CABIN CREW MANUAL PAGE 6- 1

CHAPTER 6 – SAFETY AND EMERGENCY PROCEDURE

6.0 OVERVIEW

Many people fly on commercial aircrafts daily, and make it to their destination safely. Compared to
over 40 years ago when approximately 1 fatal accident occurred for every 140 million miles flown,
today the statistic is down to 1 fatal accident to every 1.4 billion miles.

As government regulators, aircraft manufacturers and airlines work together to improve safety
regulations, make better aircraft, and provide top quality training for their crew, flying has become
much safer today than it had been.

However, all these can only happen if the cabin crew are prepared for emergencies at all times. As a
member of the cabin crew, you are the main point of contact between the passengers and the airline,
and it is entirely up to you to educate them on safety measures and to instruct them on safety
procedures in the event of an emergency. Rapid response during an emergency can make a big
difference between life and death.

This chapter serves to explain the different types of emergencies that could occur on a flight, such
as fire, turbulence and decompression. Upon completion, you should be able to explain safety and
emergency procedures for each type of emergency situation that can occur, as well as identify and
operate emergency evacuation equipment.

6.1 GROUND SAFETY PROCEDURES

Safety in the air starts on the ground. Ground safety is an integral part of the airline operations. The
efficient handling of ground procedures during arrival and departure of an aircraft requires
coordinated responsibilities amongst qualified personnel. The chapter will explain and lay down the
responsibility for the execution, monitoring and verification of critical points on ground.

6.1.1 SAFETY ON RAMP

1. Always be alert when on the ramp area. Before entering the ramp, make sure that the
area is clear and free of danger. Beware of the following:
a. Aircraft taxiing
b. Engine running/ suction and jet blast
2. Never walk in front or behind an aircraft with its engine running.
3. The anti-collision lights and flashing beacons of an aircraft is activated when it is
preparing to taxi out. Be mindful of such.
4. Crew must challenge anyone who is not wearing an ID pass or who is behaving
suspiciously within the ramp area. Report it immediately to the security personnel.
5. Passengers are not allowed to stay under the wings of the aircraft.

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6. When using the ground stair:

a. Ensure that the ground stairs are properly positioned and secured before allowing
passengers to use it.
b. Side safety rails must be fully extended to reach the fuselage if using ground stairs;
or tube must be fully attached if using a Jet bridge
7. The aircraft’s engine should not be running or operating when:
a. Refueling
b. Boarding or deplaning of passengers
c. Loading or off-loading of cargo

6.1.2 REFUELING WITH PASSENGERS ON BOARD OR DURING

EMBARKING/DISEMBARKING

1. After the landing speech, L1 shall make the announcement regarding refueling
(Transit Stop with Refueling Announcement).
2. Prior to refueling, L1 shall remind passengers on safety precautions
(Passenger Reminder before Refueling Announcement).
3. All Cabin Crew must remain on board the aircraft.
4. Main Cabin Door must be open with air-stairs/ ground stairs / aerobridge fully extended.
5. Interior lighting must be sufficient to enable to identify emergency exits.
6. Monitor passengers that the Safety Precautions are adhered to
7. Coordinate with Ground Personnel to implement trickle boarding.

6.1.3 PRECAUTIONS DURING REFUELING

1. During refueling, the air-stair, ground stairs and jet bridge should be extended, and
doors should always be manned if in case of an evacuation.
2. A clear access path from the aircraft to the terminal shall be maintained at all times.
3. Cabin crew should check the outside condition of their assigned doors. Ensure area is
clear for possible slide deployment or evacuation. Cabin Crew must report to the Purser if
ground equipment is parked in the said area. The SCC in turn shall inform the RA.
4. No smoking policy and use of cellphone are strictly enforced.
5. Seatbelts should be unfastened.
6. Aisle and exits must be clear of obstructions.
7. Use of lavatory must be one at a time only. Queuing on the aisle is not permitted;
passengers may use the vacant seats while waiting for their turn.

6.2 TURBULENCE

Turbulence is a state of movement usually shaking and vibrating of the aircraft caused by
the atmospheric conditions such as rough weather.

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In general, turbulence does not cause damage to an aircraft, except in extreme situations.
However, even during light turbulence, people in the aircraft can still feel the effect.
Passengers not wearing seat belt can be knocked about in their seats, or even thrown out,
and be injured. Due to the unpredictability of turbulence, it is always recommended that
passengers have their seat belts on at all times.

6.2.1 SUDDEN TURBULENCE

During the flight, the aircraft may encounter areas of turbulence that were not forecasted.
An example is, Clear Air Turbulence (CAT) which occurs at high altitudes and may result in
the A/C entering an area of turbulence during cruise without warning in apparently clear air.
There are several notable problems with CAT:

 It cannot always be foreseen.

 It is usually felt as its mildest in the flight deck and is generally more
severe in the aft section.
 It can occur when no clouds are visible.
 Aircraft radar cannot detect it.
 It is common at high altitude, where cruising aircraft suddenly
enter turbulent areas.

6.2.2 STANDARD TERMINOLOGY FOR TURBULENCE

6.2.2.1 DURATION

1. Occasional – less than 1/3 of the flying time

2. Intermittent – 1/3 to 2/3 of the flying time
3. Continuous – more than 2/3 of the time

6.2.2.2 TURBULENCE ONSET CATEGORIES

1. Expected
Advance notice from the Captain to brief the cabin crew and carry out cabin preparation
(5 minutes or more).

2. Little Warning
Sufficient warning exists to seat the passengers and for cabin crew to perform the
minimum required duties (less than 5 minutes).

3. Imminent
Sudden, unexpected or imminent turbulence requiring immediate action to protect
cabin crew and passengers.

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6.2.2.3 TURBULENCE INTENSITY

6.2.2.4 LIGHT TURBULENCE

Effect in the Cabin Flight Deck Response Cabin Crew Actions

- Beverages shake - Ensures seatbelt sign is ON. - Continue service with caution.
inside cups and
carts still - Calls SCC via Interphone to - If F/D crew does not make the
maneuverable. inform him of the turbulence and announcement, SCC makes
expected duration. announcement.

- Makes announcement, - FAs monitor compliance by

reinforcing need for passengers visually checking passengers are
to be seated with their seatbelts seated with their seatbelts
fastened fastened.

6.2.2.5 MODERATE TURBULENCE

Effects in the Cabin Flight Deck Response Cabin Crew Actions

- Beverages splash - Ensure seatbelt sign is ON. - Discontinue service and stow carts
from cups and carts are in galley
difficult to maneuver - Using the interphone, advise
due to shaking SCC of moderate turbulence and - Stow galley equipment, if time and
expected duration conditions permit

- Make announcements reinforcing - FAs secure themselves in jump seats

need for flight attendants and immediately with seatbelt and
passengers to be seated and service shoulder harness
to be discontinued
- SCC conducts “all call” with FAs to
- Keep communication with SCC ensure passengers and crew are
as needed seated

- Advise FAs when it is safe to - SCC keeps communication with FD

resume their duties crew on conditions in cabin as
needed

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6.2.2.6 SEVERE TURBULENCE

Effects in the Cabin Flight Deck Response Cabin Crew Actions

-Items fall over or lift -Ensure seatbelt sign is ON -Discontinue service immediately
from surfaces and hold cart with brakes until
-Make announcement reinforcing turbulence is reduced.
-Standing is impossible need for FAs and passengers to
without holding on to a immediately be seated and service -FAs secure themselves in nearest
part of the aircraft to be discontinued available seats. Fasten seatbelts and
shoulder harness if in jump seat.
-Make announcement to inform
FAs and passengers when -When it is safe to do so:
turbulence conditions have
subsided and when it is safe for -Stow all carts and galley equipment
FAs to resume their duties

SEVERE TURBULENCE (cont’d)

Effect in the Cabin Flight Deck Response Cabin Crew Actons

-After conditions - SCC conducts “all call”

subside, continue with FAs to ensure
communications with passengers and FAs are
SCC seated.

- Check for injuries or damage

- SCC notifies FD crew

when all is secure

- SCC keeps communication

with FD crew on conditions as needed

NOTE: After “The Fasten Seatbelt” sign is off, check passengers’ condition.
Reassure nervous passengers. Give extra airsickness bag if necessary.

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6.3 DECOMPRESSION

6.3.1 OVERVIEW

The human body requires a certain amount of oxygen for its body cells. At a cabin altitude
of 8,000 ft., the body begins to experience some difficulty in obtaining its oxygen
requirement at 14,000 every individual could find it very difficult to attain sufficient amount
of oxygen and it would be necessary to add his oxygen intake.

The pressurization system in the aircraft is very effective in maintaining the oxygen level
inside the aircraft at normal breathing altitude. Any malfunction of the pressurization
system, explosion, structural damage or rapture in the fuselage will cause a sudden loss of
cabin pressure resulting to decompression.

The general indication of decompression is the presence of drop out masks in the cabin.

6.3.2 TWO KINDS OF DECOMPRESSION:

a. Rapid Decompression – it is the sudden loss of pressure in the cabin requiring

immediate action
b. Slow Decompression – gradual loss of pressure in the cabin caused by a slow
leak in the fuselage or malfunctions of the pressurization.

6.3.2.1 SLOW DECOMPRESSION

SIGNS OF SLOW DECOMPRESSION

CABIN EFFECTS PHYSIOLOGICAL EFFECTS

There is usually no obvious signs until the Dizziness, fatigue or headache
presence of the drop-out masks
(for A320/A330) Euphoria
No Smoking / Fasten Seatbelt signs will Clumsiness
illuminate
Poor Coordination
Impaired judgment and vision

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6.3.2.2 RAPID DECOMPRESSION

SIGNS OF RAPID DECOMPRESSION

CABIN EFFECTS PHYSIOLOGICAL EFFECTS

Loud Bang Difficulty in breathing and speaking
Presence of fog or mist in the cabin Impaired judgment and vision
Rapid drop in temperature Poor coordination
Sudden steep dive Intestinal pain
Debris being sucked out of the cabin Dizziness
Loose objects flying all over the cabin Sinusitis
Sudden coldness inside the cabin Pain in the ear
Strong and sudden rush of air leaving the cabin Rapid chest expansion

6.3.3 DECOMPRESSION PROCEDURE

1. Demonstratively put on mask.

2. Take the nearest seat and fasten seatbelt.
3. Command passengers:

“RETURN TO YOUR SEAT – FASTEN SEATBELT – PUT ON MASK –

DO NOT STAY IN THE LAVATORIES”

4. Keep mask on and remain seated until the aircraft has leveled off. The Captain will advise
the Cabin Crew and Passengers once the aircraft has reached a safe altitude.

6.3.4 POST DECOMPRESSION PROCEDURE

1. Get POB.
2. Check the condition of the Flight Crew and passengers.
3. Check lavatories.
4. Administer oxygen as necessary.
5. Administer first aid immediately; notify PIC when possible.
6. With the Captain’s permission, reseat passengers if necessary.
7. Secure the cabin.
8. Remember to restrict passenger and crew movement as much as possible. The crew is
active and at risk of suffering from hypoxia.
9. Be prepared for the possibility of an emergency landing.

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6.3.5 TIME OF USEFUL CONSCIOUSNESS

It is the period wherein an individual is capable of taking proper precautions and protective
actions, such as properly fitting his/her oxygen mask, once exposed to inadequate oxygen in
the environment. TUC gets shorter as altitude in a decompression.

AVERAGE TIME OF USEFUL CONSCIOUSNESS

22,000 ft. 5 minutes

25,000 ft. 2 minutes
28,000 ft. 1 minute
30,000 ft. 45 seconds
35,000 ft. 30 seconds

6.4 ACCIDENTS AND SURVIVABILITY

Before you begin your career as a cabin crew, you will undergo specific cabin crew training
with your airline, where you will familiarize yourself with the type of aircraft you will fly
on, the types of services you are expected to provide, as well as the safety and emergency
procedures relevant to that aircraft. In particular, you will be taught the locations of its
emergency exits and emergency evacuation equipment, as well as how to operate them. It is
important that you do a mental recap of all these during a flight, especially during the take-
off and the landing, when most of the accidents occur.

Before every flight, all members of the cabin crew are supposed to do pre-flight checks.
These checks are not limited to tasks related to customer service but also include tasks
related to safety.

One important task is to identify Able-Bodied persons (ABP) on your flight. As you gain
more experience, you will find that identifying such people becomes easier. Able-bodied
persons are people who are physically and mentally capable of assisting the cabin crew
during an emergency. They should not be burdened by the need to care for anyone (children,
the elderly, or the disabled). A good choice of an ABP would be airline personnel since they
too possess the skills and knowledge required in an emergency. Police, fire, military or
medical personnel on board are also good choices. You should take a mental note of their
seat locations so that you can approach them quickly in the event of an emergency, ask for
help, and give them the necessary instructions. Another group of people who can assist are
those who are assigned on the exit rows seats. You will have to approach them prior to the
flight to seek their assistance. If they aren’t willing to assist, you will have to reseat them at
another location. Another ABP qualified passenger may be assigned in the exit row seat.

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Bear in mind that on almost every flight, there will be people who have never flown before.
It is your job to ensure that they are well aware of any safety procedures. You do so through
routine safety briefings, explanations and instructions.

Your duty position on the flight will determine which jump seat you will sit in for take-off
and landing. This jump seat is usually situated at or near an exit, which you will be
responsible for opening on the event of an emergency. During taxi, take-off and landing,
you will have to sit in your jump seat and be in the brace position. During this time, you
should mentally go through the evacuation and emergency procedures (known as ‘silent
review’), and be very alert for any unusual sights and sounds around you that might spell
trouble.

• How do I operate the emergency exit?

• Where is the manual inflation handle for the emergency slide at my exit?
• Is this take-off or landing on land or in water?
• What are my evacuation commands?
• What equipment should I take with me if we have to evacuate?
• Where is the equipment located?
• Where are the ABPs besides those sitting in the exit rows) seated?
• Which passengers need special assistance?
• Where are they seated?
• Am I properly secured in my seat?
• Am I in the brace position?

Although flying is still one of the safest forms of transportation statistically, accidents do
happen. Popular misconception “Everyone dies in plane crashes”.

In aviation accidents, survival is predicated on these factors:

a. Impact Survival
b. Fast and Safe Evacuation
c. Post- Accident Survival
d. Attitude

Survival depends largely upon preparedness and resourcefulness. Are you mentally strong in
control and optimistic?
The desire to live and a healthy frame of mind to fulfill that desire may be the critical factors
determining whether you live or die.
Second only to fortitude-and a close second at that-is your degree of physical readiness.

The major factor in survival is the will to be alive. Will power alone has often been the key
factor in reported successful survival stories. Survival often depends on the ability to
overcome stress and to continue to function effectively. Until rescued, crewmembers and
passengers may be required to survive the elements with minimal resources.

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6.5 A-320 EVACUATION DEVICES

6.5.1 ESCAPE SLIDE / RAFT

An inflatable slide raft is installed at each main door. Slides at these main doors can be
disconnected for use as rafts during ditching.

For forward and aft doors, these slide rafts deploy straight down. For the emergency exits
at the over-wing , the escape slides are installed in the wing fuselage facing AFT of the
over-wing exits and deploy over the trailing edges of the wings. These slides are used as
escape slides only and cannot be disconnected for use as raft.

Door exits on the A320 are fitted with a dual lane slide raft.
When the door is opened in ARMED position, automatic slide
deployment and inflation will occur.
If automatic inflation fails, it can be activated manually pulling
the Manual Inflation Handle.

Operation - Automatic
1. Check Slide Arming Lever in ‘ARMED’.
2. Lift the Door Control Handle fully up and release.
3. Pull Manual Inflation Handle (Red Tag)
4. Check the slide for proper deployment and visually confirm that the slide raft is fully
inflated.

Note:
The slide raft deploys and inflates within 3-6 Seconds.

6.5.2 MANUAL INFLATION HANDLE

All slide/rafts are fitted with a red Manual Inflation Handle (MIH) as a back-up to the
automatic inflation mechanism. It is located on the right-hand side of the girt extension
of the slide raft and it is visible when the slide raft is deployed.

Operation:

To manually inflate the slide/raft. Pull the Red Manual Inflation Handle located on the right-
hand side of the girt extension on the floor.

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Note:
1.If water level is close to the door sill, the slide-raft may not inflate automatically.
2.Crew will have to pull the MIH for inflation.
3. When the slide/raft is used as a raft, the slide raft must be disconnected from the
aircraft.

Manual Inflation Handle

6.6 EMERGENCY EVACUATION PROCEDURES

In general, there are 4 types of situations for evacuation. They are broadly classified as:

1. Unplanned Evacuation
2. Planned Evacuations
3. Precautionary Emergency Landings
4. Unwarranted Evacuation

6.6.1 UNPLANNED LANDING / EVACUATION

Also known as unprepared emergencies, these are emergencies that occur without
warning during the taxi, take off or landing stages of a flight. Usually, the cabin crew
will have no time to coordinate any action with the captain or among themselves. In
some cases, the captain will have some time to make an announcement in forming the
crew to ‘brace for impact’. In worse cases, the impact just happens without any prior
notification from the captain. Therefore, it is very important that the cabin crew are
seated in their jump seats in the brace position during these critical stages of a flight.
Most accidents occur during take-off, initial climb, final approach and landing.

With little or no information and almost no time to plan and coordinate actions, you will
need to react quickly on command. This usually involves opening available exits and
conducting a quick evacuation of the passengers.

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In unplanned emergency landing, there is no time for crew to prepare for evacuation. In
general, it usually occurs during take-offs and landings without any warning. The
unplanned emergency landing may occur on land or on the surface of the water. The
unplanned emergency landing on water is similar to the unplanned emergency landing
on land, except that the passengers and crew are floating on water.

6.6.2 PLANNED LANDING / EVACUATION

Also known as prepared emergencies, these are emergency situations that allows
preparations to be carried out while airborne. Usually, these involve emergencies that
happen while the aircraft is in flight, and the captain knows in advance that an
evacuation is immediately necessary upon landing. In such cases, the captain will
provide as much information as possible and instruct the cabin crew on their preparation
routines. It is imperative that everyone follows the directions of the Captain at all times.

The Captain will provide information when they become available to him. With this
knowledge, you should be aware of the evacuation procedures necessary and hence, you
can brief the passengers on the situation and instruct them on the relevant steps they
need to take.

The information the Captain will provide include:

1. Nature or cause of the emergency
2. Type of landing expected (Water or Land)
3. Time available to prepare before impact.
4. Signal to be used to let the Crew know that the plane is going to land.

The Purser/SCC will then repeat back to the Captain the information received to avoid
confusion. Then will synchronize his watch with the Captain’s time.

In a planned emergency landing, there is time to prepare the aircraft, crew, passengers,
and airport. Cabin Crew has time to prepare the cabin and an emergency announcement
can be made to brief the passengers via the P.A. system. Planned emergency landings
can occur in land and on water.

6.6.3 PRECAUTIONARY EMERGENCY LANDING

Sometimes, a normal landing can be done and the captain does not expect the need to
evacuate the aircraft. However, due to circumstances at hand, the captain has to be
especially cautious and the crew has to be prepared in case an emergency landing is
required. In this case, captain proceeds to instruct the crew to prepare for an emergency
evacuation and the crew will have to prepare the aircraft as well as the passengers for this
possibility.

For example, the Captain may receive a landing gear error message in the cockpit, but the flight
crew was able to confirm that the landing gear has extended normally. In this case, they will
proceed with landing normally, but will notify the airport and the cabin crew to be prepared in
case the landing did not turn out well and an emergency response is required.

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6.6.4 UNWARRANTED EVACUATION

Cabin crew shall take proper measures in order to prevent unwarranted evacuation made
by the passenger.

1. Control the passenger.

2. If the agitated passenger tries to evacuate through the emergency exit, cabin crew
shall deter the passenger from the action.
3. In order to prevent passenger’s agitation during an emergency situation, make cabin
announcement to let the passenger know about the situation.

7.5.5 PREPARATION FOR EMERGENCY LANDING

During an emergency landing, there are two possible scenarios that you will have to
handle differently. A terrain landing happens when the aircraft is forced to do an
emergency landing on land. A water evacuation, known as ditching, happens when the
emergency landing takes place on a body of water. In some situations, you may even
have to be prepared for both. For example, when the airport is situated near a body of
water, the Captain may have anticipated to land at the airport but faulty aircraft
mechanism could cause it to end up in the water.

The moment the Captain has briefed the SCC/Purser of a possible emergency landing,
there are several areas of preparations that should be done immediately.

7.5.5.1 CABIN CREW PREPARATION

The SCC will immediately brief the rest of the crew, who will proceed to review their
individual roles and responsibilities. They will have to ensure that the exit is armed, the
emergency equipment are located, review operations of the exits, and assume brace
position at the agreed upon signal.

• Cabin Crew Briefing

• Preparation of Equipment
• Preparation of Exit Operation
• Silent Review (OLDABC)
O -- Operation of Exits
L -- Location of Emergency Equipment
D -- Drills (ex. Brace for impact)
A -- Able-bodied passengers
B -- Brace positions
C -- Commands

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7.5.5.2 CABIN CREW BRACE POSITIONS

AFT Facing
 Place hands palms up , under thighs.
 Head back.
 Feet flat on floor shoulder width apart.
 Shoulder harness and seat belt secured.

FWD Facing
 Place hands. Palms up, under thighs.
 Chin down.
 Feet flat on floor shoulder width apart.
 Shoulder harness and seat belt secured

7.5.5.3 PASSENGER PREPARATION

The Captain will prepare the passengers for the emergency landing by making
announcements. These announcements will inform passengers of what is happening,
what to do and how to prepare themselves. They will be told how to brace for impact
and what to do after the aircraft stops. If the captain expects a water evacuation, he or
she will also request that the passengers put on their life vest, and follow the cabin crew
instructions to inflate them as they leave the aircraft. This preparation procedure is
always done prior to take-off. Although all passengers should have seen a demonstration
of it, some of them may still have problems or questions. Where safety concerns permit,
you can assist the passengers with tasks such as demonstrating the brace position,
ensuring their seat belts are fastened, and locating their life vests.

7.5.5.4 PASSENGER BRACE POSITIONS

 Place head on knees and wrap arms under legs.

 Or feet flat on floor, lean forward and cross arms
on seat back in front and place head between arms.

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7.5.5.5 CABIN PREPARATION

Should the emergency landing allow the cabin crew sufficient time to prepare, they
should also prepare the cabin for a safe landing.

1. Secure galleys and galley equipment. Stray equipment running about the cabin can
hurt people and obstruct the evacuation path.
2. Check that lavatories are unoccupied and locked. Impact can cause a loose lavatory
door to be a hazard.
3. Ensure all emergency equipment required are in their proper locations and are
functional.
4. Ensure all passengers’ carry-on luggage are secured. Check that overhead stowage
compartments are censured properly, loose items are placed under the seats, and
walkways are not obstructed.
5. Relocate special needs passengers closer to the exits.
6. Acquire assistance from able-bodied persons (ABPs) as needed.
7. Relocate ABPs who can assist in the evacuation to the emergency exits.
8. Instruct ABPs on the evacuation procedure and how to conduct them. Be prepared
for the situation where the cabin crew is unable to fulfill the task.

6.8 GENERAL EMERGENCY EVACUATION PROCEDURE

1. Hold assist handle

2. Check outside conditions.
3. Open Door
4. Pull Manual Inflation Handle
5. Check Slide if fully deployed and inflated while holding back passengers.
6. Direct and Assist evacuation.
7. Check for pinned down individuals and Flight Crew.
8. Leave aircraft
9. Stay a safe distance away from the aircraft.

6.9 CABIN CREW DECISION ON EVACUATION

L1 contacts F/D first, and then, if the cabin situation is severe and evacuation
needed, L1 can initiate evacuation. And if L1 is not able to command, each door duty
cabin crew may decide on the evacuation.

“No Doubt Get Out” situations:

a. Severe structural damage
b. Smoke too thick, Fire too hot and water too deep.
c. Passengers are in imminent danger and there is no reply from the cockpit.

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6.10 SITUATIONAL ASSESSMENT

Check for structural damage, cabin fire and the possibility of using exit doors.

SITUATION MOST DESIRABLE EXITS

Fire Opposite of the Fire

Belly Landing All Exits
Main Gear Collapse Aft doors/Over wing Exit
(Extreme Nose High)
Nose Gear Collapse Forward doors/Over wing Exit
(Back of the Aircraft)
Water Exits above the surface of water

6.11 EVACUATION COMMANDS

6.11.1 CAPTAIN ANNOUNCEMENT – EMERGENCY

SITUATION COMMAND
Emergency evacuation not needed “Cabin Crew and passengers, remain
seated, await for further instructions.”

Keep passengers calm and discuss the

procedures with the Captain.

Announcement for Emergency Evacuation “This is the Captain, Evacuate!

Evacuate!”

Cabin Crew shall carry on the emergency

evacuation according to standard
procedures.

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6.11.2 TERRAIN LANDING

CABIN CREW
FLIGHT DECK CREW CABIN CREW RESPONSE
COMMANDS

“BRACE FOR IMPACT!” “BEND OVER, STAY DOWN!” • Brace position in jumpseat
and secure yourself
• Continue shouting until
aircraft comes to a full stop

“THIS IS THE CAPTAIN! “OPEN SEATBELT!” • Get out of jumpseat and asses
EVACUATE! outside conditions at exit
EVACUATE!

“COME THIS WAY!” • If not usable, open exit and

“JUMP!” begin evacuation
“JUMP!”

“NO EXIT!” • If not usable, BLOCK and

“GO THAT WAY!” REDIRECT

6.11.3 WATER LANDING

FLIGHT DECK CREW CABIN CREW COMMANDS CABIN CREW RESPONSE

“COME THIS WAY, Direct pax to the main usable

STEP IN! INFLATE LIFEVEST!” exit and ensure they inflate
(Command for Water Landing Main lifevest after exiting.
Exit Doors)

“COME THIS WAY, STEP OUT! Direct pax to the usable

INFLATE LIFEVEST!” overwing exit and ensure
(Command for Overwing Exit) they inflate lifevest after
exiting.

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6.12 EMERGENCY EQUIPMENT

6.12.1 OVERVIEW

Emergency Equipment is an integral part of the aircraft. These items are installed inside the
cabin to aid in ensuring the safety of the aircraft and its occupants. Prior to each flight, cabin
crew will conduct an Emergency Equipment Check, where verification of each piece of
emergency equipment within the duty area is in its proper location and in working condition.
The types and number of emergency equipment on board can vary based on government
regulations, the type and size of the aircraft.

In an emergency, it is required to use equipment from these categories:

• Evacuation Equipment
• Fire Fighting Equipment
• Medical and First Aid Equipment

All equipment in each aircraft is readily accessible to the crew in case of emergencies. The
location and operation of which are clearly identified through placards installed on the
equipment and in its container. It is also marked as to when the equipment is still operable.

Each Cabin Crew member therefore, shall, before beginning a flight, familiarize themselves
with the emergency equipment installed on the aircraft to which the Cabin Crew is assigned
and with the procedures to be followed for the use of that equipment in an emergency
situation.

All equipment installed in each aircraft is reflected in the Emergency Equipment Layout as
located in each general location. It is also clearly identified in the cabin through placards
installed on the equipment and its container. Each Cabin Crew member therefore, shall
familiarize themselves with the emergency equipment installed on the aircraft.

They must be able to demonstrate the following areas of competency when operating
emergency equipment:
1. Proper Pre-flight checks.
2. Operating procedures

A pre-flight check is required prior to each originating flight of the day or on the first leg of
a flight duty on the aircraft during the duty period. It should be checked against the
Emergency Equipment Checklist for any discrepancies.

L1 is to report via the Cabin Maintenance Logbook (CML) any missing equipment,
equipment abnormalities, and used equipment to the Captain and/or Maintenance personnel,
for reference to the Minimum Equipment List (MEL) requirements, and log it on the
Cabin Maintenance Logbook.

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6.12.2 PORTABLE OXYGEN BOTTLE

Oxygen bottles are high pressure cylinders that provide continuous flow of
supplementary oxygen for air crew and passengers.

Portable Oxygen Bottle (Dual Outlet Oxygen Bottle)

• A sling type carry strap.

• An ON/OFF regulator valve.
• A pressure gauge indicating contents.
• Two constant-flow outlets (HI and LO).
• One outlet is marked HI (delivering 4 liters per minute) and the other is
marked LO (delivering 2 liters per minute).

Pre-flight Check:
Pointer is in the red band (full) of the pressure gauge.

Operation:
Ensure portable oxygen mask is inserted in the appropriate outlet.

1. Turn the ON/OFF regulator valve fully counterclockwise.

2. Check the flow indicator on the tubing for the oxygen flow to the mask.
3. Fit the mask over the user’s face.

After use, turn the ON/OFF regulator valve fully clockwise to the OFF position.

6.12.3 MANUAL RELEASE TOOL (MRT)

Used to manually open passenger and cabin crew oxygen units for Airbus aircrafts.

Pre-flight check : Present/In place

Location: 1 under each jumpseat

Operation: For Passenger Oxygen Unit - 1.Insert pin end into the hole of the unit
2.Push pin until the compartment
unlatches
For CC and Lav Units - Use flat end of MRT to open unit

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6.12.4 FLASHLIGHT

Flashlights are used during an emergency when there is a power failure in the aircraft cabin
and the cockpit.

Pre-flight Check:

1. Present/In place.
2. Battery indicator light flashes every 3 to 4 seconds.

Note: The batteries cannot be recharged.

Operation:

1. Remove from the bracket. High intensity light illuminates

automatically.
2. The light can be extinguished only by placing the flashlight
back into the bracket.

Duration: The flashlight will last approximately 4 hours.

6.12.5 MEGAPHONE

The megaphone is used for giving instructions to passengers, when the PA system is
inoperative or during an evacuation.

Pre-flight Check:
1. Present / In place
2. Check if operative

Operation:
1. Depress PRESS-TO-TALK switch.
2. Speak into the microphone (hold close to the mouth).
3. Direct SPEAKER towards person being addressed

6.12.6 EXTENSION SEATBELT

The extension seat belt is attached to an existing seat belt to extend its length and is to be
offered to passengers when the standard seat belt does not fit.

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6.13 EVACUATION AND DITCHING EQUIPMENT

6.13.1 LIFE VESTS

a. A life vest is a flotation device in case of Ditching. The Life vest is equipped with a
light that illuminates in the water.
b. There is one life vest for each passenger and crew, found under the seat and jumpseat
respectively.

6.13.2 INFANT LIFE VEST

1. Cabin crew shall ensure the correct number of infant life vests and proper location in
the aircraft as part of the pre-flight check.
3. The guardian shall tie the tether line attached on the vest to the infant’s vest, in order not to
be separated from each other.

6.13.3 SLIDE/RAFT COMPONENTS

a. Heaving Line is attached to the raft and is used to tie rafts together or to pull
people out of the water.
b. Mooring Line Is attached to the inflation lanyard on the life raft prevents the life raft
from being blown away from survivors. The other end of the mooring
line is attached inside the aircraft fuselage by a snap hook
c. Sea Anchor stops the raft from drifting and keeps the raft on a fixed location.
d. Hand Pump and Valve. Inflates the raft when it losses air.
e. Canopy Used to protect passengers from exposure and to collect rainwater.
and, Canopy Pole is a support for the Canopy and it is made of steel
or plastic tube
f. Locator Light is located on the surface of the raft and automatically lights up after
inflation.
g. Raft Knife is used to cut the mooring line which attaches the raft and the aircraft.
h. Lifeline Located on the perimeter of the tube serve as flotation handles for
survivor to grasp from the water.
i. Boarding Stirrup/Ladder Located at each end of the raft. They are constructed of one
and two inch wide webbing and enable survivors to climb aboard the
raft from the water.
j. Survival Kit They include among other items, first aid equipment, a repair kit,
signaling devices, and other raft accessories.

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SLIDE/RAFT COMPONENTS

6.13.4 SURVIVAL KIT

a. Survival Kit contains necessary emergency equipment, first aid equipment, and items
for survival on land and sea.
b. Survival Kit is attached to each Slide/ Raft or loaded in the cabin near the exit for the
emergency evacuation.
c. One Survival Kit is attached to each Slide/Raft of an aircraft and the expiration period
is 10 years.

6.13.5 SURVIVAL KIT CONTENTS:

1. Water Purification Tablets 6. Compress Bandage

2. Ration, High Energy Food 7. Triangular Bandage
3. Water Pouches 8. Adhesive Strips
4. Burn Ointment 9. Pocket Knife
5. Antiseptic Swab 10. Survival Kit Manual

11. Raft Repair Clamp - is to repair hole of the raft. Put the rubber part inside the raft,
put other part on the outside and tighten the screw to close the hole.
12. Bailing Bucket - bails water out from the raft or stores water
13. Flare Kit - Double ended day/night flare sends signal to the rescue unit with fire or
smoke. These are aerial type and flare/smoke combination type kit.
That releases orange smoke by day and red flare at night. When using it,
stand at the side of the raft and follow the down direction of the wind.

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14. Signaling Mirror - reflects the light to send signal to the rescue unit.
15. Sea Dye Marker - contains fluorescent green dye which spreads over the surface of
the water so as to increase visibility.
16. Whistle - is used to direct and command at night.
17. Flash Light - is for securing view or sending signal at night. There are two types of
flashlight which are battery powered and water activated.
18. Sponge - to remove seeping water out of the raft

6.13.6 PORTABLE EMERGENCY LOCATOR TRANSMITTER (ELT)

• The ELT is water activated that provides a homing signal for search aircraft.
• Equipped with self-erecting antenna secured by a water-soluble tape. The tape will
break when it comes in contact with water.
• There is no visual signal and aural indication when it is operating

Pre-flight Check:
Present / In place

Operation in Water:
1. Use the lanyard at the top of the transmitter and secure it to the raft.
2. Place the transmitter into the water
3. It will activate automatically

Operation on Land:
1. Erect the antenna by breaking the tape.
2. Remove the plastic bag under the lanyard and place the lower end of the transmitter
into the bag.
3. Fill the bag with sufficient liquid to cover the holes at the side of the transmitter.
4. Secure the top of the bag.
5. Keep the transmitter in a vertical position and ensure liquid does not spill.
6. Shake the liquid from time to time

Duration:
The transmission will last for at least 48 hours.
To deactivate the transmitter, collapse the antenna and lay the transmitter on its side.

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6.14 SMOKE AND FIRE EXTINGUISHING EQUIPMENT

6.14.1. HALON FIRE EXTINGUISHER

Pre-flight Check:
1. Check pressure gauge is in the Green band.
2. The locking pin is placed through the handle and lever.

Operation: TPASS
T – twist seal
P – pull the pin
A – aim at the base of the fire
S – squeeze the lever
S – sweep side to side

Caution:
For electrical fires, remove the power source as soon as possible.

Warning:
Avoid discharging directly on person.
If the extinguisher is to be discharged in a confined space, crew must use PBE.

Duration: 6 seconds

6.14.2 WATER FIRE EXTINGUISHER

• Used for fires on ordinary combustible materials like fabric, paper, plastic, etc.
where cooling effects of water is important.
• It is also used for damping down deep seated fires after using the Halon extinguisher
• Discharge Range of approximately 20 feet
• Duration of 30 – 40 seconds

Pre-flight Check
1. Check that the safety wire and seal on the handle are not broken.
2. Ensure that the nozzle opening is not blocked with foreign objects.

Operation
1. Rotate handle fully clockwise to pressurize the extinguisher.
2. Hold extinguisher upright and aim nozzle at the base of the fire.
3. Press trigger to discharge

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Caution:
Anti-freeze compound has been added to water which makes it unfit for drinking
.
Warning:
DO NOT use on electrical fires. Avoid using on grease and oil fires.

6.14.3 PROTECTIVE BREATHING EQUIPMENT (PBE)

For protection against inhalation of toxic gases, smoke, dangerous goods

spillage and loss of vision when fighting fire on board. The PBE is single
use only.

Pre-flight Check:
In place with seal intact

Duration: 15 minutes

Operation:

1. Remove PBE from storage case.

2. Tear off Red strip and remove PBE from plastic protective wrapper.
3. Pull actuation ring in the direction indicated.
4. Hold device by grasping neck seal with thumbs, with O2 generator away from user.
5. Bend forward. Insert chin into the hole and pull hood across face. Check neck seal
for secure fit.
6. Breathe normally. Remove hood when airflow sound stops to avoid suffocation.

Note:
 Make sure that hair is completely tucked. It is important not to allow anything in
between the neck and the seal as the heat may burn the skin.
 Eyeglasses maybe worn inside PBE.

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6.14.4 LAVATORY SMOKE DETECTOR

a. Smoke detector sounds an alarm to indicate the presence of smoke in the lavatory.
b. It is located on the ceiling of every lavatory.
c. When smoke is detected, a high-pitched horn will sound. Press the reset switch with a
sharp object for approximately 2-3 seconds.
d. The lavatory smoke red light on all crew indication panel next to the L1 door will blink
simultaneously
e. Make sure that the smoke detector is not tampered during the flight, if there is, it should
be removed immediately.

6.14.5 HEAT ACTIVATED HALON FIRE EXTINGUISHER

• Units are mounted in each lavatory trash receptacles and automatically extinguish
fire in trash receptacles.
• Place near the Lavatory trash receptacle area.
• Heat-sensitive extinguisher emits automatic Halon extinguisher when temperature
reaches approximately 80 degree Celsius

6.14.6 ASBESTOS HEAT RESISTANT GLOVES

Asbestos gloves are for preventing burns while cabin crew fights the fire or handles
hot materials.

6.14.7 CIRCUIT BREAKERS

a. This device is to prevent a fire caused by overheating of electrical circuit. It is found

on the panel in the galley where the light switch is located.
b. Pull the black button on the panel to cut off power.
c. To provide power again pull the black button to the off position then press the button
three (3) minutes later.
d. The pilot must be notified when reactivating the circuit breaker.

6.14.8. CRASH AXE

Crash axe is used to gain access to the source of fire in the cabin by removing
obstacles and for survival in an emergency evacuation.

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6.15 EMERGENCY EQUIPMENT SYMBOLS

EQUIPMENT SYMBOL

Portable Oxygen Bottle

Megaphone

Fire Extinguisher

Protective Breathing Equipment

DEMO Set

Flashlight

First Aid Kit

Crash Axe

Emergency Medical Kit

Universal Precaution Kit

Lifevest

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Extension Seatbelt

Smoke Google

Manual Release Tool

Escape Rope

Fixed Oxygen Mask

Emergency Locator Transmitter

Infant’s Lifevest

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6.16 ONBOARD FIRE

A fire on board an aircraft is considered one of the most serious problems. The aircraft is
highly pressurized and thus, its presence could bring a rapid reaction to the aircraft and
its occupants. Constant cabin surveillance and alertness for fire hazards are the best
method of prevention.

6.16.1 GENERAL PROCEDURE FOR FIRE FIGHTING

1. Investigate the source of fire.

2. Inform the Flight Crew of the following:
a. Type and Nature of Fire
b. Location of Fire
c. Severity
d. Actions being taken
3. Get the extinguisher.
4. Ask for Backup
5. Fight the fire
6. Report to the Captain for further instructions.

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6.17 INTRODUCTION TO DANGEROUS GOODS

These are articles or substances which are capable of posing risk to health, safety, property
or the environment and which are shown in the list of dangerous goods in the Technical
Instructions or which are classified according to those instructions.

Crew members must be familiar with the dangerous goods regulatory environment,
materials prohibited in the aircraft, exceptions for passengers and crewmembers, general
label identification, pilot’s notification an emergency procedures.

The cabin crew’s responsibility is to recognize and confiscate restricted articles carried on
board the aircraft. Articles found in-flight must be placed in a safe place and the flight crew
must be kept informed at all times of any real and potential hazards. Cabin crew must also
ensure that passengers are kept calm during incidents involving Dangerous Goods.

Dangerous Goods can be transported safely by air transport provided there is approval of the
Authority for the operator to do so and that certain principles are strictly followed.

The ICAO is the regulating body for the aviation transportation of dangerous goods..

6.17.1 PROHIBITIONS

Some dangerous goods have been identified as being dangerous to carry on any aircraft
under any circumstances, others are forbidden under normal circumstances but may be
carried with specific approvals from the States concerned; some are restricted to be carried
on all cargo aircraft, most however, can be safely carried on passenger aircraft as well,
provided certain requirements are met.

6.17.2 MARKING AND LABELING

The packages are marked with required markings and bear the required labels to ensure that
the hazards can be recognized without relying on accompanying documentation in an
emergency.

HANDLING LABELS

CARGO ONLY AIRCRAFT PACKAGE MAGNETIZED

ORIENTATION MATERIAL

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6.17.3 DANGEROUS GOODS CLASSIFICATION

Dangerous Goods are classified according to criteria determined by the UN Subcommittee
of Experts on the transport of dangerous goods. The classification determines the
acceptability of an article and substance for air transport as well as the condition for their
transport. It is the responsibility of the shipper to determine if articles and substances are
dangerous goods or not.

Dangerous Goods are divided in nine (9) Classes reflecting the type of risk involved. Some
classes of dangerous goods are further subdivided into Divisions.

Class 1 – EXPLOSIVES

1.1 – Mass Explosion Hazard.

1.2 – Projection hazard, no mass explosion hazard.
1.3 – Fire hazard with either a minor blast hazard, minor projection hazard or both, no mass
explosion hazard.
1.4 – Small hazard, explosion effects confined to package.
1.5 – Mass explosion hazard, very insensitive.
1.6 – Extremely insensitive article, no mass explosion hazard.

Class 2 – GASES

2.1 – Flammable gases.

2.2 – Non-Flammable, non-toxic gases.
2.3 – Toxic gases.

Class 3 – FLAMMABLE LIQUIDS

Closed-up flash point of not greater than 60.5’ C.

Class 4 – FLAMMABLE SOLID

4.1 – Flammable solids, Substances.

4.2 – Spontaneous liable to combustion.
4.3

– Substances which on contact with water emit flammable gases.

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Class 5 – OXIDIZING SUBSTANCES AND

ORGANIC PEROXIDES

5.1 – Substances not necessarily combustible, but may

generally, by yielding oxygen, cause or contribute to combustion of other material.
5.2 – Thermally unstable substances which may undergo exothermic, self-accelerating
decomposition. May also have one or more of the following properties; liable to
explosive decomposition; burn rapidly; sensitive to impact or friction; react
dangerously with other substances; may cause damage to the eyes.

Class 6 – TOXIC AND INFECTIOUS SUBSTANCE

6.1 – Toxic through inhalation, absorption or

ingestion.
6.2 – Substances containing viable micro-organism,
Infectious or reasonably believed to be infectious to humans or animals.

Class 7 – RADIOACTIVE MATERIALS

Any material with a specific activity greater than

70 kEq/kg.

Class 8 – CORROSIVES

Substances which by chemical action

degrade or disintegrate other materials upon contact.

Class 9 – MISCELLANEOUS
DANGEROUS GOODS

Substances or products presenting dangers sufficient

to warrant regulation in transport but which cannot be ascribed to any other class.

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6.17.4 PROVISIONS FOR PASSENGERS AND CREW

Dangerous goods must not be carried by passengers and crew, either as baggage or on their
person except for those listed in DGR 2.3 and shown in the table below. Many of them, in
controlled quantities, require the approval of the operator. The following is an abbreviated
list of items that may be allowed in the cabin by passengers and crew:

1. Alcoholic beverages;
2. Non-radioactive medicinal or toiletry articles (including aerosols);
3. Hair curlers containing Hydrocarbon gas;
4. Dry Ice;
5. Safety matches or a cigarette lighter, on one’s person only;
6. Small carbon dioxide and gaseous oxygen in cylinders;
7. A digital thermometer.

6.17.5 CABIN CREW EMERGENCY RESPONSE

1. Recognize the problem.

a. Sign – recognize items such as acid, lavatory spray, etc.
b. Symptoms – floor is very hot, noxious vapors are in the air, unusual smelling smoke
2. Maintain calm and efficient attitude – be careful not to alarm passengers.
3. Obtain information and provide full description of the item to the Captain.
4. Await instructions from the flight crew.
5. If on ground, confiscate hazardous article and remove it from the aircraft prior to closing
the door.
6. In-flight, place and secure article in a safe container (box, plastic, bag, etc.) or appropriate
containers from the response kit, and store it away from passengers, crewmember and the
galley. Do not touch, move or allow anyone near any articles that may be leaking from
their container unless otherwise directed by the captain. Use emergency response kit
when handling.
7. If possible, relocate passengers away from the hazard-causing agent.
8. In case of fire, extinguish it using the appropriate fire extinguisher.
9. Cabin crew must ensure that the ‘No Smoking’ ban is reinforced due to the presence of
fumes or vapor in the cabin.
10. After landing, ground personnel should be notified of the presence of the dangerous
goods and its location in the aircraft. Appropriate entry should be made in the
maintenance log so that proper action can be taken, and for items in the response kit that
has been used can be replaced or replenished.

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