The document provides information on unplanned ground evacuations from aircraft. It discusses factors that influence successful evacuations such as assertive commands from cabin crew and assessing outside conditions before opening exits. It also addresses when cabin crew may initiate an evacuation without direction from flight crew, such as in cases of uncontrollable fire or smoke. The silent review process outlines how cabin crew should prepare for potential emergencies during takeoff and landing.
Media Object File Flt Ops Gnd Hand Seq01syed viquar
Refueling operations with passengers on board require strict safety procedures and coordination between flight crews, ground crews, and cabin crews. Key steps include establishing communication, keeping exits and aisles clear, informing passengers to remain seated with seatbelts off and smoking prohibited. If a fire occurs, the priority is a controlled evacuation using jetways if available, otherwise stairs before escape slides. Precautions like bonding, grounding, and avoiding sparks minimize fire risks.
Media Object File Flt Ops Cab Ops Seq11syed viquar
The document provides guidance on conducting planned ground evacuations from commercial aircraft. It outlines key steps for cabin crew, including:
1) Briefing passengers on the brace position and when to assume it. Loose items must also be secured.
2) Identifying able-bodied passengers (ABPs) at each exit to assist with the evacuation. ABPs are briefed on their roles.
3) Completing a final cabin secure check to ensure seatbelts are fastened and the cabin is prepared before an emergency landing.
The document discusses the key aspects of developing an airport emergency plan (AEP) including defining what an AEP is, its objectives, ICAO provisions, types of potential emergencies, structure, agencies involved, responsibilities, equipment, and maps. An AEP establishes procedures to coordinate response to emergencies occurring at an airport or nearby. It considers planning before, response during, and support after emergencies. Relevant maps, contact information, and triage procedures are also included.
The document provides a basic cargo course training manual with 3 chapters. Chapter 1 introduces cargo warehouses, roles of agencies, compliances, air waybills, security, and risk assessment. Chapter 2 covers unit load devices (ULDs), categories of ULDs, identification, handling, and serviceability. Chapter 3 discusses safety in warehouses, causes of accidents, good housekeeping, protective equipment, and safety signs. The manual aims to provide an understanding of basic air cargo concepts and procedures.
The document summarizes the 2009 "Miracle on the Hudson" incident where US Airways Flight 1549 was forced to land in the Hudson River after experiencing a bird strike that disabled both engines. It discusses how the pilot Sullenberg's decision to land in the river rather than attempt to return to an airport was aided by the airline's culture of collective mindfulness and safety practices like crew resource management training. This culture emphasized preoccupation with failure, sensitivity to operations, commitment to resilience, and deference to expertise, which helped the pilot and crew successfully evacuate all 150 passengers without any loss of life. The document attributes the major improvements in aviation safety over decades to such safety culture practices rather than any "miracles".
This document discusses techniques for preventing tailstrikes during landing. Tailstrikes occur when the tail of the aircraft makes contact with the runway during landing and can cause significant damage. The document outlines factors that increase the risk of tailstrikes, such as flying too slow or high during the flare, having too high of a sink rate, or an unstabilized approach. It recommends flying a stabilized approach, avoiding excessive pitch attitudes, and not prolonging the flare or hold-off to achieve a smoother touchdown. Training programs aim to increase pilot awareness of tailstrike risks and proper landing techniques.
This document provides techniques for convoy defense against various threats such as air attacks, artillery fire, ambushes, and mines. It emphasizes the importance of training convoy personnel and planning defensive procedures. When ambushed, vehicles should push through while returning heavy suppressive fire. If the road is blocked, personnel should dismount and fire on enemy positions while awaiting assistance. Dispersion can help against air attacks but reduces fire concentration. Passive defenses like avoiding patterns and concealing vehicles are most effective against aircraft. Proper reconnaissance and avoiding suspicious areas can help prevent ambushes.
Media Object File Flt Ops Gnd Hand Seq01syed viquar
Refueling operations with passengers on board require strict safety procedures and coordination between flight crews, ground crews, and cabin crews. Key steps include establishing communication, keeping exits and aisles clear, informing passengers to remain seated with seatbelts off and smoking prohibited. If a fire occurs, the priority is a controlled evacuation using jetways if available, otherwise stairs before escape slides. Precautions like bonding, grounding, and avoiding sparks minimize fire risks.
Media Object File Flt Ops Cab Ops Seq11syed viquar
The document provides guidance on conducting planned ground evacuations from commercial aircraft. It outlines key steps for cabin crew, including:
1) Briefing passengers on the brace position and when to assume it. Loose items must also be secured.
2) Identifying able-bodied passengers (ABPs) at each exit to assist with the evacuation. ABPs are briefed on their roles.
3) Completing a final cabin secure check to ensure seatbelts are fastened and the cabin is prepared before an emergency landing.
The document discusses the key aspects of developing an airport emergency plan (AEP) including defining what an AEP is, its objectives, ICAO provisions, types of potential emergencies, structure, agencies involved, responsibilities, equipment, and maps. An AEP establishes procedures to coordinate response to emergencies occurring at an airport or nearby. It considers planning before, response during, and support after emergencies. Relevant maps, contact information, and triage procedures are also included.
The document provides a basic cargo course training manual with 3 chapters. Chapter 1 introduces cargo warehouses, roles of agencies, compliances, air waybills, security, and risk assessment. Chapter 2 covers unit load devices (ULDs), categories of ULDs, identification, handling, and serviceability. Chapter 3 discusses safety in warehouses, causes of accidents, good housekeeping, protective equipment, and safety signs. The manual aims to provide an understanding of basic air cargo concepts and procedures.
The document summarizes the 2009 "Miracle on the Hudson" incident where US Airways Flight 1549 was forced to land in the Hudson River after experiencing a bird strike that disabled both engines. It discusses how the pilot Sullenberg's decision to land in the river rather than attempt to return to an airport was aided by the airline's culture of collective mindfulness and safety practices like crew resource management training. This culture emphasized preoccupation with failure, sensitivity to operations, commitment to resilience, and deference to expertise, which helped the pilot and crew successfully evacuate all 150 passengers without any loss of life. The document attributes the major improvements in aviation safety over decades to such safety culture practices rather than any "miracles".
This document discusses techniques for preventing tailstrikes during landing. Tailstrikes occur when the tail of the aircraft makes contact with the runway during landing and can cause significant damage. The document outlines factors that increase the risk of tailstrikes, such as flying too slow or high during the flare, having too high of a sink rate, or an unstabilized approach. It recommends flying a stabilized approach, avoiding excessive pitch attitudes, and not prolonging the flare or hold-off to achieve a smoother touchdown. Training programs aim to increase pilot awareness of tailstrike risks and proper landing techniques.
This document provides techniques for convoy defense against various threats such as air attacks, artillery fire, ambushes, and mines. It emphasizes the importance of training convoy personnel and planning defensive procedures. When ambushed, vehicles should push through while returning heavy suppressive fire. If the road is blocked, personnel should dismount and fire on enemy positions while awaiting assistance. Dispersion can help against air attacks but reduces fire concentration. Passive defenses like avoiding patterns and concealing vehicles are most effective against aircraft. Proper reconnaissance and avoiding suspicious areas can help prevent ambushes.
ACO- 11 Familiarization with Firefighter Duties Under the Airport Emergency P...Brock Jester
An Airport/Community Emergency Plan (A/CEP) should address multiple considerations and hazards at an airport. It should identify all agencies and organizations involved in emergency response, the roles and resources each can provide, and plans for coordinating communications and response. The A/CEP also needs to consider specific emergency scenarios like aircraft accidents, fires, and hazardous materials. Regular training exercises are important so all groups are prepared to fulfill their roles according to the A/CEP in case of an actual emergency at the airport.
The document provides information on airport emergencies and procedures. It includes a table of contents listing sections on airport emergencies, bomb threat emergencies, and a conclusion. The introduction discusses the importance of preparing for various emergency situations that airports may face. The airport emergencies section then outlines different types of hazards airports need to plan for, such as aircraft incidents, natural disasters, bomb incidents, and hazardous materials. The bomb threat emergency section provides procedures for responding to bomb threats involving aircraft or buildings. This includes evacuating areas and notifying authorities.
This document discusses preventing aerodynamic stalls at low altitude through timely recognition and appropriate responses. It notes that many pilots fail to avoid conditions leading to stalls, recognize stall warnings, or apply proper recovery techniques. The document then summarizes three accidents where pilots stalled and crashed aircraft during low altitude maneuvers, likely due to distractions. It recommends that pilots seek training to fully understand stalls and manage distractions during low altitude flight.
The document summarizes the efforts of Air Forces Northern (AFNORTH) in supporting relief operations in North Dakota and Minnesota due to flooding. AFNORTH has deployed two UH-1 helicopters to Grand Forks Air Force Base to support the Federal Emergency Management Agency and local authorities. AFNORTH has also activated the Joint Personnel Recovery Center to coordinate search and rescue efforts. The article also profiles an Air Force master sergeant who recently volunteered for a 36-day recovery mission in Laos to search for the remains of a downed American pilot from the Vietnam War.
Rescue operations involve saving lives or preventing injury through tools like search dogs, helicopters, and hydraulic cutting tools. Rescue teams perform different types of rescues like confined space, rope, cave, water, mine, and vehicle rescues. Vehicle extrication is the process of removing someone from a wrecked vehicle using tools like the Jaws of Life while providing medical treatment and stabilizing the patient. It requires trained rescuers with medical certifications.
1. The document provides an overview of airside operations at airports, including the organization, key functions, objectives, and activities related to ensuring safety and efficiency.
2. Maintaining safety on airport runways and aprons through inspection, permitting, incident investigation, and coordination with airport stakeholders are some of the main responsibilities of airside operations.
3. Notices to Airmen (NOTAMs) are used to communicate essential information about airport conditions or temporary changes and are issued according to standard formats and procedures.
Media Object File Flt Ops Hum Per Seq01syed viquar
This document discusses human factors that contribute to incidents and accidents. It notes that over 60% of incidents are related to pre-flight factors like time pressure. High workload is a factor in 80% of crew errors. It examines operational events and identifies four clusters of human factors: situation recognition, procedures, human performance, and operating environment. Specific issues that can contribute to deviations from standard operating procedures and errors in automation use are also discussed. The importance of effective crew briefings is highlighted.
Safety Risk Assessment for Aircraft Fuel Management (VU)Viktor Gregor
This master's thesis develops a risk assessment model for aircraft fuel management using dynamically coloured Petri nets and rare event simulation methods, in order to estimate the probabilities of events like landing with less than the required final reserve fuel or fuel starvation based on flight parameters and expected conditions. The model accounts for the roles of pilots, airline operations control, airports and the environment to simulate fuel consumption and the evolution of a flight while considering uncertainties. The purpose is to provide a basis for further research on risk assessment of fuel management.
1) The document provides an overview of airside operations at airports, including key functions like maintaining safety, coordinating activities, and issuing notices to airmen (NOTAMs).
2) It describes common airside operations objectives like adhering to safety policies and procedures, promoting safety awareness, and enforcing ramp safety.
3) Key airside activities are outlined such as inspections, permitting, incident investigations, and coordinating work in progress to maintain safety. The significance of NOTAMs is also explained.
The document outlines the aerodrome emergency plan for Kuala Lumpur International Airport (KLIA). It defines various emergency scenarios like aircraft crashes, bomb threats, hijackings and more. For each scenario, it describes the activation sequence, roles of responding agencies, and standard operating procedures to manage the incident. The plan provides clear guidelines for coordinating an effective emergency response at KLIA.
The document outlines the requirements for an airport security program according to Annex 17 of the International Civil Aviation Organization (ICAO). It states that each country must require airports serving international flights to establish a written security program to meet national requirements. It also requires the establishment of an airport security committee to help coordinate security controls. The document then discusses the objectives and sources of regulations for security programs, the relevant security authorities, and provides an overview of security measures, training, and emergency response procedures that must be included.
GLOBAL AVIATION TRAINING COURSE CATALOGUE 2016sameh shalash
This comprehensive course catalogue comprises a complete profile of ICAO-harmonized training packages, including the following four categories:
1. ICAO Training Package (ITP): A training package developed by ICAO, or a Regional Training Centre of Excellence (RTCE) in cooperation with ICAO, using ICAO provisions and supporting ICAO programmes;
2. Standardized Training Package (STP): A training package developed by TRAINAIR PLUS Members, using Member States’ or industry requirements with operational content;
3. Compliant Training Package (CTP): An existing training package developed by TRAINAIR PLUS Members, using Member States’ or industry requirements with operational content, and subsequently recognized by ICAO as compliant with ICAO provisions; and
4. Partnership Training Package (PTP): A training package developed within the framework of a partnership agreement with Corporate Members and industry partners.
CATALOG OF BRAVE TRAINING SOLUTIONS TRAINING PRESENTATIONSBruce Vincent
This document provides a catalog of technical rescue and hazardous materials training presentations available from Brave Training Solutions. It lists over 30 presentations covering topics like swiftwater rescue, confined space rescue, hazardous materials awareness and operations, weapons of mass destruction, and more. Most presentations meet NFPA, OSHA, or EPA requirements and include skills testing sheets. They range from 30 to over 400 slides and estimated teaching times range from 1 to 40 hours.
This document discusses planning and conducting optimized maneuvers in emergency situations. It outlines the current state of equipment and challenges with emergency maneuvers. The goal is to develop advanced planning tools to optimize coordinated maneuvers in emergencies through simulation-based training. This will help address issues like time pressure, lack of information, and difficulty choosing the best maneuver from several options in an emergency situation.
Media Object File Flt Ops Cab Ops Seq10syed viquar
Cabin crew face injuries from turbulence more than passengers because they are constantly working in the cabin. Over 200 injuries to cabin crew from turbulence were reported in 2004, with most occurring when crew were unsecured, in galleys, or due to loose items. Good communication between flight and cabin crew allows turbulence levels to be clearly conveyed and appropriate responses taken. Cabin crew should secure themselves during anticipated or unanticipated turbulence to prevent injury from falling or loose items. Training increases awareness of turbulence dangers.
Refueling operations with passengers on board require strict safety precautions and coordination between flight crew, cabin crew, ground crew, and refueling personnel. Key responsibilities include ensuring evacuation paths are clear, communication is established, fueling does not create hazards, and passengers are notified about seatbelt and smoking rules. In the event of a fire, disembarkation may occur down jetways if available, otherwise escape slides or stairs can be used after ensuring the area is clear of obstacles. Proper bonding and grounding of aircraft and refuelers helps prevent sparks from igniting fuel vapors.
Media Object File Flt Ops Toff Dep Seq08syed viquar
This document provides guidance on responding to a stall warning activation during takeoff. It discusses factors that can lead to stall warnings at takeoff like weather, human factors, and aircraft systems issues. It recommends techniques for recovery depending on altitude, including maintaining an optimum 12.5 degree pitch attitude at liftoff to avoid ground contact. Prevention strategies are also covered, like ensuring a clean aircraft, being aware of windshear, and carefully planning takeoff performance. Briefings should emphasize these points to prepare flight crews to respond appropriately if a stall warning occurs.
This document provides training information for cabin crew on responding to aircraft emergencies. It outlines procedures for both planned and unplanned emergencies. For planned emergencies, the flight deck will use the T.E.S.T. method to communicate the type of emergency, exit to use, signal for brace position, and time to prepare. Cabin crew will then brief passengers and prepare the cabin. For unplanned emergencies, cabin crew must react quickly based on their training. The document also covers able-bodied passengers, brace positions, crowd control, and specific exit procedures.
This document provides training information for cabin crew on responding to aircraft emergencies. It outlines procedures for both planned and unplanned emergencies. For planned emergencies, the flight deck will use the T.E.S.T. method to communicate the type of emergency, exit to use, signal for brace position, and time to prepare. Cabin crew will then brief passengers and prepare the cabin. For unplanned emergencies, cabin crew must react quickly based on their training. The document also covers able-bodied passengers, brace positions, crowd control, and specific exit procedures.
Frankfinn Research Project Aviation, Hospitality & Air Travel Management(A.H....Teji
This document provides an overview of several major air travel organizations:
- IATA is an international trade group of airlines headquartered in Montreal that was formed in 1945 to represent the interests of commercial airlines.
- UFTAA is an international federation of travel agents and tour operators created in 1966 through the merger of two large world organizations.
- PATA is an association that promotes responsible tourism development in the Asia-Pacific region, beginning in 1951.
The document then asks questions about the aims, activities, and objectives of these organizations.
This document discusses the importance of being prepared for a go-around maneuver during flight operations. It provides recommendations for crews including thoroughly briefing go-around procedures during descent, closely monitoring the approach, and being ready to transition back to instrument flying if visual references are lost. The document also recommends training cover a variety of potential go-around situations to improve crew decision making and skills for safely executing this maneuver.
Towing of aircraft involves moving aircraft without engine power by pushing or using a tow bar and tractor. It is used to park aircraft and move them to flight lines. Precautions must be taken to safely tow aircraft, including having qualified personnel in the cockpit to operate brakes if needed. Tow bars of sufficient strength are attached to the nose wheel or tail wheel and the aircraft is walked at slow speeds with wing and tail walkers providing clearance. Proper procedures are followed for attaching tow bars, assigning personnel, and parking aircraft to ensure safety.
ACO- 11 Familiarization with Firefighter Duties Under the Airport Emergency P...Brock Jester
An Airport/Community Emergency Plan (A/CEP) should address multiple considerations and hazards at an airport. It should identify all agencies and organizations involved in emergency response, the roles and resources each can provide, and plans for coordinating communications and response. The A/CEP also needs to consider specific emergency scenarios like aircraft accidents, fires, and hazardous materials. Regular training exercises are important so all groups are prepared to fulfill their roles according to the A/CEP in case of an actual emergency at the airport.
The document provides information on airport emergencies and procedures. It includes a table of contents listing sections on airport emergencies, bomb threat emergencies, and a conclusion. The introduction discusses the importance of preparing for various emergency situations that airports may face. The airport emergencies section then outlines different types of hazards airports need to plan for, such as aircraft incidents, natural disasters, bomb incidents, and hazardous materials. The bomb threat emergency section provides procedures for responding to bomb threats involving aircraft or buildings. This includes evacuating areas and notifying authorities.
This document discusses preventing aerodynamic stalls at low altitude through timely recognition and appropriate responses. It notes that many pilots fail to avoid conditions leading to stalls, recognize stall warnings, or apply proper recovery techniques. The document then summarizes three accidents where pilots stalled and crashed aircraft during low altitude maneuvers, likely due to distractions. It recommends that pilots seek training to fully understand stalls and manage distractions during low altitude flight.
The document summarizes the efforts of Air Forces Northern (AFNORTH) in supporting relief operations in North Dakota and Minnesota due to flooding. AFNORTH has deployed two UH-1 helicopters to Grand Forks Air Force Base to support the Federal Emergency Management Agency and local authorities. AFNORTH has also activated the Joint Personnel Recovery Center to coordinate search and rescue efforts. The article also profiles an Air Force master sergeant who recently volunteered for a 36-day recovery mission in Laos to search for the remains of a downed American pilot from the Vietnam War.
Rescue operations involve saving lives or preventing injury through tools like search dogs, helicopters, and hydraulic cutting tools. Rescue teams perform different types of rescues like confined space, rope, cave, water, mine, and vehicle rescues. Vehicle extrication is the process of removing someone from a wrecked vehicle using tools like the Jaws of Life while providing medical treatment and stabilizing the patient. It requires trained rescuers with medical certifications.
1. The document provides an overview of airside operations at airports, including the organization, key functions, objectives, and activities related to ensuring safety and efficiency.
2. Maintaining safety on airport runways and aprons through inspection, permitting, incident investigation, and coordination with airport stakeholders are some of the main responsibilities of airside operations.
3. Notices to Airmen (NOTAMs) are used to communicate essential information about airport conditions or temporary changes and are issued according to standard formats and procedures.
Media Object File Flt Ops Hum Per Seq01syed viquar
This document discusses human factors that contribute to incidents and accidents. It notes that over 60% of incidents are related to pre-flight factors like time pressure. High workload is a factor in 80% of crew errors. It examines operational events and identifies four clusters of human factors: situation recognition, procedures, human performance, and operating environment. Specific issues that can contribute to deviations from standard operating procedures and errors in automation use are also discussed. The importance of effective crew briefings is highlighted.
Safety Risk Assessment for Aircraft Fuel Management (VU)Viktor Gregor
This master's thesis develops a risk assessment model for aircraft fuel management using dynamically coloured Petri nets and rare event simulation methods, in order to estimate the probabilities of events like landing with less than the required final reserve fuel or fuel starvation based on flight parameters and expected conditions. The model accounts for the roles of pilots, airline operations control, airports and the environment to simulate fuel consumption and the evolution of a flight while considering uncertainties. The purpose is to provide a basis for further research on risk assessment of fuel management.
1) The document provides an overview of airside operations at airports, including key functions like maintaining safety, coordinating activities, and issuing notices to airmen (NOTAMs).
2) It describes common airside operations objectives like adhering to safety policies and procedures, promoting safety awareness, and enforcing ramp safety.
3) Key airside activities are outlined such as inspections, permitting, incident investigations, and coordinating work in progress to maintain safety. The significance of NOTAMs is also explained.
The document outlines the aerodrome emergency plan for Kuala Lumpur International Airport (KLIA). It defines various emergency scenarios like aircraft crashes, bomb threats, hijackings and more. For each scenario, it describes the activation sequence, roles of responding agencies, and standard operating procedures to manage the incident. The plan provides clear guidelines for coordinating an effective emergency response at KLIA.
The document outlines the requirements for an airport security program according to Annex 17 of the International Civil Aviation Organization (ICAO). It states that each country must require airports serving international flights to establish a written security program to meet national requirements. It also requires the establishment of an airport security committee to help coordinate security controls. The document then discusses the objectives and sources of regulations for security programs, the relevant security authorities, and provides an overview of security measures, training, and emergency response procedures that must be included.
GLOBAL AVIATION TRAINING COURSE CATALOGUE 2016sameh shalash
This comprehensive course catalogue comprises a complete profile of ICAO-harmonized training packages, including the following four categories:
1. ICAO Training Package (ITP): A training package developed by ICAO, or a Regional Training Centre of Excellence (RTCE) in cooperation with ICAO, using ICAO provisions and supporting ICAO programmes;
2. Standardized Training Package (STP): A training package developed by TRAINAIR PLUS Members, using Member States’ or industry requirements with operational content;
3. Compliant Training Package (CTP): An existing training package developed by TRAINAIR PLUS Members, using Member States’ or industry requirements with operational content, and subsequently recognized by ICAO as compliant with ICAO provisions; and
4. Partnership Training Package (PTP): A training package developed within the framework of a partnership agreement with Corporate Members and industry partners.
CATALOG OF BRAVE TRAINING SOLUTIONS TRAINING PRESENTATIONSBruce Vincent
This document provides a catalog of technical rescue and hazardous materials training presentations available from Brave Training Solutions. It lists over 30 presentations covering topics like swiftwater rescue, confined space rescue, hazardous materials awareness and operations, weapons of mass destruction, and more. Most presentations meet NFPA, OSHA, or EPA requirements and include skills testing sheets. They range from 30 to over 400 slides and estimated teaching times range from 1 to 40 hours.
This document discusses planning and conducting optimized maneuvers in emergency situations. It outlines the current state of equipment and challenges with emergency maneuvers. The goal is to develop advanced planning tools to optimize coordinated maneuvers in emergencies through simulation-based training. This will help address issues like time pressure, lack of information, and difficulty choosing the best maneuver from several options in an emergency situation.
Media Object File Flt Ops Cab Ops Seq10syed viquar
Cabin crew face injuries from turbulence more than passengers because they are constantly working in the cabin. Over 200 injuries to cabin crew from turbulence were reported in 2004, with most occurring when crew were unsecured, in galleys, or due to loose items. Good communication between flight and cabin crew allows turbulence levels to be clearly conveyed and appropriate responses taken. Cabin crew should secure themselves during anticipated or unanticipated turbulence to prevent injury from falling or loose items. Training increases awareness of turbulence dangers.
Refueling operations with passengers on board require strict safety precautions and coordination between flight crew, cabin crew, ground crew, and refueling personnel. Key responsibilities include ensuring evacuation paths are clear, communication is established, fueling does not create hazards, and passengers are notified about seatbelt and smoking rules. In the event of a fire, disembarkation may occur down jetways if available, otherwise escape slides or stairs can be used after ensuring the area is clear of obstacles. Proper bonding and grounding of aircraft and refuelers helps prevent sparks from igniting fuel vapors.
Media Object File Flt Ops Toff Dep Seq08syed viquar
This document provides guidance on responding to a stall warning activation during takeoff. It discusses factors that can lead to stall warnings at takeoff like weather, human factors, and aircraft systems issues. It recommends techniques for recovery depending on altitude, including maintaining an optimum 12.5 degree pitch attitude at liftoff to avoid ground contact. Prevention strategies are also covered, like ensuring a clean aircraft, being aware of windshear, and carefully planning takeoff performance. Briefings should emphasize these points to prepare flight crews to respond appropriately if a stall warning occurs.
This document provides training information for cabin crew on responding to aircraft emergencies. It outlines procedures for both planned and unplanned emergencies. For planned emergencies, the flight deck will use the T.E.S.T. method to communicate the type of emergency, exit to use, signal for brace position, and time to prepare. Cabin crew will then brief passengers and prepare the cabin. For unplanned emergencies, cabin crew must react quickly based on their training. The document also covers able-bodied passengers, brace positions, crowd control, and specific exit procedures.
This document provides training information for cabin crew on responding to aircraft emergencies. It outlines procedures for both planned and unplanned emergencies. For planned emergencies, the flight deck will use the T.E.S.T. method to communicate the type of emergency, exit to use, signal for brace position, and time to prepare. Cabin crew will then brief passengers and prepare the cabin. For unplanned emergencies, cabin crew must react quickly based on their training. The document also covers able-bodied passengers, brace positions, crowd control, and specific exit procedures.
Frankfinn Research Project Aviation, Hospitality & Air Travel Management(A.H....Teji
This document provides an overview of several major air travel organizations:
- IATA is an international trade group of airlines headquartered in Montreal that was formed in 1945 to represent the interests of commercial airlines.
- UFTAA is an international federation of travel agents and tour operators created in 1966 through the merger of two large world organizations.
- PATA is an association that promotes responsible tourism development in the Asia-Pacific region, beginning in 1951.
The document then asks questions about the aims, activities, and objectives of these organizations.
This document discusses the importance of being prepared for a go-around maneuver during flight operations. It provides recommendations for crews including thoroughly briefing go-around procedures during descent, closely monitoring the approach, and being ready to transition back to instrument flying if visual references are lost. The document also recommends training cover a variety of potential go-around situations to improve crew decision making and skills for safely executing this maneuver.
Towing of aircraft involves moving aircraft without engine power by pushing or using a tow bar and tractor. It is used to park aircraft and move them to flight lines. Precautions must be taken to safely tow aircraft, including having qualified personnel in the cockpit to operate brakes if needed. Tow bars of sufficient strength are attached to the nose wheel or tail wheel and the aircraft is walked at slow speeds with wing and tail walkers providing clearance. Proper procedures are followed for attaching tow bars, assigning personnel, and parking aircraft to ensure safety.
The document discusses cargo loading limitations and instructions. It specifies responsibilities for overseeing aircraft loading and ensuring instructions are followed. It also describes cargo compartments and their locations in the aircraft fuselage below the passenger cabin. Main responsibilities include greeting passengers, demonstrating safety procedures, assisting passengers during flight, dealing with emergencies, and completing a written flight report.
We have all seen them! Those people standing in front of an airplane, making gestures to guide the aircraft into a stand.Who is allowed to do this and what do these hand signals mean?
Media Object File Flt Ops Cab Ops Seq01syed viquar
The document discusses effective briefings for cabin operations. It emphasizes that briefings are important for planning, communication, and coordination between flight and cabin crews. The summary should be concise yet cover the key points, which include:
1) Briefings aim to establish a clear plan, exchange information, and ensure common understanding between crews.
2) Effective briefings encourage teamwork, define responsibilities, and anticipate issues to improve safety.
3) The purser leads the cabin crew briefing to set expectations, distribute tasks, and encourage open communication.
This document provides guidance for teaching pilots risk management during cross-country flights. It recommends structuring a flight review or transition training as a cross-country trip to an unfamiliar airport. During the flight, scenarios can be used to simulate risks like engine failures or GPS/VOR malfunctions. Upon returning, maneuvers from a flight review like stalls or steep turns can be performed. The document suggests using "teachable moments" during the flight to identify hazards and risks regarding the pilot, aircraft, environment, and external factors. After landing, the pilot should reflect on what went well, what could be improved, and the most important lessons learned from the flight.
Frankfinn aviation presentation powerpoint fileVikas Pal
Vikas submitted an aviation project to his teacher Mrs. Simranjit Kaur. The project contained information on current affairs in the aviation industry from newspaper and magazine articles. It identified and described functions of various aircraft parts like the cockpit, cargo area, slide raft container, jump seat, passenger service unit, and more. Emergency equipment like oxygen bottles, fire extinguishers, life jackets, megaphones, and ELT beacons were also explained. Details were provided on transporting different types of passengers including minors, VVIPs, expectant mothers, and passengers with disabilities. Large commercial aircraft like the Airbus A380 and Boeing 747 were described. The Tenerife airport disaster
Reflex Marine Ltd. presents the FROG-9 Personnel Transfer Device Passenger Induction presentation.
This presentation is to help familiarise passengers with use of the FROG-9.
For further information or to download this presentation please visit www.reflexmarine.com/support
The Air India Express flight 1344 from Dubai to Calicut on August 7th, 2020 crashed during its second landing attempt at the Calicut International Airport, resulting in 21 deaths. The flight encountered heavy rain and winds during both landing attempts. During the first attempt, the captain's windshield wiper stopped working, requiring them to abort the landing. On the second attempt, the first officer cautioned the captain about the high descent rate but the captain did not initiate a go-around when advised. The plane touched down late at the end of the runway and overshot, crashing into a valley and splitting into two pieces. The accident was caused by poor crew resource management and decision making by the captain in the unstable weather conditions
This document discusses different types of announcements made during air travel:
- Pre-boarding announcements invite passengers needing extra time to begin boarding.
- Pre-flight announcements provide safety instructions and flight details before takeoff.
- Final boarding announcements are a last call for any remaining passengers to board before departure.
- Safety briefing demonstrations educate passengers about emergency procedures through hands-on activities and visual aids.
Media Object File Flt Ops Cab Ops Seq09syed viquar
Cabin pressurization systems maintain a safe and comfortable cabin environment at high altitudes. A decompression event occurs when cabin pressure is lost, putting occupants at risk of hypoxia due to lack of oxygen. Decompression can be rapid/explosive from an aircraft breach, or slow/insidious from an air leak. In either case, oxygen masks must be donned immediately to prevent hypoxia symptoms and loss of consciousness. Effective communication between flight and cabin crew is critical for managing the emergency.
This document discusses aircraft escape slides. It begins by listing 5 student names and IDs. It then provides background on escape slides, stating that they are inflatable slides used to evacuate aircraft quickly and are packed within the door structure. The objectives are to understand how escape slides are made and maintained to meet regulations. It details the invention of the first escape slide, the materials they are made of, how the inflation system works, inadvertent deployment prevention methods, and maintenance processes like testing and overhauling.
Similar to Media Object File Flt Ops Cab Ops Seq12 (20)
This document discusses the history and importance of tools in human evolution and maintenance. It describes how early humans used tools like stones to access food sources. Over generations, tool design and manufacturing advanced to support a wide range of tasks. The document also discusses how improper or non-approved tool use can lead to maintenance errors, injuries, and aircraft damage. It provides examples like a ram air turbine test failure caused by a swapped hydraulic connection on a test motor. The document emphasizes using only approved tools as specified in maintenance documentation.
This document discusses human performance issues in aircraft maintenance. It provides an overview of human factors that can influence task performance and safety in the maintenance environment. The document includes case studies of reported maintenance events to highlight why errors occurred and how to prevent recurrences. One case study describes an event where emergency door actuators failed to operate during testing due to the percussion mechanisms not being correctly positioned and locked during maintenance. The key recommendations are to follow maintenance manual procedures closely, including illustrations, to properly reassemble components.
This document discusses the results of a survey on maintenance errors conducted by Airbus. It provides the following key points:
1. The survey found that the most common outcomes of maintenance errors were damaged parts/aircraft during maintenance, incorrect installation, and incomplete installation. Time pressure was a major contributing factor.
2. Analysis of maintenance event reports found that 72% of errors occurred during installation, such as parts not secured properly, parts missing, or access panels not closed.
3. While reporting systems and safety cultures varied among airlines, most mechanics felt comfortable reporting errors and saw benefits like improved safety and training. However, some managers occasionally kept information informal instead of using official reporting channels.
4.
Media Object File Flt Ops Toff Dep Seq06syed viquar
Tailstrikes can cause significant damage and jeopardize safety. They most often occur at takeoff due to early or premature rotation, improper technique, or adverse conditions. Crews can help prevent tailstrikes by carefully checking data, using optimal flaps, avoiding early/excessive rotation, applying smooth technique until airborne, and diverting if a strike occurs. Training reinforces proper procedures to minimize risk.
This document provides instructions on how to use hyperlinks within Flight Operations Briefing Notes. The notes contain active hyperlinks that link to related notes and external websites for additional information. While some hyperlinks may not work yet as new notes are added over time, the links will become activated as more relevant notes are published. The hyperlinks allow users to easily access associated content within the briefing notes.
This document discusses standard calls used in flight operations to enhance crew communication and situational awareness. It defines standard calls as brief, unambiguous phrases used during critical phases of flight to convey aircraft status and commands between pilots. Standard calls are important for crew coordination, especially with two-pilot crews and mixed language crews. The document provides guidelines for developing and using standard calls, and lists examples of calls for typical flight events and phases.
This document provides guidance on the optimum use of automation in aircraft. It discusses three generations of automated flight systems and their levels of integration. Higher levels of automation provide more options for pilots but also require understanding integration of autopilot, autothrottle and flight management systems. The document emphasizes that pilots must actively monitor automation, understand how it works and be prepared to intervene manually if needed to maintain safety. It provides best practices such as using the appropriate level of automation for each flight phase and verifying that the aircraft is following intended guidance.
This document discusses standard operating procedures and normal checklists. It emphasizes that strict adherence to SOPs and completing checklists helps prevent incidents and accidents. It notes that the omission of actions is a leading cause of approach and landing accidents. The document provides guidance on initiating, conducting, and interrupting checklists to maximize safety. It also discusses factors that can influence proper checklist usage and the importance of training and reinforcement.
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This document discusses how CRM (Crew Resource Management) aspects are involved in many aviation incidents and accidents. It provides an overview of key CRM topics like leadership, teamwork, decision making, and error management. Statistical data shows that CRM issues were identified as factors in over 70% of approach and landing incidents. The document emphasizes that CRM training should focus on mitigating risks, effective communication and coordination between crew members, and creating a culture where nothing is taken for granted.
Media Object File Flt Ops Rwy Ops Seq01syed viquar
Runway incursions are a major safety issue involving unintended presence on runways. They can occur at any airport and in any weather conditions. Contributing factors include low visibility, complex airport layouts, ATC communication issues, and flight crew lack of situational awareness. Best practices for pilots include thorough preparation and briefing of taxi routes, strict communication procedures, knowledge of airport signs and markings, and techniques like writing down clearances and monitoring progress.
Media Object File Flt Ops Ops Env Seq07syed viquar
This document provides information about wake turbulence - the trailing vortices that form behind an aircraft in flight. It discusses the risks posed by wake turbulence, especially during approach. Statistical data shows that most wake turbulence accidents involve light aircraft and occur on approach. Environmental factors like wind conditions and stable atmospheres can increase wake turbulence risks. Pilots should request additional separation from heavy aircraft in risky situations and be aware of surrounding traffic to avoid hazardous wake vortices.
Media Object File Flt Ops Supp Tech Seq01syed viquar
1. The document discusses techniques for safely operating aircraft in different environments and conditions, focusing on proper use of altimeters and altitude callouts.
2. Setting the altimeter correctly is critical, as errors can lead to altitude deviations that increase safety risks. Different units of measurement, atmospheric conditions, and transition levels must be carefully managed.
3. Radio altimeter callouts should follow standard procedures tailored to the approach and terrain to enhance crew awareness of altitude above ground level. Low outside air temperatures require altitude corrections to account for differences between true and indicated altitude.
This document discusses standard operating procedures (SOPs) and their importance for flight safety. Some key points:
- Strict adherence to SOPs helps prevent crew errors, anticipate threats, and enhance safety. Proper CRM is not possible without following SOPs.
- Statistical data shows the leading causes of approach-and-landing accidents are related to not following SOPs, including omissions of actions, non-adherence to stabilized approach criteria, and inadequate crew coordination.
- Airbus SOPs are designed to reflect the aircraft design and operating philosophies, and promote optimal use of features. Operators can adopt or customize SOPs, with potential deviations requiring approval.
Media Object File Flt Ops Toff Dep Seq04syed viquar
This document discusses takeoff and departure operations, focusing on the "stop or go" decision during takeoff roll. It provides background on statistical data showing a decrease in rejected takeoff incidents from the 1960s to 1990s. It then covers operational standards for the decision, with the captain deciding whether to stop below 100 knots and only stopping above 100 knots for severe issues. Factors that influence the decision are discussed, as well as prevention strategies like briefings and callouts to aid the decision-making process. The goal is to help flight crews make well-informed, timely decisions for safe takeoff operations.
Media Object File Flt Ops Supp Tech Seq07syed viquar
This document provides guidelines for flight crews to identify and handle engine malfunctions. It discusses how to identify issues like engine fires, tailpipe fires, stalls, and flameouts. Engine fires and tailpipe fires present differently and require different procedures. Engine stalls can be recoverable without action, or may require reducing thrust. Proper identification and response are important to prevent accidents from engine malfunctions.
The document provides guidelines for conducting effective briefings to ensure mutual understanding among crew members. It discusses the importance of briefings in reducing accidents, and outlines the objectives and techniques for effective briefings. Specifically, it provides detailed recommendations for conducting takeoff, approach, and cruise briefings, including reviewing aircraft status, NOTAMs, weather, performance data, routes, checklists and more. Briefings should be structured, concise and encourage participation to confirm understanding.
Media Object File Flt Ops Ops Env Seq06syed viquar
Flying through volcanic ash clouds should be avoided due to the hazards they pose to aircraft. Volcanic ash can damage aircraft surfaces and engines, potentially causing partial or total engine power loss. Crews must be informed of potential ash clouds through advisory centers and updated briefings. If encounter cannot be avoided, crews should exit the cloud quickly and follow manufacturer procedures which may include decreasing thrust and turning on anti-ice systems.
Media Object File Flt Ops Ops Env Seq05syed viquar
This document discusses birdstrike threats and provides statistics on birdstrikes. It notes that pilots can expect 2-5 birdstrikes in their career. Over 33,000 civil aircraft birdstrikes were reported from 1990-2000. The majority occur below 500 feet and can damage aircraft, especially when ingested by engines. The document recommends procedures for dealing with suspected and confirmed birdstrikes and strategies for prevention.
Media Object File Flt Ops Hum Per Seq07syed viquar
This document discusses human error management in flight operations. It defines types of human errors like slips, lapses, mistakes and violations. Errors occur at different performance levels from skill-based to rule-based to knowledge-based. The consequences of errors depend on other operational factors. While training can help reduce some mistakes, errors cannot be completely prevented. Successful error management requires understanding error causation and implementing systemic solutions to make errors less likely and their impact less severe.
This document introduces briefing notes on approach and landing operations. It describes how the notes were developed based on accident analyses to promote safety. The notes are intended to raise awareness of hazards, recommend best practices, and identify factors that could lead to deviations from procedures. Airlines are encouraged to use the notes to review practices and enhance training. The notes reference a generic aircraft and include statistics, regulations, standard operating procedures, and accident reports to support their guidance.
Strategies for Effective Upskilling is a presentation by Chinwendu Peace in a Your Skill Boost Masterclass organisation by the Excellence Foundation for South Sudan on 08th and 09th June 2024 from 1 PM to 3 PM on each day.
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Main Java[All of the Base Concepts}.docxadhitya5119
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1. Cabin Operations
Flight Operations Briefing Notes Unplanned Ground Evacuation
Flight Operations Briefing Notes
Cabin Operations
Unplanned Ground Evacuation
I Introduction
The primary responsibility of the cabin crew during an evacuation is to direct
passengers to evacuate the aircraft using all of the usable exits. The aim of
an evacuation is to ensure that passengers and crewmembers leave the aircraft as
rapidly and as safely as possible.
Many factors contribute to the successful evacuation of the aircraft:
• The procedural knowledge of the cabin crew: This includes training, experience, and
behavior
• The environment inside and outside of the aircraft (e.g., the presence of smoke,
fire, the cabin lighting, and outside conditions)
• The passengers’ behavior, age, level of fitness, and motivation
• The aircraft configuration, and the layout of the cabin
During an emergency, it is essential for the cabin crew to be able to apply
their knowledge of procedures, and rapidly adapt to the situation.
II Statistical Data - Background Information
Unplanned Ground Evacuations
From 1997 through 1999, the US National Transportation Safety Board (NTSB),
investigated 46 emergency evacuations, and determined that 31 of the 46 cases
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2. Cabin Operations
Flight Operations Briefing Notes Unplanned Ground Evacuation
studied were unplanned evacuations. 24 of those unplanned evacuations were
the result of an event that occurred during the taxi, takeoff, and landing phases of
flight.
III Operational Standards for an Unplanned Ground Evacuation
The Silent Review
The use of the Silent Review, or the 30-second review, is an excellent tool that
the cabin crew can use to prepare for the unexpected. The Silent Review helps
the cabin crew focus their attention on their duties and responsibilities, and on safety.
The cabin crew should perform the Silent Review during the takeoff and landing phases
of flight. This review helps the cabin crew prepare themselves, and enables them
to react rapidly.
The Silent Review should contain all of the elements needed to review evacuation
duties and responsibilities. It may include, but is not limited to, the following subjects:
• Bracing for impact
• Commands
• Initiating evacuation, if necessary (i.e. Identify under what circumstances the cabin
crew will initiate an evacuation: Fire, smoke, life-threatening situations, ditching,
no response from the flight crew)
• Operating exits
• Assessing outside conditions
• Self-protection
• Locating the manual slide inflation device
• Locating Able-Bodied Passengers (ABPs).
The following is an example of a Silent Review that uses the first word of each subject
to form a word that is easy to remember. This example is called “OLDABC”:
• Operation of exits
• Location of equipment
• Drills (Brace for impact)
• Able-Bodied Passengers and disabled passengers
• Brace position
• Commands.
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3. Cabin Operations
Flight Operations Briefing Notes Unplanned Ground Evacuation
IV When Can the Cabin Crew Initiate an Evacuation?
When preparing for takeoff and landing, the cabin crew should be alert to any indication
of a possible emergency. Such indications may include fire, smoke, scraping metal,
unusual noises, the force of impact, or an unusual aircraft attitude.
Many evacuations are unplanned, and occur without warning. In most cases,
the decision to evacuate is made by the flight crew. In a study conducted by
the Very Large Transport Aircraft (VLTA) Emergency Requirements Research Evacuation
Study, it was determined that in 11 of the 77 accidents analyzed (14%), information
received from the cabin crew played an important role in the flight crew’s decision to
evacuate.
In some cases, it may be necessary for the cabin crew to initiate an evacuation, when
there is a catastrophic situation, such as:
• Uncontrollable fire
• Dense smoke
• Severe structural damage
• Emergency landing on water
• No communication from the flight crew.
When the cabin crew decides to initiate an evacuation, they must evaluate the level of
danger, and the consequences that a delay in decision-making may have. Smoke or fire
that is out of control requires a rapid decision, because of the danger it presents to
the occupants of the aircraft, its ability to incapacitate rapidly, impair judgment and
restrict vision, therefore making the evacuation process difficult.
If the cabin crew considers that an evacuation is necessary, they must attempt to
contact the flight crew in order to inform them of the situation.
In these cases, delaying the evacuation reduces the chances of survival.
An evacuation requires cabin crew coordination. Therefore, all cabin crewmembers
must be informed that a life-threatening situation exists. There are many ways to
inform cabin crewmembers, such as via:
• An evacuation alarm
• A Public Address
• An interphone
• A megaphone.
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4. Cabin Operations
Flight Operations Briefing Notes Unplanned Ground Evacuation
V Factors Influencing Successful Aircraft Evacuation
An Assertive Cabin Crew
An assertive cabin crew that uses short, clear commands will have an immediate impact
on the rapidity of the cabin evacuation. The cabin crew must be assertive in their use of
commands, and, if necessary, be prepared to use some physical force to evacuate
passengers from the aircraft.
Commands should be:
• Loud
• Clear
• Short
• Well-paced
• Assertive.
Body language is extremely important: The gestures of the cabin crew and tone of
their voice must reflect what they want to achieve, because passengers may not always
understand the language that the cabin crew is using
Brace Commands
The brace command is the first and most important instruction that cabin crew must
provide to passengers in an unplanned emergency. The purpose of instructing
passengers to take the brace position is to reduce injuries during impact, in order to
increase the chances of survival.
The brace position has two functions: Firstly, it reduces the extent of body movement,
due to the fact that passengers must lean or bend over their legs. Secondly, it protects
passengers from hitting their head on a hard surface.
When the cabin crew uses the brace commands, it is important that all of
the passengers seated in the cabin can hear and understand the commands.
If the commands are not synchronized (particularly on smaller aircraft, when the cabin
crew is seated close together), the commands may not be audible, and therefore may
not be understood by the passengers. This can lead to confusion among
the passengers.
Some example of brace commands are: “Heads down”,” “Stay down”, or “Heads down,
feet back”.
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Flight Operations Briefing Notes Unplanned Ground Evacuation
Assessing Outside Conditions
Before opening an exit, the cabin crew must check that the outside conditions are safe,
and that the slide deployment area is clear of:
• Fire
• Smoke
• Obstacles
• Debris.
The cabin crew should open the exit, only if it safe to do so.
The cabin crew must hold on to the frame assist handle.
The cabin crew can use commands such as “Stand back, stand back” to hold
passengers back from the exit, during the exit opening and slide deployment sequence.
The cabin crew must visually check that the slide is deployed and fully inflated.
When the cabin crew confirms that the exit is usable, they can start the evacuation.
The cabin crew should only use the command “Come this way” when a cabin
crewmember has confirmed that the exit is usable.
Able-Bodied Passenger (ABP) Commands
The cabin crew should be trained to identify passengers who could be Able-Bodied
Passengers (ABPs), in order to assist the cabin crew with safety-related tasks during
an evacuation. The cabin crew can easily identify ABPs during the passenger boarding
process.
ABPs can assist and protect the cabin crew during the door opening and slide inflation
sequence, by keeping passengers back from the exit, until the slide is inflated and
conditions are safe.
Use of the Assist Space
Each aircraft has a dedicated assist space located on either side of the door. The cabin
crew must firmly grasp the frame assist handle and position themselves correctly in
the assist space. This will:
• Prevent the cabin crewmember from being pushed out of the exit
• Prevent the cabin crewmember from interfering with evacuating passengers.
Crowd Control Commands
The cabin crew must have absolute control of the situation, and provide assertive
commands and instructions to passengers. There are documented cases of evacuations
during which the passengers did not behave appropriately, and did not comply with
the instructions provided by the cabin crew.
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Flight Operations Briefing Notes Unplanned Ground Evacuation
It is important to note that during evacuations, especially when there is a possible
life-threatening situation, passengers may react in many different ways, such as by:
• Panicking (screaming, crying, hysteria)
• Freezing up (not able to react)
• Not being aware that danger exists
• Pushing
• Exiting with carry-on baggage.
Carry-on Baggage
Many studies, such as the Safety Study conducted in 2000 by the US National
Transportation Safety Board (NTSB), and investigation reports document the fact that
in some cases, it was necessary for the cabin crew to argue with passengers because
passengers attempted to carry baggage to the exits during emergencies (in one case,
the evacuating passenger tried to exit with his guitar!).
Carry-on baggage brought to the exits can cause blockages and congestion at the exit
and in the aisles, and reduce the efficiency of the evacuation.
An Australian Transportation Safety Board (ATSB) report in 2001 reported that in
an accident that occurred in 1999, some passengers were authorized to take baggage
with them as they evacuated the aircraft. When the cabin crew attempted to enforce
that passengers leave their carry-on baggage behind, the passenger flow from the exit
became less orderly.
This example illustrates an important point: If the cabin crew gives the command to
passengers to leave their carry-on baggage behind during the evacuation, this may be
too late.
Therefore, the cabin crew should instruct passengers to leave their baggage
at the beginning of the evacuation. Some examples of possible commands are:
• “Open seatbelts, leave everything”
• “Open seatbelts, no baggage”.
The cabin crew can also include this information in the passenger pre-flight safety
briefing in order to reinforce the message, i.e.: “If an emergency evacuation is
necessary, leave all your belongings behind.”
Exit Flow Management Commands
It is essential that passengers evacuate the aircraft immediately. The cabin crew must
monitor the evacuation, and maintain an even flow of passengers from each exit, to
avoid congestion at the end of the slides. The cabin crew must continually monitor
the slide to ensure that it remains safe for use.
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Flight Operations Briefing Notes Unplanned Ground Evacuation
During the evacuation, the cabin crew should ensure that they use appropriate types of
commands. For example, in a nose gear collapse, the slide may be close to the ground.
Therefore, it may not be appropriate to command passengers to “jump and slide”.
The cabin crew should consider the type of commands they will use, according to:
• The type of exit: For example, an overwing ramp/slide
• Single-lane or dual-lane slide
• The attitude of the slide, after slide inflation
• Passengers’ behavior.
To ensure the flow of passenger evacuation, the cabin crew can use commands, such
as:
• “Jump and slide”
• “Run and slide”
• “Run, run” (This may be appropriate if the slide is very close to the ground)
• “Two by two” (dual-lane slides)
• “One by one” (single lane slide)
• “Keep moving”
• “Hurry”
• “Stand, Jump” or “Stay on your feet” (This can be used for passengers who insist
on sitting on the door sill).
There is an absolute need for crewmembers to assert their authority, in order to avoid
delays in getting passengers down the slide and away from danger. It may be
necessary to use a certain amount of physical force, in order to encourage some
passengers to leave the aircraft.
Unusable Exits
An exit may not be usable at the beginning of the evacuation, or may become unusable
during the evacuation.
An exit may be unusable at the beginning of the evacuation, for one of the following
reasons:
• The exit is jammed, and will not open
• The slide does not deploy correctly, or the slide is damaged
• There are external hazards, such as fire, smoke, obstacles or debris.
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8. Cabin Operations
Flight Operations Briefing Notes Unplanned Ground Evacuation
The cabin crewmember who is responsible for the unusable exit must inform
the passengers that the exit is blocked, and redirect passengers to the nearest usable
exit.
The cabin crewmember must guard the exit to prevent the exit from being used.
When redirecting passengers, the cabin crewmember must know towards which exit to
direct passengers. The crewmember should listen for the nearest crewmember(s)
giving passengers the command to “come this way” or “jump”, for confirmation that
another exit is usable.
The cabin crewmember at the unusable exit must use positive commands and gestures
to redirect passengers to the nearest usable exit, with commands such as:
• “Blocked exit”
• “Go across”
• “Go forward”
• “Go back”.
The cabin crewmembers should encourage passengers to move rapidly and to “hurry”.
The cabin crew must also be aware of the environment inside and outside the cabin.
If the situation changes, i.e.:
• The slide becomes damaged
• A fire develops in the area
• There are other external hazards.
Then the cabin crewmember at the unusable exit must perform the following actions:
• Stop the evacuation
• Block the exit and redirect passengers to the nearest usable exit
• Guard the exit.
Cabin Configuration
The cabin configuration can have an impact on the rate and flow of the evacuation:
e.g. the physical layout of the cabin, the passenger seating density, the access to
the exits, the width of the cross aisles, the location of the monuments, etc. The cabin
configuration also plays a major role when identifying the areas/exits with
the highest/least passenger seating density.
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9. Cabin Operations
Flight Operations Briefing Notes Unplanned Ground Evacuation
To enhance the situational awareness skills of the cabin crew, they should be familiar
with the cabin layout, and the areas where congestion may occur, due to:
• Passenger seating density
• The location of galleys, lavatories, …
• Restricted visibility
• Passengers arriving from different directions.
It may be necessary for the cabin crew to redirect passengers to other usable exits to
avoid congestion, and to maximize the use of all the usable exits, in order to evacuate
the aircraft as rapidly as possible. To achieve this, the cabin crew must be aware of
what is happening in the cabin during the evacuation.
Exit Bypass
If an exit becomes too congested, the cabin crew can re-direct passengers to another
less congested usable exit. This is referred to as exit bypass. The cabin crew can use
exit bypass to maintain an even flow of passengers to all of the usable exits, and to
maximize their use.
Dried-up Exit
A dried-up exit is a usable exit that passengers are not longer using to evacuate
the aircraft. During an evacuation, it is important to maximize the use of all of the
usable exits, in order to reduce the evacuation time. When an exit is no longer being
used, and if the circumstances permit, the cabin crewmembers at these exits must
make every effort to attract passengers to these exits.
Pre-Cabin Crew Evacuation
When the flow of passengers to the exit begins to slow down, the cabin crew should
check the cabin and call all remaining passengers to the exits.
When the flow of passengers has stopped, the cabin crew should check their assigned
area for any remaining passengers.
When the cabin crewmember’s assigned area is empty, or it is no longer safe to remain
onboard the aircraft, the cabin crewmember should evacuate through the first usable
exit.
If an evacuation occurs away from an airfield, the cabin crew should take emergency
equipment from the aircraft, if the situation permits.
Whether evacuating off airport or at an airfield, it is extremely useful for cabin crew to
have a megaphone to manage passengers on the ground after the evacuation.
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10. Cabin Operations
Flight Operations Briefing Notes Unplanned Ground Evacuation
Post-Evacuation Responsibilities
When the cabin crew is outside the aircraft, they are responsible for the passengers,
until they are relieved by the emergency services or by the authorities. The cabin crew
should perform the following actions to ensure passenger safety:
• Direct passengers upwind, and away from the aircraft
• Assemble passengers and keep them together
• Direct passengers away from, fuel, fire and vehicles
• Assist passengers, and provide first aid, if necessary
• Enforce a NO SMOKING policy
• Make a passenger headcount, if possible.
VI Passenger Safety Briefings
Many studies have been conducted regarding passenger attitudes towards safety
briefings. The following are some of the findings of these studies.
The US National Transportation Safety Board studied the Emergency Evacuation of
Commercial Airplanes (NTSB 2000), and found that 54% of passengers said that they
had not watched the entire safety briefing, because they had seen it before.
In another study conducted by P. J Fennel and H.C Muir 1992, passengers received
questionnaires via travel agents, in order to research passengers’ attitudes towards
safety briefings. In these questionnaires, passengers indicated that safety briefings
would be more effective, if:
• They were introduced appropriately
• Passengers were informed that the safety equipment on all aircraft is not the same
• Passengers were informed that it is in their interest to pay attention
• The cabin crew appeared more interested in the way that they presented the safety
information.
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11. Cabin Operations
Flight Operations Briefing Notes Unplanned Ground Evacuation
These are just some of the comments from the study. However, it is important to note
that these studies demonstrate that passengers prefer that their safety be a shared
concern between the Operator and the cabin crew.
Safety briefings should focus the passengers’ attention on safety, and make passengers
aware that it is in their interest to pay attention. When introducing a safety briefing,
the cabin crew can increase passenger awareness by using phrases such as “For your
safety” or “As your safety is important to us”.
The cabin crew should emphasize the importance of:
• Listening and watching the safety briefing
• Being aware of the location of safety equipment: i.e. safety cards, exits, and
seatbelts.
When cabin crew is required to perform a safety demonstration, the cabin crewmember
that makes the safety announcement must speak slowly and clearly. The cabin
crewmember should also pause at key points during the announcement to enable
the cabin crew sufficient time to demonstrate.
The cabin crew should be animated, and try to make eye contact with as many
passengers as possible in order to attract the passengers’ attention to the safety
briefing. This also applies to the cabin crew when they provide safety demonstrations
and audiovisual safety presentations.
When using an audiovisual presentation, the cabin crew should take their positions in
the cabins, and point to the exits.
VII Factors Affecting Operational Standards
Analysis of in-service events reveals that operational standards may not be effective or
applicable in the following situations:
• A procedure is not applied correctly:
− A cabin crewmember is not at their designated exit during takeoff and landing,
and leaves the exit unattended.
• Cabin crew training is not sufficient:
− The cabin crew does not have the skills to efficiently evacuate an aircraft
− The cabin crew lack training in crew communication and coordination skills.
• Operational procedures are not sufficient:
− The Operator does not include the Silent Review in the standard operating
procedures
− The Operator does not permit the cabin crew to initiate an evacuation
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Flight Operations Briefing Notes Unplanned Ground Evacuation
− The Operator does not provide guidelines to the cabin crew that explain when
the cabin crew may initiate an evacuation.
• The communication with passengers is not effective:
− The cabin crew does not provide assertive commands
− The cabin crew’s commands are negative or complicated.
VIII Prevention Strategies
It is impossible to prevent a necessary unplanned evacuation. However, if an unplanned
evacuation is required, it is possible to take preventive steps that will help in achieving
an efficient evacuation.
The cabin crew should:
• Be regularly trained, and demonstrate proficiency in the use of emergency
procedures and equipment.
• Ensure that the communication and coordination between the flight and cabin crew
is effective when an emergency event occurs
• Attract passengers’ attention to safety briefings
• Remember the importance of assertive commands and gestures during
an evacuation
• Be aware of their surroundings and implement an appropriate evacuation technique,
depending on the exit and situation.
IX Summary of Key Points
• Operators should encourage the cabin crew to use the Silent Review as part of
the company standard operating procedures, to enable the cabin crew to be
prepared for an unexpected event
• Operators should ensure that evacuation procedures include effective commands
and actions that the cabin crew can use during an evacuation
• Operators should ensure that the cabin crew knows how to use the emergency door
in the power assist mode and the door power assist failure
• The cabin crew must be assertive in order to efficiently evacuate the aircraft
• Operators should regularly include updates in their procedures and training, and
any amendments/recommendations should reflect the current industry standards
• Operators should review incidents that occur during operational flights in order to
update existing procedures, and include them cabin crew emergency training.
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Flight Operations Briefing Notes Unplanned Ground Evacuation
X Associated Flight Operations Briefing Notes
The following briefing notes can be consulted for additional information:
• Planned Ground Evacuation
• Effective Briefings for Cabin Operations
• Crew Communication
XI Regulatory References
• FAA AC 121-24C Passenger Safety Information Briefing and Briefing Cards
• JAR-OPS 1.1005 – Cabin Crew
• Transport Canada - Commercial and Business Advisory Circular No. 0188
XII Airbus References
• A320 Family, A330 & A340 Cabin Crew Operations Manuals (CCOM)
• Getting to Grips with Cabin Safety (brochure)
XIII Additional Reading Materials / Websites References
• Transportation Safety Board of Canada (TSB) - A safety Study of Evacuation of
Large, Passenger-Carrying Aircraft (Report SA9501):
http://www.tsb.gc.ca/en/reports/air/studies/
• National Transportation Safety Board (NTSB) – Aviation Safety Studies & Special
Report – Emergency Evacuation of Commercial Airplanes (Safety Study SS--00-01):
http://www.ntsb.gov/publictn/A_Stu.htm
• Very Large Transport Aircraft (VLTA) Emergency Requirements Research Evacuation
Study (VERRES) – A project Summary: http://fseg.gre.ac.uk/fire/verres_WP4%20.pdf
• Australian Transportation Safety Board (ATSB) - Aviation safety – Aviation
Publication - Evacuation Commands for Optimal Passenger Management (02-May-
2006): http://www.atsb.gov.au/
• Flight Safety Foundation – Publications – Cabin Crew Safety July-August 2000
This publication is available on the Flight Safety Foundation website:
http://www.flightsafety.org/home.html.
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Flight Operations Briefing Notes Unplanned Ground Evacuation
This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.
This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.
In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.
Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.
Airbus Customer Services
Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference : FLT_OPS – CAB_OPS – SEQ 12 – REV 01 – NOV. 2006
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