Cabin Operations

Flight Operations Briefing Notes Ground Operations Safety

Flight Operations Briefing Notes

Cabin Operations
Ground Operations Safety

I Introduction

During the ground phase, the cabin crew have to perform their assigned duties (safety,
security and galleys checks before passenger boarding) and at the same time they may
has to deal with different people who get involved in ground operations such as
boarding/disembarkation of passengers, catering and cleaning of the cabin,
maintenance issues in the cabin and fueling with passengers on board.
All these situations require co-operation between the cabin crew and the ground
personnel in order to work safely and efficiently.

I.1 Boarding/Disembarkation of Passengers

During the phases of boarding and disembarking passengers, the cabin crew are
involved in many different duties. They check boarding cards, assist people requiring
help, manage the flow of passengers…
While performing these duties, they must maintain a situational awareness and make
sure that all doors, exists and aisles are clear of obstruction.
Doors must not be left unattended, and cabin crew should stand at, or within a close
distance to, their assigned station.

The ground personnel must make sure that the jetway/stairs are properly installed
before allowing the cabin crew to open the door in order to prevent injuries.
If the disembarkation is performed by stairs, before allowing the passengers to
disembark the cabin crew must ensure that the bus assigned for the transportation to
the terminal is waiting at the bottom of the stairs

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The cabin crew should direct passengers and be constantly on the lookout for any
dangers which could happen.
If there is a cabin crew positioned on the jetway or at the foot of the stairs, they will be
responsible for passenger safety and will also ensure that the passengers comply with
the non smoking regulations.
When the last passenger has disembarked, the cabin crew perform the following
actions:
• Perform a security check of the cabin including galleys and lavatories
• Report to the Purser.

II Operational Standards for Ground Operations

At departure, arrival or during the turn-around, it is normal practice for the cabin crew
to operate the aircraft doors.

II.1 Departure Operational Standards

When the purser gives the order to close the doors for departure, all cabin crew
responsible for doors that are open will perform the following actions:
• Grasp the frame assist handle
• Press the gust lock (The gust lock, located on the support arm, must be pressed
with the palm of the hand)
• Pull simultaneously the support arm
− By using the door assist handle, move the door backwards (Do not use the
control handle to move the door)

When the door is in front of the door frame:

• Pull in the door using the door assist handle
• Lower the door control handle
• Check that the door is locked correctly (the door locking indicator(s), located on the
upper part of the door, indicate “LOCKED” in green).

When instructed to arm the slides, all cabin crew responsible for doors will perform the
following actions:
• Lift the arming lever plastic cover
• Remove safety pin (with red flag)
• Push the arming lever into armed mode
• Stow the safety pin
• Close the plastic cover.

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At each station, the cabin crew must:

• Check that all doors are closed, locked and armed
• Conduct a crosscheck

The purser can also crosscheck the door and slide status on the Flight Attendant Panel
(FAP).
In addition, the flight crew will crosscheck the door status with the Electronic
Centralized Aircraft Monitoring (ECAM).

II.2 Arrival Operational Standards

When the aircraft has come to a complete stop and the seat belt sign is switched off,
the cabin crew will receive the instruction to disarm the slides. The following actions will
be performed:
• Remove the safety pin (with red flag hanging) from the stowage
• Lift the arming lever plastic cover
• Return the arming lever to the disarmed position
• Replace the safety pin
• Close the plastic cover

At each station, the cabin crew must:

• Check that all doors/slides are disarmed
• Conduct a crosscheck
The Purser will crosscheck the slide status on the FAP and the fight crew can check the
slide status with the ECAM.
If the aircraft is at a gate, each cabin crew responsible for opening a door must wait
until it is safe (i.e. the jetway is fully in position). If, the aircraft is not parked at a gate,
the cabin crew will check that steps are correctly positioned at the aircraft door. The
following actions are then performed:
• Grasp the frame assist handle
• Check that the slide arming lever is disarmed
• Check that the safety pin is installed
• Check the cabin differential pressure warning indicator (red light not flashing)
• Check outside conditions
• Lift up the door control handle fully
− Use the door assist handle to push the door outwards, then move it forwards
until the door locks into the fully open position (the gust lock has engaged)

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II.3 Refueling/Defueling with Passengers on board

The flight crew must notify the cabin crew before beginning to refuel/defuel. The cabin
crew must ensure that no service-related duties are performed during this process.

The cabin crew must coordinate actions with the flight crew to ensure that:
• Fasten seat belt sign is off
• Smoking signs are on
• Interior cabin lights are on
• Emergency lights are on (to facilitate identification of emergency exits)

The cabin crew must check the following:

• Cabin curtains/dividers are open
• All exits, escape paths, aisles and cross-aisles are clear of any obstruction.

The Purser will make a Passenger Announcement:

• Requiring the passengers to remain seated with their seat belt unfastened until
refueling/defueling is complete
• Reminding them that the use of cigarette lighter, matches, smoking, electronic
devices and switch gear is prohibited.

Throughout the operation, the closed doors (without jetway or stairs) will be armed and
the cabin crew remain at doors.

At least on cabin crew must be stationed at each door or pair of doors as appropriate
and be prepared for an emergency evacuation, if required.

II.4 Catering/Cleaning personnel

The catering and cleaning personnel form part of the ground personnel who board the
aircraft and as such are subject to the same regulations. Cabin crew must be vigilant to
ensure that all personnel who board the aircraft perform their duties in a safe way and
comply with the required procedures.

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III Statistical Data - Background Information

A study by IATA reported that in 2004 there were 86 inadvertent slide deployment
incidents. An inadvertent slide deployment can cause serious and even fatal injury. The
chart below identifies the people involved in inadvertent slide deployments with cabin
crew being involved in 59% of those reported.

Unspecified
11%

Maintenance crew Purser

5% 26%

Ground crew
20%

Cabin crew
Flight crew 33%
5%

Source – IATA Cabin Operations Safety Toolkit

Inadvertent Slide Deployments

III.1 Inadvertent Slide Deployment Statistics

These incidents can be caused by:

• Door or system malfunctions:
− When a door does not show the correct arming indication on the Flight Attendant
Panel
• Human error:
− When cabin crew are distracted and deviate from standard operating procedures
The chart below identifies the occasions when inadvertent slide deployments occurred:

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Unspecified
Park 2%
2% Pre-flight
Post-flight 4%
12%
Departure
21%
Turnaround
6%

Arrival
53%

Source – IATA Cabin Operations Safety Toolkit

Inadvertent Slide Deployments

When a slide deployment occurs, the following consequences can result:

• Flight delays
• Slide replacement
• Off loading of passengers

According to the Minimum Equipment List (MEL) passengers must be off loaded if a
door is inoperative.

If cabin crew realize when opening a door that slide is not disarmed, they
must not try to keep it closed by fighting against the mechanism. They can be
ejected from the aircraft and seriously or fatally injured.

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III.2 Violent Door Opening due to Cabin Pressure

This event occurs when cabin crew try to open a door while the aircraft is not fully
depressurized. This will result in the door opening violently and may cause serious or
even fatal injuries.
There are means to detect when an aircraft is still pressurized after landing:
• A hissing sound around the door and a failure of the door to open should raise the
cabin crew awareness.
• The red cabin pressure indicator flashes:
− If the indicator is flashing, the cabin crew should not attempt to open the door,
but should immediately contact the flight crew
Cabin crew must never force the handle to open a door when the red cabin
pressure indicator is flashing. They must report the situation to the flight
crew.

IV Operational and Human Factors Involved in Ground Operations Safety

At each step of flight preparation, standard operating procedures must be applied to
ensure a high level of safety and reduce the risk of accidents/incidents.
If an inadvertent slide deployment occurs, it may indicate that the cabin crew
awareness is affected by:
• Fatigue:
− Cabin crew may be at the end of a long and very busy duty period
• Mixed fleet flying:
− Some cabin crew may operate different aircraft types. This may lead to
confusion and error
• Distraction:
− A passenger asking the cabin crew for some information on arrival just before
slide disarming
• Time pressure:
− Cabin crew attending to passengers (offering newspapers/drinks) before
departure.

Other factors may also be at the origin of accidents/incidents:

• Ineffective detection:
− A cabin crew fail to recognize the cabin pressure light flashing and try to open
the aircraft door
• Incorrect application of the procedure:
− Cabin crew do not remain close to their assigned door during fueling
− Cabin crew open the door on a jetway without waiting for the ground personnel
to confirm that it is safe

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• Lack of training:
− Cabin crew are not aware of the procedures for passenger disembarking by the
stairs
− Cabin crew do not know all the correct procedure for door/slide arming
• Lack of Operator policy:
− There is no Operator policy regarding residual cabin pressure in the doors and
the cabin crew are not aware of the danger of opening the cabin doors when the
aircraft is pressurized.
− There is no Operator policy regarding inadvertent slide deployments and the
cabin crew are not aware of the consequences and risks that this event
represents.

V Prevention Strategies/Best Practices

Ground operations may be routine, but unsafe operations can lead to incidents or even
accidents. Therefore the operator and the cabin crew should take the following
preventive actions:
• The cabin crew should have a sound knowledge of the cabin door operation and all
the arming/disarming procedures
• Operators should provide training and documentation about the doors and ground
safety operations procedures according to the situation (e.g. disembarkation at
jetway or with stairs)
• Operators should provide procedures limiting the cabin crew duties during
passenger boarding/disembarkation or refueling
• Operators should raise cabin crew awareness regarding the effect of environmental
factors (fatigue, distraction…) on the respect of procedures especially in inadvertent
slide deployment incident.
• Ground personnel should be trained on door operation. Training can reduce the risk
of inadvertent slide deployments.

VI Summary of Key Points

It is important to note the following key points:
• Operators should plan regular training courses and exercises for cabin crew.
Training exercises should cover not only the normal operational situations but also
the specific ones (e.g. refueling with passenger on board) in mock-up aircraft, to
ensure that the cabin crew are trained to handle different situations
• Operators should ensure that all ground personnel are trained in order to adhere to
strict procedure when operating on an aircraft
• All inadvertent slide deployments or door malfunction related events must be
recorded using both a flight report and a technical/cabin logbook entry. It can be
used to analyze the incidents and adapt or even enhance operational procedures if
records reveal that cabin crew are at the origin of the majority of incidents.

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VII Associated Flight Operations Briefing Notes

The following Flight Operations Briefing Notes provide additional information about this
subject:
• Effective Briefings for Cabin Operations
• Crew Communication

VIII Regulatory References

• EU-OPS 1.1015 – Cabin Crew

IX Airbus References
• A318/A319/A320/A321, A330, A340 & A380 Cabin Crew Operating Manuals (CCOM)
Door Operation/Departure/Arrival
Refueling/defueling

X Additional Reading Material / Website References

• FAA – Chapter 33 – Cabin Safety and Flight Attendant Management
http://fsims.faa.gov/PICDetail.aspx
• IATA – Cabin Operations Safety Toolkit
http://www.iata.org/ps/publications/Pages/cabin-safety.aspx
• EASA – Sections 1 & 2 Sub-Part O – Cabin Crew
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do
• Transportation Safety Board of Canada
http://www.tsb.gc.ca/eng/rapports-reports/aviation/2010/index.asp
• National Transportation Safety Board
http://www.ntsb.gov/doclib/safetystudies/SS0001.pdf
• Aircraft Accident Database
http://www.rgwcherry-adb.co.uk/adb/introduction.asp
• Flight Safety Foundation – Publications
http://flightsafety.org/archives-and-resources/aviation-safety-events
• CAA UK – CAP 789 – Requirements and Guidance Material for Operators
http://www.caa.co.uk/docs

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This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards, flying
techniques and best practices, operational and human factors, suggested company prevention strategies and personal lines-
of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM / CCOM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

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1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX FRANCE
FOBN Reference : FLT_OPS – CAB_OPS – SEQ 05 – REV 02 December 2011

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