issued with a photo identity badge and should be visibly
displayed when on duty and in all restricted areas.

Only authorized personnel and passengers, as well as screened baggage, mail and cargo should have access to
the aircraft, airside and/or other restricted areas.
Cabin crew should challenge anyone attempting to gain access to the aircraft cabin without authorization, proper
identification and a professional reason to be on board.
Potential or actual security breaches should be reported to the PIC, relevant security department of the
organization and authority. Cabin crew should report what the problem was, where/when it occurred, who noticed
the situation, and why it is a concern.
11.2.1 Cabin Inspectors

Inspectors from a Civil Aviation Authority (CAA) and/or auditors from an IATA audit organization (AO) could
perform an inspection or audit to assess the following:
 Cabin crew training programs

 Crew briefings
 Onboard safety equipment
 Knowledge of safety/security procedures
 Onboard documents and operations
Article 16 of the Convention on International Civil Aviation (the Chicago Convention) stipulates that the appropriate
CAA of each contracting State has the right to search aircraft and documents of other contracting States.
Inspectors may enter the aircraft (or facilities) to inspect safety/emergency equipment (in the flight deck and cabin)
aircraft log books and other documents or to question persons concerned with the safe operation of the aircraft.
If someone claims to be an inspector or auditor, cabin crew should validate their identification and inform the PIC
before allowing them to observe or perform audit/inspection checks.
11.3 Security Search/Checks

Security checks or searches should be performed according to aircraft operator procedures. Cabin searches can
be performed by contracted security provider or ramp/cabin maintenance staff. Searches of high-risk aircraft
should be conducted by trained and competent security personnel, assisted by aircraft crew or engineering staff.
It is required that those who are assigned with security checks/searches receive the necessary theoretical and
practical training (initial and recurrent). Training should include techniques and methodologies, the possible
hazards and how to handle any suspicious or unattributed items that are found.
Operators should produce search checklists for each type of aircraft and make them available to persons assigned
responsibility for aircraft searches. A list of areas for search should be identified based upon the appropriate
regulation.
The search should ideally take place once all maintenance and cleaning staff have left the aircraft and prior to
passenger embarkation. The aim is to ensure that nothing has been placed externally or taken on board to
jeopardize the security of the aircraft.
Searchers are looking for something that:
 Should not be there;
 Cannot be readily identified;
 Is out of place;
 Appears to have been concealed.
If a searcher discovers a suspicious item, it is critical that they do not touch it or attempt to move it. The PIC, an
airline representative and airport security should be notified immediately and they will take the appropriate steps.

Pre-Flight
11.3.1 Baggage Identification Check

It is recommended that if a passenger is removed or decides to leave the aircraft, cabin crew or designated
personnel must conduct a baggage identification check. Cabin crew shall ask passengers sitting in the vicinity of
the person leaving the aircraft to visually identify their personal belongings in the overhead stowage compartment,
seat pockets and in areas surrounding the seats. Any unattributed items must be removed.
11.4 Safety Equipment Check

IOSA CAB 4.1.1 If the Operator conducts passenger flights with cabin crew, the Operator shall have
procedures to ensure the availability, accessibility and serviceability of aircraft cabin emergency systems and
equipment for passenger flights. Such procedures shall include a preflight inspection of systems and
equipment, which, as a minimum, shall be conducted by the cabin crew or, if applicable, by the flight crew prior
to the first flight:
i. After a new cabin crew has assumed control of the aircraft cabin;
ii. After an aircraft has been left unattended by a flight crew or cabin crew for any period of time.
Prior to boarding passengers, at the beginning of a flight or series of flights, cabin crew should check all cabin
safety, communications and other equipment to ensure that they are in full working order. It is recommended that
a checklist be used for this purpose, and adapted to each aircraft type, variant and duty station. In addition, it is
important for cabin crew to check their assigned seat, seatbelt/harness and inertia reels for proper operation, cut
or worn edges, damaged stitching, and excessive wear or chafing.
SCCMs should consult the logbook before each flight and advise the cabin crew of any equipment that is missing
or unserviceable for the flight.
11.5 Galley Checks

The galley should be checked as part of the equipment check. Galley checks should also include verification of
electrical equipment in the galley and security checks or searches of stowage areas.
11.5.1 Reporting Defective Galley Equipment

IOSA CAB 3.2.9 If the Operator conducts passenger flights with cabin crew, and utilizes movable carts or
trolleys for passenger service in the aircraft cabin, the Operator shall:
i. Ensure such carts or trolleys are equipped with braking devices;
ii. Have a process to ensure braking devices are operative;
iii. Have procedures to ensure unserviceable carts or trolleys are withdrawn for repair or replacement.
Cabin crew should identify and report any defective galley equipment immediately. It should be off-loaded,
repaired and returned to service as soon as possible. Operators should establish means of recording and tracking
damaged or broken equipment to enable repairs to be affected by the Engineering Department during routine
turnarounds or line maintenance.
Defective galley appliances or other permanent equipment should be recorded by the SCCM in a logbook to be
kept on the aircraft. Operators may also wish to establish a system for logging and identifying removable
equipment such as damaged catering trolleys and containers so that these items can be removed from the system
for repair. INOP or “Need Servicing” stickers may be placed on damaged equipment that is normally removed
from the aircraft during servicing/catering. In all cases, when inoperative trolleys or carts remain on board, cabin
crew should be advised not to use them during the flight.
11.6 Communication with Ground Staff

Effective and timely communication between ground staff and the designated cabin crew is essential during all
passenger embarkation, disembarkation and transit stops. Some operators require the PIC and SCCM to give
clearance to ground staff prior to the commencement of boarding. Other operators utilize a “green light boarding”

or “precision boarding” policy, which means that boarding starts automatically at the scheduled time (as per each
aircraft type) at every airport, unless the PIC or SCCM advises ground staff otherwise. A deferred boarding
decision would usually be for reasons relating to safety or security.
11.7 Passenger Information List (PIL)

In order to provide cabin crew with necessary information concerning passengers on board and, optionally, about
seats blocked for other purposes, it is recommended that operators use a Passenger Information List (PIL) as
specified in IATA Recommended Practice RP 1716 from the Passenger Services Conference Resolutions Manual,
The PIL should be produced after final passenger closeout and provided to the SCCM. Where so required, the
PIL may be provided separately for each class and/or compartment of the passenger cabin.
11.8 Cabin Crew Positions for Boarding

During passenger boarding, cabin crew should be evenly distributed throughout the cabin, as close to the exits as
practicable to help ensure that they are ready to carry out an evacuation, if necessary, without warning. Specific
duties during passenger boarding should also include:
 Ensuring that all curtains and dividers are open

 Monitoring passenger flow
 Monitoring the exits and aisle(s) to ensure they remain clear of obstructions
 Monitoring restricted rows (e.g., over-wing emergency exit seating)
 Assisting passengers, especially those requiring special assistance
 Monitoring the size, weight and stowage of cabin baggage to ensure company policy is upheld
 Observing passengers for signs of sickness, intoxication or unruly behavior
 Boarding and seating PRMs and/or passengers requiring extra assistance prior to the embarkation of
other passengers
Additional procedures may be required during boarding while fueling (Ref 11.11).
11.9 Passenger Seating

IOSA CAB 3.4.6 If the Operator conducts passenger flights with or without cabin crew, and utilizes aircraft that
have passenger seats adjacent to cabin emergency exits, the Operator shall have guidance and procedures
to ensure passengers seated in such seats meet any applicable requirements and restrictions.
Operators should establish and communicate a clear policy regarding seat assignments as aircraft seating
arrangements have an important safety function.
Seat selection and assignment is normally carried out at check-in, but increasingly operators are using automation
such as the Internet and self-service kiosks for passengers to assign their own seats.
Advance seat assignment can be requested either free of charge or for additional fee. The payment of a fee for
advance seating requests should not imply that safety requirements can be overruled and there may be occasions
when passengers are deemed to be unsuitable to occupy their requested seats, particularly in the case of exit row
seating.
Operators should take all reasonable steps to ensure that check-in systems and processes, including online and
self-service passenger seating requests, have a method of validating that a passenger is suitable to occupy exit
row seats.

Pre-Flight
Once on board the aircraft, it is essential that cabin crew are familiar with the categories of passengers that should
not be seated in specific seat types or in emergency exit rows. Such passengers who have been seated in such
areas, and whom cabin crew believe might impair an emergency evacuation, should be assisted in moving to
another seat.
11.9.1 Risk Assessment - Use of Crew Seats by Passengers

Operators should establish a policy for the use of vacant crew seats in the cabin that are not assigned to operating
crew, including whether or not these may be used by passengers. The policy should address the following risks
and hazards along with any others identified by the operator:

Cabin crewmember cannot get to Crew seat in vicinity already
Cabin crew injury.
a crew seat during turbulence. occupied by a passenger.
Passenger occupying crew Slowed response or inappropriate
Obstruction or hindrance during seat at door area and not reaction, including passenger
emergency evacuation. knowing what to do during operating exit when it shouldn’t be
evacuation. opened.
Slowed response or inappropriate
Passenger taking inappropriate
Passenger unaware of correct reaction, including passenger
action during evacuation at
procedures during evacuation. operating exit when it shouldn’t be
unstaffed exit.
opened.
Passenger unable to rapidly get Incorrect use of harness Delay to operation of exit.
out of crew seat. installed on crew seat. Obstruction during evacuation.
Location of crew seat in galley
Hazards to crew seat occupant. Passenger injury.
or close to stairways.
11.10 Passenger Count

In the interests of safety and security, and if not established by other means, cabin crew should count the number
of passengers on board prior to door closing, confirm the correct number with ground staff and relay the count to
the PIC in order to ensure accurate load sheet information. Some operators choose to close and lock the lavatories
during boarding to prevent headcount discrepancies from passengers occupying lavatories during this procedure.
11.10.1 Discrepancies
In the event of a discrepancy between the passenger headcount and the PIL, and when ordered by the ground
staff or by the PIC, a recount may have to be completed. Recounts should be coordinated by the SCCM. Count
all passengers only when boarding is complete and all passengers are in their assigned seat (an announcement
may be required to request cooperation for the recount).
Should there be a discrepancy between the passenger count and load dispatch, cabin crew may be required to
relocate passengers for takeoff and landing as per the PIC’s instructions. Usually, relocated passengers may
return to their originally assigned seats during flight; however, they must return to the specified seat as per the
PIC’s instructions for landing.

11.11 Fueling with Passengers Embarking, On Board or

Disembarking
procedures to ensure a coordinated and expeditious cabin evacuation during aircraft fueling operations
with passengers embarking, on board or disembarking. As a minimum, procedures shall require:
i. Cabin exits are designated for rapid deplaning or emergency evacuation, and routes to such exits
are unobstructed;
ii. The area outside designated emergency evacuation exits is unobstructed;
iii. One cabin crew member or other qualified person is positioned by the boarding door(s);
iv. Means of communication are established among cabin crew members and with passengers;
v. A suitable method of communication is established between qualified persons in a position to
monitor passenger safety and personnel that have responsibility for fueling operations.
Flight Deck Flight crew will normally be in the flight deck to coordinate the necessary precautions
and procedures to be observed when fueling the aircraft. Some regulatory
authorities, however, permit fueling to take place without flight crew on board. When
flight crew are not on board, the qualified maintenance engineer and/or the SCCM
(who will be positioned in the vicinity of the main boarding door) may undertake these
duties.
Lighting The aircraft ‘NO SMOKING’ signs (where fitted) must be ON and the ‘FASTEN
SEATBELT’ signs must be OFF. Sufficient interior lighting is required to enable
emergency exits to be identified. Such lighting should remain ON until fueling
operations are completed. The emergency lighting master switch should be set to
ARM
Public Address The PA system must be serviceable. Appropriate announcements should be made
instructing passengers to unfasten their seatbelts and refrain from smoking. The
cabin crew should also advise passengers and other responsible staff that fueling
will take place and that they should not operate potential sources of ignition (i.e.,
flashbulbs and PEDs – as required by State regulations). All cleaning activities using
electrical equipment within the aircraft must be stopped until conditions permit
resumption.
Exits Provision for safe, rapid evacuation of passengers in the event of an emergency
should be made via the designated fueling exits. This involves designating at least
two of the main passenger doors or a main passenger door plus one emergency exit,
preferably at opposite ends of the aircraft. These doors must be constantly manned
by a cabin crew throughout the fueling operation. The area outside of the designated
fueling exits should be unobstructed. Catering equipment should not block aisles or
exits at any time.
Senior Cabin The SCCM should be at the main cabin door during fueling. The SCCM is responsible
Crewmember for notifying the refueling staff immediately should the presence of any fuel vapor be
detected in the passenger cabin or if any other hazard arises in the aircraft cabin.
Other Cabin Crew A minimum of one cabin crew is to be on board the aircraft for every 50 passengers,
or 50 passenger seats (or fraction thereof as required by State regulations), with at
least one cabin crew for each separate passenger cabin to initiate the rapid, safe
evacuation of passengers if an incident occurs.
Cabin crew must always be on board when passengers are on board, typically with
at least one cabin crew positioned at each pair of aircraft doors, including the upper
deck doors on the B747 and A380 when the upper decks are occupied. Cabin crew
are required to supervise passengers and to ensure that aisles and emergency doors
are unobstructed. Some aircraft types might require the designation of over-wing
exits for evacuation.

Pre-Flight
11.12 Ordinance Signs

guidance and associated cabin crew procedures to ensure passengers:
i. Are informed and receive instruction on all restrictions pertaining to onboard smoking;
ii. Comply with the Fasten Seat Belt sign and, if applicable, the No Smoking sign.
11.12.1 No Smoking Sign

Aircraft cabins are fitted with illuminated NO SMOKING signs, or NO SMOKING placards. On flights where
smoking is prohibited, the NO SMOKING signs, if fitted, should remain on for the duration of the flight. Procedures
should include announcements to passengers to advise them of the on board smoking policy, including the use
of electronic cigarettes. (Ref 7.4)
11.12.2 Fasten Seatbelt Sign

The PIC will turn on the FASTEN SEATBELT sign for taxi, takeoff, landing and at any time considered necessary
(e.g., turbulence). To avoid undermining the importance of the illuminated signs during turbulence or emergency
situation, it is recommended that the FASTEN SEATBELT sign only be illuminated when passenger compliance
(by remaining seated) is mandatory.
When the FASTEN SEATBELT sign has been turned off, passengers should be advised to keep their seatbelt
fastened at all times when seated. Whenever the FASTEN SEATBELT sign is switched on, the cabin crew should:
 Make a PA to alert passengers of the requirement to fasten their seatbelt and to keep it fastened at all
times when seated
 Remind passengers to secure infants and children
 Ensure infants are secured in an infant/child restraint device, if available, or held by the parent or guardian
as approved by the requirements of their CAA. Some recent bassinet models allow the infant to be
maintained in the bassinet during turbulence. Check with the manufacturer’s instructions to ensure proper
usage
 Complete compliance checks (if flight conditions/turbulence levels permit cabin crew to do so)
Some operators reinforce these instructions to passengers via use the IFE and/or automatic PAs.
11.12.3 Portable Electronic Device Sign

Some aircraft are equipped with ordinance signs that alert passengers as to when permitted PEDs may be used.
11.13 Passenger Safety Briefing

IOSA CAB 3.4.12 If the Operator conducts passenger flights with cabin crew, the Operator shall have cabin
crew procedures and guidance to ensure passengers are familiar with location and use of:
i. Seat belts;
ii. Emergency exits;
iii. Life jackets (individual flotation devices), if required;
iv. Oxygen masks;
v. Other emergency equipment provided for individual use, including safety briefing cards.
Passenger safety briefings promote safety and are conducted pre-takeoff, pre-landing and in preparation for
emergency landings.

11.13.1 Safety Announcements

It is important that passengers understand the safety announcements made on board. Operators should,
therefore, take into account passenger demographics when determining the languages used for announcements
by cabin crew and, where necessary, employ the use of translators or video. Announcements should be clear,
well-paced and engage passenger attention.
11.13.1.1 Prior to Departure

In accordance with State regulations and operator policies, on each flight prior to push back from the gate, the
cabin crew will brief passengers to:
 Stow carry-on baggage

 Ensure tables are stowed/locked and seatbacks are in the full upright position, with footrest and TV
monitors stowed, if applicable
 Securely fasten seatbelts and secure lap-held infants, as appropriate
 Set PEDs to appropriate mode (e.g., airplane/flight mode or OFF) and secure appropriately
 Open window blinds, as appropriate
 Contact a cabin crewmember for assistance should they lose a PED in flight, or if they have any safety-
related questions or concerns
On aircraft equipped with Electronically Dimmable Windows (EDW), it is recommended that cabin crew set and
lock the EDWs in “full clear” mode for taxi, takeoff and climb up to 10,000 feet. Above that altitude the cabin crew
may unlock the EDWs and allow each passenger to operate them freely.
11.13.1.2 Prior to Takeoff

On each flight prior to takeoff, cabin crew must provide a safety briefing (via demonstration or video) to all
passengers on the following safety and emergency procedures:
 Ordinance signs
 Seatbelts
 Escape path lighting
 Emergency exits
 Passenger safety features card (where to find it and recommendation to review it prior to takeoff)
 Life vests or other flotation devices (when applicable)
 Oxygen system (and to secure their own mask prior to assisting another person)
 The importance of leaving all carry-on baggage behind during an emergency evacuation
During the safety briefing, cabin crew should not perform any service activities that may distract passengers’
attention from the demonstration.
When demonstrating the emergency exits via a video briefing, it is recommended that cabin crew be present at
their assigned “demo position” in the cabin to point out the exits and be vigilant in the cabin to ensure that the
safety video is being played.
Passengers should be encouraged to bring any safety concerns to the attention of the cabin crew as they can be
a great source of information and may sometimes be the first to bring important information (e.g., an unusual odor)
to a crewmember’s attention. Always take into account passengers’ remarks regarding:
 The cabin (e.g., noise, fumes, smoke, fire, loose objects)

 Other passengers’ behavior (e.g., loud voice)
 Aircraft exterior (e.g., wings, fuselage)
 Outside environment (e.g., runway, weather)

Pre-Flight
Cabin crew should follow up any reports from passengers regarding anything unusual and ensure that the SCCM
and flight crew are informed. Operators should encourage passengers to communicate with the cabin crew. Some
operators include an announcement in this regard in the passenger briefing. For example, “If you have any safety
concern during the flight, please do not hesitate to bring it to the attention of a crewmember”. Something as simple
as this could encourage passengers to voice an important concern.
Cabin crew should attempt to capture passengers’ attention for the preflight safety briefing. Some operators have
designed creative preflight safety briefing videos in order to engage passengers’ attention on the important safety
information. Nevertheless, it is the passenger’s choice whether or not to watch the safety demonstration. Cabin
crew should never replace the safety briefing by simply asking passengers if they are familiar with the
safety/emergency procedures, equipment and exits of the aircraft.
In the event of a long delay after the safety briefing has been delivered, it may be necessary to repeat elements
of the safety briefing, according to local State regulations or operator procedures.
11.13.2 Briefing of Passengers Seated Adjacent to Self-help Exits

Operators should have clear policies regarding passengers seated in rows adjacent to emergency exits.
Reservations and Check-in agents need to be aware of these policies. As per local regulatory requirements, cabin
crew must brief the passengers seated in the over-wing emergency exit rows. In addition to communicating the
required safety information, the cabin crew should listen to, observe and assess the passenger while giving
instructions. From this they can gauge the passenger’s reactions and answer any questions they may have.
Time is critical during an emergency. Passengers seated adjacent to over-wing exits play a very important role in
assisting the crew during an evacuation. While all passengers must act according to the crew’s verbal commands
during the evacuation process, the reaction of passengers seated in an over-wing emergency exit row is even
more crucial. The crew commands will vary depending on many factors (i.e., the nature and location of the
emergency, potential fire and other dangers outside or inside the aircraft). It is vital that passengers seated in the
over-wing emergency exit rows understand how and when to open specific exits and, perhaps more importantly,
when not to open them.
Operators should develop procedures for cabin crew to conduct over-wing emergency exit briefings (i.e., briefing
card, video or one-on-one, as applicable to the regulations of the Authority). The main benefit of a one-on-one
interaction during the over-wing briefing is that cabin crew can assess if passengers have really understood what
is expected of them should the need for an evacuation occur. They can also determine if the passenger should
indeed occupy this restricted seating or be moved to another seat.
Prior to departure, the SCCM should ensure that the cabin crew have briefed passengers seated at an over-wing
emergency window exit on:
 When to use the exit (only when advised to do so by a crewmember or upon hearing the command to
evacuate)
 When NOT to open the exit
 How to open the exit.
The cabin crew should assist in reseating the passenger if:
 They are not comfortable with operating the emergency exit

 They cannot perform the procedures they were briefed on
 The cabin crew feel that the briefing information has not been clearly understood by the passenger (i.e.,
language barrier)
 The passenger does not meet the requirements to be seated in an emergency exit row (i.e., age, mobility
impairment)

11.14 Cabin Service on the Ground in the Event of a Delay

In the event of a flight delay on the tarmac, operators should ensure that they have procedures in place regarding
the type of cabin service to be performed on the ground, depending on the time available.
The US DOT rules state that to protect passengers’ welfare during lengthy delays on the ground in the USA,
operators are required to provide refreshments within 2 hours and the option of disembarkation within 3 hours.
It is recommended that cabin service on the ground be conducted under the following conditions:
 The aircraft should be parked and engines switched off (with or without a bridge or stairs in place)
 Cabin crew should be fully briefed by the PIC or their delegate with respect to the expected length of the
delay
 All doors/exits should be clear of any obstructions at all times (i.e., chair tables at window exits should not
be used; move the passenger(s) for the service, if required)
 Passengers should remain seated
 Cabin crew should be prepared for the possibility of an emergency evacuation
 Lighting should be set appropriately to ensure adequate visibility
 Hand service only to be conducted (i.e., carts and trolleys should not block the aisles, particularly in cabins
with single aisles)
 All galley and service equipment should be stowed immediately after use
 The PIC should advise the cabin crew at least 10 minutes prior to any aircraft movement
 The cabin should be clear of all service items (e.g., meal trays, glasses) prior to any aircraft movement
 The SCCM should advise the PIC immediately after the service is completed and the cabin is secure for
pushback or taxi
 Videos can be shown during extensive ground delays with the approval of the PIC, but the aircraft should
be parked and engines switched off (with or without a bridge or stairs in place)
 Some operators have procedures for approved gate-to-gate IFE allowing for uninterrupted viewing
11.15 Deicing and Anti-icing

In order for aircraft to maintain lift (prevent stall) during takeoff, all critical aircraft surfaces (e.g., wings, tail, lifting
control surfaces and, in some cases, the fuselage) must be free of contaminants such as ice, frost or snow. Based
on atmospheric conditions (i.e., temperature, precipitation, and accumulation), the PIC or other responsible person
(e.g., Ground Lead) will decide to deice or apply anti-icing fluid on all critical surfaces of the aircraft.
 Deicing is the removal of contaminants such as ice, frost or snow from critical aircraft surfaces
 Anti-icing is the application of fluids to prevent the accumulation of contaminants on critical aircraft
surfaces
Deicing procedures may take place on the ramp where the aircraft is parked, or it may take place soon after
pushback or during movement to the active runway. It may be carried out more than once during taxi to the runway.
Deicing fluids are sprayed over the aircraft surfaces and, to avoid ingestion, air conditioning systems may be
temporarily shut down and/or certain electrical systems isolated during this process. On some aircraft, this can
cause interruption of IFE systems, which may be used to show the safety briefing video.
The SCCM must advise the PIC prior to takeoff roll of any:
 Ice, frost or snow adhering to the aircraft structure

 Concerns conveyed by a passenger or other crewmember

Departure
Section 12—Departure
12.1 Preparation for Aircraft Movement
The closing of the entry door(s) by the SCCM (after communication and coordination with the flight crew) usually
indicates to the flight crew that the cabin is ready for aircraft movement.
While local regulations may stipulate additional items, the following should usually be completed before the door
is closed:
 The required cabin crew complement is on board

 A preflight crew safety briefing has been performed
 Emergency equipment has been checked (at originating stations and crew change)
 A preflight security check has been performed
 Catering and servicing procedures are completed
 Passenger boarding is complete and passenger count verified
 All passengers are seated
 Infant life vests and infant/extension belts have been distributed and passengers briefed on their use, if
applicable
Once the door is closed, the following procedures should be completed:
 Arming of doors as per operator procedures

 Briefing of passengers seated in exit rows, if applicable
 Loose cabin items, including carry-on baggage, are stowed in approved locations
12.2 Preparation of Doors for Departure

Operators should determine the most appropriate procedures to ensure that all doors are correctly prepared
(armed) for departure. Refer to 10.2.4 for recommendations on door arming procedures.
12.3 Cabin Secure Check

procedures for preparation of the cabin prior to takeoff and landing.
A check is required to ensure that exits and escape paths remain unobstructed in order to help facilitate a rapid
evacuation, if necessary. The following checks may be carried out before the aircraft moves, but are typically
completed during taxi, depending on the time available:
 A passenger safety briefing is completed

 All passengers have seatbelts secured
 Table trays and seatbacks are upright and locked
 Coat hooks must be free of clothes or other hanging articles at over-wing exits, exit seat rows and partition
walls
 Electronic equipment is used as per applicable regulations and operator policy, or switched off and stowed
 Window shades are open at all exits (or in the entire aircraft as per applicable regulations and operator
policy)

 Blankets are stowed (if applicable and as per regulatory requirements)

 All objects are secured
 Cabin dividers and curtains are secured in the open positon
 Lavatories, crew rest compartment(s) and other compartments are unoccupied, doors closed and locked
(as applicable)
 Galleys, containers, carts and trolleys are secured
 “Cabin checked” reported to SCCM by the assigned cabin crew
 “Cabin checked” reported to flight crew by the SCCM (this check must only be provided once all other
checks are completed and cabin crew are seated)
12.4 Cabin Crew Seated for Departure

IOSA CAB 3.2.6 If the Operator conducts passenger flights with cabin crew, the Operator should require cabin
crew members to be seated with their safety harnesses fastened when the aircraft is taxiing, except to perform
safety-related duties.
Although ground movement of aircraft is usually coordinated and managed by airport operators, the risk of collision
or sudden braking during taxi remains. To help mitigate the risk of injury to cabin crew while the aircraft is moving
on the ground, wherever possible cabin crew should be seated in their assigned crew seat except while performing
safety-related duties such as the safety demonstration and securing the cabin for departure.
Operators should determine a policy that ensures all cabin crew are seated as soon as safety duties are
completed.
Where a command for cabin crew to be seated is given by PA, the term “takeoff” should be avoided, as this could
be misunderstood if overheard by flight crew, as permission for takeoff. The term “departure” is used instead by
some operators.
12.5 Takeoff Signal

An appropriate signal should be given to cabin crew to warn of imminent takeoff. This signal should be given with
sufficient time for cabin crew to ensure that their crew seat harness is fitted correctly and in order to mentally
prepare for departure.
See 6.4 Signals and Commands.
12.6 Silent Review

The objective of the Silent Review is to mentally prepare cabin crew for any eventualities that may occur during
takeoff and landing, so that they are prepared for unexpected emergency situations, taking into account both
inside and outside conditions.
The Silent Review helps the cabin crew to focus their attention on safety and be ready to act in the event of an
emergency. It enables cabin crew to respond and adapt more quickly and correctly in the event of an emergency.
While Silent Review can take any form (there are no hard and fast rules), it should contain all the elements needed
to review evacuation duties and responsibilities.
Suggested reflections for the Silent Review should include, but are not limited to, the following:
 What aircraft type am I on?

 Am I taking off or landing over land or water?
 Which type of exit am I operating?
 Am I properly secured in my seat?
 Which commands do I expect to hear?

Departure
 What are the outside conditions?

 How do I initiate an evacuation?
 Where are the door assist handles?
 How do I open the exit?
 Where is the manual inflation handle?
 What are my evacuation commands?
 When, where and how do I redirect passengers?
 What equipment do I take with me and where is it located?
 What are my duties on the ground?
 What are the brace position and commands?
 Where are the nearest suitable Able-Bodied Passengers (ABPs)?
 Where are the passengers that need special assistance?
It is recommended that Silent Review be included in all safety training courses, both Initial and Recurrent.
Following is a mnemonic for Silent Review used by some operators to help review some critical components. This
example is known as “OLD ABC”:
O – Operation of exits
L – Location of emergency equipment
D – Drills (e.g., brace for impact)
A – Able-bodied passengers and passengers with reduced mobility
B – Brace position
C – Commands
Another example of a mnemonic for the Silent Review is ALERT.

A – Aircraft type
L – Location
E – Equipment
R – Responsibility
T – Threat
Regardless of the format used for Silent Reviews, these help cabin crew to reflect on how to complete their
emergency duties in the correct sequence, as applicable to the situation.
In times of high workload or stress, such as preparing for departure, it is easy to get distracted. When cabin crew
take their positions for takeoff or landing, the use of the Silent Review will help to focus on emergency
responsibilities, which will assist in the event of an emergency. The ability to anticipate a situation before it happens
will enable cabin crew to respond more rapidly.
The cabin crew should be alert to any indication that a possible emergency situation exists, especially when
preparing for takeoff and landing. Such indications may be fire, smoke, metal-on-metal scraping sounds or other
unusual noises, the force of impact, or an unusual aircraft attitude.

12.7 Sterile Flight Deck

The purpose of a sterile flight deck procedure is to mitigate the risks of flight crew errors being made due to
distraction or disturbance at times when full attention to the operation of the aircraft is required.
The concept is such that cabin crew should not contact or interrupt the flight crew in any way during the critical
stages of flight.
The critical stages of flight are defined by the State regulator of the operator and usually include:
 Taxi
 Takeoff
 Initial climb (approx. 10 minutes after takeoff)
 Approach (approx. 10 minutes prior to landing)
 Any other phases of flight below 10,000 feet/3,000 meters.
 Landing
Procedures for a sterile flight deck during critical phases of flight usually allow a procedure for communication
between the cabin crew and flight crew in the event of an emergency.
Cabin crew training should include how to recognize the times when contact with the flight deck is not permitted.
Flight Phase From To Restriction

Pushback Doors armed by cabin crew Aircraft starts to taxi Cabin crew must not
contact flight crew
Taxi Aircraft starts to taxi Engine power applied for Communication through
takeoff the SCCM only
Takeoff Engine power applied for Aircraft is airborne, Cabin crew must not
takeoff normally retraction of contact flight crew
undercarriage
Climb Retraction of undercarriage Seatbelt sign OFF Communication through
the SCCM only
Cruise NO RESTRICTIONS
Descent Seatbelt sign ON 3,000 meters Communication through
the SCCM only
Landing 3,000 meters ─ SCCM Touchdown and roll down Cabin crew must not
instruction to be seated or runway contact flight crew
flight deck
advisory/announcement
(call or chime)
Taxi Aircraft has vacated runway Aircraft is parked on stand Communication through
the SCCM only
12.8 Entering and Leaving the Flight Deck

Security regulations restrict the types of persons permitted to enter or remain on the flight deck. The PIC may
decide to exclude any person from the flight deck in the interests of safety. Operators should establish a clear
policy regarding when the flight deck door is to be opened and when access to the flight deck is allowed.
It is recommended that safety procedures and training encourage cabin crew to monitor the areas around the
lavatory, galley and flight deck door to prevent passengers from congregating in these areas.

Departure
Operators should establish a clear policy that ensures the area around the flight deck door is kept clear when a
pilot leaves or returns to the flight deck.
See 17.3 Reinforced Flight Deck Door for further information.
Policies and/or procedures related to flight deck security are considered sensitive information and are normally
provided to relevant personnel in a manner that protects the content from unnecessary disclosure.

Section 13—In Flight

13.1 Cabin Services
CAB 3.2.10 If the Operator utilizes movable carts or trolleys for passenger service in the aircraft cabin, the
Operator shall have procedures to ensure such carts or trolleys are:
i. Stowed during the takeoff and landing phases of flight;
ii. Stowed when not in use;
iii. Stowed if feasible, or secured, during an emergency situation;
iv. Stowed if feasible, or secured, prior to or during turbulence;
v. Attended by cabin crew all times when in use, unless the braking device is engaged.
Operators should determine at what point after takeoff services may commence, taking into account the nature of
the operation, type of service required and the angle of the aircraft cabin (floor) so as not to pose unnecessary
hazard to the cabin crew or passengers. Operators should also determine at what point services should cease
during descent in order to allow a timely cabin secure check to be carried out.
Onboard services should be designed so that they can be delivered safely and completed with the normal number
of cabin crew within the anticipated flight time. Elements of the design should include, but not be limited to:
 Carts and trolleys must be equipped with braking devices

 Brakes should be applied as soon as the cart/trolley is stationary
 Carts/trolleys should only be left unattended for as short a time as possible in order to retrieve items from
a galley or another cart in use
 Cabin crew should stow loose items into their proper carts/units and stow/latch each individual cart/unit if
not needed to perform service
 Cabin crew should take care to close doors/lockers and secure them not only for takeoff and landing, but
also when not in use during flight
13.1.1 Service of Hot Beverages

Burns and scalds remain one of the most common reported cabin safety issues, sometimes resulting in litigation
and lost work time. Operators should carry out a risk assessment relating to the service and preparation of hot
beverages and determine the safest methods of delivery and service appropriate to their operation.
Some operators choose to use lids on disposable coffee/tea cups; however, this can add additional hazards if not
correctly managed. A loose fitting lid can fall from the cup while the passenger is drinking from it, inadvertently
releasing the contents onto the passenger.
Sealed/enclosed coffee/tea pots can also add additional hazards if hot steam cannot be sufficiently released from
the container before pouring. A buildup of steam inside the pot can cause unpredictable pouring of hot liquids on
initial use of the pot.
A quality check of the tea/coffee pots during cleaning and catering cycles should be included to ensure that they
have not become cracked or damaged, as this could increase the risk of accident or injury.
Use of hot water boilers/beverage makers in the galleys should be restricted to persons who have received
appropriate training. Procedures should include purging the boilers/beverage makers of air when first heated in
order to avoid hot liquids spurting from them in an uncontrolled manner.

Descent and Landing
It is recommended that the following risks be considered and, where possible, mitigating actions identified:
Adverse Event Potential Cause Outcome/Risk

Spilling of hot beverage on table. Overfilling of container. Passenger scald/injury.
Moderate turbulence.
Spilling of hot beverage during Passing hot beverages by hand. Passenger/crew scald/injury.
transfer from crew to passenger.
Inattention to transfer of beverage.
Limited space between passenger
and seat back.
Crew collision while carrying hot Closed curtains at galleys and/or Passenger/crew scald/injury.
beverage containers from galley to between cabin zones.
cabin.
Rapid release of hot liquid from Incorrectly fitted lid. Passenger scald/injury.
drinking container.
Rapid release of steam/over- Sealed pot with incorrectly fitted lid, Crew scald/injury.
pressure from pot. or no venting mechanism.
Coffee/tea pot falls from galley Inattention to stowage during busy Crew scald/injury.
side. service periods.
Overstocked galley surfaces.
Coffee pot breaks in use, spilling Cracks or damage caused during Passenger/crew scald/injury.
contents. cleaning/catering cycles.
Water spurts from boiler/beverage Buildup of air pressure inside water Crew scald/injury.
maker in uncontrolled manner. boiler/beverage maker.
13.2 Monitoring the Cabin

Throughout the flight, regular safety monitoring checks should be carried out by cabin crew as per the operator’s
stated procedure. These checks can be conducted during regular service duties, but at times when services have
ceased, such checks should be carried out at least every 20-30 minutes. The aim of these checks is to prevent
any safety or security abnormality or problem from escalating into an incident or accident.
The following are examples of checks that operators should consider including in cabin crew procedures:
Cabin  Cabin crew look for abnormal smell, noise or temperature

 Proper storage of PEDs
 Passenger consumption of alcohol in accordance with the operator’s policy
 Passenger behavior and interpersonal disputes
 Health or medical issues
 Passengers comply with the operator’s no-smoking policy
Lavatories  Paper and toiletry waste disposed of correctly
 Signs of tampering with smoke detector or other evidence of passenger smoking
 Signs of water leak or moisture in unusual areas
 Floors remain dry so as not to create a slip hazard
Flight deck  Ensure flight crew alertness and wellbeing
Crew rest  When not occupied, check for abnormal smell, noise or temperature
compartments

13.3 Galley Safety

Cabin crew are responsible for maintaining a safe working environment for themselves and their colleagues. When
designing in-flight services, operators should carry out appropriate risk assessments to ensure that these can be
carried out as safely as possible.
Where service requirements are such that carts/trolleys are set up in the galley areas, these should not be placed
where they might obstruct access to emergency equipment or prevent use of the crew seat(s) during unexpected
turbulence.
13.3.1 Use of Galley Equipment

Operators should provide appropriate training to enable cabin crew to use galley equipment correctly and safely.
Cabin crew should ensure that equipment is always used for its intended purpose. Galley equipment that is
identified as faulty should be reported appropriately for repair and all cabin crew advised.
Hot water faucets/  Where possible, these should be installed at a height that allows cabin crew
to observe them filling and to remove them before they are overfilled
Beverage makers
Ovens  Cabin crew verify the contents of ovens before switching them on
 Ovens are not used as alternative stowage for items other than food
 Ovens are regularly cleaned and maintained
 Cabin crew report dirty ovens for cleaning
Carts and trolleys  Should remain stowed and secured when not in use
 Should have brakes applied whenever stationary
 Should not be parked where they obstruct access to emergency equipment,
crew seats, or egress from crew rest compartments, where fitted
Trash compactors  Glass bottles or chinaware should not be disposed of in trash compactors as
they may damage the trash compactor and create a risk for maintenance and
cleaning staff
Air chillers  When air chillers are ON, chilled stowage doors should not be left open to
avoid air chiller fans overheating.
13.3.2 Liquid Spillage from Galley Rubbish Bins and Drains

Cabin crew should refrain from pouring liquids into galley and lavatory sinks on the ground as this may result in
injuries to ground staff outside the aircraft when drains release waste overboard.
Galley sink waste is usually drained overboard through heated waste masts. As aircraft drainage pipes are small,
they can easily become blocked with solid waste or build-up.
When a galley or lavatory sink drain becomes blocked, waste will not drain and will flow back into the galley or
through overflow drains, which result in wet floors. This, in turn, becomes a slip hazard and increases the possibility
of galley floor corrosion. Flooding may also damage electrical equipment located under the floor.
Any leakage or flowing should be reported immediately to the flight crew.
The following precautions will help reduce the risk of blocked drains and associated flooding:
 Tea/coffee – Ensure that tea leaves and coffee grounds do not enter the sink drain. Be particularly careful
with burst tea bags and coffee pods/filters. Ensure that solids are disposed of elsewhere.
 Milk/cream – When mixed with acidic liquids, milk and cream can curdle creating solid waste. Do not
dispose of milk/cream at the same time as fruit juices.
 Juice pulp – Fruit juices with pulp should not be disposed of in galley sinks.
Regular flushing of the sink drains with hot water will help ensure that the pipes are kept clear.

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Waste liquids should not be poured into galley rubbish bins as these may leak and the liquid end up on the galley
floor. Spillages should be cleaned up immediately to avoid slips/falls or electric shock.
13.3.3 Use of Dry Ice

An investigation report issued by the Komite Nasional Keselematan Transportasi Republic of Indonesia provides
details of an incident in which a galley fridge door burst open and struck a cabin crew member in the face, resulting
in serious injury and incapacitation. The cause of the incident was a buildup of internal pressure within the fridge
caused by the sublimation of dry ice.
Sublimation is a type of phase transition, or a change in a state of matter, just like melting, freezing, and
evaporation. Through sublimation, a substance changes from a solid to a gas without ever passing through a liquid
phase. Dry ice, solid CO2, provides a common example of sublimation.
Dry ice is frequently used in cabin operations to maintain cold temperatures for the preservation of foods within
accepted temperature ranges, and the chilling of beverages, particularly in hot climates. Some catering
companies load dry ice packages around food items including inside ovens.
Dry ice is classified as Dangerous Goods but may be carried by passengers in small quantities of not more than
2.5 kg in accordance with IATA Dangerous Goods regulations 2.3.4.5. It may be carried in larger quantities for
catering reasons as it is considered as aircraft equipment when used to chill food items.
13.3.3.1 Hazards Associated With Dry Ice

The three main hazards associated with dry ice are;
Contact  Dry ice is extremely cold at -109F or -78C. Contact with the skin may result in frostbite.
 Some surfaces in direct contact with dry ice may be damaged by the extreme cold.
Adhesives may become brittle and break.
Suffocation  The sublimation of dry ice into CO2 gas within a confined area may result in dangerous
levels within the air. Normally air contains 0.035% CO 2, but if the concentration
increases to 0.5% it can become dangerous to health.
Explosion  The sublimation of dry ice causes the volume to expand. Ventilation is therefore
necessary to allow CO2 gas to expand and vent away from the container in which it is
held.
13.3.3.2 Correct Handling Methods

Dry ice should:
 Only be used during the transportation and storage of aircraft catering.
 Always remain in unsealed wrapping to allow the release of CO 2 gas.
 Always be handled using protective equipment, e.g. gloves, tongs, etc.
 Always be removed from ovens before switching on, in order to avoid ignition of wrapping.
Dry ice should not:

 Be used for any purpose other than preservation of food items.
 Be stored in enclosed compartments such as fridges or other sealed galley stowages.
13.3.3.3 Recommendations
IATA recommends that where an operator provides inflight catering, cabin crew training programs include
awareness of the correct and safe handling of dry ice.

13.3.4 Circuit Breakers

Circuit breakers are small fuse-like devices that are designed to cut the power supply to a device before it
IOSA CAB 3.2.12 If the Operator conducts passenger flights with cabin crew, and utilizes aircraft with electrical
system circuit breakers that are accessible to cabin crew members, the Operator shall have procedures that
specify limitations for resetting tripped circuit breakers by cabin crew members during flight. (GM)
overheats. A circuit breaker that has tripped will usually have a white rim showing at its base.
In the event a circuit breaker trips, it is important to notify the PIC and not to reset it without investigation of the
cause. The PIC may choose to give permission to reset the circuit breaker depending on the affected system(s),
but resetting circuit breakers in flight should not be considered a SOP.
The following is an example of an operator circuit breaker procedure:
 Always advise the PIC when a circuit breaker has tripped

 If instructed by the PIC to reset the circuit breaker:
o Confirm that the circuit breaker is fully out
o If the appliance on the affected circuit breaker has an ON/OFF switch (e.g., coffeemaker, oven),
place the appliance switch to OFF
o Reset the circuit breaker by pushing it back in
 If applicable, return the appliance ON/OFF switch to ON
IMPORTANT: Should the circuit breaker trip again, DO NOT ATTEMPT a second reset as there could be an
abnormality in the wiring that could result in an electrical fire. Advise the PIC that the circuit breaker tripped a
second time.
13.4 Service to Flight Crew

Operators should establish a policy for serving meals and beverages to the flight crew in accordance with aviation
regulations, where applicable. Regular patterns of flight deck entry should be avoided for security reasons.
To prevent the remote possibility of both pilots being incapacitated at the same time, it is recommended that the
PIC and other flight crew not consume the same meal and avoid certain types of foods that are particularly liable
to cause gastrointestinal symptoms (e.g., shellfish, crustaceans).
Beverages should be served separately from the meal tray in order to avoid spillage. No alcoholic beverages
should be served to anyone in the flight deck at any time. The following are guidelines to be considered for offering
meal/beverage service to the flight crew:
 Meal trays/casseroles should be kept in their assigned chilled compartment in the relevant galley until the
food is required for consumption.
 The Pilot-in-Command and the First Officer should not have the same meal and not at the same time.
 Drinks and meal trays should be handed directly to the pilots and not left unattended in the flight deck.
 Drinks and dishes with liquid or gravy should not be passed over the central pedestal area due to the risk
of spillage and consequential damage to electronics. They should be served via the window side; to the
PIC from left side and FO from the right side.
 All beverages should be served to two-thirds of the cup or using cups with lids on them to avoid spillage.
All catering items should be removed from the flight deck before takeoff and landing, and cleared during the flight
as necessary.

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13.5 Service of Alcohol

Offering superior customer service and ensuring passenger satisfaction are common goals of operators. Serving
alcoholic beverages to passengers is a practice that has endured for many years and will likely continue well into
the future. There is a distinction, however, between consuming alcohol for pleasure and becoming intoxicated as
a result of alcohol consumption. Intoxicated passengers can become a danger to themselves and others on board
the aircraft. In the event of an abnormal or emergency situation, an intoxicated passenger would likely be less
able to comprehend, cooperate with, respond to, or follow instructions to evacuate the aircraft.
Operators should not permit passengers to board an aircraft whenever there are reasonable grounds to believe
that their faculties are impaired by alcohol to an extent that will become a hazard to the aircraft, to persons on
board (crew or passengers) or to themselves.
Service of alcoholic beverages should be carried out in a responsible manner. This should include tactfully refusing
to serve passengers alcoholic beverages when they are displaying signs of intoxication.
Passengers should only be permitted to drink alcohol served by the cabin crew. It is important that the cabin crew
be proactive in identifying passengers that might be consuming their own alcohol.
On specific routes with increased incidents of unruly passengers, some operators implement alcohol sales rather
than free service in an attempt to mitigate these incidents.
The operator may consider having a written policy that supports all employees in the enforcement of their alcohol
policy. Some countries where IATA member operators operate require cabin crew to obtain Responsible Service
of Alcohol (RSA) statements upon hiring (e.g., Australia). Other countries (e.g., USA) simply use their National
Restaurants Association traffic light system to recognize and manage possible intoxication. These are classified
as Green, Amber and Red behaviors as follows:
Green Yellow/Amber Red

 Sociable  Reduced inhibitions  Moving in slow motion
 Relaxed  Impaired judgment  Slow to respond to questions
 Comfortable  Talking or laughing louder  Glassy-eyed
 Happy than normal  Losing train of thought
 Being overly friendly  Making irrational statements
 Arguing or baiting  Spilling drinks
 Increased use of foul  Walking awkwardly
language
 Stumbling or falling down
 Increasing alcohol
 Unable to sit up straight
consumption
 Aggressive behavior
 Careless with money
Notwithstanding the above indicators, it is important to distinguish behavior (e.g., talking too loudly) that may
simply be a result of a person’s personality, cultural background or medical condition from signs of intoxication. It
is recommended that the operator adopt a method for handling disruptive and unruly passengers in a manner that
is sensitive to issues of culture and custom. A concerned, upset or rude customer is best handled using conflict
management techniques to defuse and/or avoid escalation of the situation.

13.5.1 Cabin Crew Response to Signs of Intoxication

Traffic light procedures encourage the responsible serving of alcoholic beverages to passengers by observing
their behaviors.
Green Yellow/Amber Red

 Alcoholic beverages may  Notify the SCCM, other cabin  Stop serving alcohol to the
continue to be served crew and the flight crew passenger
 It is recommended to offer  Do not allow the passenger to  Advise all cabin crew not to
food to slow intoxication transition to Red behaviors serve alcohol to the passenger
 Delay requests for alcohol by  Inform the passenger that the
offering food and water with crew will not be serving further
drinks alcohol
 As applicable to the situation,  Consider medical attention
stop serving alcohol to the (certain medical conditions may
passenger cause similar symptoms to those
of intoxication)
 Consider declaring an
appropriate threat level (as
required)
 Complete and submit required
reports
When dealing with a passenger who appears to be intoxicated, it is recommended to be as tactful and discreet as
possible. It is important to notify the SCCM and flight crew if a passenger appears to be intoxicated or drinks from
their own supply of alcohol. If the passenger refuses to comply with cabin crew requests, the cabin crew should
follow their company procedures.
13.6 Turbulence
Cabin crewmembers are injured due to turbulence at a disproportionate rate compared to passengers. Cabin crew
injuries occur at a higher rate because their duties require them to be standing and moving about in the passenger
cabin and/or galleys and, therefore, not always secure with their seatbelt fastened during flight. Cruise is the
predominant phase associated with turbulence-related injuries; however, cabin crew also sustain physical injury
during climb, descent and approach.
Investing in turbulence management strategies can result in fewer incidents or accidents, which in turn could also
result in significant savings for airlines.
To effectively manage turbulence, SOPs should include the following:
 Definition of turbulence intensity and types

 Communication and coordination
 Cabin crew duties
 Procedures for turbulence management
 Human factors and prevention strategies
Turbulence events and passenger/crew injuries during turbulence can be included in the airline’s SMS process to
help identify where improvements to SOPs may be required, or where further training may be needed. In depth
analysis of turbulence reports may also give an indication of specific routes and seasons when turbulence may
be more likely to be encountered, which would enable the operator to amend service procedures and help mitigate
the risk of injury.

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13.6.1 Risk Assessment – Turbulence

Passenger or crew member strikes Unexpected moderate or severe Injury to unrestrained persons in
cabin fixtures or other persons. turbulence the cabin
Spillage of hot drinks or food items Service of hot drinks/meals during
Burns/scalds to passengers/crew
turbulence
Passenger or crew member injury Litigation from injured
Inadequate SOPs
during turbulence passengers/crew
Crew member injured during
turbulence while service is Not complying with SOPs Injury to passengers/crew
suspended.
Services not suspended during Loose service items in cabin during
turbulence turbulence
Customer service culture
Cabin crew not seated or secured
Passenger or crew member unable
Unavailability of hand holds in Injury to unrestrained persons in the
to move to seat during unexpected
galleys for crew cabin
turbulence
13.6.2 Levels of Turbulence

It is important for flight crew and cabin crew to use common terminology to describe the level of turbulence
experienced in the cabin. Standard terminology ensures that flight crew and cabin crew share a common
understanding of the level of turbulence and the inherent dangers that accompany it.
Operators should determine levels of turbulence so that cabin crew can identify them easily. Many operators
choose the following standard definitions:
Light turbulence Moderate turbulence Severe turbulence

Changes is altitude and/or attitude Large, abrupt changes in altitude
Slight, erratic changes in altitude
occur but with more intensity than and/or attitude. Usually causes
and/or attitude (pitch, roll, yaw).
light turbulence. large variations in airspeed.
Liquids are shaking, but not Items are falling over, unsecured
Liquids are splashing out of cups
splashing out of cups objects are tossed about
Difficult to walk or stand without
Little difficulty in walking or
balancing or holding on to Walking is impossible
standing
something
Carts can be maneuvered with
Carts are difficult to maneuver Carts are unable to be controlled
little difficulty
Passengers may feel a light strain Passengers feel definite strain Passengers are forced violently
against seatbelts against seatbelts against seatbelts.
Note: Some airlines also add “light chop” to their turbulence descriptors. Light chop is described as “slight, rapid,
rhythmic bumpiness without appreciable changes in aircraft altitude or attitude”.

13.6.3 Causes of turbulence

Turbulence or rough air can be subdivided into visible and invisible causes. Clouds, especially thunderstorms,
create turbulence of varying severity. Other causes include thermals, as heat from the sun makes warm air masses
rise and cold ones sink.
13.6.3.1 Thunderstorm Turbulence

Turbulence associated within and in the vicinity of thunderstorms or cumulonimbus clouds. Such clouds are filled
with parcels of air moving up and down at great speeds and often contain ice crystals as well as rain drops. These
particles can be seen by the aircraft’s radar enabling the flight crew to avoid the storms and hence the turbulence.
A cumulonimbus cloud with hanging protuberances is usually indicative of severe turbulence.
13.6.3.2 Clear Air Turbulence

By definition clear air turbulence is invisible. High level turbulence (above 15,000 feet) is often associated with
fast moving bands of air called “Jet Streams” which occur as part of the global weather environment and with the
“Fronts” as seen on television weather programs. These fast, high altitude air currents shift, disturbing the air
nearby. Clear Air Turbulence can be forecasted but rarely detected before an aircraft encounters it. It is therefore
vital to keep the passengers, cabin and galleys as prepared as possible in case it is encountered unexpectedly in
order to minimize the effects of turbulence. Once encountered the cabin crew should secure themselves.
13.6.3.3 Mountain Wave Turbulence

Turbulence caused by air being blown over a mountain range or a sharp bluff, resulting a series of updrafts and
downdrafts.
13.6.3.4 Wake Turbulence

Wake turbulence is experienced when an aircraft passes through disturbed air caused by another aircraft flying in
front. The larger the aircraft, the more disturbed air is left in its wake.
Wake turbulence may result in the aircraft rolling and is more prevalent during take-off and landing stages, but
can also occur in cruise.
13.6.4 Proactive Fasten Seat Belt Policy

IATA recommends a proactive fasten seat belt policy which encourages all passengers to fasten their seatbelt at
all times while seated, regardless of whether the fasten seatbelt signs are illuminated or not.
The benefits of this policy far outweigh any perceived discomfort to passengers and include the following:
 Promotes increased safety;
 Zero cost to implement;
 Will contribute to the reduction of injuries;
 Will contribute to cost savings for airlines through the reduction of injuries which could also potentially
result in diversions;
 Will mitigate negative media attention due to incidents/accidents.
A proactive policy should be reinforced throughout passenger safety announcements, as well as any other
information relating to the passenger’s flight experience.
IATA does not recommend keeping the fasten seatbelt signs illuminated throughout the flight, as this could
undermine the urgency of a direct instruction from the flight crew to fasten seatbelts due to anticipated turbulence.

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13.6.5 Communication
Communication and coordination among all crewmembers is critical and should not be limited to preflight briefings.
The flight crew should proactively communicate turbulence advisories to the cabin crew and passengers using the
interphone, PA system and FASTEN SEATBELT signs. The flight crew should inform the SCCM of upcoming
expected turbulence (light, moderate, severe).
The SCCM should inform the remainder of the cabin crew and ensure that mitigation measures and/or service
level adjustments are carried out as required.
The level of turbulence experienced may be more intense than expected, especially in the aft section of the aircraft.
When turbulence is encountered, and the FASTEN SEATBELT signs have not been illuminated, cabin crew must
communicate conditions in the cabin to the flight crew and, if required, request that the FASTEN SEATBELT sign
be turned on.
13.6.6 Anticipated turbulence

Where turbulence is unavoidable, the flight crew should advise the cabin crew as far in advance as possible. The
Senior Cabin Crew member should determine whether alterations to services are necessary in order to mitigate
the potential of injury during services.
13.6.7 Unanticipated turbulence

As turbulence can occur without warning at any time, Operators should ensure that this is included in any risk
assessment relating to onboard service. Service procedures should ensure that items are always able to be
stowed quickly and efficiently if turbulence is encountered.
13.6.8 Cabin Crew Response

Cabin crew responses should be appropriate to the level of turbulence encountered and consider their own safety.
13.6.8.1 Overall objective
Light Turbulence Moderate Turbulence Severe Turbulence

Perform safety and seatbelt Suspend service. Suspend service.
compliance checks.
Perform safety and seatbelt Take immediate action to protect
Continue service with caution compliance checks, if safe to do so. individual safety.
according to operator policy.
Secure in crew seats. If possible, sit in nearest available
Consider suspension of hot seat and fasten seatbelt/harness.
beverage service.
Assist passengers when safe to do
so.
13.6.8.2 Catering and equipment checks
Ensure all carts and galley Ensure all carts and galley Set the brakes on all carts at
equipment which is not in use is equipment are properly secured; current location. Wedge between
properly secured. seats;
For short duration: set brakes on
carts and secure items from top of Place hot liquids, water jugs/pots
carts; inside the carts. If not possible,
place them on the floor;

Note: Airline should decide whether For extended duration: carts must Take the nearest available seat,
their SOPs would allow cabin crew be stowed in galley. If not possible fasten seat belt or if on a crew seat,
to continue with any service. to maneuver back to the galley, set fasten full harness.
the brakes on all carts at present
Note: Hold on to cart if possible and
current location. Wedge between
if safe to do so, ask adjacent
seats;
passenger to assist in holding cart
Place hot liquids, water jugs/pots down.
inside the carts. If not possible,
place them on the floor;
Take the nearest available seat, fit
full harness or fasten seat belt or if
on a crew seat, fasten full harness
13.6.8.3 Seatbelt compliance checks

Cabin crew visually check that If possible, maneuver carts back to Cabin crew will not attempt to
passengers are seated with seat galley, at the same time check that ensure passenger compliance. It is
belts fastened and cabin baggage passengers are seated with seat imperative that cabin crew sit down
stowed; belts fastened and hand baggage immediately;
stowed or placed under the seat;
Unless the bassinet is certified for Cabin crew take the nearest
use during turbulence, infants must Unless the bassinet is certified for available seat, fasten seat belt or if
be removed from bassinets and use during turbulence, infants must on a crew seat, fasten full harness
secured on guardian’s lap or in a be removed from bassinets and .
car type child seat (as per the secured on guardian’s lap or in a
airline’s applicable aviation car type child seat (as per the
authority regulations); airline’s applicable aviation
authority regulations);
Cabin crew confirm “cabin secured”
to SCCM; Cabin crew confirm “cabin secured”
to SCCM;
SCCM reports to flight crew;
Cabin crew takes their seats and
Recheck during longer periods of
fasten full harness;
turbulence.
SCCM reports to flight crew.
13.6.9 Turbulence reporting

Crew members should report incidents of turbulence through the operator’s safety reporting system, using
standard terminology to ensure mutual understanding.
Operators can use the company reporting system to identify routes of concern and trends or patterns relating to
seasonal variations over a period of time in order to help predict turbulence and make service adjustments
before it is encountered.
13.6.9.1 Example of SOPs Adapted For A Particular Route

One IATA member airline identified a particular route to be historically problematic and adapted their cabin crew
procedures as a result. Initially this procedure was applied only in specific seasons but given the complicated
intersection of the Chilean Coastal Range and the resulting clear air turbulence, it was very difficult to detect or

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predict when this procedure should be activated. For this reason, the airline implemented this as a standard
operating procedure for all flights inbound/outbound of Santiago de Chile (SCL):
13.6.9.1.1 CROSSING MOUNTAIN – Flights outbound from SCL (heading west)
Cabin crew must give a notice to passengers, stating that during the crossing of the Andes Mountains, the fasten
seat belts sign will remain on. While seat belt sign stays on during the crossing of the mountain of range,
passengers must remain in their seat with their seat belts fastened and cabin crew must be secured in their jump
seats with full harness.
If passengers do not comply with the advisory to remain seated, the cabin crew would reaffirm the PA
announcement. When the seat belt sign is turned off, the SCCM coordinates with the Pilot in Command regarding
an adjustment or suspension of service on board according to flight time remaining.
13.6.9.1.2 CROSSING MOUNTAIN – Flights inbound to SCL (heading east)
At 10 minutes prior to crossing the Andes Mountains, the flight crew will turn on the Fasten Seat Belt Sign and
make an announcement to the cabin crew: “Cabin crew, we are close to crossing the Andes”. The cabin crew will
proceed to complete service (as is possible within timeframe), stow and secure carts and galleys. The cabin crew
also makes an announcement to passengers informing them when the crossing will commence and advise all
passengers to return to their seats and fasten their seatbelts. The cabin crew will discontinue all service and
secure themselves in in jump seats and remain seated.

13.7 Dangerous Goods

Dangerous goods are substances or articles that can pose a risk to health, safety, property or the environment.
Cabin crew are required to recognize the hazards that each class of dangerous goods can represent. In case of
any concerns, the cabin crew should always advise the PIC.
IATA offers a Dangerous Goods Training Program for cabin crew http://www.iata.org/training/courses/Pages/dgr-
cabin-security-tcgp42.aspx
IATA's training programs are designed to familiarize students with the various sections of the IATA Dangerous
Goods Regulations (DGR) manual as well as how and when to apply them. The IATA training courses are based
on practical application of the DGR, which include all ICAO requirements.
After completing the IATA Cabin Crew training program, the student should be able to:
 Identify and classify dangerous goods

 Recognize dangerous goods labels and package specification markings
 Detect hidden dangerous goods in baggage
 Understand provisions for dangerous goods in the baggage of passengers and crew
 Follow basic dangerous goods emergency response procedures

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Section 14—Descent and Landing

14.1 Descent
Effective communication between flight crew and cabin crew during flight will help ensure that cabin crew are fully
prepared for descent. Operators should determine an effective and suitable signal to warn cabin crew of descent
so that they are able to complete required checks in time for approach and landing. See 6.4 Signals and
Commands.
14.2 Passenger Briefing Prior to Landing

In accordance with State regulations and operator policies, on each flight prior to landing, the cabin crew will brief
passengers to:
 Stow carry-on baggage

 Ensure tables are stowed/locked and seatbacks are in the full upright position, with footrest and monitors
stowed, if applicable
 Securely fasten seatbelts and secure lap-held infants, as appropriate
 Set PEDs to appropriate mode (e.g., OFF, if applicable) and secure appropriately
 Open window blinds, as appropriate;
o On aircraft equipped with electronically dimmable windows (EDW), it is recommended that cabin
crew set and lock the EDWs in “full clear” mode for landing.
Investigations into numerous accidents have identified that crew commands to passengers to leave carry-on
baggage behind during an emergency evacuation are not always followed. It is, therefore, recommended on each
flight prior to landing to include clear direction to leave all carry-on baggage behind during an evacuation.
14.3 Return of Coats, Jackets and Other Clothing

Where items of clothing such as coats and jackets are stowed for passengers prior to departure, it is recommended
that these remain stowed during landing, if not worn by the passenger, so as not to add additional trip hazards in
the cabin.
14.4 Pre-landing Cabin Secure Checks

Cabin secure checks are required to be repeated before landing (See 12.3). The SCCM will inform the flight crew
when the cabin is ready for landing and cabin crew are seated.
14.5 Descent and Landing Signals

An appropriate signal should be given to cabin crew to warn of descent and/or landing. This signal should be given
with sufficient time for cabin crew to ensure that they are seated with their seatbelt/harness fitted correctly and in
order to mentally prepare for landing. See 6.4 Signals and Commands.
14.6 Cabin Crew Seated for Landing and Arrival

To help mitigate the risk of injury to cabin crewmembers while the aircraft is moving on the ground, operator
procedures should require that cabin crew are seated for landing as soon as all safety-related duties and checks

have been completed and should remain seated until parked at the gate, except to perform safety-related duties
such as disarming doors or responding to an abnormal or emergency situation.

Arrival
Section 15—Arrival
15.1 Preparation of Doors for Arrival
Operators should determine their policy for disarming the doors upon arrival. Depending on the operation, the
command to disarm doors may be given:
 By the flight crew as the aircraft makes its final approach to the parking gate
 By the SCCM after the aircraft is parked
Cabin crew should be particularly alert at this time as incidents have demonstrated that human factor implications
may result in unconscious task behavior, where the cabin crewmember carries out a task without thinking about
it. Contributory factors may include distraction, task conflict and/or fatigue, all of which may result in the inadvertent
deployment of evacuation slides on arrival.
Ref: 10.2.5 Preparing Doors for Arrival
15.2 Door Opening

Operators should determine procedures for door operation taking into consideration the risks and hazards for
ground and cabin crew.
Ref: 10.2.6 Arrival – Door Opening
15.3 Passenger Disembarkation

During the disembarkation process, the risk of an evacuation remains. Cabin crew should, therefore, remain alert
to outside and inside conditions and remain available at the door area(s) to perform an evacuation should it
become necessary.
15.4 Post disembarkation

After passengers have disembarked, cabin crew should check the cabin seating areas for items left by passengers
so that they may be reunited with them. Noting the seat number where found and offloading to ground staff without
delay will help increase the possibility of return to its owner.
If not returned to owners, left items should be retained as lost property in accordance with local airport procedures.

Section 16—Abnormal and Emergency

Procedures
16.1 Management of Emergencies
Cabin crew training programs should emphasize that each emergency situation is different and that it is impossible
to train for an infinite number of possible abnormal scenarios. By managing emergencies, cabin crew contribute
to minimizing injuries and fatalities as well as damage to property through appropriate actions. The success of
these actions is influenced by the cabin crew’s knowledge of their operator’s safety and emergency procedures
as well as their initiative, situational awareness, good judgment, communication, cooperation, coordination and
training.
16.1.1 Levels of Stress

People react differently to stressful situations such as an emergency on board an aircraft. High levels of fear or
stress can lead to panic, freezing and/or dependency on the part of both passengers and crew. It is important that
cabin crew are trained to recognize these negative behaviors and use countermeasures to interrupt and change
passenger actions and behaviors.
16.1.2 Landing Categories

There are three landing categories:
 Normal landing
 Abnormal landing (involving a condition that requires a higher alert level, such as an engine failure)
 Emergency landing (involving a serious situation requiring crewmembers to follow emergency procedures)
16.1.3 Unplanned and Planned Emergencies

Unplanned emergencies occur with no warning and give the crew little or no time to prepare a course of action.
Most emergencies occur during takeoff or landing. The most important mitigation tool is the Silent Review.
In the case of a “planned” emergency, cabin crew receive advance warning and adequate time to prepare a course
of action. For example, cabin crew can prepare passengers for an emergency landing using the Prepared
Emergency Landing Card and brief multiple Able-bodied Passengers (ABPs) to assist as directed.
16.1.4 Urgent Communication

Operators should establish policies for urgent communications to and from the flight deck. For example, when
immediate communication is required from the flight deck to the cabin crew, the PIC could announce: “Would the
senior cabin crewmember call the flight deck immediately.” The SCCM should immediately call the flight deck
using the interphone. This announcement would also indicate to the remainder of the cabin crew to be on alert for
further instruction from the SCCM.
Other discreet coded announcements or signals may be considered for different emergency situations; however,
these should be limited in number and allow for easy and rapid understanding by all cabin crew.
When urgent contact is required from the cabin to the flight deck, the appropriate emergency call button/code
should be used on the interphone handset.
16.1.5 Managing Filming During Emergencies

Filming of an inflight emergency event could cause distraction from emergency procedures and instructions
delivered by cabin crew as well as reduce situational awareness of the user. It is recommended that onboard

Abnormal and Emergency Procedures
connectivity systems (e.g Wi-Fi and Pico cells) are switched off when an emergency arises inflight in order to
discourage the use of smartphones and other devices.
Operators should also consider a risk assessment to determine any action which should be taken during an
external on ground emergency, such as political instability or terrorist activity which could cause alarm, hysteria
or concern and affect good order and discipline onboard.
16.2 Crewmember Incapacitation

Crewmember incapacitation is defined as the inability of a crewmember to carry out their normal, abnormal and
emergency duties. Incapacitation may occur as a result of injury or illness and may require the crewmember to be
temporarily or permanently removed from their duties for the duration of their duty period.
16.2.1 Flight Crew Incapacitation

Operator procedures for flight crew incapacitation should include measures to prevent a pilot from becoming
incapacitated in their seat, because removal of a collapsed casualty in this position can be problematic. Suggested
procedures include the flight crewmember getting up from their seat as soon as they begin to feel unwell.
The following are suggested operator procedures in case of flight crew incapacitation:
Some operators choose to have a discreet PA which alerts the cabin crew
Alert cabin crew to the problem without alarming passengers.
The SCCM or designated crewmember should proceed to and enter the

Cabin crew report to flight deck immediately. If the door is not opened upon request, the
flight deck emergency access code should be used.
Remove pilot from Slide the seat fully aft and remove the pilot from the controls without
controls inadvertently touching any of them.
Secure the pilot's harness and lock it to prevent the pilot falling forward.
Secure pilot in seat
If possible, recline the seatback.
Call for medical assistance from other crew, if necessary. The operator
Administer first aid as should determine a risk-based policy on the use of defibrillators inside the
required flight deck, if carried.
Consideration could be given to seeking the assistance of a type-qualified

Assist PIC as required pilot on board to replace the incapacitated flight crew.
If the decision is made to leave the incapacitated pilot in the flight deck, a member of the cabin crew should stay
with them until the aircraft has landed.

16.2.2 Suggested Cabin Crew Incapacitation Drill
Alert PIC Use interphone to advise PIC of cabin crew incapacitation.
Treat incapacitated Administer first aid as required

crewmember
Reassign Operators should establish procedures to select the next most suitably qualified (or senior
responsibilities as ranking) cabin crew to operate as SCCM in the event of the initial SCCM becoming unable to
perform their duties.
required
Operators should establish procedures for a single cabin crewmember to operate a pair of
Reassign door exits.
operation as required If incapacitation reduces cabin crew complement below minimum, consider briefing ABPs
to operate exits.
16.3 Cabin Pressurization

Cabin pressurization is the active pumping of air into an aircraft cabin to increase the air pressure within the cabin.
It is required when an aircraft reaches high altitudes to allow aircraft occupants to absorb sufficient oxygen. The
air conditioning system on the aircraft ensure the cabin is pressurized during flight.
Operators’ cabin crew procedures should include drills for non-pressurization as well as slow, rapid or explosive
depressurization.
16.3.1 Non-pressurization
A fault in the air conditioning system during climb could result in non-pressurization of the aircraft. Cabin crew and
passengers may not readily notice this, but would likely become more tired without realizing due to the effects of
reduced oxygen (hypoxia). If the aircraft cabin reaches an altitude of 4,500 m (15,000 ft) before action is taken,
passengers and crew will begin to suffer from lack of oxygen.
16.3.2 Depressurization
Should the pressurization system of the aircraft fail for any reason, it will be unable to maintain the required cabin
pressure. Likewise, a failure of the aircraft structure or seals would cause a decrease in cabin pressure. This is
known as a depressurization or decompression.
A depressurization may be slow, rapid or explosive depending on the cause and the pressure differential inside
and outside the aircraft.
If the cabin altitude reaches the equivalent of 4260 m (14,000 ft), the aircraft’s oxygen masks should deploy
automatically. See 9.12 for details of oxygen systems.
16.3.2.1 Slow Depressurization

Slow depressurization may be caused by a failure of window/door seals or a fault in the air conditioning system.
The term ‘slow depressurization’ is used to describe an event where it takes more than 10 seconds for the pressure
inside and outside the cabin to equalize. Typically, the only sign to the cabin crew may be the appearance of the
oxygen masks as the aircraft altitude rises.

16.3.2.2 Rapid and Explosive Depressurization

A rapid depressurization may take up to 10 seconds for the cabin pressure to equalize with the outside conditions.
An explosive depressurization make take only one or two seconds.
Rapid and explosive depressurization incidents are easier to recognize. Along with the deployment of oxygen
masks, sudden changes of pressure can cause the following:
 Loud noise
 Sudden disturbance of dust and loose items due to the strong airflow
 Mist forming in the cabin due to moisture condensing
 Sudden reduction in cabin temperature
 Pain in ears and sinuses
 Discomfort or pain due to pressure of gases trapped in the body
 Shortness of breath
 Sudden boiling of liquids in hot beverage containers
 Bursting of carbonated drinks containers, sealed packages and inflated items (e.g., pillows)
16.3.3 Hypoxia
Oxygen is essential for life, required by every cell in the human body to carry out its functions. Cabin crew must
be aware of the signs and symptoms related to lack of oxygen (hypoxia).
Initial signs of hypoxia manifest in different ways among individuals, but typically can include:
 Increased rate of breathing

 Headache
 Nausea
 Light-headedness
 Dizziness
 Tingling sensation in hands and feet
 Sweating
 Irritability
As time of exposure to reduced pressure at altitude increases, the following additional signs and symptoms
appear:
10,000 – 20,000 feet  Mental impairment

 Euphoria
 Reduced situational awareness
 Cyanosis (bluing of the lips and fingernails)
20,000 – 30,000 feet  Lack of muscular coordination
 Drowsiness
 Slurred speech
 Collapse
30,000 – 40,000 feet  Unconsciousness
 Death
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. It is important that all crewmembers recognize the signs of hypoxia and administer supplemental oxygen

as soon as possible in order to prevent unconsciousness. When oxygen is administered, recovery will usually take
place within minutes.
16.3.3.1 Time of Useful Consciousness

Time of Useful Consciousness (TUC) or Effective Performance Time (EPT) is the period of time from the
interruption of the oxygen supply, or exposure to an oxygen-poor environment, to the time when an individual is
no longer capable of taking proper corrective and protective action. The faster the rate of ascent, the worse the
impairment and the shorter the TUC.
WARNING: TUC does not mean the onset of unconsciousness as impaired performance may be immediate. The
higher the altitude, the worse the impairment and the shorter the TUC. Prompt use of 100% oxygen is critical.
The FAA Office of Aerospace Medicine’s Civil Aerospace Medical Institute (CAMI) offers a Cabin Safety Workshop
that includes physiology education on the effects of high-altitude flight operations on the human body. The
workshop concludes with an altitude chamber flight simulation to allow the participants to actually experience the
effects of depressurization. While the workshop includes numerous other cabin safety topics, it is not intended as
basic training for cabin crew, but rather is designed to provide supplemental information. To learn more, please
visit www.faa.gov/data_research/research/med_humanfacs/aeromedical/cabinsafety/workshops
16.3.4 Guidance for Depressurization Procedures

A review of depressurization incidents and accidents clearly indicated that aircraft depressurization events had a
continuing presence in aviation operations. Many of the events were identical to events that had occurred in the
past, a few of which escalated into fatal accidents. The events examined occurred around the world and on a
variety of different pressurized aircraft. Multiple issues arose from the review:
 Cabin altitude warning horn not recognized by the flight crew

 Master Caution and passenger oxygen mask deployment indication not recognized by the flight crew
 Cabin crew not advising the flight crew of passenger oxygen mask deployment
 Cabin crew not establishing and maintaining open communication between the cabin and the flight deck
 Physiological effects of rising cabin altitude not recognized by the flight crew or cabin crew
 Insufficient flight crew understanding and appreciation of slow cabin depressurization, the insidious effects
of hypoxia and the importance of using supplemental oxygen as a precaution
Several international accident investigation reports recommended improved communication between cabin crew
and flight crew in the case of a suspected decrease in cabin pressure.
When the oxygen masks deploy in the cabin due to loss of or insufficient cabin pressure, if there is no evidence
of the aircraft descending, the SCCM or the cabin crewmember situated closest to the flight deck must proceed
to the flight deck to verify that flight crew are receiving emergency oxygen.

16.3.5 Suggested Cabin Crew Depressurization Drill
Put on nearest oxygen Check oxygen is flowing to mask.

mask Only help others once your own oxygen mask is activated.
In nearest seat/space - do not try to get back to a crew seat unless it is very
Sit down close.
Fasten seatbelt, if applicable.
Prevent movement of Brake carts/trolleys and wedge them between seats to prevent movement
service equipment during descent.
Indicate to passengers If no automated announcement, shout or attempt to make a PA if the

to fit masks system is available nearby.
Nearest crewmember should fit portable oxygen mask and enter the flight
If no sign of descent, deck to check that pilots are receiving oxygen and taking action as required.
contact flight crew The emergency flight deck access code should be used if the door is locked.
Remain seated until Check other crewmembers.

advised that it is safe to Assist others and administer medical first aid and oxygen as required.
move Reassure passengers.
16.4 Rapid Deplaning

An abnormal situation may arise that has the potential to escalate into an emergency, and where passengers and
crew need to deplane immediately and quickly as a precautionary measure. Such situations usually occur while
the aircraft is parked at the gate or during taxi.
Normally the attached steps/air bridge will be used to evacuate the aircraft; but, depending on the severity of the
incident, the use of one or more evacuation slides may be required. In this situation, the slide(s) will be used as a
precaution; therefore, descent may be more carefully controlled (i.e., sit and slide) than during an emergency
evacuation.
Rapid deplaning is not recommended where boarding is carried out by airport passenger transfer vehicles, which
directly connect to the aircraft before lowering to ground level, due to the delay in lowering safely from the aircraft.
Operators should be aware that air bridge/jetway doors may be locked for security reasons, preventing passengers
from reentering the terminal building. Before initiating rapid deplaning, the flight crew and/or SCCM should liaise
with ground staff to ensure access into the terminal is available. When this is not possible, an evacuation may be
required using slides.
A rapid deplaning may be initiated by the pilots or, in their absence, the SCCM.

16.4.1 Suggested Cabin Crew Rapid Deplaning Drill
May be made by the PIC or SCCM.

PA to alert cabin crew Cabin crew to go to assigned crew stations and await instruction.
Example: "Attention crew, standby."
If no steps/air bridge are in place, an evacuation using one or more slides

Ensure air bridge/steps with controlled descent may be required. If so, brief cabin crew
in place appropriately.
May be made by the PIC or SCCM.

PA to initiate rapid Command should be different from the evacuation command.
deplaning
Example "Attention crew, rapid deplaning."
Command passengers Use direct and short instructions.

to leave the aircraft Passengers to leave carry-on baggage unless the PIC advises otherwise.
ABP, crew and/or

ground staff lead As per procedures defined by the operator.
passengers into
terminal
Cabin crew remain on board until all passengers are deplaned.

Crew disembark
Cabin crew disembark unless advised otherwise by the PIC.
16.5 Emergency Evacuations

An evacuation is much more expeditious than a rapid deplaning event and will require using all available exits to
empty the aircraft of occupants as quickly as possible.
An evacuation may take place without warning, or there may be sufficient time to plan and prepare. Cabin crew
should always be alert to the potential requirement for evacuation while on the ground and be mentally prepared
during takeoff and landing (see 12.6 Silent Review).
Cabin crew evacuation training should stress the importance of communication and coordination between flight
and cabin crew as well as the necessity for cabin crew to adapt to ever changing situations and circumstances.
For example:
 Fire
 Smoke
 Ditching/water
 Slide/slide-raft malfunction
 Unusual aircraft attitude
 Landing gear collapse
 Severe structural damage
 No communication from flight crew

16.5.1 Initiating Evacuation

An evacuation should be initiated by the PIC; however, in catastrophic events the PIC may not be able to give this
instruction. Cabin crew should be trained to recognize the situations where they are permitted to initiate an
evacuation without waiting for an order, and that they may only do so once the aircraft is stationary with engines
powered down.
Suggested circumstances for cabin crew to initiate evacuations include:
 A fire inside or outside the aircraft that is uncontained and getting worse
 Dense smoke in the cabin that is threatening life
 Ditching
 Obvious destruction of the aircraft
When making the decision to initiate an evacuation, cabin crew must evaluate the level of danger and the
consequences that a delay in decision-making may lead to. Smoke or fire that is out of control would definitely
require a rapid decision because of the danger presented to the occupants of the aircraft.
If cabin crew consider that an evacuation may be required, they must attempt to contact the flight crew in order to
inform them of the situation and await instructions. If contact with the flight crew is not possible, cabin crew should
initiate the evacuation.
Any evacuation requires crew coordination because not all crewmembers may be aware that a life-threatening
situation exists. There are several possible methods of communication, depending on their availability:
 Public address
 Interphone
 Megaphone
 Evacuation alarm (if applicable)
 Initiation of commands
16.5.2 Unplanned Emergency Evacuation

Many evacuations are not planned and occur with no prior warning on stand, during taxi, takeoff or landing. The
silent review carried out by cabin crew during takeoff and landing helps to keep them mentally prepared to act
with little or no notice during critical stages of flight.
16.5.3 Planned Emergency Evacuation

In-flight emergencies may result in the diversion of the aircraft and a planned emergency evacuation. Cabin crew
will have some time to prepare the cabin and passengers for evacuation after landing.
Prepare Brief able-

Brief cabin Brief cabin, bodied Brace for
Evacuate
crew passengers galleys, passengers impact
lavatories (ABPs)

16.5.3.1 Briefing of Cabin Crew

Operators should determine procedures for the flight crew to provide a briefing to the SCCM. This may be carried
out in person or via interphone depending on the circumstances. The SCCM will then brief the cabin crew (where
applicable).
Typically, the briefing should include the following information:
 Nature of the emergency (i.e., what has happened)

 Intention (i.e., whether to divert, land or ditch)
 Time remaining to landing/ditching
 Any factors that may affect the availability of evacuation routes, exits or may be pertinent to the evacuation
 Special instructions/considerations, as necessary
16.5.3.2 Briefing of Passengers

The flight crew or SCCM will advise the passengers of an emergency situation, depending on the time available
and procedures.
The initial announcement will typically include:
 Explanation of the nature of the emergency

 The necessity to prepare the cabin
 Requirement to follow the instructions of the cabin crew
At the appropriate time according to operator procedures, the cabin crew will perform an emergency safety
demonstration/briefing giving the passengers additional information relating to the planned emergency evacuation.
The aim of the briefing is to give passengers as much information as possible. The amount of time available will
determine the extent of the briefing. Passengers and crewmembers will need to give their undivided attention to
the briefing; therefore, there should be no unnecessary distractions. This may be the only opportunity to relay
critical information.
To avoid distraction, cabin crew should:
 Instruct passengers to stow all PEDs

 Stay in their assigned demo position
 Not walk up and down the aisle during the announcement
 Not talk during the demonstration
 Coordinate the demonstration with the briefing
When reading the briefing, the SCCM should pause at key points in order to allow the cabin crew time to
demonstrate and check passenger compliance.
As a minimum, cabin crew should demonstrate:
 The safety card

 The brace position instructions
 The location of usable exits and escape path lighting
 The operation of life vests/jackets, if applicable
16.5.3.3 Preparing the Cabin, Galleys and Lavatories

During normal procedures for takeoff and landing, the cabin secure procedures are carried out to prepare the
cabin for an unplanned emergency (See 12.3).
During a planned emergency, as it is known that an evacuation is highly likely, some additional cabin preparations
can be carried out to further mitigate risks, depending on the circumstances and time available:

 IFE, Internet and/or telecommunications systems, where fitted, should be switched OFF
 Switch off galley power and water supply
 Ensure passengers remove all loose and sharp objects from their person and secure them inside their
cabin baggage
16.5.3.4 Able-bodied Passengers (ABP)

Procedures should include enlisting the help of able-bodied passengers (ABPs) who will be useful during the
evacuation.
The selection of ABPs may be based on their physical strength and capabilities as well as their ability to
understand instructions and respond appropriately. Deadheading crew, off-duty company crewmembers, military,
police and fire service personnel are good choices because they are accustomed to following instructions and
have the required strength and dexterity.
Cabin crew should reiterate to ABPs that the crew remain in control during the evacuation and that they should
only take action as instructed.
ABP briefings should be short and simple. The intention is to provide only enough information for the ABPs to
carry out their role and to check their understanding of responsibilities.
Briefing several ABPs at each door will help ensure sufficient help is available and briefing them collectively rather
than assigning individual roles will ensure the greatest chance of procedures being understood and carried out.
Other ABPs can be briefed to assist special categories of passengers who may require additional help.
The following are suggested instructions for APBs stationed at a door:
While cabin crew open Hold passengers back from the door area.
door
When door ready for Evacuate first and assist other passengers at bottom of slide.
use Move passengers away from aircraft.
If crewmember How to remove crewmember from crew seat and what to do with them.
incapacitated
Open door if commanded, or crewmember is obvously incapacitated.
Check outside conditions to identify whether safe or not.
Open door Operation of door handle.
Use of asssist handles to prevent being pulled/pushed out.
Check slide inflation Manual inflation procedure if slide does not inflate.
If door not to be used

due to Where and how to redirect passengers.
fault/failure/hazard

In normal operations, passengers seated at over-wing exits will receive a briefing before departure. In a planned
emergency, cabin crew should check that these passengers understand the following:
When to open exit How to recongize the evacuation command.
Assess outside How to identify whether it is safe to open exit.

conditions
How to climb out onto wing.

How to evacuate Direction of movement off wing (forward/aft).
If door not to be used

due to Where and how to redirect passengers.
fault/failure/hazard
The cabin crew should ensure that ABPs are assigned to passengers that require assistance to evacuate the
aircraft. These passengers include:
 Passengers with reduced mobility

 Elderly
 Unaccompanied minors
 People traveling alone with more than one child
These passengers will need assistance from ABPs during the evacuation. When time permits, reseat an ABP with
each passenger requiring assistance.
16.5.3.5 Cabin Preparation Complete

When the cabin has been secured and the cabin preparation is complete, cabin crew should report to the SCCM.
The SCCM will notify the flight crew and ask for an update of the situation and an estimate of the amount of time
remaining.
According to operator procedure, cabin crew should take their seats, adjust their harness, begin a “silent review”,
and be prepared to “brace” when the command comes from the flight crew.
16.5.4 The Brace Position

The brace position can be described as the position that cabin occupants should adopt in order to minimize both
primary injuries associated with the rapid deceleration forces of an aircraft impacting the surface and any
secondary impact between the occupant and the internal cabin fixtures.
16.5.4.1 Passenger Brace Position

The underlying principle in any forward facing passenger brace position is to curl into a ball by first putting the chin
towards the chest, placing the feet back against the baggage restraining bar under the seat and then crouching
down as far as possible.

Based on available research and expert opinion, ICAO Doc 10086 – Passenger Briefing recommends the following
brace position for passengers in forward facing seats:
1. Sit as far back as possible;

2. Fasten seat belt and tighten firmly (low across the hips to prevent submarining - when a passenger slides
forward under a loosely fitted seat belt. The seat belt should not be twisted);
3. Tuck chin onto chest;
4. Bend forward (“roll up into a ball”);
5. Place head against the seat in front;
6. Place hands on top of head; or
7. Place arms at sides of lower legs or hold lower legs (holding onto the lower legs may provide a more
stable position); and
8. Place feet flat on the floor, as far back as possible; or
9. If seated at a bulkhead row or cannot reach the seat in front:
a. Bend forward and place hands on top of head; or
b. Bend forward and place arms at sides of lower legs or hold lower legs.
Due to insufficient research based evidence, ICAO does not publish any guidance for the following passengers
and seating configuration:
 Aft facing seats;

 Three-point seatbelts;
 Airbag seatbelts;
 Guardians with lap-held infants;
However, operators in liaison with seat/seat belt manufacturers and certification authorities should determine the
most advantageous brace positions for these types of seating.
It is recommended to use the Safety Information Card to illustrate the brace position. In a planned emergency, the
cabin crew should:
 Point out the brace position on the safety information card

 Demonstrate the recommended brace position
 Check passengers’ brace position and alternative brace positions
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 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”.

16.5.4.2 Cabin Crew Brace Position

Based on more limited available research and expert opinion, ICAO Doc 10086 recommends the following cabin
crew brace positions:
1. Slide back in the seat as far as possible towards the backrest; ensuring that upper and lower back is
against the backrest;
2. Securely fasten seat belt and shoulder harness:
a. tighten firmly;
b. seat belt and harness straps must not be twisted;
c. when tightening the shoulder harness, make sure that the seat belt (lap strap) remains low across
the hips and that the buckle is positioned correctly, as per manufacturer instructions;
Forward Facing Crew Seat Aft Facing Crew Seat

3. Place chin on chest; 3. Lean back and keep head against the
4. Rest hands on thighs; backrest/headrest;
5. Place feet and legs slightly apart; 4. Cross arms in front of the chest (do not hold the
shoulder harness straps);
6. If there is no bulkhead within forward reach,
keep feet flat on floor and stretch out legs as far 5. Place feet and legs slightly apart;
as possible; or 6. Place feet flat on the floor; and
7. If there is a bulkhead within forward reach, keep 7. Keep knees bent at 90 degrees.
feet flat on floor and slide them forward until the
tips of the toes touch the bulkhead (do no push
feet against the bulkhead).

16.5.5 Suggested Cabin Crew Drill – Emergency Evacuation
Verify evacuation Wait for instruction from PIC to evacuate.

required Initiate evacuation in clearly catastrophic circumstances.
Release harness and Check outside conditions for signs of fire, smoke, water level.
move to assigned exit
Command passengers to Use positive loud commands.

move to exits
Open exit if safe to do Use ABPs to help hold others back while door is opened.
so Ensure escape device is deployed where appropriate.
Command passengers to Use visual cues/signals where necessary.

evacuate
Control and monitor Observe passengers outside the aircraft.

evacuation Follow advice of Fire & Rescue personnel, if applicable
Leave the aircraft Check cabin is clear and leave the aircraft through nearest exit
16.5.6 Carry-on Baggage during an Evacuation

Passengers will endeavor to collect their personal belongings before evacuating the aircraft, particularly when the
danger to life is not immediately evident to them.
Operators should be prepared for this eventuality and have a strategy in place to mitigate the risks involved with
passengers removing cabin baggage during evacuation. Such strategies could include:
 Reinforcing and emphasizing the requirement to leave personal items behind by including it in the
passenger announcements made in the following situations:
o Preflight safety briefing
o Emergency briefing
o Before landing on every flight
 Clear graphics on safety cards emphasizing that baggage must not be taken in an emergency
 Simple, clear crew commands to leave baggage behind during evacuation
 Training of cabin crew in human response during emergency situations and how to influence passengers
to leave their baggage
Passengers may be less likely to take carry-on baggage with them during an evacuation if they are encouraged
to hold essential items that could be useful following an evacuation on their person. Such items typically include:
 Mobile phone
 Vital medications (e.g., asthma inhalers)
 Passport
 Wallet/purse

This advice could be included in the preflight safety briefing/video and reinforced during emergency briefings.
Despite all efforts to reinforce the message to passengers, some will likely ignore instructions. Operators should
identify their accepted course of action for the cabin crew to take in this eventuality, bearing in mind the risks and
potential consequences.
Action Potential consequences

Forcibly removing carry-on baggage at the doorway Buildup of items subsequently blocking exit routes.
Slowed rate of egress due to confrontation.
Injury to cabin crew carrying out the action from hoisting
bags over seatbacks away from the exit row.
Physical confrontation with passengers preventing the
continuation of evacuation procedures.
Throwing carry-on baggage outside the aircraft Injury to persons outside the aircraft.
Injury to crewmember carrying out the action.
Damage to ground equipment or slide.
Damage to passengers’ personal belongings and
claims for cost of bag and contents.
Allowing passenger to take items that they insist on Slowed rate of egress.
taking
Injury to passenger or others using the slide.
Injury to persons assisting at the bottom of the slide.
Damage to the slide.
Buildup of debris at the bottom of the slides adding
increased risks of injury.
16.5.7 The Effect of Smoke and Fire during Evacuation

It has been well documented in accident reports that smoke and fire in the cabin has presented frequent obstacles
during evacuation. Smoke or fire in the cabin can also cause panic among passengers. Inhalation of smoke and
toxic fumes has incapacitated people and limited their physical and mental ability to the extent that they have not
been able to react, operate the exits or evacuate. Smoke also has the ability to obscure light, make visibility
difficult, and incapacitate a person.
In the event of a smoke-filled cabin during evacuation, visibility and air quality are usually better at floor level.
Passengers should be instructed to get down low and follow the escape path lighting to the exits.
16.5.8 Slide Evacuation with Infants and Young Children

In a planned emergency evacuation, parents/guardians should be briefed to hug their infant to them so that they
can evacuate down the slide together.
When boarding an escape device (e.g., single or dual lane escape slide, slide raft, ramp slide) with infants, jumping
together onto the escape device produces faster egress than sitting and sliding.
The carrying positions that provide the most protection for infants include:
 Vertical position ─ The parent/guardian protects the infant’s head and neck as much as possible with
one hand, placing the other arm around the buttocks and holding the infant
 Horizontal position ─ The parent/guardian should cradle the infant’s head and neck in his/her arm and
should keep infant’s arms, legs and feet enfolded as much as possible in his/her arms

Climbing through a Type III over-wing exit while holding an infant promotes faster egress than passing the infant
to another passenger who has already exited. The recommended carrying position of the infant is vertical.
Horizontal carrying of larger infants is more likely to result in striking a part of the infant’s body on the exit frame.
Evacuation methods with small children over age two depends on the age and size of the child. The carrying
method when egressing should be the one most comfortable and natural for the parent and the child and, at the
same time, providing adequate protection for the child and ensuring a fast egress from the aircraft.
16.5.9 Passenger Commands during an Emergency

Cabin crew use verbal commands to maintain passenger compliance with emergency evacuation procedures.
Commands should be shouted in the designated language of the operator and may need to be supplemented by
foreign language commands, as appropriate.
When formulating verbal commands, operators should ensure that they are kept short, simple and clear. Where
possible, positive instruction should be given, avoiding the use of negative commands.
Commands should be delivered loudly, clearly and assertively by cabin crew, without causing panic or negative
responses.
During an emergency evacuation, cabin crew have to observe many areas at once and will be required to shout
various commands appropriate to the situation:
 Inside the cabin

 At the doorway and other doors nearby
 Outside the aircraft
16.5.9.1 Brace Command

When the need to brace is determined, a command is normally given by the flight crew. This command serves a
dual purpose: advising the cabin crew that impact is imminent and advising passengers of the need to brace.
When passengers hear the brace command (typically “BRACE! BRACE!” or similar command) over the PA, they
should adopt the appropriate brace position. In an unplanned emergency, they may not be expecting to hear this
command and may take time to adopt the position.
It is, therefore, recommended that the brace command from the flight crew be explained during normal preflight
safety briefings, while the recommended brace position appropriate to their seating area be demonstrated on the
safety card.
In a planned emergency, the brace command from the flight crew should be reiterated in the cabin crew
announcements to prepare passengers.
16.5.9.2 Prior to Impact

In many cases, the flight crew brace command is supplemented by additional cabin crew commands to passengers
to help them identify and adopt the brace position. Commands such as “Heads down! Stay down!” can be given
simultaneously by all cabin crew at regular intervals.
16.5.9.3 Initiating Evacuation

Once the aircraft has stopped and the need to evacuate has been identified, a command to commence evacuation
will be given, normally by the flight crew. Such a command may need to be given by the cabin crew if it is clear
that the requirement to evacuate is obvious. For example:
“This is an emergency. EVACUATE! EVACUATE!”
Upon hearing the command, all cabin crew should commence their evacuation duties.

16.5.9.4 While Opening and Preparing a Door for Evacuation

Initial commands should be aimed at passengers to get them to:
 Release seatbelts and stand up

 Retrieve and fit life vest (if appropriate and not already fitted)
 Leave all personal belongings
 Move into the aisle(s) and prepare to move to the nearest available exit
“Release seatbelts and get up!”

“Leave everything!”
“Get up, get out!”
During an evacuation on land, the first few passengers to reach the door while the cabin crewmember prepares
and opens it could be instructed to help the cabin crew by:
 Staying at the bottom of the slide/raft/steps

 Assisting passengers off the escape device
 Assisting in moving passengers away from the aircraft
16.5.9.5 Once the Door is Safe for Evacuation

Once the door and associated escape device is ready and confirmed operational, the cabin crew should instruct
passengers in the cabin to move towards it and prepare to evacuate.
“Come this way!”
At Type A exits, where an escape device has two slide lanes, passengers should be encouraged to divide into
two lines at the doorway in order to evacuate as many passengers as possible simultaneously.
“Form two lines!”
16.5.9.6 As Passengers Leave the Aircraft

As passengers leave the aircraft, they should be instructed to use the escape device appropriately. Sample
commands are shown below:
Land evacuation:
Slide Onto Wing Steps From Door Sill

Directly to Ground
“Jump!” “Step out!” “Hold the handrail!” “Sit down!”
“Slide!” “Step down!” “Go down quickly!” “Jump down!”
“Walk to the back!”
“Go down the slide!”
“Follow the arrows!”

Water evacuation:
Using Life Vest Using Seat Cushion

“Inflate life vest!” “Grab seat cushion!”
“Arms through straps!”
“Hold to chest!”
Onto Slide/Raft Into Water Onto Wing Into Life Raft

“Inflate life vests!” “Inflate life vests!” “Step out!” “Climb into raft!”
“Crawl onto raft!” “Jump into water!” “Step down!”
“Sit to the sides!” “Hold onto slide!” “Stay on the wing!”
16.5.9.7 Managing Passenger Flow in the Cabin

Cabin crew need to monitor the evacuation to maintain an even flow of passengers from each exit. As the exits
are not always clearly visible from each cabin, additional cabin crew not assigned responsibility for an exit may be
required to move about the cabin to direct passengers towards all usable exits.
In addition to verbal commands, exaggerated visual cues may be necessary to attract passenger attention to the
exits. Megaphones and flashlights may also be used, where available.
On larger aircraft with a multi-class cabin seating configuration, the aft and middle zones are usually more
congested than the front of the aircraft during an evacuation. It may be necessary to redirect passengers to bypass
their nearest exit to an available exit in another cabin to maximize the use of all exits and avoid congestion.
16.5.9.8 At Exits that Cannot Be Used

Exits may not be available for use due to failure of the door or escape mechanism, damage to the escape device
or obstructions such as fire, water or other danger. In these circumstances, cabin crew should redirect passengers
to usable exits:
“Exit blocked!”
“Go that way!”
“Go forward!”
“Go back!”
“Go across!”
When redirecting passengers, crewmembers need to be aware of which exit to send passengers to. Cabin crew
should listen for other crewmembers commands to “come this way” or “jump”, indicating that the exit is usable.
16.5.10 Aircraft Rescue and Firefighting Signals

When evacuation takes place at an airport, airport rescue and firefighting services will use standard ICAO signals
to indicate hazards to the cabin crew so that they can take appropriate action (i.e., slowing the evacuation,
redirecting to alternative exits, stopping evacuation). Cabin crew should be trained to recognize the standard
signals as follows:

Recommend Evacuation Recommend STOP Emergency Contained
16.5.11 Evacuation of Cabin Crew

Procedures and training should include the need for cabin crew to carry out a check of the cabin before evacuating
themselves, depending on the degree of danger to personal safety. If the cabin is in darkness, a flashlight should
be used to check the cabin.
A check of the following areas may be required:
 Aisles
 Seats (including the floor area between the seats)
 Galleys
 Lavatories
 Crew rest areas
 Flight deck area
After all remaining passengers have been evacuated, or if it is not possible to remain in the cabin, cabin crew
should evacuate through the first available exit after taking the applicable emergency equipment from the aircraft
(e.g., megaphone, first aid kit, flashlight). When evacuating during a ditching, cabin crew should evacuate through
their own assigned exit, where possible, so that they can assume control of the slide/raft.
16.5.12 Post-evacuation
Once outside the aircraft, the cabin crew is responsible for the passengers until relieved by the authorities or
emergency services. Until this help arrives, the cabin crew should:
 Direct passengers upwind and away from the aircraft

 Assemble passengers
 Direct passengers away from fuel, fire and vehicles
 Ensure no electronic devices are used in the vicinity
 Enforce “No Smoking”
 Assist passengers and provide first aid
 Start survival planning (if in a remote location)

16.5.13 Ditching
A ditching is an emergency landing on water and is a relatively rare occurrence in commercial aviation. During a
“planned” ditching, the cabin crew will have prior notice and, therefore, some time to prepare the cabin and advise
passengers to put on their life vests. An “unplanned” ditching leaves little or no time for the cabin crew to prepare
passengers or themselves (e.g., donning life vests). The evacuation procedure should be in accordance with the
aircraft type (i.e., over-wing exits, slides, slide-rafts, main deck only or upper deck) and as per the manufacturer
recommendations.
After separation of the slide raft or raft, cabin crew should stay clear of the aircraft and debris. If in a remote
location, once the passengers and crew are safe on a life raft, the cabin crew should:
 Close the canopy

 Activate the radio beacon
 Tie the radio beacon to the life raft (if more than one radio beacon is available, only launch and activate
one at a time)
 Look out for other rafts and tie them loosely together using the lanyards
 Launch flares (when the crew sees potential rescuers)
 Drop sea dye-marker in water (during daylight when the crew sees potential rescuers)
 Aim flashlights or other signaling devices at noises
 Launch sea anchor
Flight crew or cabin crew should take command of the raft(s) and delegate duties to other occupants. Crew should
ensure that no one removes their life vests.

16.6 Fire
An onboard fire has the potential to consume an aircraft quickly. Prevention is important and the prompt response
by all crewmembers is critical. Each crewmember should be familiar with the location and operation of onboard
firefighting and protective equipment.
16.6.1 Prevention and Early Detection

Fires are an especially serious event on board an aircraft. To prevent an onboard fire, the cabin crew should
remain alert to any potential hazards and, in the event of a fire, detect its source quickly.
Cabin crew play an important role in fire prevention and should be on alert for fire hazards, such as:
Cabin Galleys Lavatories

 Items in passenger and crew  Spilled fats or oils in ovens  Paper/debris/waste build up
cabin baggage, including PEDs  Inappropriate items in ovens  Overflowing waste bin
 Paper/debris/waste build up  Electrical appliances, such as  Passengers smoking
 Passengers smoking ovens, coffeemakers,  Faulty electrical systems
 Dangerous goods refrigeration units, and trash
compactors
SOPs to mitigate these risks include, but are not limited to:
 Ensure correct use of in-seat  Clean up spills in ovens  Ensure lavatories are kept tidy,
power supply  Report dirty/soiled ovens waste bin flaps are closed and
 Ensure PEDs are stowed safely smoke detectors are not
 Ensure oven inserts are
and not in a position where they correctly installed, clean and obstructed
become crushed undamaged (i.e., free of paper,
 Keep cabins tidy labels, spilled fats or oils)
 Regular cabin monitoring  Check ovens before switching
on
Fire protection is an integral part of the design of modern aircraft. Examples of fire protection equipment in the
passenger cabin include:
 Seats made of fire-retardant materials

 Lavatories equipped with smoke detectors
 Waste containers in the lavatory equipped with a fire extinguisher
 Crew rest areas equipped with smoke detectors and fire extinguishers
 IFE video control centers fitted with smoke detectors
Nevertheless, cabin fires still occur occasionally. Fires are not always obvious as smoke and flames may not be
visible, but there may be other indications that a potential fire is in progress. Signs to be aware of and investigate
include:
 Fumes or unusual odors

 Electrical malfunctions (e.g., circuit breakers “tripping”)
 Noises that may indicate electrical arcing (i.e., popping, snapping or crackling)
 Hot spots on sidewalls, floors and panels

If passengers or crew suddenly develop eye irritation, sore throat and/or headache, this may indicate that gas
fumes are present, but may not have reached a level where they are visible. Cabin crew should immediately
investigate any reports from passengers that may indicate a fire. The aim is to locate and extinguish a fire in its
early stages.
Fires can be complex. In order to fight a fire successfully, cabin crew need to know the basics about fire chemistry
and combustion as well as the appropriate extinguisher to use.
16.6.1.1 Lithium Battery Fire Prevention

Small PEDs (i.e., mobile phones, smartphones, tablets, e-readers, MP3 players) can become a potential fire
hazard if they inadvertently slip or are dropped between the mechanical parts of an electrically adjustable seat
and are crushed or damaged. These types of seats are primarily installed in premium-class cabins such as First
Class and Business Class.
The safe stowage of passengers’ personal effects and electronic devices during flight should be considered and
incorporated into cabin seat designs.
If a PED falls into an articulating seat mechanism, the seat should not be moved electrically or mechanically to
attempt to retrieve it, as seat movement may crush/damage the PED’s lithium battery and potentially result in a
lithium battery fire.
Passengers should be made aware of the following using any available media, such as announcements, safety
cards, seat instruction cards, inflight magazine articles etc.:
 Where/how to stow their devices safely;
 If they lose a PED;
 To notify Cabin Crew
 NOT to move the seat.
In further preventing lithium battery events, the following crew seat safety precautions must be adhered to at all
times in order to mitigate the risk of spare batteries or PEDs, particularly those required for in-flight use by cabin
crew, from becoming crushed in crew seats.
16.6.1.1.1 Crew PED Safety Precautions

 PEDs or spare batteries e.g. Electronic Flight Bag (EFB), Inflight sales or entertainment equipment, should
not be placed on a crew seat.
 Cabin crew should not place EFB or PEDs behind their back when occupying a crew seat, as it could fall
down into the seat belt recess when standing up and become crushed.
16.6.2 Smoke and Burning Odors

Not all smoke, fumes and burning odors are related to a fire. For example, smoke may result from deicing fluids
being ingested by the engines. Burning smells may be the result of a new refrigeration compressor. Nevertheless,
cabin crew should always report such incidents and investigate to ensure no danger exists.
Identifying the source of smoke, and taking immediate action, will significantly minimize the risk of fire on board
the aircraft. The existence of smoke may impact flight operations and cause flight diversions, delays, cancellations,
declared emergencies and evacuations. In addition, the presence of smoke may physically affect passengers and
crewmembers if it is not dealt with rapidly and efficiently. It is important to ensure that the flight deck door remains
closed to protect the flight crew from the smoke. The cabin crew should advise passengers to bend forward, cover
their mouth and nose with clothing and take slow, shallow breaths. The cabin crew should don their protective
breathing equipment (PBE).
16.6.2.1 Identifying the Source of the Smoke

In the main aircraft cabin, the only areas that are likely to have smoke detectors are the lavatories, the crew rest
areas and the IFE video control center. Therefore, smoke detection and fire suppression rely heavily on human
intervention.

It is wise to treat a smoke occurrence as a fire, until it has been proven otherwise. Smoke occurrences in the cabin
usually involve equipment that is easily accessible to cabin crew. It can be observed directly if the smoke is coming
from a coffeemaker, oven, seat video screen, or passenger seat control box, for example. Sometimes, the cabin
crew may not see the smoke, but may be alerted to it by an odor. In this case, the odor should be traced to its
strongest location. Keep in mind that the development of an odor takes some time to reach a level that is
noticeable. In order to pinpoint the source of the smoke, another indication may be a surface that is abnormally
warm.
If the source of the smoke is connected to an electrical source (e.g., coffeemaker), the circuit breaker relating to
that equipment should be pulled. If the smoke is coming from the galley area, but cannot be pinpointed further,
isolate the area by using the “galley shutoff” or by pulling all of the galley circuit breakers to cut off the power
source. As a general rule, in case of smoke emissions from any electrical source, the first step is to remove the
power source and keep firefighting equipment readily available in the event that the situation deteriorates.
16.6.3 Hidden Fires

The FAA’s Advisory Circular AC120-80A, In-Flight Fires, emphasizes the threat of hidden fires and the importance
of crewmembers to:
 Recognize the sources of smoke

 Rapidly assess conditions
 Take immediate action to gain access to fire that is behind interior panels
One of the first indications of a hidden fire may be smoke emitting from areas that cannot be accessed easily by
the cabin crew (i.e., sidewalls, overhead panels, air ducts, ceiling panels, cargo compartments). Many of these
“hidden areas” involve wiring, air conditioning and/or insulation, and may hide a potential fire within the aircraft.
Smoke and fumes emitting from the seams or joints of a wall panel may indicate that electrical arcing has ignited
a piece of material (i.e., insulation). Items in the cargo compartments are another source of smoke to consider. It
is important for cabin crew to be aware of the potential sources of smoke on board the aircraft, including:
 Overhead or “attic” area ─ This is the area above the ceiling panels that includes wiring bundles and
control surface cables as well as the emergency oxygen system, air conditioning system, and components
of the IFE
 Return air grill ─ These are the vents at the foot of the sidewall panels on each side of the passenger
cabin by which stale air is removed from the cabin
 Cheek area ─ This area below the floor outboard of the cargo area hosts hydraulic lines, electrical
components and wiring bundles

16.6.4 Fighting a Fire

Depending on the number of cabin crewmembers carried, a team effort is the most effective way to combat an
onboard fire.
Crew communication and coordination are important. The roles of the members of the cabin crew firefighting team
complement each other because their tasks are performed simultaneously in order to optimize the firefighting
effort. The roles of the members of the firefighting team can be defined as follows:
Firefighter Communicator Situation Manager

The crewmember who finds the The crewmember first called to The next crewmember called to
fire. assist by the firefighter. help, or the SCCM (according to
operator procedure).
Actively fights the fire: Communicates with flight crew: Manages the situation:
 Alert other cabin crew  Location of the fire  Supplies extra firefighting
 Obtain the nearest fire  Source of the fire equipment
extinguisher  Severity, density, color of  Supports the firefighting effort
 Attempt to locate the source of smoke/odor  Removes flammable material
the fire  Firefighting progress from the area
 Fight the fire  Number of fire extinguishers  Manages the passengers
used
 Time firefighting action started
 Situation in the cabin
All other cabin crew should provide assistance as directed by the Situation Manager/SCCM. Additionally, it is
important for cabin crew to maintain situational awareness as a fire may be used as a distraction; therefore, one
cabin crew might be assigned to monitor cabin conditions for suspicious activity and/or security concerns.
Where fewer than three cabin crewmembers are carried, the responsibilities will need to be reassigned
accordingly. On aircraft operated with only one cabin crewmember, the aid of a passenger can be sought in
dealing with the situation.
16.6.4.1 Firefighter Role

The firefighter’s role is to protect themselves from incapacitation or injury and to fight the fire using the appropriate
firefighting procedures and equipment.
Halon or BCF (chemical name: bromochlorodiflouromethane) is a member of the chemical family of halogenated
hydrocarbons, a liquefied gas that extinguishes fires by chemically interrupting a fire’s combustion chain, as
opposed to physically smothering the fire. This is one of the main reasons why Halon is effective when the exact
source of the fire cannot be positively determined. A small concentration of Halon in the air will prevent a fire from
continuing to burn.
FAA Advisory Circular AC120-80A stresses the effectiveness of Halon when fighting in-flight fires. While it is
recommended to always wear a PBE when operating a fire extinguisher and fighting a fire, “[…] The NTSB has
expressed concern that the risks of exceeding the maximum recommended levels of Halon gas outlined in AC 20-
42C Hand Fire Extinguishers for Use in Aircraft have been overemphasized in crewmember training programs,
especially when compared to the risks of an in-flight fire. The NTSB emphasizes, “that the potential harmful effects
on passengers and crew [of Halon] are negligible compared to the safety benefits achieved by fighting in-flight
fires aggressively”. The toxic effects of a typical aircraft seat fire, for example, far outweigh the potential toxic
effects of discharging a Halon fire extinguisher”.
16.6.4.2 Communicator Role

The importance of effective crew communication, particularly in an abnormal or emergency situation such as a
fire, is crucial. As it is important to keep the flight deck door closed wherever possible to prevent the spread of

smoke, the actions taken by flight crew will very much depend on the information provided by cabin crew via the
interphone.
It is vitally important that the flight crew receive a realistic account of the events in the cabin. Cabin crew should
be trained to report conditions in the cabin in a clear and concise manner, including:
 The nature of the fire encountered

 The source of the fire/smoke
 The severity of the fire/smoke
 Passenger reactions
 Actions being taken to contain the incident and whether these are being effective
It is vital to ensure that smoke does not enter the flight deck, therefore the flight deck door should remain closed
while firefighting procedures are carried out.
16.6.4.3 Situation Manager Role

The situation manager’s role is to take a holistic view of the incident and ensure that everything is being done that
is necessary. This includes ensuring the provision of back-up equipment to the firefighter, ensuring their continued
safety, delegating responsibilities, and making sure that communication to passengers and flight crew is
maintained.
If there are passengers within close proximity of the fire, the cabin crew should move them away from the
immediate area. If the amount of smoke or fumes is affecting the passengers, the cabin crew should encourage
them to protect themselves from smoke inhalation by covering their nose and mouth with a cloth to protect from
smoke particles. Better still, the cabin crew may distribute wet towels to the passengers, if available. If a passenger
needs to be treated for smoke inhalation, and requires oxygen, the cabin crew should move the passenger from
the affected area before administering the oxygen.
It is important to take into account the reactions of the passengers during an onboard fire. Most passengers will
express concern, or may even panic. There is a definite need, therefore, for crewmembers to be present in the
cabin to calm and reassure passengers. Crewmembers who are not actively involved in the firefighting effort
should remain in the cabin to give assistance where required. Cabin crew should keep the passengers informed
in a calm and reassuring manner by telling them what is happening.
16.6.5 Lithium Battery Fires

Fires involving lithium batteries require careful handling. When a lithium battery cell short circuits or heats, it
becomes unstable and, depending on its size, can explode, quickly spreading a fire to surrounding items.
Lithium batteries are installed in most PEDs and rechargeable power banks, and are restricted for carriage under
dangerous goods regulations. Smaller PEDs and spare batteries are usually permitted in the cabin, so it is
important that operator procedures include cabin crew awareness that crushed, overheated or overcharged lithium
batteries can cause a fire.
Larger lithium batteries are comprised of multiple cells connected in line inside a single casing; therefore, the risk
of overheating spreading from one cell to the next is increased. This would result in multiple explosions as the
cells ignite.
The priority in any instance of lithium battery overheating is to cool the device as quickly as possible with water or
other non-flammable liquid in order to prevent or limit the number of cells that ignite. Where cells have already
ignited, Halon fire extinguishers should be used to contain the spread of flames until it is safe to cool the device
with water or other non-flammable liquid.
PED fire containment devices are available that can be used to store a device and contain any potential explosion;
however, the priority is to immediately cool the PED with water. An already burning device should not be moved
until after it has cooled enough to prevent ignition and explosion.

16.6.5.1 Battery/PED Fire/Smoke suggested procedure
At the first sign of smell of burning, or significant heat/smoke coming from a PED:
Disconnect from power

supply where Isolate in seat power supply or remove connection to device.
applicable
The priority is to cool the device before it can ignite.

Douse device in water
Do not use ice as this may insulate the battery and allow further heat build
or other non up.
flammable liquid. Liquids may turn to steam.
Water fire extinguishers can be used to cool the device and extinguish
If flames are present flames.
use fire extinguisher Halon fire extinguishers can be used to contain the spread of the flames but
will not prevent the device from further ignition.
Submerge the device in a container of water, or place and seal in an

Isolate and monitor appropriate fire containment device.
Monitor for signs of further damage, heat or ignition
Many PEDs are carried inside passengers’ carry-on baggage and any overheat may be difficult to identify.
If smoke or fire is identified in carry-on baggage, the possibility of a lithium battery fire should always be
considered. If the bag is closed and cannot be immersed in water to contain and cool the fire, cabin crew should
wear protective clothing and consider opening the bag just far enough to apply fire extinguishing procedures.
See Appendix A – Cabin Crew Checklist for Fires Involving Batteries and Portable Electronic Devices (PED) and
Appendix B – Amplified Cabin Crew Checklist for Fires Involving Batteries and Portable Electronic Devices
(PEDs).
16.6.5.2 PED Crushed in Passenger Seat

In the event a passenger’s device is lost during flight, cabin crew and/or passengers must not use the electrical
or mechanical seat functions in an attempt to retrieve a PED.
Ask the passenger concerned to identify the item, where they suspect it may have dropped or slipped into, and if
they have moved the seat since misplacing the PED.
Move the passenger and, if applicable, the passenger seated next to the affected seat from the area.
If available, don fire gloves before trying to retrieve the item. Do not move the seat! If unable to retrieve the item,
it may be necessary to move the passenger to another seat and request maintenance and engineering to retrieve
the item upon/after landing.
In the event that the situation develops into a lithium battery fire, cabin crew should apply the following in
accordance with their respective operator procedures:
 Lithium battery firefighting procedures

 Post-event procedures (on board)
 First point of landing offloading procedures

16.6.5.3 PED Crushed in Crew Seat

If a crewmember experiences difficulty in raising or lowering a crew seat, the seat must not be forced into position.
Should a battery or PED become inadvertently stuck in a cabin crew seat:
 If the crew seat has not been opened (lowered) and the PED/spare battery is accessible, remove the
PED/spare battery.
 Check the wedges in the seat for the PED/spare battery and remove the article(s), if possible without
injury or damage to the crew seat.
 Do not attempt to remove the PED/spare battery if someone has attempted to open (lower) the crew seat,
as the crew seat motion may have damaged the PED/spare battery, which may cause a fire as a result of
thermal runaway.
 Report the situation to the PIC and follow the MEL procedures for an inoperative crew seat.
 Document the malfunction as established by the operator.
 Remove all hazardous emergency equipment (e.g., life vests, oxygen bottles) that are in close proximity
(i.e., under the crew seat) and ensure they are secured elsewhere. Notify all crewmembers of the location
of the relocated equipment.
 Ensure there is a Halon or BCF extinguisher and sufficient non-flammable liquid nearby to initiate
firefighting procedures should thermal runaway occur due to damaged PEDs/spare battery.
In the event of a fire originating in the crew seat as a result of the damaged article(s), follow the firefighting
procedures for lithium batteries.
16.6.5.4 Post incident procedures

The device should be offloaded at the next landing point.
If the cause of an overheating or burning device cannot be attributed to obvious external damage such as
accidental crushing or dropping it is possible that a detailed investigation will be required to determine whether
faulty manufacturing or modification was the cause.
As damaged PEDs are considered dangerous goods and cannot normally be carried, the operator may need to
conduct a risk assessment and present a case to their Authority to allow carriage of the device to a station where
such an investigation can be carried out. For example, the device could be isolated within a suitable fire
containment device in the cabin and closely monitored throughout the flight.
16.7 Cabin Fume Events

Cabin fume events may be related to a variety of situations, including:
 Air conditioning malfunction, contamination or overheating

 Use of strong cleaning fluids
 Dirty ovens
 Contamination of air supply with deicing fluids
 Other system failures
Any abnormality must be reported to the PIC and cabin crew should be trained to report such situations as quickly
and efficiently as possible. Written reports should also be submitted as soon as possible so that patterns or
problems may be identified and rectified by maintenance teams.
As odors and fumes can disappear as quickly as they are noticed, reports of such events should include the time
the odor was present, a description of the odor (where possible) and the time it dissipated.

16.8 Escaped Animals in the Cabin

Evidence suggests that the number of incidents of live animals escaping in the cabin is increasing. The impact of
this can threaten cabin safety, be intimidating for passengers and crew and present a potential health risk from
bites, stings and animal-borne diseases.
The undeclared carriage of live animals breaches airline conditions of carriage and often these animals are being
smuggled by wildlife traffickers in contravention of national and international regulations.
16.8.1 Prevention
 Do not leave aircraft doors open and unattended for extended periods
 Check the cabin before passenger embarkation and departure
16.8.2 Indicators
Live animals could be brought onto an aircraft on passengers or hidden in their luggage.
Cabin crew should be vigilant for:
 Luggage that moves, smells or makes a noise
 Passengers who don’t eat or move, are very nervous, smell unusual, or wear baggy clothing to conceal
animals.
16.8.3 Assessment
If an escaped animal is discovered in the cabin, cabin crew will need to help fully assess the situation, considering
the following:
 What is it?
 How many are there? i.e. Is it alone or are there more than one?
 Does it pose an immediate danger?
 Does it belong to anyone?
 Is it calm/quiet/afraid/aggressive?
o If it is calm, still and not an immediate danger it may be safer to leave it and monitor it.
 Where is it?
o Is it completely contained (locked in the toilet or in a container)? If it is, leave it and do not let
anyone access the area

16.8.4 Potential Hazards and Suggested Containment Method

Hazards and containment advice for the most commonly found animals are shown below.
Animal Hazards Suggested Containment
Spiders  Bites – can be extremely venomous  Plastic container (bin, glass, ice bucket etc.)
 Hairs – can cause irritation with lid
 Well sealed cardboard box
Scorpions  Stings – Can be extremely venomous  Plastic container (bin, glass, ice bucket etc.)
with lid
 Well sealed cardboard box
Rodents  Bites  Plastic container (bin, glass, ice bucket etc.)
 Risk of disease with lid
 Chewing of equipment/wiring  Can chew through cardboard, thin plastic,
cloth.
Snakes  Bites – some are venomous  Plastic container (bin, glass, ice bucket etc.)
 Squeezing (dangerous in large  Cloth bag knotted or tied at top.
specimens) Can bite through bag so only handle this
 Spitting – some cobras only above the knot
 Place in another container.
16.8.5 Suggested Cabin Crew Drill – Escaped Wildlife Inflight
Assess the situation • See 16.8.3
Move passengers away • Be careful not to startle the animal

slowly
• Depending on its location and size it could be left where it is
Contain where possible and monitored, or captured/contained.
Only handle if • Bear in mind the risks posed by different animals and protect
necessary and safe yourself as appropriate, e.g. gloves, goggles, mask etc.
Notify destination staff • Expert veterinary or wildlife assistance may be required.

before landing

Security
Section 17—Security
ICAO Annex 17 to the Chicago Convention requires that all operators produce an Operator Security Program.
Many countries require a copy of an air carrier’s security program before allowing them to fly inside their borders.
The primary objective of international civil aviation security is to assure the protection and safeguarding of the
aircraft, passengers, crew, ground personnel, the general public and airport facilities against acts of unlawful
interference perpetrated on the ground or in flight.
17.1 IATA Security Management Systems Manual

The objective of the IATA Security Management Systems (SeMS) Manual is to provide a comprehensive guide
on implementation and improvement of Security Management Systems,
It incorporates information relating to:
 Organization and Management

 Security Management Systems
 Resource Management
 Threat and Risk Management
 Management of Emergencies and Incidents
17.2 Liquids, Aerosols and Gels (LAGs)

Liquids, aerosols and gels include, but are not limited to:
 Water and other drinks, soups, syrups, jams, stews, sauces and pastes.
 Food in sauces or containing a high liquid content.
 Creams, lotions, cosmetics and oils, perfumes, sprays.
 Gels including hair and shower gels.
 Gel cushions used by some disabled customers are allowed but must be x-rayed.
 Contents of pressurized containers, including shaving foam, other foam and deodorants.
 Pastes including toothpaste.
 Liquid-solid mixtures.
 Mascara, Lipsticks, lip gloss or lip balm and any item of similar consistency at room temperature.
All LAGs intended for carriage in the cabin should be carried in containers with a capacity not exceeding 100 ml
each, or the equivalent in other volumetric measurements (e.g., fluid ounces). LAGs carried in a container larger
than 100 ml, even if the container is only part-filled, are not allowed on board. This does not apply to duty-free
purchases.
Containers with LAGs should be placed in a transparent re-sealable plastic bag of a maximum capacity not
exceeding one liter. LAGs must fit within the transparent plastic bag, which should be closed. Each passenger is
permitted to carry only one such bag, which may be required to be presented separately for screening.
In some jurisdictions, these restrictions will not apply to aircraft operator crew on duty and airport staff.
To improve the passenger experience while at the same time enhancing security, some States commenced with
screening two categories of LAGs carried by passengers as cabin baggage:
 LAGs to be used during the trip for medical purposes or a special dietary requirement
 LAGs–purchased as duty-free-obtained at an airport or on board an aircraft to be screened during transfer.

17.2.1 Medical and Special Dietary Requirements

Some types of LAGs might be allowed on board if they are to be used during the trip for medical purposes or
special dietary requirements.
LAGs required for a special diet are usually meant to include liquids or foods that are essential for a passenger's
health, including baby food or special foods required by lactose-or gluten-intolerant passengers. This could
include:
 Baby food or hygiene products (provided that a baby is travelling): sterilized water, milk, juices, food in
liquid, paste or gel form, wet-wipes;
 Special food linked with a specific dietary treatment (not limited to a specific nature of pathology): diabetic,
lactose or gluten-intolerant, etc.).
When LAGs are carried for medical purposes or special dietary treatment, the passenger should justify why these
LAGs are essential for the passenger's health. This justification could, for instance, be through the presentation
of a medical certificate or prescription (issued by a doctor or a pharmacist).
When the presented LAGs are baby food or hygiene products, the security staff should ascertain whether a baby
is actually travelling with the passenger.
As no exhaustive list exists, detailing the exact nature of all LAGs that could be considered as required for special
dietary or medical purposes, the eligibility of such LAG to be introduced into the security-restricted area or on
board an aircraft would be assessed on a case-by-case basis, having in mind the extent to which the health of the
passenger could be affected or compromised.
17.2.2 LAGS Purchased as Duty Free

A STEB (Security Tamper Evident Bag) is a bag that conforms to the recommended security control guidelines of
ICAO, defined as “Specially designed bags that should only be used for the sale of LAGs by airport outlets or on
board an aircraft”.
Considering the importance of protecting STEBs from tampering throughout the process of LAGs transportation
for transfer passengers. STEBs may usefully be labelled with a clear warning, such as “Do not open until final
destination–contents may be confiscated if bag is tampered with”.
Before the STEB containing LAGs is sealed, it should be ensured that a proof of purchase or resealing is inserted
in the STEB. In order to ease the assessment of security staff, this proof of purchase or resealing should:
 Be clearly visible without having to alter or tamper the STEB in which the LAGs are sealed;
 Indicate the date and time of the purchase or resealing;
 Contain an explicit indication of the name of the shop (and the associated airport) or of the airline (or its
international ICAO or IATA code) having sold the LAG;
 In the case of a proof of resealing, identification of the entity performing it (usually, the airport operator or
the entity responsible for LAGs screening at the airport).
When the presented LAGs are in a STEB, there should be a verification to ensure that the STEB is sealed and
free from any signs of tampering.
17.3 Reinforced Flight Deck Door

IOSA FLT 3.13.17 If the Operator utilizes aircraft with a reinforced flight deck entry door in accordance with
FLT 4.5.2 or FLT 4.5.3, the Operator shall provide guidance, procedures and instructions for the use of such
door by the flight crew to ensure the security of the flight deck. Such guidance shall include, as a minimum,
the procedural means by which the crew:
i. Prevents access to the flight deck by unauthorized personnel;
ii. Identifies authorized personnel requesting entry into the flight deck
All passenger-carrying airplanes of a maximum certificated take-off mass in excess of 45,500 kg, or with a
passenger seating capacity greater than 60, shall be equipped with an approved flight crew compartment door

Security
that is designed to resist penetration by small arms fire and grenade shrapnel and to resist forcible intrusions by
unauthorized persons.
This door shall be capable of being locked and unlocked from either pilot's station and shall be closed and locked
from the time all external doors are closed following embarkation until any such door is opened for disembarkation,
except when necessary to permit access by authorized persons. Special care must be taken during access to
ensure the security of the cockpit is maintained. Cabin crew will need to find a way to discreetly notify the flight
deck that a situation is occurring in the cabin (code words, special keypad combination as examples). The
notification method should be quick, easy to remember even under stressful situations and not changed too
frequently to avoid confusion. More than one method should be available in the event that it is impossible to
perform one.
Means shall be provided for monitoring, from either pilot's station, the entire door area outside the flight deck to
identify persons requesting entry and to detect suspicious behavior or potential threats.
The reinforced cockpit door should be equipped with a keypad and it will be the decision of the PIC to grant access
to the flight deck.
The classes of persons authorized to access a flight deck is normally regulated by the national authority. Despite
this, access to the flight deck should be limited to operational need only. Cabin crew should be vigilant and observe
their surroundings carefully before seeking permission to enter the flight deck.
Operators should provide the crew with appropriate guidance, procedures and instructions for use when a
reinforced flight deck door is fitted.
17.4 Unruly Passengers

The term unruly or disruptive refers to passengers who fail to respect the rules of conduct on board aircraft or to
follow the instructions of crew members, thereby disturbing good order and discipline on board and compromising
safety.
IATA Resolution 798a states the agreed position from member airlines in the handling of disruptive and unruly
passengers.
The IATA Passenger Services Conference Resolutions Manual, is available for purchase at
http://www.iata.org/publications/store/Pages/passenger-services-conference-resolutions-manual.aspx
17.4.1 Company Policy

Passengers who behave in an unruly and disruptive manner on board an aircraft in flight are an ongoing concern
to the airline industry. The disruption of the good order of a flight may impact the well-being of passengers, interfere
with crew performance and/or threaten the safety of a flight.
One way to curb such behavior is for airlines to develop a preventive strategy based on: increased awareness of
passengers and among all employees of how the airline will respond to disruptive acts, the implementation of a
“Zero Tolerance” policy and the type of response and consequences to unruly behavior.
Airlines should have a definitive company policy for dealing with unruly passengers that is robust and fully
endorsed by senior management. Nevertheless, it is important that a distinction be made between unruly and
disruptive behavior that ultimately threatens customer and employee safety and security, and merely rude
behavior.
17.4.1.1 Creating a Policy

The airline should identify one clear internal point of contact who would take ownership of the unruly passenger
issues and reports directly to executive management on these matters. This clear point of contact would:
 Determine responsibility, agree upon the coordination and communication process and identify
departments within the carrier to be involved in the creation of the policy;

 Establish a transparent and straightforward mechanism to ensure that incidents are reported and well
documented;
 Establish a committee to review incidents and determine penalties;
 Maintain an incident database in order to identify trends (number and types of incidents) over time;
 Develop policies that establish appropriate actions against the passenger in question, as well as
circumstances that demand such action.
See Appendix D – Sample Unruly Passenger Policy.
Policies should include provisions addressing:
Prevention Encouraging ground staff to detect and report unruly passenger behavior at check-in, in
the lounges, and at the boarding gate in order to prevent such passengers from boarding;
Keeping gate staff, cabin crew and flight crew aware of potentially unruly passengers;
Recommending to pay particular attention to large groups of travelers and procedures to
monitor group travel;
Training Providing necessary awareness, training or procedures to identify potentially unruly

behavior and intervene when unruly behavior occurs;
Handling Empowering cabin crew and ground staff to take reasonable steps to prevent unruly and
intoxicated behavior and, when it occurs, to deal with it as effectively as practicable;
Categorization Standardizing terminology used to define the different levels of unruly behavior and the
associated responses.
Reporting A reporting method and system which supports the policy and safety/Security
Management System.
Pilot Empowering the PIC to take appropriate and reasonable steps in the disembarkation and
responsibilities delivery of unruly passengers where appropriate.
Prosecution Encouraging the police/local authorities to prosecute unruly passengers in appropriate

cases, especially when there has been an assault or threats to staff or passengers;
Support Outlining the support provided to crew members and ground staff who are required to
give witness statements to the police after an incident or appear in court proceedings
when passengers are prosecuted;
Procedures  During check-in, boarding, disembarkation or transfer;

 For underage passenger issues (e.g. alcohol service);
 For alcohol/smoking situations;
 In cases of physical and verbal assault;
 In cases of harassment;
 In the event of the situation de-escalating;
 For cooperating with authorities.
 Responsibilities of cabin crew, flight crew and ground staff
 Reporting and classification

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17.4.1.2 Communication of Policy

It is recommended that the company policy be communicated throughout the organization and especially to all
employees that are in direct contact with passengers, both on the ground and on the aircraft.
The organization’s internal communication of unruly passenger incidents and the airline’s response may reassure
employees that they are supported by Management on the issue and will likely encourage employees to follow
reporting procedures. Where appropriate, or in accordance with local laws, providing feedback on the status of
the prosecution on an incident to the involved employees is recommended, particularly in physically violent
situations.
A general communication campaign may be created and implemented to inform employees about the existence
of the company policy, as well as a specific communication program to inform all ground staff, cabin crew and
flight crew of:
 Why the company has created the policy;
 What the company policy consists of;
 What the organization expects of all employees (e.g. inform employees of what actions they are
empowered to perform and ensure that ground staff identify potential problems and communicate them
effectively to cabin crew and flight crew);
 Physical dangers, particularly the need for preventive measures and “safety-mindedness”;
 The company’s full support to all employees in carrying out their duties to ensure safe flight operation.
17.4.1.3 Staff Awareness

Operators should ensure that all staff involved with the handling of passengers through airport terminals, onto
aircraft and while an aircraft is in flight are familiar with the unruly passenger policy and that they have the full
support of the organization when dealing with this type of behavior. It is important that the policy be properly
documented and the air carrier may consider having it readily available to employees for reference (e.g., on the
company's intranet site);
Ground employees at different stations need to recognize that local rules and regulations differ from State to State.
If this prevents full compliance, the company can at least adopt the general spirit of the policy and its legal services
should be solicited for advice.
Employees should also be reminded that the essence of safety and security is in prevention and that they need
to use their discretion to ensure that a potentially problematic passenger does not board the aircraft.
Should an incident occur in flight, aircraft crew need to take such measures as are necessary to prevent the
situation escalating any further, including restraint of the passenger.
17.4.1.4 Training
To enable company policy regarding unruly/disruptive passengers to be effective and well implemented, proper
training of all passenger facing employees must be carried out. The training program should provide knowledge
on:
 How to detect, defuse and prevent critical situations;
 The causes of various types of behavior;
 How these incidents should be handled in a decisive and appropriate way;
 Proper reporting.
To design and implement an effective training program regarding unruly/disruptive passengers, airlines should
consider:
 The training program should be designed and adapted to the respective groups of staff: cabin crew and
ground employees who deal directly with passengers prior to boarding may receive instruction and/or be
provided with procedures for the handling of unruly passengers;
 Station managers may ensure that duty managers and senior employees are aware of both their authority
to refuse passage and the correct procedures for doing so. Emphasis may be placed on assuring
managers that they will receive full organization support. Station managers should also be aware of
procedures to follow upon arrival of the aircraft in case of police intervention and prosecution;

 Ground supervisors should be reminded of their responsibility to pass information on potential

troublemakers to the Pilot-in-Command and the Senior Cabin Crew Member (SCCM) of the flight
concerned;
 Cabin crew should receive instructions at their training sessions on how to preempt and defuse a potential
or actual conflict situation and use of the restraint equipment, if applicable;
 Flight crew should be made aware of their rights and powers under their respective national law, which
should include the provisions of the Tokyo Convention or similar ones enacted in their State of
Registration. This information could also be included in the training course.
17.4.1.5 Passenger Awareness

For the successful implementation and ongoing management of the operator’s policy to deal with unruly
passengers, awareness should be raised among passengers on:
 What constitutes unruly behavior;

 That the refusal to comply with a reasonable directive of the Pilot-in-Command and/or a member of the
crew is considered unruly and disorderly behavior.
 The application of a “zero-tolerance policy” and how the carrier is likely to respond to unruly acts;
 The types of consequences applicable in response to this behavior;
 The applicable law while the aircraft is in flight (meaning the laws of the State of Registration of the aircraft
or the State of the Operator);
 That the PIC and crew have powers of arrest for criminal offenses and the right to discipline passengers
for disorderly or unruly behavior.
Methods of communication can include the airline’s website, Conditions of Carriage (which should include
provisions regarding the possibility of denying carriage), the in-flight magazine or IFE, or passenger awareness
leaflets.
17.4.2 Levels of Threat

IATA recommends that a classification scheme should be promoted throughout the operator so that it can be used
as a reference to describe incidents. This facilitates communication and understanding between crew members
and ground personnel on the level of seriousness that a situation has reached and allows for consistent and
measured responses.
The following descriptions are examples of what a company policy could contain. It is important to note that each
air carrier must ensure that their policy follows regulations established by the State of Registry and the State(s) in
which they operate.
Level 1 Level 2 Level 3 Level 4

Minor Moderate Serious Flight deck breach
Intentionally non-compliant Physically aggressive. Dangerous. Attempt to hijack.
with Safety regulations and
Obscene or lewd Display of or use of Sabotage.
policies.
physical contact. weapon.
Credible threat of death.
Boisterous/lively/excitable
Causing damage to Intent or threat to injure.
particularly when traveling
aircraft fixtures or
as part of a group.
equipment.
Argumentative.

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17.4.2.1 Level 1—Disruptive Behavior – Minor

There are many contributory factors towards negative behavior responses from passengers. In some cases, for
example service failure or operational disruption, rude, disgruntled or unhappy behavior can be anticipated and
should not be treated as unruly behavior.
Noncompliance with safety regulations should only be deemed to be unruly behavior if the passenger intentionally
behaves in a manner which is not permitted. If the regulation or policy is not clearly advised to passengers through
marketing, placarding, safety briefing or other media, then they may not be aware of the regulation and may not
have intended to break the rules.
When passenger behavior demonstrates the following attributes, cabin crew should respond appropriately:
 The use of unacceptable language towards a crew member (e.g., swearing or using profane
language);Unacceptable behavior towards a crew member (e.g., communicating displeasure through an
aggressive voice tone or rude gesture, provoking an argument or making unreasonable demands such
as refusing to give up on a denied request);
 A display of suspicious behavior (e.g., agitated, numb, distant or unresponsive behavior);
 Passenger not following crew instructions or challenging authority;
 Intentional or continued violation of a safety regulation or policy.
17.4.2.2 Level 2 Physically Abusive Behavior – Moderate
 Physically abusive behavior towards a crew member (i.e., an openly or aggressively hostile action that
includes a physical act or contact);
 Obscene or lewd behavior towards a crew member (i.e., actions of an overtly sexual, lecherous or
lascivious nature);
 Verbal threats (i.e., threatening a crew member or another passenger with physical violence or bodily
harm on board or while about to board an aircraft, or making threats in an attempt to board an aircraft);
 Tampering with any emergency or safety equipment on board the aircraft;
 Deliberately damaging any part of the aircraft or any property on board the aircraft.
17.4.2.3 Level 3 Life-Threatening Behavior – Serious
 The threat, display or use of a weapon;

 Physical or sexual assault with intent to injure (i.e., violent, threatening, intimidating or disorderly
behavior).
17.4.2.4 Level 4 Attempted or Actual Breach of the Flight Crew Compartment
 An attempted or unauthorized intrusion into the flight deck;

 A credible threat of death or serious bodily injury in an attempt to gain control of the aircraft;
 The display, use or threat to use a weapon to breach the flight deck;
 Sabotage of or the attempt to sabotage an aircraft;
 Actions that render the aircraft incapable of flight or that are likely to endanger its safety of flight;
 Any attempt to unlawfully seize control of the aircraft.

17.4.3 Contributing factors

A number of possible contributing factors for unruly/disruptive passenger behavior in flight have been identified:
 Intoxication (e.g., through alcohol, narcotics or medications). It should be noted that in many cases the
ingestion and consequent influence of alcohol, narcotics and/or medication starts before the passenger
boarded the aircraft;
 Irritation with other passengers' actions on board (e.g., kicking seats, sharing the armrest or a lack of
hygiene);
 Frustration linked with the passenger's journey: long-haul flights, inability to smoke or use
personal/portable electronic devices (e.g., mobile phones), dissatisfaction with customer service and
service delivery (e.g., too slow, too long, poor quality food, inoperative equipment: IFE, lavatories, chair
tables, seats);
 Environmental factors that surround the act of flying, such as the gathering of large crowds at airport,
having to sit and travel in a confined space, fear of flying, heights or of possible terrorist events can also
contribute to passenger anxiety;
 Mental breakdowns/episodes (e.g., acute anxiety, panic disorder or phobias);
 Mental conditions (e.g., psychosis, dementia or other mental health-related disorders);
 Personality differences among passengers or between crew members and passengers;
 Emotional triggers originating outside the flight (e.g., loss of a job);
 Lack of medication or alcohol withdrawal symptoms.
17.4.4 Preventative Measures

Refer to 13.5 for guidance on the responsible service of alcohol and recognizing the signs of intoxication.
Often unruly behavior is not the result of a single event, but rather the effect of a series of events that build up.
Early signs of potential unruly behavior can often be observed. In cases where an act of unruly behavior occurs
while the aircraft is on the ground, it is best to keep this behavior on the ground, where control of the intervention
process can be given to the appropriate authorities, if necessary. An unruly person is easier dealt with on the
ground where the assistance of security and/or the authorities is readily available.
To prevent and handle unruly passengers effectively, airlines should consider:
 Providing employees with a clear written policy on how to deal with unruly behavior, especially in early
stages;
 Ensuring a smooth operation, diffusing the frustration that occurs over long waiting lines, the flight being
overbooked, delays, lack of information, technical deficiencies, etc.;
 Providing training for frontline employees (i.e., ground staff, cabin crew, flight crew) to learn how to
recognize the early signs of potentially unruly behavior to ensure that those who are in direct contact with
passengers have acquired necessary verbal and de-escalation skills to handle these types of situations;
 Imparting enhanced customer service skills to frontline staff, which would help them manage rude and
aggressive passengers and thus defuse a volatile situation;
 Ensuring that employees understand the importance of informing other operational areas of the situation
in order to enable them to help deal with the unruly passenger effectively;
 Maintaining accurate and updated reports and statistics on incidents that occur to continually monitor
types of incidents, trends and, if required, training needs.
The most important preventative measure is communication. It is important for all employees to be aware and to
never simply “pass” the passenger onwards without identifying to colleagues that the passenger is showing signs
of potentially problematic behavior.

Security
17.4.5 Identification of and Response to Unruly/Disruptive Passengers

17.4.5.1 At Check-In
Airport staff should be encouraged to identify to supervisors any passengers whose behavior would suggest they
might be unsuitable for carriage.
If a person appears at the check-in counter in what appears to be an intoxicated state or acting strangely, his/her
condition and actions should be reported to the ground supervisor before he/she is accepted onto the flight,
allocated a seat and the checked baggage is accepted for carriage.
Whenever sporting groups, rock bands or other single-interest groups are to travel, special efforts must be made
to monitor their behavior from the time of check-in to the time they board the flight. It might be necessary to use
additional staff and/or contract security staff.
Where a potential problem is identified, an assessment should be made by the Airline Duty Manager, the PIC and
the SCCM. The right to deny carriage of a passenger should be published in the General Conditions of Carriage,
which is available to passengers.
Other points that should be considered when refusing a person's carriage at check-in:
 The person's condition may not be associated with intoxication; he/she may be suffering from a chronic
illness, physical or neurological disability with similar symptoms to a person affected by intoxicating liquor;
 If the person contests the airline's decision, it may be necessary to have the person's physical condition
examined by a medical practitioner. If the person is examined, the airline should obtain a certificate of the
medical practitioner's finding;
 An entry referring to the refusal to carry should be included in the person's travel booking (PNR);
 Arrangements may be made by the airline for the intoxicated person to be re-booked for a flight on a future
date. The person's condition should be reassessed on the day of travel and additional conditions of
carriage may be imposed;
 A report setting the details of the refusal to carry should be submitted by the employees who initiated and
confirmed the refusal. The names of others who may give additional information regarding that refusal
should be included. A copy of that report should be filed as applicable with the operator's procedures;
17.4.5.2 At Boarding Gates

A passenger's state of agitation, anxiety or intoxication may not be recognized until their arrival at the boarding
gate. In addition, their condition could have changed from the point of check-in to being called to board the flight.
Passengers availing themselves of early check-in or subject to a delay in departure may have the time to ingest a
significant amount of intoxicating liquor at the airside bars and restaurants.
The following points should be considered when a person is refused carriage at the boarding gate due to conditions
that appear to make him/her unfit to fly:
 Hold baggage of a passenger who has been refused carriage should be removed from the flight;
 The passenger should be reunited with his/her checked baggage;
 Duty-free purchases should be reported to Customs;
 The passenger should be escorted back through the Immigration line to the landside area of the terminal;
 The Senior Cabin Crew Member (SCCM) of the flight should be informed of the passenger's removal;
 Arrangements should be made for the passenger's name to be removed from the passenger manifest.
17.4.5.3 On Board Aircraft

Cabin crew should be able to recognize the threats posed by unruly passengers and they should be able to
effectively respond to these individuals in a manner that is appropriate to the threat level.
Where a passenger demonstrates unacceptable unruly behavior while on the ground, they should be offloaded
before departure.

In all cases of unruly behavior, flight deck security must be maintained. Depending on the location and severity
of the incident, the area outside the flight deck should be kept clear of passengers and the flight deck door should
not be opened for routine access while an incident is ongoing.
The first step should be for cabin crew to attempt to find out why the passenger is displaying this behavior by
attempting to speak with the passenger. In using de-escalation techniques to reduce tension, it is recommended
for cabin crew to:
 Listen
 Allow the passenger to express his/her concerns
 Be courteous, but firm
 Address the issue
 Appeal to reason before resorting to authority
 Ensure cabin safety
 Be assertive
 Do not take issues personally
If there is an escalation in threat level, cabin crew should escalate their response accordingly.
Level Suggested Response
Level 1 – Minor Attempt to defuse the situation verbally. If one cabin crew member fails, consider
switching to another as they might be more successful.
(Verbal)
 Apply conflict management techniques to avoid escalation of the situation:
 Communicate with other crew members
 Make eye contact and use empathy statements to establish rapport
 Respond in a calm and assertive manner
 Use firm, cooperative language
 Notify passenger of their unacceptable behavior (use warning card as
applicable)
 Provide choices and be helpful
 Explain consequences of continued behavior
 Advise the PIC of the situation
 Complete and submit required reports
If conflict management is unsuccessful, review Level 2 actions
If passenger is found smoking on board:
 Advise the PIC of the situation
 Follow the Company procedures for when a passenger is found smoking on
board
 Complete and submit required report(s)

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Level 2 – Moderate Apply conflict management techniques:

(Physical)  Inform all other cabin crew members
 Remain firm but non-confrontational
 Respond in a confident manner
 Remain calm, ask questions to assert control
 Be aware of “triggers”, don’t take the bait
 Explain consequences of continued behavior
 Maintain defensive/protective positioning
 Maintain cabin coverage to observe overall passenger behavior
Notify flight crew by stating:
 Cabin crew identity and location
 Level of interference
 Description of behavior and action taken
 Location and description of individual(s), including name and seat number
Review Level 3 actions and consider restraint if behavior continues.
Level 3 – Serious  Communicate with flight crew and other cabin crew.
 Consider enlisting help of other passengers if appropriate.
(Life Threatening)
 Restrain unruly passenger.
Level 4 – Attempted or Communication:

actual breach of Flight  If flight crew observe an attempted breach of the cockpit door, they should
deck advise cabin crew via PA immediately.
 If cabin crew observe the attempted breach, they should advise the flight crew
and other cabin crew.
As this is such an extreme type of incident, cabin crew should take all actions possible
and may have to accept a high degree of personal risk in order to subdue the
offender/s and prevent access to the flight deck.
17.4.6 Warning Cards

A common practice among air carriers is the use of warning notification cards presented by crew members to
unruly/disruptive passengers while in flight. The cards call for the person to desist or suffer the consequences of
having the incident referred to the police and face the possibility of a fine or imprisonment.
Those conditions should be in writing and include as a minimum:
 No further alcohol is to be consumed by the unruly passenger;
 Any alcohol in the unruly passenger's possession is to be handed to a member of cabin crew (to be
returned at the completion of the flight);
 The unruly passenger may be given a different seat allocation;
 The unruly passenger must not behave in a manner that might cause concern to other passengers and
crew members;
 The passenger will comply with all directions given to him/her by any member of the crew.
See Appendix E - Sample Airline Violation Warning and Appendix F - Sample Passenger Notification Card

17.4.7 Restraining Devices

Some carriers carry devices to restrain a physically confronting passenger. Applying restraining devices should
be used when all conciliatory approaches have been exhausted. In all cases of restraint, only reasonable force
and discretion should be used as is appropriate to the circumstances.
Securing the restraining device to a combative, agitated and violent passenger can be extremely difficult for the
crew. Able Bodied Passengers (ABPs) can assist cabin crew in restraining the unruly passenger(s). It should be
made clear by the cabin crew that they are to remain in charge and that ABPs should only act according to the
directives provided by cabin crew members no matter their profession or rank. Cabin crew should never relinquish
control of the cabin to either perpetrators or ABPs, even if they are airline employees or law enforcement officers.
Cabin crew should control the amount of force used by ABPs in order to restrain or subdue a perpetrator and
make sure it is not excessive.
When asking an ABP for help, cabin crew should be firm and exert authority. Cabin crew members need to be
aware that some passengers have shown that they are willing to assist crew members however, some are not.
There is no guarantee of support and the crew member must be prepared to act accordingly.
Flight crew need to quickly assess if the cabin crew can control the disturbance. If the answer is negative, the
flight crew should relay this information to the applicable persons on the ground and land as quickly as possible.
17.4.8 Post incident

When an incident occurs, there could be lasting effects on the staff involved. Post-incident management plays a
crucial part in the successful handling of unruly passenger incidents. When employees are made aware that an
incident is handled properly, including post-incident, it reassures them and encourages them to act according to
the company policy and Standard Operational Procedures (SOP) in future incidents. Open information sharing,
such as informing crew/staff members involved in the case of the final outcome (e.g. legal action, police action
and possible court decision), is an important consideration.
Support programs for staff subjected to disruptive behavior aim at recovery from those incidents. A distinction can
be made between:
 A serious incident (e.g., a physical altercation, being threatened);
 Less serious incidents (e.g., verbal abuse).
The seriousness of the incident depends on how it was experienced by the victim. Usually, serious incidents will
be recognized by staff or colleagues and brought to the attention of management. At times, professional
counseling services may be considered. The intent is to prevent buildup of stress and/or an extended period of
absence and/or illness.
17.4.9 Legal Aspects

Distinguishing the type of offence is important in determining what legal framework governs the response.
Offences can be categorized into 3 main categories:
1. Offences classified as acts of terrorism: e.g. bomb threats or hijacking. These are currently covered
by existing policy, and mechanisms are well in place to deal with these occurrences;
2. Offences that are subject to the Tokyo Convention (1963) (“the Convention”) and which could
endanger the safety and good order on board the aircraft: e.g. failure to follow the directions of the Pilot-
in-Command or cabin crew, smoking in lavatories, threatening with intent to cause bodily harm, abuse of
alcohol, unauthorized use of electronic devices;
3. General offences which contravene the legal regime in the carrier’s jurisdiction: e.g. indecent
assault (Crew and Passenger), threatening/abusive behavior, public order offences, smoking in
unauthorized zones (other than lavatories).

Security
The existing international legal regime for civil aviation cover acts such as offences and certain acts committed on
board aircraft, unlawful interference against the safety of civil aviation, unlawful acts of violence at airports and
unlawful seizure of aircraft.
Provision for the disembarkation and delivery of unruly/disruptive passengers form the aircraft is provided for by
the 1963 Tokyo Convention. The Convention has a jurisdictional gap which appears to preclude most States from
prosecuting disruptive passengers on inbound foreign registered aircraft. This deficiency has seen a number of
States enact additional national legislation, independent of the Tokyo Convention provisions, enabling prosecution
of this type of behavior. Some States have also extended jurisdiction to cover all outbound foreign registered
aircraft where the State in question is the last point of departure.
To disembark an unruly passenger, the pilot must land in any State, report the individual passenger and reasons
for removal to the State’s authorities, and then remove the passenger from the aircraft. No further coordination
with law enforcement or local authorities is necessary. As its name suggests, disembarkation’s sole major
consequence is the physical removal of the passenger from the aircraft.
Delivery is a more thorough process, entailing the pilot’s handing over of the passenger to local law enforcement
authorities. To deliver a passenger, the pilot must land in a State that is a party to the Convention. Delivery also
requires that the passenger, in the pilot’s opinion, has committed a serious offence under the penal law of State
where the aircraft is registered. Moreover, in addition to notifying local law enforcement of a pending delivery and
handing over the passenger, the pilot must also provide local law enforcement with all legally-collected evidence
and information regarding the incident in question. See Appendix H – Sample Briefing to Authorities Cards
Through the amendment of the Convention by the Montreal Protocol 2014 (“MP14”), the requirements for delivery
have been moderated to the extent that the pilot must only have “reasonable grounds” that the unruly passenger
has committed, what he believes to be, “a serious offence”. This serious offence need no longer be qualified as
such under the penal law of the State where the aircraft is registered. Furthermore, the MP14 enhanced the
jurisdiction over unruly passenger offences to that of the State of Landing. However, until the MP14 has been
ratified by 22 States, the requirements of the Convention shall remain unchanged.
ICAO has developed model legislation on certain offences committed on board civil aircraft, (Circular 288/2002)
and urged ICAO Member States to enact as soon as possible national law and regulations to deal effectively with
the problem of unruly/disruptive passengers, incorporating as far as practicable the model legislation.
Jurisdiction and right to prosecute are important issues, although air carriers should focus on the safety aspects
of the flight and not on the possible prosecution of the unruly/disruptive passenger. In-flight incidents often develop
through various stages before boarding a flight to a point of unruly/disruptive behavior. Air carriers should give
consideration to early recognition of symptoms of inappropriate behavior before the passenger boards the flight.
The cabin crew should be able to recognize these warning signs and to take preventive actions to minimize what
could otherwise be uncontrolled outcomes.
17.4.10 Police Involvement

The laws of a Sovereign State, in which police have jurisdiction, define the degree of action that law enforcement
agencies are empowered to take. Those powers do not extend to actions committed on board a foreign-registered
aircraft unless the “State of Landing” has enacted additional legislation empowering the law enforcement agency
to respond to an allegation of disruptive or unruly passengers on inbound foreign-registered aircraft.
Where practicable, the following information should be relayed to the police before landing:
 Nature of the incident;
 Identity of the offender/s and the complainant;
 Time, date and location of the incident;
 Whether the offender and/or the complainant has sustained any injury requiring medical attention;
 Whether the complainant is prepared to institute proceedings against the offending passenger;
 The location where the aircraft is going to park at the airport (in the case of a difficult or violent passenger,
the police may require the aircraft to be parked on a remote stand).

When the police attend the parked aircraft, they will require:
 All other passengers not involved in the incident to disembark (although some authorities prefer to
immediately embark and remove the offender prior to passengers deplaning);
 A briefing of the allegation by the crew members involved in the incident;
 An interview with the complainant;
 Particulars of the complainant;
 Details of all other persons involved in the incident who may give corroborative evidence;
 Details of time, date and place on the aircraft where the offence(s) took place;
 A record of “first person” conversation with the offender and crew members involved in the incident, which
should be recorded in written notes made at the time or shortly after the incident.
Depending on the local criminal procedure, the police may require the complainant to be present at the time that
the allegation is put to the offender.
17.4.11 The Role of the Pilot-in-Command

When an incident occurs on board an aircraft, the Pilot-in-Command has the ultimate authority on how to address
the situation. The Pilot-in-Command should ensure that the crew has filled out the required documentation, assist
with the collection of data, ensure that witness statements are made upon arrival, and be prepared to help with
prosecution and internally with the aftermath of the incident.
Training staff and legal counsel should ensure that the Pilot-in-Command is aware of the Powers and Immunities
bestowed upon them by the Convention to assess and deal effectively with unruly passenger behavior on board
and underline the fact that the organization will give them full backing anytime these Powers are legally used.
With a locked flight deck door, the flight crew must rely on the cabin crew to assess and manage unruly passenger
situations in the cabin. Pilots should consider restraint whenever they assess that a situation will in any way affect
the safety of the aircraft, its passengers and cabin crew, and/or at the advice of the cabin crew.
17.4.12 Reporting of Incidents and Required Documentation for Prosecution

An airline must ensure that incidents are reported and documented in an effective manner, not only to gain an
understanding of the incidents themselves but also to ensure that sufficient and appropriate information is
available for legal and judicial purposes, in the event of a prosecution.
The Pilot-in-Command should advise air traffic control (ATC) whenever a serious passenger disruption has taken
place during the flight and request to be met at the gate by local law enforcement authorities and a representative
of the air carrier if they consider that criminal prosecution should be pursued. The crew should gather contact
information from all passengers who witnessed the incident as their testimony might be required in later legal
proceedings. The passenger in question should be held by the authorities until a proper debriefing of the crew is
done by an air carrier representative. It should then be decided if charges are to be brought against the passenger.
The Head of Security and other Heads of Departments who need to know of the incident should receive copies of
the report.
If the offending passenger is charged, an airline should:
 Support the crew and ground employees taking the action;
 Ensure that the complainant and witnesses in the employ of the airline meet with the police to make written
statements and attend the court hearing;
 Cover applicable medical costs of employees involved in the incident;
 Provide for counseling, as required, for those involved in the incident;
 Consider any time spent in the prosecution of the offender as “duty” and ensure that all salaries and
expenses involved in attending meetings with the police and court hearings be covered by the airline.
Procedures, including reporting, will usually be a part of the airline's Operations Manual, as well as the relevant
Cabin Crew manuals. The company's policy on the issue of disruptive/unruly passengers should be communicated
in all relevant airline documentation (e.g., Operations Manuals, Customer Service Manuals and Training Manuals).

Security
The reporting of these types of incidents needs to be distinguished from the “normal trip report”. Clear guidance
must be provided by the air carrier on the use and completion of the reporting forms. All documentation must meet
the specific security, crew and legal requirements. The reporting forms must be user-friendly, simple, with clearly
defined information requirements. A reference number can be assigned to each document to assist the central
coordination department. It is customary that various departments within an airline will require the incident report.
The routing within the airline, therefore, will need to be identified on the report. It is important to note that all
documentation must link to the overall company policy on the issue of handling disruptive/unruly passengers.
If charges are to be brought, all crew members should be prepared for law enforcement authority and aviation
authority debriefings. Statements of evidence might also be required for judicial proceedings.
See Appendix G – Sample Unruly Passenger Incident Report.
17.5 Crew Protection During Layovers

Some operators provide destination briefings or notices/communications to their crew. These can include
references to current events and possible advisories in order to provide advice for the safety and security of their
crewmembers while at the destination.
In addition, there are a number of precautions operators can include in cabin crew security training:
 Be discreet when communicating a room number to hotel staff and other crewmembers
 Establish a buddy system to contact each other in case of fire or other emergency at the hotel
 Note the room number of the SCCM and/or PIC
 Do not leave luggage unattended
 Ensure name tags are discreet and home address is not visible
 Do not walk in questionable or dark areas on layover, especially when alone
 Review hotel exit routes and other emergency procedures
 Protect passports and any other important documents (i.e., ID cards) as well as valuables in the hotel
room by using the room/hotel safe
 Do not agree to transport packages or envelopes for others

Section 18—Health and Medical Care On

Board
18.1 Cabin Insect Extermination (Disinsectization/Disinsecting)
In accordance with the Chicago Convention ICAO Annex 9 part D, each State can impose a disinsectization
requirement if it perceives a threat to health, agriculture and the environment.
States will determine whether disinsectization is required and which methods of disinsectization are acceptable in
accordance with World Health Organization (WHO) recommendations:
18.1.1 Method 1: Preflight and top of descent combined

A preflight aerosol containing an insecticide with rapid action and limited residual effect is applied by ground staff
to the flight deck and passenger cabin, including toilet areas, open overhead and sidewall lockers, coat lockers,
and crew rest areas. The spray is applied before the passengers board the aircraft, but not more than one hour
before the doors are closed.
Top-of-descent spraying is carried out when the aircraft starts its descent to the arrival airport. An aerosol
containing 2% D-phenothrin is currently recommended by the WHO for this purpose and is applied with the air
recirculation system set at normal to high flow.
18.1.2 Method 2: Blocks Away

Spraying is carried out by crewmembers when the passengers are on board, after closure of the cabin door and
before the flight takes off. An aerosol containing a rapid-action insecticide is used. The air-conditioning system
should be switched off during cabin spraying. The flight deck is sprayed before the pilots board (when no
passengers are on board). Cargo holds should also be decontaminated.
As the overhead locker doors should be open during this process, spraying should be carried out as soon as the
last aircraft door is closed and before movement of the aircraft, allowing time for spraying and the closure of
overhead lockers by cabin crew.
18.1.3 Method 3: Residual

The internal surfaces of the passenger cabin and cargo hold, excluding food preparation areas, are sprayed with
a compression sprayer that has a constant flow valve and flat fan nozzle according to WHO specifications.
Residual sprays (recommended product: permethrin 25:75 cis:trans) are applied at intervals not exceeding two
months by professional pest control operators and are intended for long-term residual activity on aircraft interior
surfaces. After each treatment is completed, air-conditioning packs should be run for at least one hour before the
crew and passengers embark to clear the air of the volatile components of the spray.
Areas that undergo substantial cleaning between treatments require supplementary ‘touch-up’ spraying.
18.1.4 Proof of Disinsecting/Disinsectization

When an operator has carried out disinsectization with an approved method, they are required to provide written
certification to the airport upon arrival. This is normally included on the General Declaration, or in the case of
residual disinsectization, by separate certificate.

Health and Medical Care On Board
18.1.5 Risk Assessment - Disinsectization

When determining procedures for disinsectization and choosing the most appropriate method, operators should
carry out a risk assessment, including at least the following:
Hazard (Adverse Event) Threat (Potential Cause) Consequence (Outcome/Risk

Inadvertent activation of lavatory Spraying of insecticide in lavatory Unnecessary pilot alarm at a
smoke detector. compartment. critical stage of flight.
Residual build-up of contamination Spraying of insecticide in lavatory Defective/inoperative lavatory
on lavatory smoke detector. compartment. smoke alarm.
Overhead compartments open Requirement to spray cabin with Unrestrained items falling during
during taxi. compartments open after door taxi.
closure.
Passenger or crew injury.
Passenger discomfort/respiratory Allergy/sensitivity to pesticides Negative publicity and customer
concern. (known or suspected). feedback.
Incorrect discharging of gas from Inadequate training/procedures. Freeze burns to cabin crew hands.
aerosol can.
For more information on aircraft disinsectization, please refer to:

http://www.who.int/ihr/ports_airports/zika-aircraft-disinsection/en/
http://www.who.int/ipcs/publications/ehc/ehc243.pdf?ua=1
18.2 Medical Care Policy

Some of the procedures in this section are derived from IATA Resolutions, which means they are mandatory for
IATA member airlines.
Operators should have a policy in place to deal with medical events that occur on board. In developing a policy, it
is important for operators to ensure that all necessary departments are identified and involved in the creation of
the policy. Depending on the scale and scope of the operator, these departments may include:
 Medical or Occupational Health (or designated physician or clinic) ─ to ensure that medical equipment
is adequate and appropriate, and that medico-legal requirements are met
 Safety and Training ─ for training of flight and cabin crew
 In-flight Services ─ for communication with cabin crew and coordination of cabin crew welfare issues
 Flight Operations ─ for agreement of procedures, including communications with the ground
 Legal ─ to deal with legal problems arising as a result of medical care provided to a passenger in flight
 Customer Care

18.3 Passive Screening of Passengers

Serious in-flight medical events are infrequent but can be difficult to manage and even life threatening for the
casualty, as well as causing significant disruption and expense to the airline and other passengers. Some of these
incidents occur in people who were unwell at the time of boarding and, therefore, may be preventable.
Even though cabin crew have first aid training and are not expected to make medical diagnosis, they can help to
prevent in-flight medical events by simply looking, listening and asking simple questions.
If the cabin crew observes any of the following e.g. Passenger who:
 Looks unwell or acts strangely;
 Requires assistance to walk;
 Is coughing persistently;
 Is short of breath without any physical effort (talking only);
 Is vomiting;
 Has a visible rash compatible with a communicable disease;
 Appears to be in a late stage of pregnancy and has no clearance on file;
 Is confused, particularly if travelling alone;
 Appears intoxicated;
Or if a passenger, who has not been medically cleared, mentions a history of recent illness or injury, such as:
 Heart attack or any important illness in the last few weeks;
 Major surgery or major accident in the last few weeks; Hospitalization in the last few weeks ;
 Current or recent contagious diseases;
 Fever, etc.
Or if the cabin crew overhears any accompanying person saying something about terminal illness, possibility of
death in-flight, use of oxygen at home, problems on previous flights, or other similar comments, cabin crew should:
Discuss with the PIC and if they share concerns, medical support should be contacted for medical clearance (if
available, own medical department or outside designated physician or medical ground provider).
If medical support is not immediately available, boarding should be denied and the traveler should be requested
to obtain medical clearance in accordance with the airline’s policy. For some countries you may also have to
involve the company's Customer Complaint Resolution Official (CCRO).

18.4 Medical Event Process

The establishment of a process flowchart is a useful tool to manage a medical event in a more efficient manner.
Flowcharts give a step by step solution, and describe an event driven process chain with reference to the order in
which instructions or functions are executed. They can be used as on board check lists to assist managing medical
events. The following is an example of a medical event process flowchart:
Yes No Yes
No
Yes
No
Yes
Yes
18.5 Reporting of Medical Incidents

In developing their medical care policy, operators need to determine what information needs to be reported and
how it should be reported. The following elements should be addressed:
 Use a simple form or electronic system to ensure that incidents are well documented
 Identify a central point of responsibility to receive and manage the reports
 Determine the circumstances when actions should be taken
 Define and communicate what actions should be taken
 Implement a process to ensure that medical supplies, equipment and training programs are appropriate
to the type of incidents occurring
 Review incidents and outcomes in order to validate and amend procedures, where applicable
A sample Medical Incident Report form to be used by cabin crew to report incidents is available in the IATA Medical
Manual: http://www.iata.org/publications/Documents/medical-manual.pdf

18.6 When to Cease Cardiopulmonary Resuscitation (CPR)

Cabin crew trained to perform cardiopulmonary resuscitation (CPR) should continue CPR until one of the following
occurs:
 Spontaneous breathing and circulation resume; or

 It becomes unsafe to continue CPR (e.g. heavy turbulence and/or forecasted difficult landing after liaising
with the flight deck); or
 All rescuers are too exhausted to continue; or
 The aircraft has landed and care is transferred to emergency medical services; or
 The person is presumed dead:
If CPR has been continued for 30 minutes or longer with no signs of life within this period, and no shocks advised
by an on board Automated External Defibrillator (AED), the person may be presumed dead. Airlines may choose
to specify additional criteria, depending upon the availability of ground to air medical support or an on board
physician.
Some passengers choose to carry “Do Not Resuscitate” (DNR) orders which may be presented to the cabin crew.
Operators should determine a policy and procedures for cabin crew to follow if presented with DNR orders, bearing
in mind the legal responsibilities of the airline to provide emergency first aid care.
18.7 Handling of a Death on Board

Dealing with a death on board is a sensitive issue for the crew handling the event and for the traveling companions
of the casualty. It is recommended that operators develop procedures to ensure that crewmembers are properly
supported after such incidents.
PIC will advise the destination airport using company protocol to make sure
Advise PIC immediately the proper authority meets the flight.
It is preferable to choose a seat with few passengers nearby.

Move the casualty to a
seat if available If the aircraft is full, put the person back into his/her own seat, or at the crew's
discretion, into another area not obstructing an aisle or exit.
Place in a body bag if applicable.

Cover the casualty If body bags are not used, cover with a blanket to the neck and close the
eyes.
Secure the casualty Secure in seat with seatbelt or other equipment
Request contact .
information of companions
After landing, disembark This allows easier access for ground staff and protects dignity of
other passengers first companions.
The casualty should only be disembarked when the proper local authority has
Disembark the casualty arrived and appropriate ground staff are available to care for the travelling
and companions companions.

18.8 Carriage of Medical Portable Electronic Devices (MPEDs)

Passengers may wish to carry their own assistive medical devices on board. Disability regulations applicable to
some States typically require that passengers with disabilities must be permitted to carry devices on board in
addition to the normal carry-on baggage allowance, so long as they are compliant with safety regulations.
Operators may permit the carriage and use of such devices if it can be established that they do not transmit
sufficient electromagnetic interference so as to present a hazard and that they comply with the dangerous goods
regulations regarding carriage of lithium batteries and/or compressed gas, as well as any other regulations applied
by the State.
18.8.1 Airway Pressure Devices

Continuous Positive Airway Pressure (CPAP) and Bi-level Positive Airway Pressure (BiPAP) machines are
commonly used to treat sleeping disorders, such as sleep apnea, by providing airflow under pressure.
18.8.2 Portable Oxygen Concentrators

These electrically operated devices separate oxygen from nitrogen in the air and provide the user with oxygen at
a concentration of more than 90%. Oxygen is delivered continuously through a breathing mask or on demand
through a nasal breathing tube (cannula). For more information on the carriage of POCs, please refer to:
http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_120-95A.pdf.
For a list of FAA approved POCs go to: https://www.faa.gov/about/initiatives/cabin_safety/portable_oxygen/
18.8.3 Acceptance and Use of MPEDs

 Devices should be classified as Critical MPEDs (vital to sustain life) and Non-critical MPEDs (therapeutic).
 If a critical MPED is battery operated, sufficient spare batteries must also be carried to power the device
for the duration of the passenger’s journey. Spare batteries must only be carried in accordance with
dangerous goods regulations.
 Operators may permit the aircraft power supply to be used to power MPEDs; however, as the supply can
fluctuate and become unavailable, or the device may not be compatible with the aircraft systems, this
should be carefully managed, particularly in the case of critical MPEDs.
 Devices must be of a size that allows them to be safely and securely stowed in the cabin.
 The use of breathing tubes should not obstruct other passengers’ access to the aisle.
 They should be positioned in a manner so that air intake/filters are not obstructed and the user can see
the control switches and warning indications at all times.
18.9 Emergency Equipment and Supplies

A variety of emergency medical equipment and supplies should be kept on board in accordance with operator
policies and Authority regulations.
18.9.1 First Aid Kits

First aid kits All aircraft utilized for Equipped with one or more first aid kits that
passenger flights with or are distributed as evenly as practicable
without cabin crew. throughout the passenger cabin(s) and are
readily accessible for use by crew members.
(GM) ISM Table 5.6
The minimum number of first aid kits required for passenger aircraft is determined by the Authority, and is typically
based on the number of passengers the aircraft is authorized to carry.

The following list provides the typical minimum numbers of first aid kits based on aircraft passenger seats:
Seats installed Number of first aid kits Seats installed Number of first aid kits
100 or fewer One (1) 301 to 400 Four (4)
101 to 200 Two (2) 401 to 500 Five (5)
201 to 300 Three (3) 501 or more Six (6)
It is essential that the first aid kits be distributed as evenly as practicable throughout the passenger cabin so they
are readily accessible to cabin crew. In view of the possible use of medical supplies outside the aircraft in an
emergency situation, some kits should be located near the exits.
18.9.2 Medical Kit
IOSA CAB 4.2.2 If the Operator utilizes aircraft with more than 100 passenger seats on flight sector lengths
of more than two hours, the Operator should ensure all such passenger aircraft in its fleet are equipped with
a minimum of one medical kit, stored in a secure location, for use by medical doctors or individuals with
appropriate qualifications or training. (GM)
The extended medical kit, when carried, should be stored in an appropriate secure location, with a placard stating
it is emergency equipment stowage and not for passenger use.
The recommended contents of the Emergency Medical Kit are detailed in table 5.8 of Guidance material
associated to CAB 4.2.2
18.9.3 Universal Precaution Kits
IOSA CAB 4.2.3 The Operator should ensure all passenger aircraft in its fleet are equipped with one or more
universal precaution kits for use by cabin crew members in managing:
i. Episodes of ill health associated with a case of suspected communicable disease;
ii. Cases of illness involving contact with body fluids. (GM)
One or two universal precaution kits per aircraft would typically be adequate for normal operations; additional kits would be
carried at times of increased public health risk (e.g. an outbreak of a serious communicable disease with pandemic potential).
The recommended contents of the Universal Precautions Kit are detailed in table 5.9 of Guidance material
associated to CAB 4.2.3
18.9.4 Automatic External Defibrillators

Some States require the carriage of Automatic External Defibrillators (AEDs). Where this is not the case, carriage
is determined by an operator on the basis of a risk assessment, taking into account the particular nature of the
operation. Operators should ensure that they have established clear policies with respect to liability, maintenance,
quality assurance and training standards, particularly the requirement for CPR (cardio-pulmonary resuscitation)
training.
18.9.5 Survival Equipment

In addition to the usual survival equipment carried for flights over water (i.e., life vests), first aid kits should be
carried in the slide rafts so they can be used for post-ditching medical care.

18.10 Training
Cabin crew training for in-flight medical events should be in accordance with recommendations found in CAB
2.2.11 of the IOSA Standards Manual Section 5 (CAB).
18.11 Cabin Crew Manual

Operators should ensure that their cabin crew manual contains specific company policies and procedures
regarding the responsibilities of cabin crew in the case of a medical event, including information regarding:
 First aid care

 Safety considerations
 Administration of medication and oxygen
 Use of medical equipment
 Calling for a Medical ground support if available, or medically qualified volunteers on board
 Notification of the flight deck
 Medical contacts
In addition, necessary instructions should be provided so that cabin crew can ensure that appropriate medical
assistance is ready upon arrival.
18.12 Cabin Crew Protection

Operators should include in their training programs procedures regarding the prevention of cabin crew injury as a
result of the handling of medical equipment such as syringes and needles. These should include hygienic protocols
to ensure the safety of the cabin crew (e.g., wearing of gloves and face masks, use of sharps containers).
18.13 Crew Immunization

It is recommended that crew be immunized in accordance with the recommendations of the WHO and the
operator’s national public health Authority.
18.14 Carriage of Passengers with Communicable Diseases

Communicable diseases, particularly those with the potential of becoming public health emergencies of
international concern, have important implications for airlines and their customers. Passengers and crew can be
exposed, with or without their knowledge, to communicable diseases that are normally spread through close
contact. Examples of such diseases include chicken pox, tuberculosis and influenza.
For this reason, it is important for operators to ensure that they receive up-to-date information regarding countries
where there is a greater risk of exposure to communicable diseases. It is recommended that operators take into
account the information, and follow the recommendations, published by the WHO. Operators should make this
information available to cabin crew travelling to the countries concerned.
In the event that a cabin crewmember suspects that a passenger may suffer from a communicable disease, they
should follow the IATA guidelines for cabin crew for suspected communicable disease found at:
www.iata.org/whatwedo/safety/health/Pages/diseases.aspx.

Section 19—Food and Hygiene

Cabin crew play a crucial role in creating an operator’s image to the passenger. It is, therefore, important for the
service delivered by cabin crew to meet the operator’s expected quality standards. Equally important is the need
for cabin crew to ensure that food and beverages served on board meet the highest standards of hygiene and
safety.
19.1 Acceptance of Catering Supplies on Aircraft

Effective interaction between the caterer and cabin crew is crucial. The SCCM or other person nominated by the
operator acts as the interface with the caterer and should supervise the delivery of catering supplies onto the
aircraft.
The caterer should hand over to the SCCM a delivery sheet containing details of the meals uplifted and ensure
that:
 Each item is placed in the correct location (this will vary depending on the aircraft, operator and flight
involved)
 Food is properly sealed and has been sufficiently protected against heat, dust and insects during loading
 The time interval between when food was taken out of the refrigerator and loaded onto the aircraft remains
within acceptable limits, as cold chain should be maintained at all times until food is served to the final
passenger
The SCCM should be satisfied that the delivery corresponds to the Aircraft Catering Order (ACO) and that, in the
event of a delay, appropriate measures have been taken to prevent spoilage of the food (see 19.4.1).
19.2 Crew Service Briefings

In order to ensure the smooth running of the in-flight food service and to minimize the risks associated with food
handling, it is recommended that the SCCM review the service plans for the flight with the crew, including:
 Time scheduled and available for the meal service

 Special meal requirements
 Flight deck service
 Crew meals
 Proper handling of food in the heating and cooling processes
 Personal and galley hygiene
19.3 Hygiene and Sanitation

The World Health Organization (WHO) Guide to Hygiene and Sanitation was developed with the cooperation of
IATA and can be found at the following link:
http://www.who.int/water_sanitation_health/hygiene/ships/guide_hygiene_sanitation_aviation_3_edition.pdf.
19.3.1 Risks and Prevention

Contamination of foodstuffs can occur from physical (e.g., foreign objects), chemical (e.g., cleaners), or biological
(e.g., bacterial) means. Poor hygiene or unsatisfactory disposal of food waste can result in the contamination of
food and influence safety on board, either directly or indirectly, in the following ways:

Food and Hygiene
 Sudden incapacitation or collapse of a crewmember resulting from a short-incubation type of food

poisoning due to bacterial toxins
 Sudden incapacitation of a crewmember at a critical phase of flight, as may occur in cases where there is
toxemia prior to the onset of gastrointestinal symptoms (i.e., food poisoning)
 A suspected outbreak of acute food poisoning affecting a significant number of passengers; while in itself
a minimal safety risk, the scenario may influence the flight crew to divert to an alternative airport
It is, therefore, essential that anyone engaged in the provision or handling of aircraft food be properly trained.
Cabin crew training should include:
 Company regulations and procedures

 Essentials of food hygiene
 Risks and precautions
 Health requirements of cabin crew
 Cabin galley features and use of all equipment, such as chillers
 Segregation practices for dirty items and food that has yet to be served
 Use of protective clothing
 Code of practice in handling food, cooking times, reheating and maintaining hot/cold food temperatures
 Personal hygiene, including proper hand washing prior to beverage and meal services
 Reporting illness
 Special meals
 Acceptance of the delivery of food onto the aircraft
 How to deal with cases of food poisoning
 Food complaint procedures
19.3.2 Personal Hygiene

It is recommended that all cabin crew should be medically screened before employment. Operators should give
cabin crew the responsibility of confirming that they are in good health when signing on for duty, particularly when
a staff member has returned to work following sickness related to a gastrointestinal disease or other food-related
disease.
Cabin crew should follow the same code of practice as food handlers on the ground:
 Visible cuts/lesions should be covered with an easily visible waterproof dressing that is replaced regularly
to keep clean
 Crew should never sneeze or cough over food, utensils or galley working surfaces
 When serving passengers, fingers should not be placed inside cups or glasses and cutlery/silverware
should only be picked up by the handle
19.3.2.1 Handwashing
Prior to commencing food service, hands should always be washed with soap (preferably a non-perfumed liquid
soap solution from a dispenser) and plenty of warm water. Cabin crew should wash their hands again if they have
handled any article likely to be contaminated (e.g., an airsickness bag, waste, lavatories).
Hands should be dried with a disposable towel. Sanitizing gels may be used as an enhancement, but should not
be used as the sole method of handwashing.
Some operators choose to provide disposable gloves for cabin crew clearing of waste in the cabin.

19.3.3 Galley Equipment

Food is stored in the galleys, which vary depending on the size and type of aircraft. Cabin crew should be trained
in the proper use of all galley equipment on the aircraft.
It is the responsibility of cabin crew to ensure that the galley, equipment and utensils are kept clean and organized
during the flight, including galley work surfaces and stowage drawers/units.
Used items (e.g., glasses, trays) should be kept separate from clean items at all times.
19.3.4 Special Cleaning

There are occasions when special cleaning is needed during a flight (e.g., when a sick passenger soils seats or
carpets). This sickness might be the result of an infection and, apart from the nuisance caused to other
passengers, there might be a health hazard. Since major cleaning involving the replacement of soiled seat covers
cannot be undertaken until arrival at the next airport with suitable facilities, the cabin crew should be supplied with
Universal Precaution Kits and appropriate materials to decontaminate the area. Where possible, passengers
should be reseated.
Operator procedures should include a reporting method for cabin crew to advise cleaning staff of soiled areas
requiring additional cleaning.
19.4 Food Safety

Food is responsible for the transmission of a large number of diseases. The subject of food sanitation and hygiene
is sufficiently important that international health regulations govern the storing and handling of food. Various
parties are involved in that responsibility and have an important role to play:
 National health administrations

 Local health authorities
 Operator catering companies
 Operators
 Aircraft manufacturers
 Catering equipment manufacturers
It is important to recognize that, in view of the millions of passengers now travelling by air each year, the incidence
of food-borne infections and associated disorders is remarkably low due to the vigilance of operators as well as
their catering departments and suppliers. There are many diverse authoritative books on the subject of food
sanitation and it is recommended that operators be guided by relevant resources such as the Hazard Analysis
and Critical Control Point (HACCP) analysis www.haccponline.ca/home and the International Flight Services
Association (IFSA) Food Safety Guidelines http://www.ifsanet.com/?page=World_Guidelines and other
references found in this section. Also, in order to promote worldwide meal definition standardization, guidelines
have been set out in IATA Recommended Practice 1773, Passenger Services Conference Resolutions Manual,
The Quality & Safety Alliance for Inflight Services (QSAI), developed in consultation with and managed by Medina
Quality, is an alliance of international airlines that ensures diligent efforts are made to provide food that meets
quality expectations and protects passengers against food safety risk. QSAI is the world’s first auditing program
that allows airlines to share the cost of monitoring and improving the safety and quality of passenger food
according to industry-benchmarked standards that tackle international legal requirements.

Food and Hygiene
19.4.1 Adequate Temperature

 Below 5°C (41°F) = Ideal to keep foodstuff and meals
 20 - 50°C (68-122°F) = Bacteria multiply rapidly
 75°C (167°F) = Ideal cooking temperature
19.4.2 Keeping Food at the Correct Temperature

All meals and foodstuff must be kept at the correct temperature on board an aircraft. Caterers keep food and
meals refrigerated until loading on board the aircraft at a temperature between 5 - 7°C (41 - 44°F). In order to
maintain safety and quality of the food, cabin crew should keep the food as close to this temperature range as
possible at all times. Dairy products should be kept in chillers or special compartments made for this purpose.
Special chilling equipment may be part of the equipment at some airlines and should be used at all times.
19.4.2.1 Delayed Flights

In the case of unexpected delays, after the food has been loaded onto the aircraft, the length of the delay will
determine the course of action to be taken.
The responsibility for determining the course of action will depend on individual operator policies and the prevailing
circumstances; however, once the crew has accepted a delivery of food, it becomes the responsibility of the
operator.
In the event of a delay of several hours or where cabin crew have any doubts as to the safety of the food, the
caterer should be asked to examine it. The final decision on action to be taken is usually the joint responsibility of
the caterer and operator. All details relating to times, food temperatures, actions and decisions should be recorded.
19.4.3 Heating Process

Special care must be taken in heating the meals on board, depending on the type of food (e.g., poultry, meat, fish,
pasta) and such information is usually given by the caterer and the operator during cabin crew training. It is
important to remember the following:
 Meals should never be heated more than once

 Food must be heated to a temperature of more than 75°C, as only at that temperature are most bacteria
killed.
19.4.4 Insects and Foreign Objects

Insects are a source of contamination, and one of the most common foreign objects found in aircraft meals. Cabin
crew should keep a careful watch for insects and report their presence on board immediately to the PIC. Local
regulations and individual operator policies will determine the action to be taken if a meal is discovered to be
contaminated with insects or other foreign objects.
19.5 Suspected Food Poisoning

In the event a passenger or crewmember becomes ill during the flight due to suspected food poisoning, a Medical
Incident Report form should be completed. Cabin crew should be appropriately trained in dealing with such cases.
Further guidelines are set out on the IATA Health web page at: www.iata.org/health. Written reports should be
provided so that sampling and testing of the food may be carried out, where necessary.
19.6 Allergen Management

Procedures should be in place to minimize the risk of undeclared allergen inclusion in food and drink to ensure
accurate, up-to-date allergen information is available for allergic passengers, where legally required.

To ensure provision of accurate allergen information, many caterers around the world provide information to the
operators through an allergen report or provide allergen information specific to the food that has been catered to
enable passengers to make an informed food choice, when departing from countries where legally required and
according to countries’ legislation.
Information may be provided for food allergy enquiries via the operator’s website, menus, food packaging, in-flight
communication, or verbally by cabin crew.
UK Food Standards Agency, Allergen Resources
https://www.food.gov.uk/business-industry/allergy-guide/allergen-resources
US FDA - Food Allergen Labeling and Consumer Protection Act of 2004
http://www.fda.gov/Food/GuidanceRegulation/GuidanceDocumentsRegulatoryInformation/Allergens/ucm106890
.htm.
19.7 Special Meals

A passenger’s special meal needs should be handled at the time of reservation, and reflected on the Passenger
Information List (PIL). The cabin crew should be familiar with the characteristics of the different meal types in order
to be able to identify such meals and respond appropriately to passenger needs.
Special meals should be identified by the caterer by attaching a special meal tag or label to the cart or container
that the meals are in. The number and types of special meals are listed on the ACO. Crew should verify that the
appropriate numbers of meals have been delivered and the passenger’s name and seat number correspond to
the information provided on the PIL.
The Quality & Safety Alliance – In-flight Services (QSAI), developed and managed by Medina Quality, is
responsible for administration and definition of special meal codes globally. These QSAI Special Meals – Codes,
Definitions & Interpretation Guidelines are freely available to all QSAI alliance members and to non-member
organizations for a nominal fee.
See the table below for examples of the QSAI Special Meal Codes:
SPML Special Meal LSML Low-Sodium Meal

AVML Asian Vegetarian Meal MOML Muslim Meal
BBML Baby Meal NLML Non-Lactose Meal
BLML Bland Meal RVML Raw Vegetarian Meal
CHML Child Meal SFML Seafood Meal
DBML Diabetic Meal VGML Vegan Meal
FPML Fruit Platter Meal VJML Vegetarian Jain Meal
GFML Gluten Intolerant Meal VLML Vegetarian Lacto-Ovo Meal
HNML Hindu Meal VOML Vegetarian Oriental Meal
KSML Kosher Meal
LCML Low-Calorie Meal
LFML Low-Fat Meal
Source - QSAI Special Meal Codes (Contact Medina Quality for details – http://www.medinaquality.com/#!home )

Food and Hygiene
19.8 Potable Water and Ice

Operators should take into account the length of the flight and ensure that there is sufficient potable water on
board. The quality standards and sanitary regulations regarding the potable water systems on board aircraft are
published by the World Health Organization (WHO).
Only ice cubes manufactured from potable water and delivered to the aircraft in sealed polyethylene bags
should be put into drinks. Broken block ice should only be used for chilling bottles and cans. Ice should be
served by proper tongs, and never handled by hand. For more information, see the International Standards for
Drinking Water: WHO Guide to Hygiene and Sanitation in Aviation at:
http://www.who.int/ihr/ports_airports/guide_hygiene_sanitation_aviation_3_edition_wcov.pdf.
19.8.1 IATA Drinking-Water Quality Pool

The IATA Drinking-Water Quality Pool (IDQP) was created by a number of operators to share audits on drinking
water quality around the world. The IDQP also developed its own procedures for conducting airfield inspections,
using the highest quality standards.
Benefits of membership include:
 Safeguarding the onboard health of passengers and crew by using the highest standards to ensure water
quality
 Avoiding multiple audits of the same provider at the same location
 Potential financial savings from reductions of airport inspection workloads and associated costs
To avoid illnesses, all water for drinking and other personal use made available to crew and passengers must be
free from harmful chemical substances and micro-organisms. The WHO and local authorities have issued sanitary
requirements for the chlorination and handling of potable water.
For more information, please see: www.iata.org/whatwedo/safety/audit/Pages/idqp.aspx.
For more information on how to join the IDQP, please contact: [email protected].
19.9 Feedback from Passengers and Crew

Cabin crew are able to provide valuable feedback regarding their operator catering service. Should a passenger
or crewmember have a comment regarding any item of food, cabin crew should be encouraged to complete a
report providing details. In the event of a complaint involving a foreign object in a food item, or suspected food
poisoning, crew should retain samples of the suspect dish for analysis and hand it over at the arrival station for
investigation.
19.10 Reporting of Service Delivery Irregularities

Cabin crew are the operator’s link with the performance of the caterer. It is, therefore, essential that they report
any discrepancies with respect to the delivery and quality of catering supplies. This will allow operators to review
problems with the caterer in order to avoid a recurrence.
Food should not be served if the cabin crew has any doubts with respect to the quality of the food (e.g., abnormal
smell, texture). A standard report should be available to cabin crew on board to report feedback to operator
management.

Section 20—References and Appendices

20.1 Phonetic Alphabet
A ALPHA J JULIET S SIERRA

B BRAVO K KILO T TANGO
C CHARLIE L LIMA U UNIFORM
D DELTA M MIKE V VICTOR
E ECHO N NOVEMBER W WHISKY
F FOXTROT O OSCAR X XRAY
G GOLF P PAPA Y YANKEE
H HOTEL Q QUEBEC Z ZULU
I INDIA R ROMEO
20.2 References
20.2.1 Expanded use of PEDs
EASA, Safety Information Bulletin (SIB) 2013-21, Use of Portable Electronic Devices during Commercial Air
Transport Aircraft Operation, 09-Dec-2013
EASA, Explanatory Note to ED Decision 2014/029/R, Portable Electronic devices AMC and GM to Part CAT, Issue
2 amendment 1, 24-09-2014
FAA, Notice 8900.240, Expanded Use of Passenger Portable Electronic Devices (PED), 31-Oct-13
FAA, Information for Operators (InFO) 13010, Expanding Use of Passenger Portable Electronic Devices (PED), 31-
Oct-2013
FAA, Supplement to FAA InFO 13010, 10/31/13, FAA Aid to Operators for the Expanded Use of Passengers PEDs,
09-Jun-2014
FAA, Advisory Circular (FAA AC) 91.21-1D, Use of Portable Electronic Devices Aboard Aircraft, 27-Oct-17
FAA, Advisory Circular (FAA AC) 20-164A Designing and demonstrating aircraft tolerance to Portable Electronic
Devices, 9-Jun-2017
RTCA, document no. DO-160E, Environmental Conditions and Test Procedures for Airborne Equipment, 9-Dec-
2004

References and Appendices
RTCA, document no. DO-294B, Guidance on Allowing Transmitting Portable Electronic Devices (T-PEDS) on
Aircraft, 16-Dec-2008
RTCA, document no. DO-307A, Aircraft Design and Certification for Portable Electronic Device (PED) Tolerance,
15-Dec-2016
Transport Canada, Advisory Circular (AC) No 700-005 Use of Transmitting and Non-Transmitting Portable
Electronic Devices
Civil Aviation Authority UK (CAA), Civil Aviation Publication (CAP) 756, Portable Electronic Device Generated
Electro-magnetic Fields on Board a Large Transport Aeroplane, Nov-2005
20.2.2 Electronic cigarettes
FAA, Safety Alert for Operators (SAFO) 15003, Fire Risk of Electronic Cigarettes (e-cigarettes) in Checked Baggage,
22-Jan-2015
20.2.3 Evacuation
EASA, Safety Information Bulletin (SIB) No. 2013-06, Evacuation of Infants, 17 May 2013
20.2.4 Lithium Batteries
Civil Aviation Authority UK (CAA):

Lithium batteries guidance for cabin crew and cargo workers
Electronic devices in seat mechanism fire hazard
Civil Aviation Safety Authority (CASA):

Traveling safely with batteries
Dangerous Goods lithium batteries poster
United States Federal Aviation Administration (US FAA):

SAFO 09013 - Fighting Fires Caused by Lithium Type Batteries in Portable Electronic Devices
Aviation Cargo and Passenger Baggage events involving smoke, fire, extreme heat or explosion,
involving lithium batteries or unknown battery types.
SAFO 15010 - Carriage of Spare Lithium Batteries in Carry-on and Checked Baggage
SAFO 15003 – Fire Risk of Electronic Cigarettes (e-cigarettes) in Checked Baggage
International Air Transport Association (IATA):

Dangerous Goods webpage:
Cargo & Dangerous Goods Regulations Training Courses:
International Civil Aviation Organization (ICAO):

Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods (Doc 9481 AN/926):

SKYbrary:
Lithium-Ion Aircraft Batteries as a Smoke/Fire Risk:
Transport Canada:
Service Difficulty Alert - Procedures for fighting fires caused by Lithium Type batteries in Portable
Electronic Devices:
20.3 Related Organizations
Air Safe www.airsafe.com

Flight Safety Foundation (FSF) www.flightsafety.org
International Society of Air Safety Investigators (ISASI) www.isasi.org
National Transportation Safety Board (NTSB) www.ntsb.gov
SKYbrary www.skybrary.aero
Southern California Safety Institute (SCSI) www.scsi-inc.com
REGULATORY
Australia - Civil Aviation Safety Authority Australia - CASA
Brazil - Agenca Nacional de Aviacao Civil - ANAC
Canada - Transport Canada
Chile - Direccion General de Aeronautica Civil - DGAC
China - Civil Aviation Administration China - CAAC
Colombia - Aeronautica Civil
Eastern Caribbean Civil Aviation Authority - ECCAA
Eire - Irish Aviation Authority - IAA
European Aviation Safety Agency (EASA)
France - Direction generale de l'aviation civile - DGAC
Germany - Luftfahrt-Bundesamt (federal Aviation Office)
Greece - Hellenic Civil Aviation Authority
Hong Kong - Civil Aviation Department - CAD
Icelandic Transport Authority - ICETRA

India - Directorate General of Civil Aviation - DGCA

International Civil Aviation Organization (ICAO)
Jamaica Civil Aviation Authority - JCAA
New Zealand - Civil Aviation Authority of New Zealand
Norway - Luftfartstilsynet
Qatar - Civil Aviation Authority - CAA
South African Civil Aviation Authority
Switzerland - Federal Office of Civil Aviation - FOCA
Turkey - Directorate General of Civil Aviation - DGCA
UAE - General Civil Aviation Authority - GCAA
UK - Civil Aviation Authority - CAA
USA - Federal Aviation Administration - FAA
CATERING
International Flight Services Association www.ifsanet.com
Medina Quality Food Assurance Services www.medinaquality.com
HEALTH AND MEDICAL CARE

Aerospace Medical Association (ASMA) www.asma.org
The Centers for Disease Control and Prevention www.cdc.gov
FAA Aeromedical Reports/CAMI www.cami.jccbi.gov
The Medical Department of the International Civil Aviation www.icao.int/icao/en/med/
Organization (ICAO) aviomed.htm
World Health Organization (WHO) www.who.int
World Health Organization (WHO) – Disease Outbreak Site www.who.int/csr/don/en
World Health Organization (WHO) – International Travel www.who.int/ith
and Health Publication
World Medical Association www.wma.net

Appendix A – Cabin Crew Checklist for Fires Involving Batteries and

Portable Electronic Devices (PED)
BATTERY / PORTABLE ELECTRONIC DEVICE (PED) FIRE / SMOKE
Step CABIN CREW ACTION
1 Identify the item

Note — It may not be possible to identify the item (source of fire) immediately. In this case,
apply Step 2 first, and then attempt to identify the item.
Caution:
In order to avoid injury from a flash fire, it is not recommended to open the affected baggage
when there is any indication of smoke or flames.
2 Apply firefighting procedures
i. Obtain and use the appropriate fire extinguisher
ii. Retrieve and use protective equipment, as applicable to the situation
iii. Move passengers away from the area, if possible
iv. Notify the PIC and other cabin crewmembers
Note — Actions should occur simultaneously in a multi-crew operation.
3 Remove power
i. Disconnect the device from the power supply, if safe to do so
ii. Turn off in-seat power, if applicable
iii. Verify that power to the remaining electrical outlets remains off, if applicable
Caution:
Do not attempt to remove the battery from the device.
4 Douse the device with water (or other non-flammable liquid)
Note — Liquid may turn to steam when applied to the hot battery.
5 Leave the device in its place and monitor for any reignition
Note — If smoke or flames reappear, repeat Steps 2 then 4
Caution:
i. Do not attempt to pick-up or move the device
ii. Do not cover or enclose the device
iii. Do not use ice or dry ice to cool the device
6 When the device has cooled (approximately 10 to 15 minutes)
Obtain a suitable empty container
Fill the container with enough water (or other non-flammable liquid) to submerge the device
Using protective equipment, place the device in the container and completely submerge it in
water (or other non-flammable liquid)
Stow and (if possible) secure the container to prevent spillage
7 Monitor the device and the surrounding area for the remainder of the flight
8 After landing at the next destination, apply operator’s post-incident procedures

OVERHEAD BIN BATTERY / PORTABLE ELECTRONIC DEVICE (PED) FIRE / SMOKE
Step Cabin Crew Action

i. Obtain and use the appropriate fire extinguisher
ii. Retrieve and use protective equipment, as applicable to the situation
iii. Move passengers away from the area, if possible
iv. Notify the PIC and other cabin crewmembers
Note. — Actions should occur simultaneously in a multi-crew operation.
2 Identify the item if the device is visible and accessible, or

If the device is contained in baggage and flames are visible:
i. Reapply Step 1 to extinguish the flames
ii. Apply Steps 3 to 5
If smoke is coming from the overhead bin, but the device is not visible or accessible:
i. Remove other baggage from the overhead bin to access the affected baggage/item
ii. Identify the item
iii. Apply Steps 3 to 5
Caution:
In order to avoid injury from a flash fire, it is not recommended to open the affected baggage when
there is any indication of smoke or flames.
3 Douse the device (baggage) with water (or other non-flammable liquid)
4 When the device has cooled

i. Obtain a suitable empty container
ii. Fill the container with enough water (or other non-flammable liquid) to submerge the
device (baggage)
iii. Using protective equipment, place the device (baggage) in the container and completely
submerge it in water (or other non-flammable liquid)
iv. Stow and (if possible) secure the container to prevent spillage
5 Monitor the device and the surrounding area for the remainder of the flight
6 After landing at the next destination, apply the operator’s post-incident procedures

OVERHEATED BATTERY / ELECTRICAL SMELL INVOLVING A PORTABLE ELECTRONIC DEVICE

(PED) - NO VISIBLE FIRE OR SMOKE
1 Identify the item

2 Instruct the passenger to turn off the device immediately
3 Remove power
i. Disconnect the device from the power supply, if safe to do so
ii. Turn off in-seat power, if applicable
iii. Verify that power to the remaining electrical outlets remains off, if applicable
iv. Verify that the device remains off for the remainder of the flight
Caution:
4 Instruct the passenger to keep the device visible and monitor closely
Caution:
Unstable batteries may ignite even after the device is turned off.
5 If smoke or flames appear apply the BATTERY / PED FIRE / SMOKE checklist (see Appendix
B)
PED INADVERTENTLY CRUSHED OR DAMAGED IN AN ELECTRICALLY ADJUSTABLE SEAT
1 Notify the PIC and other cabin crewmembers

2 Obtain information from the passenger
i. Identify the item
ii. Indicate where he/she suspects that the item may have dropped or slipped into
iii. Whether the seat was moved since misplacing the item
3 Retrieve the item using protective equipment, if available

Caution:
Do not move the seat electrically or mechanically when attempting to retrieve the item.
4 If smoke or flames appear, apply the BATTERY / PED FIRE / SMOKE checklist (see Appendix
B)

Appendix B – Amplified Cabin Crew Checklist for Fires Involving

Batteries and Portable Electronic Devices (PEDs)
Note: Although this guidance material presents sequences of tasks, some of these actions occur simultaneously
when carried out by a multi-crew operation.
BATTERY / PORTABLE ELECTRONIC DEVICE (PED) FIRE / SMOKE
Step Cabin Crew Action and Guidance
Identify the item
1
It may not be possible to identify the item (the source of the fire) right away, especially if the fire
has started in a seat pocket or the device is not readily accessible. In this case, firefighting
procedures should be applied as a first step. Once it is possible to do so, identify the item after
the fire is under control.
If the item is contained in baggage, the crew’s actions would be similar to the actions for a device
that is visible or readily accessible.
Caution:
there is any indication of smoke or flames. In certain situations, however, cabin crew may assess
and deem it necessary to slightly open the baggage to allow entry of the extinguishing agent and
non-flammable liquid. This should be done with extreme caution and only after donning
appropriate protective equipment available on the aircraft.
Apply firefighting procedures
2
Any occurrence concerning a fire in the cabin should be notified immediately to the PIC who
should be kept informed of all actions taken and of their effect. It is essential that the cabin crew
and the flight crew coordinate their actions and that each are kept fully informed of the other’s
actions and intentions.
Appropriate firefighting and emergency procedures must be used to deal with any fire. In a multi-
crew operation, the actions detailed in the firefighting procedures should be conducted
simultaneously. On aircraft operated with only one cabin crewmember, the aid of a passenger
should be sought in dealing with the situation.
A Halon, Halon-replacement or water extinguisher should be used to extinguish the fire and
prevent its spread to additional flammable materials. It is important to wear available protective
equipment (e.g., protective breathing equipment, fire gloves) when fighting a fire.
If fire develops, cabin crew should take prompt action to move passengers away from the area
involved and, if necessary, provide wet towels or cloths and give instructions for passengers to
breathe through them.
Minimizing the spread of smoke and fumes into the flight deck is critical for the continued safe
operation of the aircraft; therefore, it is essential to keep the flight deck door closed at all times.
Crew communication and coordination is of utmost importance. The use of the interphone is the
primary means of communication unless the interphone system fails.
Remove power
3
It is important to instruct the passenger to disconnect the device from the power supply, if it is
deemed safe to do so. A battery has a higher likelihood of catching fire due to overheating during
or immediately following a charging cycle, although the effects may be delayed for some period
of time. By removing the external power supply from the device, it will be assured that additional
energy is not being fed to the battery to promote a fire.
Turn off the in-seat power to the remaining electrical outlets so a potentially malfunctioning aircraft
system does not contribute to additional failures of the passengers’ PEDs.
Visually check that power to the remaining electrical outlets remains off until the aircraft’s system
can be determined to be free of faults, if the device was previously plugged in.

The removal of power may occur simultaneously to other cabin crew actions (e.g., obtaining water
to douse the device). Depending on the aircraft type, in-seat power may have to be turned off by
the flight crew.
Caution:
Douse the device with water (or other non-flammable liquid)
4
Water (or other non-flammable liquid) must be used to cool a battery that has ignited to prevent
the spread of heat to other cells in the battery. If water is not available, any non-flammable liquid
may be used to cool the device.
Note — Liquid may turn to steam when applied to the hot battery. Do not use ice or dry ice to cool
the device. Ice or other materials insulate the device, increasing the likelihood that additional
battery cells will reach thermal runaway.
Leave the device in its place and monitor for any reignition
5
A battery involved in a fire can reignite and emit flames multiple times as heat is transferred to
other cells in the battery; therefore, the device must be monitored regularly to identify if there is
any indication that a fire risk still exists. If there is any smoke or indication of fire, the device must
be doused with more water (or other non-flammable liquid).
Caution:
Do not attempt to pick-up or move the device; batteries may explode or burst into flames without
warning. The device must not be moved if displaying any of the following: flames/flaring, smoke,
unusual sounds (such as crackling), debris, or shards of material separating from the device.
Do not cover or enclose the device as this could cause it to overheat; and do not use ice or dry
ice to cool the device. Ice or other materials insulate the device, increasing the likelihood that
additional battery cells will reach thermal runaway.
6 When the device has cooled (approximately 10 to 15 minutes)
The device can be moved with caution following a certain period (approximately 10 to 15 minutes),
once it has cooled down and if there is no evidence of smoke, heat, or if there is a reduction in
the crackling or hissing sound usually associated with a lithium battery fire.
A suitable empty container (i.e., pot, jug, galley unit or lavatory waste bin) must be filled with
enough water or other non-flammable liquid to completely submerge the device. It is important to
wear available protective equipment (e.g., protective breathing equipment, fire gloves) when
moving any device involved in a fire. Once the device is completely submerged, the container
used must be stowed and, if possible, secured to prevent spillage.
Caution:
The waiting period for a device to cool may vary based on the device and its size. The different
circumstances (e.g., types of devices, phases of flight) should be addressed in the operator’s
training program.
7 Monitor the device and the surrounding area for the remainder of the flight to verify that the
device does not pose further risk.
8 After landing at the next destination, apply operator’s post-incident procedures. These may
include identifying to ground personnel where the item is stowed and providing all information
about the item.
Complete the required documentation, as per operator procedures, so that the operator is notified
of the event, proper maintenance action is undertaken and the emergency response kit or any
aircraft equipment used is replenished or replaced, if applicable.

OVERHEAD BIN BATTERY / PORTABLE ELECTRONIC DEVICE (PED) FIRE / SMOKE

Any occurrence concerning a fire in the cabin should be notified immediately to the PIC who should
be kept informed of all actions taken and of their effect. It is essential that the cabin crew and the
flight crew coordinate their actions and that each are kept fully informed of the other’s actions and
intentions.
Appropriate firefighting and emergency procedures must be used to deal with an overhead bin
fire. In a multi-crew operation, the actions detailed in the firefighting procedure should be
conducted simultaneously. On aircraft operated with only one cabin crewmember, the aid of a
passenger should be sought in dealing with the situation.
A Halon, Halon-replacement or water extinguisher should be used to extinguish the fire and
prevent its spread to additional flammable materials. It is important to wear available protective
equipment (e.g., protective breathing equipment, fire gloves) when fighting a fire.
If fire develops, cabin crew should take prompt action to move passengers away from the area
involved and, if necessary, provide wet towels or cloths and give instructions for passengers to
breathe through them.
Minimizing the spread of smoke and fumes into the flight deck is critical for the continued safe
operation of the aircraft; therefore, it is essential to keep the flight deck door closed at all times.
Crew communication and coordination is of utmost importance. The use of the interphone is the
primary means of communication unless the interphone system fails.
2 Identify the item if the device is visible and accessible

It may not be possible to identify the item right away, especially if the fire has started in the
overhead bin and the device is not readily accessible.
If the device is visible and accessible, or if the device is contained in baggage and flames are
visible, the firefighting procedure should be applied as a first step.
If smoke is coming from the overhead bin, but the device is not visible or accessible, or there is
no indication of fire, the firefighting procedures should be applied as a first step. Afterwards, all
baggage should be removed from the overhead bin with caution until the item can be identified.
Once the item is identified, apply steps 3 to 5 of the OVERHEAD BIN BATTERY / PORTABLE
ELECTRONIC DEVICE (PED) FIRE / SMOKE checklist.
Caution:
there is any indication of smoke or flames; however, in certain situations, cabin crew may assess
and deem it necessary to slightly open baggage to allow entry of the extinguishing agent and non-
flammable liquid. This should be done with extreme caution and only after donning appropriate
protective equipment available on the aircraft. Do not open baggage when there is any indication
of smoke or flame.
3 Douse the device (baggage) with water (or other non-flammable liquid)
Water (or other non-flammable liquid) must be used to cool a battery that has ignited to prevent
the spread of heat to other cells in the battery. If water is not available, any non-flammable liquid
may be used to cool the device. Do not use ice as this may have the opposite effect by temporarily
insulating the device and increasing heat.

4 When the device has cooled

The device should be moved from the overhead bin to prevent a hidden fire from potentially
developing. The device can be safely moved with caution following a certain period, once it has
cooled down and if there is no evidence of smoke, heat, or if there is a reduction in the crackling
or hissing sound usually associated with a lithium battery fire. The waiting period may vary based
on the device and its size. The different circumstances (e.g., types of devices, phases of flight)
should be addressed in the operator’s training program. Following this period, the device can be
moved, with caution.
A suitable empty container (i.e., pot, jug, galley unit or lavatory waste bin) must be filled with
enough water or other non-flammable liquid to completely submerge the device. It is important to
wear available protective equipment (e.g., protective breathing equipment, fire gloves) when
moving any device involved in a fire. Once the device is completely submerged, the container
used must be stowed and, if possible, secured to prevent spillage.
Monitor the device and the surrounding area for the remainder of the flight to verify that the
5
device does not pose further risk.
After landing at the next destination, apply the operator’s post-incident procedures. These may
include identifying to ground personnel where the item is stowed and providing all information
about the item.
6
of the event, proper maintenance action is undertaken and the emergency response kit or any
aircraft equipment used is replenished or replaced, if applicable.

Reference and Appendices
OVERHEATED BATTERY / ELECTRICAL SMELL INVOLVING A PORTABLE ELECTRONIC DEVICE

(PED) - NO VISIBLE FIRE OR SMOKE
Identify the item

1
Identify the source of overheat or electrical smell. Ask the passenger concerned to identify the
item.
2 Instruct the passenger to turn off the device immediately.
3 Remove power
It is important to instruct the passenger or crewmember to disconnect the device from the power
supply, if it is deemed safe to do so. A battery has a higher likelihood of catching fire due to
overheating during or immediately following a charging cycle, although the effects may be
delayed for some period of time. By removing the external power supply from the device, it will
be assured that additional energy is not being fed to the battery to promote a fire.
Turn off the in-seat power to the remaining electrical outlets until it can be assured that a
malfunctioning aircraft system does not contribute to additional failures of the passengers’ PEDs.
Visually check that power to the remaining electrical outlets remains off until the aircraft’s system
can be determined to be free of faults, if the device was previously plugged in.
The removal of power may occur simultaneously to other cabin crew actions (e.g., obtaining
water to douse the device). Depending on the aircraft type, in-seat power may have to be turned
off by the fight crewmembers.
It is important to verify that the device remains powered off for the duration of the flight.
Caution:
4 Instruct the passenger to keep the device visible and monitor closely.
The device must remain visible (i.e., not stowed in baggage, seat pocket or in the passenger’s
pocket) and should be monitored closely. Unstable batteries may ignite even after the device is
turned off. Verify that the device is stowed for landing.
5 If smoke or flames appear, apply the BATTERY / PORTABLE ELECTRONIC DEVICE (PED)
FIRE / SMOKE checklist.
6 After landing at the next destination, apply the operator’s post-incident procedures. These may
include identifying to ground personnel where the item is located and providing all information
about the item.
Complete the required documentation, as per operator procedures, so that the operator is
notified of the event, proper maintenance action is undertaken and the emergency response kit
or any aircraft equipment used is replenished or replaced, if applicable.

IATA Cabin Operations Safety
PED INADVERTENTLY CRUSHED OR DAMAGED IN AN ELECTRICALLY ADJUSTABLE SEAT
1 Notify the PIC and other cabin crewmembers

Any occurrence concerning a risk of fire in the cabin should be notified immediately to the PIC who
should be kept informed of all actions taken and of their effect. It is essential that the cabin crew
and the flight crew coordinate their actions and that each are kept fully informed of the other’s
actions and intentions.
2 Obtain information from the passenger
Ask the passenger concerned to identify the item, and where he/she suspects it may have dropped
or slipped into, and if he/she has moved the seat since misplacing the item.
3 Retrieve the item

If available, cabin crew should don fire gloves before trying to retrieve the item.
To prevent crushing of the PED and to reduce the potential fire risk to the device and the
surrounding area, cabin crew and/or passengers must not use the electrical or mechanical seat
functions in an attempt to retrieve the item. Move the passenger and, if applicable, the passenger
seated next to the affected seat from the area to facilitate the search. Do not move the seat. If the
cabin crew is unable to retrieve the item, it may be necessary to move the passenger to another
seat.
4 Smoke or flames
If smoke or flames appear, apply the BATTERY / PORTABLE ELECTRONIC DEVICE (PED) FIRE
/ SMOKE checklist.
5 After landing at the next destination, apply the operator’s post-incident procedures.
These may include identifying to ground personnel where the item is located and providing all
information about the item.
of the event, proper maintenance action is undertaken and any aircraft equipment used is
replenished or replaced, if applicable.

Appendix C – Sample Fatigue Report Form for Cabin Crew

Fatigue Report Form – Cabin Crew
Name Staff number Role on this flight
Time when fatigue Flight sector on which fatigue

Flight date
occurred occurred
/ / ________ from ________ to
: (UTC*)
(UTC*) _________
From standby (if
Roster type Aircraft type (add as per operator)
applicable)
☐ Full roster ☐ Home
☐ Reserve roster ☐ Airport
☐ Swapped flight
Describe what happened and what you observed
Tick off how you felt

☐ 1. Fully alert, wide awake ☐ 5. Moderately tired, let down
☐ 2. Very lively, somewhat responsive, but ☐ 6. Extremely tired, very difficult to

not at peak concentrate
☐ 7. Completely exhausted, unable to
☐ 3. OK, somewhat fresh
function effectively
☐ 4. A little tired, less than fresh
Potential contributing factors (more than one may apply)

☐ Fatigue prior to
☐ Duty itself ☐ In-flight rest ☐ Hotel
duty
☐ Not rested
☐ Not rested during
☐ Circadian ☐ Roster or during rostered
rostered rest
dysrhythmia* combination of duties rest (personal,
(company)*
health)*

☐ Operating with ☐ In-flight

☐ Extended delay ☐ Extensive in-
reduced crew passenger issues
(technical, weather) flight turbulence
complement (medical, unruly pax)
☐ Other Comments:
What actions were taken to manage or reduce fatigue:

☐ Arrange/request extra rest on board ☐ Caffeine
☐ Other Comments:
If onboard rest was used, was the length in accordance with the cabin crew rest
policy and/or the published crew rest strategy:
☐ Not applicable, this flight does not have onboard
☐ Yes ☐ I don’t know
rest
☐ No (please
explain)
Which rest period did you take, if any

☐ First period ☐ Second period ☐ Third period ☐ Fourth period
☐ None, there is no rest on this ☐ Other (please

flight explain)
What corrective action do you suggest

☐ Shorter layover (to reduce
☐ More home preflight rest ☐ More home post-flight rest
circadian shift)
☐ More layover rest ☐ Crew augment ☐
☐ Other Comments:
* Instructions
Date and time in UTC:
UTC stands for Coordinated Universal Time. This is the date and time used by the flight crew and
company systems and must be used for the flight date and for the time the fatigue occurred.
Contributing factors: You should check all factors that may have contributed to the fatigue.
Circadian dysrhythmia: Better known as ‘jet lag’ or body clock shift.
Not rested during rostered rest (personal, health): You did not achieve (enough) rest for personal
reasons (i.e., due to stress or family issue) during a roster rest period or on days off.
Not rested during rostered rest (company): You did not achieve (enough) rest for reasons that are
concerned with the company (i.e., a noisy hotel or accommodation, a call from crewing while you were
resting), during a roster rest period or on days off.

Appendix D – Sample Unruly Passenger Policy
1.1 Description of unruly behavior

Unruly passengers are defined as follows:
1.1.1 Level 1:
Disruptive, suspicious, or verbally threatening or abusive. Examples include:
1. Continued refusal to comply with safety instructions and other reasonable requests from a crew member.
2. Use of threatening or abusive language towards another passenger, a crew member, or a representative
of the airline, airport or contractor.
3. Failure to comply with operator policy or aviation regulations regarding safety on board including but not
limited to, the carriage and use of electronic devices, consumption of alcohol or other psychoactive
substances.
1.1.2 Level 2
Use of threatening or abusive physical behavior towards others including but not limited to:
• Punching;
• Kicking
• Spitting;
• Pushing
• Pulling any body part or uniform of the flight attendant;
• Throwing items;
• Touching persons in a manner that is considered offensive by that person;
• Causing damage to aircraft fixtures or equipment;
• Behavior that could prejudice the safe running of the aircraft.
1.1.3 Level 3
• Behavior which deliberately threatens a person’s life with or without a weapon.
1.1.4 Level 4
• Attempted or actual breach of the locked flight deck door. Any attempt to enter the flight deck will be
considered to be an action of hostility.
1.2 Conditions of carriage
[Operator] requires all passengers to comply with the conditions for carriage relating to behavior on board aircraft
as detailed in Article XX. These conditions of carriage are published in the following locations for public reference:
1. Website www.xxx.xxx
2. Electronic tickets
3. Example 3
4. Example 4

1.3 Responsibility and Authority of the Commander

The Commander has overall responsibility for the aircraft and its occupants. Should a person’s behavior give
concern that good order and discipline or the safety of the aircraft, persons or property on board is or may become
jeopardized, the Commander is authorized to take action as required using reasonable measures including refusal,
removal or restraint of the violent or unruly person.
In all situations, the commander will ensure that minimum reasonable force is used against the person.
1.3.1 Refusal of embarkation
No person shall be permitted to board company aircraft while under the influence of alcohol or other psychoactive
substance, or if their behavior or demeanor may cause others to object.
1.3.2 Removal from aircraft
Persons displaying unacceptable levels of disruptive behavior, as determined in the conditions of carriage, may
be removed from the aircraft at point of origin, destination or diversion.
1.3.3 Restraint
Restraint of a person may be considered with the permission of the Commander and only if all other means of
resolving the situation have been exhausted, or if the urgency of the situation requires immediate action.
Details of equipment and procedures for restraint of persons are detailed in the Operations Manual [section xx]
1.4 Responsibility of Cabin Crew
Cabin crew are required to maintain good order and discipline in the cabin and to report to the commander all
instances of unruly passenger behavior.
Cabin crew are required to attempt to de-escalate potential unruly passenger situations wherever possible and as
a last resort, with the commander’s authority, to restrain a passenger whose behavior jeopardizes the safe
operation of the aircraft.
Cabin crew are required to cease the service of alcohol to any passenger showing the signs of intoxication as
detailed in the Operations Manual section xx
Cabin crew are required to complete disruptive passenger incident reports for all disruptive passengers
encountered after door closure.
1.5 Responsibility of Other Staff
The [Insert job title] has functional responsibility for Security at corporate level.
The [insert job title] is responsible for the safeguarding of staff, passengers, assets and operations against acts of
unlawful interference.
Where it is observed that a passenger’s behavior on the ground might indicate a potential problem on board,
ground staff and contractors are required to advise [Operator] or the operating crew before departure.
Ground staff and contractors are required to complete disruptive passenger incident reports whenever such
behavior is identified while the passenger is on the ground before aircraft doors are closed.
1.6 Documentation and Reporting
Reporting of incidents involving unruly passengers is an integral part of [Operator]’s safety reporting system.
Following the handling of a disruptive passenger, evidence should be preserved and shall be submitted to the
authorities upon arrival.
Reports of unruly passengers shall include:
1. Name of passenger
2. Name/s of crew involved.
3. Details of evidence including where it was found and who collected it.
4. Witness statements from passengers and crew.

1.7 Prosecution
[Operator] will take steps to ensure that offenders are prosecuted in accordance with law enforcement procedures.
[Operator] requires that staff members attend law courts where necessary to support any legal action. [Operator]
will provide support and exercise appropriate duty of care to any staff member submitting evidence on its behalf.
1.8 Training
[Operator] will provide appropriate training to all passenger facing staff to facilitate the effective identification,
handling and reporting of unruly passenger incidents.
1.9 Procedures
Procedures for the handling of unruly passengers include the following:
Procedure Reference
Safe service of alcohol. Operations Manual xxxx

Carriage of deportees/prisoners. Operations Manual xxxx
Definition and recognition of unruly passenger Operations Manual xxxx
behavior.
Handling unruly behavior. Operations Manual xxxx
Refusal of carriage. Operations Manual xxxx
Passenger restraint. Operations Manual xxxx
Passenger offload. Operations Manual xxxx
Post incident handling of unruly passengers including Operations Manual xxxx
witness statements, evidence and prosecution.

Appendix E - Sample Airline Violation Warning

Final Warning To Passenger
Your behavior appears to be in violation of [Country] law. If you fail to control your actions, police authorities will
be notified and requested to meet this flight.
This is a warning that [Country________] law prohibits the following:
 Assaults, threats, intimidation or interference with a crew member in performance of their duties aboard
an aircraft being operated.
 Disruptive behavior due to alcohol consumption.
 Alcohol-related disturbance created by passenger.
 Consumption of alcoholic beverages unless served by a crew member.
 Alcohol service to passengers who appear to be intoxicated.
 Failure to follow instructions given by a crew member regarding compliance with passenger safety
regulation such as the following:
 No smoking in the lavatory at any time;
 No smoking when “No Smoking” sign is illuminated;
 Tampering with, disabling or destroying smoke detectors installed in any aircraft lavatory;
 Requirement to keep seat belt fastened while the “Fasten Seat Belt” sign is lit;
 Operation of an electronic device when prohibited.
An incident report may be filed with the appropriate federal agency if you do not refrain from this behavior.
[Country_______] law provides fines of up to [Amount________]. In the case of interference with a crew member
in the performance of crew member duties, imprisonment for up to [number_______] years may be imposed in
addition to the fine.

Appendix F - Sample Passenger Notification Card
[Insert airline/company name and logo here]
PASSENGER NOTIFICATION WARNING CARD

Flight No. Date Passenger Name Seat
THIS IS A FORMAL WARNING ON BEHALF ON THE PILOT-IN-COMMAND OF THIS AIRCRAFT.
Unruly and disruptive behavior on board an aircraft and unlawful interference with airline operations will not be
tolerated. Your behavior has resulted in this FORMAL WARNING being issued to you.
(Airline XX’s - insert your airline’s name____) policy and the Tokyo Convention 1963 [insert domestic legislation
applicable in your airline's country_____] prohibits:
 Passengers who behave in an unruly, disruptive or lewd manner;
 Passengers who could jeopardize the safety and security of our passengers, employees, property on
board or our aircraft;
 Passengers who do not comply with lawful instructions given by the Pilot-in-Command or any crew
member of this flight.
You are warned that you might be committing a criminal offence if your behavior continues to violate our policy
and/or the applicable laws including the Tokyo Convention 1963 and the [insert domestic legislation applicable
in your airline's country______].
If you fail to comply with our instructions immediately, you may be restrained and handed over to the authorities
at the port of arrival. Please conduct yourself accordingly. Also be advised that you will not be permitted to
consume alcoholic beverages for the remainder of this flight.
IT IS (airline XX’s - insert your company name____) POLICY TO PROSECUTE ANY PERSON WHO
CONTRAVENES ANY STATUTORY REGULATIONS WHICH MAY AFFECT THE SAFETY OF THIS AIRCRAFT
AND THE WELLBEING OF OTHER PASSENGERS AND EMPLOYEES ON BOARD. FURTHERMORE, BE
ADVISED THAT (airline XX - insert your company name_____) IS ENTITLED TO REFUSE YOU CARRIAGE
ON ITS FLIGHTS UNLESS YOU CAN DEMONSTRATE THAT YOU DO NOT POSE A THREAT TO THE
SAFETY AND SECURITY OF OUR PASSENGERS AND EMPLOYEES.

Appendix G – Sample Unruly Passenger Incident Report
UNRULY PASSENGER REPORT
Date Flight No. FIN No. Flight Leg Phase of Flight
FLIGHT DECK CREW
Pilot-in-Command Employee # & Base
CABIN CREW MEMBERS
Name Employee # & Base
../Continued on next page

1. Level of Interference
☐ Level 3
☐ Level 1 (Minor) ☐ Level 2 (Moderate) ☐ Level 4 (Flight Deck)
(Serious)
2. Description of Unruly Passenger(s)
Weigh
Name Seat (F) (M) Age Height
t
3. Location of Incident
Other
Zone
(specify)
4. Action Taken by Crew
☐ Pre-flight Off- ☐ Notification Warning
☐ Incident Resolved ☐ Restraints Applied
loaded Card Issued
☐ Delivered to Authorities
☐ Unscheduled Landing ☐ Disembarked
on Landing
5. Medical Assistance ☐ Yes ☐ No
First Aid administered to:
☐ Passenger(s) ☐ Crew ☐ Unruly/disruptive passenger(s)
Description of injuries
Medication administered (specify

type)
Name(s) of Attending Physician(s)
Address
Telephone

6. Law Enforcement ☐ Yes ☐ No

Name of Officer Badge No. Complaint #
Witness 1
Name Seat no.
Address Telephone
Statement
Willing to give evidence to law enforcement agencies or in court

☐ Yes ☐ No
proceedings
Witness 2
Name Seat no.
Address Telephone
Statement

☐ Yes ☐ No
proceedings
Witness 3
Name Seat no.
Address Telephone
Statement

☐ Yes ☐ No
proceedings

7. Crew Member Statement(s)

Observation SHOULD be objective and sequential. Include complete description of incident,
exact words spoken and description of behavior observed. Include your employee number, base
and signature. Use additional paper if required.
Crew Member 1
Name Employee # & Base Signature
Time Observations
Crew Member 2
Name Employee # & Base Signature
Time Observations

Appendix H – Sample Briefing to Authorities Cards
[Insert airline/company name and logo]
DISEMBARKATION NOTE TO COMPETENT AUTHORITY
The Commander of this Aircraft [aircraft registration, flight number] has disembarked this person, [name, seat
number, other details from flight manifest] pursuant to powers conferred by the Convention on Offences and
Certain Other Acts on Board Aircraft, Signed at Tokyo on 14 September 1963 (“the Tokyo Convention (1963)”).
We wish to draw your attention to the relevant provisions of the Tokyo Convention (1963) which deal with
disembarkation:
 The Aircraft Commander may disembark a person who he has reasonable grounds to believe has
committed, or was about to commit, an act which may jeopardize:
o the safety of the aircraft or of persons or property therein; or
o good order and discipline on board. (Article 8, 12)
 The acts of this person on board the aircraft, as reported, may also constitute an offence under your
domestic law or in accordance with ICAO Circular 288.
 No action taken by you with regard to this person is considered an immigration admission of the person
to your territory and does not prejudice your rights, under your domestic law, to expel this person at a
later time. (Article 14)
We believe that domestic law in your country may permit the prosecution of persons who commit offences on
board foreign registered aircraft.
We take this opportunity to renew our assurances of our highest consideration and to express our gratitude for
such assistance as you may see fit to offer to the Aircraft Commander and crew of this aircraft.
[Name of airline]
[Address, corporate details]
A LIST OF PARTIES TO THE TOKYO CONVENTION (1963) IS

PRINTED ON THE REVERSE OF THIS CARD.

[Insert airline/company name and logo]
DELIVERY NOTE TO COMPETENT AUTHORITY
The Commander of this Aircraft [aircraft registration, flight number] has delivered this person, [name, seat
number, other details from flight manifest], to you, pursuant to powers conferred by the Convention on Offences
and Certain Other Acts on Board Aircraft, Signed at Tokyo on 14 September 1963 (“the Tokyo Convention
(1963)”).
We wish to draw your attention to the relevant provisions of the Tokyo Convention (1963) which deal with the
delivery of such a person to authorities at the place of landing:
 The Aircraft Commander may deliver any person who they have reasonable grounds to believe has
committed an act which, in his opinion, is a serious offence on board to competent authorities at the
place of landing. (Articles 9, 13)
 Any Contracting State to the Convention shall take delivery of such a person. (Article 13)
 If you are satisfied that the circumstances so warrant, you should take custody of this person or take
other measures to secure his or her presence within your State. (Article 13)
 No action taken by you with regard to this person is considered an immigration admission of the person
to your territory and does not prejudice your rights, under your domestic law, to expel this person at a
later time. (Article 14)
We believe that domestic law in your country may permit the prosecution of persons who commit offences on
board foreign registered aircraft.
We take this opportunity to renew our assurances of our highest consideration and to express our gratitude for
such assistance as you may see fit to offer to the Aircraft Commander and crew of this aircraft.
[Name of airline]
[Address, corporate details]
A LIST OF PARTIES TO THE TOKYO CONVENTION (1963) IS

PRINTED ON THE REVERSE OF THIS CARD.

A D
Able-bodied Passengers · 185 Dangerous Goods · 172
ABP · 17, 185, 186, 217 Death on Board · 225
Aeromedical Assessment · 59 Defective Galley Equipment · 143
Aircraft Door Safety · 129 Deicing · 152
Aircraft Protection · 141 Deportees · 101
Airway Pressure Devices · 226 Depressurization · 9, 178, 179, 180, 181
Alcohol · 2, 8, 54, 59, 165, 254 Descent · 173
Alcohol, Drugs and Medication · 59 Disinsectization/Disinsecting · 221
Allergen Management · 233 Ditching · 196
Animals · 5, 9, 99, 204 Document Control · 44
Automatic External Defibrillators · 228 Documentation · 44
Axes · 117 Door Armed Warning Systems · 138
Door Opening · 175
Door Operation Policy · 130
B Door Procedures · 129
Doors and Exits · 119
Bassinets · 4, 5, 106, 117 Dry Ice · 162
Brace Position · 9, 15, 186, 188
E
C
Electromagnetic Interference · 3, 73, 79
Cabin Crew High-visibility Outerwear · 118 Electronic Cigarettes · 84
Cabin Crew Incapacitation · 178 Emergencies · 8, 9, 15, 176, 206
Cabin Crew Positions for Boarding · 144 Emergency Lighting · 120
Cabin Crew Qualifications · 57 Emergency Locator Transmitters · 120
Cabin Crew Seated for Departure · 155 Emotional Support or Psychiatric Service Animals · 115
Cabin Crew Stations · 117 Evacuation · 5, 9, 12, 16, 41, 111, 183, 189, 190, 191, 193, 195,
Cabin Crew Training · 66 237
Cabin Inspectors · 142 Evacuations · 9, 182
Cabin Operations Safety Conference · 23 Expectant Mothers · 99
Cabin Operations Safety Technical Group · 1, 13, 14, 18, 25
Cabin Safety Extranet Site · 23
Cabin Safety Report · 18, 33, 35 F
Cabin Secure Check · 154
Cabin Service on the Ground · 152 Fasten Seatbelt Sign · 7, 148
Cabin Services · 159 Fatigue · 46
Cardiopulmonary Resuscitation · 225 Fatigue Risk Management System · 46
Carry-On Baggage · 85 Fire · 5, 9, 24, 31, 39, 40, 41, 42, 84, 121, 122, 182, 197, 198,
Catering Supplies · 230 200, 202, 237, 238
Chain of Command · 68 Fire Extinguishers · 5, 41, 121, 200
Child Restraint · 107 Firefighting · 4, 5, 9, 21, 58, 72, 82, 91, 93, 122, 126, 194, 197,
Children · 4, 9, 105, 190 199, 200, 201, 202, 203, 240, 241, 243, 245
Circuit Breakers · 163 First Aid Kits · 227
Coats, Jackets and Other Clothing · 173 Flashlights · 122
Commands · 69 Flight Crew Incapacitation · 177
Communicable Diseases · 229 Food Poisoning · 233
Crew Briefings · 140 Food Safety · 232
Crew Protection During Layovers · 220 FRMS · 46
Crew Resource Management · 61 Fueling · 7, 147
Cross Check Procedures · 137 Fume Events · 203

G O
Galley Equipment · 161 On-Board Connectivity · 73
Global Aviation Data Management · 19, 24, 39 Operation of Aircraft Doors · 130
Operations Manual · 1, 16, 20, 45, 220, 252, 253
Oxygen · 5, 6, 11, 18, 20, 21, 39, 41, 45, 110, 113, 114, 122,
H 126, 127, 149, 179, 226
Hot Beverages · 159

Human Factors · 60 P
Hygiene and Sanitation · 230
Hypoxia · 179 Passenger Address System · 124
Passenger Commands · 191
Passenger Count · 145
I Passenger Disembarkation · 175
Passenger Information List · 144
IATA Operational Safety Audit · 26 Passenger Safety Briefing · 7, 148
Inadvertent Slide Deployment · 134 Passenger Seats · 124
Infant Restraint · 107 Passengers of Size · 100
Infants · 4, 9, 106, 190, 237 Passengers with Reduced Mobility · 109
In-flight Entertainment · 3, 71 PED Crushed · 202
In-flight Rest · 55 Personal Hygiene · 231
Intoxication · 8, 39, 166, 213 Personal Transportation Devices · 71
Pets · 99
Portable Electronic Devices · 3, 11, 12, 65, 71, 73, 74, 77, 78,
L 202, 226, 236, 237, 238, 240, 243
Potable Water · 235
Language · 3, 69 Preflight Checks · 116
Life Vests/Jackets · 123 Pressurization · 178
Liquid Spillage · 161 Prisoners · 101
Liquids, Aerosols and Gels · 206 Protective Breathing Equipment · 126
Lithium Batteries · 3, 4, 12, 91, 94, 95, 96, 97, 98, 237
Lithium Battery · 9, 198, 201
Low-Visibility Operations · 79 R
Rapid Deplaning · 181
M Reinforced Flight Deck Door · 208
Reporting of Medical Incidents · 224
Media and Social Media · 59 Restraining Devices · 217
Medical Care · 222 Risk Assessments · 1, 13, 29, 96
Medical Equipment · 113 Risk Management · 28
Medical Event Process · 224
Medical Information Form · 113
Medical Kit · 228 S
Medical Standards · 59
Megaphones · 123 Safety Briefing Cards · 151
Minimum Cabin Crew · 56 Safety Demonstration Kits · 127
Safety Equipment Check · 143
Safety Information Cards · 124
N Safety Management System · 27
Safety Performance Indicators · 30
Non-certified Comfort Devices · 81 Safety Reporting · 33
Non-discrimination · 100 Seatbelts · 6, 41, 125, 126, 149
Number and Composition of Cabin Crew · 56 Security Management Systems Manual · 206
Security Search · 142
Service Animals · 115
Silent Review · 7, 155, 156, 176, 182

Slides, Slide/Rafts and Life Rafts · 127 T

Smart luggage · 90
Smoke · 6, 9, 31, 39, 40, 41, 128, 182, 183, 190, 198, 199, 202, Threat and Error Management · 62
238, 248 Turbulence · 8, 24, 41, 166, 167, 168, 169, 170
Smoke and Fire · 9, 190
Smoke Detectors · 6, 128
Smoking · 3, 7, 40, 83, 84, 124, 148, 151, 152, 195, 254 U
SMS Training · 32
Special Category Passengers · 4, 101 Unaccompanied Minors · 104
Special Meals · 234 Uniforms · 58
Sterile Flight Deck · 157 Universal Precaution Kits · 228
Stop Drop Review · 136 Unruly Passengers · 208
Stretchers · 114
Survival Equipment · 128
W
Warning Cards · 216
Wheelchairs · 113

IATA 04th Edition Cabin Operations Safety Best Practices Guide

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Cabin Operations Safety

Best Practices Guide 4th Edition

© International Air Transport Association. All

Senior Vice President

Cabin Operations Safety Best Practices Guide, 4th Edition ISBN

Section 1— Introduction .................................................................................................................................... 13

4th Edition 2018 1

4.2.3 Fatigue Management Guide for Airline Operators .............................................................................49

2 4th Edition 2018

6.4 Signals and Commands ........................................................................................................................ 69

4th Edition 2018 3

7.7.3 Quick Reference.................................................................................................................................91

4 4th Edition 2018

8.6.4 Evacuation Procedure ..................................................................................................................... 110

4th Edition 2018 5

9.18 Passenger Safety Information Cards .................................................................................................. 123

6 4th Edition 2018

4th Edition 2018 7

13.1.1 Service of Hot Beverages.............................................................................................................156

8 4th Edition 2018

16.1.4 Urgent Communication ................................................................................................................ 172

4th Edition 2018 9

16.8.4 Potential Hazards and Suggested Containment Method .............................................................200

10 4th Edition 2018

18.8.3 Acceptance and Use of MPEDs .................................................................................................. 221

4th Edition 2018 11

20.2.4 Lithium Batteries ...........................................................................................................................231

12 4th Edition 2018

1.2 Summary of changes

Section Heading Summary of Changes

4th Edition 2018 13

14 4th Edition 2018

Section Heading/s Summary of Changes

10 Aircraft Door Safety Section expanded to incorporate existing IATA

13 In Flight Incorporated existing IATA guidance on the use of dry

17 Security Information moved from the IATA Security Manual:

4th Edition 2018 15

18.6 Updated Guidance as per IATA Medical.

1.3 When to Cease

 Spontaneous breathing and

If CPR has been continued for 30

16 4th Edition 2018

4th Edition 2018 17

Safety The state in which the possibility of harm to persons or of property

18 4th Edition 2018

4th Edition 2018 19

CFR Code of Federal Regulations (USA)

20 4th Edition 2018

FAR Federal Aviation Regulations

4th Edition 2018 21

22 4th Edition 2018

POC Portable Oxygen Concentrator

4th Edition 2018 23

1.6 Cabin Operations Safety Best Practices Guide

24 4th Edition 2018

Section 2—IATA Cabin Safety

 Cabin design and operation

2.1 IATA Cabin Safety Initiatives

2.1.1 Cabin Safety Extranet Site

2.1.2 Cabin Operations Safety Conference