Corendon CCOM - Abnormal and Emergency Procedures PDF

Page CCOM – 04-1 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 TABLE OF CONTENTS CHAPTER 4 – ABNORMAL and EMERGENCY PROCEDURES 04- ABNORMAL and EMERGENCY PROCEDURES............................................................................................................3 04.01- REJECTED TAKE OFF........................................................................................................................................3 04.02- PILOT INCAPACITATION..................................................................................................................................4 04.02.01- Incapacitation of Cabin Crew Member..................................................................................................4 04.03- FIRE, SMOKE AND FUMES...............................................................................................................................5 (04.03.01)- Fire Fighting and Smoke Procedure.....................................................................................................7 04.04- FIRE TYPES.......................................................................................................................................................9 (04.04.01)- Flight Deck Fire....................................................................................................................................9 (04.04.02)- Lavatory Fire........................................................................................................................................9 (04.04.03)- Oven Fire............................................................................................................................................10 (04.04.04)- Electrical Fire.....................................................................................................................................10 (04.04.05)- Galley Waste Bin Fire.........................................................................................................................11 (04.04.06)- Clothing on Fire..................................................................................................................................11 (04.04.07)- Seat Cushion Fire...............................................................................................................................11 (04.04.08)- Underfloor Fire..................................................................................................................................11 (04.04.09)- Overhead Compartment Fire.............................................................................................................12 (04.04.10)- PED Fire..............................................................................................................................................12 04.05- FIRE OUTSIDE AN AIRCRAFT ON GROUND....................................................................................................13 04.06- FIRE OUTSIDE AN AIRCRAFT IN FLIGHT.........................................................................................................13 04.07- OXYGEN.........................................................................................................................................................14 04.08- DECOMPRESSION..........................................................................................................................................15 (04.08.01)- Slow Decompression.........................................................................................................................15 (04.08.02)- Rapid Decompression........................................................................................................................16 (04.08.03)- Decompression Commands...............................................................................................................17 04.09- EMERGENCY DESCENT..................................................................................................................................17 04.10- UNLAWFULL INTERFERENCE.........................................................................................................................18 (04.10.01)- Bomb Threat......................................................................................................................................18 (04.10.02)- Hijack.................................................................................................................................................21 04.11- CONTROLLED DISEMBARKATION..................................................................................................................22 04.12- GROUND EMERGENCY ANNOUNCED BY PIC................................................................................................23 04.13- EVACUATION.................................................................................................................................................24 04.14- PREPARED EMERGENCY................................................................................................................................25 (04.14.01)- Able-Bodied Person - ABP..................................................................................................................27 (04.14.02)- Emergency Seating Positions for CCMs and ABPs.............................................................................29 (04.14.03)- Prepared Emergency Commands......................................................................................................31 (04.14.04)- CPL and Emergency Announcements................................................................................................31 Page CCOM – 04-2 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.15- UNPREPARED EMERGENCY LANDING / DITCHING.......................................................................................32 (04.15.01)- Unprepared Emergency Commands..................................................................................................32 04.16- BRACE POSITIONS.........................................................................................................................................33 04.17- EVACUATION COMMANDS...........................................................................................................................35 (04.17.01)- If The Evacuation Command is not announced by the PIC................................................................36 04.18- DUTIES AFTER AN EMERGENCY LANDING / DITCHING.................................................................................37 04.19- RESCUE TEAM EMERGENCY HAND SIGNALS.................................................................................................38 04.20- EVACUATION PERFORMANCE AND CROWD CONTROL................................................................................39 (04.20.01)- Evacuation of PRM Passengers..........................................................................................................42 04.21- EVACUATION PROCEDURE............................................................................................................................43 Page CCOM – 04-3 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04- ABNORMAL and EMERGENCY PROCEDURES AMC3 ORO.MLR.100 / AMC1 ORO.GEN.110(f)(h) / GM1 ORO.CC.115 04.01- REJECTED TAKE OFF AMC1 ORO.GEN.110(f)(h) / GM1 ORO.CC.115 A "rejected take-off" is the situation in which it is decided to abort the take-off of an airplane. The PIC has the sole responsibility for such a decision. He may decide to abort the take-off soon after entering the runway while at slow speed or after accelerating. There can be many reasons for the PIC to decide for a rejected take-off. Some of these may be due to;  Fire / fire warning  Engine failure  If any of the doors open  Tyre failure  Abnormally slow acceleration  Unusual noise or vibration  System failure  Predictive windshear warning  If the airplane is unsafe or unable to fly CCMs must be prepared to deal with this type of emergency during the take-off phase. A high-speed rejected take-off may lead to a situation of the airplane being maneuvered off the runway and circumstances may require the performance of an evacuation. Cabin Procedure for Rejected Take-off. 1. PIC will announce "Attention Crew On Station x3" 2. All cabin crew members are to remain seated, 3. The SCCM will perform the "Rejected Take-off Announcement" (see. Cabin Crew Announcement Book), 4. Crew and Passengers are to remain seated unless otherwise instructed by the PIC. 5. The PIC may command for an evacuation. CCMs must be alert. 6. SCCM shall coordinate a cabin check before the 2nd take-off with the PIC. Page CCOM – 04-4 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.02- PILOT INCAPACITATION GM1 ORO.CC.115 / AMC1 ORO.GEN.110(f)(h) CCMs must be prepared to deal with this type of emergency at any time, especially during the critical minutes when stress levels in the flight deck are high. A two-man flight deck crew will be in most need of CCM’s help. Incapacitation may be ACUTE or SUBTLE. Acute incapacitation is obvious and happens very suddenly. Subtle incapacitation is when the mind is conscious but the body functions abnormally. A flight crew member who is unconscious (acute incapacitation) may have his weight on the controls, making it difficult for the other pilot to control the aircraft. A flight crew member, who is conscious, may not be willing to give up the controls. What to Do 1. Pilot will announce "Cabin Chief to Cockpit" by PA or chime 3 times. 2. SCCM shall immediately proceed to the flight deck, other CCMs shall stop services, secure trolleys / galleys and proceed to fwd galley for the CCM’s Incapacitation Briefing. This briefing should include: a. reassignment of stations, b. selection of ABP (if necessary). 3. Move arms and legs away from controls, pull the shoulder harness tight and engage the inertia reel lock over the pilot’s arms. 4. Slide the seat fully aft, using the "H" lever (H - for horizontal movement). 5. The PIC will decide whether or not an announcement requesting for a doctor will be made. Wait for and act according to further instructions to come from the PIC. An unconscious person is extremely heavy and lifting the flight crew out from their seats without endangering controls and switches is a difficult situation. The pilot will decide on further actions that may be necessary. The SCCM will remain in the flight deck to take care of the incapacitated flight crew member and shall perform duties as instructed by the pilot. One of the SCCM duties is to read the flight deck checklist. This training is provided during the SCCM Training Course and during SCCM Familiarisation Flights. (see CCTM). The pilot will choose which seat the SCCM will occupy for the landing 04.02.01- Incapacitation of Cabin Crew Member ORO.CC.200 / GM1 ORO.CC.205(b)(2) / ORO.CC.205 / AMC1 ORO.CC.205(c)(1) / AMC1 ORO.GEN.110(f)(h) / AMC2 ORO.CC.200(e) / AMC2 ORO.CC.205(d) / GM1.ORO.CC.200(e) For information regarding Incapacitation of Cabin Crew Member, refer to Section 02.06 Page CCOM – 04-5 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.03- FIRE, SMOKE AND FUMES GM1 ORO.CC.115 / AMC1 ORO.GEN.110(f)(h) General Three elements are needed to start a fire:  A flammable material  A sufficiently high temperature  O₂ By eliminating one of these elements, you are able to fight the fire. Classes of Fire Fire can be divided into three classes: Combustible materials, such as paper, fabric, wood etc. Use blankets, liquids, Halon / Clean Class A Agent (2-Bromo-trifluoro-propene – 2-BTP) and H₂O extinguisher. Flammable liquids, such as solvents, gasoline, oil, grease, alcohol, paint, cooking fat etc. Use Class B Halon / Clean Agent (2-BTP) extinguisher. Electrical fires started by a short circuit or faulty wiring in electrical, electronic equipment or Class C fires in motors, switches, galley equipment, PED, Lithium batteries etc., where a non- conducting extinguisher agent is required. Use Halon / Clean Agent (2-BTP) extinguisher. Fire and Smoke Equipment The following fire-fighting equipment is available in aircraft; Extinguishers Portable Halon / Clean Agent (2-BTP) and H₂O fire extinguishers Smothers Blanket / Coat Liquids Water or any non-flammable liquid Crash Axe Used to break open jammed exits and panels or to separate wiring PBE Used to protect you during fire fighting against smoke and heat Gloves To protect hands from heat Flash Light: To help passengers find their way through thick smoke to reach the exit Container Used for PED fires Smoke and Fire Kit A kit containing disposable masks and a fire blanket. Page CCOM – 04-6 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 Fire Prevention In order to prevent fire, CCMs must observe unsafe passenger actions and immediately eliminate potential fire hazards. In particular, attention should be directed to the lavatories.  Make frequent checks of the lavatories to ensure that no smoke is present and good housekeeping exists.  Check waste containers for partly open flapper doors due to overfull or jammed conditions.  Waste containers should also be inspected for discarded objects which could be hazardous, such as cologne bottlers, aerosol’s etc. Remove these objects and throw then into the galley waste containers. Another area susceptible to fire is the passenger cabin lower sidewall. Flammable items placed over return air grills have ignited unobserved because the airflow carried smoke and fumes.  Maintain surveillance of floor areas and politely ask passengers to remove clothing, bags, magazines etc. away from the air grills. The inflight entertainment system when in use may also be hazardous.  Observe the screens and control system frequently when in use. Page CCOM – 04-7 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.03.01)- Fire Fighting and Smoke Procedure Operator Procedure Fire-fighting on board is performed according to the ‘Cabin Fire Fighting and Smoke Procedure’ (CFP). This Checklist is found at each CCM station and contains all points for immediate and correct actions to be taken. The current CFP checklist can also be found in the DMS. It is very important that the following information on fire-fighting is clearly understood and performed accordingly. Fire spreads very quickly and needs to be extinguished in its initial stage. Even the smallest fire on board can escalate very rapidly and get out of control. Therefore, it must be fought immediately with all available equipment. Inform the PIC immediately if you notice fire / smoke / fumes. Procedure The closest CCM or the first crew member to see the fire is the one to fight the fire. 1st CCM Localizes the fire source, informs a 2nd CCM and immediately fights the fire with the correct equipment (use PBE if necessary). 2nd CCM Informs the flight deck and other CCM about the situation and continues to inform the flight crew frequently. Remove O₂ bottles away from the fire source, switch off electric supplies, pull circuit breakers Other CCM and close air vents in the area. An announcement is made to passengers and if necessary they are reseated with their hand baggage. To avoid delay in firefighting, other CCM shall bring all available fire extinguishers and equipment to the crew member fighting the fire. Once the fire has been extinguished, the area must be monitored at frequent intervals. SCCM responsibility: 1. Ensure firefighting is performed in accordance to the ‘Cabin Fire Fighting and Smoke Procedure’ (CFP), 2. Ensure that communication with flight deck during firefighting is established, 3. To make an announcement or direct another CCM to perform it, Page CCOM – 04-8 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 ON GROUND An evacuation may be necessary. The PIC will decide whether to evacuate or to initiate a controlled disembarkation after receiving cabin information from the SCCM. In this case the stairs or bridge has to be used and the hand baggage has to be left in the aircraft. Protection from Fire and Smoke / Fumes A Smoke Announcement (see. Cabin Crew Announcement Book) is to be performed when the smoke in the cabin has thickened. Move passengers away from the source of the smoke, advise them to bend forward and keep their heads at armrest level. Distribute wet disposable face masks and advice passengers to cover their nose and mouth. The PSU oxygen system allows passengers to inhale cabin air mixed with a small amount of oxygen. The mask does not protect a person from fumes or smoke. It must not be used in this situation. Smoke in the Cabin The source of smoke can be:  An open fire,  A closed fire,  A smouldering fire (e.g. passenger seat cushion),  A smouldering electrical equipment (e.g. PED) and connections (e.g. cables). State precisely the source of the fire / smoke when notifying the flight deck about the situation. Remember that:  The area you see smoke may not be the source of the fire,  Smoke and heat will rise to cabin ceiling level,  The density of smoke will not indicate the size of the fire,  Fumes can be poisonous. PBE’s are available for cabin crew. Time spent in areas where fumes are present, without protection, should be kept to a minimum. Inhalation of these gases can irritate the eyes / inhalation tract and lead to smoke poisoning. Page CCOM – 04-9 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.04- FIRE TYPES 737- Flight Attendant Manual It is extremely essential that the crew are aware of how to fight and manage fire / smoke / fumes according to its type and / or location. Such an emergency will require a high level of individual and shared situational awareness, quick decision making and useful time management. In addition, CCMs shall be familiar with; 1. The firefighting procedure, 2. Available equipment, 3. Effective crew communication, 4. Management of crowd control. (04.04.01)- Flight Deck Fire Operator Procedure  Make sure that flight crew have put on the quick donning masks,  Use Halon / Clean Agent (2-BTP) fire extinguisher,  Do not discharge on persons. (04.04.02)- Lavatory Fire Operator Procedure A high percentage of all in flight fires start in the lavatory. For this reason, each lavatory is fitted with a smoke detector system. This system is electronic and it may malfunction at any time. Therefore, it is important to check the lavatories regularly, at least every 15 minutes, for the absence of fire and that the smoke detector is clear. Lavatory checks are to be performed as outlined in CCOM Section 02.20.10. When the lavatory smoke detector is activated, the situation has to be verified. If the lavatory is occupied, speak to the occupant for the reason. If the lavatory is vacant, feel the lavatory door with the back of your hand. If the door is cold and there is no sign of smoke open it carefully and inspect inside the lavatory. If smoke is appearing out of the lavatory, do not open the door until firefighting preparation is completed and the PBE is donned. This principle applies to all confined areas, e.g. overhead bins, flight deck door.  Inform other CCMs (3 x chimes with call bell)  Inform Flight Deck If the door is cool:  Carefully open the door and locate the fire,  Discharge the hand held fire extinguisher onto the fire. Examples:  If trapped towels or cups are burning in the waste chute or the waste container, discharge the extinguishing agent directly into the chute, do not remove the waste container from its place.  To reach a fire behind a panel, use the crash axe to open a small hole enough for the Halon / Clean Agent (2-BTP) nozzle to fit. Page CCOM – 04-10 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 If the door is hot:  Put on PBE and wear gloves,  Bend down on your knees as low as possible in front of the door,  Using the door as a shield, open the door slightly, enough to place the Halon / Clean Agent (2-BTP) fire extinguisher nozzle, Discharge extinguisher completely and shut the door again,  Discharge the remaining extinguishers in the same manner, allowing a high concentration of extinguisher agent to build up in the lavatory,  After firefighting has been successfully completed, place used equipment away from the others. Fill in the Cabin Log (SCCM). Supplies stored in dispensers are normally tightly packed and less likely to catch fire than loose paper items. However, remember that these items can also contribute to an existing fire. Caution:  Prepare the Halon / Clean Agent (2-BTP) extinguisher and check if the lavatory is occupied, before opening the door.  When a lavatory smoke detector is activated, there is no indication in the flight deck. Once the conditions have been evaluated, the flight deck must be informed immediately.  A passenger smoking in the lavatory, fuel fumes, exhaust gases, aerosol sprays, etc. may also activate the smoke detector system. (04.04.03)- Oven Fire Operator Procedure  Inform other CCMs (3 x chimes with call bell),  Inform flight deck,  Switch off the oven power and pull relevant circuit breaker,  Check that the oven door is shut. This will stop the oxygen flow. Normally the fire will be extinguished when these steps are completed. If the fire has not extinguished:  Slightly open oven door,  Discharge a small amount of Halon / Clean Agent (2-BTP) and shut door again;  Continue this method until you have extinguished the fire. After firefighting has been successfully completed:  Place used equipment away from the others. Fill in the Cabin Log (SCCM). If the fire was not electrical but caused due to something else (e.g. while heating meals), do not remove the item from the oven. Once the fire is out, the oven shall not be used and it must be monitored until the end of the flight. (04.04.04)- Electrical Fire Operator Procedure Electrical fires may be boiler, hot cup, lavatory flush motor, behind panels, flight deck fires, entertainment screens and system etc.  Inform other CCMs (3 x chimes with call bell),  Inform flight deck,  If boiler, hot cup or oven fire, switch off and pull circuit breaker,  If fire is behind a panel, act accordingly to the PIC directives,  Use Halon / Clean Agent (2-BTP) extinguisher only,  After firefighting has been successfully completed, place used equipment away from the others.  Fill in the Cabin Log (SCCM). Monitor the area of fire until the end of the flight once it has been extinguished. Page CCOM – 04-11 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.04.05)- Galley Waste Bin Fire Operator Procedure  Inform other CCMs (3 x chimes with call bell),  Inform fight deck,  Use Halon / Clean Agent (2-BTP) fire extinguisher.  Do not remove the waste bin, discharge the extinguishing agent directly to the chute.  After firefighting has been successfully completed, place used equipment away from the others.  Fill in the Cabin Log (SCCM). Once the fire has been extinguished, do not use the waste bin and monitor the area until the end of the flight. (04.04.06)- Clothing on Fire Operator Procedure  Inform other CCMs (3 x chimes with call bell),  Inform flight deck,  Stop person from running – call out ‘STOP-DROP-ROLL’,  Wrap the fire blanket around the person to smother the flames. Use gloves or cover your hands with the blanket to protect your hands from the flames.  Perform first aid. (04.04.07)- Seat Cushion Fire Operator Procedure  Inform other CCMs (3 x chimes with call bell),  Inform flight deck,  Do not remove seat cushion,  Use water, non-alcoholic liquids, H2O or Halon / Clean Agent (2-BTP) fire extinguisher,  After firefighting has been successfully completed, place used equipment away from the others,  Fill in the Cabin Log (SCCM). Monitor the area of fire until the end of the flight once it has been extinguished. (04.04.08)- Underfloor Fire Operator Procedure  Inform other CCMs (3 x chimes with call bell),  Inform flight deck,  Use Halon / Clean Agent (2-BTP) fire extinguisher,  After firefighting has been successfully completed, place used equipment away from the others,  Fill in the Cabin Log (SCCM). Monitor the area of fire until the end of the flight once it has been extinguished. Page CCOM – 04-12 CCOM – ABNORMAL and EMERGENCY Rev No 4.0 PROCEDURES Rev Date 15 July 2024 (04.04.09)- Overhead Compartment Fire Operator Procedure  Inform other CCMs (3 x chimes with call bell),  Inform flight deck,  Feel the overhead bin with the back of your hand,  If the bin lid is hot, slightly open the lid and completely discharge the Halon / Clean Agent (2-BTP),  If the bin is cold, empty contents of overhead bin and act accordingly to the PIC directives to extinguish the fire behind the panel, after firefighting has been successfully completed, place used equipment away from the others,  Fill in the Cabin Log (SCCM). Monitor the area of fire until the end of the flight once it has been extinguished. (04.04.10)- PED Fire Operator Procedure  Inform other CCMs (3 x chimes with call bell),  Inform flight deck,  Do not remove device,  Relocate passenger(s) away from the device,  Discharge Halon / Clean Agent (2-BTP),  As a safety assurance, stand by with a spare Halon / Clean Agent (2-BTP) for approximately 15 minutes, and keep the device cool with liquid to lessen the likelihood of re-ignition,  A CCM shall bring a hard container, heat resistant gloves and a large bottle of water,  At the end of the safe waiting period, stow PED in the container and empty the water onto the PED,  Close the container lid and immediately carry it to the aft right lavatory and continue dousing until the water level is well above the PED,  Lock lavatory door for passenger usage and label the lavatory as "out-of-order".  Monitor container at frequent intervals. Important consideration for PED fires: Crew members must be aware that re-ignition of a fire involving lithium batteries is due to “thermal runaway”. This occurs when the battery cells remain hot and can ignite adjacent cells. For this reason, it is important to first aggressively fight the fire with a Halon / Clean Agent (2 – BTP) and then proceed to cool the device with liquid during the safe waiting period until the device is moved to the container. Page CCOM – 04-13 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.05- FIRE OUTSIDE AN AIRCRAFT ON GROUND Operator Procedure 04.06- FIRE OUTSIDE AN AIRCRAFT IN FLIGHT Operator Procedure Page CCOM – 04-14 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.07- OXYGEN GM1 ORO.CC.115 / 737- Flight Attendant Manual Oxygen Supply Oxygen is normally supplied to passengers and crew in flight, by pressurizing the cabin to an approximate altitude between 6,000-8,000 feet. The air inside the cabin and flight deck is therefore at a pressure nearly equal to the normal pressure in which humans live, regardless of the lower pressure of the outside air which contains approximately one fifth of the oxygen at sea level. In the case of a decompression, oxygen for crew and passengers is supplied by the oxygen system inside the PSU and portable oxygen bottles. When cabin altitude reaches 14,000 feet the oxygen masks deploy automatically. Importance of Oxygen and Hypoxia Air consists of 78% Nitrogen, 21% Oxygen and 1% Carbon Dioxide and other gases. The intake of Oxygen is 2lt /minute When not enough oxygen is breathed in, unconsciousness is led by death. The feeling of well-being and the unnoticed gradual deterioration is the danger of Hypoxia. Prolonged exposure to Hypoxia can lead to brain damage. It is estimated that death may occur within 90sec at 40,000ft. Therefore, your first consideration must be the administration of oxygen within 7-10 seconds. The "Time of Useful Consciousness" is the time the exposed person has to perform the tasks necessary to survive, such as donning an oxygen mask. The person recovers within 20sec after Oxygen has been given. Time of Useful Consciousness at Various Altitudes Page CCOM – 04-15 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.08- DECOMPRESSION GM1 ORO.CC.115 Engineering techniques used in the construction of aeroplanes such as wedge doors, multiple wedge windows and fuselage skin rip stoppers make it unlikely for an involuntary loss of pressurization to occur. Effects of depressurization depend upon several factors;  Total cabin volume  Size of hole in the pressure hull  Pressure differential  The flight altitude Depressurization may be caused due to:  System failures  Bird strike  Structural damage Decompression may be;  Slow or  Rapid (explosive) In the cabin, the most important indication of a decompression will be the dropping down of the fixed oxygen masks. (04.08.01)- Slow Decompression GM1 ORO.CC.115 Slow decompression can happen due to leaks at doors, emergency windows, valves etc. The Characteristics are loud "hissing" or "whistling" noise at the respective area. A noticeable decrease of cabin pressure follows. In such cases: 1. The flight deck shall be informed immediately, 2. If necessary, passengers should be re-seated, 3. Oxygen masks may drop depending on cabin pressure. Physiological changes:  Pressure in the eardrums,  Nausea,  Psychomotor performance failures; e.g. situational awareness, a slowing-down of thought and a reduction of physical movements, hand-eye-foot coordination,  If standing, a floating feeling,  Euphoria Page CCOM – 04-16 CCOM – ABNORMAL and EMERGENCY Rev No 4.0 PROCEDURES Rev Date 15 July 2024 (04.08.02)- Rapid Decompression GM1 ORO.CC.115 The time required for equalization of cabin and external pressures during a decompression, depends primarily upon the size of the hole or leak in the pressure hull. If this hole is large enough to allow a rapid loss of pressure, this will result in certain physical phenomena. An initial explosive noise is heard and within seconds:  PSU-panels open and oxygen masks become visible,  A rapid movement of cabin air towards the hole occurs,  A noticeable sudden decrease in cabin air temperature causes fog in the cabin. Physiological changes:  Rapid chest expansion.  Cheek and lip flutter and pain in the ears and sinuses.  Noticeable feeling of abdominal fullness.  Possible difficulty in speech. The passenger masks of the fixed O₂ system are automatically released when the cabin altitude exceeds 14,000 feet. (Refer to CCOM Section 03.01) At 14,000 feet, in a simultaneous action to the masks dropping, the following automatic events will take place:  Passenger cabin lights will set to BRIGHT, FWD and AFT entry lights will set to BRIGHT, attendant lights will switch to ON;  PA volume automatically increases;  NS / FSB signs illuminate and corresponding chimes sound;  Return to seat signs in LAV extinguish. Chemical oxygen generators also produce heat when activated. This can cause fire. In addition, the chemical reaction taking place inside the generators causes a foul smell to spread throughout the cabin. What to do when the PSU masks drop: 1. Fasten up at your designated station and put on O₂ mask. 2. If you are in the cabin grasp the nearest free O₂ mask and if possible, sit down and fasten seat-belt. 3. Call-out to passengers: "Press mask on nose and mouth!" 4. If possible, make a Decompression announcement (see CCM Announcement Book) It is possible to make a PA announcement while the mask is donned. Remain seated with seat-belt fastened until the PIC announces "Emergency Descent Completed, Masks Off", meaning that it aircraft has descended to a level making it safe to breathe normally (10,000 feet or less). It may take further time for the aircraft to level off completely due to weather conditions, air traffic or geographical reasons. After the PIC command: - a. CCMs are to unfasten their seats and check the other cabin crew members, b. The flight deck shall be checked and if necessary pilots shall be assisted with donning O₂ masks, c. CCMs shall take the nearest O₂ bottle, check the lavatories and cabin and administer O₂ to passengers who need it. d. The PSU mask compartments that have not been released can be opened with the MRT. Page CCOM – 04-17 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.08.03)- Decompression Commands Operator Procedure PIC: Cabin Crew Emergency Descent x 3 CCM: Press mask on nose and mouth. CCM: Performs decompression announcement if conditions permit PIC: Emergency Descent Completed, Masks Off x 3 04.09- EMERGENCY DESCENT GM1 ORO.CC.115 The PIC may decide to descend to a safe altitude after a decompression, bomb threat, system malfunction, cracked flight deck window or any other emergency situation. The initiation of an "Emergency Descent" is a phase where considerable acceleration forces may occur and heavy changes in flight attitude may complicate movement of the aircraft. There will be a great danger for injures. The "Emergency Descent" from maximum operating altitude is finished after approximately 4-5 minutes if unrestricted by terrain clearance. If conditions in the flight deck permit, the PIC will announce "Cabin Crew Emergency Descent!" x3, before descending. The presence of the drop-down oxygen masks will notify the CCM that the descent is for decompression reasons. With no masks present, CCMs should ensure they are secured wherever located when command is heard, and inform passengers to remain seated with seatbelts fastened. Page CCOM – 04-18 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.10- UNLAWFULL INTERFERENCE GM1 ORO.CC.115 One of the most vital duties of all crew members is to assure the safety and security of the passengers and the aeroplane. Crew members are the eyes and ears of the company. Without active participation and constant vigilance by everyone, no security program can work. All abnormalities and suspicious cases shall be immediately reported to the nearest supervisor or PIC. Research over the past years show that reasons for sabotage threats usually involve:  Political reasons.  Religious reasons.  Criminal reasons.  Mental disturbances. (04.10.01)- Bomb Threat GM1 ORO.CC.115 Evaluation of Bomb Threats and Other Dangers While on ground or during a hijack case, bomb threats are a dangerous situation. These threats are evaluated and bomb warning messages are broken down into 3 categories, RED, AMBER and GREEN:  Category Red ‐ A specific warning where the threat is of a nature which permits the identification of a specific target, or where the caller has positively identified himself or the organization, and is judged credible; likely to involve a danger to people, property or commercial activities – it therefore merits countermeasures.  Category Amber ‐ A warning that can be related to one or more targets but where there is doubt about its credibility or about the effectiveness of existing countermeasures. This may involve danger and may require augmentation of countermeasures.  Category Green ‐ A warning which may not identify a target or a specific group of targets, or which otherwise lacks credibility. This does not justify extra precautions. Information to Passengers / Security Organizations In case of a bomb threat while the Aircraft is on ground with passengers on board, the PIC shall inform the passengers of the situation and of his intentions. During flight the PIC shall use his judgment regarding the amount of information he gives to the passengers. In any case, the Security Organization of the airport of departure and / or destination must be informed and involved. Search of Aircraft on Ground with Passengers on Board. If a Red Alert is received on ground, the Airport Authority may request for the aircraft to be towed to a designated area. The PIC will brief the SCCM accordingly and make an announcement to the passengers. The aircraft will need to be disembarked in a quick and safe manner. All passengers are to take their personnel belongings with them while leaving the aircraft unless otherwise requested by the Authority. A bomb placed into or near hand luggage, may be activated once the luggage is moved. Therefore, it is important that commands given by the Authority / Bomb Experts are followed thoroughly. The Flight Crew will be the last to leave the aircraft. Page CCOM – 04-19 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 Airborne Search of Aircraft Depending on the gravity of the current security situation and the seriousness of the particular threat, at the PIC's discretion, a search of the aircraft may be undertaken. In such a case, the PIC will give the SCCM the "Bomb Search Checklist" so the crew can perform the search according to procedures. This checklist is a confidential document provided by the PIC when only when required. Before the search proceeds, the "Seat Belt / No Smoking" signs should be switched on and the PIC should make a suitable PA announcement, explaining the situation to passengers, requesting that they remain seated and co- operate with the crew. The SCCM also makes a Bomb Announcement. (see Cabin Crew Announcement Book) The crew with their training knowledge are the most competent search personnel and must be able to recognize what they are searching for. Explosive devices can be disguised in many ways, the general guidelines are:  A package or object that fits the description contained in the threat.  A package or object which is foreign to its environment.  A package or object that is in its environment but which shows signs of having been tampered with. In exceptional circumstances, expert assistance may be obtained from among the passengers. Bomb Search Checklist Is a confidential document, provided by the PIC when required! Cabin Bomb Procedure 1. PIC announces situation to CCMs (TITS), 2. PIC announces situation to passengers / SCCM makes Bomb Announcement, 3. All CCMs begin to implement their Cabin Bomb Procedure checklists located under J/S’s., 4. Cabin crew direct passenger to identify hand luggage, 5. Passengers – seated, seat belts fastened, no smoking, 6. Crew search cabin according to the Bomb Search Checklist given by the PIC, 7. SCCM informs PIC after cabin search is completed, 8. If suspicious item is found, cabin crew shall follow PIC’s directives, 9. Prepare cabin for emergency landing. Ask passengers to put on coats / jackets, 10. Perform Demo showing exits, emergency cabin lighting, seat belts, tray tables, back rests and brace position 11. CCMs perform final cabin check and occupy stations. SCCM gives "cabin secure" report to PIC. Important Notes Training for searching and relocating the bomb is provided by the Security Department. Refer to Security Programme for in-depth details. The Least Risk Bomb Location (LRBL) in our fleet is the R2 (aft right door) area. When necessary, crew shall provide this information to relevant authorities. The Cabin Bomb Procedure Checklist is located at each CCM station. The current Cabin Bomb Procedure Checklist can also be found in the DMS. Page CCOM – 04-20 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 Least Risk Bomb Location (LRBL) Preparation Page CCOM – 04-21 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.10.02)- Hijack GM1 ORO.CC.115 Hijacking means the illegal seizure of the aircraft by an individual or a group of individuals. Reason for hijacking an aircraft may be:  To gain publicity and fame,  Blackmail,  Insanity,  To promote a political cause. The moment it is obvious the aircraft is being hijacked, the PIC must be informed IMMEDIATELY using the "hijack code" in a sentence via the interphone. In case hijacking is attempted on board the aircraft, cabin crew members are instructed to follow the hijacker's commands and not to resist in any way. No definite rules can be laid down for such cases, but the following rules should as far as possible be followed: 1. Remain calm. 2. The PIC is in command. Work together as a team. Offer suggestions and accept suggestions from each other. 3. Do as the hijacker requests. Full consideration shall be given to maintain the safety of the passengers. No unnecessary risks should be taken. 4. Inform the hijacker about your forthcoming actions. If you cannot comply with his requests, explain the reason. Don't promise to do things you know are impossible. 5. Keep the passengers informed. All hijacking reports indicate that informing the passengers eased their anxieties and helped the relation between passengers and crew members. 6. Maintain communication between flight deck and cabin. One CCM should, if possible, be stationed by the interphone to conduct communications with the flight crew. Cabin Crew a. Be alert. Be aware of what is going on around you at all times, both on the ground and in the air. A hijack case may be prevented if noticed soon enough. Notify the Flight Crew immediately! b. If you have direct contact with the hijacker, try to calm him by reassuring him that his wishes are being carried out. Do not upset him. c. Study the hijacker. Notice his / her physical characteristics, clothing, etc. This information is to be reported to the police so the hijacker can be identified. d. If possible one CCM should be stationed in the galley to maintain frequent communication with the flight deck. e. Inform the hijacker about your actions, such as your reason for entering the galley, opening units, trolley’s etc. Make your actions plainly visible. f. If the hijacker permits passenger services, do not serve alcohol. Certain passengers while under the influence of alcohol may feel brave enough to confront the hijacker. g. Keep passengers informed. Reassure them that you are complying with hijacker's requests and explain that he wants to arrive safely too. Aircraft on ground It may be negotiated with the hijacker, to deplane some or all of the passengers and / or flight attendants. This will normally be a controlled activity using stairs. If there is an opportunity to deplane yourself without significant risk, then do so. A crew member, who manages to deplane with the released passengers, can be of significant help to the ground security personnel or negotiating team, in providing more information about the status inside the cabin. Stay alive – don’t be a hero! Page CCOM – 04-22 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.11- CONTROLLED DISEMBARKATION Operator Procedure Controlled disembarkation (also referred to as ‘rapid disembarkation’ or ‘rapid deplaning’) is a precautionary egress from the aircraft in situations assessed by the crew members as deviating from normal conditions but not being an immediate emergency, i.e. not posing an immediate threat to passengers and crew members on board, but which may escalate into an emergency. Controlled disembarkation usually happens at the airport. Aircraft doors which were used for boarding are also used for a controlled disembarkation, with the stairs and / or air-bridge attached to the aircraft. Emergency exits and slides are not used in a rapid disembarkation unless the crew members decide that this has become absolutely necessary and will give the relevant command to passengers. A controlled disembarkation is a rapid exit from the aircraft, therefore passengers and crew members will leave all their belongings on board unless they are instructed otherwise. Crew instructions (words used) for a rapid disembarkation will be different from that to an evacuation. It is essential that passengers listen to what the crew members are saying, remain calm and leave the aircraft as instructed and as soon as possible. Controlled disembarkation could occur;  during boarding / disembarkation,  on stand awaiting ATC clearance for departure,  after a forced landing, when the emergency evacuation is not required,  after a Security alert. When a controlled disembarkation is required; 1. The PIC will inform the SCCM immediately. 2. The PIC will announce the situation to the passengers. 3. CCMs will rapidly disembark passengers. 4. CCMs will call out " Leave everything, get out, hurry". However, if baggage must be taken because of security reasons, then CCMs shall call out " Take your bags, get out, hurry" 5. Passengers will disembark from the stairs or air bridge. Ensure that a steady and rapid flow is established and make sure to protect yourself by using the door assistant handle. 6. Observe the safety conditions outside and inside the aircraft. 7. Maintain a two-way communication with the Handling Agent. 8. Once all passengers have deplaned; CCM2 and CCM3 will quickly check the cabin to ensure all passengers have exited the aircraft. 9. Follow PIC instructions. Page CCOM – 04-23 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.12- GROUND EMERGENCY ANNOUNCED BY PIC AMC1 ORO.GEN.110(f)(h) If an emergency or other life threatening conditions are to arise during:  Boarding,  Disembarkation,  Re-fuelling,  While CCMs are securing the cabin during taxi, and  When there are transit passengers on board the PIC will declare the situation to the crew as "Cabin Chief To Cockpit". Once this command is heard, the SCCM will proceed to the flight deck, CCMs will take up positions at designated stations and wait for further commands. CCMs shall be aware that they may need to immediately:  Proceed with a controlled disembarkation or,  Evacuate or,  Cancel the alert If the situation on ground requires an immediate evacuation, the PIC will directly announce: "Evacuate" to the crew. All CCMs shall proceed to their designated station and begin the evacuation. Page CCOM – 04-24 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.13- EVACUATION GM1 ORO.CC.115 / AMC1 ORO.GEN.110(f)(h) Whenever a situation arises that endangers the lives of passengers and crew, the aircraft shall be evacuated as soon as possible. The aim is to evacuate the aircraft in 90 seconds, whatever the aircraft type is. It is very important for CCMs to know how to open emergency exits, handle slides and be familiar with procedures and responsibilities at all times. Evacuation can be either expected or unexpected, performed on land or water. Always expect several impacts and be sure to wait until the aircraft has come to a complete stop before releasing your harness. The main rule is that all passengers shall be evacuated before the crew leaves the aeroplane. However, if the lives of crew members are endangered they shall leave the aircraft. When an emergency evacuation is performed in an isolated area, each CCM shall take along with them safety equipment located at the respective station (megaphone, flash light, F.A.K. MED and if applicable ELT). Principles Passengers and crew shall evacuate an aircraft if they are endangered due to the condition of the aircraft. Every evacuation is a risky procedure and should therefore be performed only when absolutely necessary, e.g. skidding off the runway during landing, without visual damage to the aircraft does not require an immediate evacuation. Evacuation should be initiated as quickly as possible after the aircraft has completely stopped, using all possibilities at hand. During evacuation it must be expected that only emergency exit lights are available. Passengers should leave all hand luggage behind and be directed to a safe distance away from the aircraft. There is a possibility for panic reaction amongst passengers. CCMs should immediately intervene with rigorous action. Evacuations might be performed in the following principles: 1. Without any preparation (for example during boarding). 2. Without specific, but after routine preparation (after passenger briefing). 3. After specific preparation (problems developed in flight which require an evacuation). Evacuation after Ditching (With Liferafts) Crew will follow procedures for ditching. After all passengers are outside of the aircraft (either into the water or still on the wings), the crew will then obtain and deploy the liferafts. In a prepared ditching this should be reminded during the TITS briefing. The utilisation of ABP’s could also be considered. Page CCOM – 04-25 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.14- PREPARED EMERGENCY AMC1 ORO.GEN.110(f)(h) CCMs shall prepare the cabin according to the "Cabin Preparation List" (CPL) and an emergency announcement. The preparation of the aircraft and the passengers is essential before an emergency landing / ditching, after the PIC has declared the emergency. The emergency landing may be on land or water (ditching). In order to prevent panic among the passengers and to give them confidence, it is important that cabin crew appear calm and well composed during these preparations. Successful evacuation can best be achieved if the crew members have a thorough knowledge of equipment and procedures. They must be able to use their initiative and take alternate actions in the event of equipment failures or the exits becoming unusable. Before Landing Preparations for Emergency Landing and Ditching The PIC will declare a prepared emergency situation to the CCMs with:  the "Cabin Chief To Cockpit" command announced 3 times OR  with 3 chimes. The SCCM will immediately proceed to the flight deck for a T.I.T.S briefing with the PIC. T - Type of emergency I - Intentions of PIC T - Time for preparations S - Special instructions, if any Example: Type: engine fire Intentions: divert, ditching, emergency landing Time: available time for emergency preparations (remember that you are required to be seated at assigned stations for the last minute of the given time for your ‘silent review’). Special instructions: necessity to reseat passenger, procedure changes. Whilst the SCCM and PIC are performing the TITS briefing, all other CCMs shall begin to secure the galleys and lavatories. After the SCCM completes the TITS briefing and leaves the flight deck: 1. SCCM will share the TITS briefing with the CCMs. 2. All crew shall adjust their watches to the correct time. 3. Cabin lighting shall be in the "bright" position during preparations. 4. CCMs take demonstration positions, CCM3 in the aisle at row 1 and CCM2 at the 1st OW exit row. CCM1 member shall remain in the aft galley to switch on the emergency exit light during demo. 5. SCCM makes emergency Landing / Ditching announcement. a. The brace position shown during the demo is for passengers seated at rows with narrow leg space. During the demonstration, CCMs shall check that all passengers understood and are able to take the brace position. A thumbs up signal should be given to the SCCM before he / she continues to read the announcement. The CCM in the aft galley shall help check that passengers are taking the correct brace position. b. CCM shall inform the passengers seated at 1st and OW exit rows that they will be shown their brace position after the demo. Page CCOM – 04-26 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 6. Once the demo has been completed crew shall prepare the passengers and cabin. a. SCCM and CCM1 will be in charge of the first and last 5 rows while CCM2 and CCM3 will prepare the rest. b. SCP’s and passengers seated at 1st and OW exit rows are shown their brace positions. c. Passengers seated at the 1st and last rows are asked if they are willing to act as an ABP. A briefing card is given to the passengers that are willing to help the crew and the unwilling passengers are re-seated. ABPs shall be given a verbal briefing after preparations. 7. All crew shall continue to secure cabin, galley and lavatories at assigned areas. 8. Once the cabin, passenger and galley preparations are completed, ABP’s shall be briefed verbally at the door / OW exit with accordance to landing / ditching circumstances. 9. Make personal preparations. 10. CCMs give the cabin ready report to the SCCM and then take their seats at the assigned station. 11. SCCM performs final cabin check, positions cabin lights to suit outside conditions, sits at the assigned station and gives "cabin secure" report to the PIC via interphone. During this stage, CCMs are required to perform a silent review of emergency procedures for door operations and emergency duties and responsibilities. The PIC will command "Brace for Impact" 30sec. prior to landing. After hearing this command, cabin crew will take their brace positions and call out "Emergency - Brace Position" to passengers until the aircraft completely stops. Emergency preparations consist of 4 stages: 1. Galley Preparation a. Galley compartments closed and locked b. Curtains open and secure or if possible removed and stored in an overhead bin. c. Trolleys locked and secure. d. Electrical items off and circuit breakers pulled. 2. Passenger Preparation a. Monitor smoking and PED regulations. b. Seat backrests upright and armrests down. c. Tables folded. d. Window shades open. e. Seat belts fastened. f. High heeled shoes taken off. g. Sharp, pointy jewellery / objects removed. h. All SCP’s briefings completed. i. Passengers wear their life vest (ditching) but inflate them as they leave the aircraft. Remember, only INF life vests are inflated prior to landing for crash landing and ditching! j. ABP’s instructed. 3. Cabin Preparation a. Cabin lights bright during preparations b. Hand luggage stowed away. c. Overhead bins closed. d. Evacuation routes clear of obstacles. 4. Personal Preparations a. Dressed in full uniform so crew can be recognized after the evacuation and establish authority. b. For ditching, crew life vest worn before taking landing position. Do not inflate! Page CCOM – 04-27 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.14.01)- Able-Bodied Person - ABP AMC1 ORO.CC.100 ABP’s should be selected amongst the passengers during boarding. Deadheading crew, military personnel, law enforcement officers are to be preferred, if any on board. Otherwise, passengers who speak the same language as the crew, who are travelling alone, who are healthy and willing to assist should be chosen as ABP’s. Each CCM shall select ABP’s for prepared crash landing and ditching situations. Cabin Crew may also assign a passenger(s) as an ABP if extra help is required to handle any irregular and / or abnormal situation during flight. ABP’s are to be re-seated and verbally briefed after the emergency demonstration has been performed. They are given an ABP Briefing card that contains information about the evacuation command, operation of the emergency exit, manual inflation handle, when not to open the door and directing other passengers. The current ABP Briefing card may be found in the DMS. CCMs shall brief ABP’s as follows: Crash Landing – Main Doors ABP 1 ABP 1 is the person to open the emergency exit if a CCM becomes incapacitated. 1. Confirm that the ABP has understood the briefing card. 2. Take ABP to door and give instructions on how to open the emergency exit. 3. Ask ABP 1 to repeat the door opening instructions. 4. Tell ABP that if you are well, their job is to keep the passengers away from the exit until you open the door. 5. Evacuate the aircraft first and stay at the bottom of the slide to help passenger and direct them to a safe area away from the aircraft. ABP 2 1. Tell them that they will be responsible to keep the other passengers away from the exit until ABP1 opens the door. 2. Ask ABP 2 to repeat your instructions. 3. Evacuate the aircraft first and stay at the bottom of the slide to help passenger and direct them to a safe area away from the aircraft. Page CCOM – 04-28 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 Ditching - Over Wing Exits ABP 1 and 2 ABP1’s and 2’s are the passengers seated at the OW exit rows. These passengers are briefed before each flight with an OW Emergency Exit Passenger Instruction Card. Therefore, they have already been selected as an ABP. CCM2 shall brief the passengers seated at the left OW exit rows. CCM3 shall brief the passengers on the right side. ABP 1 ABP 1’s are the passengers sitting closest to the OW exits, seats A and F. 1. Confirm that they understand the briefing card. 2. Give instructions on how to open the emergency exit. 3. Ask ABP 1’s to repeat the OW exit opening instructions. 4. (At row 17) Explain the location of the escape ropes and the location of the D ring on the wing. ABP 2 ABP 2’s are the passengers sitting furthest to the OW exits, seats B, C, D and E. 1. Confirm that they understand the briefing card. 2. Tell them that they will be responsible to keep the other passengers away from the exit until ABP1 opens the OW exit. 3. Ask ABP 2’s to repeat your instructions. ABP 3 CCM2 and CCM3 shall sit at the OW rows for ditching. This requires 2 passengers from the OW exit rows to be re- seated. If the flight is full, these 2 passengers will sit at jump seats. However, if there are available passenger seats then the 2 passengers shall be seated there instead of crew jump seats. In this case, the crew do not need to select ABP’s. ABP 3’s shall sit next to the SCCM and CCM1. If only 1 ABP3 is selected (according to number of passengers) then he / she shall be seated next to the SCCM. The ABP 3 seated at the FWD station shall sit near the door so that the SCCM may continue to observe the cabin. SCCM - ABP 3 Briefing 1. “You will block the entrance while I open the FWD doors”. 2. “If I cannot open the doors you will help me block the entrance and direct them to the over wing exit”. 3. “If I become incapacitated, DO NOT OPEN the doors”! 4. Ask ABP 3 to repeat your instructions. CCM1 - ABP 3 Briefing 1. Explain that the AFT doors will be unusable. 2. “You will help me block the entrance and direct them to the over wing exits”. 3. “If I become incapacitated, DO NOT OPEN the doors”! 4. Ask ABP 3 to repeat your instructions. Page CCOM – 04-29 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.14.02)- Emergency Seating Positions for CCMs and ABPs Operator Procedure When crew composition consists of 5 or 6 cabin crew members, the SCCM shall assign emergency ditching preparation duties to CCM4 and CCM5 according to circumstances. In a ditching situation CCM4 and CCM5 shall be seated at the AFT Left and right OW exits instead of the ABP 1’s. If the flight is full, the passengers at these seats shall be re-seated to the aft right CCM station. Last row number may change according to cabin seat configuration. Page CCOM – 04-30 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 When crew composition consists of 5 or 6 cabin crew members, the SCCM shall assign emergency landing preparation duties to CCM4 and CCM5 according to circumstances. CCM4 and CCM5 shall remain seated at the AFT stations to assist ABP1 to block the corridor until the exits are open or to open the aft doors in case CCM1 and / or CCM2 become incapacitated. Last row number may change according to cabin seat configuration. Page CCOM – 04-31 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.14.03)- Prepared Emergency Commands Operator Procedure PIC: Cabin Chief to Cockpit x 3 PIC: Brace For Impact (approximately 30 seconds) x 3 CCM: Emergency, Brace Position (until engines off) PIC: Attention Crew On Station x 3 PIC: Evacuate x 3 OR Cancel Alert x 2 (04.14.04)- CPL and Emergency Announcements Operator Procedure The Emergency Cabin Preparation Checklist (CPL) is located at each CCM station. Crew are distributed with a hard copy of the announcement book that contains standard and emergency announcements. The current Emergency Cabin Preparation Checklist (CPL) and Cabin Crew Announcement Book (CCAB) may be found in the DMS. Page CCOM – 04-32 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.15- UNPREPARED EMERGENCY LANDING / DITCHING AMC1 ORO.GEN.110(f)(h) / AMC1 ORO.CC.100 Unprepared emergency usually happens during, take-off or landing and is extremely critical because there is little or no time for preparations. This is also why it is important for CC to perform a silent review while seated at stations during these phases of flight. (04.15.01)- Unprepared Emergency Commands Operator Procedure PIC: Brace For Impact (approximately 30 seconds) x 3 CCM: Emergency, Brace Position (until engines off) PIC: Attention Crew On Station x 3 PIC: Evacuate x 3 OR Cancel Alert x 2 Page CCOM – 04-33 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.16- BRACE POSITIONS AMC1 ORO.GEN.110(f)(h) 1. Adult Brace Positions a. Narrow Seat Pitch:  Seat belt tightly fastened.  Feet apart and firmly flat on the floor.  Hands crossed above the head, lean forward against the seat in front of you. This position is for passengers seated at rows with narrow leg space and for very large, physically handicapped, elderly, sick and pregnant passengers. b. Wide Seat Pitch  Seat belt tightly fastened.  Knees together, feet apart and firmly flat on the floor.  Link arms around legs and lean head against knees. This position is for passengers seated at the 1st and over wing exit rows. 2. Brace Position for Children 2- 12 Ages  Seat belt tightly fastened.  Arms slightly bent, grabbing seat cushion  Head bent forward. 3. Passenger with Infant  Adult seat belt fastened tightly.  Knees together, feet apart and firmly flat on the floor.  Baby’s should be laid face up on the adult’s lap with legs facing the aisle, infant belt fastened.  If the infant is old enough to hold his / her head up without assistance they should be seated on the adult’s lap facing forward, fastened with an infant belt. Page CCOM – 04-34 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 4. Brace Position for Cabin Crew a. Aft Facing Seat:  Sit upright and fasten seat belt tightly.  Knees together, feet apart and firmly flat on the floor.  Firmly grab seat.  Press head against backrest. b. Forward facing seat: Same sitting position as aft facing seat, the only difference being that chin is pressed against chest. In case a cabin attendant does not reach her / his assigned station  Sit upright with back against a solid wall, aft facing  Bend arms slightly besides body and place hands on the floor  Bent legs with feet apart firmly on floor. Page CCOM – 04-35 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.17- EVACUATION COMMANDS AMC1 ORO.GEN.110(f)(h) PIC - Evacuate x 3 CCM: “Emergency! Seat Belts Off, Prepared / Unprepared crash landing Leave Everything, Get Out!” “Emergency! Seat Belts Off, Prepared ditching Leave Everything, Get Out!” “Emergency! Put On Your Life Vest, Seat Belts Unprepared ditching Off, Leave Everything, Get Out!” Exit Commands given by CCM: At Doors Crash landing “Jump And Slide, Hurry!” Door with low angled slide “Run, Hurry!” Door with high angled slide “Sit and Slide, Hurry!” Ditching “Inflate Your Life Vest, Jump, Hurry!” At Over-Wing Exits “Leg-Body-Leg, Inflate Your Life Vest Outside, Stay on the Wing, Hurry!” Unusable Exit command “Exit Blocked, Use Other Exit!” Dried-up exit command “Come this way, Hurry!” Page CCOM – 04-36 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.17.01)- If The Evacuation Command is not announced by the PIC AMC1 ORO.GEN.110(f)(h) After an emergency landing, the flight crew may not be able to announce or chime 3 times for an evacuation to begin due to incapacitation or, they may announce or chime but CCMs might not hear it because of a defect PA system or noisy circumstances etc. In such cases, if immediate life threating conditions do not exist the SCCM will wait for approximately 30 seconds and then enter the flight deck to evaluate the situation. Otherwise, the SCCM will give the evacuation command. The CCM3 should be ready to assess the SCCM’s condition and to take initiative, if necessary. Page CCOM – 04-37 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.18- DUTIES AFTER AN EMERGENCY LANDING / DITCHING AMC1 ORO.GEN.110(f)(h) 1. The "Attention Crew On Station" command may be given by the flight deck as early as flight deck activities allow. This command alerts the cabin crew to wait for further commands to come from the flight deck. Due to flight deck activities, there may be a relative long time for further commands ("Evacuate" or "Cancel alert") after the aircraft comes to a stop. Such conditions should not lead to hasty actions by cabin crew and they shall remain alert at stations. 2. After the aircraft has completely stopped, CCMs shall: a. revise emergency door operation, ready at station for the possibility of an evacuation command. b. check outside conditions through window, c. check door slide mode, d. unfasten seat belt, e. check that the CCM responsible for the opposite station is okay, 3. The command "Evacuate" is given by the PIC, announcing for evacuation to begin. This command should be given after the aircraft and engines have stopped. If the PA becomes out-of-order, the PIC will declare the evacuation with 3 chimes. If any command is not heard, the SCCM will wait for approximately 30 seconds before entering the flight deck to check the crew. If the situation requires an evacuation she / he will immediately give the evacuation command. 4. The situation inside and outside the cabin shall be observed very carefully. If life threatening situations arise, such as: a. Fire / thick smoke b. Structural damage to the Aircraft c. Ditching CCMs shall act on their own initiative to immediately start evacuating, after the engines have stopped. However, if conditions do not require such action and the flight deck crew are alive, CCMs shall wait at stations for further instructions. 5. The wings of the aircraft are higher than the doors and designed to float above water. This is why the OW exits shall be given priority during ditching. CCMs should try to fit as many passengers onto the wings. It is highly possible that the aft doors will be inoperative due to the water level. If the fwd doors are going to be used for ditching, SCCM must check that the water level and outside conditions. If the doors are above water level, the escape slides shall be inflated in the normal manner and detached for use as flotation devices. However, strong winds may push the slide so that it blocks the exit. It is extremely important for cabin crew to observe outside conditions. If in doubt, open the door in the “disarmed” position. 6. If an evacuation is not necessary, the PIC will command "Cancel Alert". CCMs shall remain at stations for further instructions from the flight deck. Page CCOM – 04-38 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.19- RESCUE TEAM EMERGENCY HAND SIGNALS Commission Regulation (EU) No 923/2012 The following hand signals may be used by ground rescue and fire-fighting personnel in emergencies to communicate with flight deck and / or cabin crew. All crew members should understand the meaning of these standard hand signals. As well as just hands, these signals can be made with a variety of paddles, batons and wands – both lit and unlit. Page CCOM – 04-39 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.20- EVACUATION PERFORMANCE AND CROWD CONTROL AMC1 ORO.GEN.110(f)(h) / ORO.CC.100 Crowd control is a vital part of an emergency. It is essential that passengers are quickly and positively directed, using assertive commands. Crowd Control will be necessary during decompression, fire / smoke, evacuation, bomb threats and all other emergency situations that would require CCMs to direct passengers to safety. The control of passenger movement for an evacuation begins when they have been instructed to undo their seat belts and move to their nearest exit. "Emergency, Seat-belts off, leave everything get out!" The commands given to passengers as they reach an exit must be SHORT, CONCISE and phrased in a POSITIVE manner. Assertive behaviour from CCMs creates positive reactions from passengers e.g., they become more responsive, cooperative and trust the CCMs. Be prepared to have passengers reacting with panic or signs of shock, both normal human reactions to catastrophe. Meet those reactions immediately in a concise and energetic manner. Be aware of need to force yourself into action and be prepared to help other CCMs and passengers. Passenger Management Psychology Passengers will depend on the CCMs in an emergency as they are in a foreign environment and unsure of how to respond to the situation. Most passengers will therefore co-operate with any instruction given by the crew. There may be occasions when passengers panic. The potential for this can be reduced by the CCMs taking control of the situation early, asserting their authority with confidence and issuing clear and concise instructions for them to follow. Even then, some passengers may still be likely to move slowly or not move at all due to shock or misinterpretation of surrounding conditions, e.g. they may think it is safe if they cannot see the danger such as visible flames, smoke, angle of the crash, level of water. Negative panic This can be recognized by a lack of concern by the passengers to take action to save their own lives. They may remain seated or stand filming the evacuation while others around them are making obvious efforts to get out of the aircraft Direct, shouted commands may well be the only way in which these passengers’ lives may be saved; e.g. "you filming, leave everything, get out, hurry" or " you with the blue shirt, leave everything, get out, hurry". Positive panic This can be seen by passengers over-reacting, perhaps to the extent that their actions may hinder evacuation. This type of passenger may try to take control of a situation, assuming a false leadership role and possibly try to open an exit before the CCMs are able. These passengers may give wrong directions to others and serious injury or loss of life could occur as a result of their misguidance; e.g. a passenger may stay in the cabin and direct others instead of evacuating the aircraft or a passenger may reach to open your door before you". Passengers must be in no doubt as to who is in control of the situation. In any large group of people there will always be natural leaders; they must not be permitted to undermine the authority of the crew. Assert your authority firmly from the outset. Page CCOM – 04-40 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 The following points must be used during crowd control: 1. Stand to the side of the exit. 2. Give short, clear, positive commands. 3. Give up courtesy. 4. Use physical force where necessary. 5. High heeled shoes and hand baggage considerations. 6. Remain aware of the situation around you. 7. Evacuating PRM’s 8. Continue leadership outside the aircraft. 1. Stand to the side of the exit Make sure you stand in the designated safety area with your back firmly against the wall while evacuating the passengers at doors. Use the assist handle, if possible. Keep clear from the door so that you are not dragged out by passengers and not blocking the passenger flow. In this position you will be able to monitor the evacuation inside the aircraft whilst observing any external hazards. 2. Give short, clear, positive commands Give clear and authoritarian evacuation orders. If conditions permit, use the PA or megaphone. This will increase the evacuation performance by allowing all passengers to hear your commands. When you are unable to use the PA or megaphone make yourself heard, even by the passengers furthest from you. All commands given to passengers should be short, concise and direct – delivered in a forceful, positive, authoritative manner e.g.: "Jump and slide hurry", "Come this way"’, "Go forward", "Go back", "Stand back". Do not use negative commands such as "don’t wait", "do not go". "do not come". 3. Give up courtesy Do not waste time saying "please" and "thank you". Use whatever verbal measures are necessary to keep the passengers moving. 4. Use physical force where necessary Use whatever physical force is necessary to keep passengers moving. Do not forget that the aircraft must be evacuated within 90sec, one passenger per second. If irregularities in the passenger flow occur, re-establish even flow as soon as possible. DO NOT interfere with passengers who are moving rapidly towards a door if they appear to be accelerating as they approach the door. Passengers approaching the exit but resisting to jump should be safely pushed out by the lower back. If a passenger sits down in the exit and pauses too long, physically push them out onto the slide. A passenger with a small child / infant should be allowed to sit and slide with the child on his / her lap. 5. High heeled shoes and hand baggage considerations Passengers who attempt to jump from the exit with their hand baggage and / or high heeled shoes must be allowed to do so unless the size of the bag or stiletto heels is likely to slow the passenger flow rate or damage the slide. Do not bend down to pick up any items blocking to exit. Keep your safety position and use your foot to push the item out of the exit instead. Page CCOM – 04-41 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 6. Remain aware of the situation around you Check that the slide is safe to use and observe the angle of the slide to be able to give the passengers the correct evacuation command. Observe slide and outside conditions at all times. When in doubt of a safe evacuation e.g. slide deflates, fire, water level, other obstacles etc., stop evacuating and direct passengers to the nearest usable exit by calling out " exit blocked, (arms crossed above your head) use other exit (show nearest exit)" The flash light shall be used at night if the cabin emergency lighting system has failed or does not illuminate the cabin interior or slides effectively. Use the flash light to lead passengers through smoke towards your exit. A dried-up exit is a usable exit through which no passengers are evacuating. During an evacuation it is necessary to maintain a balanced flow of passengers to all usable exits in order to minimize total evacuation time. If an exit dries up and conditions permit, the CCM must do everything possible to attract passengers to the dried-up exit. 7. Evacuating PRM’s Escorted PRM’s are to be evacuated as last. Once all the passengers have left the aircraft, direct / assist the PRM and their escort to leave the aircraft. The cabin will be responsible for evacuating unaccompanied PRM’s. Therefore, it is essential that a good and quick coordination between the crew is established immediately. Flight deck crew shall assist cabin crew during the evacuation after completing their duties in the flight deck. They are to ensure that the aircraft has been completely evacuated before leaving to take up command outside. 8. Continue leadership outside the aircraft. Check that all passengers have been evacuated before leaving the aircraft. Check the aisle, seats (including the floors between the seats), galleys, lavatories and flight deck. Use a flashlight if the cabin is in darkness. CCMs shall take along emergency equipment when leaving the aircraft. The first to be taken is the megaphone, first aid, medical kit and if available the ELT. An evacuation performed during day light does not necessary mean that a flash light should be taken along. This will lead to needless use of the battery, as this equipment does not contain an "off" button. Once you are outside, direct passengers to a safe and protected area away from the aircraft. Keep the passengers grouped together and get a head count. The passengers will be relying on the crew and they remain the crew’s responsibility. Supply any aid that is required. The care of injured passengers is your priority. Find out if there are any medical personnel to assist in dealing with the injured. In cold conditions assemble as much warm clothing or material as is possible. Use the aircraft furnishings if it is safe to re-enter the aeroplane. The crew should mix with the passengers to show that they are interested in them and to reassure them. The primary responsibility of the whole crew is the general welfare of the passengers by following survival principles until the rescue team arrive. For a steady and effective passenger flow: SITUATION CCM ACTION PAX obstructs the flow Call him / her to the slide / exit PAX hesitates or sits down at the exit Push him / her out, or shout to the next in line: “Push him out!” PAX brings hand baggage to the exit Get him / her out with the hand baggage PAX is wearing stiletto heels Tell them to take it off PAX drops bag at exit Kick it out of the door, do not bend down to pick it up! There is a pile-up on the ground Keep evacuating the passengers No PAX evacuating through your exit Call passengers to the “Dried-up exit” Constantly monitor inside and outside conditions! Page CCOM – 04-42 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 (04.20.01)- Evacuation of PRM Passengers AMC1 ORO.GEN.110(f)(h) Passengers with reduced mobility may need assistance to reach an emergency exit. The passenger accompanying the PRM must be briefed during the emergency cabin preparation. The PRM and companion are to be the last passengers to evacuate the aircraft. In cases when a PRM is travelling alone, an ABP must be selected to assist them evacuate the aircraft. However, the ABP must be willing to assist the PRM. If a willing ABP cannot be found, CCM will help the PRM to evacuate the aircraft. To evacuate a PRM:  The ABP should be carried to the nearest exit as shown in diagram 1.  At the exit, the ABP or CCM shall sit the PRM between his / her legs and slide down together.  ABP1 and 2 already waiting outside will assist the PRM at the bottom of the slide. 1. Bend down on your knees behind the person. Place your hands under the armpits and grip one arm. Support the head with your chest. 2. When you grip the person, place your thumbs outwards. (Monkey Grip) 3. Keeping your back straight lift the person using your leg muscles. 4. Drag the casualty with one of your legs supporting them. Page CCOM – 04-43 CCOM – ABNORMAL and EMERGENCY Rev No 2.0 PROCEDURES Rev Date 15 March 2022 04.21- EVACUATION PROCEDURE AMC1 ORO.GEN.110(f)(h) PIC Commands “Evacuate” x 3 CCM Open Emergency exits (put on life vest first – unprepared ditching) Equipment PA, MEG, FLA (use if possible) CCM Begin crowd control ("Emergency, Seat-belts off, leave everything get out!") CCM Call passengers to dried up exits ("Come This Way, Hurry ") CCM Use assist space and handle to evacuate passengers while shouting correct call-out. CCM Check cabin for remaining passengers. Evaluate circumstances and leave aircraft with useful emergency equipment. MEG / CCM

Corendon CCOM - Abnormal and Emergency Procedures PDF

Document Details

Tags

Related

Summary

Full Transcript

Upgrade to continue