7 Flashcards
(150 cards)
1
Q
flyadeal ensures that all personnel assigned or directly involved in ground and flight operations have received proper instructions, have demonstrated their abilities in their particular duties and are aware of their responsibilities in relationship to their duties to the operation as a whole.
A
flyadeal has established procedures and instructions containing duties for ground services and Flight Deck members for all types of operation on the ground and inflight.
The purpose of this chapter is to assist flyadeal is identifying emergency standard operating procedures likely to be required in order to conduct the safe operation of the aircraft.
2
Q
It results when an aircraft flies through air, which has been disturbed, usually by adverse weather or certain types of cloud formation, or flies into the wake of another aircraft.
A
Turbulence
3
Q
It can occur from the take-off stage through to the approach and landing, and can vary from a slight buffeting to violent changes of attitude and airspeed.
A
Turbulence
4
Q
Turbulence or rough air can be subdivided into __.
A
visible and invisible causes
5
Q
__, especially thunderstorms, create turbulence of varying severity.
A
Clouds
6
Q
They are filled with parcels of air moving up and down at great speeds and often contain ice crystals as well as rain drops.
A
Thunder clouds, or cumulonimbus clouds
7
Q
These particles can be seen by the aircrafts radar enabling the Flight Deck to avoid the storms and hence the turbulence.
A
Other causes include thermals, as heat from the sun makes warm air masses rise and cold ones sink.
8
Q
Turbulence Types
A
- Thunderstorm Turbulence
- Clear Air Turbulence
- Mountain Wave Turbulence
- Wind Turbulence
9
Q
Turbulence associated within and in the vicinity of thunderstorms or cumulonimbus clouds. A cumulonimbus cloud with hanging protuberances is usually indicative of severe turbulence.
A
Thunderstorm Turbulence
10
Q
By definition invisible; High level turbulence (above 15,000) often associated with fast moving bands of air or “Jet Streams” which occur as part of the global weather environment and with the “Fronts you see on television weather programs. These fast high altitude air currents shift disturbing the air nearby. Clear Air Turbulence can be forecasted but rarely detected before an aircraft encounters it. It is therefore vital to prepare the cabin and secure the passengers and Cabin Crew in order to minimize the effects of turbulence inside the passenger cabin.
A
Clear Air Turbulence
11
Q
Turbulence as a result of air being blown over a mountain range or a sharp buff causing a series of updrafts and downdrafts,
A
Mountain Wave Turbulence
12
Q
It is experienced when an aircraft passes through the jet stream of an aircraft flying in front. ATC will regulate the separation distances between aircraft, but on rare occasions wake turbulence may occur and will result in the aircraft rolling quickly.
A
Wave Turbulence
13
Q
Turbulence classification
A
Based on intensities
Light
Moderate
Severe
14
Q
Light Aircraft Reaction
A
Turbulence that momentarily causes slight, erratic changes in altitude and /or attitude
15
Q
Light Reaction Inside Aircraft
A
Occupants may feel a slight strain against seat belts or shoulder harness. Unsecured objects may be displaced slightly. Food Service may be conducted and little or no difficulty is encountered in walking
16
Q
Moderate Aircraft reaction
A
Similar to light turbulence but of greater intensity. Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed
17
Q
Moderate reaction inside aircraft
A
Occupants feel a definite strain against seatbelts or shoulder harness. Unsecured objects are dislodged. Food Service and walking are difficult.
18
Q
Severe Aircraft reaction
A
Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variation in indicated air speed. Aircraft may be momentarily out of control
19
Q
Severe reaction inside aircraft
A
Occupants are forced violently against seatbelts or shoulder harness. Unsecured objects are tossed about. Food Service and walking is impossible
20
Q
It is imperative that passengers and Crew Members be seated and have their seat belts fastened when instructed by the __ through the “Fasten Seat Belt” sign or PA.
A
Flight Deck Crew
21
Q
During turbulence, in the absence of any instructions from the Flight Deck,
A
the SCCM shall be entitled to discontinue non-safety related duties and advise the Flight Deck of the level of turbulence being experienced and the need for the fasten seat belt signs to be switched on.
This should be followed by the Cabin Crew securing the passenger cabin and other applicable areas.
22
Q
Turbulence - SOP
A
- Cabin Crew should complete a seat belt compliance check to ensure passengers are fastened and the cabin is secure. During turbulence, it is important to secure the cabin and galley when conditions permit.
- However, the most appropriate first response by Cabin Crew might be self-preservation. Cabin Crew can increase risk and compromise their personal safety by attempting to adhere to routine procedures normally performed on all flights such as the seat belt compliance checks, rather than responding in accordance with the level and intensity of turbulence.
- Another example that poses risk is on a short flight Cabin Crew often feel the pressure to complete a service and therefore are less cautious with their own personal safety than on a longer flight with no time constraints. Cabin Crew should always secure themselves, sit down and fasten their seat belt immediately when turbulence levels are a risk to personal safety.
23
Q
Upon entering an area where turbulence is expected, the Flight Deck Crew will switch on the seat belt sign. When this occurs:
A
The SCCM makes a PA to the passengers (Turbulence Announcement) and contacts the Flight Deck concerning expected duration and intensity of the turbulence and the service to be carried out in the cabin (if Possible),
Cabin Crew check that all passengers have their seat belts fastened,
SCCM to then confirm with the PIC the cabin is checked, and
As long as the seat belt signs are illuminated the Cabin Crew should make frequent checks that passengers seat belts remain fastened and that the baggage is well stowed. When a passenger is seen to unfasten their seat belt or attempts to leave their seat, the passenger should be asked to remain seated and strapped in. If a passenger insists on using the lavatory, we should try to convince the passenger to return to his seat and fasen his seatbelt, however if he insists he should be warned by Cabin Crew to take particular care. The Cabin Crew should keep the Flight Deck informed.
24
Q
In case of Moderate Turbulence, The Cabin Crew should:
A
- Make sure that all passengers are seated with seat belts secure, and
- If possible check lavatories and assist passengers.
Stow/secure any carts and service equipment:
1. If required, sit in the nearest seat and strap in.
25
In case of Lower Intensity Turbulence
It is not necessary to stow the carts. The drink and meal service maybe continued at PIC’s discretion. In order to minimize the possibility of injury, it is recommended that during light turbulence the service of hot beverages should be stopped. If requested, caution must be exercised when offering hot beverages to customers.
26
In case of Sudden Higher Intensity of Turbulence
1. The Flight Deck Crew would make a PA, and
2. “Cabin Crew Take Your seats”
The Cabin Crew must:
1. Stop serving immediately,
2. Secure the carts as quickly as possible,
3. Place hot liquids, water jugs/pots in the carts. If not possible place them on the floor
4. Sit in the nearest seat and strap in, and
5. The SCCM will inform the Cabin Crew when the service can be continued.
27
The primary means of communication is the __.
interphone system
28
In the rear section of the aircraft, the turbulence experienced is often more intense.
The AFT Crew must inform the SCCM who will in turn inform the PIC.
29
Crew Actions – Carts & Galleys (Light)
Ensure carts and galley equipment not in use is properly secured.
30
Crew Actions – Carts & Galleys (Moderate)
• Ensure carts and galley equipment is properly secured,
• For short duration: set
brakes on carts and secure items from top of carts,
• For extended duration: carts must be stowed in galley. If not possible to maneuver back to the galley, set the brakes on all carts at present location. Wedge between seats,
• If practical, place hot liquids, water jugs/pots in the carts, and
• Take the nearest available seat, fit full harness or fasten seat belt if intensity increases.
31
Crew Actions - Carts & Galleys (Severe)
• Set the brakes on all carts at present location. Wedge between seats,
• Place hot liquids, water jugs/pots in the carts. If not possible place them on the floor, and
• Take the nearest available seat, fit full harness or fasten seat belt (if passenger seat).
Note: Hold on to cart if possible, ask adjacent passenger to
assist in holding cart down
32
Crew Action Seatbelt Compliance (Light)
Cabin Crew visually checks that
passengers are seated with seatbelt fastened and cabin baggage stowed,
• Infants must be secured on
guardian’s lap or in a CRD,
• Cabin Crew confirm “cabin secured” to SCCM,
• SCCM reports to flight deck, and
• Recheck for longer period of turbulence.
33
Crew Action Seatbelt Compliance (Moderate)
* If possible, maneuver carts back to galley, at the same time check that passengers are seated with seatbelt fastened and cabin baggage stowed or placed under the seat,
* Infants must be secured on guardian’s lap or CRD,
* Cabin Crew confirm “cabin secured” to SCCM,
* Cabin Crew take their seats and fit full harness, and
* SCCM reports to flight deck.
34
Crew Action Seatbelt Compliance (Severe)
* Cabin Crew will not attempt to ensure passenger compliance. It is imperative that Cabin Crew sit down immediately, and
* Cabin Crew take the nearest available seat, fit full harness or fasten seat belt (if on a passenger seat).
35
Procedures for Turbulence Management Preflight Briefings
It is important to always include any weather information of concern in the pre-flight briefing. Every pre-flight
briefing should include possible turbulence encounters on each sector of the flight. The Flight Deck should brief the Cabin Crew on expected intensity/level of turbulence, the methodology for communicating to the Cabin Crew the onset or worsening of turbulence (via cabin interphone or PA), phraseology for the Cabin Crew to communicate the severity of turbulence, the estimated time until reaching the zone of turbulence and the duration. Lastly and equally important, how the “all clear” will be communicated to advise the Cabin Crew of when they may commence/resume their duties.
The SCCM should inform all Cabin Crew Members of any turbulence information received from the Flight Deck. In case of anticipated turbulence, Cabin Crew should adapt the service accordingly. Depending on the level and the expected time of turbulence the Cabin Crew may conduct the service earlier or later than planned.
36
Procedures for Turbulence Management
| Two-Way Communication
Communication and coordination among Cabin Crew is critical. Communication between Cabin and Flight Deck should not be limited to pre-flight briefings. The fight Crew should promptly and clearly communicate turbulence advisories to the Cabin Crew and passengers. The Flight Deck should inform the SCCM of upcoming expected turbulence (light, moderate, severe). The SCCM should inform the Flight Deck of the duties the Cabin Crew are performing and any activities taking place in the cabin and as required mitigation measures and/or service level adjustments due to turbulence. The level of turbulence expected may be more intense especially in the aft section of the aircraft. When turbulence is encountered, Cabin Crew must communicate conditions in the cabin to the Flight Deck and to all other Cabin Crew. If required the Cabin Crew should request that the seat belt sign be turned on.
37
Procedures for Turbulence Management
| Read back Instructions
When the Flight Deck communicates a message, the Cabin Crew must read-back the instructions to prevent an error that could compromise safety. This method is a means of double-checking information, ensuring it is accurately understood and avoids miscommunication and confusion. For example: if the PIC warns the Crew that turbulence will be encountered in 15 minutes, the Cabin Crew may understand 50 minutes, leaving them less time than they think to secure the cabin. When the Cabin Crew read-back, the instructions and state 50 minutes the PIC will hear the error and reconfirm: No, 15 minutes, 1-5.
38
Procedures for Turbulence Management
| Seatbelt sign
At all times during turbulence and especially during moderate levels and above, the most appropriate response for Cabin Crew is self-preservation. The Cabin Crew should be informed of routine turbulence and if the Cabin Crew experience uncomfortable turbulence without notification from the Flight Deck and, they should secure themselves in their seats and inform the Flight Deck.
Cabin Crew should feel free to request that the fasten seatbelt sign be switched on whenever they judge it necessary. Often what the Cabin Crew experience at the rear of the aircraft can be very different from what the Crew is experiencing at the front of the aircraft. Passengers should be informed of routine turbulence via the PA. Again, do not rely on the seatbelt sign alone!
The seatbelt sign should not be left on during the entire flight if the air is smooth. This diminishes its effectiveness as a warning function. Passengers also tend to respond more to seatbelt compliance announcements made by the Flight Deck .
39
Post Turbulence Management
| The following are recommended post turbulence duties:
1. Flight Deck will advise Cabin Crew when it is safe to resume duties,
2. Cabin Crew check for passenger and Crew injuries and administer first aid if necessary,
3. Report to SCCM any passenger injuries and/or cabin damage,
4. Calm and reassure passengers.
The SCCM will report any passenger injuries and/or cabin damage to the Flight Deck .
It’s recommended that after a turbulence related incident Crew should not start attending to the injured without confirming with the flight deck if it is safe to do so.
40
Turbulence Drill
SIT
In the nearest available Crew/passenger seat and strap in
SCCM
Make a PA for passengers and Crew to be seated. Contact the PIC when appropriate.
IF IN THE AISLE WITH A SERVICE CART/EQUIPMENT :
```
WEDGE
It across and secure only if safe to do so.
SECURE
Pots inside carts OR under seats.
SIT
In the nearest available seat and strap in.
RESUME
Duties only on PIC’S advice.
```
41
CABIN CREW SHOULD NOT RISK PERSONAL INJURY BY CONTINUING SERVICE DURING TURBULENT CONDITIONS.
THE PERSONAL SAFETY OF THE CABIN CREW IS THE PRIORITY
42
During flight can be most frightening, as well as the most potentially dangerous hazard
Fire
43
If a fire should break out in the aircraft, every effort must be made to localize and extinguish it promptly. Fire is an emergency most likely to produce panic and therefore a Cabin Crew must maintain a positive and calm attitude. Any passenger showing signs of panic must be dealt with firmly.
Although prompt action is called for, it must be the correct action. Speed is vital when dealing with a fire. However it is worth taking a second to assess the situation and decide the correct action necessary to control the particular fire, so think and act.
44
A__is a hazardous situation because of heat, flames and a potential for incapacitation and death through the inhalation of toxic smoke fumes such as carbon monoxide and cyanide, which can be generated by combustion.
n in-flight fire
45
It is essential that the __ is informed as soon as possible of any fire or smoke. Cabin Crew should expect to handle an in-flight fire without assistance from the Flight Deck, as they will have other duties to perform should a diversion and/or emergency landing become necessary.
With a view to ensure that all cabins/lavatories and galleys are monitored, Cabin Crew must be positioned throughout the passenger cabins during the various phases of flight.
PIC
46
Elements of Fire and Theory of Fire Fighting
| A fire breeds on three elements:
1. Heat,
2. Oxygen, and
3. Fuel.
47
Removal of any one element of the fire triangle will result in the fire being extinguished:
1. Removing fuel will STARVE the fire,
2. Removing oxygen will SMOTHER the fire, and
3. Removing heat will COOL the fire.
48
It) removes the oxygen element of the fire triangle.
BCF (HALON 1211
49
lassification of Fire
| Fires are classified as:
Class A
Class B
Class C
Class D
50
Material Fires i.e. fabric/paper/curtains,
Class A
51
Flammable liquids & gases i.e. oil/grease,
Class B
52
Electrical Fire i.e. oven fire/Overhead locker, and chiller fire
Class C
53
Metals i.e. Metals used in aircraft construction such as titanium and magnesium.
Class D
54
COMMON COMBUSTIBLES
Class A: Wood, Paper, Cloth, Rubber, Plastic etc.
55
FLAMMABLE LIQUIDS AND GASES
Class B: Oil, Grease, Aircraft Fuel, Hydrulic fluid, Tar, Oil based paints, Lacquers, and Flammable Gases etc.
56
LIVE ELECTRICAL EQUIPMENT
Class C: Coffeemakers, Computers, Ovens, Boilers, Chillers etc.
57
COMBUSTIBLE METALS
Class D: Magnesium, Zirconium, Titanium, Sodium etc.
58
IF A FIRE IS PRESENT IN THE FLIGHT DECK OR GALLEY __
DO NOT USE WATER.
59
WHENEVER POSSIBLE, ELECTRICAL EQUIPMENT SHOULD BE __BEFORE FIGHTING A CLASS C FIRE.
TURNED OFF
60
IT IS NOT RECOMMENDED TO USE WATER ON __ AS IT ONLY SERVES TO INCREASE THE VOLUME OF THE BURNING LIQUID, THUS SPREADING RATHER THAN REDUCING THE FIRE.
CLASS B FIRES,
61
The Cabin Crew, who discovers the fire or is informed of the fire by a passenger
“Fire Fighter”
62
Fire Fighter Procedures
1. Identify the type and source of the fire
2. Ensure all electrics are switched off in the affected zone.
3. Collect appropriate equipment/summon assistance
4. Fight the fire, and
5. Keep the flight deck informed of the situation – with the assistance of the Communicator.
63
Things to Consider (Fire Fighter)
1. While calling for Back-Up and Communicator be careful to use the word “BCF” instead of “FIRE”,
2. Put on additional clothing to minimize bare skin exposed to flames,
3. Try to get as close as possible to the fire. Keep low as the purest air will be nearest the floor,
4. When fighting a fire on a vertical surface such as a galley curtain, start at the bottom and work
upwards,
5. After extinguishing a NON-electrical fire with a BCF (HALON 1211) if the area is still hot or is
smoldering, water or other non-flammable liquid can be used to dampen the area,
6. When fighting a fire behind a closed door i.e. toilet/oven or waste container, use the door as a shield by opening it sufficiently to provide access for the extinguisher nozzle. Take care when opening the
door as a back draft of flame can occur when extra oxygen is supplied, and
7. A five seconds discharge from a BCF (HALON 1211) should be sufficient for a waste bin/oven fire provided you close the door immediately afterward to limit oxygen supply. Wait one minute then
check the state of fire by re-opening the door/flap with the extinguisher ready.
64
The second Cabin Crew must alert the Flight Deck. They should identify themselves, give their location in the cabin and describe the fire and smoke, and/or location of hot spots.
Communicator
65
Having alerted the Flight Deck the Communicator must keep them informed of the situation The Flight Deck must be told:
1. Exact location (air vents, overhead locker, lower sidewall, oven, etc.),
2. Texture (dense, billowing, rolling, thick, wispy, thin, etc.),
3. Color (gray, black, white, blue, brown, etc.),
4. Odor (putrid, electrical, rubbery, oily, etc.),
5. What Cabin Crew are doing and passenger reactions, and
6. Number of Extinguishers used and the number remaining
66
The primary means of communication with the Flight Deck
interphone system.
67
Coordinator/Back-Up
| The Back-up will:
1. Bring back-up fire fighting equipment and PBE,
2. Be prepared to take over from first fire fighter,
3. Remove portable oxygen from the area,
4. Give out wet towels, advice passengers to stay at floor level. (In case of severe smoke), and
5. Move passengers as appropriate, use other Cabin Crew to help.
68
Additional Cabin Crew may have to do crowd control and move oxygen bottles and passengers away from the area.
To prevent re-ignition a Cabin Crew must monitor the fire area until the aircraft has landed.
It is recommended that Cabin Crew should be aware of the location of circuit breakers in galley service areas.
69
BASIC FIRE FIGHTING DRILL
```
FIGHT
(Fire Fighter) - the fire using the extinguisher.
SUMMON
(Back-Up) assistance.
ORDER
(Communicator) another assistant to INFORM the PIC: Where the fire is
What is burning
How much smoke there is
Actions being taken and whether successful
MOVE
passengers and PO away from the area (other Cabin Crew).
STAND BY
with another extinguisher.
When the fire is out:-
MONITOR
the area until the aircraft has landed
REASSURE
passengers
GIVE
first aid where necessary
KEEP
the PIC informed
```
70
Note: The Communicator must: Immediately notify the F/D and the other crew members by interphone. Describe exactly what he/she sees. DO NOT use the word FIRE when flames are not seen or present.
Maintain a constant communication between the PIC.
If required, the Back-Up may take over the duties of the Fire Fighter.
To call for assistance be careful with the choice of words (Name, BCF, and Location). Communicator must inform PIC the number of BCF (HALON 1211) used whilst fire fighting
71
In-Flight, Cabin Crew are NOT allowed to reset any Circuit Breaker. Should a circuit breaker come out in- flight, Cabin Crew must inform the PIC and an entry must be made in the Cabin Defect Report.
On Ground, Maintenance personnel must be consulted and a Cabin Defect Report must be filled. Inform the PIC.
72
Fire in a Lavatory
1. Pouring water through the access flap best fights a fire in a lavatory waste bin. If the type of fire cannot be determined, or if it is in the area under the sink, lavatory bowl or behind trim (paneling) then use a BCF (HALON 1211) fire extinguisher.
2. In the event that a Smoke Detector in the Lavatory has been activated, crew must immediately identify the location of the lavatory, reset the smoke alarm and carry out the related drills.
3. To assess the severity of the fire, use the back of the hand to sense the heat on the other side of the door.
If smoke is obvious and/or smoke detector has been activated, if dense smoke is seen coming out of the lavatory, keep the lavatory door closed until the firefighting equipment are gathered at the lavatory.
4. Opening the lavatory door will allow more air/oxygen to enter the lavatory and enlarge the fire.
If it is very smoky and the fire fighting equipment are not nearby, seal the door at floor level with blankets.
73
Lavatory Door Cool
1. Check
74
Lavatory Occupied (Pax may be Smoking in LAV)
1. Knock the LAV Door,
2. Assertively request passenger to vacate the Lavatory,
3. Check if the LAV contains odour of Cigarette,
4. Reiterate to the Passenger the Policy of “No Smoking” on board,
5. Check the LAV for any cigarette butt, and
6. As a precaution pour water in the waste bin.
75
Lavatory Vacant (Fire contained or at an early stage)
1. Keep low to minimize the threat of fire and smoke,
2. Open the door slowly and with caution using the door or bulkhead as protection,
3. Enter the lavatory with caution, if there are no signs of smoke; otherwise keep low below smoke levels
for optimum visibility,
4. Locate the fire source. Carefully remove panels if necessary. Aim the nozzle of the extinguisher at the fire source,
5. Discharge BCF (HALON 1211) fire extinguisher at the base of the fire or as near to it as possible using short bursts,
6. If the fire re-ignites, discharge more BCF (HALON 1211) fire extinguisher. Check all surroundings areas for fire. This may include removing the waste bin or other units, and
7. To prevent re-ignition use water to dampen where appropriate.
76
LAV FIRE FIGHTING DRILL
Feel the lavatory door with the back of your hand
Lavatory door COLD to the touch
```
CHECK
Occupied/Vacant.
TOILET OCCUPIED
Request the passenger to vacate the toilet.
CHECK
The Lavatory for the cigarette/burnt material.
CHECK
Smoke Detector not blocked.
KEEP
The PIC informed.
```
77
LAV FIRE FIGHTING DRILL
| Feel the lavatory door with the back of your hand
```
GRAB
Nearest BCF (Fire-Fighter).
SUMMON
Assistance (Back-Up).
ORDER
Another Assistant to inform the PIC. - Communicator.
OPEN
The lavatory door slightly to fit the nozzle of BCF.
DISCHARGE
The BCF completely into the lavatory using the door as a shield.
CLOSE
The lavatory door.
WAIT
For approx. 1 minute; wear the PBE and obtain another BCF.
ENTER
Lavatory and locate the fire source (check surrounding before entering the lavatory).
MONITOR
the area until the aircraft has landed
KEEP
The PIC informed.
```
78
It is advised to use the back of your hand as it is more sensitive to heat and to prevent your palm from injury so as to help you fight the fire effectively.
Back Up may take over the duties of the Fire Fighter if required. Never enter an enclosed smoke filled area without wearing a PBE.
79
Overhead Locker Fire
Treat these as electrical fires - the PSU beneath contains electrical wiring and the stowage itself may contain live electrical components:
1. Move passengers away from the affected area,
2. Assess the severity of the fire by feeling the bin with the back of the hand,
3. Obtain the BCF (HALON 1211) extinguisher,
4. Open the Overhead Locker with from the cooler end with caution,
5. Discharge the BCF (HALON 1211) and ensure the contents do not spread the fire, and
6. Close the Overhead locker and monitor. Repeat if necessary
80
Overhead Locker Fire Drill
```
MOVE
Passengers and emergency equipment away
CHECK
Extent of Heat.
SUMMON
assistance (Back-Up).
ORDER
another Assistant to inform the PIC
OPEN
Overhead Locker slightly.
DISCHARGE
BCF for approx. 5 seconds into the affected stowage
CLOSE
the Overhead Locker
STAND BY
with another extinguisher.
WAIT
for approx. 1 min, open and check for the source and Adjacent areas for signs of heat/fire or smoke
When the fire is out
MONITOR
the area until the aircraft has landed.
REASSURE
the passengers and give First Aid where necessary
KEEP
the PIC informed.
```
81
Electric Fire Procedure
1. Switch off affected electrical equipment (if Possible) and pull out the circuit breakers,
2. Use BCF (HALON 1211) fire extinguisher.
82
Oven Fire
1. Switch off galley power/Pull out the circuit breaker,
2. Keep oven door closed,
3. Obtain the BCF (HALON 1211) extinguisher,
4. Place BCF (HALON 1211) fire extinguisher in the upright position,
5. Create a small opening and discharge BCF for approximately 5 seconds into the oven,
6. Close the oven door immediately afterwards,
7. Check and repeat the discharge if necessary,
8. Keep the PIC informed, and
9. Clean the oven (Do not use the affected oven).
83
Oven Fire Drill
```
POWER
Turn the Power Off. (Pull Circuit Breaker)
GRAB
The nearest extinguisher.
SUMMON
Assistance (Back-Up).
ORDER
Another Assistant to inform the PIC (Communicator).
OPEN
Oven door slightly.
DISCHARGE
Extinguisher into oven.
CLOSE
Oven door.
STAND BY
With another extinguisher.
WAIT
For approx. 1 min, open and check for the source
```
```
When the fire is out
CLEAN
The oven, remove the oven cage.
MONITOR
The area until the aircraft has landed
KEEP
The PIC informed
```
84
Fire in a Cart
1. Assess the severity of the fire by feeling the door with the back of the hand,
2. Obtain the BCF (HALON 1211) extinguisher,
3. Open the door with caution,
4. Discharge the BCF (HALON 1211) and ensure the contents do not spread the fire, and
5. Close the door and monitor. Repeat if necessary.
85
The two types of batteries commonly used to power consumer PEDs brought on aircraft are
lithium batteries (disposable) and lithium-ion batteries (rechargeable).
86
Both these types are capable of ignition and subsequent explosion due to overheating. Overheating results in thermal runaway, which can cause the release of either molten burning lithium or a flammable electrolyte.
Once one cell in a battery pack goes into thermal runaway, it produces enough heat to cause adjacent cells to go into thermal runaway. The resulting fire can flare repeatedly as each cell ruptures and releases its contents.
87
The following procedures are recommended for fighting a fire of a lithium-type-battery powered PED:
1. Utilize the BCF (HALON 1211) extinguisher to extinguish the fire and prevent its spread to additional flammable materials, and
2. After extinguishing the fire, douse/immerse the device with water or other non- flammable liquids to cool the device and prevent additional battery cells from reaching thermal runaway.
88
Do not attempt to pick up and move a smoking or burning device as it may result in bodily injury.
Do not cover the device or use ice to cool the device. Ice or other materials insulate the device, increasing the likelihood that additional battery cells will reach thermal runaway.
89
Gash Bag Fire
| If only smoke is present without visible flames
1. Use any non-flammable liquid to dampen contents, and
| 2. Check contents for further smoldering.
90
Gash Bag Fire
| If flames are visible
1. Discharge BCF (HALON 1211) fire extinguisher at the top of the bag. Ensure that the force does not spread the contents outside the bag,
2. Immediately seal the top of the bag to contain the BCF (HALON 1211) fire extinguisher,
3. Discharge more BCF (HALON 1211) fire extinguisher, if necessary,
4. When the fire is extinguished, dampen contents using water or a non-flammable liquid, and
5. Check the contents for further smoldering.
91
Seat Fire
1. Move passengers away from the area, and
| 2. Obtain a BCF (Halon 1211) and discharge.
92
Seat fires should be generally classified as __unless the seats are equipped with any electrical equipment, then it should be classified as __
When the fire is out, monitor the area until the aircraft has landed.
Class A fires
| Class C
93
Fire/Smoke behind a Wall Panel
1. Switch off the power to the electrical equipment, inform the PIC)/pull out the Circuit Breaker (if accessible),
2. Feel the wall/panel with the back of your hand, if you feel intense heat,
3. Obtain the BCF (HALON 1211) extinguisher,
4. Use Fire axe to pull the panel slightly away from the wall making an opening just for the nozzle of the
extinguisher to fit,
5. Insert nozzle of the BCF (HALON 1211) fire extinguisher and discharge, and
6. If the exact location is not known, apply BCF (HALON 1211) as high as possible.
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Fire Prevention
Awareness, surveillance and a few simple actions will reduce the chances of a fire starting and getting out of control.
95
Galleys
1. Keep galleys clean and tidy,
2. Ensure oven trays are kept clean of grease and spilled food,
3. Check circuit beakers. DO NOT RESET circuit breakers that have tripped (come out),
4. Use ovens only to heat up meals and not as a stowage box,
5. Prior to heating the oven, check that nothing is present between the oven cage and the oven,
6. When heating the oven ensure the oven is always lined with an oven cage, and
7. Waste bags must be inspected frequently.
96
Lavatories
1. Waste bins are designed to contain the fire. Check waste bins and flaps are serviceable and are properly closed - not over full,
2. Remove empty perfume bottles and spray cans,
3. Check the smoke detector is not obstructed,
4. Cabin Crew must ensure that passengers do not smoke in the lavatories, and
5. Lavatories must be checked by Cabin Crew at regular intervals.
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Cabin
1. Ensure “No Smoking" is strictly complied with on board at all times.
2. Should you find a passenger smoking ensure the cigarette has been properly extinguished before
discarding it, and
3. To maintain a constant “fire watch" all areas of the cabin must be regularly patrolled every 30
minutes.
98
Smoke in the Cabin/Lavatory
The first indication that something is wrong is often the smell or the sight of smoke, or a warning from the smoke detector.
Smoke is generally a mixture of fine solid particles, droplets of water and other liquids, and products given off by the materials involved in the fire.
99
Smoke can vary greatly in color and density. The possible cause can be distinguished by the color as follows:
1. Black Smoke: Live electrical equipment (e.g. ovens, boilers... etc.).
2. White/Grey Smoke: Air conditioning systems.
3. Red/Pink Smoke: Aircraft fluids (e.g. hydraulics, greases, fuel, gases, oils ... etc.).
100
This information will help the PIC to check all instrumentation to locate the fault and to take appropriate action if a fault is found.
Should the smoke make breathing difficult, the PIC will vent the cabin by increasing the air conditioning flow rate.
101
Passenger Oxygen Masks should NOT be deployed when there is thick smoke in the cabin as it may increase severity of the fire, unless the cabin altitude is above ___
14,000 feet.
102
Cabin Crew Actions – In Case of Smoke
| In case of smoke in the cabin, Cabin Crew shall consider the following steps:
1. Check the source of smoke,
2. Inform the Flight Deck immediately of the source, colour, quantity, density, level of visibility and effect
on passengers,
3. Move the passengers away from the affected area to allow the search of cause,
4. Smoke is a by-product of fire and if there is no visual signs of flames, check the area and feel if heat
is present,
5. If heat is present, remove all combustible materials i.e. portable oxygen, passenger baggage, carpet,
seat covers and cushions from the area to stop the spread of fire, and
6. If the smoke is dense or toxic, advice passengers to remain low and cover their nose and mouth with
any possible material (e.g. headrest cover, piece of cloth etc.).
103
In case of Cabin smoke, Cabin Crew must wear PBE at all times. Avoid opening the Flight Deck Door in case of dense smoke in the cabin.
All aircraft are equipped with an emergency exit path lighting (floor proximity emergency escape path lighting) system to guide passengers to the exit in the event of a smoke filled cabin.
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Cabin Smoke Drill
```
INFORM
PIC
source, quantity and colour of smoke how it is affecting the passengers
CARRY OUT
The PIC’s orders
REASSURE
passengers.
GIVE
first aid where necessary.
KEEP
the PIC informed
```
105
It is the condition in an aircraft cabin, when the air is maintained at a pressure higher than that of the surrounding atmosphere. This is to compensate for the lower pressure at high altitude, and permit the normal respiratory and circulatory functions of crew and passengers at heights abnormal to the body.
Pressurization is controlled automatically from the flight deck.
Pressurization
106
An aircraft flying at __is usually pressurized to maintain a cabin altitude of approximately __
35,000 feet
| 8,000 feet.
107
The most serious problem in flying with pressurized aircraft is the possible loss of cabin pressure, through accident, sabotage or mechanical failure.
The time required for the internal and external pressure to equalize depends on the size of the opening, the volume of the pressurized compartment, the pressure differential and the altitude at which the decompression has taken place.
108
It occurs when there is a loss of cabin pressure due to a malfunction of the pressurization system or a rupture in the aircraft fuselage. When this happens, an emergency oxygen system is provided in the cabin.
Decompression
109
Types of Decompression
Slow Decompression
| Rapid Decompression
110
It may occur due to a malfunction in the pressurization system.
Slow Decompression
111
This may be due to a small air leak in the aircraft fuselage. A defective door pressure seal or window seal may cause the air leak. This situation will result in a gradual increase in the cabin altitude and a slow decrease in cabin temperature.
Usually there will be no other obvious cabin changes, however, if a leak in the fuselage is discovered, it is recommended to monitor the situation as it may develop into a serious decompression.
112
Slow Decompression - Cabin Effects
1. There will usually be no obvious cabin changes until the masks drop or the altitude warnings in the flight deck activate, and
2. If a leak or crack on the fuselage is discovered, crew may observe that there will be an audible hissing and/or whistling sound.
113
Slow Decompression - Physiological Effects
| Crew and passengers may experience the following symptoms:
1. Dizziness, headache or giddiness,
2. Fatigue,
3. Clumsiness,
4. Poor co-ordination, and
5. Impaired judgement and vision.
114
Slow Decompression - Crew Actions
1. Check – If any of the physiological symptoms occurs, check with fellow Cabin Crew if they are experiencing the same symptoms,
2. Notify SCCM and PIC,
3. Reseat – If the affected area is discovered, crew maybe required to re-seat passengers away from the unsafe area based on seat availability,
4. PA – Have passengers fasten their seatbelts and refrain from smoking, and
5. Secure all loose items in cabin and galley areas.
115
It is a sudden loss of cabin pressure or sudden equalization of air pressure caused by an explosion, a big rupture in the fuselage or a serious malfunction of the pressurization system that may result in the aircraft descending rapidly.
A rapid decompression
116
Rapid Decompression - Cabin Effects
1. Loud bang or rumble as the cabin pressure is lost,
2. A strong and sudden rush of air leaving the cabin,
3. Immediate dense fog or mist develops,
4. Rapid drop in cabin temperature,
5. Flying dust debris and loose objects,
6. Oxygen masks drop from the PSU,
7. Prohibition of PED and Fasten Seatbelt signs illuminate,
8. Automated PA, and
9. Cabin Lighting illuminates – BRIGHT.
117
Rapid Decompression - Physiological Effects
1. Hypoxia,
2. Feeling of chest expansion or discomfort and difficulty in breathing and speaking,
3. Impaired judgement and vision,
4. Lip flutter due to loss of air from lungs,
5. Distress (pain) in ears, sinuses and abdomen
6. Bodily gas formation and expulsion,
7. Headache, dizziness and poor co-ordination, and
8. Dysbarism (decompression sickness) such as chokes, bends and paresthesia.
118
Decompression Procedure
In the event Oxygen mask are deployed during a decompression, crew must immediately don the nearest oxygen mask and sit on the nearest available seat and secure themselves.
If a vacant seat is not available, sit on an armrest and/or stabilize yourself wherever you are.
if in the lavatory, remain in the lavtory and don the available mask. Secure yourself by locking arms against the wall of the lavatory.
119
If the Flight Deck have not commenced the Emergency Descent
1. Crew should call the Flight Deck via the cabin interphone (Emergency Call) or don portable oxygen and access the Flight deck (if necessary using the emergency access code),
2. Notify Flight Deck of Oxygen mask deployment and confirm that Flight Deck have donned their mask, and
3. Return to the nearest seat and secure yourself and continue with the below procedure
120
If Flight Deck have commenced Emergency Descent
1. Yell “Mask on Fasten Seatbelts” instructions (with your oxygen mask on) for passengers to do the same.
121
The aircraft is equipped with a Pre-recorded Announcement Message (PRAM) which will be heard at the onset of decompression.
Be aware some passengers may have difficulty donning masks.
Instruct passengers with eyeglasses to remove them.
Instruct an adult who already has a mask on to assist others seated next to them.
Instruct parents traveling with a child/infant to don their mask first and then assist the child/ infant
Additional oxygen mask is provided at each seat row and lavatories.
122
On reaching a safe altitude, the PIC will make the following announcement to indicate to Cabin Crew that it is safe to commence their post decompression duties.
“We have reached a safe altitude Cabin Crew and Passengers may remove your oxygen Masks”.
123
Cabin Crew Actions – Post Decompression
| After aircraft has leveled off as advised by the PIC, Cabin Crew may begin subsequent action:
1. Obtain nearest oxygen cylinder and MRT, don mask using Lo outlet, check on fellow Cabin Crew and give assistance,
2. Check on the Flight Deck , and be prepared to assist in the case of pilot incapacitation,
3. Check lavatories and cabin for passengers and crew who may need oxygen and assistance,
4. Administer First-aid to those who are injured or experiencing decompression sickness,
5. Reassure and comfort passengers,
6. Report progress of cabin situation to the PIC (e.g. if any passengers or crew injuries and any aircraft
structural damage), and
7. If passengers need Oxygen, the drop out Oxygen mask must be used as a matter of preference.
124
Decompression Drill
PUT ON
nearest dropout oxygen mask.
SIT
in the nearest available seat and strap in.
REMAIN
on oxygen and seated until advised by the PIC.
Once you have reached a safe altitude
CHECK
yourself, crew, passengers and reassure. lavatories and galleys.
seat belts fastened and enforce NO SMOKING.
KEEP
the PIC informed.
125
Window Crack Drill
```
INFORM
PIC.
MOVE
passengers away from the area, (If possible, the 4 adjacent rows should not be occupied, 2 fwd of and 2 aft of the cracked window).
REASSURE
the passengers.
KEEP
the PIC informed.
```
126
It results from insufficient supply of oxygen to an extent that metabolic process is impaired.
Hypoxia
127
Some of the symptoms of Hypoxia presented are If a victim of Hypoxia does not get oxygen quickly unconsciousness will follow.
headache, dizziness, difficulty in breathing, nausea, loss of coordination, blueness of skin and fingernails.
128
__without oxygen, the victim may suffer serious brain damage or death. Oxygen must be supplied immediately.
After 4-6 mins
129
It is important for the Cabin Crew to realize that even mild hypoxia, though not fatal, can have fatal results. This is because hypoxia can significantly reduce the Cabin Crew ability to perform, and consequently lead to errors that may be fatal.
The insidious nature of hypoxia causes a subtle decrease in individual performance, followed by incapacitation, the symptoms may not be identified until it is too late.
130
is defined as the time during which a person can make conscious decisions before loosing their body co-ordination e.g. properly fitting their oxygen mask, turning on oxygen regulators etc.
The Time of Useful Consciousness (TUC)
131
The following table shows the TUC in the event of rapid decompression at different altitudes. The number given in the table are relative, they depend on many factors such as the cause of the decompression, fitness level of each individual etc.
A person’s tolerance to hypoxia varies considerably from time to time and from person to person. Excessive smoking, alcohol in the system (even though consumed as much as 18 hours previously) and fatigue lowers a person’s tolerance. Also, a physically built individual will have a higher tolerance than an overweight non- athletic type.
132
25,000
Approx. 2 Minutes
| Approx. 3 Minutes
133
30,000
Approx. 45 secs
| Approx. 75 secs
134
35,000
Approx. 30 secs
| Approx. 45 secs
135
40,000
Approx. 18 secs
| Approx. 30 secs
136
42,000
Approx. 12 secs
| Approx. 18 secs
137
The TUC will be less for people with existing health conditions. The TUC is less if the person is engaged in any kind of physical exercise, such as moving around the cabin.
In the case of explosive decompression, the TUC may be halved because of the effects of the sudden outflow of oxygen from the body's tissues.
138
It is defined as a specific condition of decline or loss of a crew member’s mental or physical ability in performing normal or emergency duties. Early recognition of incapacitation is critical to a safe flight.
Pilot Incapacitation
139
Type Of Incapacitation
Subtle Incapacitation
| Obvious Incapacitation
140
A major or a total loss of function. This affliction is clearly seen in the behavior of the affected crew. Examples: heart attack, epilepsy, stroke, acute pain, fits and convulsions, etc.
This is easily recognised by crew, and there will be no doubt in the mind of the other crew members that the other pilot must take over the controls immediately.
The danger in this instance is the possibility of the affected crew member falling over the controls or interfering with them in some way or the other.
Obvious Incapacitation
141
It may transient or progress to a medical disorder involving partial loss of function. The first sign that a crew member is afflicted, would probably be their departure from the desired flight path or standard operating procedure (SOP).
Obviously, the subtle or partial loss of function is harder to detect and deal with. Other crew members may not suspect that something is amiss. The real danger is that the other pilot may not take over the controls in time to prevent an accident due to reluctance, inexperience or lack of appreciation that something is wrong.
Examples of possible causes: Psychological problems, preoccupation with personal problems, fatigue, low- blood sugar (hypoglycaemia), hypoxia, recent use of certain drugs and consumption of alcohol.
Subtle Incapacitation
142
Recognition of Incapacitation
| 1. Obvious Incapacitation:
It is readily observed.
143
Recognition of Incapacitation
| 2. Subtle Incapacitation:
Flight Deck members should have a very high suspicion of subtle
incapacitation, when any one of the following conditions exist;
A. There is a deviation from standard operating procedure (SOP) without explanations.
B. Any inappropriate response to reminder of deviation from clearances.
C. There is no response to TWO way verbal communications
D. There is no response to any verbal communication associated with a significant deviation from
standard flight profile.
E. The above can be referred to as the "COMMUNICATION RULES".
144
Procedure To Assist Early Recognition of Incapacitation
| The following would be applicable to assist early recognition:
1. Regular use of Standard Operating Procedure (SOP).
2. Routine monitoring and cross checking of flight instruments by all Flight Deck members, particularly
during critical phases of flight.
3. Crew coordination.
4. Usage Of Communication Rules.
145
Procedure After The Incapacitation Has Occurred
| Once incapacitation is identified, the other pilot has to take care of the following:
Assure a safe condition of flight:
1. Take control of the aircraft, use the auto-pilot.
2. Check position of all essential switches and controls.
3. Declare an emergency explaining the situation.
(The old fear of a pilot slumping over the controls has been overstated. The position of the glare shield makes it difficult for an unconscious body, restrained by an ordinary lap belt, to reach these controls. The vulnerable area is the centre pedestal).
146
Take care of the incapacitated Crew – Cabin Crew Actions
If a Flight Deck member becomes incapacitated, the remaining crew member must call a cabin attendant as soon as practicable. The best way to request the assistance from the Cabin Crew, is by means of the passenger address system – “SENIOR TO THE FLIGHT DECK, immediately”. The SCCM must immediately proceed to the flight deck.
1. Pull the incapacitated pilot back into their seat, cross both arms under the harness, then secure and lock the harness.
2. Pull the seat fully back, pull the pilot’s legs back and cross them. Recline the seat.
3. Give first aid if necessary. If oxygen is required, grasp the Mask Release Grips between thumb and
forefinger (These pressurise the harness). After donning the mask, release the grips.
4. Check the Oxygen Selector Switch set to 100%.
5. Push in the Oxygen Emergency Selector knob and rotate clockwise. This gives pressurised
emergency oxygen.
6. Check the flow indicator on the regulator.
7. Assist the operating pilot as directed by him.
8. To remove the incapacitated crew into the cabin (Galley), if possible and administer further First Aid.
(Remove their identity). It takes two people to remove the dead weight of the unconscious body from an aircraft seat without endangering any controls switches. A major reason for recommending that he be remove from the cockpit is to reduce the distraction their presence would have on the remaining crew.
9. Page for medical assistance.
10. SCCM to check if a type qualified company pilot is onboard to replace the incapacitated Flight Deck
Crew.
147
If the incapacitated crew is placed in the passengers seat, the surrounding passengers in the immediate vicinity should be reassured. Apprehensions from passengers would be expected. passengers in the immediate area should be reassured that things are under control.
It is desirable to move passengers away from the seat adjacent to the one occupied by the incapacitated crew. He should not be placed at exits as this can obstruct evacuation. In the event of a full load, passengers may be reshuffled.
148
Prepare Flight Deck For Landing By The Remaining Pilot
1. Request medical assistance to be provided on landing.
2. Perform approach and final checks earlier than normal.
3. Fly the aircraft from the normal position, do not change seats.
4. With only one operating pilot left, Cabin Crew may be required to help the other pilot by reading the
checklist to ensure that the essential actions are carried out by the surviving pilot. Simply read the list of checks asked by the pilot, ensuring that you get a reply for every line or item read
Cabin Crew - Flight Deck
Read LHS of checklist - Response Tally with RHS of checklist
149
L1 Survival Safety Equipment
Megaphone
| Flashlight
150
R1
EMK
FAK
EF
