3 Emergency Procedures Flashcards
Depressurisation:
- To what equivalent altitude is an aircraft cabin normally pressurised?
- A fault in the pressurisation system results in what type of depressurisation?
- List 6 general effects that may be present inside the aircraft during a depressurisation?
- 2.1 The aircraft pressurisation system is designed to pressurise and maintain the aircraft cabin altitude to the equivalent of approximately 6000-8000ft
- 2.2 Types of Depressurisation:
Gradual Depressurisation
- Fault in the pressurisation system, small cracks in the fuselage or windows or faulty door seals resulting in gradual loss of cabin pressure over a longer time. Fuselage remains in tact but air escapes slowly
Rapid Depressurisation
- Hole in fuselage structure (normally door, window or cargo hatch) causing cabin atmosphere to become same as air outside within seconds
Explosive Depressurisation
- Gross structural failure of fuselage causing cabin atmosphere to become same as air outside in less than half a second
3.2.4 Effects Inside Aircraft
General Effects
• Sudden boiling of liquids
• Loud noise as air escapes
• Thin, cold, dry air
• Fog in cabin (not to be confused with smoke)
• Dust and objects blown about
• Smoke detector(s) in lavatories may activate
• Aural and visual warning indicators will be present in the flight deck if the cabin altitude rises to 10 000 ft, alerting the flight crew to fit their oxygen masks.
B737 Specific Effects
• Oxygen masks drop
• Automatic Depressurisation Announcement may start automatically
• B737 BSI: All cabin lights will illuminate in White Bright scene
• NO SMOKING/FASTEN SEAT BELT signs illuminate and corresponding chimes
sound
• RETURN TO SEAT signs extinguish
• Passenger address system volume increases
• Forward and rear work lights automatically turn on
- List 5 possible physiological effects on aircraft occupants during a depressurisation?
- If crew notice aching/painful joints and a rash, what condition should they suspect?
- Which symptom of hypoxia is arguably the most dangerous and needs to be guarded against?
- What is the definition of hypoxia?
- What is the definition of Decompression Sickness?
- What is the Oxygen paradox?
3.2.5 Physiological Effects on Aircraft Occupants
• Chilling of body
• Pain in middle ear and sinuses
• Discomfort/pain due to pressure of gasses trapped in body
• Decompression sickness
• Hypoxia
3.2.5.1 Decompression Sickness Formation and build-up of nitrogen bubbles in the blood. Symptoms • Aching/painful joints • Rash • Constriction in chest and throat causing breathing difficulty • Visual impairment • Mental impairment • Collapse. Treatment • Immediate oxygen • Descent • Immobilisation • Medical aid on ground.
3.2.5.2 Hypoxia Reduction of oxygen to body cells. Continued oxygen deficiency can result in unconsciousness and death. Personal capabilities will be adversely affected without being aware of symptoms. Individuals suffering from hypoxia will think they are acting more efficiently and competently than they actually are. This euphoric condition is dangerous and shall be guarded against. Symptoms Severity and symptoms of hypoxia will vary between individuals, type of depressurisation and cabin altitude following depressurisation however may include: • Fatigue • Lack of concentration • Headache or nausea • Blurred/tunnel vision • Lack of self-criticism/state of euphoria • Mood change and confusion • Breathlessness • Light headedness/dizziness • Blue tinge to lips and fingers • Loss of consciousness • Death
3.2.5.3 Oxygen Paradox
When oxygen is administered to a person suffering severe hypoxia, there may be a temporary increase in the severity of symptoms for approximately 15-60 seconds. This is known as the ‘oxygen paradox’. Oxygen paradox can occur when re-oxygenation is bought on suddenly by breathing 100% oxygen. The condition is more likely to occur when using flight deck oxygen however this could occur when using the Passenger Service Unit (PSU) drop down oxygen masks in the cabin at high altitude.
Symptoms
Severity and symptoms of oxygen paradox will vary between individuals however may include:
• Muscle spasms, convulsions or unconsciousness lasting from
several seconds to one minute
• Decreased vision
• Mental confusion
• Dizziness
• Nausea.
Symptoms will generally disappear following a short period once the effects of hypoxia and sudden introduction of 100% oxygen have passed and oxygen/carbon dioxide balance returns to normal.
Depressurisation
- At 35 000 ft what is the time of useful consciousness (TUC)?
- What are cabin crew immediate actions in a depressurisation?
- What is the first cabin crew follow-up action once the aircraft is at or below 10 000 ft
3.2.6 Time of Useful Consciousness:
40,000 ft = 15-20 Sec 35,000 ft = 30 sec - 1 minute 30,000 ft = 1-2 minutes 28, 000 ft = 2-3 minutes 25,000 ft = 3-5 minutes 22, 000 ft = 5-10 minutes
3.2.8 Cabin Crew Immediate Actions Obtain Oxygen Secure Cart Secure Self Instruct Passengers Remain Secure
3.2.10 Cabin Crew Follow Up Actions
Once the captain has indicated the altitude is at or below 10 000 ft, and oxygen is no longer required:
- Transfer to portable oxygen bottle if not already using one. If crew
members feel unwell they shall remain secured with PSU oxygen on. - Turn cabin lights to brightest setting, if not previously activated automatically.
- Check on crew then passengers.
- Check lavatories vacant.
- Check seat belts fastened and no smoking.
- Communicate to OBL state of cabin and occupants.
- OBL report to captain.
- Administer first aid.
Fire, Smoke and Fumes Procedures:
- Fire is a chemical reaction involving which three elements?
- What are some obvious sources of fire, smoke and fumes in the cabin?
- What are the three important principles of firefighting? And what do they mean?
- List three points cabin crew may follow as a guide to effective firefighting.
3.3 Combustion is a chemical chain reaction involving three elements:
• Oxygen
• Heat
• Fuel
3.3.2.1 Obvious Sources: • Galley ovens • Brewers • Lavatory and galley waste bins 3.3.2.2 Subtle sources: • Wiring failures • Electrical Component failure • Bleed air leeks • Faulty Circuit Protection • Lithium batteries
3.3.5 Important Principles of Firefighting
• Immediately locate the source of fire, smoke or fumes
• Aggressively attack and extinguish the fire using all available resources
• Communicate.
3.3.6. Firefighting Guidance 1 Identify and Locate Source of Fire, Smoke or Fumes 2 Aggressively Attack and Extinguish fire 3 Firefighting Tools 4 Communication 5 Removing power source 6 Cancel alarms/chimes where possible 7 Electrical Fire 8 Non electrical fire 9 Cooling area 10 Protection 11 Alert Passengers 12 Assistance 13 Monitor
Fire
- When feeling for heat behind doors or panels, what part of your hand should you use?
- Where would you start fighting a fire on a vertical surface (e.g. galley curtain)?
- What three roles make up the Firefighting team?
- Who times when the PBE is donned?
- When would the Communicator make the PA “Cabin crew assistance to [affected area], Cabin Crew assistance to [affected area].”
- Can the Flight Crew use the ‘Fire PA?’ What is the working of this PA when made to the cabin?
3.3.6.1 When a fire is suspected behind doors or panels feel for heat using the back of your hand. The back of the hand is more sensitive to heat and this also avoids injuring the palms which may inhibit the ability to use firefighting equipment.
3.3.6.7 When fighting a fire on a:
- Horizontal surface (e.g. cabin floor), direct the extinguisher at
the base of the fire, start at the near edge and work away from you
- Vertical surface (e.g. galley curtain), start at the bottom and work upwards.
The basic firefighting team consists of three positions:
• Primary firefighter
• Communicator
• Assistant firefighter.
3.3.7.2 Communicator
1.
Immediately inform flight crew by interphone. State your name and position. Relay factual and detailed information to the flight crew about the location, source of smoke and/or size of fire, whether the fire is under control, spreading, or extinguished, density and, colour of smoke or flames, severity, odour, crew actions and reaction of passengers. Don’t mention FIRE if flames are not visible to any of the firefighting team.
CAUTION: Do not open the flight deck door. This is for security reasons and to prevent smoke and fumes from entering the flight deck. If the situation is so severe that the crash axe is required then the Captain should allow cabin crew to access it provided the area in the front galley is not smoke filled.
2.
Note the time Protective Breathing Equipment (PBE) is donned, monitor the condition of the wearer and alert them when the PBE is close to depletion.
3.
Make Fire PA to alert other crew if required:
• Fire team not formed
• Fire not under control
• Onboard Leader not aware
• Communications with the flight deck not established
• Additional assistance is required.
“Cabin crew assistance to the [affected area], cabin crew assistance to the [affected area].” - make this PA even if the Onboard Leader (OBL) is already part of the firefighting team. Crew responding to this PA should collect firefighting equipment and bring it to the affected area.
4.
Make Notification to Passengers of Non-Normal Event PA in order to maintain aisle access to the fire, crowd control and alleviate anxiety if necessary, refer PA Handbook
Fire
- Which team member would consider making a Non-Normal Event PA to passengers to maintain aisle access to the fire?
- If you have additional crew members, list 4 actions could they take?
3.3.7.2 Communicator Make Notification to Passengers of Non-Normal Event PA in order to maintain aisle access to the fire, crowd control and alleviate anxiety if necessary, refer PA Handbook
3.3.7.4 Additional Crew Member Duties
When required by a member of the firefighting team or the captain, additional crew members on board are to offer assistance and perform tasks as delegated.
• Move passengers away from area
• Hand out wet cloths or paper towels
• Instruct passengers to get down low
• Move oxygen bottles and other combustible materials from the area
near the fire. Be especially careful to consider the presence of lithium batteries in passenger possession near the fire
• Stow/secure carts in non-affected galleys
• Gather additional firefighting equipment if required
General Firefighting and Smoke Drill:
• What are the 7 steps that make up the general firefighting and smoke drill?
• 737 BSI: If the flight crew decide to turn off CABIN/UTILITY power, what are cabin
crew immediate actions?
3.3.8 The General Firefighting and Smoke Drill
ALERT
- Alert other crew (if required) and flight crew
IDENTIFY/REMOVE POWER
- Switch off/remove electrical power. Pull all circuit breakers on the affected equipment if safe to do so.
NOTE: Do not reset any pulled or tripped circuit breakers without the captain’s
permission
SHEILD
- Use doors/hatches as a protective shield if required
FIGHT FIRE/SMOKE
- Aggressively attack and extinguish the fire.
If only smoke is visible, locate the source and extinguish with non-flammable liquids.
NOTE: Do not use the Halon extinguisher on smouldering material, it will not be
effective.
WARNING: Do not use liquids on electrical components (such as circuit breakers, electric outlets and ovens) or hot oils and fats
COOL
- Immediately after the fire is extinguished, cool the source with non-flammable liquid
WARNING: Do not use liquids on electrical components (such as circuit breakers, electric outlets and ovens) or hot oils and fats.
MONITOR
- Monitor the area for re-ignition. Check surrounding areas for evidence of hidden fire behind panels every 15-20 minutes for the remainder of the flight
REPORT
- Onboard Leader report to captain Complete Safety Report (VAGP-SS-006)
3.3.8.1 B737 BSI
The flight deck procedures for Smoke, Fire or Fumes may require the CABIN/UTILITY power to be turned off. This provides power to the main cabin lighting and thus will reduce illumination in the cabin. Galley attendant work lights and overhead reading lights will still illuminate. Cabin crew members shall complete the following additional steps when fighting a fire:
Cabin Crew Immediate Actions:
- Instruct passengers to turn on overhead reading lights.
- Continue with firefighting procedures.
Cabin Crew Follow-up Actions:
1. If cabin lights do not come back on after fighting the fire, turn on galley work lights.
Lithium Batteries:
- A passenger PED has flames present. What action should crew take to fight this type of fire?
- List 3 signs a PED may be overheating?
- How do you know if a device has cooled down, and how long would this be expected to take?
- A lithium battery is overheating (no visible fire or smoke) what would crew immediate actions be? What actions would you take if the device continues to overheat?
3.3.12.5 The primary method for stopping a lithium battery from thermal runaway or overheating is to cool it down by pouring water or other non-flammable liquid on the battery or device. This should be done once any flames have been extinguished and continued until the device is cooled and there is no evidence of smoke, heat, crackling or hissing sounds usually associated with an overheating lithium battery. This could take as much as 10-15 minutes.
- 3.12.4 PEDs approaching a thermal runaway start by initially displaying hissing, crackling sounds, as well as bubbling or blistering casings.
- 3.12.8 A device shall not be moved if displaying any of the following: flames/flaring, smoke, unusual sounds (such as crackling), debris, or shards of material separating from the device.
3.3.14 Lithium Battery/PED - Crushed/Damaged in Seat or Overheating:
ALERT:
Alert Other Crew
IDENTIFY/REMOVE POWER:
Identify item.
If Crushed/Damaged in Seat
Ask passenger:
1. Where they suspect item may have dropped or slipped.
2. If seat has been moved since misplacing item.
Where applicable, disconnect device from power source, if safe to do so.
If Crushed/Damaged in Seat WARNING:
Do not move device if flames are visible.
Using fire gloves, search for and retrieve device and turn off, if safe to do so. If unable to retrieve device, reseat passenger.
If Overheating
Instruct passenger to turn off device immediately, if safe to do so.
WARNING: If device has been turned off, ensure device remains off for duration of flight.
CAUTION: Do not attempt to remove battery from device.
Fire Containment Bag Used
Using fire gloves, place device into FCB and move to rearmost lavatory.
Fire Containment Bag Not Used
Keep device visible.
Fire Containment Bag Used
Monitor to ensure there are no signs of smoke, crackling/hissing sounds.
Fire Containment Bag Not Used
Monitor to ensure there are no signs of smoke, heat, battery swelling, crackling/hissing sounds.
Onboard Leader report to Captain and request the attendance of ARFF or local fire service officials (via AMCO or ATC) in all instances. Complete Safety Report (VAGP-SS-006) and include photos of the affected device and any damage caused.
3.3.13 Lithium Battery/PED - Fire or Smoke:
- ALERT other crew (if required) and flight crew
- IDENTIFY ITEM/REMOVE POWER
1. Identify item
Device in Overhead Locker:
If smoke is coming from overhead locker, but device is not visible or accessible, remove other baggage from overhead locker to access affected baggage/item.
If necessary, ask passengers to identify contents of their baggage
2. Where applicable, disconnect device from power source, if safe to do - FIGHT FIRE
Aggressively attack and extinguish fire. - COOL
1. Douse device continuously with water or non-flammable liquid until cooled and no evidence of smoke, heat, swelling of battery, and no crackling/hissing sound (up to 10-15 minutes)
Take Fire Containment Bag (FCB) and fire gloves to device.
2. Fill a suitable lined container with enough water/non-flammable liquid to cover the device (inside FCB) and take to device.
3. Using fire gloves, place the device inside FCB.
4. Place FCB inside container. Push FCB down as far as possible, according to size of device inside.
5. Check at a minimum, device is submerged.
6. Stow and secure container.
MONITOR
- Monitor device for re-ignition.
REPORT
- Onboard Leader report to Captain and request the attendance of Aircraft Rescue and Firefighting (ARFF) or local fire service officials (via AMCO or ATC) in all instances. Complete Safety Report (VAGP-SS-006) and include photos of the affected device and any damage caused
Cabin Fumes:
- How should cabin crew communicate with the flight crew during a fumes event? Why?
- What drill positions should cabin crew adopt?
- What sort of information can the Communicator use to describe fumes when speaking to flight crew?
- What safety equipment can be donned, if required?
- If fumes are present at a jumpseat for landing, what are some cabin crew actions?
3.3.17.1 Fumes refer to any vapour, odour or gas which is in the air and may come from any area within the aircraft including the cargo hold, cabin, galleys or toilets. It may be quite strong and could cause irritation. Fumes could be caused by a dangerous good or the source may not be known or visible to cabin crew members.
WARNING:
It is essential that the flight deck door remains closed at all times and all communication is done via the interphone. This is for security reasons and to prevent smoke and fumes from entering the flight deck.
3.3.17.4 Cabin Crew Immediate Actions
When dealing with a fumes incident, adopt the firefighting drill positions. This will allow for effective management of the situation. The cabin fumes source shall be located and fought without delay and the captain kept informed at all times.
Provide a description of the fumes: • Smells like... • Tastes like... • Are the fumes visible? • Are the fumes causing any irritation?
Don appropriate safety equipment (e.g. Protective Breathing Equipment (PBE), portable oxygen if required
3.3.17.7 Fumes Present at Jumpseat for Landing
- Communicate with the flight crew immediately.
- Pass on any relevant information regarding the fumes.
- Flight crew will advise crew member on actions to take.
- If risk of crew incapacitation due to fumes and it is necessary to
occupy a passenger seat for landing, refer to procedures for unserviceable jump seat in Appendix A - Unserviceable Equipment and Irregularities
Unlawful Interference (Hijack):
- Define unlawful interference. Provide three examples.
- What is an attempted hijack?
3.4 The meaning of unlawful interference with aviation is defined under the Aviation Transport Security Act 2004 as follows: Any of the following done without lawful authority is an unlawful interference with aviation:
a. Taking control of an aircraft by force, or threat of force, or any
other form of intimidation
b. Destroying an aircraft that is in service
c. Causing damage to an aircraft that is in service that puts the
safety of the aircraft, or any person on board or outside the aircraft, at risk
d. Doing anything on board an aircraft that is in service that puts the safety of the aircraft, or any person on board or outside the aircraft, at risk
e. Placing, or causing to be placed, on board an aircraft that is in service anything that puts the safety of the aircraft, or any person on board or outside the aircraft, at risk
f. Putting the safety of aircraft at risk by interfering with, damaging or destroying air navigation facilities
g. Putting the safety of an aircraft at risk by communicating false information
h. Committing an act at an airport, or causing any interference or damage, that puts the safe operation of the airport, or the safety of any person at the airport, at risk.
3.4.1 An attempted hijack may be considered as any attempt by a person to unlawfully seize control of an aircraft by their own physical actions or by coercion of a cabin crew member by threatening the safety of the aircraft or any person onboard. In this case, full authority of the flight deck still remains with the pilot in command.
A hijack has not taken place until such time as an unauthorised person seizes or exercises control of the aircraft. In flight the seizing of control of the aircraft may be established by entry into and taking control of the flight deck or, by means of coercion from the cabin, causing the pilot in command to submit to the demands of a hijacker.
Hijack
- What are the first three cabin crew actions in an unlawful interference (hijack) situation?
- How will you contact the flight crew and what will you say if unable to speak freely??
- If you are able to speak freely, should you use covert language? What information could be passed to the flight crew?
- Will an ASO ask for the flight deck door to be opened?
- List three symptoms of Stockholm syndrome
- 4.1.1 Cabin Crew Actions
- Attempt to keep hijacker out of the flight deck.
- Contact the flight deck via interphone using the appropriate
non-normal signal. Refer Section 5.1.7 - B737 Standard/Non-normal Communication Tables.
•If you are unable to speak freely due to the threatening influence of a hijacker, then initiate voice communications with the covert phrase:
“Captain, I must come to the flight deck immediately”
• If you are able to speak freely then do not use covert language. Give as much detail as possible to the flight crew regarding the situation in the cabin. Use clear plain language so the flight crew can build up an assessment of the situation as quickly and accurately as possible. Important information to be passed to the flight crew includes:
- Weapons you have seen
- Description of the hijacker(s)
- Seat number where the hijacker(s) were seated
- Name of the hijacker(s) from the passenger list
- Any demands made by the hijacker(s)
- Comply with hijacker(s) demands except that entry to the flight deck shall be prevented at all costs.
- Maintain communications between cabin and flight crew as much as possible.
- Communicate with other crew members. Pass any relevant information to other crew who are able to communicate with the flight crew.
- Turn off the aircraft IFE system, if possible, in order to limit hijacker knowledge of the aircraft actual position via the moving map display.
- OBL turn off Inflight WiFi to prevent live streaming.
- Cease normal service. Food and water may be distributed if agreement is reached with the hijacker(s) to allow it. Water and food should be conserved and rationed. Do not serve alcoholic drinks.
- Monitor the emotional state of the hijacker(s) and avoid elevating their level of aggression where possible. Remember, the likelihood of landing safely, and the negotiated surrender of a hijacker(s) is increased significantly if they are prevented from gaining access to the flight deck.
- Obtain hijacker(s) approval for passengers to use lavatories and medically trained people to assist with passengers, if required. Otherwise keep passenger movement to an absolute minimum.
- Ask hijacker(s) for permission to regularly clean lavatories and tidy cabin.
- Keep passengers under control and reassure them that the flight crew will be doing everything possible to ensure a peaceful outcome.
- Keep aisles clear and window blinds open if possible. Comply with hijacker(s) demands.
- Be prepared to evacuate; have an escape plan.
- Be alert for symptoms of Stockholm Syndrome among passengers and other crew. See Section 3.4.1.7 - Stockholm Syndrome
NOTE: An ASO will not ask for the flight deck door to be opened under any circumstances.
3.4.1.7 Stockholm Syndrome
Stockholm Syndrome refers to a stress-related psychological symptom that occurs with some people in a hostage situation. This is an unconscious, involuntary response to a fear of harm. The result is that the hostage develops an emotional bond with the captor. This bond is believed to be a behavioural response in individuals to avoid hurt or abuse. Not everyone will experience the phenomenon. Studies conducted by the FBI suggest that 75% of captives will show no evidence of Stockholm Syndrome.
Symptoms of Stockholm Syndrome include:
• Positive feelings by the hostage towards the captor
• Negative feelings by the hostage toward family and authorities trying to rescue them
• Support for the captor’s reasons and behaviours
• Supportive behaviour by the hostage, at times helping the captor.
Factors recognised as necessary for the syndrome to develop are:
• The hostage crisis lasts for several days or longer
• The captors remain in contact with the hostages; that is, the hostages are not placed in solitary confinement
• The captors show some kindness towards the hostage or at least refrain from harming the hostage. This is the critical factor in establishment of Stockholm Syndrome. Hostages that experience abuse or see the captor as evil tend to respond with anger or hatred
• The hostage is dependent on the captor for life (i.e. the captor controls the hostage’s basic needs for survival).
Following a hostage event, people who suffer from Stockholm Syndrome generally report symptoms the same as Post Traumatic Stress Disorder (PTSD) and the treatment is the same as for PTSD
Bomb Threat:
- Who will assess any bomb threat made against a company aircraft or facility?
- Where is the Least Risk Bomb Location (LRBL)?
- Should the entire Dangerous Object (Bomb) Search checklist be completed if a suspect item is found before the end of the checklist? Why?
- How far should passengers be moved from the suspect item (if found)?
- Who will advise whether to move a suspect item (if found)?
- Where should rearmost crew sit for landing?
Bomb Threat - On the Ground (Prior to Take-Off or After Landing):
- What information should the flight crew communicate to the OBL?
- If there is an imminent risk or danger of explosion, what will the captain do?
3.4.2 Bomb Threat
Any bomb threat made against a company aircraft or facility will be assessed by the Virgin Australia Bomb Threat Assessment Team.
If a bomb threat is received, Integrated Operations Centre (IOC) shall be contacted to advise Group Security. Group Security will then convene the Bomb Threat Assessment Team to determine if further action is required. All threats will be treated seriously until proven otherwise.
3.4.2.1 Least Risk Bomb Location
The Least Risk Bomb Location (LRBL) is the location where damage to the aircraft will be minimised if an explosion occurs.
• 2R door
3.4.2.4 Cabin Crew immediate actions
- Follow flight crew instructions.
- Obtain applicable Dangerous Object (Bomb) Search Checklist.
- Complete actions as per checklist.
If a suspect item is found: - Do not touch or move item.
- Do not cut any wires, strings or attachments.
- Do not open any sealed containers.
- Communicate precise description and location of suspect item to
captain. - Switch off non-essential electrical circuits (as advised by captain) near suspect item.
- Remove any nearby combustibles or emergency equipment (e.g. portable oxygen bottles, fire extinguishers).
- Move passengers away from suspect item at least four rows and advise to keep heads low, below top of seat back. If no spare seats are available, raise arm rests and use extension seat belts.
- If necessary seat passengers against rear facing bulkheads.
- Captain will advise if item should be moved or not.
- Rearmost crew sit behind last row of passengers for landing.
- If a suspect item is located during the search, the entire search
checklist and search area shall still be completed. There may be more than one device or the device found may be a decoy.
If Advised NOT TO MOVE Item - Secure item keeping in the same position as when it was discovered.
- Cover item with a waste bag to avoid any short-circuiting from the wet padding.
- Pack around item with dampened items such as blankets, pillows, clothing and seat cushions.
3.4.3.1 Flight Crew Actions - On the Ground
The Captain should call the OBL to the flight deck. Information should be passed to the crew indicating what kind of threat is being made against the aircraft. Further information to be passed to the OBL should include but is not limited to:
• Whether the aircraft is to be taxied to a different location
• If a search is to be carried out by cabin crew or the appropriate
authorities
• Whether it will be necessary to disembark the passengers.
If there is an IMMINENT RISK OR DANGER OF EXPLOSION the captain will initiate an EVACUATION.
For all other cases the captain should initiate a PRECAUTIONARY DISEMBARKATION. In all cases, hand baggage should remain on board the aircraft.
The Bomb Threat Assessment Team will advise if additional security measures will need to be undertaken such as re-screening or cabin searches.
When the aircraft has been declared cleared, crew members can re-board the aircraft.
After precautionary disembarkation or evacuation the crew and ground personnel will be responsible for moving the passengers to a safe location.
Captain’s Emergency PAs and Commands:
- What is the Ditching PA and when will this be made? What PA will follow it?
- What is the Brace PA and the associated cabin crew commands?
- Name the three Captains PAs that will terminate the brace procedure?
- After the aircraft has stopped on land (following a normal or emergency landing), you hear “This is the captain, cabin crew to your stations”. What is this PA called? Should you leave your exit to reassure and calm passengers following this PA?
- If the captain determines an evacuation is unlikely (such as following a rejected take- off), what PA will you hear?
3.5.1 Ditching PA
The Ditching PA is made to notify the cabin of a ditching prior to landing and is followed by the Brace PA.
“ Attention, Attention, this is a ditching”
3.5.2 Brace PA
“This is the Captain, Brace, Brace”
Cabin Crew Actions
Maintain brace position and commence brace commands “Heads down, stay down”.
2. It may not be possible for Brace PA to be given. If you realise impact is imminent, initiate brace commands.
3. Remain in brace position until aircraft comes to a complete stop. Expect more than one impact.
4. Continue to shout commands until aircraft comes to a complete stop, unless there is a risk to you personally.
The brace procedure shall be terminated with one of three PAs (whichever is most appropriate): the Alert PA, the Evacuation PA or Evacuation Unlikely PA.
3.5.3 Alert PA
Cabin Crew Actions
1. Move to assigned area and stand by exit.
2. Check outside conditions. Remove red warning strap. Check door is armed.
3. If responsible for two door exits:
Assess safety of outside conditions and door mode of primary exit first, and then assess safety of outside conditions and door mode of secondary exit.
4. Communicate only essential information to flight crew via interphone.
5. Communicate only essential information to other cabin crew members.
6. Be ready to act accordingly to further PAs.
7. Continue to check outside conditions.
8. Do not evacuate passengers unless instructed.
9. If possible reassure and calm passengers and ensure they remain seated. Do not leave exit to do this.
3.5.4. Alert Cancel
“Cabin Crew Stand Down, Cabin Crew Stand Down”
Brace Positions:
- If you are seated rearward or forward facing how should your hands be positioned?
- When should a passenger adopt the alternate brace position?
3.6.1 Cabin Crew
To adopt brace position you shall:
1. Sit well back in seat.
2. Secure harness tight and low on torso.
3. Position body/head against surface it is likely to strike during impact, according to seat direction.
NOTE: Do not hold onto harness.
3.6.2 Cabin crew members in rearward facing jump seats shall:
• Place feet together, squarely on floor
• Sit on hands, one hand under each thigh, palms upwards
• If this is not possible, place palms together and secure between inner thighs
• Position head against headrest
• Allow body to be partially relaxed.
3.6.4 Passenger Brace Positions
3.4.6.1 Primary
In passenger seats:
• Place feet together flat on floor, with legs bent slightly to rear behind
the knee joint
• Lean forward as far as possible
• Cross wrists, hold on to top of seat in front and rest head on arms.
3.6.4.2 Alternate
In passenger seats, assume alternate brace position if:
• Cannot reach seat in front
• Seated in first row at bulkhead
• Unable to assume primary brace position.
Instructions:
• Place feet together flat on floor, with legs bent slightly to rear behind
knee joint
• Lean forward as far as possible
• Wrap arms around knees
• Head down in lap.
NOTE: • Passengers who cannot assume either brace position shall lean forward as far as possible, keeping head down and protecting head with arms • Crew members seated in a passenger seat will assume one of the passenger brace positions.
Emergency Landings:
- What are the three categories of emergency landings?
- What is an uneventful landing?
3.7 Emergency Landings
Emergency landings fall into three categories:
• Forced landings: The aircraft shall land as soon as possible due to
a threat to the safety of flight while airborne. This may occur on or away from an airport
• Ditching: The forced landing of an aircraft on water
• Non-normal Landings: The safety of flight is not at risk but the
landing may result in a threat to the safety of the crew members and passengers. This will generally occur at an airport.
Emergency landings on land may not result in a passenger evacuation if the landing is uneventful.
An emergency landing can be either prepared or unprepared.
3.7.1 Uneventful Landing
An uneventful landing, in this manual, refers to a prepared or unprepared emergency landing where no actual danger or threat to the safety of passengers or crew exists after the aircraft lands.
