easyJet

Operations Manual

Cabin Safety Procedures Manual

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Cabin Safety Procedures Manual
© Copyright 2010 by easyJet Airline Company Limited. All rights reserved.
The copyright to this material rests with easyJet Airline Company Limited and its suppliers. Your
access to it does not imply a licence to reproduce and/or distribute this information without prior
written permission from the airline.

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Operations Manual - Cabin Safety Procedures Manual easyJet

Issue No: 02 Revision No: 08 Operations
 Amendment and Revision Record

Amendment and Revision Record

Issue.# Rev.# Effective Date Content Summary

02 00 06-Nov-2006 Revision to reflect the harmonisation of both easyJet AOC

operations.
02 14-Jun-2007 General Updates.
03 30-Mar-2008 General Updates
04 24-Nov-2008 Revision to reflect the harmonisation of easyJet and GB oper-
ating procedures.
05 26-Jan-2009 Revision to reflect the harmonisation of A319/A320 operating
procedures.
06 15-Jun-2009 General Updates
07 25-Jan-2010 General Updates
08 06-Sep-2010 General Updates

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easyJet Operations Manual - Cabin Safety Procedures Manual Changes-1

Operations Issue No: 02 Revision No: 08 06-Sep-2010
Amendment and Revision Record

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Changes-2 Operations Manual - Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
Change Revision Summary
Page Number Description of Change
1-2 Cabin Safety Bulletin added
1-2 Added text regarding reading of NTCs
1-2 Location of NTCs added
1-5 Updated ranks that can assess on NE check flights
1-10 Added information regarding prompt completion of reports
1-13 Added to report incidents to hotel for local procedures to be followed
1-23 Added definition of ASR
1-28 Updated throughout CSPM in line with Ground Handling Manual to state ’turn-
round’
2-1 Information added to ensure crew have checked in before flying
2-2 Added information regarding administration duties prior to positioning
2-2 Oven gloves only carried by SCCM
2-2 Names removed as already on journey log
2-2 Added text regarding additional information that SCCM must advise Command-
er of during briefing
2-4 Added reference to punctuality policy
2-8
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Reference added regarding boarding procedures
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2-9 Deleted Commanders PA in line with PED procedure/PA
2-13
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Age of ABP increased to 16 years
2-15
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Policy for assisting with infants updated to ensure safety of child
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Removed limitation stating that only two pax requiring supplementary restraint

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devices can be carried
2-17
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added information regarding use of support or comfort aids
Deleted duplicated text
2-23 Hand baggage regulations updated to include stowage of bags at unoccupied
window seats
2-28 CARES added to table of restraints for infants and children
2-29 Age to sit next to a child seat increased in line with ABP age increase
2-32 information added regarding the sale and use of smokeless cigarettes
2-32 Updated pax information regarding scuba diving
2-36 NTC incorporation
2-37 Procedure for re-opening doors amended and aligned with EZS
2-37 Added reference to Cabin Standards Manual for disinsection procedures
2-42 Updated information on Crew breaks
2-46 Added confirmation that trolleys must not be left unattended
2-46 NTC incorporation
2-46 Deleted text as cannisters no longer have stickers as all are within approved
weight limits
2-47 Carts and cannisters to be stowed correctly due to weight and balance of aircraft
2-47 Bullet point added stating that loose items can not be stowed behind cannisters

easyJet Cabin Safety Procedures Manual RevSummary - 1

Operations Issue No: 02 Revision No: 08 06-Sep-2010
Page Number Description of Change
2-50 Procedure for crew sickness and injury onboard updated
2-51 Manual error corrected to remove use of portable oxygen
2-54 Added time restrictions for ice packs
2-54 Updated title of PA to make on descent
2-55 Added as recommendation to crew
2-55 Updated in line with type specific chapter
2-55 NTC incorporated
2-56 Amended in line with type specific chapters
2-62 NTC incorporation and extra information regarding operating out of uniform
2-62 NTC incorporation
2-62 PA amended due to revised After Doors Closed PA
2-63 NTC incorporation
3-1 Clarification regarding emergency landings
3-2 Situations when NITS is to be repeated back clarified
3-4 Added which passengers to brief
3-7 Added text for clarity regarding repeating back of NITS brief
3-8 Clarification added for PA’s during a precautionary landing
3-12 Age of ABP increased to 16 years
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3-22 NTC incorporation
3-26
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In a decompression, if aircraft does not descend within a few minutes after drop

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down masks have deployed, initial communication to be over the interphone

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Added extra information regarding extinguishing methods

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3-37 Procedure for fighting lithium battery fires updated in line with CAA guidance
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Added Text ’Skin colour varies and may... inside the lips and lower eyelids’
Policy with regard to Do Not Resuscitate requests added
6-23 Added Text ’DRABCDE’
6-25 Changed to disposable glove
6-25 Added to assess the severity in choking casualty
6-27 Flow chart updated due to typing error
6-27 Information added regarding checking severity of children and infants choking
6-49 Changed to disposable gloves
6-50 Changed to disposable gloves
6-51 Changed to disposable gloves
6-61 Changed to disposable gloves
6-61 Changed to disposable gloves
6-62 Changed to disposable gloves
6-62 Changed to disposable gloves
6-66 Rewording for clarity
6-68 All references to Flight Crew changed to state Pilots in line with Pilot Contracts
6-78 Added Decompression Illness
7-5 Added text: ’an "Extended Single Flight Duty Period" dispensation,’

RevSummary - 2 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
Page Number Description of Change
7-5 Added Reference: ’ Section 7.1.12.9 "Level 2 - Extended Single Flight Duty Pe-
riod - FDP Plus 60 Minutes"’
7-11 Deleted text: ’and’
7-11 Added text: ’and by the use of an Extended Flight Duty Period dispensation un-
der the terms of para 7.1.12.9’
7-12 Updated Section: ’Discretion to Reduce Standard Report’
7-13 Updated Extended Single Flight Duty Period section.
7-14 Added bullet: ’If a planned... not be exercised.’
7-17 Replaced text: ’reduced’ with ’shortened’
7-17 Replacing text: ’reduction in rest’ with ’shortening of the rest period’
7-23 Added Section: ’Reduction in Standard Reporting Time’
7-29 Added text: ’consecutive’
7-30 Updated section: ’Six Consecutive Flying Duty Periods’
7-31 Added text: ’A dual duty can be followed by any other duty, including a Morning
Start Duty, without it being considered as a second transition.’
9-6 Deleted text: ’articles’
9-16 Deleted: Smoke mask.

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9-25 Updated Section: ’Firearms And Ammunition - Sporting And Competition

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Weapons’

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9-26 Updated Section: ’Munitions of War’
9-27
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Added text: ’and treated as standard processes for dealing with firearms’
9-28
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Non UK Officers - Domestic Flights aligned with GHM.
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10-1
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Added text: ’set out in the EC300 and the Single Consolidated Direction 1/2010

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(SCD)’
Deleted text: ’of National Aviation Security Programmes (NASP).’
10-1 Added text: ’once all background and referencing checks are completed’
10-9 Section 10.1.8 Disruptive Passengers updated and replaced.
10-16 Added text: ’(within 13 months of the initial training)’
10-16 Added text: ’and any other appropriate training that will enhance security aware-
ness’
10-16 Added text: ’and will detail the types of training undertaken by the individual’
10-16 Updated Section: ’Aircraft Security’
10-18 Updated Section: ’Aircraft Check Procedures’
10-20 Updated Galley Areas.
10-20 Added sub section: ’Search and Check’
10-21 Updated Section: ’Aircraft Search Procedures’
10-23 Added Sub Section: ’Failed To Join Passengers’

easyJet Cabin Safety Procedures Manual RevSummary - 3

Operations Issue No: 02 Revision No: 08 06-Sep-2010
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RevSummary - 4 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 List of Effective Pages

List of Effective Pages

Changes-1 06-Sep-2010 1-15 06-Sep-2010 2-30 06-Sep-2010
Changes-2 06-Sep-2010 1-16 06-Sep-2010 2-31 06-Sep-2010
RevSummary-1 06-Sep-2010 1-17 06-Sep-2010 2-32 06-Sep-2010
RevSummary-2 06-Sep-2010 1-18 06-Sep-2010 2-33 06-Sep-2010
RevSummary-3 06-Sep-2010 1-19 06-Sep-2010 2-34 06-Sep-2010
RevSummary-4 06-Sep-2010 1-20 06-Sep-2010 2-35 06-Sep-2010
LEP-1 06-Sep-2010 1-21 06-Sep-2010 2-36 06-Sep-2010
LEP-2 06-Sep-2010 1-22 06-Sep-2010 2-37 06-Sep-2010
LEP-3 06-Sep-2010 1-23 06-Sep-2010 2-38 06-Sep-2010
LEP-4 06-Sep-2010 1-24 06-Sep-2010 2-39 06-Sep-2010
Contents-1 06-Sep-2010 1-25 06-Sep-2010 2-40 06-Sep-2010
Contents-2 06-Sep-2010 1-26 06-Sep-2010 2-41 06-Sep-2010
Contents-3 06-Sep-2010 1-27 06-Sep-2010 2-42 06-Sep-2010
Contents-4 06-Sep-2010 1-28 06-Sep-2010 2-43 06-Sep-2010
Contents-5 06-Sep-2010 2-44 06-Sep-2010
2 STANDARD OPERATING PRO-
Contents-6 06-Sep-2010 2-45 06-Sep-2010
CEDURES
Contents-7 06-Sep-2010 2-46 06-Sep-2010
2-1 06-Sep-2010
Contents-8 06-Sep-2010 2-47 06-Sep-2010
2-2 06-Sep-2010
Contents-9 06-Sep-2010 2-48 06-Sep-2010

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Contents-10 06-Sep-2010
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Contents-16 06-Sep-2010 2-55 06-Sep-2010
2-10 06-Sep-2010
Contents-17 06-Sep-2010 2-56 06-Sep-2010
2-11 06-Sep-2010
Contents-18 06-Sep-2010 2-57 06-Sep-2010
2-12 06-Sep-2010
Contents-19 06-Sep-2010 2-58 06-Sep-2010
2-13 06-Sep-2010
Contents-20 06-Sep-2010 2-59 06-Sep-2010
2-14 06-Sep-2010
2-60 06-Sep-2010
1 GENERAL 2-15 06-Sep-2010
2-61 06-Sep-2010
1-1 06-Sep-2010 2-16 06-Sep-2010
2-62 06-Sep-2010
1-2 06-Sep-2010 2-17 06-Sep-2010
2-63 06-Sep-2010
1-3 06-Sep-2010 2-18 06-Sep-2010
2-64 06-Sep-2010
1-4 06-Sep-2010 2-19 06-Sep-2010
2-65 06-Sep-2010
1-5 06-Sep-2010 2-20 06-Sep-2010
2-66 06-Sep-2010
1-6 06-Sep-2010 2-21 06-Sep-2010
1-7 06-Sep-2010 2-22 06-Sep-2010 3 EMERGENCY PROCEDURES
1-8 06-Sep-2010 2-23 06-Sep-2010 3-1 06-Sep-2010
1-9 06-Sep-2010 2-24 06-Sep-2010 3-2 06-Sep-2010
1-10 06-Sep-2010 2-25 06-Sep-2010 3-3 06-Sep-2010
1-11 06-Sep-2010 2-26 06-Sep-2010 3-4 06-Sep-2010
1-12 06-Sep-2010 2-27 06-Sep-2010 3-5 06-Sep-2010
1-13 06-Sep-2010 2-28 06-Sep-2010 3-6 06-Sep-2010
1-14 06-Sep-2010 2-29 06-Sep-2010 3-7 06-Sep-2010

easyJet Cabin Safety Procedures Manual LEP1

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3-8 06-Sep-2010 6-4 06-Sep-2010 6-51 06-Sep-2010

3-9 06-Sep-2010 6-5 06-Sep-2010 6-52 06-Sep-2010
3-10 06-Sep-2010 6-6 06-Sep-2010 6-53 06-Sep-2010
3-11 06-Sep-2010 6-7 06-Sep-2010 6-54 06-Sep-2010
3-12 06-Sep-2010 6-8 06-Sep-2010 6-55 06-Sep-2010
3-13 06-Sep-2010 6-9 06-Sep-2010 6-56 06-Sep-2010
3-14 06-Sep-2010 6-10 06-Sep-2010 6-57 06-Sep-2010
3-15 06-Sep-2010 6-11 06-Sep-2010 6-58 06-Sep-2010
3-16 06-Sep-2010 6-12 06-Sep-2010 6-59 06-Sep-2010
3-17 06-Sep-2010 6-13 06-Sep-2010 6-60 06-Sep-2010
3-18 06-Sep-2010 6-14 06-Sep-2010 6-61 06-Sep-2010
3-19 06-Sep-2010 6-15 06-Sep-2010 6-62 06-Sep-2010
3-20 06-Sep-2010 6-16 06-Sep-2010 6-63 06-Sep-2010
3-21 06-Sep-2010 6-17 06-Sep-2010 6-64 06-Sep-2010
3-22 06-Sep-2010 6-18 06-Sep-2010 6-65 06-Sep-2010
3-23 06-Sep-2010 6-19 06-Sep-2010 6-66 06-Sep-2010
3-24 06-Sep-2010 6-20 06-Sep-2010 6-67 06-Sep-2010
3-25 06-Sep-2010 6-21 06-Sep-2010 6-68 06-Sep-2010
3-26 06-Sep-2010 6-22 06-Sep-2010 6-69 06-Sep-2010

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3-37 06-Sep-2010 6-33 06-Sep-2010 6-80 06-Sep-2010
3-38 06-Sep-2010 6-34 06-Sep-2010
7 FLIGHT TIME LIMITATIONS
3-39 06-Sep-2010 6-35 06-Sep-2010
(FTL)
3-40 06-Sep-2010 6-36 06-Sep-2010
7-1 06-Sep-2010
6-37 06-Sep-2010
4 BOEING 737-700 TYPE SPECIF- 7-2 06-Sep-2010
6-38 06-Sep-2010
IC 7-3 06-Sep-2010
6-39 06-Sep-2010
4-1 06-Sep-2010 7-4 06-Sep-2010
6-40 06-Sep-2010
4-2 06-Sep-2010 7-5 06-Sep-2010
6-41 06-Sep-2010
7-6 06-Sep-2010
5 AIRBUS A319/320 TYPE SPECIF- 6-42 06-Sep-2010
7-7 06-Sep-2010
IC 6-43 06-Sep-2010
7-8 06-Sep-2010
5-1 06-Sep-2010 6-44 06-Sep-2010
7-9 06-Sep-2010
5-2 06-Sep-2010 6-45 06-Sep-2010
7-10 06-Sep-2010
6-46 06-Sep-2010
6 AVIATION FIRST AID 7-11 06-Sep-2010
6-47 06-Sep-2010
6-1 06-Sep-2010 7-12 06-Sep-2010
6-48 06-Sep-2010
6-2 06-Sep-2010 7-13 06-Sep-2010
6-49 06-Sep-2010
6-3 06-Sep-2010 7-14 06-Sep-2010
6-50 06-Sep-2010

LEP2 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
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7-15 06-Sep-2010 9-18 06-Sep-2010 A-2 06-Sep-2010

7-16 06-Sep-2010 9-19 06-Sep-2010 A-3 06-Sep-2010
7-17 06-Sep-2010 9-20 06-Sep-2010 A-4 06-Sep-2010
7-18 06-Sep-2010 9-21 06-Sep-2010
7-19 06-Sep-2010 9-22 06-Sep-2010
7-20 06-Sep-2010 9-23 06-Sep-2010
7-21 06-Sep-2010 9-24 06-Sep-2010
7-22 06-Sep-2010 9-25 06-Sep-2010
7-23 06-Sep-2010 9-26 06-Sep-2010
7-24 06-Sep-2010 9-27 06-Sep-2010
7-25 06-Sep-2010 9-28 06-Sep-2010
7-26 06-Sep-2010 9-29 06-Sep-2010
7-27 06-Sep-2010 9-30 06-Sep-2010
7-28 06-Sep-2010
10 AVIATION SECURITY
7-29 06-Sep-2010
10-1 06-Sep-2010
7-30 06-Sep-2010
10-2 06-Sep-2010
7-31 06-Sep-2010
10-3 06-Sep-2010
7-32 06-Sep-2010
10-4 06-Sep-2010
8 SURVIVAL, SEARCH, & RESCUE 10-5 06-Sep-2010
8-1 06-Sep-2010 10-6 06-Sep-2010

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06-Sep-2010
06-Sep-2010
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9 DANGEROUS GOODS &
10-15 06-Sep-2010
WEAPONS
10-16 06-Sep-2010
9-1 06-Sep-2010
10-17 06-Sep-2010
9-2 06-Sep-2010
10-18 06-Sep-2010
9-3 06-Sep-2010
10-19 06-Sep-2010
9-4 06-Sep-2010
10-20 06-Sep-2010
9-5 06-Sep-2010
10-21 06-Sep-2010
9-6 06-Sep-2010
10-22 06-Sep-2010
9-7 06-Sep-2010
10-23 06-Sep-2010
9-8 06-Sep-2010
10-24 06-Sep-2010
9-9 06-Sep-2010
9-10 06-Sep-2010 11 AIRBUS A320 TYPE SPECIFIC
9-11 06-Sep-2010 11-1 06-Sep-2010
9-12 06-Sep-2010 11-2 06-Sep-2010
9-13 06-Sep-2010
9-14 06-Sep-2010 12 AIRBUS A321 TYPE SPECIFIC
9-15 06-Sep-2010 12-1 25-Jan-2010
9-16 06-Sep-2010 12-2 25-Jan-2010
9-17 06-Sep-2010 A-1 06-Sep-2010

easyJet Cabin Safety Procedures Manual LEP3

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LEP4 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
Table of Contents
1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1 FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1.1 The Easyjet Operations Manual Suite. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1.2 Cabin Safety Element. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2 OPERATIONS MANUALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2.1 Manuals And Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2.2 Cabin Safety Bulletin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1.3 OPERATIONS MANUAL AMENDMENTS AND REVISIONS . . . . . . . . . . . . . . . . 1-2

1.3.1 Amendment And Revision Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1.3.2 Incorporation Of Amendments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1.3.3 Crew Briefing Section Of The OFP’s (Operational Flight Plans) . . . . . . . . . . . . . 1-3

1.4 ROLE OF THE AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

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1.4.1 Information On The Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

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1.4.2 Powers And Identification Of Inspectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

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1.5 LAWS, REGULATIONS, PROCEDURES & OPERATOR’S RESPONSIBILITIES . . 1-4

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1.5.1 National Regulations Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

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1.5.2 Aviation Regulations Relating To Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

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1.6 COMPETENCE OF CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1.6.1 Cabin Crew Qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

1.6.2 Recurrent Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5

1.6.3 Recency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.7 CABIN CREW RESPONSIBILITIES AND OPERATING RESTRICTIONS . . . . . . . 1-6

1.7.1 Personal Responsibility For Ability To Operate . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.7.2 Medical Fitness To Discharge Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.8 DUTIES & RESPONSIBILITIES OF CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.9 CABIN CREW NUMBER & COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.9.1 Reduced Cabin Crew/Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.9.2 Boarding With Less Than Minimum Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

1.9.3 Disembarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

1.10 OPERATION ON MORE THAN ONE TYPE OR VARIANT . . . . . . . . . . . . . . . . . 1-7

easyJet Cabin Safety Procedures Manual Contents - 1

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 1.11 CHAIN OF COMMAND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-7
1.12 AUTHORITY, DUTIES & RESPONSIBILITIES OF THE COMMANDER . . . . . . . . .1-7
1.13 PROCEDURES FOR THE USE OF VACANT CREW SEATS . . . . . . . . . . . . . . . . . . .1-8
1.13.1 Admission To Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8

1.13.2 Use Of Flight Deck Observers Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8

1.13.3 Use Of Vacant Cabin Crew Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8

1.14 SENIOR CABIN CREW MEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8

1.14.1 Operational Requirement Of SCCMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8

1.15 MINIMUM REQUIREMENTS FOR CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . .1-8

1.16 FLIGHT AND DUTY TIMES, LIMITATIONS AND REST SCHEME. . . . . . . . . . . . .1-9
1.17 OCCURRENCE & ACCIDENT REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-9
1.17.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-9

1.17.2 Cabin Safety Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-9

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1.17.3 Accident/Incident Report form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-13

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1.17.4 Food Safety Report Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-15

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1.18 CREW HEALTH PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-18

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1.19 SAFETY ON THE RAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-18

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1.19.1 The Easyjet Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-18

1.20 QUALITY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-19

1.21 COMMON LANGUAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-19
1.22 TERMINOLOGY & DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-19
1.22.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-19

1.22.2 Aircraft Flying Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-19

1.22.3 Engine Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-20

1.22.4 Passenger Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-20

1.22.5 Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-21

1.22.6 Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-22

1.22.7 Areas Of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-23

1.22.8 Definition Of Terms And Words . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-23

1.23 PHYSIOLOGICAL EFFECTS OF FLYING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-27

1.24 THE PURCHASE AND CARRIAGE OF DUTY AND TAX PAID GOODS . . . . . . .1-27

Contents - 2 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 1.25 ORGANISATION AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28

2 STANDARD OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.1 FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.2 PRE-FLIGHT SAFETY BRIEFING OF CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2.1 Briefing Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.2.2 Cabin Crew Pre-flight Briefing Away From Base . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.2.3 Questions To Be Avoided . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.2.4 Cabin Crew Unable To Display Adequate Sep/first aid Knowledge . . . . . . . . . . 2-3

2.2.5 Suspected Influence Of Alcohol Or Drugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.2.6 Use Of Mobile Phones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4

2.3 PRE-DEPARTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4

2.3.1 Pre-flight Safety Equipment Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

2.3.2 Security Check/Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

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2.3.3 Unauthorised Carriage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.3.4
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Refusal Of Embarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

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2.3.5
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Influence Of Alcohol & Drugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

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2.4 BOARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2.4.1

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Green Light Boarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

Cabin Crew Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

2.4.3 Use Of Steps & Jetbridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10

2.4.4 ReFuelling With Passengers Onboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

2.4.5 Passenger Seat Allocation/Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

2.4.6 Correct Seat Allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14

2.4.7 Carriage Of Special Categories Of Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14

2.4.7.1 Passenger Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14

2.4.7.2 Passengers On Stretchers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

2.4.7.3 Passengers Travelling With Limbs In Plaster Casts . . . . . . . . . . . . . . . . . . . . . . 2-15

2.4.7.4 Infants And Unaccompanied Children. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

2.4.7.5 Deceased Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16

2.4.7.6 Escorted Prisoners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16

2.4.7.7 Deportees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16

easyJet Cabin Safety Procedures Manual Contents - 3

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 2.4.7.8 Inadmissible Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-17

2.4.7.9 Passenger With Specific Needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-17

2.4.7.10 Seats And Harnesses For Passengers With Specific Requirements . . . . . . . . . . .2-17

2.4.7.11 Safety Briefing For A Blind Passenger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-21

2.4.7.12 Safety Briefing For A Deaf Passenger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22

2.4.8 Boarding/Disembarking Using An Ambulift. . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22

2.4.9 Hand Baggage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-23

2.4.9.1 Musical Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-24

2.4.9.2 Carriage Of Personal Medical Oxygen Bottles. . . . . . . . . . . . . . . . . . . . . . . . . .2-24

2.4.9.3 Hypodermic Needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-24

2.4.10 Live Animals In The Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-25

2.4.11 Human Organs For Transplantation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26

2.4.12 Passenger And Crew Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26

d
2.4.12.1 Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-27

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2.4.12.2 Restraint Of Infants & Children . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-28

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2.4.12.3 Child Car Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-28

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2.4.12.4 Recliner Child Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-30

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2.4.12.5 Child Restraint Device (CARES) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-30

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2.4.12.6 Cabin Crew Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-31

2.4.12.7 Flight Deck Observer’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-31

2.4.13 Smoking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-31

2.4.14 Portable Electronic Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-32

2.4.15 Passengers Bringing Hot Drinks Onto Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . .2-32

2.4.16 Passenger Health Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-32

2.4.16.1 Port Health Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-34

2.5 AFTER DOORS CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-36

2.5.1 Cabin Crew Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-36

2.5.2 Re-opening Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-37

2.5.3 Disinsection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-37

2.5.4 Cabin Secure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-37

2.5.5 Cabin Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-38

2.5.6 Crew Take-off/Landing Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-39

Contents - 4 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 2.5.7 Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39

2.5.8 30 Second Review. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40

2.5.9 Remote Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40

2.5.10 Critical Phases Of Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40

2.6 INFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41

2.6.1 Cabin Defects Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43

2.6.2 Pilots Meals & Drinks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44

2.6.3 Admission And Supervision Of Visits To The Flight Deck . . . . . . . . . . . . . . . . . 2-45

2.6.3.1 Opening Of The Flight Deck Door During Flight . . . . . . . . . . . . . . . . . . . . . . 2-45

2.6.3.2 Cabin Crew Presence In The Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45

2.6.3.3 Pilots Physiological Breaks Inflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46

2.6.4 Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46

2.6.5 Catering Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46

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2.6.5.1 Onboard Management Of Trolleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46

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2.6.5.2 Onboard Management Of Canisters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46

2.6.6
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Serving Hot Drinks During Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

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2.6.7 Sale And Consumption Of Nuts On Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48

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2.6.8 Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48

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2.6.8.1 Types of Air Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
2.6.8.2 Pilots Notification to Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49

2.6.8.3 Action To Be Taken When Turbulence Is Encountered Or Anticipated . . . . . . 2-49

2.6.8.4 Actions In The Event Of Sudden Moderate Or Severe Turbulence . . . . . . . . . . 2-49

2.6.8.5 Cabin Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50

2.6.9 Cabin Crew Sickness And Injury Onboard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50

2.6.10 Dangerous Goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50

2.6.11 Food Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51

2.6.11.1 easyJet's Food Safety Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51

2.6.11.2 Crew Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51

2.6.11.3 Food Poisioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52

2.6.11.4 Control Measures For Food Hygiene And Safety . . . . . . . . . . . . . . . . . . . . . . . 2-53

2.6.11.5 Temperature Control Of Food . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53

2.7 PREPARATION FOR LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-54

easyJet Cabin Safety Procedures Manual Contents - 5

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 2.8 AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-55
2.8.1 Transit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-56

2.8.1.1 Passengers Onboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-56

2.8.1.2 Crew Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-56

2.8.2 Post Flight Debrief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-57

2.9 MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-57

2.9.1 Filming On Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-57

2.9.2 Cabin Crew Duties When Positioning On Empty Aircraft . . . . . . . . . . . . . . . . . .2-57

2.9.3 Back To The Shop Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-58

2.9.4 Cabin Crew Footwear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-60

2.9.5 Passenger Footwear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-60

2.9.6 Cabin Crew To Take Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-60

2.9.6.1 Manual Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-61

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2.9.7 Operating Out Of Uniform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-62

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2.10 PASSENGER ANNOUNCEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-62

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2.10.1 Boarding (Repeat As Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-62

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2.10.2 ReFuelling- With Passengers Onboard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-62

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2.10.3 After Doors Closed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-62

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2.10.4 SCCM Welcome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-62

2.10.5 After Take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-63

2.10.6 Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-63

2.10.7 Seat Belt Signs On Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-63

2.10.8 After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-63

2.10.9 Disembarkation (Ramp/Buses). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-64

2.10.10Disembarkation (Jetbridge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-64

2.10.11Dimming Cabin Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-64

2.10.12Dortmund - Arrival Push-in Pa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-64

2.10.13Door/Slide Unserviceable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-65

2.10.14Misting in the cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-65

3 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1

3.1 FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1

Contents - 6 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 3.2 TYPES OF EMERGENCY LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.3 ALERT CALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.4 NITS BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.5 EMERGENCY DRILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.6 UNPLANNED EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.7 PRECAUTIONARY LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.8 CREW CO-ORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.9 EMERGENCY ON THE GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.9.1 Precautionary Rapid Disembarkation On Stand . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

3.10 EMERGENCY IN THE CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

3.11 INITIATION OF EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.11.1 The Decision To Evacuate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

3.11.2 Making The Decision To Evacuate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

t ed
3.11.3 If No-One Else Is Evacuating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

f prin
3.11.4 Definition Of “Catastrophic” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

i
l l ed
3.12 ASSISTANCE OF ABLE BODIED PASSENGERS (ABPS) . . . . . . . . . . . . . . . . . . . . . 3-12

n t r o
3.12.1 Selection Of Able Bodied Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12

nc o
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3.12.2 Positioning Of Able Bodied Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.12.3 Briefing Of Able Bodied Passengers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12

3.12.3.1 Overwing Exit Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13

3.13 BRACE POSITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.13.1 Crew Emergency Brace Positions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.13.2 Brace Positions For Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.13.3 Brace Position For An Adult With Infant On Their Lap. . . . . . . . . . . . . . . . . . . . 3-15

3.13.4 Instructions To Adopt Emergency Brace Position . . . . . . . . . . . . . . . . . . . . . . . . 3-16

3.14 CROWD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

3.14.1 Passenger Management And Psychology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

3.15 INSTRUCTIONS FOR EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

3.16 PASSENGERS WITH REDUCED MOBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3.17 UNUSABLE EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3.17.1 Alternate Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20

easyJet Cabin Safety Procedures Manual Contents - 7

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 3.17.2 Use Of Slides In An Evacuation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-20

3.17.3 Engine Danger Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21

3.18 LAND EVACUATION AND DITCHING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21

3.18.1 After Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21

3.18.2 Emergency Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21

3.18.3 Land . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21

3.18.4 Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21

3.18.5 Pre-Planned/Unplanned Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21

3.19 REJECTED TAKE-OFF/GO AROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-22

3.19.1 Rejected Take-off procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-22

3.19.2 Go Around Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23

3.20 GROUND BASED EMERGENCY SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23

3.21 PILOT INCAPACITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23

t ed
3.22 DECOMPRESSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25

prin
3.22.1 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25

d i f
e
3.22.2 Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25

t r o l l
3.22.3 Personal Signs And Symptoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-26

on
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3.22.4 Immediate Actions To Be Taken By Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . .3-26

u
3.22.5 Public Address - Communication With Cabin Crew And Passengers . . . . . . . . . .3-26

3.22.6 Monitoring Of Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-27

3.22.7 Actions To Be Taken When The Aircraft Has Levelled Off. . . . . . . . . . . . . . . . . .3-27
3.22.8 Checking Passengers And Cabin Secure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-28

3.22.9 Oxygen - Administering As Appropriate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-28

3.23 FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29

3.23.1 Theory Of Fire And Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-29

3.23.2 Classification Of Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-29

3.23.3 Smoke Or Fumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-30

3.23.4 Source Of Fire - Importance Of Locating The Source Of Aircraft Fires . . . . . . . . .3-31

3.23.5 Sources Of Fire - The Possibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-31

3.23.6 General Procedures For Dealing With Any Inflight Fire . . . . . . . . . . . . . . . . . . . .3-32

3.23.7 Fire Fighting Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-32

3.23.8 Control Of Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-33

Contents - 8 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 3.23.9 Specific Fire Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33

3.23.9.1 Galley Curtain Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34

3.23.9.2 Underfloor Fires - Including Cargo Hold FIres . . . . . . . . . . . . . . . . . . . . . . . . . 3-34

3.23.9.3 Toilet Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34

3.23.9.4 Oven FIres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35

3.23.9.5 Gash Bag Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36

3.23.9.6 Overhead Lockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36

3.23.9.7 Handbaggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37

3.23.9.8 Paper, Fabric, Furnishings Including Seat Fires . . . . . . . . . . . . . . . . . . . . . . . . 3-37

3.23.9.9 Electrical Fires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37

3.23.9.10Lithium Battery Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37

3.23.9.11Flight Deck Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38

3.23.9.12Concealed Fires (For Example Cabin Wall, Ceiling, Behind Bulkheads) . . . . . 3-38

d
3.23.9.13Catering Equipment And Supplies Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38

t e
prin
3.23.10Extinguishing Agents Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39

d i f
3.23.11Protection Of Cabin Crew And Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39

r o l l e
3.23.12Smoke Removal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39

on t
nc
3.23.12.1Cabin Lighting Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40

u
4 BOEING 737-700 TYPE SPECIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

5 AIRBUS A319/320 TYPE SPECIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

6 AVIATION FIRST AID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.1 IN-FLIGHT MEDICAL CARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.1.1 Introduction To Immediate Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1.2 Principles Of Immediate Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.1.3 Roles And Responsibilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.1.4 Medical Situation Decision Making . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6.1.5 Scene Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6.1.6 Minimising Infection/Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6.2 MOVING AND HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4

6.3 MEDICAL ACTION PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

easyJet Cabin Safety Procedures Manual Contents - 9

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 6.4 DEALING WITH DISTRESSED RELATIVES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-5
6.5 REQUESTING MEDICAL PROFESSIONALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-6
6.6 CASUALTY ASSESSMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-7
6.7 SAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-11
6.8 TECHNIQUE FOR TAKING A PULSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-12
6.9 PASSENGER MEDICAL REPORT FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-13
6.10 BASIC AIRWAY MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-14
6.11 BASIC LIFE SUPPORT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-15
6.11.1 Adult Basic Life Support - Sequence Of Action . . . . . . . . . . . . . . . . . . . . . . . . . .6-15

6.11.2 Paediatric Basic Life Support – Sequence Of Action . . . . . . . . . . . . . . . . . . . . . .6-18

6.12 RECOVERY POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-21

6.12.1 Recovery Position – Pregnant Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-22

6.13 HYPOXIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-22

t ed
6.14 OXYGEN ADMINISTRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-23

f prin
6.15 VENTILATION MASKS AND SHIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-24
i
l l ed
6.16 MEDICAL RELATED EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25

n t r o
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6.16.1 Unconsciousness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25

u nc
6.16.2 Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25

6.16.2.1 Adult Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-25

6.16.2.2 Paediatric Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-27

6.16.3 Shock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-30

6.16.4 Fainting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-31

6.16.5 Anaphylactic / Severe Allergic Shock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-32

6.16.6 Heart Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-32

6.16.7 Angina . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-33

6.16.8 Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-34

6.16.9 Asthma . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-35

6.16.10Hyperventilation Syndrome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-35

6.16.11Diabetic Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-36

6.16.12Epilepsy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-37

6.16.13Infantile Convulsions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-39

Contents - 10 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 6.17 INFECTIOUS DISEASES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40
6.17.1 Hepatitis B And C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40

6.17.2 Chickenpox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40

6.17.3 Measles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-41

6.17.4 Tuberculosis (TB). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-41

6.17.5 Malaria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-41

6.17.6 Bacterial Meningitis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-41

6.18 DEEP VEIN THROMBOSIS (DVT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-42

6.19 ABDOMINAL CONDITIONS / EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-43
6.19.1 Diarrhoea And Vomiting – Food Poisoning . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-43

6.19.2 Appendicitis – Inflammation Of The Appendix . . . . . . . . . . . . . . . . . . . . . . . . . 6-44

6.19.3 Renal Colic - Kidney Stones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-44

6.19.4 Gastric Ulcer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-44

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6.20 ECTOPIC PREGNANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-45

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6.21 EXPECTANT MOTHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-45

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6.22 EMERGENCY CHILDBIRTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-45

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6.23 MISCARRIAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-47

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6.24 INTOXICATION – DRUG AND ALCOHOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-48
6.24.1 Drug Intoxication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-48

6.24.2 Alcohol Intoxication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-48

6.25 INJURY-RELATED CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-49

6.25.1 Wounds And Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-49

6.25.2 Types Of Bleeding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-50

6.25.3 Head Injury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-52

6.25.4 Spinal Injury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-53

6.25.5 Chest Injury. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-54

6.25.6 Abdominal Injury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-55

6.25.7 Injuries To The Muscles And Skeleton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-56

6.25.8 Sprains, Strains And Fractures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-57

6.25.9 Slings And Bandages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-58

6.25.10Eye Injuries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-60

easyJet Cabin Safety Procedures Manual Contents - 11

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 6.26 BURNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-61
6.27 DEATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-64
6.28 EFFECTS OF FLYING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-64
6.28.1 Air Sickness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-64

6.28.2 Flatus (Wind). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-65

6.28.3 Panic Attack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-66

6.28.4 Earache . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-66

6.28.5 Toothache. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-67

6.28.6 Sore/Inflammed Throat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-67

6.28.7 Cramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-67

6.29 FIRST AID KITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-68

6.30 PHYSIOLOGY OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-73
6.31 EFFECTS OF FLYING ON THE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-74
6.32 FATIGUE, SLEEP PHYSIOLOGY AND CIRCADIAN RHYTHMS . . . . . . . . . . . . . .6-75
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6.33 DEHYDRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-76

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6.34 HYPOXIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-76

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6.35 THE PRESSURISED CABIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-77

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6.35.1 Decompression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-78

6.35.2 Time Of Useful Consciousness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-78

6.36 HYGIENE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-78

6.37 DECOMPRESSION ILLNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-78

7 FLIGHT TIME LIMITATIONS (FTL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

7.1 FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS . . . . . . .7-1
7.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1
7.1.1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

7.1.1.2 Aim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

7.1.1.3 Applicability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

7.1.2 Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

7.1.2.1 easyJet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

7.1.2.2 Crew Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

7.1.2.3 Flying Duty Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2

Contents - 12 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 7.1.3 Instructions To Rostering And Crewing Staff . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7.1.3.1 Interpretation and Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7.1.3.2 Procedures Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7.1.4 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7.1.4.1 Acclimatised . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7.1.4.2 Cabin Crew. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7.1.4.3 Contactable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7.1.4.4 Crew. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7.1.4.5 Days Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7.1.4.6 Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

7.1.4.7 Early Start Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7.1.4.8 Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7.1.4.9 Flight Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

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7.1.4.10 Flying Duty Period (FDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

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7.1.4.11 Late Finish Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

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7.1.4.12 Local Night . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

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7.1.4.13 Night Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

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7.1.4.14 Positioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

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7.1.4.15 Reporting Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7.1.4.16 Rest Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7.1.4.17 Rostered/Planned Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7.1.4.18 Rostering Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7.1.4.19 Scheduled Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.4.20 Sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.4.21 Self Driving. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.4.22 Split Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.4.23 Standby Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.4.24 Suitable Accommodation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.4.25 Time Assignable Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.4.26 Travelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.4.27 Week . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.1.5 Calculation of a Flying Duty Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

easyJet Cabin Safety Procedures Manual Contents - 13

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 7.1.6 Additional Limits on Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6

7.1.6.1 Three Consecutive Early Start or Late Finish Duties . . . . . . . . . . . . . . . . . . . . . .7-6

7.1.6.2 Consecutive Duties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6

7.1.6.3 Four Or More Consecutive Early Start Duties . . . . . . . . . . . . . . . . . . . . . . . . . .7-6

7.1.6.4 Four Or More Consecutive Early Start Duties To Table A Limits . . . . . . . . . . . .7-7

7.1.6.5 Three Consecutive Night Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-7

7.1.6.6 Two Consecutive Night Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-7

7.1.6.7 Four or Five Consecutive Night Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-7

7.1.7 Mixed Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8

7.1.7.1 Mixed Simulator and Aircraft Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8

7.1.8 Travelling Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8

7.1.8.1 Other Positioning Time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8

7.1.8.2 Travelling from Home. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8

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7.1.8.3 Travelling From Home To Another Aerodrome . . . . . . . . . . . . . . . . . . . . . . . . .7-8

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7.1.8.4 Alternative Base Variation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8

7.1.9
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Delayed Reporting Time In A Single Flying Duty Period . . . . . . . . . . . . . . . . . . .7-9

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7.1.9.1 Delay In Reporting Time Of Less Than Ten Hours . . . . . . . . . . . . . . . . . . . . . .7-9

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7.1.9.2 Delay In Reporting Time Of Ten Hours Or More . . . . . . . . . . . . . . . . . . . . . . .7-9

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7.1.10 Positioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-9

7.1.10.1 Positioning to Meet easyJet Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-9

7.1.10.2 Positioning within a Flying Duty Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-9

7.1.10.3 Eighth Duty Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10

7.1.10.4 Self Driving. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10

7.1.11 Standby Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10

7.1.11.1 Standby Details. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10

7.1.11.2 Airport Standby. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10

7.1.11.3 Callout From Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10

7.1.11.4 Maximum Duration Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-10

7.1.11.5 Corrected FDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-11

7.1.11.6 Cumulative Duty Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-11

7.1.11.7 Period of Standby Finishes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-11

7.1.12 Duty Periods And Maximum Flying Duty Period . . . . . . . . . . . . . . . . . . . . . . . . .7-12

Contents - 14 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 7.1.12.1 Report Times. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12

7.1.12.2 Non Standard Reporting Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12

7.1.12.3 Discretion to Reduce Standard Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12

7.1.12.4 Subsequent Rest Period. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12

7.1.12.5 Post Flight Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12

7.1.12.6 Exceeded Post Flight Duty Allowance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12

7.1.12.7 Reduced Post Flight Duty Allowance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13

7.1.12.8 Acclimatised To Local Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13

7.1.12.9 Extended Single Flight Duty Period - FDP Plus 60 Minutes and FDP Plus 30 Minutes7-
13

7.1.13 Extension Of Flying Duty Period By Split Duty . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

7.1.13.1 Maximum Of Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

7.1.13.2 Post-Flight and Pre-Flight Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

7.1.13.3 Hotel Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

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7.1.14 Rest Periods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

i f
7.1.14.1 Notification Of Flying Duty Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

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7.1.14.2 Minimum Rest Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

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7.1.14.3 Discretion To Reduce Rest At Home Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

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7.1.14.4 Minimum Rest Period when Away From Base . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

7.1.14.5 Unforeseen Circumstances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

7.1.14.6 Called Out From Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

7.1.14.7 Preceding Duty Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17

7.1.14.8 Reduced Rest Followed by Extended FDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

7.1.14.9 Less than a Minimum Rest Period Prior to Positioning Back to Base . . . . . . . . 7-18

7.1.14.10Inadequate Pre-Flight Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

7.1.15 Days off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

7.1.15.1 Home Environment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

7.1.15.2 Single Day Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

7.1.15.3 Planned Rest Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

7.1.15.4 Minimum Days Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

7.1.16 Absolute Limits on Flying Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18

7.1.17 Cumulative Duty Hours. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19

easyJet Cabin Safety Procedures Manual Contents - 15

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 7.1.17.1 Maximum Duty Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-19

7.1.17.2 Not Rostered. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-19

7.1.18 Calculation Of Cumulative Duty Hours. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-19

7.1.18.1 To Count In Full . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-19

7.1.18.2 To Count As Half The Time On Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-19

7.1.19 Rules Relating To Cabin Crew. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20

7.1.19.1 Flying Duty Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20

7.1.19.2 Minimum Rest Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20

7.1.19.3 Combined Standby & Flying Duty Period Limit. . . . . . . . . . . . . . . . . . . . . . . . .7-20

7.1.19.4 Maximum Duty Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20

7.1.20 Records To Be Maintained . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20

7.1.20.1 Records For Duty And Rest Periods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20

7.1.20.2 Preserved Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21

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7.1.20.3 Discretion Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21

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7.2 EXCEEDANCES OF FLIGHT AND DUTY TIME LIMITATIONS AND/OR REDUCTIONS

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OF REST PERIODS7-21
7.2.1
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Aircraft Commander’s Discretion To Extend A Flying Duty Period . . . . . . . . . . .7-21

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7.2.1.1 Extension Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21

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7.2.1.2 Circumstances To Exercise Discretion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21

7.2.1.3 Extended FDP Following Reduced Rest. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22

7.2.1.4 Commanders Discretion To Extend Cumulative Limits . . . . . . . . . . . . . . . . . . .7-22

7.2.2 Aircraft Commander’s Discretion To Reduce A Rest Period . . . . . . . . . . . . . . . . .7-22

7.2.2.1 Discretion to Reduce a Rest Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22

7.2.2.2 Individuals Discretion to Reduce a Rest Period . . . . . . . . . . . . . . . . . . . . . . . . .7-22

7.2.3 Reporting Exercise of Discretion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23

7.2.3.1 Extension of FDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23

7.2.3.2 Reduction Of Rest. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23

7.2.3.3 Extension Of Cumulative Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23

7.2.3.4 Reduction in Standard Reporting Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23

7.2.3.5 Management Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23

7.3 FATIGUE RISK MANAGEMENT SYSTEM (FRMS) . . . . . . . . . . . . . . . . . . . . . . . . . .7-26

7.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-26

Contents - 16 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 7.3.1.1 System Integrated Risk Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26

7.3.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27

7.3.2.1 Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27

7.3.2.2 Fatigue Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27

7.3.2.3 Fatigue Risk Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27

7.3.2.4 Fatigue Countermeasures Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

7.3.2.5 Fatigue Risk Management System (FRMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

7.3.2.6 Safety Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

7.3.2.7 Safety Management System (SMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

7.3.2.8 Safety Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

7.3.3 Four Or Five Consecutive Early Starts To Table A Limits (Fixed Pattern With Reserve)7-
28

7.3.3.1 Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

7.3.3.2 Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

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7.3.3.3 Cumulative Flying Hour Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29

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7.3.3.4 Flight Deck Cumulative Duty Hour Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29

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7.3.3.5 Cabin Crew Cumulative Duty Hour Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29

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7.3.3.6 Reserve Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30

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7.3.3.7 Days Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30

7.3.3.8 Six Consecutive Flying Duty Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30

7.3.3.9 Duty Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30

8 SURVIVAL, SEARCH, & RESCUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.1 FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.1.1 Search & Rescue Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.1.2 Basic Principles Of Survival. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.1.3 Protection, Location, Water, Food . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

8.1.4 Water Survival. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

8.1.5 Polar Survival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

8.1.6 Desert Survival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

8.1.7 Survival First Aid And Hygiene . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6

9 DANGEROUS GOODS & WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

easyJet Cabin Safety Procedures Manual Contents - 17

Operations Issue No: 02 Revision No: 08 06-Sep-2010
 9.1 POLICY ON THE TRANSPORT OF DANGEROUS GOODS . . . . . . . . . . . . . . . . .9-1
9.1.1 Definition of Dangerous Goods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1

9.1.2 Exceptions To The ICAO Technical Instructions . . . . . . . . . . . . . . . . . . . . . . . . .9-1

9.1.3 Cargo Documentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-2

9.1.3.1 Dangerous Goods Approved For Carriage As Operational Equipment. . . . . . . .9-3

9.1.3.2 Dangerous Goods Carried By Passengers Or Crews . . . . . . . . . . . . . . . . . . . . .9-3

9.1.4 Hidden Dangerous Goods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-11

9.1.5 Provision Of Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-12

9.1.5.1 Information To Easyjet Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-12

9.1.5.2 Information To Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-12

9.1.6 Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-12

9.1.7 Procedures For Responding To Emergency Situations . . . . . . . . . . . . . . . . . . . . .9-12

9.1.7.1 Flight Crew Checklist - Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-12

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9.1.7.2 Flight Crew Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-13

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9.1.7.3 Cabin Crew Dangerous Goods Incident Checklist. . . . . . . . . . . . . . . . . . . . . . .9-15

d i f
9.1.7.4 Dangerous Goods Emergency Response Drill Chart . . . . . . . . . . . . . . . . . . . . .9-20

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9.1.8 Incidents And Accident Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-22

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9.1.9 Duties of Personnel Involved . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-23

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9.1.9.1 Basic Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-23
9.1.9.2 Recurrent Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-25

9.1.10 Electric Wheelchairs, Firearms And Ammunition. . . . . . . . . . . . . . . . . . . . . . . . .9-25

9.2 CARRIAGE OF WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-25

9.2.1 Firearms and Explosives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-25

9.2.2 Firearms And Ammunition – Sporting And Competition Weapons . . . . . . . . . . .9-25

9.2.3 Munitions of War . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-26

9.2.3.1 UK Officers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-26

9.2.3.2 Non UK Officers - Domestic Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-28

9.2.3.3 CS Gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-29

10 AVIATION SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-1

10.1 INSTRUCTIONS AND GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-1

10.1.1 Individual Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-1

Contents - 18 Cabin Safety Procedures Manual easyJet

06-Sep-2010 Issue No: 02 Revision No: 08 Operations
 10.1.2 Aim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

10.1.3 Organisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

10.1.4 Security Identity Passes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2

10.1.5 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2

10.1.6 Action To Be Taken In The Event Of A Bomb Threat . . . . . . . . . . . . . . . . . . . . . 10-2

10.1.7 Hi-jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7

10.1.8 Disruptive Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9

10.1.8.1 easyJet Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9

10.1.8.2 Classification Of Disruptive Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9

10.1.8.3 Ground Staff Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10

10.1.8.4 Handling Disruptive Situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10

10.1.8.5 Before Take Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11

10.1.8.6 After Take Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12

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10.1.8.7 Requesting Police Attendance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12

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10.1.8.8 After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13

d i f
10.1.8.9 The Law And Action Taken By The Authorities . . . . . . . . . . . . . . . . . . . . . . . 10-14

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10.1.8.10Post Incident Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15

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10.2 PREVENTATIVE SECURITY MEASURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16

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10.2.1 Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16

10.2.2 Aircraft Security. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16

10.2.3 Aircraft Check Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18

10.2.4 Aircraft Search Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21

10.2.5 Security Enhancements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23

10.2.6 Hold And Cabin Baggage Security. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23

10.2.7 Policy For The Carriage Of Unaccompanied Baggage And Rush Tagged Baggage10-24

11 AIRBUS A320 TYPE SPECIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1

12 AIRBUS A321 TYPE SPECIFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

APPENDIX AOM-A Extract . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

A.1 FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

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1 GENERAL
1.1 FOREWORD
A Notice to Crew that amends the content of the Cabin Safety Procedures Manual
may only be approved by the following people:
• Flight Policy and Standards Manager
• Head of Flight Operations
• Head of Aircraft Operations
• Head of Crew Training
• Head of Cabin Services
• Cabin Safety Manager
Amendments to the Cabin Safety Procedures Manual may only be approved by the
following people:
• Accountable Manager - Director of Operations

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• Responsible Manager - Cabin Safety Manager

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1.1.1 THE EASYJET OPERATIONS MANUAL SUITE

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The easyJet Operations Manual is issued in accordance with the Regulatory

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Requirements. It complies with the appropriate National Regulations and with the

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terms and conditions of the easyJet Air Operator Certificate.

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To assist Cabin Crew, this manual provides both extracts from the easyJet operations
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Manual – General (Part A) and Aircraft & Routes (Part B), relevant to the Cabin Crew’s
duties.

1.1.2 CABIN SAFETY ELEMENT

The Cabin Safety Procedures Manual contains all the relevant safety elements of the
easyJet Operations Manual.
NOTE:
For all references to aircraft the words aeroplane/s can be substituted.

1.2 OPERATIONS MANUALS

1.2.1 MANUALS AND ACCESS
The Cabin Safety Procedures Manual is issued to all easyJet Cabin Crew.
The Cabin Safety Procedures Manual contains a general guide to aviation as well as
a description of all safety equipment, detailed procedures for emergency situations
and specific instructions for each aircraft type. It is not a requirement for Cabin Crew
to carry their manuals on operational duties.
Manuals must be carried for all ground training duties and it is the responsibility of
all Crew to ensure that their manual is up to date with all revisions and amendments.
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All Cabin Crew Manuals will be checked during recurrent training and the training
department will advise the relevant CCM of any Crew who attend training with an
incorrect or out of date manual. When the CCM has been notified by training that a
crew member does not have the correct or up to date manual the base management
will then conduct an investigation and formal action may follow due to poor
performance.
A copy of the Cabin Safety Procedures Manual is available on all aircraft.Pre flight
checks must be carried out to ensure that the manual is in its correct location and
crew must ensure that it is replaced after use.

1.2.2 CABIN SAFETY BULLETIN

The Cabin Safety Bulletin is a quarterly publication issued by the Cabin Safety
Department. It is mandatory that Cabin Crew read this as it contains important
information regarding current safety issues and incidents. Information in the Cabin
Safety Procedures Manual will take precedent over that in the Cabin Safety Bulletin.

1.3 OPERATIONS MANUAL AMENDMENTS AND

REVISIONS
1.3.1 AMENDMENT AND REVISION FREQUENCY
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Amendments and/or additions to the Cabin Safety Procedures Manual may be issued

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as Notices to Crew (NTC) and will supersede all existing information. If appropriate,
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the information will be incorporated into the Cabin Safety Procedures Manual. The

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Cabin Safety Procedures Manual will be updated at least once every 6 months.

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All Notices to Crew are numbered and dated. It is the responsibility of Cabin Crew

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to check and read the latest Notices to Crew when reporting for a flight duty or airport
standby, NTCs should also be read before positioning duties where possible.
Notices to Crew can be viewed on the Crew Portal and are also available in the Flight
Deck.
Notices to Crew remain valid until they have been withdrawn because they no
longer apply or are incorporated into the Cabin Safety Procedures Manual.
Ignorance of procedures contained in the Cabin Safety Procedures Manual or issued
as Notices to Crew is not acceptable and will not be tolerated. Failure to follow laid
down procedures will be investigated by easyJet management and appropriate action
will be taken as required.

1.3.2 INCORPORATION OF AMENDMENTS

When receiving manual amendments the amendment pack will consist of:
• New amendments
• Amendment and Revision Record
• Change Revision Summary
• List of Effective Pages

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• Table of Contents
• Transmittal Sheet
Please check you have all the above and they are all dated with the same amendment
date.
To incorporate the amendments:
• Amendments must be read to familiarise with changes (changes are marked with
a vertical line in the margin).
• Check the amendments against the List of Effective Pages to ensure there are no
missing pages.
• Insert all new amendments, Amendment and Revision Record, Changes Revision
Summary, List of Effective Pages and Table of Contents.
• Trash all old pages.
• The Amendment and Revision Record should remain at the front of your manual.
• Sign the Transmittal Sheet and return to the Crew Room Assistant for auditing
purposes

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If you are unsure of the procedure please check with your Line Manager or Cabin

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Crew Training.

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Amendments can be obtained by contacting Operations Support (+44 1582

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525213).

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Failure to follow the procedure for incorporating amendments will be investigated

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and appropriate action will be taken as required.

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CREW nBRIEFING SECTION OF THE OFP’S
(OPERATIONAL FLIGHT PLANS)
From time to time it may be necessary to inform Cabin Crew of changes to operating
procedures at short notice which would not be possible as a Notice to Crew due to
the very short lead time.
The OFPs (Operational Flight Plans) issued to the Pilots contain a “Crew Briefing”
section on the front page that can be used to inform crew of changes and on rare
occasions this may be used for information that is related to Cabin Crew operations.
Pilots will inform the Cabin Crew of any relevant changes/amendments to Standard
Operating Procedures during the pre-flight briefing. The amendments will then
subsequently be issued as a Notice to Crew.

1.4 ROLE OF THE AUTHORITY

1.4.1 INFORMATION ON THE AUTHORITY
The Civil Aviation Authorities of certain European countries have agreed detailed
aviation requirements for the safe operation of aircraft. The respective Community
Operator co-ordinates all activities to develop the common operating procedures

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and airworthiness requirements for all member countries and airlines of those
countries.

1.4.2 POWERS AND IDENTIFICATION OF INSPECTORS

POWERS OF INSPECTORS
The National Regulatory Authority Flight Operations Inspectors, Surveyors and
Cabin Safety Inspectors can board the aircraft as they are responsible for carrying out
their official duties and checks of the airlines operations.

IDENTIFICATION OF INSPECTORS
Flight Operations Inspectors and Surveyors carry an official identity document as
issued by the applicable national regulatory authority. They must be asked to
produce their identity documents.

1.5 LAWS, REGULATIONS, PROCEDURES &

OPERATOR’S RESPONSIBILITIES
1.5.1 NATIONAL REGULATIONS COMPLIANCE

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easyJet complies with the requirements of the national regulatory authority of the
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applicable Air Operator Certificate holder and relevant directives. In complying with

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regulatory requirements, easyJet also recognises and complies with any other

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national regulations applicable to the Air Operator Certificate holder.

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1.5.2
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AVIATION REGULATIONS RELATING TO CABIN CREW

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A Cabin Crew member is defined as a crew member, other than a Pilot, who
performs, in the interests of the safety of passengers, duties assigned by easyJet.
Regulations require that fully trained and competent Cabin Crew shall be carried to
conduct flights according to prescribed operating regulations and to look after the
safety and well being of all passengers on board their aircraft.

1.6 COMPETENCE OF CABIN CREW

1.6.1 CABIN CREW QUALIFICATION
All Cabin Crew members must successfully complete a New Entrant training course.
Written examination pass marks are 90%. Should a New Entrant Cabin Crew
member fail a written exam, the resit pass mark is 90%. Should a New Entrant Cabin
Crew Member fail a resit in the same subject referral for further training may be
required. This is to ensure the cabin crew member reaches the standard required.
New Entrant Cabin Crew are issued with 9 points when they commence training.
Three points are deducted for failing an exam or any subsequent resit. Points can also
be deducted for practical skill stations, not adhering to appearance standards, time
keeping, and behaviour. They must have one point to graduate.

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Before operating as part of minimum Cabin Crew, New Entrant Cabin Crew must
have operated at least four familiarisation sectors and have passed a New Entrant
Check Flight carried out on a minimum of 2 sectors.
The following ranks can assess on New Entrant Check Flights (where qualified and
listed in OM Part DC):
• Cabin Crew Trainer (CCT)
• Cabin Crew Line Trainer (CCLT)
• Assistant Cabin Crew Manager (ACCM)
• Training Team Manager (TTM)
The paperwork for familiarisation and check sectors is handed to the New Entrant by
the Training Department. It is the responsibility of the New Entrant to ensure that the
paperwork is given to the SCCM/Trainer/Manager prior to the pre-flight briefing.
All completed and signed paperwork must be returned to the Training Department
following the process documented on the TC form within the time frames specified.

1.6.2 RECURRENT TRAINING

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Written examination pass marks are 90%. If a Cabin Crew member fails a written

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examination a resit paper must be taken and the required pass mark is 90%. Should
a crew member fail a resit examination in the same subject referral for further training

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may be required. This is to ensure the Cabin Crew member reaches the standard

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required. Cabin Crew Training will advise the relevant base management of the

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failure.

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Regulation requires that every 12 months, each Cabin Crew member undertakes

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Recurrent Training in:
Practical and theoretical training, covering actions assigned to each Cabin Crew
member in evacuation and other appropriate normal and emergency procedures
and drills relevant to the aircraft on which they operate.
Regulation requires that every three years, each Cabin Crew member undertakes
Recurrent Training in:
• The actual donning and use of protective breathing equipment in an enclosed
simulated smoke-filled environment.
• Extinguishing a cabin type fire.
• The operation and actual opening of all normal and emergency exits for
passenger evacuation.
• The procedure for pilot incapacitation including actual operation of the seat and
harness mechanisms.
• Demonstration of the operation of all other exits including flight deck window
Furthermore, it is the responsibility of each Cabin Crew member to ensure that they
comply with the Recurrent Training requirements and that they only operate an
aircraft when legal to do so.
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1.6.3 RECENCY
The following restrictions apply:
• A Cabin Crew member who has been absent from all flying duties for more than
six months and still remains in check, must complete refresher training.
• A Cabin Crew member who has not been absent from all flying duties, but has
not, during the preceding six months undertaken duties on a type of aircraft as a
Cabin Crew member before undertaking duties on that type the Cabin Crew
member must either - A) Complete refresher training on that type. or B) Operate
two re-familiarization sectors and complete the relevant paperwork (TC4).
• A Cabin Crew member who has 'expired' must attend Initial Training and have a
familiarization flight before operating as part of the minimum crew on relevant
aircraft type.
NOTE:
easyJet substitutes Recurrent Training for refresher training if the reinstatement of
the Cabin Crew Members flying duties commences within the period of validity
of the last recurrent training and checking. If the period of validity of the last
recurrent training and checking has expired, Initial training is required.

1.7 CABIN CREW RESPONSIBILITIES AND

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OPERATING RESTRICTIONS

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1.7.1
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PERSONAL RESPONSIBILITY FOR ABILITY TO OPERATE
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It is the responsibility of each Cabin Crew member to report for duty fully fit and
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rested and able to fully complete all the duties and requirements of easyJet during

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the subsequent duty period.
This also applies when attending any ground based training course.

1.7.2 MEDICAL FITNESS TO DISCHARGE DUTIES

Each Cabin Crew member must be medically fit to discharge the duties specified in
the ‘Cabin Safety Procedures Manual’ (this manual). Further guidance is contained in
Section 1.18 “Crew Health Precautions”.

1.8 DUTIES & RESPONSIBILITIES OF CABIN CREW

REFERENCE: Part A, Section 1.5.2 ‘The Cabin Crew’

REFERENCE: Part A, Section 8.3.15 ‘Cabin Safety Requirements’

1.9 CABIN CREW NUMBER & COMPOSITION

REFERENCE: Part A, Section 4.1.3 ‘Cabin Crew Number & Composition’

1.9.1 REDUCED CABIN CREW/PASSENGERS

REFERENCE: Part A, Section 4.1.4 ‘Operation With Reduced Cabin Crew’

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1.9.2 BOARDING WITH LESS THAN MINIMUM CREW

REFERENCE: Part A, Section 4.1.5 ‘Boarding With Less Than Minimum Crew’

1.9.3 DISEMBARKATION
REFERENCE: Part A, Section 4.1.6 ‘Disembarkation With Less Than Minimum Crew’

1.10 OPERATION ON MORE THAN ONE TYPE OR

VARIANT
easyJet UK AOC currently operates four aircraft types, the Boeing 737-700 series, the
Airbus A319-100 series, Airbus A320-200 series and the Airbus A321-200. easyJet
Switzerland AOC currently operates two aircraft types, the Airbus A319-100 series
and the Airbus A320-200 series.The A319 and A320 are considered as one type for
the purpose of Cabin Crew scheduling.
It is the responsibility of each Cabin Crew member to ensure that they only operate
on the aircraft type that they have been trained and are current on. Cabin Crew may
operate on four types provided that safety equipment and emergency procedures are
similar for at least two of the types.

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It may be necessary for Cabin Crew to operate on more than one aircraft type or

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variant during a single duty period. In this instance they must be asked one relevant
aircraft type SEP question by the SCCM before operating on the different aircraft type

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or variant. In addition their operating positions will be allocated by the SCCM.

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CHAIN OF COMMAND
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The chain of command is:
Commander
• First Officer
• Senior Cabin Crew Member
• Cabin Crew 2
• Cabin Crew 3
• Cabin Crew 4 (if carried)
• Cabin Crew 5 (if carried)
• Cabin Crew 6 (if carried)
• Cabin Crew 7 (if carried)
• Cabin Crew 8 (if carried)
In the absence of the Commander or Senior Cabin Crew Member the next most
senior Flight or Cabin Crew member respectively is in charge

1.12 AUTHORITY, DUTIES & RESPONSIBILITIES OF

THE COMMANDER
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REFERENCE: Part A, section 1.4 ‘Authority, Duties And Responsibilities Of The

Commander’

1.13 PROCEDURES FOR THE USE OF VACANT CREW

SEATS
1.13.1 ADMISSION TO FLIGHT DECK
REFERENCE: Part A, Section 8.3.12 ‘Admission To Flight Deck’

1.13.2 USE OF FLIGHT DECK OBSERVERS SEAT

REFERENCE: Part A - Section 8.3.12 ‘Admission To Flight Deck’

1.13.3 USE OF VACANT CABIN CREW SEATS

REFERENCE: Part A - Operations Manual, 8.3.13 ‘Use Of Vacant Cabin Crew SeatS’

1.14 SENIOR CABIN CREW MEMBERS

REFERENCE: Part A, Section 5.3.1 ‘Senior Cabin Crew Member’ & Part A, Section

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1.5.2.1 Senior Cabin Crew Member

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1.14.1 OPERATIONAL REQUIREMENT OF SCCMS

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REFERENCE: Part A, Section 4.1.3 ‘Cabin Crew Number & Composition’

1.15
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MINIMUM REQUIREMENTS l FOR CABIN CREW
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MINIMUM AGE
It is a regulatory requirement and easyJet requirement that each Cabin Crew member
is at least 18 years of age at the end of New Entrant training before operating as Cabin
Crew.

MEDICAL REQUIREMENTS
Each Cabin Crew member must:
• Have passed a medical assessment and be found to be medically fit.
• Remain medically fit to discharge the duties specified herein.
• Complete a three yearly medical self assessment form.
If spectacles or contact lenses are required to meet visual standards, these must be
worn at all times when on operational duty.
Cabin Crew management may send a member of Cabin Crew to a Company Medical
Advisor for assessment to ascertain their fitness to fly as a member of Cabin Crew at
any time as required.

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REFERENCE: Part A, Section 5.3.2 ‘Recurrent Training and Checking’

ATTESTATION
Each Cabin Crew member must hold an attestation confirming they have successfully
completed initial safety training.

1.16 FLIGHT AND DUTY TIMES, LIMITATIONS AND

REST SCHEME
REFERENCE: Section 7, “Flight Time Limitations (FTL)”

1.17 OCCURRENCE & ACCIDENT REPORTING

1.17.1 INTRODUCTION
Cabin Crew must report all personal or passenger accidents while on duty to the
Senior Cabin Crew Member and accidents on onboard, together with any
deficiencies and/or unserviceability of safety equipment or systems to the
Commander to enable appropriate mandatory reporting to be made.
It is easyJet’s primary concern in the interests of safety to ensure the full, free and

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responsibility of all easyJet employees to report any circumstances affecting safety

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and to co-operate fully throughout any investigation.

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1.17.2 CABIN SAFETY REPORT
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Cabin Safety Reports (CSR) can be completed by Cabin Crew to report any safety or

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security related incidents which affect either passengers or crew. These can be
completed by any member of crew, not just the SCCM.
They must be completed for the following categories:
• When safety equipment or procedures are defective or inadequate
• When deficiencies occur in any procedures or manuals
• When crew or passengers are seriously ill, injured or become incapacitated
• When a crew member is offloaded (at base or down route) due to sickness or
injury (not required if offloaded in the crew room)
• When sickness or injury affects a crew members ability to perform safety related
duties
• When a passenger is offloaded for safety reasons
• When there is difficulty in controlling violent, armed or intoxicated passengers
• When toilet smoke detectors are activated or vandalised
• When an act of aggression occurs e.g. attacks against aircraft, hijack, discovery of
explosive device, detonators or incendiary devices, bomb threats, suspicious or
malicious damage to aircraft.

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• When a passport has obviously been disposed of onboard by a passenger trying

to seek asylum
• When there is a breach of security
• Any event where safety standards are not followed
• Any event which may provide useful information for the enhancement of flight
safety
• A CSR must be completed if a crew member is offloaded (at base prior to duty or
down route) due to safety related performance issues (e.g. displays poor
knowledge during pre-flight briefing).
When completing a CSR please ensure the following:
• The aircraft details (Flt No., A/C reg & Route) are entered
• The date, time and phase of flight are entered
• The crew details are entered including the base of the crew member filling out
the report and the base of any other crew involved
• The report is signed by both the crew member filling out the report and the
Captain

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• The report is legible (try and use block capitals) - remember other people need

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• A detailed description of the event is entered along with its immediate cause and

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any action or results.

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Details of all individuals involved in the incident, crew and passenger (where

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possible) are included
If catering equipment is U/S -state bar set number and cart number and a brief
description of the fault. Any catering related incidents should also be recorded
on the Bar and Catering Report Form.
• Stick to the facts - don't bring any emotion into the report. Include any narrative
(conversation between yourself and the passenger). It is a legal document which
can be used in a court of law. Think about what you are writing!
• If the report relates to a defect, the defect must be entered into the Cabin Defects
Log and the Technical Log and the reference included on the report
• If you run out of space continue on another form or sheet of paper but include
important details such as date, Flt No., Crew names and the one line event
descriptor to ensure it can be cross referenced to the rest of the report. Add the
number of pages onto both sheets of paper - e.g. Page 1 of 2
• Fax the report to OCC as soon as you return to a crew room. If you are staying in
a hotel the hotel fax should be used.
• The CSR must be completed and submitted to OCC as soon as is practically
possible after the event

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• UK AOC - The original report and any other relevant documents (Witness Forms,
Passenger Medical Report Forms) should then be sent to the Safety Data Team
using the red and white envelopes in the crew room.
• Swiss AOC - The original report and any other relevant documents (Witness
Forms, Passenger Medical Report Forms) should be placed in the relevant tray in
the crew room.

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1.17.3 ACCIDENT/INCIDENT REPORT FORM

• For incidents that occur onboard the aircraft please use either a CSR or an ASR.
• For incidents that occur on the ramp please inform the ground staff so that a GSR
(Ground Safety Report) can be raised.
• For any incidents/accidents that occur elsewhere please use the Accident
Incident Report Form.
• Examples of locations are:
– Crew rooms
– Airport terminal buildings
– Airport car parks
– Crew transport (taxi/bus)
– Hotels (while on company duty) - you must also report the incident/
accident to the hotel following their local reporting procedure
– Hanger 89

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– Academy

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• Fax the report to OCC as soon as you return to a crew room. If you are staying in

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a hotel the hotel fax should be used.

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UK AOC - The original report should then be sent to the Safety Data Team using

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the red and white envelopes in the crew room.

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Swiss AOC - The original report should be placed in the relevant tray in the crew
room.

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1.17.4 FOOD SAFETY REPORT FORM

For incidents relating to food onboard involving passengers or crew the Food Safety
Report Form must be used. A Cabin Safety Report (or ASR) must also be completed.
The following process must also be followed:
• Sample of the food/packaging must be retained and placed in the Food Sample
Bag (available onboard in the dry stores).
• Crew return sample bag, Food Safety Report Form, to the crew room.
• Crew fax the Food Safety Report Form to GTS Head Office +44(0)8717 125753.
• CSR/ASR to be faxed to OCC and the original report is then to be placed in a red
and white envelope (UK AOC) or in the relevant tray in the crew room (Swiss
AOC).
• Crew place sample bag in the crew room fridge, (if available) with the easyJet
Food Safety Report Form attached.
• Crew to escalate to AORM / Cabin Crew Manager.
NOTE:
An investigation cannot take place if there is no sample bag.

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1.18 CREW HEALTH PRECAUTIONS

REFERENCE: Part A, Chapter 6

1.19 SAFETY ON THE RAMP

1.19.1 THE EASYJET POLICY
Safety is easyJet's key commitment to its staff and customers, and it prescribes this
through its safety standards and safe working practices.
Safety standards and procedures are fundamental to the efficient and effective
performance of an airline and it is easyJet's philosophy to define the minimum
standards (IATA) to which all must abide.
It is the responsibility of all our employees to focus on getting the basics right and
leading by example. This includes:
• Always wear hi-vis vests and ear defenders when on the ramp. Hi-vis vests must
be fastened at all times when worn.
• Keep to marked walk ways and be observant for Foreign Object Debris (FOD)
Do not operate any ground equipment unless authorised to do so.
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• Never approach an aircraft when the anti collision beacons are rotating.

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1.20 QUALITY SYSTEM

Refer to Quality Manual on the intranet http://inside/teams/safetyandsecurity/Pages/

1.21 COMMON LANGUAGE

English is the required language for communication by all crew members on all
easyJet aircraft. All training and manuals will be in English.
It is important that conversations and messages which relate to the service or
operation of the aircraft are always in English, even when the speakers native
language is different.

1.22 TERMINOLOGY & DEFINITIONS

1.22.1 INTRODUCTION
This section illustrates some of the terms Cabin Crew will need to be familiar with in
order to communicate effectively on board the aircraft.
It is vitally important, especially when communicating with the Pilots that Cabin
Crew accurately describe to them what they see.

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1.22.2 AIRCRAFT FLYING CONTROLS

Elevators
Used to pitch the aircraft’s nose up or down - known as changing the aircraft’s pitch
attitude.

Ailerons
Used to roll the aircraft into bank angles to enable it to turn. One wing goes up and
the other wing goes down.

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Rudder
Enables the aircraft to yaw, forcing the tail to move from left to right. Moves left or
right.

Stabiliser
Allows the pilot to trim the aircraft to maintain climb, cruise or descent pitch attitude
without having to maintain pressure on the elevators.

Trailing edge/leading edge flaps

Used for take-off and landing to increase lift allowing the aircraft to fly at lower
speeds.

Spoilers/speedbrakes
In a turn a spoiler may deploy a variable amount to assist the aileron in rolling the
aircraft. The amount of deployment is greater at lower speeds.
Spoilers can also be used as speedbrakes to reduce lift on both wings allowing the
aircraft to descend faster without increasing airspeed. Speedbrakes are used on the
ground on landing to reduce the lift during landing. They help to stop the aircraft

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from wanting and continuing to fly during the early stages of landing.

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1.22.3 ENGINE CONFIGURATION

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Engines are always numbered from left to right.

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1.22.4 PASSENGER DISTRIBUTION

Passengers must be equally distributed throughout the aircraft. However, the
Commander may give the Cabin Crew specific instructions regarding passenger
distribution and if these are given they must be followed and enforced.

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 General

1.22.5 METEOROLOGY
The two types of weather that affect normal operations of aircraft are turbulence and
fog.

TURBULENCE
Turbulence or rough air can be subdivided into visible and invisible causes. Clouds,
especially thunderstorms, create turbulence of varying severity. Thunder clouds, or
cumulonimbus clouds are filled with parcels of air moving up and down at great
speeds and often contain ice crystals as well as rain drops. These particles can be
seen by the aircraft’s radar enabling the Pilots to avoid the storms and hence the
turbulence.
Clear Air Turbulence, is by definition invisible. It is often associated with fast moving
bands of air or “Jet Streams” which occur as part of the global weather environment
and with the “Fronts” you see on television weather programmes. Clear Air
Turbulence can be forecasted but rarely detected before an aircraft encounters it. It
is therefore vital that the seat belt sign is heeded at all times to prepare the passengers
and Cabin Crew in order to minimise the effects of turbulence.
Wake turbulence is experienced when an aircraft passes through the jet stream of an

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aircraft flying in front. ATC will regulate the separation distances between aircraft,

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but on rare occasions wake turbulence may occur and will result in the aircraft rolling

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quickly

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REFERENCE: Section 2.6.8, “Turbulence”

t r o l l
FOG
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Being unable to land at the intended destination can cause the greatest
inconvenience to a passenger. Fog is caused by moist air being sufficiently cooled so
that the resultant suspended water droplets reduce visibility below that which is
needed to land (or take-off).

CLOUD FORMS

Stratus
Generally grey, layered low cloud limited to about 6000’.

Cumulus
Detached and dense with sharp outlines, this form of cloud develops vertically in
rising domes or towers, the upper parts resembling a cauliflower. Their upper limit
is usually 23,000’.

Cirrus
Also detached but delicate or fibrous in appearance, cirrus cloud is sometimes
associated with light turbulence at high level. Its upper limit is around 45,000’.

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LIGHTNING
The movement of rapidly rising and falling parcels of air inside storm clouds
produces dense build-ups of static electricity of up to 100,000 volts per metre.
Localised cells exist of up to 1,000,000 per metre. This magnitude of static charge is
strong enough to overcome the normally poor conductivity of air and is suddenly
released. This is seen as a lightning discharge, which can be from cloud to cloud or
cloud to land.
Lightning rarely strikes an aircraft. When it does the bang it causes is alarming, but
the damage caused is very slight thanks to elaborate bonding structures, which
prevent the electrical discharge from penetrating the interior.

1.22.6 ICING CONDITIONS

All Cabin Crew should have an awareness of the conditions likely to produce surface
contamination, and the need to inform the Pilots of any significant ice build up.
Icing in flight is a serious hazard, particularly during the take-off phase.
Even a thin film on the aircraft’s critical surfaces (wing and tail) can dramatically
affect the smooth flow of air over these surfaces, thus reducing lift and increasing
drag. During take-off, it is absolutely vital that the aircraft’s critical surfaces are free

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of any ice and snow.

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Types of Ice

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Ice may form on aircraft surfaces when the air temperature is zero or below, or above

o l l e
zero if the aeroplane skin is very cold. Structural ice adheres to the external surfaces
r
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of the aircraft and is described as rime, clear/glazed or mixed.
o
• Rime ice
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Looks like frost but may be very thick. It has a rough, milky white appearance.
• Clear/glaze ice
Essentially like black ice, this is smooth and generally follows the contours of the
surface closely, although it can form ridges after further accumulation.
• Mixed
Mixed is a combination of rime and clear ice.

De-Icing
All snow/ice must be removed from the critical surfaces of the aircraft (de-icing) then
if necessary, these surfaces must be protected against further accumulation (anti-
icing) until the aircraft has taken off. This is achieved by spraying the aircraft with de/
anti-icing fluid. The spraying process may either be carried out on stand or at some
other specified airfield location. Spraying may be carried out with or without the
engines running, but in either case, the Pilots will need to switch off the air
conditioning system during treatment to prevent the cabin becoming contaminated
with fluid fumes. It is possible that residual traces may lead to a slight odour when
the air conditioning is subsequently re-instated.

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Under adverse conditions such as snow, freezing rain or freezing fog, anti-icing fluids
only provide protection for a limited period of time (known as the ‘holdover time’).
For this reason it is important to carry out the spraying as close to the take off time as
possible.

Cabin Crew
Cabin Crew and Pilots should liaise during the de-icing process and continue the
communication as required throughout the day.
The SCCM must advise the Pilots if;
(a) There appears to be ice or snow on the wings and the Cabin Crew are in doubt
as to whether the aircraft has been de-iced.
(b) The Cabin Crew think that any coating or patches on the wings appear to be
getting thicker or more widespread.
(c) The Cabin Crew should report to the Captain any concerns conveyed by a
passenger either on the ground, taxi or take off.

1.22.7 AREAS OF OPERATION

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As laid down in the easyJet Operations Manual.

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1.22.8 DEFINITION OF TERMS AND WORDS

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AAP
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Aft Attendant Panel

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ABP

on t Able Bodied Passenger

A/C
ACP unc Aircraft/Aeroplane
Area Call Panel
AIP Attendant Indication Panel
AOG Aircraft On Ground
APU Auxiliary Power Unit
ASR Air Safety Report
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
BCF Bromochlorodifluoromethane
Base The airport at which you are based i.e. Luton
CAA Civil Aviation Authority
Cabin Crew (CC) A crew member who performs, in the interests of safety of passengers,
duties assigned by the operator or the pilot in command of the
aircraft, but who shall not act as a pilot
CAM Cabin Assignment Module

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General

Capt Captain or Commander

CCTV Closed-Circuit Television
OFP Operational Flight Plan

Check-in Report Time

Check-out End of duty day debriefing
CIDS Cabin Intercommunication Data System
CMD Commander (PIC)
CO2 Carbon Dioxide
Co-pilot First Officer
Cockpit (Airbus The area at the front of the aircraft where the operating Pilots sit
specific)
CPR CardioPulmonary Resuscitation
CRM Crew Resource Management
CSR Cabin Safety Report
Deadhead
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A crew member positioning on duty travel as a passenger

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Defuel Taking fuel off the aircraft

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ECAM Electronic Centralised Aircraft Monitoring
ETA
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Estimated Time of Arrival

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EU OPS European Union regulations for operation of aircraft
ETD
FAP
u Estimated Time of Departure
Forward Attendant Panel
Flight Deck The area at the front of the aircraft where the operating Pilots sit
First Officer Co-pilot
FOCA Federal Office for Civil Aviation in Switzerland
Fwd Forward
Gash Bag Rubbish bag
GMT/ZULU Greenwich Meantime
IATA International Air Transport Association
JAA Joint Aviation Authority
JAR Joint Aviation Requirement
JAR-OPS1 Joint Aviation Requirements for Operations of aircraft
Lbs Pounds
L (Ltr) Litre

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 General

LCD Liquid-Crystal Display

LH Left Hand side
Local time The local time in a particular country
LRBL Least Risk Bomb Location
LSU Lavatory Service Unit
MEL Minimum Equipment List
MHz MegaHertz
Nil Zero/nothing
“NITS” Nature of situation, Intention, Time Available, Special instructions
Nm Nautical Mile (~1.8km)
OCC Operations Control Centre
Offload To remove passengers, crew or catering
OM Flight Operation Manual
Outstation All other airports that easyJet has an office or base

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PA Public Address

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PAX Passengers
PF
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Pilot Flying
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PIC
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Pilot in Command (Commander)

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Pilots A licensed crew member charged with duties essential to the
operation of the aircraft during flight time
PNF Pilot Not Flying
PRAM Pre-Recorded Announcement & Music System
PRM Person with Reduced Mobility
PSU Passenger Service Unit
RCC Rescue Co-ordination Centre
Ref Refer to
Refuel Taking on of fuel
Report time Time at which you must report for duty
RH Right Hand side
Roster Programme of your duties
SBY Standby
SCCM Senior Cabin Crew Member
Sector One flight from one destination to another

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SEP Safety Equipment & Procedures

SNY Supernumerary, an additional crew member
SOP Standard Operating Procedure
STA Scheduled Time of Arrival
STD Scheduled Time of Departure
TBN To be Notified
TOB Total on Board
U/S Unserviceable
Uplift To load passengers, crew or catering
UTC Co-ordinated Universal Time

PRM CODES

WCH Wheelchair

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WCHR Requires a wheelchair or other means for movements between the

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aircraft and the terminal. Passenger can walk up or down stairs and
can move about in the aircraft cabin
WCHS
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Requires a wheelchair to move between the aircraft and the terminal.

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Passenger cannot walk up or down stairs, but can move about in the

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aircraft cabin

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WCHC Passenger who is completely immobile, requires assistance to embark

u or disembark and requires an onboard wheelchair to move about in

the aircraft cabin
DEAF Passenger is deaf, or hearing is significantly impaired , or deaf without
speech
BLND Passenger is blind, or significantly sight impaired
DPNA Disabled passenger with intellectual or developmental disability
needing assistance
MAAS All other passengers in need of specific assistance
PETC Passenger travelling with an assistance dog

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1.23 PHYSIOLOGICAL EFFECTS OF FLYING

REFERENCE: Section 6.30, “Physiology Of Flight”

1.24 THE PURCHASE AND CARRIAGE OF DUTY AND

TAX PAID GOODS
UK Customs have issued the following guidelines that should be observed by crews
when bringing duty and tax paid goods into the UK.

Inter - EU Flights at all UK Airports

Crew arriving in the UK from another EU member state may, provided that the items
are for your own personal use, import duty and tax paid goods purchased in another
EU state without any fiscal restrictions. For alcoholic drinks and tobacco products
there are maximum levels above which there will, unless it can be proved to
Customs (if required) that this is not the case, be deemed to be of commercial intent.
These levels are:
800 Cigarettes and,
400 Cigarillos and,
200 Cigars and,
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1 Kg of pipe or hand rolling tobacco and,
10 litres of spirits and,
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20 litres of intermediate products (e.g. fortified wine) and,
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90 litres of wine (of which not more than 60 litres is sparkling) and,

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110 litres of beer.
Crew will not be permitted to make duty free purchases without a valid ticket. Duty
Free sales are controlled under the terms of the vendor control arrangements and
operating crew do not hold a valid authority to purchase.
Crews on Inter - EU flights will not need to fill in any personal Customs declaration,
or be checked by Customs for any fiscal reason. However the UK Government will
continue to enforce controls over a small range of prohibited and restricted goods
such as drugs and pornography. Customs will continue to have responsibility for
applying these checks and crew may be questioned or have baggage examined to
enforce this requirement.

EU - Swiss Flights at all Swiss Airports

The maximum levels are:
1 litre of spirits above 15%,
2 litres of wine,
200 cigarettes,
Gifts up to CHF 300 or Euros 200

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When travelling in and out of some countries the restrictions are greater than our
own. If this is the case you will need to observe the stricter regulations. When
purchasing goods information should be available in the airport and if you are
unsure, don't buy.

Additional Company Guidelines

Due to aircraft weight considerations, crews should restrict the carriage of alcohol to
a maximum of twenty kilos per person. This is equivalent to approximately one large
box of beer or six bottles of wine or spirits.
The limits listed above are for personal consumption only and bringing goods into
the UK other than for personal consumption is prohibited.
Customs may on occasions decide to stop crews to check that goods are for personal
consumption only, if this occurs Customs must be satisfied that this is the case.
Crews must also be aware that it is not acceptable to purchase goods for other
members of easyJet staff.
Crews should also be aware that it is not acceptable to delay the turnround for
purposes of purchasing goods.
It is forbidden to sell duty free or tax free items to ground staff who are not travelling
with a valid passenger ticket.
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GENERAL DECLARATION
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l ed
When arriving at a UK airport from a non-EU country, crews are required to complete
l
t r o
a General Declaration form. This form must be completed at the first airport of arrival

n
o
into the UK and passed to Customs either directly or through the handling agent. This

1.25
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form must be completed even if the crew are not vacating the aircraft at that airport.

ORGANISATION AND RESPONSIBILITIES

REFERENCE: Part A, Chapter 1 - Organisation and Responsibilities

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 Standard Operating Procedures

2 STANDARD OPERATING PROCEDURES

2.1 FOREWORD
The purpose of this chapter is to provide information to Flight and Cabin Crew
concerning standard operating procedures that will be required in order to conduct
the safe operation of the aircraft.
Specific individual Cabin Crew duties are expanded upon in Type Specific Chapters.

2.2 PRE-FLIGHT SAFETY BRIEFING OF CABIN CREW

Every Cabin Crew member must participate in a pre-flight safety briefing at the start
of each flying duty period. The briefing should take place in the crew room where
available and must be carried out by the operating SCCM.
In exceptional circumstances the briefing may take place in the hotel, on the aircraft
or in another suitable place such as a handling agents office.
In the event of a Cabin Crew member being absent from the briefing (e.g. due to SBY
call out) the Cabin Crew present shall perform their briefing and proceed normally
to the aircraft. The replacement Cabin Crew will meet the rest of the crew on the
aircraft and have a briefing with the SCCM prior to departure.If the SCCM is absent

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from the briefing the crew must discuss with the Commander the allocation of pre-

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flight checks. The crew can then proceed to the aircraft to carry out pre-flight

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equipment and security checks. When the SCCM arrives the Commander and crew

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must 'hand over' details regarding all completed duties, the SCCM must then carry

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t
out the pre-flight briefing on the aircraft before passenger boarding can commence.

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If a new SCCM joins a crew during their operational duty there is no requirement for

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them to ask the Cabin Crew SEP and 1st Aid questions as they will have been asked
at the start of their duty. It is recommended that the crew introduce themselves and
discuss anything relating to the next flight(s), e.g. service standards, etc.
If a Cabin Crew member (not the SCCM) joins a crew during an operational duty they
will not need to be asked SEP and 1st Aid questions if they have already been briefed
by another SCCM earlier in the day. However, if this is their 1st sector of the duty
they will need a full brief from the SCCM.

2.2.1 BRIEFING PROCEDURE

Report time is -60 and the pre-flight briefing is to commence at -55. The first 5
minutes must be used for essential operational administrative duties including:
• Check in on Crew Portal
• Read Level 1 & 2 Notices to Crew
• Read company e-mail
• Check drop file
NOTES:
1 If the computer system will not allow a crew member to check in then they must

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not continue with their flying duty until they have been cleared to do so by OCC
2 Should crew be positioning (via road or air) all essential operational
administrative duties (as above) should be carried out prior to positioning where
possible.
Cabin Crew and Pilots must introduce themselves during the briefing process. If this
is not possible, the introductions should take place immediately on boarding the
aircraft.
The Senior Cabin Crew Member is responsible for conducting the pre-flight briefing
of all operating Cabin Crew and must follow the easyJet briefing structure:

INTRODUCTION
• Introduce Crew
• Flight information including route, aircraft reg, and pax figures if known
• Allocate work positions to each Cabin Crew member who will then assume
responsibility for the associated exit and all assigned duties for the duty period
• Ensure Cabin Crew have:
– Checked in on Crew Portal
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– Read Level 1 & 2 Notices to Crew and company e-mail
Checked drop files
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–

•
t r o l l
Check each Cabin Crew member has a calculator, tongs, money wallet, ID, hi-

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vis jacket, ear plugs, night-stop kit and passport

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SEP AND 1ST AID QUESTIONS
• SCCM will ask one SEP and one 1st aid question per Cabin Crew member
• Use scenario format for questioning and POSE, PAUSE and POUNCE method.
(Ask question, pause and then ask one of the crew members to answer the
question.)
SCCM to discuss anything further that needs to be discussed such as
• Confirm service level and spend per head (SPH)
• Training in the cabin
• New procedures, etc.
Pilots to join at -50 for an interactive briefing to include flight times, weather, slot,
stand any new procedures (if applicable) and the SEP questions that were asked
during the briefing. If there is any training in the Cabin or Pilots this should be
discussed at this point. A suitable time for the serving of Pilots meals and drinks
should also be discussed.The Commander should be advised of Cabin Crew
operating positions so they can be accurately recorded on the Journey Log. The
SCCM must also advise the Commander of crew rest or duty considerations

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 Standard Operating Procedures

Crew should be leaving the crew room at STD -45 to ensure arrival at the aircraft at
STD -35.

2.2.2 CABIN CREW PRE-FLIGHT BRIEFING AWAY FROM BASE

When a flying duty period with the same operating Cabin Crew involves a series of
flights over a number of days, then prior to the first flight of the day after a night stop
an abbreviated pre-flight brief can be carried out away from base.
The SCCM should liaise with the Captain, preferably before the briefing, to discuss
any factors affecting flight safety. The briefing must focus on:
• 1 SEP and 1 First Aid question per Cabin Crew member
• Operational topics such as route/weather/aircraft registration
• Service standards
• Any change of working positions (including security check requirements)
The abbreviated briefing should take no longer than 2-3 minutes.
If any Cabin Crew members join the crew during the trip then a full pre-flight brief
must be carried out.

2.2.3 QUESTIONS TO BE AVOIDED

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•
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Closed questions - requiring a yes or no answer.

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Questions directed to the entire crew with a response given in unison.
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•

•
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Misleading/confusing questions not relating to day to day operations.
•
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Questions relating to technical specifications not covered in the Cabin Safety
Procedures Manual.

2.2.4 CABIN CREW UNABLE TO DISPLAY ADEQUATE SEP/

FIRST AID KNOWLEDGE
In the event that a Cabin Crew member is unable to display an adequate knowledge
of SEP or First Aid, the Senior Cabin Crew Member should advise the Cabin Crew
member that they will be offloaded. The Commander must also be advised. The
Senior Cabin Crew Member must contact Crewing immediately to find a
replacement crew member. The local Cabin Crew management of the Cabin Crew
member or the Duty Cabin Crew Manager (via OCC) must be advised immediately
and a Cabin Safety Report written by the Senior Cabin Crew Member stating the
reasons for the offload and the questions/topics deemed unsatisfactory.
The Cabin Crew member will be removed from the flying roster until they have been
assessed by Cabin Crew Management and if required, further training successfully
completed.

2.2.5 SUSPECTED INFLUENCE OF ALCOHOL OR DRUGS

Actions by any crew member:

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Standard Operating Procedures

• Advise the SCCM and/or Commander of your suspicions

• Advise the crew member concerned of your suspicions and that they will be
stood down
• SCCM/Pilots to contact crewing to find a replacement crew member
• Write a CSR/ASR detailing the incident for the relevant Manager
The crew member will be removed from the flying roster, pending investigation.

2.2.6 USE OF MOBILE PHONES

The use of mobile phones is not permitted in the crew briefing areas.
The use of mobile phones is not permitted from brief to de-brief, except:
• During an extended delay
• When on airport standby
• In exceptional circumstances
If an exception is exercised it must be authorised by the SCCM who will liaise with
the Captain.

2.3 PRE-DEPARTURE
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Cabin Crew should aim to be at the aircraft at -35 or meet its arrival on stand. On

ed
boarding the aircraft Cabin Crew must remove and safely stow their ID. ID lanyards

l l
r o
should not be worn at any time whilst onboard the aircraft. Items that the crew

on t
require for use during the flight should be removed from their crew bag. Crew bags

nc
should then be stowed in an approved stowage.
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The SCCM should check the Cabin Defects Log for any outstanding items. The
Captain and SCCM should inform each other of any relevant items which are
unserviceable or missing with reference to the Technical Log or Cabin Defects book.
The SCCM should then inform the Cabin Crew of any relevant defects.
• All Cabin Crew are responsible for checking their own crew seat. They must
check that their seat is working correctly, by performing the following check:
– Ensure the seat base fully extends and retracts.
– Harness extends and inertia reel locks
– Harness fastens and releases
• The Public Address and interphone systems must be checked to ensure they are
operational at all crew stations
NOTE:
On a cold aircraft where steps are attached to the rear but the door is closed it
must not be opened until a knock from ground staff is received so that they can
ensure the steps are safe for use.
REFERENCE: Part A, 8.9 Punctuality Policy

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 Standard Operating Procedures

2.3.1 PRE-FLIGHT SAFETY EQUIPMENT CHECKS

It is the responsibility of Cabin Crew to perform the relevant pre-flight checks on the
safety equipment in the cabin. The Pilots will check the equipment in the Flight
Deck. In order to complete the pre-flight equipment checks it may be necessary to
move or remove the piece of equipment from its stowage. If this is necessary it should
be returned to its stowage in a position that allows subsequent crews to easily check
the equipment. The checks must be given to the Senior Cabin Crew Member who
will report any problems to the Commander.
• On turnround and during crew change (provided the aircraft has not been left
unattended) it is not necessary for the oncoming crew to physically carry out pre-
flight checks on the safety equipment in their areas of responsibility.
• The off-going SCCM and oncoming SCCM will carry out a verbal check that all
safety equipment is present and correct, nothing has been used and any entries
into the Cabin Defects Book brought to their attention. This verbal handover must
take place onboard the aircraft.
• If the aircraft has been left unattended or there was no verbal handover from the
previous crew, then the usual pre-flight safety equipment checks must be carried
out.
•
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This procedure will not impact on the security checks, interphone and PA checks

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or crew seat checks and these will be required to be carried out as normal SOP.

2.3.2 SECURITY CHECK/SEARCH

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Cabin Crew must:

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• Carry out security check/search of cabin including seat pockets, at the same time
u
ensure that all seat pockets are equipped with a safety card relevant to the aircraft
type. The safety card must be clearly visible with inflight magazines and sick bag
behind.
• Security check/search toilets, galleys and cabins to ensure that they are free from
packages, notes and other security risks - messages on mirrors. A security search
must be completed prior to the aircraft’s first flight of the day and after the
aircraft’s last flight of the day, when the aircraft has been left unattended, even
when the aircraft is being left under the control of authorised ground staff.
• Whilst conducting security checks in the toilets also carry out safety checks as
follows: smoke detector, automatic fire extinguisher and water heater
operational, toilet bin empty. On your first flight on the aircraft the toilet call bell
must be checked to ensure that it is operational.
• Providing a Cabin Crew member has completed their security checks/search in
their assigned area they may assist a fellow crew member who has not yet
finished their assigned checks/search. It is the responsibility of the crew member
whose area the checks are being completed in to ensure that the checks are fully
completed as per the SOP. This procedure must not be used to allow crew to
leave the aircraft for non-operational duties.

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Standard Operating Procedures

• At all times Cabin Crew must ensure that they keep a constant check on the
entrance areas to ensure that no unauthorised entry of personnel has occurred.
• Safety equipment and security checks must be passed through the chain of
command to the Commander. At this point the SCCM should check with the
Commander if boarding can commence. The SCCM should also liaise with the
Ground Handling Agent regarding expected TOB and the carriage of any special
categories of passengers.
REFERENCE: Part A Section 10.2.3 '' Aircraft Check Procedures'' & Section 10.2.4
“Aircraft Search Procedures”

2.3.3 UNAUTHORISED CARRIAGE

Ground Handling Agents, in conjunction with Cabin Crew are responsible for
checking that the correct number of passengers are on board the aircraft.
Cabin Crew are responsible for conducting security checks and searching cupboards,
toilets and all other areas of the cabin where an unauthorised person could conceal
themselves.
Cabin Crew are also responsible for controlling access to the aircraft during
turnround. The following procedures must be adopted:
•
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The Cabin Crew must actively check that only bona fide staff and passengers have

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access to the aircraft cabin. The Cabin Crew must check passengers boarding
cards.

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•
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The Cabin Crew must actively check the ID or boarding card of every person

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wishing to enter the aircraft cabin. This is done by;

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–

– u nc
Stopping the person and asking to see the ID.
Checking that the ID belongs to the individual by comparing the
photograph on the ID with the individuals face.
– Checking the details on the passenger boarding card to ensure that flight
number, destination and date are correct.
• If a passenger is unable to locate their boarding card, liaise with the dispatcher to
confirm their validity to travel by checking their identification against the
passenger list before allowing them access to the Cabin
Other than for passengers, the Cabin Crew must ask why the individual needs access
to the aircraft cabin. Valid reasons are;
• Servicing the aircraft i.e engineering, refuellers, cleaning, catering, despatch,
customer service, technical library.
• Operating crew.
• Carrying out statutory duty i.e Customs, Police, Immigration, Port Health
Authority, EU and Government Inspectors
The Cabin Crew must deny access to anyone without a valid ID or a valid reason for
access. The Cabin Crew must report to the Commander anything unusual or anyone
behaving in a manner that causes concern.

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 Standard Operating Procedures

The Commander must report any suspicious circumstances to OCC by telephone

and must raise an ASR. If there are any doubts about the integrity of the aircraft or
baggage the Commander should consider whether another search is necessary.
Any unauthorised person found on board or attempting to board an aircraft must be
handed over to the airport authorities.
If a passenger has boarded the aircraft without a valid boarding card for that flight
then the Cabin Crew must fill out a CSR.

2.3.4 REFUSAL OF EMBARKATION

easyJet may refuse to carry a passenger or their baggage for reasons of safety or if, in
the exercise of easyJet’s reasonable discretion, the company determines that:
• Such action is necessary for reasons of security.
• Such action is necessary in order to comply with any applicable laws, regulations
or orders of any state or country to be flown from, into or over.
• The passenger’s conduct, status, age or mental or physical condition or the
physical condition of the baggage is such as to:
– require our special assistance (save where the “Special Needs” provision
of our Carrier’s Regulations apply),
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– cause harm, discomfort or make themselves objectionable to other
passengers or crew,
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–
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involve any hazard or risk to themselves or other person or to property.

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• The passenger has committed misconduct on a previous flight and such conduct

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may be repeated.
• The passenger has not observed, or may fail to observe, our instructions with
respect to safety or security.
• The passenger has refused to submit to a security check.
• The passenger does not appear to be properly documented.
• Any of the documentation presented by the passenger:
– has been acquired unlawfully or has been purchased from an entity other
than easyJet or authorised agent,
– has been reported as being lost or stolen,
– is counterfeit,
– has been altered by anyone other than easyJet or their authorised agent, or
has been mutilated,
in which case we reserve the right to retain such documentation.
• The passenger at check-in or boarding cannot prove that he is the person named
as the passenger on the ticket.

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2.3.5 INFLUENCE OF ALCOHOL & DRUGS

No person may board an easyJet aircraft when under the influence of alcohol or
drugs.
No person may be permitted to drink alcoholic beverages onboard the aircraft unless
served to them by the Cabin Crew.
Cabin Crew may not serve alcoholic beverages to any person onboard who appears
to be intoxicated.
Alcohol must not be served to passengers under 18 years of age.
NOTE:
This rule applies even where the person under 18 years of age is accompanied
by a parent or an adult who has requested this.
If a passenger is refused carriage, alleged to have been under the influence of alcohol
or narcotics, to have been an annoyance to other passengers or a danger/potential
danger to the safety of the aircraft, Cabin Crew must complete a Cabin Safety Report
and the Commander will complete an Air Safety Report.
Cabin Crew should provide the Commander with the following details:
• Names and addresses of witnesses and their original statements.

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• Whether any, and if so what type of drink was supplied to the passenger from

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easyJet, whether on the ground or in the air.

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• Where possible, an indication of attitude of other passengers towards the

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company as a result of the incident.

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Whether Police were requested and whether charges are preferred. easyJet will

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fully support the Commander’s decision to prefer charges when circumstances
warrant this course of action.

2.4 BOARDING
Passengers, including PRMs are not to be boarded until the operating crew for that
flight have completed their pre-flight safety and security checks.
REFERENCE: Part A, 4.1.5 Boarding With Less Than Minimum Crew and Section
4.1.5.1 Boarding With Non Operating Crew Member

2.4.1 GREEN LIGHT BOARDING

Green Light Boarding is a process whereby passengers are released from the terminal
at STD -25 for all first wave departures without consultation with the crew, i.e.
automatic release.
The SCCM will not be asked if they are ready for boarding and the passengers will
arrive at STD -25. The only exception to this is where the aircraft may have a
technical problem or there isn’t minimum Cabin Crew on board. In these
circumstances the Captain or SCCM needs to inform the dispatch office or Dispatcher
as soon as possible.

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To ensure that the Cabin Crew can prepare the cabin in time one of the Pilots will
need to arrive at the aircraft with the Cabin Crew, so that the door can be opened
and the APU started.

2.4.2 CABIN CREW DUTIES

SENIOR CABIN CREW MEMBER

• Greets passengers at door 1 left and must check the passengers boarding cards
display the following information:
– Correct date, flight number and destination.
• Ensure that Boarding Public Address is made
• Complete headcount using clicker
• Liaise with Ground Handling Agent to ensure that the correct number of
passengers are on board

ALL OTHER CABIN CREW

• If using rear door for boarding - Cabin Crew greets passengers and must check

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the passengers boarding cards display the following information:

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– Correct date, flight number and destination.
•
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Other Cabin Crew greet passengers, assisting them to their seats and to stow hand

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baggage in approved locations. Cabin Crew can leave their boarding position for

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a safety related duty providing they keep a constant check on the entrance areas.

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Ensure that seating restrictions are observed.
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Distribute and fit infant/extension seat belts as appropriate.
• Ensure that overhead lockers are closed securely.
• Receive total on board from Senior Cabin Crew Member.
• Close doors

Event SCCM Pilots

Following passenger “____ Total Passengers on Commander acknowledges
boarding and on Board (and inform the report, confirms “Close
completion of the head Commander of the location Doors”.
count of any PRMs) The Pilots should check that
Request permission to close the Flight Deck door has
doors and ensure Flight been secured as soon as the
Deck door is locked. SCCM has left.
Inform other Cabin Crew of
total passengers on board.

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2.4.3 USE OF STEPS & JETBRIDGE

ATTACHING STEPS/JETBRIDGE
• Steps/jetbridge will be placed square to the fuselage leaving a small gap so that
the protective rubber bumpers are not in contact with the aircraft.
• Steps only - slide rails will be retracted by the ground staff during positioning and
fully extended once in position. Some sliding rails cannot be positioned until the
cabin door has been opened. In these cases ground staff must extend the sliding
rails as soon as the cabin door has been opened. Under no circumstances should
the Cabin Crew attempt to move the slide rails for any reason.
Guard rails must be secured with the appropriate locking mechanism after
movement.
• Once the steps/jetbridge are positioned correctly and secured, ground staff will
advise the Cabin Crew by knocking twice on the cabin door. Cabin Crew must
conduct a check to ensure that the steps/jetbridge are properly positioned. On no
account should passengers be allowed to embark/disembark if the steps/jetbridge
are not correctly positioned. In this instance the ground staff must be requested
to reposition the steps. A Permit to Remove Steps must be used when steps/

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jetbridge are repositioned as detailed below.

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REMOVING STEPS/JETBRIDGE

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• The member of ground staff who will be removing the steps/jetbridge from the

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aircraft must obtain a completed Permit to Remove Steps from the Cabin Crew

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guarding the door. The Permit must be fully completed with the date, flight

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number, Cabin Crew staff number, signature and details of which steps/jetbridge

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are authorised to be removed (see illustration below)
Under no circumstances must the steps/jetbridge be removed from the aircraft
until the Cabin Crew have passed the Permit to the ground staff.
• The same member of ground staff must wait until the door is closed and fully flush
with the aircraft before retracting the steps/jetbridge
• Jetbridge only - where removal is carried out by another agency or the airport
authority, it is acceptable for the Permit to be issued to the Dispatcher who is then
responsible for ensuring that the door is securely closed by the crew, before
subsequently authorising removal of the jetbridge.
• Steps only - once the door is fully closed the member of ground staff can go down
the steps and remove them from the aircraft
NOTE:

– Steps only - movement of guard rails is permitted by pilots to facilitate the

opening and closing of aircraft entry doors.
– Any temporary closure of cabin doors during an extended turnround, prior
to passenger boarding (e.g. due to weather conditions) must be in liaison
with ground staff. This is to ensure that the closure of the door is NOT
interpreted as a signal to remove steps and to ensure that appropriate

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communication occurs for the door to be reopened and slide rails locked
in place, prior to passenger boarding.
– Steps maybe attached to door 2L when this door will not be used for
disembarkation and boarding (e.g. jetbridge stands). If steps are brought to
the aircraft the ground staff should request that the door be opened as per
normal SOP by knocking on the door. In the event that they do not follow
this procedure they will still need a Permit in order to remove the steps.
This will be requested prior to removing the steps by knocking on the
door. If steps are attached but the ground staff don't request the door to be
opened until they return to remove the steps it must be reported using a
CSR.

REPOSITIONING STEPS/JETBRIDGE
When a request has been made to reposition the steps/jetbridge a Permit to Remove
Steps must be obtained by the member of ground staff repositioning the steps/
jetbridge. A Permit is required for every time that they are requested to be
repositioned. The Permit must be clearly marked in the appropriate box to confirm
that the removal is for repositioning purposes. Before they are repositioned the
aircraft door must be fully closed. The steps can then be re-positioned.

PERMIT TO REMOVE STEPS

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• Photocopies are not acceptable
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The Permit to Remove Steps must be in colour and supplied by easyJet.
•
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The crew member who is passing the Permit to the member of ground staff MUST

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be the crew member who has signed the Permit.
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Cabin Crew ONLY will provide the Permit unless the aircraft is departing with
only Pilots onboard. In this case the Pilots should provide the Permit.
• Permits will be available in each crew room and ALL Crew must ensure that they
hold a sufficient supply. Please be aware that the ground staff WILL NOT HAVE
A SUPPLY OF PERMITS. A small number of Permits are also carried in the
documents folder on the flight deck.

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It is imperative that the dispatcher is informed of a ground handling incident,

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especially when steps are involved, before the aircraft departs the stand.

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As many of these incidents occur after the doors have been closed, it is envisaged

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that this will be carried out via the ground crew member on the headset.

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RAMP SAFETY
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To ensure passenger safety on the ramp, a Ground Handling Agent must accompany
passengers to the aircraft.

2.4.4 REFUELLING WITH PASSENGERS ONBOARD

REFERENCE: Part A, Section 8.2.1.1 Refuelling With Passengers Onboard
When passengers are moved to and from the aircraft during refuelling:
• Passengers must be kept clear of the aircraft’s wings, tank vents and refuelling
equipment.
• Passengers should be escorted through the refuelling zone under the supervision
of a Ground Handling agent. The “no smoking” rule must be enforced and
policed during such movements.
Passengers may use mobile phones on board the aircraft during the refuelling
process. Passengers embarking or disembarking the aircraft via the ramp must not use
their mobile phones during this period. During this time they will be under the
supervision of ground handling agents. Mobile phones must not be used within the
'Fuelling Zone'.

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The “Fuelling Zone” is defined as extending six metres radially from the filling and
venting points on the aircraft and the refuelling equipment, and when applicable,
from the hydrant valve in use for the refuelling. As a general precaution, use of
mobile phones should be minimised on the ramp and be restricted to operational
purposes.
NOTE:
Where individual airport restrictions differ from easyJet policy, the more
restrictive of the two will apply.

2.4.5 PASSENGER SEAT ALLOCATION/RESTRICTIONS

Care must be taken to ensure that passengers are seated where, in the event of an
emergency evacuation being required, they may best assist rather than hinder the
evacuation from the aircraft. Seats at overwing exit areas should have at least two
passengers seated adjacent to each exit. Only those passengers who are considered
to be physically capable of removing overwing exits or opening exit doors should be
seated there. Passengers seated at overwing exits must be briefed by Cabin Crew on
the following:
• I would like to make you aware that you are seated in an emergency exit row.
•
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You may be required to operate this exit (point) in an emergency.
•
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Please study the exit operation placards on the seat back (point).
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Please remove the safety card from your seat pocket and study this prior to
departure.

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To aid identification of restricted seats whenever possible they will be fitted with grey

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headrest covers.
Should a passenger wish to read a newspaper, book, etc. during take-off or landing,
they may as they would in non-restricted seats.
Passengers seated in exit rows will have to store all their luggage in the overhead
lockers (coats included). This does not apply to passengers seated in the restricted
seats on the last row. For these passengers the normal rules regarding stowage of
hand baggage (including coats) apply.
The following passengers should not be seated in restricted seats:
• C - Children under 16 years.
• H - Hearing, Sight or other Disability
• I - Infants on laps
• P - Pregnant, Prisoners
• P - Physical size
• E - Elderly if frail
• D - Deportees

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Any person who sits in an exit seat and is deemed incapable of operating that exit
must be reseated prior to take-off.
NOTE:
Passengers who use a hearing aid may sit in a restricted seat providing no
assistance has been requested, the hearing aid is switched on and the passenger
is able to hear all commands from the crew.

2.4.6 CORRECT SEAT ALLOCATION

MASS AND BALANCE

Passengers must be equally distributed throughout the aircraft. However, the
Commander may give the Cabin Crew specific instructions regarding passenger
distribution and if these are given they must be followed and enforced. At least two
suitable passengers should always be seated adjacent to each overwing exit on all
flights regardless of load.

LOW LOADS
In the event of low passenger loads it is extremely important that passengers are
evenly distributed throughout the cabin. During boarding Cabin Crew should

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actively encourage passengers to be seated evenly throughout the cabin. When the

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SCCM conducts the headcount they should ensure that passengers are evenly

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distributed and reseat where applicable. The Captain should be consulted to ensure

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that they are happy with the distribution of passengers.

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2.4.7
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CARRIAGE OF SPECIAL CATEGORIES OF PASSENGERS
2.4.7.1
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PASSENGER GROUPS
REFERENCE: Part A, Section 8.2.2.1 Passenger Groups

NOTIFYING CREW OF PERSONS WITH REDUCED MOBILITY

It is easyJet standard procedure to board all PRMs first, however due to some local
airport infrastructure / safety related reasons, PRMs may have to be boarded last.
When PRMs will be boarded last, ground handling agents must inform the Cabin
Crew either directly or via the dispatcher, to ensure seats onboard the aircraft are
reserved.
If the PRMs are being boarded last the ground handling staff must inform the Senior
Cabin Crew Member of:
• Number of PRMs and their needs (WCHC, WCHS, WCHR).
• Number of accompanying passengers to ensure suitable number of seats are
reserved together.
When PRMs are post boarded please refrain from using seat reserved signs. Instead
you can use the tray tables and position yourself to avoid anyone using the seats
needed for the PRMs.

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On arrival, whilst waiting for assistance to arrive, PRMs must be supervised at all
times by a member of Flight or Cabin Crew. The crew member must remain in the
forward galley area until the passengers have disembarked and door 1 right has been
closed.

2.4.7.2 PASSENGERS ON STRETCHERS

REFERENCE: Part A, Section 8.2.2.3 Passengers On Stretchers

2.4.7.3 PASSENGERS TRAVELLING WITH LIMBS IN PLASTER CASTS

If a plaster cast has been fitted less than 48 hours before travel it must be split to allow
for potential swelling. If the passenger is travelling with a plaster that has been fitted
for more than 48 hours there is no requirement for the cast to be split.
The split must run along the entire length of the cast. This is applicable for both
plaster of paris and resin casts.
• Adult or child passengers with upper limbs in cast, waist and above, will only
require one seat to travel.
• Adult passengers travelling with lower limbs in cast, waist and below and above
the knee, must purchase 3 seats in total, per sector to travel. This will enable the

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leg to be elevated during the flight and reduce swelling.

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• Passengers with lower limb in cast, below the knee, will only require one seat to

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travel and will be pre-boarded and “allocated” seat 1F by the Cabin Crew. In the

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event that there is more than one person who needs additional room for any

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reason, they must be seated appropriately.
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Child passengers travelling with lower limbs in cast are to be dealt with as above but

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the size of the child will need to be considered to decide whether they would require
1, 2 or 3 seats to enable their leg to be elevated during the flight.

2.4.7.4 INFANTS AND UNACCOMPANIED CHILDREN

REFERENCE: Part A, Section 8.2.2.4 Infants And Unaccompanied Minors
easyJet does not accept unaccompanied minors under the age of 14 for travel.
Children under 14 years of age cannot travel unless accompanied by a person aged
16 years or older who will take responsibility for the minor.
Infants (being children under the age of two years on the date of travel) may fly
provided they sit on the lap of the accompanying person. No more than two infants
per accompanying person are allowed. A passenger travelling with two infants under
the age of 6 months cannot be accepted for travel. Infants under two weeks of age
will not be accepted for travel.
The parent/guardian remains responsible for the child at all times when onboard,
however there are circumstances when assistance may be required. It is acceptable
for a crew member to hold an infant to assist if requested, however the crew member
must be seated in the parent/guardians seat at all times while holding the infant. If
requested to monitor an older child the crew member should sit next to them in the
cabin. The crew member and infant/child must remain in view of other pax or crew

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members at all times. It is not permitted for a crew member to carry an infant or child
up or down the steps.
Children aged two years or over must occupy their own seat and pay the same fares
as adults.
easyJet does not operate an indemnity policy and therefore under no circumstances
must another passenger be asked to accept responsibility during flight for an
unaccompanied minor. In addition, it is not easyJet's policy to allow another
passenger to take responsibility for an infant to be seated on their lap for take-off or
landing.

Seat Allocation for Family Groups

The separation of family groups, especially children, may lead to problems in
emergency situations. During emergency evacuations, group members separated
from other members of the family or party might seek each other out during the
evacuation process. Such actions could have an adverse effect on passenger flow
rates towards emergency exits and might seriously affect the outcome of an
evacuation. Additionally, infants and young children would need assistance from
adults in the donning of oxygen masks during decompression.

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As a result children should ideally be seated in the same seat row as the

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accompanying adult. Where this is not possible, children should be separated by no

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more than one seat row from accompanying adults.

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Premature Babies

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There is no additional restriction for premature babies other than those already listed

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above.

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REFERENCE: Section 2.4.12.2, “Restraint Of Infants & Children”

Groups of Children
easyJet will accept children aged 14 years or under in large groups (i.e. 10 or more)
on the condition that there is a minimum ratio of one accompanying adult per 10
children. In these instances an adult is considered to be anyone aged 16 years or
above.
Whenever groups of children are travelling they should be allocated seats where they
can be readily supervised by the responsible accompanying adults in both normal
and abnormal conditions.

2.4.7.5 DECEASED PASSENGERS

REFERENCE: Part A, Section 8.2.2.5 Deceased Passengers

2.4.7.6 ESCORTED PRISONERS

REFERENCE: Part A, Section 8.2.2.6 Escorted Prisoners

2.4.7.7 DEPORTEES

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REFERENCE: Part A, Section 8.2.2.7 Deportees/Inadmissible Passengers

2.4.7.8 INADMISSIBLE PASSENGERS

These are sometimes referred to as non-satisfied genuine visitors.
These passengers have not committed an illegal act and are therefore treated
differently to deportees.
The passenger may have an incorrect visa or does not need a visa to enter the
country, but the immigration agent that checks the passport at the destination does
not let the passenger through. The passenger will be put back on a flight but they are
able to keep their own documents, and disembark without an escort with the rest of
the passengers on arrival.

2.4.7.9 PASSENGER WITH SPECIFIC NEEDS

Cabin crew are not able to provide personal care to passengers. Therefore disabled
and Passengers with Reduced Mobility who wish to travel unaccompanied must
meet the following criteria:
• They do not require assistance with breathing (e.g. provision of supplementary
oxygen), feeding, or medication.
•

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They have sufficient mental capacity to be able to understand and react to

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instructions given by crew or airport staff.
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They do not require assistance getting to, or using, the toilet. (Passengers who are

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medically self-reliant for toilet needs may be accepted)

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If a passenger does not meet all the criteria above, they must be accompanied by a

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companion who can ensure their medical and toilet needs can be met

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2.4.7.10 SEATS AND HARNESSES FOR PASSENGERS WITH SPECIFIC
REQUIREMENTS
From time to time we may find some passenger's who have a specific requirement
for different types of seating or harnesses. We allow passengers with a physical
disability to use a supplementary restraint device, support or comfort aid (such as a
cushion) provided the aircraft seat belt is used to restrain the passenger (except in the
use of car seats).
These will often come in a variety of forms, such as
• Crelling Harness
• Burnett Body Support
• Travel Chair
Child Car Seats and the CARES harness can also be used as a form of restraint.
The following must be observed when using one of these devices:
• The aircraft safety belt must be retained as part of the restraint system
• Crew must ensure that the restraint device and passenger are adequately secured
• Provision should be made for the pre-boarding of the passenger
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• The Commander should be satisfied that all reasonable steps have been taken to
ensure that the passenger is secured before take off, landing or whenever it is
deemed necessary.
If the passenger cannot be adequately secured when using a supplementary restraint
device then the Commander retains the right to refuse its use.
• The harnesses can be used in any seat providing it isn’t a restricted seat. Child car
seats must not be used in a row of seats which are either adjacent to an
emergency exit or immediately forward or aft of such a row. They must also not
be used in a restricted seat.

CRELLING HARNESS
The Crelling Harness is designed to support and protect children and adults with
specific requirements

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It works by using a series of straps which fit around the back of the seat and are
tightened to fit securely (this will not interfere with the passengers drop down tray
table behind) and uses a 5 point harness. It is not a safety harness and must be used
in conjunction with the aircraft seat belt. You must ensure all the passengers
travelling companions are aware they need to open both buckles, one on the harness
itself and also the main aircraft seat belt, should they need to leave the aircraft
quickly.

Installation:
• Ensure the shoulder pads are uppermost
• Place the upper and lower securing straps around the seat back, above and below
the rear laptray. Adjust straps for a secure fit
• Fit support harness to child/adult ensuring the shoulder pads are fully extended
over the shoulders
• Pass the metal plate through the crotch strap loop and insert into the buckle
• Adjust straps for a secure fit

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• Position aircraft seatbelt over the support harness, fasten and adjust in the usual
manner

BURNETT BODY SUPPORT

The Burnett Body Support (BBS) is designed to be used anywhere, this is designed to
maintain full body support, by stabilising the torso.

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It looks like a bean bag covered in sheep-skin, it will be flexible to touch and easy to

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fit into the aircraft seat. There are two side holes for the seat belt to fit through which

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would be done before the passenger is seated. On the back of the seat there is a
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suction port which will be used to suck air out of the BBS using a pump, which then

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goes ridged and forms a full body support. This may take a few minutes to set up

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therefore they would need to be pre-boarded. You must ensure all the passengers

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travelling companions are aware they only need to open the main aircraft seat belt
should they need to leave the aircraft quickly.

Installation:
• Lay BBS on floor and spread beads out evenly
• Connect suction pump to suction port and evacuate air until rigid
• Place BBS in aircraft seat and fold out side lobes
• Pass aircraft seat belt through the side holes
• Passenger to take seat
• Fold side lobes around their body
• Depress the red valve on the suction port to introduce some air which will relax
the beads as they conform to the passenger
• Reconnect suction pump and expel the remaining air until rigid then disconnect
• Fasten and adjust aircraft seatbelt in the usual manner
• Store the pump either under passenger seat or in overhead locker

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TRAVEL CHAIR
The Travel Chair allows disabled children to travel in comfort it is very much like a
car seat in design. It has been developed with children with specific requirements in
mind. The Travel Chair fits snugly into a conventional seat with adjustable security
strap and 5 point harness which will give complete upper body support.

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Like the Crelling it is not a safety harness and must be used in conjunction with the

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aircraft seat belt. You must ensure all the passengers travelling companions are aware

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that they need to open both buckles, one on the harness itself and also the main
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aircraft seat belt, should they need to leave the aircraft quickly. There are two side
holes for the aircraft seat belt to fit through which would be done before the
passenger is seated.

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Installation:
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Unfasten straps A and position Travel Chair into aircraft seat
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Unfasten straps B. Lift back of Travel Chair and fasten clips C together
Pass straps A around the back of the aircraft seat, tighten and secure
• Secure footplate by passing ends of straps B through slots in main base plate and
secure onto velcro
• Pass aircraft seat belt through the side holes
• Parent/Guardian should place child in the chair and adjust body harness as
required
• Fasten and adjust aircraft seatbelt in the usual manner

2.4.7.11 SAFETY BRIEFING FOR A BLIND PASSENGER

• Explain the operation of the seatbelt
• Explain the operation and location of oxygen masks
• Explain the operation and location of their lifejacket
• Inform them of the location of their nearest exit. Usually, the number of seat rows
between their seat and the exit is a good way to communicate distance and
location. You can take them to the exit to help explain if necessary.
• Point out the location of the call bell

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A blind customer cannot see your approach, therefore preface your remarks by name
or a light touch on the arm.

2.4.7.12 SAFETY BRIEFING FOR A DEAF PASSENGER

• Give them a Deaf Passenger Form (available in different languages on the
intranet)
• Give them the Safety Card to look at
• Explain the operation of the seatbelt
• Explain the operation and location of oxygen masks
• Explain the operation and location of their lifejacket
• Inform them of the location of their nearest exit. You can take them to the exit to
help explain if necessary.
• Point out the location of the call bell
When communicating with a deaf passenger ensure they can clearly see your lips
and speak normally; most can lip read. If not, you may need to write things down to
communicate.

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2.4.8 BOARDING/DISEMBARKING USING AN AMBULIFT

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Some passengers will require the assistance of an ambulift in order to board the

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aircraft. This vehicle will normally arrive outside door 1R. The Cabin Crew will be

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informed either verbally or by a knock on the door that the ambulift has arrived. At

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this point Cabin Crew should open the door, attach the door strap and man the door.

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The design of many ambulifts requires the aircraft door to be open before it can fully
engage with the aircraft to allow boarding or disembarking of PRMs. During this time
the exit should not be left unattended. Once the ambulift is no longer required the
aircraft door should be closed as soon as is possible. This may involve the ambulift
either lowering or moving away from the aircraft partly to allow the door to close.
Again during this time the door should not be left unattended.
A Permit to Remove Steps is not required for an ambulift.
All PRMs from the inbound flight must have disembarked and security checks
completed before any passengers for the outbound flight can be boarded.
BOARDING PRMS AND ALL OTHER CUSTOMERS SIMULTANEOUSLY
Boarding should not stop altogether for other customers if a PRM is boarding and
there are 2 sets of steps available. Boarding from Door 1L should be suspended
temporarily until the PRM is seated and Door 1R is secure; however providing there
is a PIG/PSA in place other customers can continue to board via the rear of the
aircraft. If boarding is taking place via a jetbridge the boarding process will need to
be suspended temporarily during the short time the PRM is boarded.
Crew are encouraged to be proactive to prevent delaying the boarding process
unnecessarily.

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2.4.9 HAND BAGGAGE

easyJet offers a generous hand baggage policy to all customers. Each customer is
permitted one standard piece of hand baggage to a size limit of 56x45x25cm. There
is no weight restriction, within reasonable limits - i.e. a customer must be able to
place the piece of luggage safely in the overhead storage bins without assistance.
If assistance is required Cabin Crew should adopt the correct posture and manual
handling technique for lifting items as outlined during training. Should a piece of
hand baggage be too heavy for one person to handle a second crew member should
be called to assist.
Restrictions for the stowage in the cabin of hand baggage requires that it must only
be stowed in:
• Overhead lockers, ensuring that safety equipment is not damaged or obstructed
and that weight limitations are observed.
• Under the seat in front, provided that the seat is equipped with a restraint bar
and the baggage is of such a size that this bar may adequately restrain it and not
obstruct anyone's exit from the seat row. It is permitted for passenger hand
luggage to be stowed under the seat in front of an empty seat. Baggage stowed
under the seat in front of an unoccupied window seat may protrude further than

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the seat back under which it is stowed as long as it is secure.
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• Behind the last row of seats (with the exception of seats C & D), provided that

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the seat is equipped with a restraint bar and the baggage is of such a size that this
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bar may adequately restrain it. The hand baggage must not be stowed behind the

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last row of seats if it will obstruct or damage any item of safety equipment.

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NOTES:
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No hand baggage may be placed in overwing exit rows.
2 No hand baggage must be stowed in toilets or against bulkheads that are
incapable of restraining articles against movement forwards, sideways or
upwards and unless the bulkheads carry a placard specifying the greatest mass
that may be placed there.
3 Items of baggage must not exceed the laid down dimensions and must never be
allowed to obstruct normal and emergency exits.
4 Jackets must not be hung on tray tables (where fitted). Lightweight jackets can be
hung on coat hooks (if fitted), or placed on the passengers lap, or seat beside
them, for take-off/landing and in-flight, provided that the passenger is not seated
at an emergency exit row. All larger coats must be stowed in approved stowages
for take off and landing.
Any items of hand baggage that cannot be stowed correctly as above must be
labelled and placed in the aircraft’s hold. The passenger must be advised that the bag
is being placed in the hold and asked as to whether the bag contains travel
documents or medication. If the bag contains these items they must be removed
before the bag is placed in the hold.

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Footballs
Passengers are permitted to take their footballs (or other inflated sports balls) on
board the aircraft. There are no limitations as to where the balls are carried (hold or
cabin is fine). There is also no requirement to deflate the ball, either partially or fully.

2.4.9.1 MUSICAL INSTRUMENTS

REFERENCE: Part A, Section 8.2.2.15 Baggage And Freight

2.4.9.2 CARRIAGE OF PERSONAL MEDICAL OXYGEN BOTTLES

The carriage of small compressed oxygen or air cylinders is permitted for personal
medical use only, provided the cylinders are no longer than 50 cm long and 25 cm
in diameter. A medical certificate confirming that oxygen is required for medical
reasons must be produced at check-in and it must also state that the passenger is
suitable for carriage by air. Air cylinders for diving/scuba diving will not be accepted
for travel. Two bottles are permitted per passenger providing that they can be stowed
either under the seat in front or in the overhead locker. They may not be stowed in
an aisle seat or in an emergency exit row. The pictures below demonstrate the correct
and incorrect stowage position:

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2.4.9.3 HYPODERMIC NEEDLES

Hypodermic needles are permitted for carriage for medical purposes only. Medical
certification must be presented at check-in to permit hypodermic needles to be
carried in the cabin.

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There is no requirement for passengers carrying hypodermic needles for medical

purposes to store their needles in the Flight Deck during flight. Passengers should be
allowed to have them close to them in case they need them in a hurry. If the
medication has to be administered then ideally this should be done out of view of
other passengers, preferably in the toilet, and the equipment (needle) should be
disposed of in the sharps box contained in the Bio-Hazard Kit. Under no
circumstances can Cabin Crew administer or assist with injections.

2.4.10 LIVE ANIMALS IN THE CABIN

The carriage of live animals, including pets, insects, reptiles, or any other form of
livestock, is forbidden with the following exception.
The carriage of Guide dogs or Assistance dogs is permitted in the cabin of easyJet
aircraft. The definition of a guide dog is one that is trained to provide mobility
assistance to a blind or partially sighted person. An assistance dog is one that has
been specifically trained to assist a disabled person, including hearing dogs for deaf
people.
Guide and Assistance dogs are permitted for carriage on the following routes.
• On all flights starting and finishing within the EU (excluding the United

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Kingdom), plus Croatia and Switzerland

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• On all UK domestic flights
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International flights between the EU, Croatia and Switzerland, and nominated UK

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airports for which approval has been granted which are: LTN, STN, NCL, BRS,

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BFS. Carriage on these routes is subject to the UK Pet Passport Scheme

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At all times it remains the responsibility of the passenger to ensure that their Guide
or Assistance dog fully meets the requirements of the Pet Passport scheme, and
easyJet will not accept liability for any animals which are not correctly documented.
The dog will not be assigned a seat.
A dog and it's owner must not be seated in a Restricted seat.
A suitable harness, which is provided by the owner, must be attached to the owner's
seatbelt to provide an effective level of restraint during take-off, landing or
turbulence. Larger dogs should be accommodated on the cabin floor at the owner's
feet but smaller, lighter dogs may be carried on the owner's lap, suitably restrained
with the harness as outlined above.
In the cruise it is acceptable for the dog to be subject to less constraint to achieve a
more comfortable position. This should take into account potential problems of trip
hazards associated with passengers using the aisle.
Guide or Assistance dogs will only be permitted to travel if the passenger is in
possession of an official document provided by a recognised assistance dog training
organisation confirming that the dog is fully trained or is under the control of a
trainer. We will accept the dog’s identity tag attached to the dogs official working
harness and the identity card of the owner. If the dog is in training we will require an
official letter from the training organisation confirming this. Or any other documents

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that demonstrate the dog is a working guide, assistance or helping dog for a disabled
person. The dog must wear a standard identifying jacket/harness.
Acceptance for carriage of the above animals is subject to the condition that the
passenger assumes full responsibility for the animal. easyJet will not be liable for
injury to or loss, delay, sickness or death of the animal in the event that it is refused
entry into or passage through any country, state or territory.

2.4.11 HUMAN ORGANS FOR TRANSPLANTATION

(Unaccompanied Carriage by Air - UK Domestic routes only)
The UKTFT (United Kingdom Transportation for Transplants) is the organisation
which arranges this transportation. Traffic is unpredictable, but is always urgent. The
UKTFT Co-ordinators will make a request of whichever airline has a flight at the right
time.
This applies to UK Domestic routes ONLY.
The UKTFT will make their request directly to the Operations Control Centre (OCC)
- Duty Manager by phone, requests are most likely to be at short notice;
OCC Phone: +44 1582-720383 (emergency Line) or +44 1582 525525

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• OCC will inform UKTFT if any delay to the flight is expected.

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• The UKTFT will contact local police, and make all the arrangements; they will

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deliver the box to the local police at the departure airport.
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The police will have verified the origin of the consignment before accepting
delivery.
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The box will have been sealed with tamper-proof tags at the hospital before

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dispatch. It is exempt from airport security screening.
The local police will deliver the box to the aircraft pre-departure and the local
police will collect it from the aircraft on arrival at the destination.
• The organ will often be packed in dry ice, which is permissible for carriage in the
aircraft cabin. Some organs, however, are transported in a fluid. Human Organs
for Transplantation are NOT classified as Dangerous Goods cargo.
• The box should be carried on the Flight Deck, under the care of the Commander.
The UKTFT Co-ordinators can be contacted by telephone on +44 1384 458282 or
by fax on +44 1384 215667 / 215849
Refer any queries or concerns to Head of OCC.

2.4.12 PASSENGER AND CREW RESTRAINT

Passengers must occupy a designated passenger seat and wear an approved lap strap
attached to that seat for take-off and landing or whenever the seat belt sign is
illuminated. For an exemption for passengers with reduced mobility refer to
reference below.

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REFERENCE: Section 2.4.7.10, “Seats And Harnesses For Passengers With Specific
Requirements”

2.4.12.1 SEAT BELTS

Seat belts are equipped with quick release buckles and are adjustable to varying
girths to accommodate passengers of most builds. If a passenger can not be secured
due to physical size an infant/extension seatbelt must be used. The infant/extension
seat belts also double up as infant restraints. These must be worn by all infants when
seated on a parent/guardians lap, whenever the fasten seat belt sign is illuminated.
To use the infant seat belt, the narrow end of the passenger seat belt must be passed
through the loop and the passenger seat belt then fastened and adjusted around the
adult. The infant seat belt is then fastened and adjusted around the infant. Both the
adult and infant seat belt have a single point of release. After use they should be
returned to their stowage. If the loop on the infant/extension seatbelt appears to be
on the wrong side simply pass one end of the seatbelt through the loop to reverse it.

INFANT/EXTENSION SEAT BELT BRIEF

Cabin Crew to issue the parent/guardian a seat belt during boarding and ask if they
have used one before.

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If the answer is ‘yes’ reiterate that they only release their own seat belt in an

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emergency as the seat belt loop will release from their seat belt.

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If the answer is ‘no’ explain the narrow end of the passenger seat belt must be passed

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through the loop and their seat belt then fastened and adjusted around them. The

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infant seat belt is then fastened and adjusted around the infant. Explain that they only

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release their own seat belt in an emergency as the infant seat belt loop will release

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from their seat belt.
In both cases advise the parent/guardian that the infant should ideally face forward
or be cradled for take-off and landing. Inform the parent/guardian where the baby
changing facilities are and recommend the parent/guardian feed the baby during
take-off and landing.
Cabin Crew will need to ensure the Infant/Extension seat belt is correctly fitted before
take-off and landing.
NOTE:
Infant/Extension seatbelts can not be issued to passengers seated in restricted
seats.
REFERENCE: Section 2.4.5, “Passenger Seat Allocation/Restrictions”

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2.4.12.2 RESTRAINT OF INFANTS & CHILDREN

The total number of infants not occupying a seat can be up to 10% of the total
capacity of the aircraft

Restraint Device Types

AGE RESTRAINT DEVICE

2 weeks - less than 6 months Infant/extension seat belt
6 months to less than 2 years Infant/extension seat belt or suitable child
car seat
1 year to 4 years approximately Child Restraint Device (CARES)
for weight between 10 and 20 kg
(22 and 44lbs)
2 years to less than 3 years Any suitable child car seat or seat belt
3 years or more Seat belt

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If an adult is travelling with more than one infant under the age of two years, but no
less than six months, one infant may sit on the accompanying adult's lap and the
other infant(s) must occupy separate seats and be seated in a car-type safety seat in
accordance with the above table.
An adult with two or more infants aged six months or less cannot be accepted for
travel. It is recommended that an infant on an adult's lap be forward facing or in the
cradled position for take-off and landing.
Expectant mothers wishing to travel with an infant on their lap are permitted to do so.
Child booster seats are not permitted to be used for take-off or landing because they
are not restrained to the aircraft seat.

2.4.12.3 CHILD CAR SEATS

Child car seats can be used for infants/children between the ages of six months and
three years. (Infants under six months must be secured by an infant/extension seat
belt).

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The seat must not be located in a restricted seat or a row of seats which is either
adjacent to an emergency exit or is immediately forward or aft of such a row.
The child seat must be pre-boarded and secured to the aircraft seat before the child
is seated.
At least one seat adjacent to a child seat shall be occupied by a physically able
person, of not less than 16 years, who is responsible for the occupant in the child
seat.
The seat and its harness must be designed so that the child can easily and quickly be
secured in or removed from it.
The harness must be a minimum of 1 inch/2.5cm wide and must include lap,
shoulder and crotch straps, to ensure the child is properly secured.
The seat, or any part of it, must not show any obvious signs of having sustained
damage.
If the car-type seat is capable of adjustment in recline, it must be set upright for take-
off, landing and in any emergency situation. Tables designed for use with the seat
must be removed at such times.
The seat must be able to be secured with only the fitted lap belt (not an Infant/
Extension Seatbelt).

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To secure the seat:
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Place the child seat, facing forward, on the passenger seat (ensuring the swing

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leg is to the rear on 2-stage).

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• Thread the seat belt through the back of the child seat frame and fasten the

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buckle.
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To secure the child seat push firmly downwards on the base of the seat (with body
weight if necessary) at the same time tighten the seat belt until secure. Two Cabin
Crew will be required, one to push on the seat while the other adjusts the seat
belt.

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2.4.12.4 RECLINER CHILD SEAT

On no account can a rearward facing seat be used when the fasten seatbelt signs are
on. They may be used inflight when the fasten seatbelt signs are off providing it can
be safely stowed for take-off and landing (e.g. in an overhead locker).

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2.4.12.5 CHILD RESTRAINT DEVICE (CARES)
The Child Restraint System (CARES) is approved for use in aircraft by children who
weigh between 10 and 20 kg (22 and 44 lbs) and whose height is 100 cm (40 inches)
or less, and who are capable of sitting upright unaided. This is usually children
between the ages of 1 and 4.

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To use the device:

• Seat the child in the airplane seat he or she will occupy.
• Lower the tray table behind the child’s seat.
• Slide the RED LOOP of the CARES restraint over the seat back, adjust the height
of the RED LOOP so it is just above the child’s shoulders, and tighten it. Then
close the tray table covering the Red Loop.
• Place the BLACK SHOULDER STRAPS over the child’s shoulders and slide the
buckle and connecter ends of the regular airplane seat belt through the loops at
the bottom of the BLACK SHOULDER STRAPS.
• Buckle the seat belt and pull it snugly across the child’s lap as you normally
would do – and then buckle the chest clip and snug down the shoulder straps.
• The child is now safely buckled for taxiing, take off, landing and whenever during
flight the Captain turns on the “fasten seat belt” sign
The device must not be located in a row of seats which is either adjacent to an
emergency exit or is immediately forward or aft of such a row.
You must ensure the parent/guardian are aware that they need to open both buckles,

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the chest clip on the CARES restraint and also the main aircraft seat belt, should they

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need to leave the aircraft quickly.

2.4.12.6 CABIN CREW HARNESS

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Cabin Crew seats incorporate a headrest cushion and a full harness comprising a
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lapstrap and shoulder harness. The Cabin Crew harness must be fastened for take-off,
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landing or whenever directed by the Commander.

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2.4.12.7 FLIGHT DECK OBSERVER’S SEAT
When it is necessary for an operational member of Cabin Crew to occupy the
observer’s seat in the Flight Deck, the following procedure must be adhered to:
• The seat must be occupied on completion of the cabin secure check following
the pre-departure briefing.
• The seat must remain occupied after take-off, until advised by the Commander
that it can be vacated.
• The seat must be re-occupied not less than five minutes prior to landing or as
instructed by the Commander.
• The seat must remain occupied, after landing, until the aircraft has come to its
final stop.

2.4.13 SMOKING
easyJet operates a no smoking policy and smoking is forbidden on easyJet aircraft by
passengers and crew members at all times. Smoking is forbidden airside at all
airports. This includes jetbridges and fixed gate staircases. Smoking in uniform is
only permitted when in a designated smoking area.

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Electronic Cigarettes
These are not permitted to be used onboard as, although they provide no safety risk,
other passengers may think that someone is smoking. If you do see a passenger using
an electronic cigarette or cigar onboard please politely ask them to refrain.

Smokeless Cigarettes
Passengers are permitted to use smokeless cigarettes onboard, either supplied by
themselves or sold by the crew. These emit no smoke or heat, they do not use
batteries or have any heating element. This product does NOT need to be lit and
crew must inform passengers of this at the time of sale. They can only be sold to
passengers over 18 years of age. Crew must remain vigilant to ensure that passengers
do not attempt to light a smokeless cigarette.

2.4.14 PORTABLE ELECTRONIC DEVICES

REFERENCE: Part A, Section 8.3.16 ‘Passenger Briefing Procedures’

REFERENCE: Section 2.2.6, “Use Of Mobile Phones”

REFERENCE: Part A, Section 8.9.2 ‘Remote Holding’

2.4.15 PASSENGERS BRINGING HOT DRINKS ONTO AIRCRAFT

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easyJet permits passengers to bring hot drinks onto the aircraft during boarding (e.g.

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items purchased from the terminal). The receptacle/cup must have a lid securely in
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place. Any item that arrives at the aircraft without a lid will be taken from the

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passenger by the crew. The Boarding Agent will ensure that the above condition is

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adhered to. This may necessitate the passenger consuming the drink at the gate if

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necessary. Please be reminded that we are liable for any incidents on board involving
hot drinks, whether they have been served by the crew or not.

2.4.16 PASSENGER HEALTH PRECAUTIONS

Scuba Diving
It is recommended that customers allow 24 hours between diving and flying. It is
recommended that current diving guidelines are followed with regard to minimum
time between diving and flying as per the divers own manuals
REFERENCE: Section 6.37, “Decompression Illness”
Air cylinders for diving will not be accepted onboard.

Medical Supplies
Customers travelling with personal, vital medication and/or medical equipment are
permitted to carry up to 10kgs of medication and/or equipment free of charge in
addition to their standard hold baggage allowance.
To classify as personal vital medication and/or medical equipment the customer
requires medical documentation from their doctor confirming that they must carry
this medication and/or equipment to sustain quality of life.

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In exceptional circumstances customers may require to take more life sustaining

supplies than the additional 10kg. In this instance and the supplies are medical / life
sustaining then the customer may pay a fixed charge.

Unwell or Injured Customers

Customers that arrive for check-in who are unwell or injured should be dealt with in
a professional manner. If it is deemed that the customer is well enough to travel the
ground handling company should obtain as much information as possible about their
condition, collect any relevant documentation and inform the SCCM and
Commander.

Asthma Sufferers
Asthma sufferers are able to carry inhalers and/or nebulisers provided that these do
not contain oxygen cylinders. Passengers suffering from severe asthma or those who
have recently been prescribed oral steroids will required certification confirming
fitness to fly.

Customers with Artificial Limbs

Gas cylinders worn for the operation of mechanical limbs and spare cylinders of a

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similar size may be carried to ensure an adequate supply for the duration of the
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journey.

Cardiac Pacemakers
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Cardiac pacemakers or other devices including those powered by lithium batteries,

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implanted in a person or radio-pharmaceuticals contained within the body of a

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person as a result of medical treatments are permitted.

Children with Chronic Lung Diseases

Children with chronic lung diseases, such as cystic fibrosis must have a "Fitness to
Fly" certificate.

Diabetic Customers
Injections required during flight must be self-administered. It is the responsibility of
the customer to ensure that they are carrying sufficient supplies of insulin.
Insulin and diabetic needles can be carried in cabin baggage. Diabetic insulin pens
will be permitted for travel without medical documentation.

Infectious Diseases: Severe Cases

Passengers suffering from a severe infectious disease, for example, tuberculosis,
pneumonia or a severe respiratory infection cannot be accepted for travel.

Infectious Diseases: Minor Cases

Passengers travelling with a minor infectious disease, including any of the following
conditions are required to produce a medical note/certificate to confirm that they are
fit to fly.

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Chicken Pox
Passengers can be accepted for travel 7 days after the appearance of the last new
spot.

Measles
Customers can be accepted for travel 7 days after the appearance of the rash.

Mumps
Customers can be accepted for travel when all swelling has subsided. This is usually
after 7 days however it can take up to 14 days.

Rubella
Customers can be accepted for travel 4 days after the appearance of the rash.
Passengers travelling with any of the above conditions, displaying signs of any of the
above conditions or acute illness, will be asked to provide a fitness to fly certificate
from an appropriate medical practitioner, before they are permitted to travel.
NOTES:
There is no requirement for crew to check passengers 'fitness to fly' certificates.
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This is the role of the ground staff. Only if there is cause for concern should crew

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double check.

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REFERENCE: Section 6.17, “Infectious Diseases”

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2.4.16.1 PORT HEALTH PROCEDURES
Port Health Authority in the UK (or airport health authority in other destinations)
assists in the prevention of the importation of infectious diseases. They are based at
or near airports. If any passenger is suspected of carrying an infectious disease it is
the responsibility of the SCCM to inform the Commander who must contact OCC in
order that Port Health may be advised.

POSSIBLE SIGNS AND SYMPTOMS OF AN INFECTIOUS DISEASE

• Fever (high temperature of 38°C/100°F or greater, shivering) associated with one
or more of the following symptoms:
• Persistent diarrhoea and/or vomiting (especially if severe or associated with a
rash)
• Persistent coughing
• Impaired breathing
• Skin rash or skin lesions
• Bruising or bleeding without previous injury

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• Two or more passengers displaying similar symptoms, particularly if they have

been staying or living in the same place in another country
• If in doubt it is preferable to regard the passenger as suffering from an infectious
disease and seek advice from the Port Health Authority

CREW ACTIONS
• Inform the Commander in order that Port Health Authority can be advised
• Follow medical action plan, DRABCDE
• Designate one crew member to deal with the passenger, preferably the crew
member who has already had contact with them
• Wear gloves and an apron when assisting the passenger, ensure a high level of
hygiene by washing hands thoroughly and using hand sanitiser
• If possible move passenger to an empty row away from other passengers and near
to a toilet (advise cleaners at destination to clean all areas that the passenger has
occupied)
• Block off a toilet for the passengers own use

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• Use the Bio-Hazard Kit to clear up and dispose of any biological waste and soiled

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items
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Passengers must not be allowed to disembark until permission has been given by

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the Port Health Authority and no one but Port Health staff should enter the aircraft

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• Complete an CSR with details of the incident

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PORT HEALTH ACTIONS
• An authorised Port Health officer will board the plane on arrival to assess the
situation.
• If necessary cards will be handed to all passengers and crew to be completed with
details of names, contact addresses, telephone numbers and flight details
• Once the Port Health Officer is satisfied that all precautions have been taken
passengers will be allowed to disembark.

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2.5 AFTER DOORS CLOSED

2.5.1 CABIN CREW DUTIES

SENIOR CABIN CREW MEMBER

• As soon as the doors are closed SCCM to make “After Doors Closed PA”
including command to “Arm Doors for Departure”
NOTE:
As long as the steps or jetbridge are not attached to the aircraft the doors
can be armed. If an evacuation was required on stand the exit would have
to be assessed to see if there is sufficient space for the slide to deploy. If
the steps, jetbridge or other piece of ground equipment could impede an
evacuation the exit should not be used and passengers should be
redirected to an alternative exit.
• Play foreign language safety demonstration PA (if applicable)
• Ensure that all doors are armed
• Make 'SCCM Welcome' PA
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Ensure that the Cabin Crew are in the appropriate positions for the safety

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demonstration.
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After the safety demonstration is completed, the demonstrating crew must ensure

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that the lifejacket is worn whilst securing the cabin.

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Ensure that the cabin is secure for take-off and receive the cabin secure check

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from the Cabin Crew.
Take up assigned crew seat for take-off and fit harness.
• Give "Cabin secure for take-off" check to the Pilots via the interphone.
• Assume the crew take-off/landing position.
• 30 second review.

ALL OTHER CABIN CREW

• Arm doors when advised “Arm doors for departure” by Senior Cabin Crew
Member.
• Cabin Crew to advise the Senior Cabin Crew Member on the interphone that
doors are armed.
• Take up assigned position in cabin for safety demonstration. After the safety
demonstration is completed, the demonstrating crew must ensure that the
lifejacket is worn whilst securing the cabin.
• Check that the cabin is secure for take-off.
• Take up assigned crew seat for take-off and fit harness.
• Give cabin secure check to the Senior Cabin Crew Member.

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• Assume the crew take-off/landing position.

• 30 second review.
NOTE:
Should Cabin Crew need to leave their seats prior to take-off or landing their first
action must be to advise the Commander that the cabin is no longer secure,
unless it is a critical phase of flight.

2.5.2 RE-OPENING DOORS

In a non-standard situation that requires a door to be re-opened after the slides have
been armed, the following procedure must be followed:
• Communication to be established between the Commander and the SCCM
• Commander to give authorisation for the cabin doors to be disarmed and re-
opened
• Commander to emphasise all doors to be disarmed following the SOP
• Pilots to switch seatbelt signs off
• Cabin crew to complete full disarming procedure
• Door opened on receiving a knock from outside
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2.5.3 DISINSECTION
i f prin
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A number of countries require incoming aircraft to be sprayed with insecticide to

n t r o
ensure that disease-carrying insects, such as mosquitoes, are not brought into those

nc o
countries. This is known as disinsection. The Cabin Crew need to spray inside the

u
aircraft cabin, while the ground crew treat other parts of the aircraft.
The routes requiring disinsection can change frequently and crew should follow
published guidelines that are updated as and when required. At all times only
products approved by easyJet are to be used and any incidents involving disinsection
should be reported on the appropriate form.
Procedures for disinsection can be found in the Cabin Standards Manual.

2.5.4 CABIN SECURE

• Toilets must be unoccupied and secure.
• All galley equipment and latches secure, electrical power switched off.
• All electronic devices must be switched off.
• All seatbelts fastened, buckles correct way round.
• Infants on passenger laps are wearing infant seat belts.
• Seat tables stowed.
• Seat backs upright.
• Armrests down.

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• Overhead lockers are closed securely.

• Window blinds open.
• Aisles, exits and bulkheads must be clear of all luggage - all luggage to be stowed
in overhead locker or under seat.
• All seating restrictions observed.
• All crew luggage and catering supplies must be stowed in approved areas only.
• Ensure that safety equipment is not obstructed.
• Galley curtains are secure.
• IFE switched off and screens stowed (where fitted).
NOTE:
Toilet doors must be locked for take-off and landing.
The cabin secure check must be given to the Pilots as soon as it is completed in the
cabin for take-off and landing. Cabin Crew must be seated in full harness before the
Pilots have been given the cabin secure check.
The cabin secure check for take-off should only be handed in to the Pilots once the

t ed
aircraft commences taxiing. If the cabin secure check is completed prior to pushback

prin
an additional check must be done once the aircraft is moving.

i f
If the aircraft is going to remote hold the cabin secure check must be completed as

d
l e
normal but should not be handed in to the Pilots. This is because an additional cabin

t r o l
secure check will need to be completed after the remote holding and it will be

on
handed in to the Pilots at this time.

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REFERENCE: Section 2.5.9, “Remote Holding”

2.5.5 CABIN LIGHTS

Cabin lights (including galley/work lights) should be dimmed for all take-offs and
landings during the hours of darkness. Darkness is classified as dusk until dawn and
will be assessed by the SCCM. During daylight hours the cabin lights will remain
illuminated. If an incident occurs resulting in a failure of the main lighting system,
passengers should be able to easily readjust to the lower level of emergency lighting.
For take-off, if required, the lights are dimmed before the cabin secure check has
been given to the Commander and should remain dimmed until it is safe for Cabin
Crew to commence service after take-off.
For landing, if required, the lights are dimmed before Cabin Crew take up their
landing positions and remain dimmed until the aircraft is parked on stand.
When dimming lights for take-off and landing during the hours of darkness the
'Dimming Cabin Lights' PA should be made.
REFERENCE: Section 2.10.11, “Dimming Cabin Lights”

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2.5.6 CREW TAKE-OFF/LANDING POSITIONS

These positions must be assumed by crew members using crew seats for every take-
off and landing with the exception of a pre planned emergency landing/ditching.

REARWARD FACING SEAT FORWARD FACING SEATS

• Seat belt/harness fastened. • Seat belt/harness fastened.
• Place feet apart on the floor. • Place feet apart on the floor.
• Sit back in seat and press head against • Sit back in seat and rest chin on chest.
head restraint.
• Arms folded against body. • Arms folded against body.

NOTE:
For take-off and landing you are permitted to have a PA book behind your back
if you need it to read the relevant PA's. The PA book should be no larger than A5
and it mustn't affect the crew seat retracting if you need to leave your seat for an
emergency situation. It is not permitted to have any other items (e.g. water
bottles, magazines, etc) with you for take-off or landing. These items must be

d
stowed in an approved stowage during this time.

t e
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2.5.7 TAXI
No cabin service is permitted while the aircraft is taxiing. The only duties permitted
at this time are safety related.
Cabin Crew must remain vigilant at all times throughout taxiing and be readily
available to reach their assigned exit in the event of an abnormal or emergency
occurrence.

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2.5.8 30 SECOND REVIEW

During take-off and landing consider the following:
• Which door am I responsible for?
• Is my door correctly armed?
• What will I do if my exit is unserviceable?
• How do I operate the door?
• What equipment would I take after evacuating?
• Where is the nearest megaphone?
• Where is the nearest torch?
• What commands would I use during evacuation?
• Where is my lifejacket?
• What is my brace position?

2.5.9 REMOTE HOLDING

REFERENCE: Part A, Section 8.9.2 Remote Holding
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Cabin Crew should remain aware of the following:
•
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When the engines restart in readiness for departure from the Remote Hold,

o l l e
“engine torching” can take place as a result. Flames can appear from the engine
r
n t
exhaust. Passengers may observe this happening and believe that an emergency

o
nc
situation is developing.
•
u
In the event that a Cabin Crew member or passenger observes a non-normal
engine start, the Captain must be informed immediately.
• Engine torching does not constitute an emergency and may not justify an
evacuation. If sight of such an instance takes place, as soon as the Cabin Crew
are aware, they must alert the Captain to ensure that there is no necessity to
evacuate.
• After this has been established, a PA should be made to reassure passengers
before departure.
• While Remote Holding procedures are in force, Cabin Crew must not initiate an
evacuation without checking with the Captain.

2.5.10 CRITICAL PHASES OF FLIGHT

Cabin Crew must not contact the Pilots during critical phases of flight, (take-off and
landing).
Cabin Crew must also remain vigilant at all times throughout the critical phases of
flight and must refrain from talking to their colleagues or doing anything such as
reading, writing, eating or drinking. This is to ensure Cabin Crew are ready for any
abnormal or emergency occurrence.

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Take-off Period between engine power being applied and the retraction of the
undercarriage.
Landing From just prior to landing until the aircraft slows down after landing.

2.6 INFLIGHT
Cabin Crew are to remain seated until they receive the signal of the FASTEN SEAT
BELT signs being cycled to OFF and back to ON momentarily, unless advised
otherwise by the Commander. Pilots will switch off the seat belt signs at 10,000 feet
flight conditions permitting. Ten minutes after the seat belt signs are switched off the
Cabin Crew can then make contact with the Pilots. Cabin Crew should be aware that
the Pilots may still be busy during the after take off phase of flight and this should be
taken into consideration when making the initial communication.
Cabin Crew must monitor the cabin and galleys every ten minutes and toilets and
Flight Deck every 20 minutes, or as soon as practically possible, to ensure that:

CABIN AND GALLEYS

• Free from any indication of fire.
• Passenger’s needs met.
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• Passengers are not smoking.
i f prin
•
l l e
Aisles clear of hand baggage.
d
n t r o
Trolleys and canisters must be stowed and secured when not in use.
o
•

•
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All cupboards must be closed and secured when not in use.

TOILETS
• Free from any indication of fire (automatic fire extinguisher has not activated and
no cigarettes have been discarded).
• Smoke detectors are not blocked and have not been tampered with.
• Free from messages, packages, etc.
• Waste bin flaps closed and door latches are secure.
• Toilet flush motor working correctly.
• Adequately stocked with supplies.
• Toilet lid down.
• General serviceability of the area.

FLIGHT DECK
• Food and drink is supplied at regular intervals.

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NOTE:
Crew should take regular breaks, these must be staggered to ensure that the
passenger cabin, galleys, toilets and flight deck can be monitored and regular
checks carried out. It is the responsibility of the SCCM to ensure that crew take
staggered breaks.

CONTROLLED REST
When Controlled Rest on the Flight Deck is being undertaken by one of the Pilots,
the Captain should inform the SCCM of the intention of the Pilots to take controlled
rest, and of the time of the end of that rest. During the period of Controlled Rest on
the Flight Deck, Pilots will contact the Cabin Crew approximately every 20 minutes.
At the end of the rest period, Pilots should inform the Cabin Crew that the rest period
is over, and normal communications/contact should resume i.e. the Cabin Crew
should contact the Flight Deck approximately every 20 minutes.

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2.6.1 CABIN DEFECTS LOG

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u

Any cabin defects must always be entered into the Cabin Defects Log. Possible
defects in the cabin could include;
• u/s boilers
• misaligned tray tables
• worn/stained carpet
• chewing gum on seats/carpet
• incorrectly fitted seat cushions

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• missing seat cushions

• misaligned seat pockets
• worn seat covers
• faulty arm rests
• faulty overhead lockers
• any overhead lockers that open themselves during any stage of the flight
When new aircraft arrive into the fleet there are some modifications that need to be
completed. These will be done at the earliest opportunity but this will almost
certainly be once it has operated some flights. Please do not fill out the Cabin Defects
Log if these modifications have not been completed. If however they have been
completed and there are any problems/defects with them then you should fill out the
Cabin Defects Log.
Once an entry has been placed in the Cabin Defects Log the SCCM must enter their
name and sign the book. It must then be given to the Commander at the end of the
sector who must also enter their name and sign under the SCCM’s.
The Commander must review the defects and note the number of any airworthiness

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items before signing again to show that those items have been transferred to the

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Technical Log.

2.6.2 PILOTS MEALS & DRINKS

d i f
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The Commander should only consider having refreshments brought into the Flight

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Deck when the flight time shown on the OFP exceeds 1 hour and the aircraft has

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reached the cruise phase of flight.
Unless absolutely necessary, when the flight time shown on the OFP is 1 hour or
less, refreshments should not normally be taken into the Flight Deck.
• Pilots should endeavour to take their refreshments on the ground whenever
practical. Cabin Crew must ensure that the Pilots receive drinks at regular
intervals during a long flight and make interphone contact every 20 minutes on
every sector. For safety reasons drinks taken in to the Flight Deck should not be
fully filled and lidded cups, supplied by the company must be used.
• Cup holding trays are supplied to all easyJet aircraft. These trays should always
be used to take drinks into the Flight Deck when more than one drink is served.
Cabin Crew should not pass drinks over the centre console.
• The door must only be opened for the absolute minimum amount of time.
Different crew meals are provided for each of the Pilots. This is to reduce the risk of
both the Commander and the First Officer becoming incapacitated in flight by food
poisoning.
Any food or drink taken into the Flight Deck should be handed directly to the pilots
and not placed on the floor or onto the centre console. It then becomes the pilots
responsibility to ensure that these items are stowed in an appropriate place that is

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convenient and safe for them. Placing food or drink on the centre console is a safety
hazard.
Please ensure that you clear rubbish from the Flight Deck in a timely manner. Loose
articles could pose a safety risk if left in there for an extended period of time,
especially during landing.

2.6.3 ADMISSION AND SUPERVISION OF VISITS TO THE

FLIGHT DECK
REFERENCE: Part A, Section 8.3.12 Admission To Flight Deck
Cabin Crew entering the Flight Deck must ensure that the Pilots are not engaged in
radio communications, briefings or checklist procedures, before starting their own
report. The Commander may raise an open hand signal to acknowledge the crew
member’s presence, but indicating that they are busy and to wait (possibly busy on
the radio to ATC or the Fire Services)

2.6.3.1 OPENING OF THE FLIGHT DECK DOOR DURING FLIGHT

If the Flight Deck door is opened in flight for a member of cabin crew to enter there
must be two Cabin Crew members positioned at the front of the cabin.

t ed
One Cabin Crew member is required to stand at the front of the cabin facing the

prin
passengers and monitor the cabin at all times. The other Cabin Crew member may

f
then enter the Flight Deck. This procedure must also be observed when the Cabin

d i
Crew member wishes to leave the Flight Deck. Before opening the Flight Deck door
e
o l l
from the inside the CCTV or door viewer must be checked.

t r
on
Before entering the Flight Deck during the hours of darkness, Cabin Crew must

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ensure that the galley and entry lighting outside the Flight Deck is dimmed / switched
off. This is to ensure that bright light does not affect the Pilots vision.
The Flight Deck door must not be opened in flight if there is any disruptive passenger
incident taking place, or any other potential security risk.
NOTE:
Tel Aviv flights only - before entering Israeli airspace the flight deck door must
not be unlocked or opened for any purpose other than for a reason that directly
affects the safety of the aircraft. This point is approximately 30 minutes prior to
arrival and will be signified to the Cabin Crew by the switching on of the fasten
seat belts signs. The Commander will determine at his/her discretion when an
overriding safety of flight consideration warrants opening the flight deck door.

2.6.3.2 CABIN CREW PRESENCE IN THE FLIGHT DECK

Longer visits to the Flight Deck may also be required such as on longer night sectors
in order to check the welfare of the Pilots. The above procedure must still be
followed. However, it will not be necessary for the guard to remain outside the door
once the Cabin Crew member has entered and the door is locked.
When the Cabin Crew member is ready to leave, a call must be made via the
interphone to enable a guard to be positioned outside the door in order that the

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procedure of opening the door can then be carried out. Before opening the Flight
Deck door from the inside the CCTV or door viewer must be checked.

2.6.3.3 PILOTS PHYSIOLOGICAL BREAKS INFLIGHT

REFERENCE: Part A, Section 8.3.10.1 Flight Crew Physiological Breaks Inflight

CAUTION:
When only one pilot is in the Flight Deck there should be no unnecessary calls
in order to keep distraction to a minimum.

2.6.4 FIRE PREVENTION

• easyJet’s No Smoking policy must be observed at all times by both passengers
and crew members.
• Aircraft electrical systems (such as ovens, circuit breakers, etc.) may only be used
for their intended use.
• No items, other than crew meals or hot food to be served to passengers (provided
by easyJet), designed for heating must be placed in an oven. If crew wish to heat
their own food it must be in a suitable foil container (not plastic) with foil lid.
•
ed
Fire detection systems (such as toilet smoke detectors) must be specifically
t
prin
checked on a regular basis to ensure that they have not been tampered with.

2.6.5 CATERING EQUIPMENT

d i f
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2.6.5.1
n t
ONBOARD MANAGEMENT OF TROLLEYS
o
•
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Trolleys must be stowed and secured when not in use and never left unattended
unless stowed.
• Trolleys, when stationary, must have the foot brake applied
It will sometimes be necessary for one crew member to operate a double trolley on
their own, however two crew members should always be involved in the following:
• Removing the trolley from, and replacing to, its stowage if the aircraft is not level
• Moving the trolley into the cabin from the galley
• Returning the trolley to the galley after the service
• Securing the trolley, or returning to the galley if turbulence is expected or
experienced

2.6.5.2 ONBOARD MANAGEMENT OF CANISTERS

• All cupboards and canisters must be closed and secured when not in use.
• The movement, lifting and transportation of a canister, where practicable, must
only be carried out when the aircraft is on the ground and is stationary.
• The height and design of the stowage and canister will allow any crew member
to remove it safely from the stowage whilst standing on the floor.

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• When accessing a canister in the rear of a stowage, or removing both canisters

for the purposes of a security check, each canister must be removed separately
and placed on the galley floor.
• The process of holding a canister whilst standing on another is forbidden as this
presents an unacceptable risk of personal injury.
• Bar carts and cannisters must remain in their dedicated stowages for take off and
landing.
• Only canisters can be stowed in canister stowage’s, it is not permitted to stow
loose items behind a canister.

2.6.6 SERVING HOT DRINKS DURING FLIGHT

Whenever you are serving hot drinks the following procedures must be adhered to:
• Always ensure that a supply of lids is available on the service carts
• Ensure you have the passenger's full attention when serving the drink and warn
them that the contents are VERY HOT
• A lid must be placed securely on the hot drink BEFORE handing it to the
passenger

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Do not attempt to secure a lid unless the cup is placed firmly on a level surface

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•

i f
• Make space available on the trolley top to achieve this
•
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NEVER serve a drink without a lid securely in place

n t r o
o
• DO NOT FILL CUPS TO THE TOP
•
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It is permitted to fill cups directly from the brewer tap. This should only be for ad
hoc requests and not for a full service. Care should be taken when filling a cup
from the tap. The primary way to make a hot drink is with the use of a teapot.
• When using a teapot take care and pour the water slowly, as the pot empties the
lid will move away slightly from the pot. This doesn't affect the flow of water from
the spout.
• Use napkins every time a hot drink is served
• Take extra precaution when children are around and be aware of “fiddling
fingers”
• Hot drinks must not be served when the FASTEN SEAT BELT sign is illuminated.
This applies to both passengers and crew.
• Any defective equipment such as sloping tray tables must be entered in the Cabin
Defects Log
• Should an incident occur involving burn/scalding treat the passenger with
appropriate first aid treatment using items and medication from the first aid kits.
Remember to fill out a Cabin Safety Report
• If there are no teapots onboard a hot drink service will not be able to be
performed

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NOTE:
REMEMBER - NO LIDS, NO HOT DRINKS

2.6.7 SALE AND CONSUMPTION OF NUTS ON BOARD

In order to mitigate against a possible life threatening medical emergency situation
passengers are advised to inform the Cabin Crew on boarding the aircraft of their nut
allergy. In this instance please ensure that the following procedure is implemented:
• The passenger will inform the Cabin Crew on boarding that they may suffer from
anaphylaxis due to exposure to nuts.
• The SCCM will brief the rest of the crew.
• The sale of nut products from the easyJet bistro will be suspended for the duration
of that sector and every effort will be made to ensure that passengers are offered
an alternative.
• The SCCM will make a PA announcement advising passengers that the sale of
nuts will not be available on this flight. A request should also be made that, where
possible, passengers should refrain from consuming their own nuts whilst on
board the aircraft.
•

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The passenger must also be informed that other products in the easyJet bistro may

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contain traces of nuts and that easyJet are unable to guarantee a nut free
environment.

d i f
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The SCCM will ensure that comments will be made on the In Flight Bar and
l
•

t
Catering Report Form.

n r o
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Due to the complexity of our operation it is impractical to advise the Cabin Crew in

u
advance due to possible crew changes, internet bookings and last minute airport
bookings. It is, therefore, important that this situation is managed on board the
aircraft by the operating crew.
NOTE:
Please be aware that Karvol contains nut extract. Before handing out Karvol to a
passenger ensure that they do not have a nut allergy.

2.6.8 TURBULENCE
2.6.8.1 TYPES OF AIR TURBULENCE

LIGHT
Occupants may feel slight strain against seat belts or shoulder straps. Unsecured
objects may be displaced slightly. Food service may be conducted and little or no
difficulty is encountered in walking.

MODERATE
Occupants feel definite strains against seat belts or shoulder straps. Unsecured
objects are dislodged. Food service and walking are difficult.

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SEVERE
Occupants are forced violently against seat belts or shoulder straps. Unsecured
objects are tossed about. Food service and walking impossible.

2.6.8.2 PILOTS NOTIFICATION TO CABIN CREW

The Cabin Crew, where possible will be pre-warned that turbulence is to be
encountered and that the passengers must be advised to return to their seats and
fasten their seat belts. The Pilots will advise the Cabin Crew what service may be
continued and if they should be seated themselves.

2.6.8.3 ACTION TO BE TAKEN WHEN TURBULENCE IS ENCOUNTERED OR

ANTICIPATED
Cabin Crew, where possible will advise the passengers via the Public Address that
turbulence is expected and that they must return to their seats.
Cabin Crew must make a check of the cabin to ensure that passengers have fastened
their seat belts and that all hand baggage is secured.
The SCCM must give a verbal “Seat Belts Fastened” to the Commander over the
interphone.
At this time the Commander must brief the SCCM on the information below. It is

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recommended to use the NITS brief format where the Commander deems this to be

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appropriate.

d i f
e
• N – Flight conditions and expected severity
•
t r o l l
I – Whether the Cabin Crew must be seated and, if applicable, level of service

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permitted
•

•
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T – Expected duration of turbulence
S – Any other relevant information
In this situation it is not necessary for the SCCM to repeat the NITS information; The
SCCM must then brief the Cabin Crew.
During turbulence, in the absence of any instructions from the Pilots, the Senior
Cabin Crew Member may, at their own discretion, discontinue service related duties
and instruct Cabin Crew to check the cabin. Once the cabin has been checked a
verbal “Seat Belts Fastened” must be given to the Commander.
If turbulence is severe and without warning, Cabin Crew must sit down and strap into
the nearest available seat. The Cabin Crews safety is paramount and must be the
priority in these circumstances.

2.6.8.4 ACTIONS IN THE EVENT OF SUDDEN MODERATE OR SEVERE

TURBULENCE
Where moderate or severe turbulence is either encountered or expected and
insufficient time is available for normal procedures, the Pilots must make the
following PA:"Cabin Crew and passengers be seated immediately"

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Cabin crew must immediately take the nearest available seat and secure themselves.
If the trolleys are out they must be secured in the most appropriate manner for the
circumstances. Where possible, teapots should be placed on the floor.
Once conditions allow, the Pilots should make the following PA:“Cabin Crew,
normal operations"
Cabin Crew should then follow the normal procedures listed above

2.6.8.5 CABIN SERVICE

Cabin Crew will only continue cabin service duties if the Pilots advise that it is safe
to do so.
Cabin Crew must at all times look after their safety and security in turbulent weather
conditions.
Hot drinks must not be served when the FASTEN SEAT BELT sign is illuminated. This
applies to both passengers and crew.

2.6.9 CABIN CREW SICKNESS AND INJURY ONBOARD

If during a flight a Cabin Crew member becomes incapacitated due to sickness or
injury they will no longer be able to continue with their duties. If the Cabin Crew

d
member is not fit enough to complete an in-flight service they are not fit enough to

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perform safety related duties. If this is the case the affected Cabin Crew member must
not sit in their allocated crew seat for landing. If there is a free passenger seat in the

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cabin they should occupy this providing it is not a restricted seat. If there are no free

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passenger seats the Captain must decide on the best available option.
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The incapacitated crew member must not operate any further sectors and must be

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either off loaded or passenger back to base.
If the crew complement is to be reduced below the legal minimum the procedure for
operation with reduced Cabin Crew must be followed before the next departure.
If the crew member’s condition improves during the course of the flight and they feel
fully fit and able to carry out all safety related duties then they may continue with
their duty and sit in their crew seat for landing. In this situation the crew member
must confirm that they are also able to carry out any further sectors and complete
their duty day and that they will not be offloaded after landing. The SCCM must
determine that the crew member has recovered sufficiently and is fully fit and able
to carry out all safety related duties. If the incapacitated crew member is the SCCM
the Captain must make this decision.
REFERENCE: Part A, Section 4.1.4 Operation With Reduced Cabin Crew

2.6.10 DANGEROUS GOODS

REFERENCE: Section 9, “Dangerous Goods & Weapons”

DEALING WITH SPILLAGES IN-FLIGHT - CABIN CREW CHECKLIST

• Notify Pilots
• Identify the item

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In case of fire
• Use SOP's/check use of water
REFERENCE: Section 3.23, “Fire”
In case of spillages or leakages
• Collect biohazard kit
• Don hypoallergenic gloves (double glove if possible) and smoke hood (if
required)
• Move passengers away from area and distribute wet headrest covers
• Place dangerous goods in gash bags inside fire retardant bags
• Stow fire retardant bags
• Treat affected seat cushions/covers in the same manner as dangerous goods item
• Cover spillage on carpet/floor
• Regularly inspect items stowed away
After landing:

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Identify dangerous goods items to Ground Personnel
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•

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• Make appropriate entry in Cabin Defects Log

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For a more detailed checklist please refer to Part A, Section 9.1.7.3 "Cabin Crew

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Dangerous Goods Incident Checklist".
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2.6.11 FOOD SAFETY
REFERENCE: Section 1.17.4, “Food Safety Report Form”

2.6.11.1 EASYJET'S FOOD SAFETY POLICY

easyJet recognises that food safety is paramount to the provision of food on-board
believing food hygiene to be fundamental to both customer and crew confidence in
its products and its company reputation.
Food safety is highly important and must be treated seriously. All crew have a
responsibility to ensure that high standards of food safety and food hygiene are
adhered to all times.

2.6.11.2 CREW RESPONSIBILITIES

It is the responsibility of easyJet crew to maintain food in a safe and hygienic
condition on board the aircraft until it is served to the passenger and crew.
Personal Hygiene
It is imperative that crew observe the highest standards of personal hygiene and
cleanliness as it has a huge impact on food hygiene.
Crew must ALWAYS wash their hands after:
(a) Visiting the toilet

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(b) Handling any item which may be infected e.g. Air Sickness Bags

(c) Combing, brushing or touching hair

(d) Smoking or eating

(e) Coughing or blowing their nose

(f) Handling rubbish

(g) Servicing toilet areas

(h) Giving medical assistance

Crew MUST:
(a) Keep themselves and clothes clean

(b) Cover cuts or sores with a waterproof dressing which must be changed regularly

(c) Keep fingernails a manageable length and clean

(d) Never cough or sneeze into food

(e) Use a clean and disposable paper tissue to blow their nose

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(f) Keep long hair tied back in accordance with uniform guidelines

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Crew MUST NOT:

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(a) Scratch their head around food and then handle it.

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(b) Brush or comb their hair near food and then handle it

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(c) Touch the mouth, nose or bite fingernails and then handle food

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(d) Handle any food unnecessarily

(e) Touch rims of glasses or cups

(f) Dip fingers into food and lick fingers

Serving Food
Cabin and galley areas must be kept clean and tidy to ensure that food is not at risk
from contamination by bacteria, foreign bodies or chemicals.
Prior to food being served crew must ensure that food is free of contaminant, is of
good quality, in date and suitable for eating.
Crew must be in good health, have clean hands and must not expose food to risk of
contamination.

2.6.11.3 FOOD POISIONING

Food poisoning is a preventable illness. To prevent it crew need to understand that
good hygiene and the following of simple procedures are necessary to prevent it.
Bacteria, chemicals or other contamination can cause food poisoning however
another key cause is lack of care by people who serve food that can also lead to food
contamination.

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Below are the 10 main causes of Food Poisoning which crew need to be familiar
with:

Cause Hazard
Preparation of food too far in Multiplication of bacteria
advance and storage at a non-
chilled temperature
Inadequate cooling Multiplication of bacteria
Inadequate re-heating Survival of bacteria
Contaminated processed/ Contamination
canned food
Undercooking Survival of bacteria
Inadequate thawing Survival of bacteria in cooking
Cross contamination Contamination by bacteria or chemicals
Raw food consumed Contamination by bacteria
Hot food heated below 63 Multiplication of bacteria

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degrees C

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Infected food handlers Contamination by bacteria or chemicals
Continuous re-heating
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Multiplication of bacteria

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2.6.11.4 CONTROL MEASURES FOR FOOD HYGIENE AND SAFETY

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(a) Do not handle food if you have any of the following - flu, cuts, diarrhoea and/or

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vomiting.
(b) Reject suspect or unsatisfactory food - capture any comments on the Food Safety
Report Form, which is loaded inside the paperwork wallet.
(c) Clean as you go - remove spillages and waste at the earliest opportunity.

(d) Any unwrapped food (inc. ice) should not be handled. Food serving equipment
must not be used for any other purpose.
(e) Paper towels should be used to remove spillages and to clean food contact areas.
(f) All tumblers and cups should be handled at their base and must not be touched
around the rim.
(g) Food dropped on the floor must be discarded.

(h) Observe 'best before' and 'use by dates' on any pre-packed food products. Out
of date products must not be used.
(i) All heated products must be sold / consumed on the day of loading.

2.6.11.5 TEMPERATURE CONTROL OF FOOD

(a) It is critical that food storage temperatures are kept constant. Crew must ensure

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that each time they need to go into a cool bag that it is closed properly. Do not
leave the bag open. The bag should only be opened when items are required.
(b) Fresh Options come loaded in insulated cool bags. All cool bags must contain
frozen ice-packs (cooling agent). If there is not a cool bag or ice pack loaded then
please raise a CSR.
1 frozen ice pack should be packed inside the cool bags for FDP up to 8.30 hours.
2 frozen ice packs should be packed inside the cool bags for FDP more than 8.31
hours
(c) Hot meals such as crew meals and passenger hot options must be heated in the
oven and served as quickly as possible after heating.
(d) Under-heated food must not be served to passengers or crew. Any suspected
defects with oven equipment must be reported in the Cabin Defects Log.
(e) Fresh food must not be displayed on the trolley.

(f) Hot food must be cooked as close to the eating time as possible.

(g) Hot food must not be re-heated.

2.7 PREPARATION FOR LANDING

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Commanders should warn the Cabin Crew of any quick approaches or shortened

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flight time, as this may have implications for the Cabin Crew completing the cabin
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service and preparing the cabin and passengers for landing.

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SENIOR CABIN CREW MEMBER
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Accomplish the following action

Event Cabin Crew Flight Deck

10 minutes before landing Give “Seat Belt Signs on PNF announces: “Cabin
(on flights into Tel Aviv this Descent” Public Address to Crew, prepare the cabin
will be 30 minutes before passengers and prepare for landing” on the Public
landing due to local cabin for landing Address and selects the
security regulations) FASTEN SEAT BELT sign to
ON.

In some situations the Commander may deem it necessary to switch on the FASTEN
SEAT BELT signs prior to the “Cabin Crew prepare the cabin for landing” Public
Address. In these circumstances, the Commander will brief the Cabin Crew to expect
a cabin call chime and subsequent verbal warning of “Cabin Crew, prepare the
cabin for landing” along with any special instructions.
• Ensure that the cabin is secure for landing and receive the cabin secure check
from the Cabin Crew.

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NOTE:
When completing Cabin Secure for landing checks they do not have to be
completed within Areas of Responsibility. A minimum of 2 Cabin Crew must
complete the checks and all points must be covered everywhere in the cabin. The
SCCM has overall responsibility to ensure that the checks are completed. It is
recommended that as many crew as possible are utilised for the cabin secure
check to ensure it is completed in a timely fashion. The checks must still be
handed through the chain of command to the Commander.
• Take up assigned crew seat for landing and fit harness
• Give "Cabin secure for landing" check to the Pilots via the interphone.
• Assume the crew take-off/landing position
• 30 second review

ALL OTHER CABIN CREW

• Check that the cabin is secure.
• Take up assigned crew seat for landing and fit harness
Give cabin secure check to the Senior Cabin Crew Member
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•

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• Assume the crew take-off/landing position.
• 30 second review
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NOTE:
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Should Cabin Crew need to leave their seats prior to actual landing, then their

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first action will be to advise the Commander that the cabin is no longer secure,
unless it is a critical phase of flight.

2.8 AFTER LANDING

After landing PA to be made to passengers once the aircraft has cleared the runway,
this is to include:
• The need to remain seated until the FASTEN SEAT BELT sign has been switched
off.
• Precautions when opening overhead lockers.
• To remove all personal belongings.
• Information regarding Portable Electronic Devices
• Not to smoke until within a designated smoking area within the terminal
building.
All crew to remain seated in full harness until the aircraft arrives on stand and the
'fasten seat belt' sign has been switched off.
SCCM to inform Cabin Crew via the PA to "Disarm doors for arrival". All doors to
be disarmed.

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Cabin Crew will offer every assistance to passengers during disembarkation.

Minimum Cabin Crew must remain onboard the aircraft until all passengers have
disembarked.
Cabin Crew must not permit passengers to disembark from the rear passenger door
until the following conditions are met:
• A ‘PIG’ must be attached to guide passengers away from the areas under the
wing.
OR
• A Ground Handling Agent at the bottom of the steps to guide passengers away
from areas under the wing.
When disembarking via steps passengers should not be released until a member of
ground staff has given authorisation. Cabin Crew at the rear should wait for
passengers to begin disembarking from the forward door before releasing passengers,
unless otherwise informed by the Senior Cabin Crew Member. Under no
circumstances are Cabin Crew to disembark the aircraft to assist in the guidance of
passengers to the terminal building. Cabin Crew must remain onboard the aircraft
until all passengers have disembarked.
Before passengers can disembark an announcement must be made.
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REFERENCE: Section 2.10.9, “Disembarkation (Ramp/Buses)”

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REFERENCE: Section 2.10.10, “Disembarkation (Jetbridge)”

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Particular attention must be given to disabled and elderly passengers and parents

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with infants and children.

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Cabin Crew must advise the Pilots and Ground Handling Agents when all passengers
have disembarked.
Once all passengers have disembarked complete security checks/search

2.8.1 TRANSIT
2.8.1.1 PASSENGERS ONBOARD
Passengers remaining onboard during a transit stop must be advised to:
• Unfasten their seat belts (if refuelling is taking place).
• Refrain from smoking.
• Keep aisles and exits clear of hand baggage.

2.8.1.2 CREW POSITIONS

At least one Cabin Crew member must be at each set of doors (excluding the
overwing exits) to assist in the event that an evacuation or an emergency should
occur.

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2.8.2 POST FLIGHT DEBRIEF

After each flying day the operating SCCM must complete a debrief with their crew.
As a guide the following areas can be covered:
• Ensure money has been banked
• Ensure all paperwork is completed and faxed to relevant department (if
applicable)
• Discuss any issues arising from the day with the crew – involve the Pilots if
necessary (feedback from assessments should be delivered 1 to 1 after the
debrief)
• Discuss SPH Target- ways to improve
• Discuss Uniform Standards throughout the day
• Ensure SCCM adds duty bar takings onto crew portal
Ensure all Cabin Crew check for roster changes before leaving

2.9 MISCELLANEOUS
2.9.1 FILMING ON BOARD
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Cabin Crew should be aware that from time to time easyJet welcomes film crews on
board our aircraft.

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Film crews are subject to the same safety regulations that govern our passengers.

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The film crews will be accompanied by a Project Manager from the easyJet PR
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department if their filming involves standing or moving around, or of they are using

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a camera which weighs more than 25kg.
The easyJet PR department will endeavour to contact both the aircraft Commander
and the SCCM in advance of any proposed filming on board.
If filming is to take place onboard passengers should be informed via the PA and any
passengers who do not wish to be filmed should be re-seated accordingly.

2.9.2 CABIN CREW DUTIES WHEN POSITIONING ON EMPTY

AIRCRAFT
If Cabin Crew are required to position on an empty aircraft in order for the flight to
commence revenue operation from an alternate departure point the following
procedure should be followed:
• A pre-flight safety briefing must be carried out by the operating SCCM. If the
operating SCCM is not positioning with the crew another qualified SCCM or the
Commander may brief the crew before departure regarding procedures for
operating on an empty aircraft and allocation of pre-flight duties. The operating
SCCM must carry out a full briefing prior to commencement of the revenue
operation.
• Cabin Crew must carry out all pre-flight security and safety equipment checks.

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• A post flight security check is not required.

• Passenger related duties will not be required on the positioning sector.
• Cabin Crew will take up their assigned seats for take off and landing unless
otherwise directed by the Captain.
If the positioning sector is after a series of flights or is the final sector for the Cabin
Crew and is on the same aircraft as the previous sector the following procedure
should be followed:
• All post flight duties from the previous sector must be completed.
• Pilots are to arm and disarm the main doors.
• A post flight security check/search after the positioning sector is not required as
the appropriate check/search will have been carried out after the last revenue
sector.
• Cabin Crew will take up their assigned seats for take off and landing unless
otherwise directed by the Captain.
NOTES:

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1 For Flight Time Limitation purposes the final positioning sector will count to-

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wards the total duty hours for that period of duty; however it will not count as an

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operational sector.

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2 In order for the sector to not count as an FTL operational sector Cabin Crew

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cannot perform any safety related duties on that sector. This is the reason for the
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Pilots arming and disarming the doors.

2.9.3
unc SHOP FLOOR
BACK TO THE
“Back to the Shop Floor” (BSF) is the opportunity for a limited group of key easyJet
management staff to experience a day of operations and product delivery, building
cross-functional relationships during a day flying with our Cabin and Flight Crew.
Offering a valuable insight into our core operation and product. BSF gives certain
members of our key management staff a chance to meet our customers and to share
experiences with crew outside of the office.

Notification to crew
• Via memo on the flight; this information will appear when crew print the flight
paperwork.

Back to the Shop Floor Passenger (BSFP) itinerary:

Terminal
• On arrival at the airport, the BSFP will check-in for their flight and proceed to the
crew room.

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Crew Room
• SCCM locates BSFP in the crew room.
• SCCM shows the BSFP the crew check-in procedure.
• BSFP to hand the Flight Deck familiarisation form to the Captain, which will be
signed by their line manager and the Duty Pilot.
• The Commander will determine whether the conditions are likely to be suitable
to permit the BSFP to occupy the Flight Deck observers seat on sectors 3 & 4 and
will brief the SCCM accordingly.
• BSFP observes the Cabin Crew pre-flight briefing.
• BSFP walks to the aircraft through the passenger channels and boards by
boarding priority number.
• Crew reserve 1C for the BSFP.

Sectors 1 & 2 - In the Cabin

• BSFP welcomes customers onboard with the SCCM.
SCCM introduces BSFP to our customers by using the following PA:
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"Ladies and Gentlemen, on today's flight we have (Name) onboard the aircraft to

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assist the crew. (Name) is a (Job role) based in our head office and is here to gain

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an insight into the easyJet operation and the customer experience. They are
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onboard not only to help, but also to answer any questions you may have about

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easyJet. Thank you."

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• BSFP instructed to take passenger seat 1C prior to aircraft moving
• After take-off and switching off of seatbelt signs:
– BSFP assists SCCM in taking money on the easyJet bistro service from the
front of the aircraft
– Following the service, BSFP collects rubbish with the Cabin Crew
– BSFP assists with the boutique service
– BSFP given the opportunity to make a PA during the day
• BSFP instructed to take passenger seat whenever the seatbelt signs are
illuminated
• When the aircraft has stopped and the seatbelt signs have been switched off the
BSFP bids farewell to our customers with the SCCM
• On the turnround the BSFP remains on the aircraft and the SCCM informs the
dispatcher of the BSFP name, confirmation number and that they have been
checked in remotely

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Sectors 3 & 4 - In the Flight Deck

• The Captain/First Officer or SCCM conducts briefing of the safety equipment/
procedures in the Flight Deck
• BSFP takes the observer's seat in the Flight Deck prior to customers boarding and
fastens harness
• The Pilots provide the BSFP with a headset to listen to the radio communications
• Once airborne, the BSFP is not permitted to leave the Flight Deck. For all flights
the BSFP will have a seat booked in the cabin of the aircraft if it is not possible to
sit in the Flight Deck.

End of the Day - Last Sector

• At the end of the duty period the BSFP leaves the aircraft with the passengers and
meets the crew in the crew room for the debrief
• The SCCM shows the BSFP the banking procedure for the bar monies and how
the flight paperwork is filed.
At no point during the day is the BSFP permitted to conduct any safety related
activity, duty or procedure. It is the responsibility of the BSFP to board the aircraft on

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time. If they are not at the aircraft when all passengers are onboard and they are the

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last passenger the crew are waiting for, they are to be offloaded.

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2.9.4 CABIN CREW FOOTWEAR

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When in uniform female Cabin Crew must wear low heeled footwear 2½ inches/6

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cms high or less when measured from the inside heel. Heels any higher than this are

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not permitted. High-heeled shoes could damage the slide in the event of an
evacuation. It is recommended that cabin crew wear footwear with grip on the soles
to help prevent slips and falls.

2.9.5 PASSENGER FOOTWEAR

Wheelie trainers or 'Heelies' are shoes with a wheel built into the heel, which allow
the wearer to roller skate as well as walk. Wearing these onboard during flight could
increase the risk of injury to passengers and crew, particularly when hot drinks are
being served, but we cannot expect crew or ground staff to check passenger's
footwear and remove them where necessary.
If you do spot someone wearing them onboard, just ask them to pop the wheel out,
or remove them just for the duration of the flight and also if preparing for an
evacuation.

2.9.6 CABIN CREW TO TAKE CARE

Cabin Crew have a responsibility to work in such a way to prevent injury to
themselves, their colleagues and passengers. Slips, falls and trips are usually the
result of wet surfaces, torn or loose carpets, dropped food or ice. Cabin Crew are
expected to take care of themselves by remaining vigilant and concentrating on what
they are doing.

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Cabin Crew should take the following precautions to protect themselves:

• Clear spillages immediately.
• Keep aisles clear of luggage, newspapers/magazines and food wrappings.
• Report loose carpets or slippery floor surfaces.
• Do not leave any cupboard or drawer unattended when open.
• Carry sensible weights and in a way that allows you to see in front of you while
maintaining your balance.
When evaluating their response to a safety issue, Cabin Crew should bear in mind
their responsibilities to the majority of passengers and the need to protect themselves
so as to be physically able to carry out their key functions in the event of an
evacuation. Cabin Crew should not attempt to assist individual passengers during
times when procedures require them to be seated.
From time to time we have incidents on board the aircraft in which the crew feel duty
bound to pursue and to intercept the passengers to retrieve certain articles i.e. theft
of life jackets/seatbelts and other security related issues.
Whilst this action appears to be for the good of the company it also puts the safety of

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the crew at risk. We would recommend, therefore, that you should only pursue these

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individuals if accompanied by the Airport Police. The Police must be in charge of the

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overall situation as they are the only ones who have the authority to stop and search.

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Never put yourselves in danger however tempting it may be to apprehend these
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individuals.

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2.9.6.1
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MANUAL HANDLING
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Golden Rules:
• Avoid unnecessary lifting and moving of objects
• Avoid placing loads on the floor that may have to be lifted up again - place it at
a halfway point
• Do not lift beyond your capabilities. Obtain assistance from other crew members
when ever possible, or reduce the weight of the load
• Plan how you will manoeuvre the load and where you are going with it
• Carry loads in a way that allows you to see in front of you while maintaining your
balance.
• Take extra care when lifting above shoulder height
• Keep a straight back and bend the knees when lifting
Remember all practical lifting techniques taught to you in training!

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2.9.7 OPERATING OUT OF UNIFORM

Cabin crew are permitted to operate out of uniform in exceptional circumstances in
order to keep the operation running. Crew members must be easily recognisable as
easyJet crew by wearing an 'easyJet' high visibility vest, and:
• 'easyJet' high visibility vests must be worn for the duration of the flight by all
Cabin Crew members regardless of their uniform status
• This procedure can only be used for one duty period, up to a maximum of four
sectors
• A passenger announcement must be made as part of the pre flight safety briefing
informing passengers that the operating Cabin Crew are identifiable by the
'easyJet' high visibility vest
• This procedure must be authorised by the Duty Pilot
• All crew members must have their ID and passport

2.10 PASSENGER ANNOUNCEMENTS

For more information and guidelines regarding passenger announcements please
refer to the Cabin Standards Manual.

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2.10.1 BOARDING (REPEAT AS REQUIRED)

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Good morning/afternoon/evening ladies and gentlemen welcome onboard this
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easyJet flight to…

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In the interest of safety please place all items of hand luggage into the overhead

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locker or well under the seat in front of you. Take care when using the lockers in case

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anything falls out. Then take your seat and fasten your seat belt.
Please be advised this is a non smoking flight and we kindly ask you to observe our
non smoking policy.

2.10.2 REFUELLING- WITH PASSENGERS ONBOARD

Ladies and gentleman, as we are currently refuelling, please ensure your seatbelts
remain unfastened and smoking is not permitted.

2.10.3 AFTER DOORS CLOSED

“For your safety the use of devices for messaging, calls or internet access is prohibited
once the aircraft doors are closed. Devices with a flight safe mode should have this
feature enabled now.
They should then be switched off for take off along with all other electrical
equipment. ”Cabin Crew arm doors for departure”

2.10.4 SCCM WELCOME

Ladies and Gentlemen, we would like to welcome you onboard this easyJet flight to
……… with a flight time of ……….. (current marketing information)

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My name is … and I am the Senior Cabin Crew Member on your flight. Also in the
cabin with me are… We are here to make your journey safe and comfortable, so if
there is anything you need please ask.

2.10.5 AFTER TAKE-OFF

Ladies and gentlemen, the seat belt sign is still on, so please remain in your seat with
your seat belt fastened until the signs have been switched off. We suggest that
whenever seated you keep them fastened. Toilets are located at each end of the cabin
and smoking is not permitted at any time.
During the flight we will come through the cabin with the easyJet boutique & bistro.
The fresh options available are (list hot/cold sandwiches etc.) Details of all our
products and prices can be found inside the magazine, which you will find in your
seat pocket.
Please now sit back, relax and enjoy the flight, and if we can be of any further
assistance please do not hesitate to contact one of us.

2.10.6 TURBULENCE
Ladies and gentlemen, as we are expecting/experiencing some turbulence, would
you please return to your seats and fasten your seat belts. Hot drinks will not be

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served whist the seat belt sign is illuminated. Please do not use the toilets and stay in

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your seats until the Captain switches off the seat belt sign.

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2.10.7 SEAT BELT SIGNS ON DESCENT

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Ladies and gentlemen, we will shortly be landing, so please would you return to your

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seat and ensure your hand luggage is under the seat in front of you or in the overhead

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lockers. Please also fold your tray tables away, open your window blind, put your
seat upright, armrest down and fasten your seat belt.
Just as for take-off, we need you to switch off all electronic equipment. Please help
us by handing in any rubbish, newspapers or magazines that you don’t want to take
with you. The toilets are no longer in service.

2.10.8 AFTER LANDING

Ladies and gentlemen welcome to… (where the local time is…)
Please remain seated with your seat belt fastened until the signs have been switched
off. All devices for messaging, calls or internet access must remain switched off until
the aircraft doors have been opened. Please make sure you take all your personal
belongings with you – checking in the seat pocket, underneath the seat and in the
overhead lockers. Do take care when opening the lockers in case anything falls out.
Smoking is not permitted until you reach a designated smoking area.
(Current ancillary PA)
Thank you for choosing to fly with us today, and on behalf of Captain…and the crew
we would like to wish you a safe and pleasant onward journey to your final
destination. Thank you and good morning/afternoon/evening.

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2.10.9 DISEMBARKATION (RAMP/BUSES)

When ready to disembark passengers from forward door - made by SCCM
Ladies and gentleman, due to airport regulations your mobile phones must be
switched off until you are inside the terminal building. When disembarking please
take care and hold on to the handrails whilst walking down the aircraft stairs. Please
ensure that you supervise your children and for your own safety do not walk
underneath the wing.

2.10.10 DISEMBARKATION (JETBRIDGE)

Ladies and Gentlemen, you may now disembark the aircraft using the forward door.
Please take care as you leave the aircraft and please supervise your children.

2.10.11 DIMMING CABIN LIGHTS

When dimming lights for take-off and landing during the hours of darkness.
Ladies and gentlemen, we shall shortly be dimming the cabin lights for take-off/
landing. If you wish to read, please use the reading lights in the panel above you.

2.10.12 DORTMUND - ARRIVAL PUSH-IN PA

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Please note that this is for arrivals at DTM only and the standard after landing PA

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(reference 2.10.7) is applicable to all other destinations.

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The arrival Push-In operation at DTM requires that aircraft are pushed back onto

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stand and parked nose out. This means that initially the aircraft will come to a stop

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on the taxi way, the engines will be shut down and a tug will be attached. To ensure

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that the passengers are aware of this procedure and in an effort to stop them from

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leaving their seats whilst the aircraft is in motion the following after landing
announcement must be read.
Ladies and Gentlemen, Welcome to Dortmund. This is a special announcement.
Here in Dortmund, our arrival procedure involves the aircraft being towed onto the
parking stand with the engines switched off. This means that although you will hear
the sound of the engines running down and feel the aircraft coming to a standstill, it
is NOT safe to leave your seats. The aircraft will continue to be in motion while the
towing vehicle is attached and we are moved to our parking position, therefore,
please remain in your seats with your seatbelt fastened until the seatbelt signs have
been switched off.
Please make sure you take all your personal belongings with you – checking in the
seat pocket, underneath the seat and in the overhead lockers. Do take care when
opening the lockers in case anything falls out.
Smoking is not permitted until you reach a designated smoking area.
(EuropCar PA)
Thank you for choosing to fly with us today, and on behalf of Captain…and the crew
we would like to wish you a safe and pleasant onward journey to your final
destination. Thank you and good morning/afternoon/evening.

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 Standard Operating Procedures

2.10.13 DOOR/SLIDE UNSERVICEABLE

To be included in Safety Demonstration, when required.
May we draw your attention to (point to door/exit) this door/exit. This door/exit is not
available for your use under any circumstances. In the unlikely event of an
emergency evacuation this exit will not be available to use due to technical reasons.
You should therefore familiarise yourself with the nearest alternative exit.

2.10.14 MISTING IN THE CABIN

When the air conditioning units are used occasionally there is excessive mist in the
cabin, this is completely normal although our passengers may be unaware of this.If
this mist occurs (usually during boarding or disembarking) then please keep our
customers informed by making a brief PA. This can be read by any crew member and
should be along the lines of the example PA below.
''Ladies and Gentlemen we are currently experiencing misting in the cabin, this is
perfectly normal and a result of our air conditioning units onboard.''

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Intentionally Blank

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 Emergency Procedures

3 EMERGENCY PROCEDURES
3.1 FOREWORD
The purpose of this chapter is to provide information to Flight and Cabin Crews
concerning emergency procedures that will be required in order to conduct the safe
operation of the aircraft. Specific individual Cabin Crew duties are expanded upon
in Type Specific Chapters.

3.2 TYPES OF EMERGENCY LANDING

Definitions and description of specific types of emergency situations:

PRE-PLANNED EMERGENCY
A pre-planned emergency is a situation where time is available to plan for an
emergency, i.e. the Commander will inform the Cabin Crew the nature of the
emergency, the intention, the time available and any special instructions (‘NITS’).
The Cabin Crew will then have all the information needed to prepare passengers and
secure all cabin and galley equipment.

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UNPLANNED EMERGENCY

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An unplanned emergency is a situation where time is not available to plan for an

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emergency, e.g. on take off or on landing.

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EMERGENCY LANDING AND DITCHING

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A forced landing on the ground is referred to as an ‘Emergency Landing’ and a forced

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landing on water as a ‘Ditching’. These could both be either pre-planned or
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unplanned.

PRECAUTIONARY LANDINGS
A precautionary landing is one where under normal circumstances there will be no
requirement for the Cabin Crew to evacuate the passengers after landing.

3.3 ALERT CALL

“Senior Cabin Crew Member to the Flight Deck” - This indicates an emergency. The
Pilots require Cabin Crew attendance on the Flight Deck immediately; in this case
the Flight Deck door may be unlocked in accordance with the normal procedure.
REFERENCE: Section 2.6.3.1, “Opening Of The Flight Deck Door During Flight”
“Senior Cabin Crew Member to the interphone” - This indicates the Pilots require
immediate communication with the Senior Cabin Crew Member but via the
interphone. In this instance the SCCM should call the Pilots using the normal call
function on the interphone. The Flight Deck door will not normally be unlocked in
this case, but a NITS brief will follow via the interphone. The two procedures above
are the preferred method of initiating contact from Pilots to Cabin Crew in a potential
emergency situation. However, in the event of a PA system failure, the Flight Crew
can alert the Cabin Crew using 3 double chimes. This call means “Senior Cabin Crew

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Emergency Procedures

Member to the interphone”. If the Commander decides it is safe for the Cabin Crew
to enter the Flight Deck, they may instruct the Senior Cabin Crew Member to enter
the Flight Deck via the interphone.

Other Cabin Crew:

• If seated in full harness during turbulence or prior to landing, the Alert Call made
by the Pilots will be “Senior Cabin Crew Member to the interphone”. The Pilots
will give the NITS brief to the Senior Cabin Crew Member who, in turn, will brief
the other Cabin Crew via the interphone. It should be noted that on hearing an
Alert Call if the Senior Cabin Crew Member is occupied at the rear of the aircraft
or in the toilet, the nearest crew member must immediately respond.

3.4 NITS BRIEFING

The “NITS” briefing should be used when communicating emergency situations, but
should also be used as a communication tool between the crew in other situations
e.g. medical incidents or turbulence. Cabin Crew can receive a 'NITS' briefing either
in person or via the interphone. The Pilots may use the interphone option if they
believe that there is a specific internal risk to the aircraft (such as terrorism) or if they
consider it unsafe for the Cabin Crew to move around the aircraft (i.e. in full harness).

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NITS is a two-way communication system: from Pilots to Cabin Crew, Cabin Crew
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to Pilots or Cabin Crew to Cabin Crew.

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NITS briefing

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Nature of the situation
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Intention: what the Commander/Cabin Crew intends to do about it
Time available
S Special instructions. For example: Is an emergency Public Address to be
carried out

NOTE:
It is necessary for the SCCM to repeat the NITS brief back to the Commander in
full when briefing for a precautionary landing or a pre planned emergency
landing/ditching. A positive confirmation of understanding is sufficient when the
NITS briefing is used for other scenarios (e.g. Turbulence)

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 Emergency Procedures

3.5 EMERGENCY DRILL

In the event of a pre-planned emergency where time is available to brief the
passengers and prepare the cabin for an emergency landing or ditching, the
following drill should be carried out. The drill is appropriate to all types of aircraft
and every member of the Cabin Crew.
(ditching procedures are shown in brackets)
The emergency drill is as follows:
1. Alert Call
2. Brief
3. Emergency Public Address. Seatbelts, Brace and Exits (including lifejackets)
4. Able Bodied Passengers Briefed On Exits (distribute Infant Flotation Aids)
5. Final ‘Cabin Secure’ Check
6. Dim Cabin Lights
7. Landing Positions
8. Brace
9. Open/Operate Exits and Direct
10. Evacuate
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Detailed instructions for each drill follow:

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1. ALERT CALL
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REFERENCE: Section 3.3, “Alert Call”

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On hearing one of the three alert calls the Cabin Crew must respond accordingly. If
entering the Flight Deck the door must be guarded in accordance with the normal
SOP.
REFERENCE: Section 2.6.3.1, “Opening Of The Flight Deck Door During Flight”
All other Cabin Crew should await further instructions.

2. BRIEF

REFERENCE: Section 3.4, “NITS Briefing”

• The Commander must brief the Senior Cabin Crew Member on ‘NITS’.
• The Senior Cabin Crew Member must repeat these instructions back to the
Commander.
The Commander may be extremely busy, therefore it may be necessary to ask
questions to ascertain exactly what action(s) should be taken.
• While the Senior Cabin Crew Member is in the Flight Deck, the next most senior
remaining Cabin Crew is permitted to speak on the Public Address system to the

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Emergency Procedures

passengers if the situation warrants it, i.e. obvious fire/smoke etc. The following
PA can be made to re-assure the passengers.
“Ladies and gentlemen, the situation is being assessed, and you will be given further
information as soon as possible”
• The Senior Cabin Crew Member then explains the emergency ‘NITS’ to the rest
of the Cabin Crew who should individually repeat to define clarity where time
permits or otherwise give a positive acknowledgement of their understanding.
• While the Senior Cabin Crew Member is briefing the Cabin Crew on ‘NITS’, the
Commander will establish initial contact with the passengers by making the
following Public Address:
“Ladies and gentlemen, this is the Captain. We have a technical problem (brief
explanation). Please follow the Cabin Crews’ instructions”
• Where the landing of the aircraft is anticipated to be ten minutes or less, the
Senior Cabin Crew Member may brief the Cabin Crew over the interphone and
receive a positive acknowledgement of their understanding. However, if the time
is anticipated to be in excess of ten minutes, the Senior Cabin Crew Member
should brief the Cabin Crew whenever possible in the rear galley and receive an
individual repetition of ‘NITS’

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3. EMERGENCY PUBLIC ADDRESS. SEATBELTS, BRACE AND EXITS (Including
Lifejackets)

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The Senior Cabin Crew Member or designated Cabin Crew member makes the

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Emergency Public Address. All other Cabin Crew members take up a position in the
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cabin equally spaced in order that all passengers can see them easily. These Cabin
Crew demonstrate following the order of the Public Address.
Firm passenger control is of the upmost importance. This is best done by providing
information and instructions in a calm, professional manner. The individual making
the Emergency Public Address should ensure they accommodate the speed of the
announcement to the needs of the demonstrating crew. When giving the Emergency
Public Address, time must be given for passengers to comply with specific
instructions e.g. ‘Put your seats upright’.
After the Public Address crew must brief passengers in their area of responsibility on:
• Seat belt; how to unfasten and fasten.
• Brace position.
• Exits.
• (The function of the lifejacket - the Cabin Crew’s lifejacket to be used for
demonstration).
The demonstrating Cabin Crew should ensure that all passengers in their section fully
understand the requirements of the Emergency Public Address

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 Emergency Procedures

4. ABPs BRIEFED ON EXITS (distribute Infant Flotation Aids)

Cabin Crew should explain the operation of their individual exit(s) to Able Bodied
Passengers where possible:
• When to open the exit and what to check for.
• How to open the exit (at overwings throw exit out).
• Where to stand.
• Where to send the passengers.
Ensure simple instructions are given and check Able Bodied Passengers
understanding.
(Cabin Crew should explain the operation of infant flotation aids to all adults with
infants in the section of the cabin they are responsible for).

5. FINAL ‘CABIN SECURE’ CHECK

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The Cabin Secure check should be completed as normal but extra care should be

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taken. Additional items such as removal of high heeled shoes and sharp objects

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should be considered. When Cabin Crew are satisfied that equipment and baggage

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is safely stowed in their section and individual area, they should report as detailed in
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the Type Specific Chapters.

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Senior Cabin Crew Member reports ‘Cabin Secure’ to the Commander and ascertains

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time remaining before landing. If sufficient time remains, repeat the exits to be used
over the Public Address.
REFERENCE: Section 2.5.4, “Cabin Secure”

6. DIM CABIN LIGHTS

Senior Cabin Crew Member dims cabin lights. Cabin Crew switch off individual
lights in their respective areas.

7. LANDING POSITIONS

On hearing the Public Address from the Pilots at 2,000 feet (approximately two
minutes before landing),
“Cabin Crew take up landing positions”,
All Cabin Crew take up their allocated seats and fit full harness.

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Emergency Procedures

8. BRACE

On hearing the Public Address from the Pilots at 500 feet (approximately 30 seconds
before landing),
“Brace, Brace”,
Cabin Crew should shout,
“Brace, Brace”
Loudly and adopt their emergency brace position They should continue to shout this
until the aircraft comes to a complete stop

9. OPEN/OPERATE EXITS AND DIRECT

Once the aircraft has come to a complete stop and on hearing the Public Address
"Attention! Crew at stations" Cabin Crew must go to their door of responsibility and
check outside conditions while waiting for further instructions. Any Cabin Crew
member stationed adjacent to the emergency light switch in the cabin should activate
it to ensure lights are switched ‘ON’.
On hearing command from Pilots:
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“Evacuate. Unfasten your seat belts and get out”
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Cabin Crew must shout:

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“Unfasten your seat belts and get out”

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To motivate passengers to leave the aircraft.

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While doing this, Cabin Crew must check their exits for outside hazards.
If safe to do so check slide armed, open exit, check slide inflation and direct
evacuation
Be aware that after landing the outcome may not be to evacuate and could result in
the command from the Pilots: "Cabin Crew, normal operations"
On hearing this command return to your assigned seat and fasten your harness as the
aircraft is likely to begin taxiing.

10. EVACUATE

EMERGENCY LANDING
Evacuate via assigned exit, if safe to do so, or nearest available exit.
If Cabin Crew believe it is safe to do so, check the cabin, Flight Deck and remove
any available items of safety equipment.

Post Evacuation
• Direct and assemble passengers at least 200 metres away from the aircraft,
upwind.

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 Emergency Procedures

• Administer First Aid if necessary.

• Carry out a head count of all passengers and crew.

DITCHING
If possible, evacuate via an exit on the same side of the aircraft as the exit to which
the crew member was assigned.

Post Evacuation
Assemble passengers together instructing them to form a circle looking inwards and
to link arms to maintain body heat and adopt the foetal position.
Infants/small children in flotation aids and injured passengers should be positioned
in the centre of the circle.
Administer First Aid if necessary.
Cabin Crew should position themselves within the centre of the circle (if practical).
This will allow freedom to offer any assistance if/when required.

3.6 UNPLANNED EMERGENCY

If the alert is extremely short, the Commander should use the following Public
Address:
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“Attention, Crew! Brace, Brace”

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Cabin Crew should adopt the emergency brace position and shout to passengers:
“Brace, Brace”
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In order that the passengers may adopt the brace position.

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They should continue to shout this until the aircraft comes to a complete stop. Cabin
Crew must then follow the emergency drill for a pre planned emergency from Point
9 "Open / Operate Exits and Direct".
REFERENCE: Section 3.5, “Emergency Drill”

3.7 PRECAUTIONARY LANDING

Commander makes Alert Call:
“Senior Cabin Crew Member to the Flight Deck”, or “Senior Cabin Crew Member
to the interphone” or three double chimes.
In order to cover the unlikely circumstance that the landing may become abnormal
the following procedure must be followed
• The Commander briefs the Senior Cabin Crew Member for a precautionary
landing (‘NITS’). The SCCM repeats the briefing back to confirm understanding
the Senior Cabin Crew Member then briefs the Cabin Crew to prepare the cabin
only and make a mental note of Able Bodied Passengers. The passengers are not
briefed.
• Once seated in full harness the Cabin Crew must adopt the take-off and landing
position and carry out the 30 second review.

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• After landing and when the aircraft is either at a complete stop or at normal
taxiing speed Cabin Crew remain in their seats and await further instructions from
the Commander.
NOTE:
If the reason for the precautionary landing is obvious or it is felt necessary to
advise the passengers due to a diversion then a PA may be made. It is not
necessary to brief ABPs.

3.8 CREW CO-ORDINATION

Investigation has emphasised the importance of effective communication and
coordination between the Pilots and Cabin Crew in increasing the chances of
passenger survival following an emergency.
In the event of an emergency occurring in the cabin, the Cabin Crew must keep the
Pilots advised of the seriousness of the emergency and the way in which it develops.
An emergency instruction from the Pilots shall be repeated by the Cabin Crew
member receiving the instruction.
Changes in performance of the aircraft, such as strange noises, vibration, smoke or
any other indication, which is considered unusual, must be reported to the

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Commander. This must include any reports of observations by passengers, which

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suggest that the aircraft may not be operating normally.

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3.9 EMERGENCY ON THE GROUND
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If the Commander decides it is necessary to declare a possible emergency during

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push-back, taxiing, when the aircraft is stationary or after landing, the Commander
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will give the command over the Public Address:
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“Attention! Crew at stations”
This call will only be made in an emergency and warns Cabin Crew that a potential
evacuation may be required. On hearing the call Cabin Crew must disengage from
their duties and go to their door of responsibility. If crew are already seated in full
harness, they must release themselves from their seats and go to their door of
responsibility.
The Cabin Crew will be alert to conditions inside and outside of the aircraft and be
prepared for a possible passenger evacuation.
After this initial alerting signal the Commander will evaluate the situation and when
the aircraft has come to a complete stop will make one of the following commands
on the public address system:
“Evacuate. Unfasten your seatbelts and get out”
If the Commander makes this command, it instructs the Cabin Crew to immediately
evacuate the aircraft.
If the aircraft is on stand with the doors armed the crew must take extra care to assess
any hazards that may impede the deployment of the slide e.g. steps, jetbridge,
ground vehicles, etc. If they could impede the deployment of the slide the exit should
not be used until it is clear and passengers should be re-directed to an alternative exit.

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 Emergency Procedures

“Senior Cabin Crew Member to the Flight Deck”

This indicates that an emergency situation still exists and after hearing this command
the Cabin Crew should remain alert at their crew stations and wait for further
instructions.
The Senior Cabin Crew Member will enter the Flight Deck on hearing this command
and should not speak, but lean forward to attract the Commander’s attention. It is not
necessary to guard the Flight Deck door as the aircraft is on the ground.
“Cabin Crew, normal operations”
This command informs the Cabin Crew that they will not be required to evacuate and
that the danger which faced the aircraft before, has either passed or been reduced to
the extent that the Commander feels the Crew may return to “normal” duties.
This Public Address given in isolation INFLIGHT would be to reassure the Cabin
Crew that if, for example, a strange noise was heard, that Pilots were aware and
everything was under control.

3.9.1 PRECAUTIONARY RAPID DISEMBARKATION ON STAND

If a situation should develop when the aircraft is on stand with steps or a jet bridge
attached, which warrants a rapid disembarkation but not an evacuation via the slides
the following will apply:
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In the event that the Commander does not make a public address announcement, the

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SCCM will be alerted using the alert call;
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’’Senior Cabin Crew Member to the Flight Deck’’ or “Senior Cabin Crew Member

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to the interphone”

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On hearing the alert call:

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• Go to the Flight Deck or nearest interphone.
• Make the following announcement to advise crew and passengers: ‘Attention,
Attention, this is an important announcement, all passengers must immediately
disembark via the nearest boarding door in an prompt and orderly manner. Leave
all personal items behind.’
• Assist disembarkation
• When cabin clear, liaise with the Commander and brief Cabin Crew.

OTHER CABIN CREW

• Stop passenger boarding.
• Await SCCM’s PA announcement
• Encourage passengers to leave quickly through nearest available boarding door,
leaving personal effects behind.
• Check cabin and toilets clear.
• Wait to be briefed by SCCM & Commander
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Evacuation alarms (where fitted) must not be used and aircraft equipment such as first
aid kits, megaphones etc, are not required to be removed. Be alert to the potential
for the situation changing to a full scale evacuation.
NOTE:
If an emergency situation requiring an evacuation develops at any other time
when the aircraft is on the ground (i.e. during taxi) the use of the slides would be
required to evacuate

3.10 EMERGENCY IN THE CABIN

The crew member should make three chimes on the nearest passenger call bell to
alert other Cabin Crew.

3.11 INITIATION OF EVACUATION

3.11.1 THE DECISION TO EVACUATE
Although it is normally only the Commander who may order an evacuation of the
aircraft, circumstances may dictate that any other Cabin Crew member may initiate
such action.

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In an emergency, after the aircraft has come to rest, the Commander would normally

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assess the situation and make the decision as to whether an evacuation is necessary.

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However, there may be other factors, perhaps unknown to the Commander at that

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time and if there is an obvious, immediate life threatening situation i.e. catastrophic,
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any Cabin Crew member can initiate an evacuation.

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If there is no communication from the Pilots in an emergency situation, after the

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aircraft has come to a complete stop, and if the Senior Cabin Crew Member finds the
pilots incapacitated then the Senior Cabin Crew Member can initiate an evacuation.

REMEMBER:
There are many non-emergency occurrences that happen in the normal course of
aircraft operations, which although they might appear to constitute an emergency,
do not justify an evacuation. These can include:
• Engine torching/hot start - flames appearing from an engine exhaust during start-
up, followed by the stopping of the engine.
• A sudden stop while taxiing - this may be due to Air Traffic Control instructions
or other aircraft movements.
• Rapid deceleration on take-off or landing; take-off may have to be aborted as a
precautionary measure, (including an engine fire which may not be catastrophic)
or the landing run may have to be shortened due to airport limitations.

3.11.2 MAKING THE DECISION TO EVACUATE

In emergency situations, (either pre-planned or unplanned) when the aircraft has
come to a complete stop and if there has been no instructions from the Pilots or the
Senior Cabin Crew Member all Cabin Crew should:

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 Emergency Procedures

• Release their seat harness.

• Check for hazard/fire outside their door.
If there is still no command from the Pilots, then the Cabin Crew will initiate
evacuation if the circumstances are immediately life threatening.
If circumstances at your door does not indicate the need to evacuate, look up and
down the cabin. If another crew member is evacuating, then this would mean that
they have seen a need to evacuate.
Other Cabin Crew must follow that decision and commence evacuation from their
door immediately.

3.11.3 IF NO-ONE ELSE IS EVACUATING

After all the Cabin Crew have completed their checks and if there is still no observed
need for evacuation, Cabin Crew must remain alert at their door and await further
instructions.
The Senior Cabin Crew Member will call the Pilots on the interphone for more
information and if the Commander has resolved the situation he/she may give the
Senior Cabin Crew Member a “Cabin Crew, normal operations” instruction or ask
the Senior Cabin Crew Member themselves to make this Public Address.

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At the earliest opportunity the Commander will make a Public Address to the
passengers and crew to give more information and indications of further actions to
be taken.
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If the Senior Cabin Crew Member is instructed by the Commander to initiate

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evacuation, the Senior Cabin Crew Member will make the Public Address:

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“Evacuate. Unfasten your seatbelts and get out”

3.11.4 DEFINITION OF “CATASTROPHIC”

The term CATASTROPHIC is used to describe the situation where the aircraft has
suffered serious structural damage and possible death or injury to any of the
occupants.
Examples of catastrophic situations, which may require immediate independent
evacuation actions by the Cabin Crew may include:
• Ditching (landing on water)
• Uncontrolled cabin fire/smoke
• Severe structural damage to the aircraft (hole through fuselage, abnormal aircraft
attitude possibly accompanied by the sound of severe scraping as the aircraft
comes to a stop).
In every case, Cabin Crew members must consider the immediate and potential
consequences before initiating an evacuation; some serious injuries are likely to be
sustained by the passengers from the evacuation itself.

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3.12 ASSISTANCE OF ABLE BODIED PASSENGERS

(ABPS)
3.12.1 SELECTION OF ABLE BODIED PASSENGERS
Cabin Crew are responsible for the selection, positioning and briefing of Able Bodied
Passengers in their own designated areas. During passenger boarding, a mental note
should be made of possible Able Bodied Passengers.
Remember they are selected not only for their size or physical ability, but for the
responsibility which they may have to undertake.
Obvious choices would be passengers who have undergone airline safety training,
e.g. Pilots, Cabin Crew or people who may have undergone emergency training e.g.
Navy, Army, Airforce, Police, Fire Services and Medical Personnel.
Persons selected and briefed as Able Bodied Passengers must be over the age of 16
years and be both physically and mentally fit.

3.12.2 POSITIONING OF ABLE BODIED PASSENGERS

Able Bodied Passengers should be re-positioned as near as possible to the exit on
which they have been briefed.

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In a pre-planned emergency and if sufficient time is available, Able Bodied

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Passengers will be required to assist in the following areas:

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• Exits

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Two Able Bodied Passengers per exit to ensure that the doors are opened, slides

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deployed and inflated, to evacuate and assist passengers.
•
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Crowd Control
Briefed for hazards and alternate exits and ensure a smooth flow of passengers
towards the exits.
• Special Assist Passengers
To assist where required, for example: medical cases, frail/elderly, passengers
with reduced mobility, large families, etc.

3.12.3 BRIEFING OF ABLE BODIED PASSENGERS

When briefing Able Bodied Passengers, remember to pay particular attention to the
following:
• Able Bodied Passengers must only act in the presence of Cabin Crew members
unless the Cabin Crew members are incapacitated.
• Where they are required to act “on command” only, it is essential that they
observe this until they are sure they are unlikely to receive a command because
of the incapacity of the Cabin Crew.
• In the event of a land evacuation, it is particularly important for Able Bodied
Passengers to move passengers away from areas at the base of the slides and to

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direct them away from the aircraft (upwind). Passenger pile-up could occur at the
bottom of the slide which could affect the evacuation from the associated exit.
• If slide deflates, to assist with a hand held slide.
• In the briefing of Able Bodied Passengers, Cabin Crew must be specific and try
not to overload the Able Bodied Passengers with too much information.
• Cabin Crew must speak firmly and clearly and inform the Able Bodied Passengers
of what is expected to happen first and then of situations which may arise.

3.12.3.1 OVERWING EXIT BRIEFING

The following must be covered whilst briefing Able Bodied Passengers at overwing
exits:
• No action must be taken unless “Evacuate. Unfasten your seat belts and get out”
is heard.
• Check outside for any signs of danger before opening the exit.
• How to open the exit (Do you need to sit or stand to open?)
• Which way to evacuate off the wing
•
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Their attention should be drawn to the placard and the safety card
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• That it is necessary to follow any further commands from the Cabin Crew

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• They should be given the option not to sit there
•
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You should seek verification that they have understood

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3.13 BRACE POSITIONS

The brace positions are postures to adopt in order to protect the human body during
aircraft impact, to reduce flailing of arms and legs and to reduce secondary impact
injuries.

3.13.1 CREW EMERGENCY BRACE POSITIONS

When crew are advised of an emergency landing or ditching the following brace
position must be adopted.

REARWARD FACING FORWARD FACING

• Seat belt/harness fastened • Seat belt/harness fastened
• Place feet apart on the floor • Place feet apart on the floor
• Feet placed slightly in front and • Feet tucked slightly rearwards and
pressed down firmly pressed down firmly
• Sit back in seat and press head • Sit back in seat and rest chin on chest.
against head restraint.
• Hands placed one on top of the other
• Hands placed one on top of the behind head with elbows as close
other behind head with elbows as
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together as possible, do not interlock

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close together as possible, do not fingers.

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interlock fingers.

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3.13.2 BRACE POSITIONS FOR PASSENGERS

FORWARD FACING SEATS

Passengers should be instructed to:
• Place feet apart on the floor with your legs back against your seat.

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• Rest head on seat in front of you.

• Place hands on top of head, one on top of the other.
• Do not interlock fingers

OTHER SEAT POSITIONS (I.E. OVERWING)

• Sit as far back in their seat as possible.
• Fasten seat belt tightly. Feet apart on the floor with legs back against their seat.
• Bend as low as possible.
• Place hands on top of head, one on top of the other.
• Do not interlock fingers.
NOTE:
Some passengers may be unable to adopt the full brace position due to existing
medical conditions.

OTHER BRACE POSITIONS (I.E. CHILDREN AND PREGNANT PASSENGERS)

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• Pregnant women should be well padded to protect them as much as possible

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from the deceleration forces with the seat belt fastened below the extended

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abdomen.

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Infants should be secured by a child restraint.
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•

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Older children should be well padded and shown how to bend well forward over

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their legs, once the seat belt is fastened. Owing to the fact that their feet will not

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touch the floor, if at all possible, they should grasp the under-side of the seat on
either side of their legs. Place padding on either side of the child to protect the
child from the arm rests.

3.13.3 BRACE POSITION FOR AN ADULT WITH INFANT ON

THEIR LAP

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3.13.4 INSTRUCTIONS TO ADOPT EMERGENCY BRACE

POSITION

PRE-PLANNED EMERGENCY LANDING/DITCHING

On hearing the Public Address from the Pilots at 500 feet (approximately 30 seconds
before landing),
“Brace, Brace”,
Cabin Crew must shout,
“Brace, Brace”
Loudly and adopt the crew emergency brace position

UNPLANNED EMERGENCY LANDING/DITCHING

If the Commander gives the call:
“Attention, Crew! Brace, Brace”
Cabin Crew must adopt the crew emergency brace position and shout to passengers:
“Brace, Brace”
In order that the passengers may adopt the brace position.

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3.14 CROWD CONTROL
3.14.1 PASSENGER MANAGEMENT AND PSYCHOLOGY
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Passengers are likely to evacuate an aircraft more quickly, when danger is obviously

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present - perhaps in the form of visible flames or smoke.

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The absence of apparent danger may allow passengers to believe they have time to
think of saving their belongings, even before themselves.
If there is obvious danger and self-preservation becomes the motivator, panic may be
the result.
To prevent this occurring, it is essential that firm control and direct instructions are
given by the Cabin Crew.

NEGATIVE PANIC
This can be recognised by a lack of concern by the passenger to take action to save
their own life. They may remain seated, while others around them are making
obvious efforts to get out of the aircraft and even if moving, they may do so with no
real sense of urgency. Direct, shouted commands may well be the only way in which
these passengers’ lives may be saved.

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 Cabin
Crew member is able. These passengers may give wrong directions to others and
serious injury or loss of life could occur as a result of their misguidance.

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The following points must be used in assessing crowd control responsibilities:

1. Assert your authority firmly from the outset

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.

2. Stand to the side of the exit

Stand to the side of the exit so as not to block the exit of evacuating passengers. Keep
hold of the door assist handle. Use physical force to push passengers out of the
aircraft if necessary.

3. Give short, clear, positive commands

All instructions given to passengers as they reach the door should be short, concise
and direct - delivered in a forceful, positive, authoritative manner e.g.:
• “Jump, jump”
• “Come this way”

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• “Go forward”

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• “Go back”
• “Stand back”
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Do not use negative commands such as “don’t wait”, “do not hesitate”.

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4. Dispense with courtesy
Do not waste time saying “please” and “thank you”.
Use whatever verbal measures are necessary to keep the passengers moving.

5. Use physical force where necessary

Use whatever physical force is necessary to keep passengers moving. If a passenger
sits down in the exit and pauses, push them out onto the slide. Do not interfere with
passengers who are moving rapidly toward the exit or if they appear to be
accelerating as they approach the exit.

6. Evacuate passengers at a rate of one per second

Attempt to establish an evacuation rate of one passenger per second through the exit.
If irregularities in the passenger flow occur, re-establish even flow as soon as
possible.

7. Establish verbal contact with passengers as far down the queue as possible.
Make verbal contact with the approaching passengers as far back into the cabin as
possible. Maintain contact to the point where you are sure they have made a positive
commitment to leave through the exit.

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8. Hand baggage considerations

Passengers will have been told to leave all baggage onboard. However, at this stage,
do not interfere with a passenger who may be carrying a small item such as a
handbag or briefcase, unless it is such a size that it is likely to slow the flow rate of
passengers or damage the slide.

9. Remain aware of the situation around you

As the passenger flow diminishes, check the distribution of passengers at other exits.
Inform passengers why exits cannot be used.
For example: “Fire outside”, “Door jammed”, “No slide”.
Direct passengers to the nearest usable exit.
Do not spend undue time and efforts on passengers directly in front of you as they
will be unable to move immediately because of the passengers in front of them.
As the flow is established toward the exit, keep the vestibule or aisle areas in front of
you clear.
When the flow of passengers to your exit is depleted, quickly check activity at all
other exits. If a problem area exists, take action to assist. If no problems are apparent
then leave the aircraft.

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10. Leadership must extend to outside the aircraft

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Once on the ground, direct passengers to a secure and protected area away from the
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aircraft and supply any aid that is required.

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Keep the passengers grouped together.
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Make a count of the passengers.
The passengers will be relying on the crew and they are the crew’s responsibility.
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 aircraft.
The crew should mix with the passengers to show that they are interested in them
and to reassure them.
The crew should not be grouped together or disassociate themselves from the
passengers.
When rescue services arrive ensure that there is an orderly transfer of responsibility
for passenger handling from the crew to an adequate number of ground personnel.
Until this time, the primary responsibility of the Commander and crew is the general
welfare of the passengers. This shall have priority over all other duties and
responsibilities.

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3.15 INSTRUCTIONS FOR EVACUATION

In the event of an evacuation, passengers should receive direction and positive
guidance from the Cabin Crew, in the form of shouted commands as follows:

INSTRUCTIONS FOR LAND EVACUATION - ALL DOORS

Commands To Passenge Actions By Cabin Crew

“Unfasten your seat belts and get out” Unfasten seatbelt and move to assigned
(repeat as required) exit.
“Stand back, stand back” Check for outside hazards, if all clear,
(repeat as required) check door armed, open door, pull manual
inflation handle and check slide inflation.
If not clear, redirect pax to nearest usable
exit.
“Come this way, come this way” Call passenger to exit when ready to
(repeat as required) evacuate.

“Jump, jump” (repeat as required) Shout at passengers as they get to door.

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INSTRUCTIONS FOR DITCHING - ALL DOORS

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In addition to the land evacuation commands the following should be used in a
ditching depending on the situation

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Commands to passengers Actions by Cabin Crew

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“Put on your lifejackets” (unplanned only)
(repeat as required)
Put on crew lifejacket.

“Move to the centre of the cabin” (if Direct passengers to the centre of the
evacuating through overwing exits) cabin.
(repeat as required)
“Do not inflate lifejacket inside aircraft” Instruction to stop passengers inflating
(repeat as required) lifejacket inside aircraft.

INSTRUCTIONS FOR LAND EVACUATION - OVERWING EXITS

At overwing exits commands to be given are

“Face rear, leg first” Passengers are advised to get off trailing edge of the wing
(repeat as required)

INSTRUCTIONS FOR DITCHING - OVERWING EXITS

At overwing exits commands to be given are:

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“Face forward, leg first” Passenger are advised to get off the leading edge of the
(repeat as required) wing.

3.16 PASSENGERS WITH REDUCED MOBILITY

A Person with Reduced Mobility (PRM) is defined as:
‘A person incapable of moving themselves from their seat to a floor level exit in the
case of an emergency evacuation’.
When boarding a Person with Reduced Mobility the seating regulations must be
strictly adhered to. In the event of an emergency landing, passenger evacuation
priority should be given to mobile adults, children and infants followed by the
evacuation of the Person with Reduced Mobility.
When evacuating a Person with Reduced Mobility, any crutches or walking aids
should remain securely stowed to ensure they cannot impede evacuation. A Person
with Reduced Mobility will receive assistance either from the crew, or in the event
of a pre-planned evacuation from a pre-briefed Able Bodied Passenger (wherever
possible).
An individual briefing will be given to any Person with Reduced Mobility and to

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accompanying persons. In the event of evacuation, the accompanying persons (or

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selected Able Bodied Passenger) will need to sit behind them as they go down the
escape slide.
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The exact location of PRMs in the cabin should be noted, so that in the event of them

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being unable to evacuate in time, this information will assist the fire services with

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their attempts to rescue them.
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A Person with Reduced Mobility may not be seated in restricted seats.

3.17 UNUSABLE EXITS

3.17.1 ALTERNATE EXITS
If a door is inoperative for any reason, each door has an alternate - this being the exit
immediately opposite.
In the event of both doors being inoperative, passengers should be redirected to the
nearest available operational exit.

3.17.2 USE OF SLIDES IN AN EVACUATION

Should an evacuation slide deflate whilst in use, it can be used as a hand held slide
(sometimes called a “rag slide”) by Able Bodied Passengers who have already
evacuated.
At the base of the slide are grab handles that must be pulled tight to enable the slide
to be used.

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However, should the slide fail to inflate initially, this procedure will not apply. In this
case the exit cannot be used and the passengers must be redirected towards the
nearest available usable exit.

3.17.3 ENGINE DANGER AREAS

Cabin Crew must be aware that if any engine is still running during a ground
evacuation, then the slide immediately aft of the operating engine may be damaged
and any evacuating passengers are likely to suffer injuries from the jet blast.
In the case of a slide being deployed forward of an operating engine, then the
evacuating passengers would risk being drawn in to the air intake.
Obviously, it is not desirable to evacuate passengers into these dangerous areas and
in the ideal case, the engines would already have been switched off before the order
to evacuate was given. If, however, an evacuation must proceed and there are no
alternative exists, then instruct the passengers to protect themselves and to move
quickly to a safe area after leaving the aircraft.

3.18 LAND EVACUATION AND DITCHING

3.18.1 AFTER IMPACT

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Any emergency landing whether on land or water may result in several violent

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deceleration surges before coming to a complete stop. Do not unfasten seat belts

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until the aircraft has come to a final stop. Circumstances permitting, this command
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from the Pilots will initiate evacuation:

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“Evacuate. Unfasten your seat belts and get out”
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3.18.2
unc LIGHTS
EMERGENCY
If the emergency lights fail to illuminate on impact, any Cabin Crew member seated
adjacent to the Emergency Light Switch in the cabin should switch them ‘on’.

3.18.3 LAND
Make use of all usable exits. In a crash situation, delayed ignition is very possible,
start the evacuation quickly.

3.18.4 DITCHING
Evaluate conditions and all exits, it may be possible to use exits apart from those
recommended for a ditching.
An aircraft may only float for a short time and a quick evacuation is vital.

3.18.5 PRE-PLANNED/UNPLANNED EVACUATION

CABIN CREW RESPONSIBILITIES

• Check for outside hazards.
• Check slide armed.

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• Open the exit if practicable.

• Pull manual inflation handle and check slide inflation.
• Direct evacuation.
• Continue assessing evacuation/exits/slides.
• Redirect passengers if necessary.
• Check cabin clear and evacuate self.
• If time and situation permits, remove any necessary items of safety equipment.

PILOTS RESPONSIBILITIES
Depending on the circumstances the Commander will remain on board to monitor
the situation internally and the First Officer will evacuate to monitor the evacuation
externally.

3.19 REJECTED TAKE-OFF/GO AROUNDS

A rejected take-off is an unexpected stop on the runway during the take-off run and
may not necessarily result in an evacuation. This is controlled by the Pilots and may

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be due to:

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• An order from Air Traffic Control.
• A blockage on the active runway.
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A technical problem.
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A go around, although unusual and obviously unsettling, can occur for a number of

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reasons and will not normally be an emergency situation.
Some of these reasons could be:
• Runway obstructed by another aircraft.
• Adverse weather conditions.
• A technical malfunction where the Commander decides that the Pilots require
more time to resolve the problem prior to landing.

3.19.1 REJECTED TAKE-OFF PROCEDURES

After a rejected take-off where the aircraft comes to a full stop the Pilots will make
the PA "Attention! Crew at Stations".
• All Cabin Crew must release themselves from their seats and go to their door of
responsibility and check outside conditions whilst awaiting instructions from the
Commander via the PA or interphone.
• Cabin Crew must remain alert in case of the unlikely event of an evacuation call
being made.
• Passengers should be monitored for any signs of distress.

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• Any other communication from the Cabin Crew at the rear of the aircraft must be
made via the interphone system.
After a rejected take-off where the aircraft does not come to a full stop and continues
to taxi the Pilots will make the PA "Cabin Crew, normal operations". All Cabin Crew
must remain in their assigned crew seat with their harness fastened and passengers
should be monitored for any signs of distress.
REFERENCE: Section 3.9, “Emergency On The Ground”

3.19.2 GO AROUND PROCEDURES

During a go around Cabin Crew must:
• Remain in their seats.
• Observe the reactions of and reassure those passengers nearby.
• Await further instruction from the Commander on the Interphone or Public
Address.
The following Public Address should be made by the Senior Cabin Crew Member:
“Ladies and Gentlemen, for operational reasons the Captain has considered it

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necessary to climb back up rather than continue the landing. This is a completely

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normal procedure and the pilots will give us more information as soon as possible.
In the meantime please remain seated with your seatbelt fastened. Thank you.”

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3.20
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GROUND BASED EMERGENCY SERVICES
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Ground based emergency services include:
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Fire Brigade - based at all airports of operation
Ambulance services - may or may not be based at an airport
• Local Police - may or may not be based at an airport
• Hospitals
• Air Traffic Control
In the event of an emergency the Operations Control Centre, based at London Luton
Airport will co-ordinate all airline activities. This will include teams of easyJet
Personnel who will go to the scene of an incident to assist with activities. easyJet also
has airport liaison personnel at all airports that easyJet operates services from/to.

3.21 PILOT INCAPACITATION

Pilot incapacitation may take many forms. It may occur gradually or suddenly, be
partial or complete and can be preceded by a warning, or happen with no warning
at all.
The definition of incapacitation is where a Pilot suffers medical symptoms of illness
during flight, which may impair the affected Pilot’s ability to operate the aircraft.
These symptoms may include (but are not limited to): severe headache, chest pains,
dizziness, loss of vision (partial or complete), disorientation, vomiting or diarrhoea.

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The Pilot Incapacitation procedures must be carried out even if the Pilot appears to
recover, as the early symptoms may be a warning of a more severe illness.
If the incapacitated Pilot is actually the Pilot Flying (PF) the aircraft, the incapacitated
Pilot must immediately advise the other Pilot (PNF) and hand over control.
If the illness appears life threatening, then the Senior Cabin Crew Member must be
called to the Flight Deck with the Public Address:
“Senior Cabin Crew Member to the Flight Deck”
or three double chimes can be used in the event of a PA system failure.
However, if the symptoms appear less than life threatening, the Cabin Crew may be
called by the use of the attendant call button in the Flight Deck.
Before entering the Flight Deck a guard must be in place.
REFERENCE: Section 2.6.3.1, “Opening Of The Flight Deck Door During Flight”
The first Cabin Crew member who enters the Flight Deck, will carry out the following
actions:
(a) Check with the PF if the incapacitated Pilot’s seat can be moved. When advised
that the Pilot's seat can be moved, pull the Pilot back by the shoulders - away
from the controls.

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(b) Place an arm across the Pilot’s chest, to hold them back into the seat.

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(c) Operate the horizontal control with the other hand; slide the seat back as far as

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possible.

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(d) Lift each knee to remove the Pilot’s feet from the rudder pedals.

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(e) Still holding the Pilot upright, secure the five-point harness.

(f) Lock the inertia reel shoulder straps with the locking lever on the inboard side of
the seat - and secure the hands inside the shoulder straps.
(g) First Aid - administer as necessary. A portable oxygen bottle from the cabin
should be used to administer oxygen if required.
(h) As the remaining Pilot will require assistance, the Cabin Crew member should
liaise with the Pilot as to what further duties or assistance is required of them.
It should be noted that on hearing the PA, “Senior Cabin Crew Member to the Flight
Deck” if the Senior Cabin Crew Member is occupied at the rear of the aircraft, the
nearest crew member to the Flight Deck must immediately go into the Flight Deck.
One of the duties requested by the Pilot Flying (PF) may be assistance with the
reading of the checklist. In this instance the Cabin Crew member would read aloud
the left hand column and wait for a positive response before continuing onto the next
item on the checklist. Cabin Crew should continue to the last item of the checklist
and once the pilot has given the response to the last checklist item they should reply
"Checklist complete". Cabin Crew should be aware that if the PF shows a raised open
hand signal, this may indicate that they are busy (maybe on the radio to ATC).

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Unless advised by the Pilot flying, the Cabin Crew member assisting on the Flight
Deck should return to the cabin and take their normal position for landing. The safety
and welfare of the passengers is paramount should an incident occur on landing.
If a Cabin Crew member is required to assist on the Flight Deck for landing, where
possible, this should not be the SCCM. In this event a Cabin Crew member must be
seated adjacent to each set of doors (not overwing exits) for landing.

3.22 DECOMPRESSION
3.22.1 DEFINITION
In order to function properly, the human body requires a certain amount of oxygen.
It is necessary therefore, that an adequate supply of oxygen is provided for
passengers and crew when aircraft fly at high altitudes. The further the aircraft gets
away from the earth’s surface as it climbs, the lower the air pressure becomes. As the
air pressure decreases, so the air becomes thinner and there is a corresponding
reduction in the amount of oxygen it contains. At high altitudes in the aircraft, the
required amount of oxygen is provided by pressurising the cabin. Assuming that the
air pressure in the cabin is maintained, then the passengers and crew can function
normally as they have sufficient oxygen. If the pressurisation system should fail, or

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an explosion were to cause a puncture of the pressure hull of the aircraft at high
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altitudes, then the pressure in the cabin will equalise with the pressure outside. This

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de-pressurisation at high altitude is referred to as DECOMPRESSION.

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3.22.2 INDICATIONS

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SLOW DECOMPRESSION
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This is caused by a window/door seal leak or a fault in the pressurisation system.
Symptoms of shortage of breath, palpitations and light-headedness may be noticed.
If these are noticed the Pilots must be informed.
As the aircraft cabin altitude rises through 10,000ft, the Pilots receive an audible and
visual warning on the Flight Deck.
If time permits there would be a Public Address announcement from the Pilots to the
Cabin Crew:
“Cabin Crew return to stations. We are commencing a descent. Return to your
seats and fasten your seatbelts”.
Upon hearing this Public Address, the Cabin Crew must immediately suspend the
service, stow their equipment and return to their crew seats, fasten their own seat
harnesses and wait for further instructions.

RAPID DECOMPRESSION
A sudden loss of cabin pressure caused by an explosion, cargo door failure, or
anything which causes damage to the aircraft structure leaving an opening, is termed
as a rapid decompression.
Indications in the cabin may include:

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• Sudden metallic clang or boom.

• Immediate dense fogging in the cabin (temporarily due to cold air from outside
mixing with warm cabin air).
• Strong rush of air as the cabin equalises with the pressure outside.
• Dust and debris in the area being blown out by the “rush” of air.
• Sudden drop in temperature.
• Passenger drop-down oxygen masks deploy.
• Seatbelt signs illuminate.

3.22.3 PERSONAL SIGNS AND SYMPTOMS

First signs during the decompression, may include:
• Severe pains in the ears, sinuses and stomach as gases inside the body try to
escape to equalise the pressure.
• Feeling of chest expansion followed by forced exhalation of breath.
• Feeling of coldness and faintness or nausea.
• Difficulty in speaking.
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3.22.4 IMMEDIATE ACTIONS TO BE TAKENrBY
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Put on a drop down mask, sit down out of the aisle and either fasten seat belt or

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wedge yourself between passengers.
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In a situation where the drop down oxygen has deployed, if the aircraft does not
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begin to descend within a few minutes, and there has been no communication from
the pilots, the Cabin Crew must try to contact the Flight Deck via the interphone. If
there is no answer Cabin Crew will need to try to gain access to the Flight Deck as
both pilots could be incapacitated. Cabin Crew should remain on oxygen at all times
and those making their way to the front of the cabin should transfer to portable
oxygen as soon as possible. Access should be gained by entering the access code on
the Flight Deck Door keypad; the Flight Deck door should still be guarded at this
time. Once inside the Flight Deck, if Cabin Crew find both pilots are unconscious,
they should try to rouse them and administer oxygen if necessary.
CAUTION:
Cabin crew must be aware of the dangers of removing oxygen at altitude, even
to speak on the interphone, as the time of useful consciousness may only be a
matter of seconds.

3.22.5 PUBLIC ADDRESS - COMMUNICATION WITH CABIN

CREW AND PASSENGERS
If time and circumstances permit the Pilots will make a Public Address
announcement to the cabin once established in the emergency descent. This may
take the form of:

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“Ladies and gentlemen this is the Captain speaking. We have lost cabin pressure
and are descending to a lower altitude. Put your oxygen masks on and obey the
instructions of the Cabin Crew”.
After the emergency descent and the aircraft has levelled off, the following Public
Address will be made to passengers by any Cabin Crew Member or Commander:
“Ladies and gentlemen, we have experienced a loss of cabin pressure. The aircraft
has levelled off at a safe altitude where pressurisation is not required. There may
be a smell of burning from the oxygen generators, this is quite normal and there is
no cause for concern. Please remain seated with your seatbelt fastened, more
information will be provided shortly”.

3.22.6 MONITORING OF PASSENGERS

During the emergency descent (eight - ten minutes), Cabin Crew must remain
strapped in and ensure that passengers:
• Have an oxygen mask fitted.
• Remain seated with seatbelts fastened.
You can achieve this by shouting commands to the passengers.

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3.22.7 ACTIONS TO BE TAKEN WHEN THE AIRCRAFT HAS
LEVELLED OFF
When the aircraft has levelled off, the Commander will make this Public Address
announcement:
“Senior Cabin Crew Member to the Flight Deck”
This is the signal to Cabin Crew that they may move and should transfer to a portable
oxygen set. Cabin Crew should do this while utilising spare oxygen masks in the
cabin until they reach a portable oxygen set. Cabin Crew must remain on oxygen
until told otherwise.
The Senior Cabin Crew Member will enter the Flight Deck and report to the
Commander; the Flight Deck door should be guarded at this time. The Commander
will require information from the Senior Cabin Crew Member regarding any damage
to the aircraft and any passengers or crew injured or missing.
The Senior Cabin Crew Member will then return to the cabin to ensure that Cabin
Crew members are carrying out their duties and obtain information from all areas.
After this has been done, the Senior Cabin Crew Member will return to the Flight

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Deck (the Flight Deck door should again be guarded at this time) and update the
Commander on any new developments which may have occurred involving
passengers, crew or the aircraft itself.
Once this has been done, the Senior Cabin Crew Member will require information
from the Commander about their intentions using the ‘NITS’ briefing.
REFERENCE: Section 3.4, “NITS Briefing”

3.22.8 CHECKING PASSENGERS AND CABIN SECURE

Cabin Crew will go to their respective galleys and ensure that all electrical power is
switched off, and then move through the cabin assisting passengers, especially those
who may have failed to don their oxygen mask.

CABIN CREW - PRIORITIES FOR ASSISTING PASSENGERS

• Toilets - check to ensure no-one is unconscious behind closed doors. If a
passenger is in a toilet, then move them to the nearest seat available. In the event
of the aircraft being full, then lift the armrests and sit four passengers on a row.
• Unconscious Passengers - fit masks and check breathing.

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• First Aid - administer as necessary. Prioritise the injured and treat the most serious
first.
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•
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Prevent Panic - reassure passengers with plenty of “Crew Profile” in the cabin

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using the Public Address system and/or megaphone to assist in crowd control/

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communication.

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• Seatbelts - check all fastened and strictly enforce “No Smoking”.

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After the drop down oxygen supply has been exhausted, the Cabin Crew should ask
all passengers to remove their masks. Passengers, who still require oxygen, must be
placed on therapeutic (portable) oxygen by the Cabin Crew.

3.22.9 OXYGEN - ADMINISTERING AS APPROPRIATE

PASSENGERS
Extended flight at cabin altitudes of 10,000ft will induce fatigue sooner or later,
although healthy passengers should not need continuous oxygen below 15,000ft if
they remain relaxed and seated.
Elderly passengers, expectant mothers or disabled passengers may need oxygen at
least for some of the time and the Cabin Crew should be particularly alert on this
account.
Extended flight at cabin altitudes above 15,000ft (at which oxygen is required to be
used) means that no passenger service should take place, and passengers and
inactive Cabin Crew should remain seated to conserve energy and reduce their
oxygen requirements.

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 Emergency Procedures

3.23 FIRE
3.23.1 THEORY OF FIRE AND SMOKE
Combustion is a chemical reaction. All fires consist of three elements:

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If one of these elements is removed, the fire will go out.

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Fuel Everything that will burn

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Oxygen
Heat
nc In the air
Source of ignition e.g. matches, lighters, electrical cables shorting etc.

Removal of FUEL is known as starving the fire.

Removal of OXYGEN is known as smothering the fire.
Removal of HEAT is known as cooling the fire.
The successful extinguishing of any fire relies on these techniques either singly or in
combination, for example:
• Use of liquids such as water, juice, milk, tea, coffee will cool the fire.
• A fire blanket or lid (such as a wet tea towel over a chip pan smothers the fire)
• Isolating the fuel by turning off the supply or moving unaffected materials away
from the fire, will starve it of fuel.
The appropriate method of extinguishing must be used for the specific fire scenario.

3.23.2 CLASSIFICATION OF FIRES

Fire is classified in accordance with the numerous types of extinguishing agents
available. Each agent is restricted by its properties to the type of combustible material
it is used on. As an example; enough water poured over a burning seat would

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effectively extinguish the fire, but the same action taken when dealing with an
electrical fire would intensify the fire and conduct electricity to the fire-fighter
causing injury or death.

Classification of Fires
Class Description of Type Code
CLASS A Solids, usually of an organic nature in which combustion takes
place with the formation of glowing embers, e.g. wood, paper,
plastics, textiles, rubber.
CLASS B Flammable liquids, e.g. alcohol, oil, grease, tar, oil based paint
& lacquer.
CLASS C Flammable gases, e.g. butane lighter gas.
CLASS D Combustible metals e.g. sodium, magnesium, titanium.
Note: It is not easyJet policy to carry any Class D materials in the
cabin, refer to easyJet Operations Manual - General (Part A) -
‘Dangerous Goods and Weapons’, Chapter 9.
ELECTRICAL Live electrical equipment. Although electricity itself does not

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burn, it is classified as a type of fire because of its dangerous

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reaction with some types of extinguishers.

3.23.3 SMOKE OR FUMES

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If a fire occurs onboard an aircraft, the combustion by-products from cabin

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furnishings are likely to include toxic or asphyxiating smoke or fumes. For this

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reason, smoke hoods are available for immediate use when fighting a fire. A smoke
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hood should be donned at the first sign of dangerous fumes or smoke. Remember
that some fumes are invisible.
The quantity or location of smoke may give little indication as to the size or location
of the fire. Similarly, the smell of burning may not directly reveal the source of the
fire.
A fire behind panelling can cause smoke or fumes to appear in different parts of the
cabin and locating the source of the smoke is of great importance.
The main causes of incapacitation in an in-flight fire are the toxic fumes created,
which may result in death from asphyxiation. The cabin interior is made from a
combination of man-made materials which all produce dense toxic fumes when a
heat source is introduced.
As heat is present, these fumes rise. Therefore, in the confined space of the cabin
these toxic and very hot fumes will collect in the ceiling area.
Breathable air will therefore be at floor level.
Should the smoke make breathing difficult, the Commander will vent the cabin.
Smoke is a by-product of fire and if there is no visual sign of flames, check the area
to see if heat is present. If a hot area is found, remove all combustible materials from
the area to help prevent the fire from spreading.

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 Emergency Procedures

There have been reported incidents of smoke or fumes onboard and it is important
that Cabin Crew protect themselves accordingly. Consideration should be given to
donning a smokehood depending on severity and type of incident. Portable oxygen
won't protect you from any harmful smoke/fumes and as a result should only be used
for theraputic purposes.
Crew should be aware that whilst wearing a smokehood it could cause practical
difficulties in communicating with other crew and passengers. Use of the PA and
Interphone could be hampered as could the ability to hear calls from other crew
including the Pilots. Effective communication is important in an emergency situation
but the safety of the crew is also paramount.

3.23.4 SOURCE OF FIRE - IMPORTANCE OF LOCATING THE

SOURCE OF AIRCRAFT FIRES
Being aware and alert of all possible fire situations and knowing how to deal with
them is important onboard an aircraft. Cabin Crew should be vigilant throughout the
flight and make constant checks through the cabin, especially the toilet areas.

3.23.5 SOURCES OF FIRE - THE POSSIBILITIES

PASSENGER CABIN
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• Overhead lockers
Air conditioning
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Electrical faults
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• Faulty lights
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External fire affecting cabin
• Passengers smoking

GALLEYS
• Ovens - electrical faults, foreign objects, overspill of fat or grease
• Water boilers - electrical faults
• Gash bags
• Galley curtains

PASSENGERS’ HAND BAGGAGE

• Alcohol and perfume
• Lighter fuel
• Matches
• Gas cartridges
• Lighters

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TOILETS
• Passengers smoking
• Drug takers
• Toilet flush motors
• Electrical faults
• Intentional arsonists

3.23.6 GENERAL PROCEDURES FOR DEALING WITH ANY

INFLIGHT FIRE
It is of upmost importance to immediately locate and identify the FIRE SOURCE. The
extreme danger of an in-flight fire cannot be overstated. Prompt and proper fire
fighting action is imperative. A fire is extremely dangerous and will spread quickly
unless prompt action is taken.

3.23.7 FIRE FIGHTING DRILL

The Fire Drill involves the following three roles and these must be clearly defined
upon discovery of the fire:

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• Fire Fighter
• Communicator

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• Co-ordinator
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ACTIONS TO BE TAKEN BY THE FIRE FIGHTING TEAM

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1. Fire Fighter
The Crew Member who discovers the fire, or is informed of the fire by a passenger, is the
‘Fire Fighter’ and must immediately tackle the fire and:
• Switch off any electrical supply involved.
• Collect appropriate fire-fighting equipment.
• Attack the fire immediately.
• SIMULTANEOUSLY with the above actions, the fire fighter must attract the attention
of a second crew member who becomes the ‘Communicator’

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2. Communicator
The second crew member must alert the Commander by means of an emergency
interphone call. Having alerted the Commander, the ‘Communicator’ must keep them
fully informed of the situation. The Commander must be told:
• Who is speaking and where from.
• Where the fire is.
• If the source of the fire has been established.
• How many extinguishers have been used.
• Reaction and situation of passengers
• SIMULTANEOUSLY with the above action, the Communicator must attract the
attention of a third crew member who becomes the ‘Co-ordinator’.

3. Co-ordinator
The Co-ordinator is responsible for taking overall charge of the situation and:
•
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Bringing any back-up fire fighting equipment to the ‘Fire Fighter’

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• Removing portable oxygen and other safety equipment from the area.

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• Keeping the ‘Communicator’ informed.
•
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Moving the passengers as appropriate and reassuring/controlling remaining

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passengers.
•
•
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Utilising any other crew members as appropriate.
Ensuring fire is extinguished and smouldering material damped down.

Once the fire has been extinguished the Senior Cabin Crew Member must report in
person to the Commander.

3.23.8 CONTROL OF PASSENGERS

Cabin Crew members available should act as crowd controllers and must carry out
the following duties in a calm, but assertive manner:
• Guard the door areas and the Flight Deck door and watch for any signs of panic
that should be subdued immediately.
• Prepare wet headrest covers/available materials for distribution to the passengers
should toxic smoke affect their breathing. Instruct the passengers to bend down
to the floor as low as possible where the smoke density is thinner.

3.23.9 SPECIFIC FIRE SCENARIOS

When operating a BCF extinguisher in a confined space e.g. a galley, toilet or Flight
Deck, always use a smokehood. BCF extinguishers must always be tested prior to use
regardless of the type of fire scenario.

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3.23.9.1 GALLEY CURTAIN FIRES

Using a BCF extinguisher:
• Aim at the base of the fire and work upwards.
• Remove the affected material, place in a fire retardant bag and dampen down
with water or other non-flammable liquid.

3.23.9.2 UNDERFLOOR FIRES - INCLUDING CARGO HOLD FIRES

It is usually not possible to gain access to the fire source in an under-floor fire -
especially if only smoke is present.
In this situation, use any pre-dampened material such as curtains. to try to prevent
further smoke from entering the cabin, while a descent and emergency diversion to
land at the nearest airport is made by the Pilots.

3.23.9.3 TOILET FIRES

The temperature of the outside of the toilet door can give an immediate indication of
the severity of a toilet fire. Use the back of your hand to gently touch the outside of
the door and assess how hot it is:

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If the door is cool:

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This would indicate that the fire is at an early stage:
•
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Don smokehood and protective gloves, have BCF ready.
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Crouch down low to minimise the exposure to fire and smoke.

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• Open the door slowly with caution, not more than a few centimetres, using the

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door as protection.
• Enter the toilet with caution - stay down low below smoke levels for optimum
visibility.
• Locate the fire source and carefully remove panels where necessary (if necessary
use the axe).
• Aim the nozzle of the extinguisher at the source of the fire.
• Discharge the extinguisher at the base of the fire or as near to it as possible using
short bursts.
• If the fire re-ignites, discharge more BCF and repeat as necessary.
• Check all surrounding areas for fire. This may include removing the waste bin or
other units.
• To prevent re-ignition, use water to damp down where appropriate.
• Monitor the area and keep passengers away until the aircraft has landed.

If the door is hot:

This would indicate that the fire is severe and at a critical stage.
• Don smokehood and protective gloves, have BCF ready.

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• Crouch low to minimise exposure to fire and smoke.

• Open door slowly and cautiously, not more than a few centimetres, using the
door or bulkhead as protection.
• Fully discharge a BCF extinguisher into the toilet compartment and immediately
close the door- leave for one minute.
• Discharge another BCF extinguisher if necessary into the toilet compartment.
• When there are no flames visible, enter the toilet, keeping low and locate the
source of the fire, carefully removing panels where necessary (if necessary use the
axe).
• Aim the BCF at the source of the fire, discharging it as near to the base of the fire
as possible.
• If the fire re-ignites, discharge more BCF and repeat as necessary.
• Check all surrounding areas, removing waste bins and other units if necessary.
• Prevent re-ignition by damping down with water where appropriate.
• Monitor the area and keep passengers away until the aircraft has landed.

3.23.9.4 OVEN FIRES

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All Cabin Crew must be aware that the major hazard from an oven fire occurs when

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the door of a heated oven is opened, as the introduction of oxygen can cause a flash
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fire. The procedures for dealing with an oven fire are as follows:

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Switch off all electrical supplies and pull all circuit breakers.
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Keep the door closed. In most cases the fire will self-extinguish.
Standby and monitor the situation with a BCF extinguisher, which should be
tested and ready for use. Also have a smoke hood and protective gloves ready for
use.
If the situation worsens:
• Don smokehood and protective gloves.
• Open the door slowly, using the door or bulkhead as protection, enough to insert
the nozzle of the extinguisher through.
• Deliver a short blast of BCF and immediately close the door.
• Monitor the situation and repeat the procedure if necessary.
• Carefully remove and check any contents that have been on fire for signs of
smouldering.
• Place the contents into a fire retardant bag and dampen down with water.
• Check all surrounding areas for signs of fire or heat - be aware of the possibility
of heat from the back of the oven to cause fire elsewhere.
• Monitor area for remainder of the flight.

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3.23.9.5 GASH BAG FIRES

Smoke without flames:
• Use any non-flammable liquid to damp down and close bag immediately.
• Check contents for further smouldering.
• Remove any contents, break down and dampen - place in another fire retardant
bag.
• Monitor until the aircraft has landed.
If flames are present:
• Don smokehood and protective gloves
• Discharge a BCF extinguisher ensuring that the force does not scatter the
contents. Spray against a wall/bulkhead to avoid this happening.
• Immediately seal the top of the fire retardant bag.
• Discharge more BCF as necessary opening up a corner of the bag.
• When the fire is extinguished, break down and dampen using non-flammable
liquid.

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• Check for further smouldering and place any affected contents in another fire
retardant bag.

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Monitor until the aircraft has landed.
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•

3.23.9.6 OVERHEAD LOCKERS

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The temperature of the outside of the locker can give an immediate indication of the
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location and severity of the fire. Use the back of your hand to gently touch the
outside of the locker and assess how hot it is.
• Don smokehood and protective gloves.
• Partially open the overhead locker, ensuring the contents do not fall out.
• Discharge a BCF into the overhead locker, close and monitor.
• Re-open the overhead locker slowly, ensure the fire is out.
• Remove the contents and use water or other non-flammable liquid, then dampen
contents which have been on fire. Ensure this accomplished away from electrical
sources.
• Check adjacent overhead lockers and surrounding areas for signs of heat, smoke
or fire and take appropriate action.
• Monitor the area until the aircraft has landed.

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3.23.9.7 HANDBAGGAGE
• Immediately dampen the area with non-flammable liquid - or if flames present,
don smokehood and protective gloves and carefully discharge BCF into the area.
• Check contents for further smouldering, ensuring that they are thoroughly
dampened down and placed into a fire retardant bag.
• Check surrounding area and monitor for the duration of the flight.

3.23.9.8 PAPER, FABRIC, FURNISHINGS INCLUDING SEAT FIRES

• Immediately dampen down with non-flammable liquid - or don smokehood and
protective gloves and use BCF if flames are present, ensuring that the area is
thoroughly dampened down after use of BCF.
• Check surrounding area and monitor for the duration of the flight.

3.23.9.9 ELECTRICAL FIRES

In the case of an electrical fire there is likely to be a smell of burning followed by
smoke prior to the appearance of any flames.
• Immediately isolate the electrical supply by switching off and pulling the circuit

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breakers. This can be initiated by the Cabin Crew or the Commander depending

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on location.
•
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Standby with BCF extinguisher, smokehood and protective gloves and check all

d
e
surrounding areas.

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• Monitor for the duration of the flight and ensure that all the electrical supply

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remains disconnected. The affected system must not be used for the remainder of

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the flight.

3.23.9.10 LITHIUM BATTERY FIRES

Lithium batteries are installed in a wide range of portable electronic devices. These
include laptop computers, camera devices, mobile telephones and childrens toys
and games.
The potential hazard from these batteries occurs when the plastic seal known as the
'housing' is damaged, which may then expose lithium to the atmosphere causing
oxidisation (chemical reaction with oxygen).Toxic fumes and gases will be emitted
prior to the battery igniting. The Pilots must be advised promptly of the fire stating
that it involves a lithium battery as this is classed as a Dangerous Good.
The procedure for dealing with a lithium battery fire is as follows:
• Put on smokehood and protective gloves.
• Discharge a small burst of BCF as required over the unit (do not attempt to
remove the battery).
• Douse device with water (or other non-flammable liquid) to cool cells and
prevent ignition of adjacent cells.
• Do not move the device until satisfied that it has cooled sufficiently.

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Emergency Procedures

• Monitor for the duration of the flight.

• After landing identify the device to ground personnel stating where it is stowed

3.23.9.11 FLIGHT DECK FIRES

The Commander may require the assistance of Cabin Crew to bring additional back-
up equipment and extinguishers to the Flight Deck; the assistance may be requested
from the Cabin Crew by use of the interphone.

3.23.9.12 CONCEALED FIRES (FOR EXAMPLE CABIN WALL, CEILING,

BEHIND BULKHEADS)
If a fire occurs in an area that is difficult to access, then the source of the fire will be
much more difficult to find. To locate the source, the Cabin Crew must search for
“hot spots” using the back of the hand to test panels for temperature. The reason that
the back of the hand is used is to prevent the natural closing of the hand when
something hot is touched from grasping a hot surface and burning the hand. Once
the source has been located:
• Put on smokehood and protective gloves.
• Lever open any panels or alternatively pierce a small hole in the panelling using

d
the crash axe, being careful not to damage cables, wiring or pipes.

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• Discharge the BCF behind the panelling towards the source of the fire.
•
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Replace panelling immediately to contain the BCF.

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• Discharge more BCF as necessary.

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• Monitor the area for the remainder of the flight.

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3.23.9.13 CATERING EQUIPMENT AND SUPPLIES FIRES
Water heaters/beverage makers are standard equipment in each galley. In the event
of a fire, the following procedure should be carried out:
• Switch off the electrical supply and pull the circuit breakers.
• Standby and monitor the situation with a BCF extinguisher, which should be
tested and ready for use. Have a crash axe, smokehood and protective gloves
ready for use.
• If the fire doesn't extinguish, put on smokehood and protective gloves.
• Deliver a short blast of BCF to the seat of the fire.
• Monitor the situation, repeat the procedure if necessary.
• Check all surrounding areas for signs of fire, be aware of the potential for the fire
to spread to a nearby appliance. Water cannot be used to cool down an electrical
fire such as in a beverage maker.
• Switch off all galley electrics in BOTH galleys by pulling circuit breakers and
ensure they remain pulled for the remainder of the flight.

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3.23.10 EXTINGUISHING AGENTS AVAILABLE

BCF (BROMOCHLORODIFLUOROMETHANE)
BCF is the extinguishing agent carried onboard all easyJet aircraft in fire
extinguishers.

NON-FLAMMABLE LIQUIDS
In the case of very minor fires - ashtray fires, smouldering seats etc, providing
roviding that there are no electrics involved, then non-flammable liquids can be used
to douse the fire. Liquids available on board to use are: water, minerals, tea, coffee,
etc.

TOILET AUTOMATIC FIRE EXTINGUISHERS

Automatic fire extinguishers are installed in aircraft toilet wastebins.

FIRE RETARDANT BAG

Fire retardant bags are carried on all aircraft. Whenever a free standing gash bag is
used, i.e. not lining a metal waste bin, the gash bag must be contained in a fire
retardant bag.

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3.23.11 PROTECTION OF CABIN CREW AND PASSENGERS

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In the confined space of an aircraft cabin, toxic fumes and gases will collect in a very

d
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short space of time and displace the breathable air.

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The physical effects of smoke on an individual would be watering eyes,

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disorientation, choking, asphyxiation and panic.

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Passengers should be repositioned away from the area where possible and told to
keep their heads down as low as possible, giving them wet headrest covers/other
materials to put over their nose and mouth to assist their breathing.
The Cabin Crew must protect themselves by donning smokehoods. The use of
therapeutic oxygen while fire fighting is extremely dangerous as the oxygen may feed
the fire, therefore resulting in severe injuries to the crew member wearing the
equipment. Additionally, therapeutic oxygen equipment provides a low
supplemental oxygen flow and the mask will give no protection in a smoke filled
environment.

3.23.12 SMOKE REMOVAL PROCEDURES

It is important that the Commander is kept advised of the situation in the cabin and
if the smoke is severe, he/she may carry out the smoke removal procedure.
The Commander may initiate a descent to an altitude where the cabin pressure will
be equalised. The airflow rate through the cabin will then be increased, causing the
smoke to be carried aft.
The Commander will advise the passengers of the situation and divert the aircraft to
the nearest suitable airport. The Commander will liaise with the Senior Cabin Crew
Member regarding crew actions upon landing.

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3.23.12.1 CABIN LIGHTING SETTINGS

Data from aircraft manufacturers has shown that cabin equipment and fluorescent
lights can be a predominant source of smoke/fumes. The cabin reading lights and
galley work lights are low power lighting and less likely to be a significant source of
smoke/fumes. These lights will provide cabin illumination when all lights are
switched off.
On instructions from the Pilots the following actions must be taken:
• Cabin reading and galley work lights on
– Turn on cabin reading lights.
– Turn on galley work lights.
(Prepares cabin lighting prior to turning off cabin fluorescent lights.)
• Cabin equipment
– Turn off galley power switches.
– Turn off cabin fluorescent lights (ceiling and window lights).

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4 BOEING 737-700 TYPE SPECIFIC

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 Aviation First Aid

6 AVIATION FIRST AID

6.1 IN-FLIGHT MEDICAL CARE
6.1.1 INTRODUCTION TO IMMEDIATE CARE
As part of the Cabin Crew safety role you may be called upon to deal with an actual
or potentially life-threatening emergency sometimes miles away from specialist
medical help. It has been shown that effective immediate care can make a great
difference to the ill passenger’s comfort or survival. However, despite your best
efforts some casualties may not respond to treatment as certain conditions can
inevitably lead to death even in the best medical hands.
Some immediate care situations can seem very unpleasant and you may feel an
inability to cope. This is a common and natural feeling. By following your immediate
care training it will enhance your confidence and help you to deal with and control
the situation.

6.1.2 PRINCIPLES OF IMMEDIATE CARE

• Assess the situation
• Do no further harm
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Stabilise airway, breathing and circulation
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Give treatment within the scope of your skill level

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Refer to medical helpo
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6.1.3 ROLES c RESPONSIBILITIES

unAND
The Health & Safety roles and responsibilities of Cabin Crew are continuously
evolving, as medical incidents on-board aircraft are on the increase. If you agree to
provide assistance to your colleagues or passengers it is important that the assistance
you provide is appropriate and safe. The Cabin Crew responder must understand the
role of an immediate care provider. These include:
• Looking after your own personal safety
• Looking after the safety of your work colleagues, passengers and by-standers
• Providing basic patient assessment and care
• Supporting the casualty’s legal rights, privacy and human dignity
• Liasing with medical experts
• Keeping appropriate records and reports
• Checking the appropriate medical equipment and kits

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6.1.4 MEDICAL SITUATION DECISION MAKING

Whether professional medical advice is available or not you need to reach one of
these decisions:
(a) The situation is satisfactorily resolved

(b) The situation is containable with available resources but further medical
assistance will be required on the scheduled landing
(c) Professional help is required urgently and should be sought as quickly as
possible. A diversion and unscheduled landing is necessary
It is the responsibility of the Cabin Crew to keep the commander informed at all
times. The commander will have to make a decision based on the information
provided by the Cabin Crew taking into account other operational factors.

6.1.5 SCENE SAFETY

The priority in any emergency is scene safety; the emphasis being placed upon the
cabin crew responder not becoming another casualty. Never put your own life or the
life of others in danger. If it is unsafe do not attempt to give immediate care.
Before dealing with a casualty the cabin crew responder must rapidly assess the risks
involved.
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These can include:
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Fire
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•

• Water
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•
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Confined Spaces
Falling Items
• Chemical Spills
• Extreme Conditions
• Toxic Fumes
• Infection
• Falls from Heights

6.1.6 MINIMISING INFECTION/CONTAMINATION

The close contact necessary between a cabin crew responder and a casualty means
that there is a risk of contamination by bodily fluids. It is impossible to know who
may be carrying blood borne viruses such as HIV or Hepatitis B or C. Standard safety
precautions such as hand washing, wearing gloves, using antibacterial gel and
minimising mouth-to-mouth contact during artificial ventilation and the careful
handling of sharp objects should always be observed.

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Hand Washing
Hand contact is one of the main ways infections are transferred from one person to
another. Therefore always wash your hands with soap and hot running water
immediately before and after any contact with a casualty.

Protection
Whenever there is a possibility of contact with bodily fluids or poisons always wear
gloves and an apron

Sharps Injury
Sharp contaminated objects represent a risk to a Cabin Crew responder, i.e.
hypodermic needles or broken glass, especially when hidden in unlikely places. On
discovery of hypodermic needles make a note of the location and time that it was
found. Handling should always be avoided unless absolutely necessary.
Always ensure when handling sharp contaminated objects to wear gloves to
eliminate skin contact. Needles should be placed in a sharps box; which is included
in the Biohazard Kit.
Used Biohazard Kits should be off loaded at base and replaced with a new one. At

d
most bases it is the cleaners responsibility to replace them, check with your local

t e
prin
Cabin Crew management to clarify.

i f
If accidental injury from a sharp contaminated object occurs, ensure you carry out
the following:

l l ed
•
t r o
Encourage bleeding of the injured site
n
•
nc o
Thoroughly wash the area with soap and warm water (do not scrub)
• u
Cover the injured area with a clean dressing
• The Cabin Crew member concerned must seek medical advice through the
company or own Doctor for further assessment
• A Cabin Safety Report must be completed

Mouth-to-Mouth Contact
The possible transmission of infection from mouth-to-mouth resuscitation is minimal.
However, use of special face masks or shields will help to prevent body fluid contact
during artificial ventilations.

Clinical Waste
Waste produced by casualties is known as clinical waste. It can be infectious and
spread disease and other viruses. Clinical waste should be handled and disposed of
carefully. Clinical waste may include solid materials used during a medical
emergency such as gloves, used dressings and other used medical equipment.
Human waste includes blood, tissue and bodily fluids (urine, faeces, vomit). Clinical
Waste should be disposed of wearing gloves and placed in a sharps box or biohazard
bag. Do not dispose of clinical waste with normal rubbish.

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6.2 MOVING AND HANDLING

It is not the normal duty of Cabin Crew to lift heavy items or passengers in the aircraft
cabin. However, we all experience times when it is necessary to lift something or
someone for example when a passenger collapses.
Obviously we will all do our best to assist where help is needed and the following
guidelines are designed to help you avoid injury to yourself.

Before Lifting:
• Check the size of the person. Get assistance as required for the situation
• If possible talk to the person. Find out if they can stand, walk and what assistance
they may need. (Disabled people are often able to do a lot for themselves)
• If the passenger is conscious explain to them how you are going to lift them and
where you are going to move them to. Tell whoever is helping you of your
intentions and plan the lift. Before lifting check that the available space is clear

During Lift:
• Keep your back straight – not necessarily vertical
•
t ed
Keep your feet apart to provide support and prevent stumbling

prin
• Relax the knees and sink down until contact is made

d i f
l e
• The upwards movement begins by raising the head. This automatically

r o l
straightens the back as the load is taken
t
on
nc
• Lift by straightening your legs. This avoids unnecessary pressure on your spine

How to Lift:u
• A minimum of 3 people are recommended to lift a casualty from a seat to the
floor. Care should be taken to avoid injury to yourself. Do not attempt a lift if you
do not feel capable
• One person should support the casualty’s head and neck to keep the airway
open, possibly from the row behind. The other two lift the casualty, one on either
side
• Use one hand to lift the waistband of clothing and the other under the knee. If
there is no waistband grasp each others arms/hands as low down the back as
possible
• Everyone should lift at the same time following manual handling guidelines (use
the 1-2-3 lift procedure)
• It may be easier to lift in short stages.

Remember
Never lift anyone by yourself unless they are exposed to imminent danger.

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Never ask someone to put his or her arms around your neck. Serious injuries can be
caused by sharp or heavy jerks on the spine.

6.3 MEDICAL ACTION PLAN

The medical action plan is to be used for any medical situation that could occur on-
board the aircraft. It must be used to avoid confusion and to ensure good
communication. Each situation must be assessed individually. The medical action
plan consists of the following actions:

1st Crew Member:

• On finding a medical situation start to deal with it and call for assistance either
verbally or by pressing the call bell three times

2nd Crew Member:

• Get the assistance of a third crew member and inform them of the nature/severity
and location of the incident
• Obtain appropriate medical equipment and returns to the scene to assist.

d
3rd Crew Member:

t e
prin
• Inform the Commander of the incident as quickly as possible
•
d i f
If necessary make a PA for a medical professional

r o l l e
on t
Any Other Crew Member:
•
u nc
Help and support casualty’s travelling companions and gather as much
information for the Passenger Medical Report Form as possible from companions
or personal effects.
• Help out wherever possible

6.4 DEALING WITH DISTRESSED RELATIVES

Relatives often want to be with loved ones whilst treatment is being given and this
should be accommodated wherever possible. There is evidence that this may help
them cope with the situation in the long run, particularly if the outcome is not as we
would wish. However, treatment must take priority and sometimes it is
inappropriate, impractical or unsafe for them to be there.
Always ensure that:
• Safety is maintained
• They do no interfere with treatment
• Where possible a Cabin Crew Member is with them and explains what is
happening (Any Other Crew Member from the Medical Action Plan)
Medical situations are often unexpected and can quickly become serious. Cabin
Crew will be very busy handling the situation. Relatives reactions can be varied and

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most Cabin Crew have little experience in dealing with these. There is a fear of
expressing emotions and not knowing the answers to questions. There is also a lack
of privacy on aircraft.
The following may help:
Do:
• Answer questions; be honest and direct, if you don't know the answer then say so
• Allow silence between answers; this allows people time to digest what is
happening; do not feel you have to talk continuously
• Allow touching; if it fells right to you then it probably is; for example they may
want to hold the relative's hand
• Allow what is safe, practical and appropriate.
Do Not:
• Exclude them from the situation or force them to do something they are not
comfortable with
• Give too much technical information

d
• Talk too much - it is better to listen

t e
prin
• Protect them for the truth; do not lie

d i f
Remember we cannot certify that a person is dead. If asked "will they die" or "are

o l l e
they dead" the best reply is "we are doing our best to help". If the aircraft is being
r
n t
diverted make sure they are aware of this and that medical help will be there on
o
nc
landing. Avoid saying "it will be alright" or "it will be fine", it may not be. It is good

u
to reassure relatives that Cabin Crew are trained in First Aid, many people are not
aware of this.

6.5 REQUESTING MEDICAL PROFESSIONALS

Professional medical assistance should be sought by making a PA for one of the
following:
Doctor of Medicine
Registered Nurse
Registered Paramedic
Midwife (if appropriate)
An example of a PA could be:
“Ladies and Gentlemen, could I have your attention please, if there is a Doctor of
Medicine, Nurse or a Paramedic onboard, please make yourself known to a member
of the cabin crew by pressing the call bell in the panel above your head. Thank you”
If a medical professional offers assistance all reasonable measures must be taken to
identify the professional status of the volunteer. Any agreement entered into by
Cabin Crew and a practitioner can be in the form of a verbal contract. Having
acquired professional assistance, overall responsibility for managing the situation

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remains with the aircraft crew although the volunteer by implication accepts
responsibility for their professional actions. Like the crew the medical professional
will not be expected and indeed must not act outside the bounds of their
competence.

6.6 CASUALTY ASSESSMENT

The purpose of casualty assessment is to recognise immediate life threatening
complications but to also make a provisional assessment about the casualty’s
condition using an organised system of evaluation. In every case your aim after
establishing scene safety is to discover what is wrong with the casualty and give
prompt, correct treatment in a logical order. This section will help you carry out these
tasks.
If the casualty is conscious try to get direct information. If the casualty is unconscious
or unable to verbalise gather information from travelling companions or other
passengers within close proximity. If no one is able to provide information seek
clues from the casualty’s belongings, with a witness present.
When dealing with a casualty, you should perform an initial assessment. This
assessment should be carried out using the acronym DRABCDE.

d
You must send for help as soon as possible when dealing with any medical situation.

t e
D Danger
i f prin
assess the scene for any risks
R Response
l l ed
assess the casualty’s response

n t r o
o
A Airway assess the casualty’s airway
B
C u ncBreathing
CPR
assess the casualty’s breathing
start Cardio Pulmonary Resuscitation (CPR)
D Dysfunction assess the casualty’s level of consciousness using AVPU and
pupils
E Examination SAMPLE assessment, if applicable Head to Toe examination

Casualty Assessment of ABCDE

A - Airway
After establishing an initial danger and response, immediately assess the airway:
Initially look, listen and feel for:

• absence of breathing can be caused by total blockage

• foreign objects loose teeth or food
• fluid vomit, blood, mucus or excess saliva
• swelling caused by burns, injury, or allergic reaction

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• gurgling partial obstruction of the upper airway

caused by fluid
• snoring partial obstruction of the upper airway
commonly caused by the tongue
• grunting partial obstruction to the lower part of the
upper airway commonly caused by swelling
or foreign bodies
• wheezing indicates narrowing of the lower airways
commonly caused by swelling,
inflammation or fluid

B - Breathing
Once the airway has been stabilised the responder should make an accurate
evaluation of the casualty’s breathing status.
Initially look, listen and feel for:

• absence of breathing can be caused by total blockage

• skin colour
ed
normal colour skin generally indicates good

t
prin
blood oxygenation, cyanosis (blueness)
indicates poor oxygen levels in the blood.

d i f
Skin on the inner lips gives a good indication

r o l l eof the oxygen levels in the blood

ont
• rate the normal respiratory rate for an adult is

unc
between 12 and 20 breaths per minute.
Children have a variable respiration rate
• depth refers to the amount of air that is exchanged
with each breath and can be measured by
watching movement of the chest
• regularity respiratory rate can be regular or irregular
and is determined by counting the number
of breaths over a one-minute period
• chest movement should be equal on both sides

Any casualty who has flaring of the nostrils, uses neck or shoulder muscles to
breathe or cannot complete a sentence in one breath is in respiratory distress. Give
oxygen and consider a diversion.
If the Casualty does not have normal breathing or is only making occasional gasps
move on to CPR.
If the casualty has normal breathing you should then check the Circulation.
Circulation checks:
• Check for any visible signs of bleeding

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• If possible check pulse; if unconscious use the Carotid pulse in the neck (see 6.8);
check for rate, strength and regularity; if conscious use the Radial Pulse in the
wrist (see 6.8)
• Skin temperature (i.e. warm, cool, normal, clammy, dry)
• Capillary refill (the time taken for blood to return to a pressed area of skin) - on
an adult press an area of skin against bone (i.e. the base of the thumb or nail bed)
for up to five seconds, then time how long it takes for blood to return. Over two
seconds is not normal. In adults other factors may affect it such as the weather,
poor circulation and other underlying medical conditions. Therefore it is not
always reliable in adults. Capillary refill is generally more reliable in infants and
children and the best area to test this is on the sole of the foot
• Signs of Shock
REFERENCE: Section 6.16.3, “Shock”
Once you have established that the casualty has normal breathing and circulation
move on to D - Dysfunction.

C - CPR
If the casualty is not breathing normally get them to the floor. For adults start with 30

t ed
chest compressions followed by 2 rescue breaths. Continue CPR at a rate of 30 chest

prin
compressions to 2 rescue breaths. For child/infant give 5 initial rescue breaths, then

i f
give 30 chest compressions; continuing CPR at a rate of 30 chest compressions to 2

d
l l e
rescue breaths. If normal breathing is detected move onto Dysfunction.

r o
on
D – Dysfunction t
u nc
If a casualty is found to be breathing normally we next assess in detail the brain’s
functioning (or dysfunction) as this is the first organ to die without oxygen. Although
an initial check is made on the conscious level when we check for response, it is not
enough detail so we need to carry out a more in-depth evaluation.

AVPU
Observing a casualty's ability to respond will give you their level of response and will
tell you whether the casualty is conscious, unconscious, or somewhere in between.
Observing changes in the level of response will also tell you whether the casualty's
condition is improving or deteriorating. This information can be vitally important in
hospital. This can be assessed using the acronym AVPU.
Alert - casualty is awake.
Ask the casualty a direct question, such as “do you hurt anywhere?” to ascertain if
they are coherent. If the casualty is aggressive, uncooperative or confused this can be
an early sign of hypoxia. Never assume this behaviour is caused by their illness or
intoxication.
Verbal - casualty responds to verbal stimuli.
If the casualty has closed eyes, give them direct commands such as “open your eyes”
or “squeeze my hands and release”.

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Pain - casualty responds to painful stimuli only and does not respond to verbal
stimuli.
Only if the casualty does not respond to verbal commands apply painful stimulus to
the side of the nail or pinch the muscle on top of the shoulder (not if injury is present
in these areas). Assess and document the reaction on the Passenger Medical Report
form:
• Trying to push away from the pain source
• Pulling away from the pain source
• Abnormal bending of the limb
• Abnormal straightening of the limb
Unresponsive - casualty is unconscious and does not respond to painful or verbal
stimuli.
If the casualty does not respond to painful stimulus this signifies the lowest form of
consciousness on the AVPU scale.

Pupils

d
Pupil reaction may indicate brain function, drug overdose or medical complications.

t e
prin
Assessment of the pupils should include the following:

d i f
l l e
• dilation pupils that are dilated can indicate hypoxia, drug or alcohol

n t r o
intoxication, brain injury or eye medications.
•

nc
constriction
o pupils that are constricted can indicate brain injury, disease or

u
narcotic drug use eg. heroin/morphine.
• unequal pupils that are unequal can be normal but may indicate brain
injury.
• mishaped pupils that are abnormally shaped can indicate brain or eye
injury.

AVPU scale and pupils should be checked every 10 minutes

E- Examination
If unconscious or level of response is poor carry out a head-to-toe examination:
• Skull & Scalp (examine gently but firmly) – look for bleeding, swelling, soft areas
or indentation
• Face – observe the colour, temperature and state of face
• Eyes – observe pupil size, equality and reaction. Look for any bleeding or
bruising
• Nose – check for blood and/or fluid
• Mouth – check for bleeding, loose or broken teeth and smell breath

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• Lips – look for discolouration, especially blueness (cyanosis)

• Ears – check for any blood and/or fluid
• Neck – look for bruising or any abnormalities, gently loosen tight clothing, check
for a stoma (tube inserted into the windpipe) or medical medallion
• Collar bones – tenderness, unusual movement, feel for crepitus (grating bones)
• Abdomen – (feel soft part gently). Look for wounds, bruising, clothing imprints,
rigidity, tenderness and distension (swelling)
• Pelvis – (feel both sides of the pelvic bone) – look for signs of fracture, damp
clothing
• Arms – observe their movement and sensation, colour of fingernails, wounds,
bruising, swelling, deformity, needle marks and/or warning bracelet
• Legs – look for wounds, bruising, swelling and/or deformity
To obtain information from the casualty use the acronym SAMPLE. If the casualty is
conscious obtain information directly. If the casualty is unconscious try to obtain
information via travelling companions or by looking through the casualty’s personal
effects (make sure you have a witness)

t ed
prin
6.7 SAMPLE

d i f
e
S - Signs and Symptoms

t r o l l
Signs are what you see and symptoms are what you are told by the casualty.

on
nc
Look, listen and feel for:
•
u
Signs of pain and anxiety
• Breathing difficulties including rate, depth and regularity; wheezing and
coughing; the inability to complete a sentence in one breath
• Visible features such as injury, skin colour, temperature, burns
• Ask the casualty to tell you how they feel and describe their symptoms
This is not an exhaustive list and any information may be relevant.
Skin colour varies and may include: normal; flushed; pale; ashen grey; cyanosed.
Cyanosis refers to blueness in the skin caused by low oxygen levels in the blood.
Central Cyanosis effects the chest, neck and face and indicates a dangerously low
level. To check this on all skin types look carefully inside the lips and lower eyelids.

A - Allergies
Is the casualty allergic to anything? e.g. medication, food, bites and stings or
something that could be inhaled or absorbed through the skin.

M - Medication
Is the casualty taking tablets or medicines for any conditions?

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Are they prescription only?

Are they illegal drugs?
What? When? Last taken

P - Past Medical History

Is the casualty under the care of a Doctor for any medical conditions? If so what?
Has the casualty been experiencing any medical problems, diagnosed or not? If so
what?
On the Passenger Medical Report from note down names of Doctors, hospitals or
clinics that the casualty has attended.

L - Last Food or Fluid Intake

When did the casualty last have anything to eat or drink and what was it? This
information is important for the following reasons
• The food itself may be causing the problem
• The casualty may require surgery on arrival at hospital
• This information may be helpful to the emergency services or receiving hospital

t ed
prin
• The casualty may be a diabetic

E - Extras
d i f
r o l l e
Any other information e.g. medical alert cards or jewellery; any events preceding the

on t
illness that may be helpful to the emergency services and yourself.
NOTE:
u nc
Record all information on the Passenger Medical Report Form. The white copy
stays with the casualty at all times once the form has been completed; this can be
used to pass information to Medical Professionals. The pink copy is kept by the
Senior Cabin Crew Member and kept with the CSR.

6.8 TECHNIQUE FOR TAKING A PULSE

Each beat of the heart creates a wave of pressure (the pulse) that passes along the
arteries. It can normally be felt where an artery passes close to the surface of the
body.

Radial To be used on conscious casualties from 1 year onwards

Place two fingers in the hollow immediately above the wrist
crease at the base of the thumb and press lightly.
Carotid To be used on unconscious casualties from 1 year onwards
Place the index and middle finger between the windpipe and
large neck muscle and apply gentle pressure.

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Brachial To be used on conscious/unconscious casualties under 1 year

Feel with two fingers on the upper inside of the arm between
the two muscles. Apply gently pressure.

The casualty's pulse should be taken over a one minute period and recorded in
writing.
The normal pulse rate for an adult at rest is 60-100 beats per minute. In children and
infants the normal rate is faster.
Always use the pads of your fingers. Do not use your thumb, as it has a pulse of its
own. When taking a pulse, you may find the following:

Rapid - the heart is beating faster than normal

Slow - the heart is beating slower than normal
Weak - the pressure of the blood is low
Bounding - the pressure of the blood is high

If the casualty is breathing we always take a pulse and monitor.

6.9 PASSENGER MEDICAL REPORT FORM

t ed
i f prin
The Passenger Medical Report Form helps us to ensure that accurate medical

ed
information is given to the Ambulance and Paramedic services meeting the aircraft.

l l
r o
The form consists of two copies top (white) and bottom (pink).

n t
•

nc o
To assist in the diagnosis process enter all the casualty's medical information

•
u
following the acronym SAMPLE
Observe the level of response to assess whether the casualty's condition is
improving or deteriorating using the acronym AVPU. Record this information in
the relevant section
• Include any additional medical assistance received on board
• Give a brief history of the incident and any relevant additional information
• Ensure that the top (white) copy is given to the Ambulance/Paramedic Services
on arrival
The bottom (pink) copy must be kept with the CSR.

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t ed
i f prin
l l ed
n t r o
nc o
u

6.10 BASIC AIRWAY MANAGEMENT

Airway Management
The major priority when dealing with any unconscious casualty is the maintenance
of a clear airway. Any blockage in the airway can compromise breathing, which may
cause avoidable death. Therefore, it is important that the Cabin Crew responder is
competent in airway management skills.

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Causes Of Upper Airway Obstruction

The most common cause of upper airway obstruction is the tongue. Other causes
include fluid, debris, swelling or constriction.

Airway Management Technique

Head tilt – Chin lift (not advised in cases of suspected spinal injury). Use one hand
to press backwards on the casualty’s forehead; place the fingers of your other hand
under the bony part of the chin to pull the chin upwards so that the upper and lower
teeth are nearly brought together.
Jaw thrust (recommended for suspected spinal injury). Grasp the angles of the jaw
bone where the jaw meets the neck, one hand on each side and pull the jaw forwards
opening the mouth slightly.
NOTE:
Be careful when using these methods not to press on the soft tissues in the neck
as this in itself can block the airway.

6.11 BASIC LIFE SUPPORT

If a casualty’s breathing or circulation stops irreversible brain damage can start to

ed
occur within 3-4 minutes. The purpose of Basic Life Support (BLS) is to maintain
t
prin
adequate breathing and circulation until medical help arrives. It is therefore a

i f
‘holding operation’. On occasions, particularly in the case of respiratory arrest (the

ed
casualty is not breathing but has a circulation) it may reverse the cause and allow full
l l
recovery.

n t r o
6.11.1
nc o
ADULT BASIC LIFE SUPPORT - SEQUENCE OF ACTION
u
Danger
Ensure the safety of yourself, the casualty and any by-standers
REFERENCE: Section 6.2, “Moving And Handling”

Response
Gently shake by the shoulders and ask loudly ‘are you alright?’. Casualties with
suspected spinal injury should not be shaken.

Airway
Open the airway using the head tilt/chin lift. If suspected spinal injury use the jaw
thrust method (refer to airway management section.) Simultaneously perform a visual
check of the mouth for obstruction (false teeth should be left in unless they are
moving around the mouth and causing an obstruction). Do not push on the soft
tissues under the chin as this may block the airway.

Breathing
Assess to see if the casualty is breathing, for up to 10 seconds by:

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• Looking for chest movement

• Listening for breath sounds
• Feeling for air on your cheek

If the casualty is breathing:

• Check for continued, normal breathing
• Check circulation

If the casualty is not breathing or is making occasional gasps:

CPR - start Chest Compressions

Begin chest compressions using the following technique:
• If possible kneel by the side of the casualty. If not possible (i.e. in the aisle) then
position yourself at the head of the casualty
• Place the heel of one hand in the centre of the casualty's chest (lower sternum)
• Place the heel of your other hand on top of the first hand
•
ed
Interlock the fingers of your hands and ensure that pressure is not applied over
t
prin
the casualty's ribs. Do not apply any pressure over the upper abdomen or the very

i f
bottom end of the bony sternum (breastbone) as this may cause further harm.
•
l l ed
Position yourself vertically above the casualty's chest and with your arms straight,

t r o
press down on the centre of the chest 4-5 cm or one third of the depth of the
n
chest.

nc o
•
u
After each compression release all the pressure on the chest without losing
contact between your hands and the lower half of the sternum.
• Give 30 chest compressions at a rate of a little less than 2 compressions per
second.

Combine chest compression with rescue breaths

Ensure the casualty's airway is open fully, pinch the nostrils closed and make a seal
with your mouth over the casualty’s mouth. Blow enough to inflate the casualty’s
lungs; watch for the chest to rise and fall (take about one second to make the chest
rise); this is an effective breath. Maintaining head tilt chin lift, take your mouth away
from the casualty and watch for his chest to fall as the air comes out.
• Give 2 effective rescue breaths.
• Even if the 2 breaths are not effective do not make further attempts simply
recommence chest compressions.
• Continue in a cycle of 30 chest compressions to every 2 breaths.
• Only stop to re check if the casualty starts to breathe normally.

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If there is more than one rescuer present another should take over Chest
Compressions (CPR) approximately every 2 minutes to prevent fatigue (every 5 to 6
rotations of 30:2 is approximately 2 minutes). Ensure that transition between rescuers
is as prompt as possible.

Continue BLS until:

• medically qualified help arrives and takes over or advises otherwise
• the casualty shows signs of life
• you become exhausted
NOTE:
Safety related duties may require you to stop; this includes returning to your seat
for landing. You must return to your crew seat for landing. The SCCM will liaise
with the flight deck to give command to take seat for landing and resume first aid
after landing.

Adult Basic Life Support - Sequence Of Action

t ed
i f prin
l l ed
n t r o
nc o
u

If you are not able to give breaths, for example due to a mouth injury, then
alternatively you can give breaths through the nose.

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If neither mouth-to-mouth or mouth-to-nose ventilations are possible you must

continue with chest compressions only. These should be continuous at a rate of 100
per minute.

Resuscitation in Pregnancy
When resuscitating a pregnant casualty incline her approximately 10-15 degrees to
the left (place padding under her right hip). This takes pressure off a major vein that
takes blood back to the heart.

DNR
If a passenger presents a 'Do Not Resuscitate' (DNR) request (verbal or written) the
crew should continue with BLS as we have a duty of care to our passengers and our
priority would be to save their life. Also we are not able to clarify the authenticity of
the request.

6.11.2 PAEDIATRIC BASIC LIFE SUPPORT – SEQUENCE OF

ACTION

Definition
An infant is under the age of 1 year.
t ed
prin
A child is aged between 1 year and puberty.

d i f
e
NOTE:

r o l l
These ages are for medical purposes only, ages for all other situations must be
t
on
respected as stipulated the Operations Manual - Part A

Danger
u nc
Ensure the safety of yourself, the casualty and any by-standers

Response
Stimulate the child by gently shaking the shoulders and asking loudly ‘are you
alright?’.
Stimulation for an infant can be achieved by gently rubbing your finger over the sole
of their foot. Do not shake an infant.
NOTE:
Casualties with suspected spinal injury should not be shaken.

Airway
Open the airway using the head tilt/chin lift. If suspected spinal injury use the jaw
thrust method and simultaneously perform a visual check of the mouth for
obstruction. Do not push on the soft tissues under the chin as this may block the
airway.

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NOTE:
Place the head in the neutral position for an infant and the sniffing position for a
child so as not to over extend the neck as this could also cause the airway to
block.

Breathing
Assess to see if the casualty is breathing, for up to 10 seconds by:
• Looking for chest movement
• Listening for breathing sounds
• Feeling for air on your cheek

If the casualty is breathing:

• Check for continued breathing, normal breathing
• Check circulation

If the casualty is not breathing or is making occasional gasps:

• Give 5 initial rescue breaths

t ed
prin
For a child (Rescue Breaths)
•
d i f
Ensure head tilt and chin lift or jaw thrust if required

r o l l e
t
• Pinch the soft part of the nose closed with the index finger and thumb of your

on
hand on the forehead
•
u nc
Take a breath and place your lips around the mouth, making sure that you have
a good seal, blow steadily into the mouth over about 1-1½ seconds watching for
the chest to rise
• Maintaining head tilt chin lift, take your mouth away from the casualty and watch
for the chest to fall as air comes out.

For an infant (Rescue Breaths)

• Ensure head tilt and chin lift or jaw thrust if required
• Take a breath and cover the mouth and nose of the infant with your mouth,
making sure you have a good seal. In a larger infant, if the mouth-to-mouth-and-
nose method is difficult, the rescuer may attempt to seal just the infant's nose or
mouth (if the nose is used, close the lips to prevent air escape).
• Blow steadily into the infant’s mouth and nose over 1-1½ seconds sufficient to
make the chest visibly rise
• Maintaining head tilt chin lift, take your mouth away from the casualty and watch
for his chest to fall as air comes out.

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If you have difficulty achieving an effective breath, the airway may be obstructed:
• Open the child’s mouth and remove any visible obstruction. Do not perform a
blind finger sweep.
• Ensure that there is adequate head tilt and chin lift but also that the neck is not
over extended
• If head tilt chin lift has not opened the airway, try the jaw thrust method
• Make 5 attempts to achieve up to 5 breaths. If all of the breaths are unsuccessful
after the 5 attempts, move on to chest compression as there maybe an airway
obstruction.

CPR – start chest compressions

For a child/infant
• Compress the centre of the chest (Lower Sternum) by approximately one third of
its depth. Use two fingers for an infant and one or two hands (depending on size)
for a child over 1 year, as needed to achieve an adequate depth of compression
• Give 30 chest compressions at a rate of a little less than 2 compressions per

d
second, this will be a rate of 100 chest compressions per minute

t e
prin
• After each compression release all the pressure on the chest without losing

i f
contact between your hands or fingers and the lower half of the sternum

d
•
l l e
After 30 chest compressions ensure head tilt, chin lift or jaw thrust if required and

r o
n t
give 2 effective breaths

o
•
u nc
Continue chest compressions and breaths at a ratio of 30:2

Continue BLS until:

• Medically qualified help arrives and takes over or advises otherwise
• The casualty shows signs of life
• You become exhausted
NOTE:
Safety related duties may require you to stop.

Sending for Help

In all cases of BLS do not forget to send for help. If you are on your own when doing
Child/Infant BLS always perform CPR for one minute before sending for help.

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Paediatric Basic Life Support Flow Chart

t ed
i f prin
l l ed
n t r o
6.12
nc o
RECOVERY POSITION
u
If casualty is breathing normally and is unconscious it is important to maintain a good
airway and ensure that the tongue does not cause obstruction. For this reason the
casualty should be placed in the recovery position. This allows the tongue to fall
forward, keeping the airway clear.
• Remove the casualty’s spectacles if worn
• Kneel beside the casualty and make sure that both legs are straight
• Place the arm nearest to you out at right angles to the body; elbow bent or straight
with the palm of the hand uppermost
• Bring the casualty's far arm across the chest and hold the back of the hand against
the casualty’s cheek nearest to you
• With your other hand grasp the far leg just above the knee and pull it up keeping
the foot on the ground
• Keeping the hand pressed against the cheek pull on the leg to roll the casualty
towards you onto their side
• Adjust the upper leg so that both the hip and knee are bent at right angles
• Tilt the head back to make sure the airway remains open

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• Adjust the hand under the cheek, if necessary, to keep the head tilted
– Check breathing regularly
– Never leave the casualty unattended, unless safety related duties dictate.
Care should be taken to monitor the circulation of the lower arm and to ensure that
the duration for which there is pressure on this arm is kept to a minimum. If the
casualty has to be kept in the recovery position for more than 30 minutes they should
be turned to the opposite side.

6.12.1 RECOVERY POSITION – PREGNANT PASSENGERS

It is recommended that the casualty is rolled into the recovery position on her left
hand side. In this position the baby will not put undue pressure on the main vein
back to the heart. After a 30 minute period gently roll her on to her back and then
roll the opposite way into the recovery position on the right hand side. If the casualty
is placed on the right hand side place padding under the abdomen to relieve
pressure.

6.13 HYPOXIA
All cells within the human body need a constant and adequate supply of oxygen in

t ed
order to function properly. Hypoxia is a state within the body in which oxygen levels

prin
are too low. If it is not treated promptly it may lead to permanent organ damage or
even death.
d i f
Hypoxia can be caused by:

r o l l e
•
on
Airway obstruction t
•
u nc
Low oxygen content in the air – smoke filled environments or atmospheric
pressure changes
• Conditions affecting the chest – chest injury or lung disease
• Damage to nerves that control breathing – head and spinal injury, stroke,
intoxication
• Low oxygen content in the blood – shock
• Impaired oxygen uptake by the tissues - poisoning

Signs and Symptoms of Hypoxia

Early Signs
• Confusion, disorientation, agitation and aggression.
• Rapid pulse

Late Signs
• Blueness (cyanosis) of the skin, affecting lips, mouth, neck, chest and under the
eyelids.

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• Dilated (large) pupils.

Treatment of Hypoxia
• DRABCDE
• Administer oxygen

6.14 OXYGEN ADMINISTRATION

Any casualty showing signs of breathing and/or circulatory compromise should be
given supplemental oxygen at the earliest opportunity in order to correct or prevent
hypoxia. There is always portable oxygen available on board each aircraft for
therapeutic use. When administering oxygen to a passenger always follow the
procedure set out below.
• Always ensure it is set on Hi/High Flow
• Explain what you are going to do to the casualty
• Turn the on/off valve anti-clockwise to start the flow of oxygen
• Secure the oxygen bottle
• Continually reassure the casualty
t ed
prin
• Constantly monitor the contents gauge on the oxygen bottle. Do not let the

i f
contents go below ¼ full unless no other oxygen is available.
d
•

r o l l e
Always inform the Commander of the situation and that oxygen is being used

on t
Never leave unattended if unconscious

nc
•

•
u
Inform Commander of number of bottles used

Types of masks used

Scott/AVOX /Sabre/GCE (most common)
• Verify the oxygen is flowing by checking the flow indicator (meter) in the tube
(when oxygen is flowing green indicator will appear)
• Place the mask over the casualty’s mouth and nose and secure with the elastic
strap. Ensuring a good seal is achieved.

AVOX bag style face mask

• Open the mask by bending metal strip up to form open pocket
• Place metal strip over nose (below the bridge)
• Carry elastic band over top of head
• Pull bottom of the mask under the chin
• Mold metal strip to contour of nose and cheeks

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NOTE:
This type of mask does not have a flow indicator.

6.15 VENTILATION MASKS AND SHIELDS

Where possible ventilation masks should be used. In the absence of ventilation
devices, mouth-to-mouth resuscitation can be performed, which provides
approximately 16% inspired oxygen concentration. Masks can aid ventilations and
offer some added protection to the rescuer.

Plastic Face Shield (SCCM First Aid Kit)

This is a plastic sheet, which has a one-way valve.
• Apply the sheet to the casualty’s mouth and nose ensuring a tight seal
• Pinch the nose and commence mouth-to-mouth

Ventilation Face Mask (Aircraft First Aid Kit)

This is a mouth-to-mask ventilation device. It has a one-way valve so that the
casualty's expired air is directed away from the rescuer. The mask is transparent
allowing detection of vomit or blood. Some masks have an additional attachment

ed
allowing oxygen supplementation to the casualty, the oxygen bottle should be
t
prin
attached as soon as possible.

d i f
e
Technique – Adult/Child

t r o l l
n
• Apply the mask to the casualty’s face, by placing the widest part of the mask

nc o
between the lower lip and the chin.
•
u
Lift the jaw up to the mask with your fingers by exerting pressure behind the
angles of the jaw (jaw thrust). At the same time, press the mask onto the face
making a tight seal. Be careful when using this method not to press on the soft
tissues in the neck, as this in itself can block the airway.
• Blow through the one-way valve and watch to ensure the chest rises and falls
• Any leaks between the face and mask can be reduced or abolished by adjusting
the contact pressure or realigning the airway.
• If oxygen is available, add it via the nipple at a high flow rate.

Technique – Infant
• Apply the mask to the casualty’s face, by placing the point of the mask to the chin.
• Use same technique as for adult and child

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6.16 MEDICAL RELATED EMERGENCIES

6.16.1 UNCONSCIOUSNESS
Unconsciousness is the result of an interruption of the brain’s normal activity. Many
things from lack of oxygen to severe head injury can cause this. The level of
consciousness may vary.

Examination of the Unconscious Casualty

On an unconscious casualty it will be necessary to carry out a thorough and
methodical head-to-toe survey, ensure disposable gloves are worn. To do this you
would start at the top of the head and work methodically to the toes, documenting
any abnormalities, i.e. swelling, bleed, bruising, temperature, deformity, crepitus
(grating bones), distension and colour of the skin as detailed in examination section.

Treatment
• DRABCDE
• Administer oxygen
Treat cause if possible
d
•

t e
prin
• Recovery position

6.16.2 CHOKING
d i f
r o l l e
This is a form of asphyxia. This occurs when the airway is partially or totally

on t
obstructed by a swallowed object, or when something goes down the windpipe

u
spasm. nc
rather than the food passage. However, choking can also be caused by a muscular

Adults (particularly older people) may choke on pieces of food, which have been
inadequately chewed. Children are particularly at risk as they often put objects into
their mouths.
Foreign bodies may cause either mild or severe airway obstruction. The signs and
symptoms will enable you to recognise the difference between mild and severe
airway obstruction. It is always important to assess the severity and ask the casualty
“Are you choking?”

6.16.2.1 ADULT CHOKING

General Signs of Choking:

• Attacks occur while eating
• Casualty may clutch neck

Signs of Mild Airway Obstruction

Response to question "Are you choking?"
• Casualty speaks and answers "Yes"

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• Casualty is able to speak, cough and breath

• Casualty is conscious

Treatment for Mild airway Obstruction

• Ask the question "Are you choking?"
• Casualty should be encouraged to continue coughing until the obstruction clears

Signs of Severe Airway Obstruction

Response to question "Are you choking?"
• Casualty unable to speak
• Casualty may respond by nodding
• Casualty unable to breath
• Breathing sounds wheezy
• Attempts to cough are silent

Treatment for Severe Airway Obstruction

t ed
prin
• Ask the question “Are you choking?”; the casualty is unable to speak
•
i f
Remove any obvious debris or loose teeth from the mouth

d
•
l l e
Stand to the side, slightly behind the casualty

r o
•
on t
Support the casualty’s chest with one hand and lean the casualty well forwards
•
u nc
Give up to 5 sharp blows between the shoulder blades with the heel of your other
hand

If back blows fail carry out abdominal thrusts

• Stand behind the casualty and put both your arms around the upper part of the
abdomen
• Make sure the casualty is bending well forwards
• Clench your fist, thumb tucked in, and place it between the navel and bottom tip
of the breastbone. Grasp it with your other hand
• Pull sharply inwards and upwards up to 5 times.
• If the obstruction is still not relieved, continue alternating 5 back blows with 5
abdominal thrusts

If the casualty at any time becomes unconscious this may result in the relaxation of
the muscles around the larynx (voice box) and allow air to pass down into the lungs.
If not, you must follow the procedure for an unconscious choking adult and begin
Cardio Pulmonary Resuscitation (CPR) starting with chest compressions.

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Management of Choking in Adults

Following successful treatment for choking, foreign material may nevertheless

remain in the upper or lower respiratory tract and cause complications later.
Casualties should therefore be referred to medical help following a choking incident.
Treat any objects that are expelled from the throat as potential infectious material.

t ed
Dispose of this and any other equipment used in a biohazard bag.

6.16.2.2 PAEDIATRIC CHOKING

i f prin
l ed
Choking in children is usually recognised by the sudden onset of respiratory distress.
l
t r o
Symptoms can usually be recognised if:

n
•
nc o
The onset was very sudden
• u
There are no other signs of illness
• There are clues to alert the rescuer, for example a history of eating or playing with
small items immediately prior to the onset symptoms.
For children assess the severity by asking “are you choking?” This is not possible for
infants or smaller children who have not yet started to talk; in these cases the severity
should be assessed with a visual check.

General Signs of Airway Obstruction

• Witnessed episode
• Sudden onset
• Coughing or choking
• Recent history of playing with or eating small objects

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Ineffective Coughing Effective Cough

• Unable to vocalise • Crying or verbal response to questions

• Quiet or silent cough • Loud cough

• Unable to breathe • Able to take a breath before coughing

• Cyanosis • Fully responsive

• Decreasing level of consciousness

If the child is coughing effectively its own efforts to clear the obstruction should be
encouraged.
Intervention is necessary only if these attempts are clearly ineffective and breathing
is inadequate or the child falls unconscious.
If the casualty at any time becomes unconscious this may result in the relaxation of
the muscles around the larynx (voice box) and allow air to pass down into the lungs.

Treatment for conscious choking child:

•
ed
If the child is still conscious but has absent or ineffective coughing, give back
t
prin
blows.
•
i f
Position the child so that his head is lower than the body
d
•
r o l l e
A small child can be placed across the rescuers lap. If this is not possible, support

n t
the child in a forward leaning position
o
•
u nc
Deliver 5 back blows from behind
If back blows fail to dislodge the object and the child is still conscious, use
abdominal thrusts.
• Stand or kneel behind the child, leaning them forward so that the head is lower
than the body
• Clench your fist, thumb tucked in, and place it between the navel and bottom tip
of the breastbone
• Pull sharply inwards and upwards and repeat 5 times
• If the obstruction is still not relieved, continue alternating 5 back blows with 5
abdominal thrusts

Treatment for conscious choking Infant:

• If the infant is still conscious support them in a head downwards, face
downwards position to enable gravity to assist removal of foreign body
• A seated or kneeling rescuer can safely support the infant across their lap

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• Support the infant’s head by placing the thumb of one hand at the angle of the
lower jaw and one or two fingers from the same hand at the same point on the
other side of the jaw
• Do not compress the soft tissues under the infants jaw as this will make the airway
obstruction worse
• Deliver up to 5 sharp back blows with the heel of one hand in the middle of the
back between the shoulder blades
• The aim is to relieve the obstruction with each blow, rather than to give all 5.
If back blows fail to dislodge the object and the infant is still conscious, use chest
thrusts
• Turn the infant in to a head downwards position. This is achieved by placing your
free arm along the infants back and encircling the back of the infants head with
your hand
• Support the infant down your arm, which is placed down or across your thigh
• Locate the centre of the chest (lower sternum) using two fingers
• Deliver 5 chest thrusts. These are similar to chest compressions but sharper in

t ed
nature and delivered more slowly at a rate of approximately 20 per minute

prin
• If the obstruction is still not relieved, continue alternating 5 back blows with 5
chest thrusts
d i f
•

r o l l e
Do not attempt abdominal thrusts on an infant

on t
nc
Treatment for unconscious choking child and infant:
• u
If the child becomes unconscious, place them on a firm flat surface
• Open the mouth and look for any obvious object
• If one is seen, make an attempt to move it with a single finger sweep

Do not attempt blind or repeated finger sweeps as this can cause further injury
• Open the airway and attempt 5 rescue breaths
• Assess the effectiveness of each breath. If a breath does not make the chest rise,
reposition the head before making the next attempt
• After your 5 rescue breaths, if there is no response, proceed immediately to chest
compressions regardless of whether the breaths are successful.
• Continue with basic life support for at least one minute before attempting to get
help if you are alone.

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Paediatric Choking Treatment

t ed
6.16.3 SHOCK
i f prin
l l ed
o
Shock is a progressive and serious life threatening medical condition. It occurs when

n t r
there is a failure to deliver enough oxygen and nutrients in order to meet the needs
o
nc
of the tissues and organs of the body.

u
Tissues and organs will start to dysfunction without these essential elements.
Appropriate intervention can avoid damage or death to tissues and organs. If not
treated promptly can be fatal. Emotional stress is often also referred to as 'shock';
emotional stress should pose no immediate threat to life.

Causes of Shock
Shock can develop when the heart fails to work efficiently, causing the pressure of
the circulating blood to be reduced (e.g. in a heart attack).
Shock may also develop when the volume of fluid circulating around the body is
reduced (e.g. bleeding, severe diarrhoea, vomiting or burns).
Shock can also occur if the nervous system is affected and cannot control the size of
the blood vessels. The blood is therefore unable to reach the tissues properly (e.g.
fainting, drugs and spinal injury).

Signs and Symptoms of Shock – use SAMPLE history to gather information

• Pale, cold, clammy skin
• Rapid, shallow breathing
• Rapid, weak pulse

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• Extreme thirst
• Air hunger (yawning)
• Nausea and possible vomiting
• Disorientation/confusion/altering level of consciouness

Treatment of Shock
• DRABCDE
• Administer oxygen
• Loosen tight clothing at the neck, chest and waist. Position the casualty flat with
legs raised
• Treat the cause if possible (i.e. external bleeding)
• Keep the casualty warm taking care not to overheat
• Give nothing to eat or drink. If complaining of thirst, moisten dry lips with water.
• Inform Commander and seek medical assistance

6.16.4 FAINTING
t ed
prin
A faint is the loss of consciousness for a short time. In these cases the casualty will

i f
recover quickly and no further intervention may be required. Causes may include

d
l e
sitting or standing for long periods of time, not eating, exhaustion, emotional stress,
heat , pain.
t r o l
on
• u nc
Signs and Symptoms of Fainting – use SAMPLE history to gather information
Pale, cold, clammy skin
• Dizzy feeling
• Nausea
• Brief loss of consciousness

Treatment of Fainting
• DRABCDE
• Lay the casualty down and raise their legs
• Let the casualty sit or stand slowly once recovered
• If after recovery the casualty continues to feel faint give oxygen and seek medical
assistance
• If the casualty remains unconscious for more than a few seconds treat as an
unconscious casualty

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6.16.5 ANAPHYLACTIC / SEVERE ALLERGIC SHOCK

Introduction
Anaphylactic reaction is caused by a hypersensitivity to a substance to which the
individual has previously been exposed. The body’s reaction causes the release of
large quantities of histamine which makes the vessels leak resulting in sudden fluid
loss and shock. Food, drugs and insect stings/bites are the most common cause of
an attack.

Signs and Symptoms of Anaphylactic / Severe Allergic Shock

• Red blotchy skin rash.
• Noisy breathing and tightening of the chest (wheezing).
• A rapid weak pulse.
• Swelling of the upper body.
• Altered levels of consciousness.

Treatment of Anaphylactic / Severe Allergic Shock

• DRABCDE
t ed
•
i f prin
Make a PA for a Doctor of Medicine, Nurse or Paramedic
• Administer oxygen
l l ed
n t r o
Loosen tight clothing at the neck, chest and waist. Make casualty comfortable in
o
•

nc
early stages of an attack possibly in a sitting position. If they are having breathing

u
difficulties this will be the most comfortable position. If shock develops lay the
casualty flat with legs raised, this may compromise breathing so care should be
taken.
• Keep the casualty warm
The medication for Anaphylactic Shock is the drug Adrenaline. It is often carried by
the casualty in the form of an injection pen. This maybe called an Epi-pen (which is
the most common name). This is a one-off injection of Adrenaline designed for use
by the casualty or a relative in the event of an anaphylactic reaction.

6.16.6 HEART ATTACK

This occurs when a coronary artery (the artery that supplies the heart muscle with
blood) or branch of a coronary artery becomes completely blocked. This can lead to
tissue death and cause irreparable damage, which can involve almost any area of the
heart.

Signs and Symptoms of Heart Attack – use SAMPLE history to gather information
• Severe, crushing vice like central chest pain which can radiate to both arms (most
commonly the left), jaw, neck, back and upper abdomen
• Older casualties may have little or no pain

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• Difficulty in breathing
• Cold, clammy, ashen grey colour skin
• Anxiety
• Tingling in the fingers
• Nausea

Treatment of Heart Attack

• DRABCDE
• Administer oxygen
• Loosen tight clothing at the neck and waist
• Sit the casualty in the semi-recumbent position (half sitting position)
• Calm and reassure the casualty
• Monitor and record on the Passenger Medical Report Form the casualty’s
breathing and pulse. Stay with the casualty.

d
• Inform Commander, divert and seek medical assistance

t e
prin
NOTE:

i f
Heart attack is the major cause of cardiac arrest so be prepared to resuscitate

d
6.16.7 ANGINA
r o l l e
on t
Angina is caused by insufficient blood flow through the coronary arteries; resulting

u nc
in inadequate oxygen supply to the heart muscle. A casualty with angina will
experience symptoms when the heart requires an increased supply of oxygen.
This may be during physical exertion, after eating a heavy meal, from exposure to
cold or during emotional stress.

Signs and Symptoms of Angina – use SAMPLE history to gather information

• A central chest pain which can radiate to both arms and through to the back, jaw
and neck
• Tight feeling in the chest
• Pale colour
• Shortness of breath
• Weakness and numbness in arms and hands

Treatment of Angina
• DRABCDE
• Rest and reassure the casualty
• Administer oxygen

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• If the casualty has medication, allow them to administer it to themselves (usually

GTN – Glyceryl Trinitrate in the form of a tablet, spray or skin patch)
• Inform the Commander and seek medical assistance
NOTE:
Following medication pain should alleviate within 3 minutes. If rest and/or
medication do not relieve the pain, suspect a heart attack.

6.16.8 STROKE
Stroke is one of the most common causes of death and disability in the older casualty.
Stroke occurs when there is a sudden disruption to the brain’s blood supply and brain
cells are affected by the lack of oxygen. A stroke is most commonly due to a blood
clot but can also be caused by bleeding. A stroke is now often referred to as a brain
attack. Unlike other organs the brain is more susceptible to oxygen shortage and cells
will start dying within minutes causing irreparable damage. Signs and symptoms can
appear suddenly or gradually and last for seconds, minutes, months or years.

Signs and Symptoms of Stroke – use SAMPLE history to gather information

• Headache

t ed
Numbness weakness or paralysis localised to one side of the body

prin
•

i f
• Flushed, warm skin
•
l l e
Drooling and difficulty with speech
d
n t r o
o
• Loss of bladder and bowel control
•

•
u nc
Vomiting and incontinence
Alteration in level of consciousness
• Pupils unequal in size
• Irregular breathing and slow bounding pulse
• Visual disturbances
The FAST test may help you recognise the symptoms of a stroke.
• Face – can the casualty smile and do they have facial paralysis
• Arms – can the casualty raise both arms
• Speech – is the casualty's speech slurred
• Time – time to get help

Treatment of Stroke
• DRABCDE
• Administer oxygen

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• If the casualty is conscious place in the most comfortable position, usually semi-
sitting. If the casualty is unconscious place in the recovery position
• Reassure the casualty and keep them warm
• Inform the Commander and seek medical assistance

6.16.9 ASTHMA
Asthma is a common condition caused by reaction to spasm, swelling, inflammation
or partial blockage of the lower respiratory tract. An attack can be brought on by
allergens, chemical irritants, infections, emotional stress, exercise or extreme
temperatures. Acute, severe asthma is potentially life-threatening and if not treated
promptly may be rapidly fatal.

Signs and Symptoms of Asthma – use SAMPLE history to gather information

• Increased effort of breathing - use of neck and shoulder muscles and over
inflation of the chest
• Rapid breathing rate(>25 per minute)
• Wheezing on expiration
• Rapid pulse (more than 110 per minute)
t ed
• Central cyanosis
i f prin
•
l ed
Restlessness, drowsiness and confusion
l
•
n t r o
Inability to complete a sentence in one breath

nc o
•
u
Treatment of Asthma
DRABCDE
• Administer oxygen
• Reassure and calm the casualty, loosen restrictive clothing
• Sit the casualty upwards leaning slightly forward with arms raised
• Allow casualty to take their own prescribed medication (usually an inhaler)
• Inform the Commander and seek medical assistance

6.16.10 HYPERVENTILATION SYNDROME

Hyperventilation is over-breathing. Hyperventilation Syndrome is over-breathing
brought on by anxiety or stress and therefore is a common condition among nervous
airline passengers.

Signs and Symptoms of Hyperventilation Syndrome – use SAMPLE history to gather

information
• Increased breathing rate
• Tingling in the hands and feet

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• Agitation
• Claw-like hands
• Flushed in appearance
• Feels light headed/dizzy
Unconsciousness may occur at which time normal breathing rate will be restored

Treatment of Hyperventilation Syndrome

• DRABCDE
• Calm and reassure the casualty
• Instruct the casualty to relax and slow down their breathing rate
• Encourage them to talk
• Inform the Commander and seek medical assistance
NOTE:
Hyperventilation (over breathing) is not always caused by anxiety. It may be the
result of a serious condition such as diabetes, shock, head / spinal injury,

t ed
infection, lung disease or asthma. If you think that hyperventilation (over

prin
breathing) is not due to anxiety give oxygen.

6.16.11 DIABETIC EMERGENCIES

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t
The pancreas produces a hormone called Insulin. Diabetes is a condition when the

on
pancreas does not produce enough Insulin. Insulin regulates the level of sugar

u nc
(glucose) in the blood.

HYPOGLYCAEMIA
When the glucose level is low, the condition is called hypoglycaemia (hypo: low,
glyc: glucose, aemia: in the blood).

Signs and symptoms, which will appear rapidly, are:

• Hunger and headache
• Confusion, disorientation
• Drunk like
• Skin is pale and clammy
• Breathing is rapid
• Pulse is rapid
• Possible seizures and coma

Treatment
• DRABCDE

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• Calm and reassure casualty

• Give glucose orally immediately: sweet food, sugary non-fizzy drink (dissolve
four sachets of sugar in warm water), glucogel
• Once casualty has recovered, follow with carbohydrates such as bread or
biscuits. This will help prevent recurrent attacks.
• Inform the Commander and seek medical assistance if necessary
If not treated promptly, casualty will become unconscious. Nothing can be given by
mouth as the casualty cannot swallow. Treat for unconsciousness.

HYPERGLYCAEMIA
When the glucose level is high, the condition is called hyperglycaemia (hyper: high,
glyc: glycogen, aemia: in the blood)

Signs and symptoms, which may be gradual in onset, are:

• Extreme thirst
• Lethargy and drowsiness

d
• Skin is warm and dry

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• Breathing is deep and rapid (sweet smelling breath)
• Pulse is rapid
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• Possible coma

on
nc
Treatment
• u
DRABCDE
• Calm and reassure casualty
• Give non-sugary drinks
• Casualty to administer their own insulin if they have it with them
• Inform Commander and seek medical assistance if necessary
If unable to obtain sufficient information to determine whether the diabetic's
condition is hypoglycaemia or hyperglycaemia, give glucose as treatment for
hypoglycaemia as it is time critical.
A person with diabetes can experience either or both of these conditions. It can be
controlled by diet or insulin injection (depending on the type and severity). A
diabetic can often test their blood sugar levels by use of testing strips.

6.16.12 EPILEPSY
Epilepsy is the occurrence of transient uncontrolled electrical discharges from nerves
in the brain. These abnormal discharges can lead to an epileptic attack. This may be
brief disturbance of consciousness, behaviour, emotions, limb functions or
sensations. Some people may refer to their seizures as fits or turns.

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Minor Epilepsy
There are many forms of minor epilepsy, which may or may not affect consciousness.
With a blank look or stare possibly accompanied by blinking or fluttering of the
eyelids there would be a brief loss of consciousness.

Signs and Symptoms of Minor Epilepsy - use SAMPLE history to gather information
• Blank look and stare
• Blinking or fluttering of the eyelids
• Twitching of limbs
• Strange sensations
• Lip smacking
• Plucking at clothing or fiddling with objects

Treatment of Minor Epilepsy

• Casualty may want to wander, encourage them to a seat away from danger
• Speak gently and calmly

t ed
prin
• Make the casualty comfortable
•
i f
If the casualty is conscious, leave him in his seat, loosely fasten his seat belt and
d
support and protect his head

r o l l e
•
n t
Move anything away which may be dangerous to the casualty
o
•
u nc
After the seizure has ended, stay with them and reassure
NOTE:
You cannot stop the seizure from happening; let it run its course. DO NOT lift
or move the casualty unless they are in imminent danger. Do not use force to
restrain them or place anything in their mouth.

Major Epilepsy (tonic-clonic)

Signs and Symptoms of Major Epilepsy

• The person becomes rigid (tonic stage), may cry out, falls to the ground and has
jerking (clonic stage) movements
• The breathing is slow and the casualty may become cyanosed and salivate
• Incontinence may occur
• Convulsions should stop after a few minutes followed by deep sleep

Treatment of Major Epilepsy

• DRABCDE
• Loosen tight clothing and remove spectacles

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• Move anything away which might be dangerous to the casualty

• Only move the casualty if they are in a dangerous place
• If casualty is in a seat loosely fasten their seat belt and protect the head
• If the casualty is persistently fitting (over 5 minutes/ more than two minutes longer
than is usual) or shows signs of hypoxia, give oxygen
• When the convulsions have stopped, if the casualty is still unconscious, maintain
a clear airway and place into the recovery position if appropriate*
• Seek medical assistance and diversion if
– it is the casualty’s first seizure
– the duration of the seizure lasts two minutes longer than usual or is over
5 minutes
– the casualty suffers recurrent/continual seizures
– they have injured themselves
– have breathing difficulties

d
*If the casualty is in their seat it may be easier and safer to maintain an open airway
without removing them from their seat.
t e
6.16.13 INFANTILE CONVULSIONS
i f prin
l l ed
o
Young children and babies may convulse due to a very high body temperature.

n t r
Children do not have a proper body temperature control until approximately the age

o
nc
of five. Therefore, during that period they are more susceptible to convulsions caused

u
by increases in body temperature.
The high temperature can be due to overheating or due to an infection such as ear,
throat or chest infection. These convulsions can be very alarming but are rarely
dangerous if properly managed. For safety’s sake the child should always be checked
by a Doctor to eliminate serious conditions. The Parent may be very distressed so try
to reassure them.

Signs and Symptoms of Infantile Convulsions – use SAMPLE history to gather

information
• Hot flushed skin
• Stiffness and/or jerking movements of the limbs and body
• Abnormal eye movements
• Breath holding
• Drooling at the mouth

Treatment of Infantile Convulsions

• DRABCDE

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• Remove any clothing or covering from the child including the nappy
• Move the child to cool environment
• Cool environment with air vents but do not place directly over child
• Inform the Commander and seek medical assistance

6.17 INFECTIOUS DISEASES

Organisms can enter the body causing infections. These may include bacteria,
viruses and parasites. These may enter the body via direct contact with an infected
person, animal or insect; by airborne droplets or through contaminated water and
food. We may not fly to areas in which some of the following conditions are common
but our passengers might have.
For the majority of these conditions there is very little the Cabin Crew responder can
do. Always ensure that DRABCDE is established and refer to medical help.
REFERENCE: Section 2.4.16, “Passenger Health Precautions”

6.17.1 HEPATITIS B AND C

These two viruses are a serious liver infection. The infection may be fatal and even

ed
those that survive may develop illness later on. The condition is commonly
t
prin
contracted via unprotected sex or intravenous drug use.

Signs and Symptoms of Hepatitis B and C

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• Fatigue

on
nc
• Nausea and vomiting
• u
Abdominal pain and fever
• Diarrhoea
• Jaundice (yellow skin discolouration)
• Dark urine

6.17.2 CHICKENPOX
A highly infectious disease common in childhood. Blisters form on the skin and
transmission of the disease is via contact with them. Passengers are permitted to
travel 7 days after the appearance of the last new spot. They must have a certificate
confirming fitness to fly from an appropriate medical practitioner, this will be
checked by the ground staff.

Signs and Symptoms of Chickenpox

• Fever and headache
• Small, itchy red spots that develop into fluid filled blisters

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6.17.3 MEASLES
A highly contagious childhood disease that is passed on through direct contact. The
infectious period is often before any signs and symptoms appear.

Signs and Symptoms of Measles

• Cough, runny nose and fever
• Small red spots, which may discharge
• A few days later this may be followed by a rash around the ears and neck which
may spread across the body

6.17.4 TUBERCULOSIS (TB)

TB most commonly affects the lungs. It is spread by breathing in bacteria from an
infected person; this contact usually needs to be prolonged. Common in developing
counties though cases in Europe have increased particularly where childhood
immunisation has declined.

Signs and Symptoms of TB

d
• A persistent cough lasting more than three weeks; in later stages coughing blood

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• Night sweats and fever
• Weight loss and fatigue
d i f
r o l l e
6.17.5 MALARIA

on t
nc
This is a common illness transmitted by mosquitoes; the disease is one of the world's

u
biggest killers. The cases of malaria have increased with worldwide travel. It is found
in tropical areas such as South East Asia, parts of Central and South America and
particularly in sub-Saharan Africa, where the most virulent strains are found.
Prevention is the best way to treat Malaria, staying away from Mosquitoes. Use insect
repellents; wear long sleeve shirts and trousers and consider the use of
recommended drugs (seek medical advice).

Signs and Symptoms of Malaria

• Fever, which can occur in episodes
• Headache and flu like symptoms
• Shivers and sweating
• Symptoms can recur over months or years

6.17.6 BACTERIAL MENINGITIS

This is a very serious condition that must be treated promptly. Meningitis can be
difficult to recognise because many symptoms are similar to those of less serious
conditions such as influenza. The signs and symptoms are below. If in doubt you
must get the casualty to medical personnel as soon as possible.

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Signs and Symptoms of Meningitis

These may include:
• Fever
• Vomiting or loss of appetite
• Headache (in babies the sign is slight tenderness to the soft part of the skull)
• Sensitivity to light
• Stiffness in the neck
• Convulsions
• A change for the worse in a child who has recently had an infection
• A rash of red purple spots (purpuric rash). To test the rash, press the side of a glass
lightly against it. If the rash disappears under pressure, it is not a purpuric rash.
• If the rash does not disappear, diversion is mandatory and Port Health must be
informed to meet the aircraft on arrival.
NOTE:

d
Port Health is an organisation that exists for sea and airports to prevent the

t e
prin
introduction of infectious and contagious diseases and ensures the
wholesomeness of imported food.

d i f
e
REFERENCE: Section 2.4.16.1, “Port Health Procedures”

6.18
t r o
DEEP VEIN THROMBOSISl l (DVT)
c on
un
DVT is the condition where a blood clot forms within the deep-lying veins in the leg.
This is caused by slow blood flow due to sitting for long periods without exercising
any of the leg muscles.

To prevent DVT:
• Rotate ankles clockwise and anti-clockwise
• Extend and flex feet
• Avoid alcohol and caffeine drinks
• Drink plenty of water
• Where possible, walk around

Signs and symptoms of DVT

• Pain and cramping in calf
• Swelling
• Tenderness
• Calf feels hot

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• Calf becomes hard

Treatment of DVT
• DRABCDE
• Elevate affected leg
• Ensure casualty is hydrated
• Do not allow casualty to walk as clot may travel to the lungs
• Do not rub the affected area
• Inform Commander and seek medical assistance
If clot travels to the lungs, the following signs and symptoms may be present:
• Difficulty in breathing
• Coughing up blood-stained matter
• Signs and symptoms of shock

Treatment
DRABCDE
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•

i f
• Treat for shock
•
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Inform Commander and seek medical assistance

n t r o
6.19
o
ABDOMINAL CONDITIONS / EMERGENCIES
nc
u
Abdominal conditions can be difficult to diagnose. The Cabin Crew responder need
not concern themselves about making a specific diagnosis but, more importantly,
recognising a serious abdominal emergency. Acute abdominal pain is often severe
and can be sudden in onset. Some medical emergencies that can occur in-flight
include:

6.19.1 DIARRHOEA AND VOMITING – FOOD POISONING

Diarrhoea is a deviation from an individual’s established bowel rhythm, with
increased frequency and fluidity of the stools. Infection of the gastrointestinal tract
is a common cause of this disorder. Conditions include salmonella, travellers'
diarrhoea and e.coli. Often the infection is acquired during foreign travels,
particularly if the journey has been to a developing country.

Signs and Symptoms

• Nausea and vomiting
• Abdominal pain
• Loose stools

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The casualty should be given sips of water and told to avoid foods such as dairy
products. If the casualty wants to eat, they should be advised to eat starchy food.

6.19.2 APPENDICITIS – INFLAMMATION OF THE APPENDIX

Occurs when the appendix (small aperture in the bowel) is obstructed by faecal
material or as a result of inflammation. This is a common abdominal emergency
usually affecting younger people, which if allowed to persist, may eventually
become gangrenous and rupture.

Signs and Symptoms

• Abdominal pain or cramping
• Nausea and vomiting
• High temperature
• The pain starts behind the navel and later locates into the right lower part of the
abdomen
The treatment is not to give anything by mouth and refer to medical help urgently.

d
6.19.3 RENAL COLIC - KIDNEY STONES
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prin
Calcifications form in the kidney and pass into the tube joining the kidney with the

i f
bladder. Renal colic normally occurs in people between the ages of 30-50 years.

l l ed
r o
Signs and Symptoms

on t
nc
• Severe pain which originates in the hip/lower back areas and radiates to the right

u
or left lower abdomen and groin.
This is an extremely painful condition and the treatment is to give sips of water and
referral to medical help for pain relief.

6.19.4 GASTRIC ULCER

A Gastric Ulcer is a sore or open wound in the stomach. The casualty is usually aware
they have an ulcer and may be taking medication.

Signs and Symptoms

• Burning or gnawing sensation in the upper middle and left part of the abdomen
• Usually before meals, early in the morning or during stressful periods
Food intake or antacids commonly relieve the pain.
Ulcers can also be found in the Duodenum; ulcers both in the duodenum and
stomach are called Peptic Ulcers. If the ulcer perforates (Perforated Gastric Ulcer) the
casualty will present with signs of shock and may vomit a coffee ground like
substance. Treat for shock if present and refer urgently to medical help.

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6.20 ECTOPIC PREGNANCY

This occurs when a fertilised egg implants in an abnormal position, somewhere other
than the uterine wall, which results in bleeding either into the uterus or the
abdominal cavity.

Signs and symptoms

• Severe abdominal pain (which usually precedes vaginal bleeding), often
described as cramp-like or stabbing
• Pain may be localised to one side and can also radiate to the shoulder tip
• Vaginal bleeding can occur which appears dark brown and scanty (like prune
juice)
• High temperature
• Signs of shock
The casualty should be treated for shock and referred to medical help. This is a
potentially fatal cause of abdominal pain in a woman of childbearing age.

6.21 EXPECTANT MOTHERS

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• Expectant mothers can be accepted for travel up to the end of the 27th week
without a medical certificate.

d i f
•
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When travelling between 28 - 35 (inclusive) weeks a medical certificate

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n t
confirming the number of weeks of pregnancy is required and must confirm that

o
nc
the passenger is fit to fly.
•
u
Pregnant passengers cannot be accepted for travel on or after week 36; therefore
any return sector the passenger has planned must be completed no later than
week 35 (inclusive).
• All medical certification must be supplied by a doctor or midwife.

6.22 EMERGENCY CHILDBIRTH

Childbirth is a natural and often lengthy process that normally occurs at about the
40th week of pregnancy. In the rare event of a baby arriving quickly, you should not
try to "deliver" the baby as the birth will happen naturally without intervention. Your
role is to comfort and care for the mother and her baby. There are 3 distinct stages to
childbirth:

First stage - neck of the womb opens: lasts several hours for first baby but is
normally shorter for subsequent pregnancies

Signs and symptoms

• Contractions - squeezing of the uterus (womb)
• Mucus plug (thick fluid that protects the womb from infection) is expelled

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• Amniotic fluid (waters) surrounding the baby leaks out

Treatment
• Calm and reassure the mother
• Inform Commander and seek medical assistance
• Help the mother to sit or kneel on the floor in a comfortable position
• Encourage the mother to breathe deeply during her contractions
• Massage her lower back gently using the heel of your hand
• Wipe the mother's hands and face to cool and soothe her
• Give her sips of water if thirsty

Second stage - baby is born: lasts about an hour

Signs and symptoms

• Strong urge to push as the baby's head passes down the birth canal
• Birth canal stretches as the baby travels through it

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prin
• The baby's head emerges
• The body is delivered soon after
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Treatment

on
nc
• Ensure surroundings are as clean as possible to reduce risk of infection
•
birth
u
The mother should remove any items of clothing that could interfere with the

• Put plastic sheeting, newspaper, towels under the mother

• Wash hands thoroughly and wear gloves to minimise infection; wear apron from
biohazard kit
• The mother may also want to be covered
• Encourage her to stay as upright as possible
• Encourage mother to stop pushing and start panting as the baby crowns (head is
visible); this will minimise tearing
• As the baby is born, handle baby carefully as it will be very slippery
• Wrap the baby in a clean cloth
• Give baby to mother
• Lay baby on mother's stomach

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Third stage - afterbirth (placenta) is delivered, 10-30 mins after baby is born

Signs and symptoms

• Contractions of the uterus
• Afterbirth is pushed out

Treatment
• Reassure the mother
• Do not cut the cord
• Keep the afterbirth and cord intact in a biohazard bag

Complications
• If the umbilical cord is wrapped around the baby's neck, you should first check
that it is loose and then carefully pull it over the baby's head from back to front
to protect the baby from strangulation.
• If bleeding or pain is severe, treat for shock

t ed
A CSR should be completed for births on board. Additionally form CA680

prin
(Nomination of Birth on Board) must be completed. This form is included with the

f
aircraft library in the Flight Deck and can be obtained from the Commander who is

d i
responsible for completing and signing it.
e
6.23
t
MISCARRIAGE r o l l
c on
u n
Miscarriage (spontaneous abortion) of the foetus or embryo most often occurs at
week 8 or 12 from the first day of the last menstrual period. It can occur, although
less rarely, in pregnancy up to 28 weeks. The cause for most miscarriages is unknown
but can be due to an abnormal foetus, an abnormal uterus, illness or trauma. Some
women can experience a threatened miscarriage which can progress to normal
pregnancy.

Signs and Symptoms include:

• The casualty will know/suspect they are pregnant or late with a period
• Sudden vaginal bleeding
• Lower abdominal pain which is cramp-like, usually follows after bleeding
• Signs of shock if bleeding is severe

Treatment for Miscarriage

• DRABCDE
• Gentle handling and reassurance
• Keep any expelled material

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• Treat for shock, if present

• Inform Commander and seek medical assistance

6.24 INTOXICATION – DRUG AND ALCOHOL

Intoxication is the exposure to substances that are potentially harmful and can be
accidental or deliberate. The features of intoxication vary depending on the
substance involved and the method of entry.

Methods of Entry
• Absorbed through the skin
• Inhaled through the respiratory tract
• Ingested into the stomach
• Injected

6.24.1 DRUG INTOXICATION

This can result from an accidental or deliberate overdose of prescribed or over the
counter drugs or from active drug abuse.

t ed
prin
Signs and Symptoms of Drug Intoxication – use SAMPLE history to gather

i f
information
•
l l ed
Can vary extremely from excitable hyperactive behaviour to lethargy and
drowsiness
n t r o
•
nc o
Hallucinations and delirium are common
• u
The breathing can be slow or rapid
• Pupils can be constricted or dilated

6.24.2 ALCOHOL INTOXICATION

Alcohol is a drug that depresses the activity of the central nervous system. Small
quantities generally produce a slight change of mood; prolonged intake can result in
physical and mental abilities becoming severely impaired and deep unconsciousness
can ensue. An unconscious casualty is in danger of inhaling and choking on vomit.

Signs and Symptoms of Alcohol Intoxication - use SAMPLE history to gather

information
• History of alcohol ingestion
• Nausea and vomiting
• Impaired level of consciousness
• Flushed, warm, moist face
• Deep, noisy breathing

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• Late signs include: shallow breathing, weak, rapid pulse, dilated pupils that react
poorly to light and convulsions

Treatment of Drug or Alcohol Intoxication

• DRABCDE
• Administer oxygen
• If the casualty is unconscious, place in the Recovery Position
• Identify the drug if possible
• Preserve samples of vomited material or empty bottles/containers. Give these to
medical help on arrival. (Drug intoxication only)
• Protect the casualty from the cold, insulate him from the ground and cover with
a coat
• Inform Commander and seek medical assistance
NOTE:
DO NOT attempt to induce vomiting as it is often ineffective and may cause the
casualty further harm. Even if the casualty’s breath smells strongly of alcohol,

ed
other causes of unconsciousness should be suspected, for example, hypo/

nt
ri
hyperglycaemia, head injury or physical illness.

6.25 i
INJURY-RELATED CONDITIONSf p
l l ed
6.25.1
n t r o
WOUNDS AND BLEEDING

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u
A wound is a break in the structure of an organ or tissue caused by an external agent.
Bruises, abrasions (grazes), lacerations (tears), incisions (cuts), punctures and burns
are all examples of wounds.

Minor Wounds
Minor wounds are very common and are something the Cabin Crew responder is
likely to encounter during their career.

Treatment of Minor Wounds

• Wash hands and put on disposable gloves
• Clean the wound
• Cover the wound with a sterile dressing
• Secure the dressing in place
• Advise the casualty to look out for signs of infection and seek medical advice
regarding tetanus immunisation

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Major Wounds
Major wounds can be broadly classified as anything that cannot be treated by simple
wound dressing application and therefore needs further specialist medical
intervention. Types of treatment of major wounds relating to injuries to the chest,
abdomen and major bleeding are covered in the information to follow in this
chapter.

Bleeding
Bleeding is the escape of blood from a ruptured blood vessel both externally, from
an open wound or internally from a ruptured vessel. Whilst damage to minor vessels
may produce only a small amount of blood loss, rupture of a major blood vessel can
lead to the loss of several litres of blood. If this is left untreated it can result in shock
or even death.

6.25.2 TYPES OF BLEEDING

Arterial Bleeding
The blood, oxygenated and under pressure, is bright red and spurts with each
heartbeat. Arterial bleeding is often hard to control and if not treated promptly may
prove fatal.
t ed
Venous Bleeding
i f prin
l ed
The blood, de-oxygenated and under less pressure, is dark red and flows more
l
t r o
steadily. It is generally easier to control than arterial bleeding but can be serious (eg.

n
o
varicose vein bleeding).

u nc
Capillary Bleeding
The blood oozes out and is bright red in colour. Capillaries are minor vessels and
damage is not usually life threatening.

External Bleeding

Treatment of Minor Bleeding

• Wash hands and put on disposable gloves
• Rest the casualty
• Apply direct pressure over the wound
• Elevate the injured part if possible
• Remove constricting clothing or jewellery
• Apply sterile dressing
Leave any foreign body that may be embedded in a wound, as removing it may result
in further bleeding or tissue damage. Build up padding on either side of the foreign
body until high enough to bandage over the object without pressing on it.

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Treatment of Severe External Bleeding

• Wash hands and put on disposable gloves
• Apply direct pressure to the bleeding site
• Lay the casualty flat with legs elevated if possible
• Elevate the injured part above the level of the casualty’s heart
• Secure dressing pad with a bandage. If the dressing becomes blood-soaked do
not remove it, apply a second dressing. If blood still soaks through, remove all
dressings and start again
• Inform the Commander and seek medical assistance
NOTE:
Occasionally it will not be possible to apply direct pressure. In this case indirect
pressure may be applied to a ‘pressure point’. This is where a main artery runs
close to a bone (pulse point). Pressure at these points will cut off the blood supply
to the limb and must not be applied for longer than ten minutes.

Internal Bleeding

t ed
Internal bleeding is often difficult to diagnose and can range from the very minor

prin
such as bleeding under the skin (bruises) to the very major such as bleeding in the

f
abdominal or chest cavities. Always suspect internal bleeding in casualties who

d i
show signs of shock with no obvious cause. Possible clues could be:
e
•
t r o l l
History of injury or medical illness such as stomach ulcer

on
nc
• Discoloured or bruised skin
• u
Pain or tenderness in the affected area
• Signs and symptoms of shock

Treatment of Internal Bleeding

• Treat as for shock

Management of Bleeding from Specific Sites

Nose
• Nose bleeds can occur as a result of injury or spontaneously for no apparent
reason. They can also be caused by medical conditions such as high blood
pressure

Treatment
• Sit the casualty down, leaning forward (do not lean the casualty back as
swallowing blood will induce vomiting)
• Ask the casualty to pinch the soft fleshy part of their nose, just below the bridge.
Do this for 10 minutes allowing time for the blood to clot

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• After 10 minutes tell the casualty to release the pressure and if their nose is still
bleeding, repeat the process. Tell the casualty not to pick or blow their nose as
this can disturb any clots
• Advise the casualty to rest as over exertion can cause further bleeding
NOTE:
If the nose bleed persists, seek medical advice.

Mouth
• Bleeding from the gum. This can be due to minor injuries or recent dental
extraction. It always appears profuse as it is mixed with saliva

Treatment
• Sit the casualty down leaning forward, allowing the blood to drain
• Instruct casualty to bite on a sterile pad
• If the casualty cannot bite down on a pad, ask them to place the pad over the
bleeding site and apply pressure

d
• Advise the casualty to avoid hot drinks for 12 hours

t e
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• Seek medical advice

Ear
d i f
r o l l e
t
• This can be caused by head injury, a foreign body or perforation of the eardrum.

on
Treatment
• u nc
Lean the casualty towards the affected side (if head injury treat as spinal injury
and do not move the head)
• Apply sterile dressing over the ear (never plug a bleeding ear)
• Seek medical advice

6.25.3 HEAD INJURY

Head injuries are the major cause of death in young people. The Cabin Crew
responder can do nothing about the initial brain damage therefore care of the
casualty is directed towards preventing further brain damage that may be caused by
airway obstruction, blood loss or overheating.

Minor Head Injury

Concussion is caused by a sudden shaking of the brain resulting in a temporary
disturbance and/or a brief period of unconsciousness.

Signs and Symptoms of Minor Head Injury – use SAMPLE history to gather
information
• Dizziness or blurred vision

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• Nausea or vomiting
• Loss of memory of events at the time of or immediately preceding the injury
• A mild generalised headache
NOTE:
Apparent concussion can turn out to be a more serious head injury therefore a
cabin crew responder should always advise the casualty to seek medical advice.

Major Head Injury

Major head injury occurs as a result of pressure (swelling or bleeding) building up
within the skull. This build up of pressure can cause brain damage.

Signs and Symptoms of Major Head Injury

• A hot flushed face
• An intense headache
• Visual disturbance
• Vomiting
•
t e
Blood and/or fluid leaking from the ear or nose
d
•
i f prin
Unequal pupils (increase in the size of one pupil)
•
l l ed
Laboured, deep, irregular breathing

n t r o
A deterioration in the level of consciousness
o
•

•
• u nc
Slow, strong pulse
Other signs of brain injury including: paralysis on one side, confusion, slurred
speech

Treatment of Head Injuries

• DRABCDE
• Administer oxygen
• Control any obvious bleeding
• Suspect spinal injury (do not move)
• Continuously assess level of consciousness using AVPU
• Inform the Commander and seek medical assistance

6.25.4 SPINAL INJURY

Damage to the spine is one of the most traumatic and debilitating forms of injury.
Correct early treatment by the Cabin Crew responder can mean the difference
between the casualty regaining normal function or suffering permanent disability.

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Causes include
• Fall from a height
• Crush injuries
• High speed accidents
• Head injury

Signs and Symptoms of Spinal Injury

• Possible back or neck pain following the injury
• Tingling, numbness and/or lack of movement in the arms or legs
• Muscle spasm in the back or neck
• Warm, dry skin and slow pulse
• Breathing difficulties
NOTE:
The casualty may have no signs and symptoms but this does not rule out the
possibility of spinal injury. Always suspect a spinal injury if you encounter any of
the above causes.
t ed
Treatment of Spinal Injury
i f prin
l l ed
DRABCDE - use jaw thrust to keep the casualty’s airway open (if unconscious)
o
•

•
on
Administer oxygen
t r
•
•
u nc
Reassure the casualty
Steady and support the casualty in the position you find them; place your hands
either side of the head and if possible do not let go
• Inform the Commander and seek medical assistance
NOTE:
DO NOT move a casualty with a suspected spinal injury unless the casualty is in
imminent danger.

6.25.5 CHEST INJURY

Introduction
Chest injury ranges from simple rib fracture to major damage of underlying organs
and structures such as the heart, major vessels, lungs, diaphragm and spine.

TYPES OF CHEST INJURY

Collapsed Lung – pneumothorax

This can occur spontaneously without any cause (common in tall, thin, young males)
or as a result of injury.

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Signs and Symptoms

• Breathing difficulties
• Chest pain
• Blueness around the mouth and lips
• Rapid pulse
• Windpipe is pushed slightly out of alignment

Penetrating Chest Wound

A penetrating chest wound may cause internal damage within the chest and
abdominal cavities. The lungs are particularly vulnerable to injury. Air can enter the
chest causing it to collapse. Pressure may build up to such an extent that it affects
the uninjured lung. The pressure may also prevent adequate refilling of the heart,
impairing the circulation and causing shock.

Signs and Symptoms of Penetrating Chest Wound

• Breathing difficulties
•

t ed
Moist sucking or bubbling sounds over the wound on breathing

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• Blueness around the mouth and lips

d i f
If air continues to enter the wound, the casualty will experience extreme breathing

o l l e
difficulties and develop signs of shock. This is a life-threatening emergency requiring
r
n t
immediate medical assistance.
o
u nc
General Treatment of Chest Injury
• DRABCDE
• Administer oxygen
• Cover the wound immediately with an air tight dressing. Secure firmly with
adhesive tape on three sides.
• Treat the casualty for shock
• Inform the Commander and seek medical assistance.

6.25.6 ABDOMINAL INJURY

Introduction
Abdominal injuries can be difficult to detect. This is because the abdominal cavity is
large and can harbour major bleeding without any obvious physical findings.

Signs and Symptoms

• External bruising (clothing or seatbelt imprints on the abdominal wall)

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• External wounds or evisceration (the protrusion of organs or contents through the

abdominal wall)
• Pain on touch or movement
• A swollen, rigid or distended abdomen (late signs)
• Signs of shock (the best indicator)

Treatment of Abdominal Wound

• DRABCDE
• Administer oxygen
• Cover any open wounds - lightly secure a large dressing pad over the wound. If
part of the intestine or organ is protruding, cover with plastic bag i.e. a clean gash
bag, boutique bag or a damp sterile dressing (to stop it drying out)
• Treat for shock
• Inform Commander and seek medical assistance

6.25.7 INJURIES TO THE MUSCLES AND SKELETON

ed
Although limb injuries are not the highest priority for the Cabin Crew responder it is
t
prin
one of the most common complaints encountered. If limb injuries are not identified

i f
and treated early it can result in permanent disability. However, this must not detract

ed
from the immediate care priorities of airway, breathing and circulation.
l l
n t r o
o
Types of injuries are:
•

•
u
Fractures
Dislocations
nc
• Amputations
• Contusions (bruising)
• Strains/Sprains

Signs And Symptoms of Limb Injuries

• Pain on movement or touch
• Difficulty or limited movement
• Swelling and bruising over the injured area
• Deformity of the limb or joint
• Crepitus (grating of bones) on movement or touch
NOTE:
It is impossible to rule out fractures by examination only. If in doubt, seek
medical advice.

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6.25.8 SPRAINS, STRAINS AND FRACTURES

SPRAINS AND STRAINS

A sprain is tearing or stretching of the ligaments (bands of tough cells) that hold
together the bone ends in a joint.
A strain is tearing or stretching of muscle fibres.
Both caused by a sudden pull.

Signs and symptoms

• Pain and tenderness
• Difficulty in moving the injured part
• Swelling and bruising in the area

Treatment
• DRABCDE
• RICE
– Rest the injured part
t ed
prin
– Ice (in suitable clean bag e.g. sick bag; ice should not be placed directly
on the skin)
d i f
–

r o l l e
Compress with padding or bandage

on t
Elevate the injured limb

nc
–

•
u
Inform captain and seek medical assistance

FRACTURES
A fracture is a crack or break in a bone.
The fracture may be closed (skin is intact) or open (broken bone has pierced skin).
Signs and symptoms
• Deformity, swelling and bruising at fracture site
• Pain on touch or movement
• Twisting, bending or shortening of a limb
• Coarse grating of bone ends
• Wound, possibly with bone ends protruding
• Signs and symptoms of shock

Treatment
• DRABCDE
• Advise casualty to keep still

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• Cover any wounds with sterile dressing

• Immobilise limb with SAM splint
• Treat for shock if necessary
• Inform captain and seek medical assistance
NOTE:
Monitor the casualty’s limb for impaired circulation by comparing the good limb
against the injured limb for differences in colour and temperature. In the case of
amputated parts, place into a sterile bag/container which should be kept cool (do
not soak or place direct into ice).
Principles of Immobilisation for all injuries (minor or major) to muscle and skeleton
Expose and support the injured part removing any constrictions. Immobilise
appropriately using slings, bandages and/or sam splint from the first aid kit.

6.25.9 SLINGS AND BANDAGES

Dressings
These are used to cover wounds as they:
Assist in the control of bleeding
t ed
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•

i f
• Protect the area from further injury
• Help to prevent infection
l l ed
n t r o
Bandages

nc o
•
u
These are used to secure or support

Light woven thin bandages:

• Hold dressings or splint in place
• Control bleeding

Thick elasticated crepe bandages

• Support and immobilise
• Give pressure
• Prevent further swelling
• Control bleeding
When applying a dressing remember the following key points:
• Wear disposable gloves
• Use a sterile dressing
• Select a dressing large enough to cover the wound or burn and immediate
surrounding area

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• Hold the dressing by the edges and place it directly onto the wound or burn
• Bandage towards the heart covering half the bandage on each turn, keeping the
edges in line
• Ensure bandage is not too tight by checking circulation is not restricted
• Secure with a pin or tape

Triangular Bandages

Elevation Sling (High arm sling)

Elevation slings should be used for hand and lower arm injuries as they help to
control bleeding and reduce swelling (to support the arm in cases of collar bone,
shoulder or arm injuries).
• Place the arm on the injured side across the chest, with the fingertips touching
the opposite shoulder.
• Drape one end of the triangular bandage over the casualty's shoulder on the
uninjured side covering the hand, and the point of the triangle well beyond the
elbow on the injured side.
•
ed
Ask the casualty to release their arm. Supporting the arm, tuck the base of the
t
prin
bandage under the hand and forearm and behind the elbow.
•
d i f
Bring the lower end up diagonally across the back to meet the other end at the
shoulder.

r o l l e
•
on t
Tie the ends in a knot in the hollow above the casualty's collarbone. Tuck the

nc
ends under the knot.
• u
Twist the point of the bandage at the elbow until it fits tightly and tuck the point
in into the sling at the elbow to secure it.
• Check for circulation in the casualty's fingers, if circulation is restricted undo the
sling and loosen any bandages.

Broad Arm Sling (Low arm sling)

Used to support injured upper arms or to take the weight of the arm off a dislocated
shoulder
• Working from the injured side, seat the casualty supporting the injured limb if
possible holding it out slightly.
• Place the bandage between the arm and chest with the point of the triangle under
the elbow of the injured arm. Place the other end over the shoulder of the
uninjured arm and around the back of the neck to the injured side.
• Bring the lower end of the bandage up over the casualty’s forearm to meet the
other end of the bandage.
• Tie a knot in the hollow above the casualty’s collar bone. Tuck the ends under
the knot.

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• Twist the point of the bandage at the elbow until it fits tightly and tuck the point
into the sling at the elbow and secure it.
• Check circulation in the casualty’s fingers, if circulation is restricted undo the
sling and loosen any bandages.
NOTE:
If a bandage is too tight the tissues will not receive a good blood supply, which
can cause tissues to die

Signs and Symptoms of Restricted Blood Flow

• Skin pale or blue grey (cyanosis) in colour
• Skin is cool to the touch
• Casualty reports tingling or numbness
• Casualty develops inability to move the affected area.
NOTE:
Check the bandage every 10 minutes to make sure it is not too tight. Looking for
signs and symptoms of restricted blood flow (impaired circulation). If the

d
circulation is impaired loosen the bandage and monitor carefully.

t e
prin
6.25.10 EYE INJURIES

d i f
Introduction

r o l l e
n t
The eye is one of the most sensitive and delicate organs of the body. When an eye
o
nc
is injured it can threaten our most important sense, which is sight. Although the

u
Cabin Crew responder can usually deal with visible minor eye injuries most
complaints must be referred to specialist medical help.

TYPES OF INJURY
• Foreign bodies
• Chemical burn

Signs and Symptoms of Eye Injury

• History of eye injury
• Painful, red watering eye
• Affected vision
• Visible foreign bodies or obvious injury.

Loose Foreign Bodies

Small foreign bodies such as dust, grit and loose eyelashes can cause irritation and
even scratch the outer surface of the eye.

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Treatment of Loose Foreign Bodies

• Obtain history
• Wash hands and put on disposable gloves
• Place the casualty’s head back and to the side of the effected eye and advise not
to rub the eye
• Gently separate the upper and lower eyelids with your finger and thumb
• Irrigate the loose foreign body from the eye using eyewash or fresh tap water
• If the foreign body is under the eyelid, ask the casualty to grasp the upper
eyelashes and pull the upper lid over the lower lid and look left, right, up and
down.
If the foreign body is embedded, penetrating or protruding do not attempt to
remove - seek medical advice.

Chemical Burn
Chemicals such as acids or alkalis can cause serious damage to the eye. Alkali is
particularly dangerous as it can cause permanent blindness.

t ed
prin
Treatment for Chemical Burn
• Obtain history

d i f
•

r o l l e
Wash hands and put on disposable gloves
•
on t
Lean the casualty towards the affected side and advise not to rub eye
•
u nc
Open the casualty’s eyelids
• Immediately begin irrigation – after wiping away any chemical from the nose,
irrigate the eye from nose outwards to prevent contamination of the unaffected
eye
• Inform the Commander and seek medical assistance
Following initial treatment for Loose Foreign Bodies and Chemical Burns, if medical
help is not immediately available, it is acceptable to place a pad over the injured eye
for the casualty’s comfort which you will find in the first aid kit.

6.26 BURNS
A burn is one of the most common injuries a Cabin Crew responder may encounter.
There are a number of factors to consider when assessing the severity of a burn and
how best to treat it. These include the cause of the burn, whether the airway is
involved, the depth of the burn and its extent.
Whatever the cause or extent, burns involving a casualty's airway always require
immediate hospital treatment.

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DEPTH OF BURN

Superficial Burns
These involve only the outer layer of the skin and are characterised by redness,
swelling and tenderness / pain. (e.g. mild sunburn or a scald produced by a splash of
hot liquid). Superficial burns usually heal well if prompt immediate care is given and
do not require medical attention unless extensive.
Dressing to be used: CoolJel or Burn Aid sachets

Partial Thickness Burns

These involve both layers of skin, causing pain. The skin will look raw and blisters
will form and will have the appearance of a wet wound. If extensive, they can be
serious. A partial thickness burn requires medical attention.
Dressing to be used: WaterJel or Burn Aid dressing

Full Thickness Burns

With full thickness burns, all layers of the skin are burned. They may be pain free or
dull and aching. Damage may extend beyond the skin to affect deeper structures.
The skin will appear black and charred if the cause is fire or have a waxy grey

t ed
appearance if the cause is any other type of heat (e.g. steam, hot liquid or chemicals).

prin
Full-thickness burns of any size always need medical attention.
Dressing to be used: Jelonet
d i f
r o l l e
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Treatment of Minor Burns

o
•
•
DRABCDE
u nc
Wash hands and put on disposable gloves
• Stop the burning process by cooling with water
• Gently remove any jewellery or constrictive clothing from the affected area
before it begins to swell
• Treat the burn with sterile burn dressing
• Inform the Commander and seek medical assistance
NOTE:
Do not remove anything sticking to the burn as this may cause further damage
and introduce infection. Do not burst any blisters. Do not apply lotions, creams
or ointments, other than what is available in the First Aid Kit, if you are referring
the casualty to medical help.

Treatment of Major Burns

• DRABCDE
• Wash hands and put on disposable gloves
• Remove yourself and the casualty from danger

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• Stop the burning process by neutralising the cause

• Establish and maintain a clear airway (if unconscious)
• Administer oxygen if the burn involves the casualty's airway or is showing signs
of hypoxia
• Treat the burn with sterile burn dressing
• Check for other injuries
• Keep the casualty warm (beware of hypothermia due to heat loss)
• Inform the Commander and seek medical assistance.

Smoke Inhalation
Inhalation injury is the major cause of death in the burn-injured casualty. Hot fumes
or toxic gases may cause damage to the respiratory system. Always suspect
inhalation injury in casualties rescued from closed environments and who have
burns to the head, face, neck or chest. Complications are not always obvious
immediately and can develop hours after the accident.

Signs and Symptoms

t ed
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• Breathing difficulties
• Hoarseness of the voice

d i f
•

r o l l e
Burns and swelling of the face and neck
•
on t
Singed nasal hair and eyebrows
•
u nc
Soot around the mouth and nose

Treatment of Smoke Inhalation

• DRABCDE
• Administer oxygen
• If the casualty is unresponsive, place in the recovery position
• Inform Commander and seek medical assistance

Chemical Burns
Protect yourself first. Flush the contaminated area with water; do not wait to take
clothes off before flushing. Irrigation should continue until medical help arrives.
Identification of the chemical is important information for the receiving medical
team.

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6.27 DEATH
If a person dies on an aircraft, the following action must be taken:
• Inform the Commander.
• Move other passengers away from the deceased if possible, though friends/
relatives of the deceased may remain with them if they wish. Close the eyes of
the deceased and cover their body with a coat or blanket but do not cover the
face.
• Try to keep the body as straight as possible.
Complete an Air Safety Report and include the following particulars:
• Time Commander notified
• Name and address of deceased
• Name and address of any person travelling with the deceased
• Time and place of death. (If mid-flight please state approximate area. This
information can be obtained from the Commander)
• State row and seat number
Number of passengers on board
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•

i f
• Name or address of the Doctor of medicine who certified the death
•
l l ed
State in full the signs and symptoms shown by the passenger

n t r o
o
• Give details of any treatment or action taken.

u nc
Additionally form CA681 (Nomination of Death on Board) must be completed. This
form is included with the aircraft library in the Flight Deck and can be obtained from
the Commander who is responsible for completing and signing it.

6.28 EFFECTS OF FLYING

6.28.1 AIR SICKNESS
May range from a headache to an extreme case of nausea.

Signs and Symptoms

• Headache
• Dizzy
• Drowsiness
• Clammy and pale
• Nausea and vomiting
• Hyperventilation

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Treatment
• Move casualty to a seat forward of the overwings
• Advise to minimize head movement and to avoid reading
• No alcohol
• Restrict fluids, sips of water may help
• Open air vents and fan with a magazine
• Administer the following from the First Aid Kit if no other medication has been
taken:

Stugeron tablets for prevention of Dosage - Adults and Children over 12 years.
travel sickness. Two tablets, two hours before travelling. One
further tablet every eight hours as required.
Dosage - Children 5 to 12 years. One tablet,
two hours before travelling. A further 1/2
tablet every eight hours as required.

6.28.2 FLATUS (WIND)

t ed
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Signs and Symptoms

d i f
l e
• Discomfort or pain in the chest and/or upper abdomen.

t r o l
n
• Abdominal distension

nc o
•
u
Treatment
Loosen tight clothing around the abdomen
• Sips of sparkling water or similar
• Restrict alcohol
• Administer the following from the First Aid Kit if no other medication has been
taken

Asilone Tablets for Indigestion, acidity, Dosage - Adults and children over 12 years.
heartburn and wind. One or two tablets chewed or sucked before
meals, at bedtime or when required. For the
relief of heartburn, the tablets should be
sucked slowly.
Not for children under 12 years.

Any chest pain or discomfort accompanied by shock or hypoxia treat as for heart
attack.

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6.28.3 PANIC ATTACK

Over reaction to a situation, for example: fear of flying, claustrophobia. These people
need to be handled firmly.

Signs and Symptoms

• Attention seeking behaviour, such as shouting or rolling on the ground, that is
usually made worse by the presence of an audience
• Hyperventilation
• Marked tremor or paralysis; the casualty is unable to move

Treatment
• Be firm and do not over sympathise with the casualty
• Move them to a quiet place if possible
• Stay with the casualty until they have recovered
• Do not throw any water over the casualty’s face
• Do not slap the casualty’s face

t ed
prin
• Do not use force to restrain the casualty

6.28.4 EARACHE
d i f
r o l l e
Anybody flying with a cold, virus infection or sore throat is particularly susceptible.

on t
nc
Treatment

u
To equalise pressure in middle and outer ear, instruct passenger to swallow or yawn.
Alternatively pinch nose and blow gently keeping mouth closed, until a 'click' in the
ear is felt.
Use Karvol Capsules from first aid kit.
For babies advise mother to give a feed, allowing the baby to cry may also help.

Karvol for relief of Dosage - Adults and older children, squeeze contents
congestion caused by a cold. onto handkerchief and inhale vapour.
Babies over 3 months and young children, squeeze
contents onto a handkerchief secured near to (but out
of reach of) the child.
Not to be used for babies under 3 months
Avoid contact with eyes and skin.

NOTE:
Please be aware that Karvol contains nut extract. Ensure passenger does not have
a nut allergy before use

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6.28.5 TOOTHACHE
Usually caused by a decaying tooth, can be made worse by cold or hot drink or
change in cabin pressure.

Treatment
Make the casualty comfortable.
Give a warmed pad to hold against the face by the affected area.

6.28.6 SORE/INFLAMMED THROAT

This is caused by an inflammation of the tissues at the back of the mouth. Swallowing
can be difficult.
The dry atmosphere of flying can exacerbate the condition.

Treatment
Give the casualty plenty of fluids to ease the pain and to stop the throat becoming
dry.
Throat lozenges from the first aid kit may offer some relief.

t ed
prin
Merothol or Merocets Plus Dosage – For adults and children over 6 years of
age: One lozenge to be dissolved slowly in the

f
For a sore or inflamed throat.

ed i
mouth, every three hours

t r o l l Children under 6 years: Not recommended

6.28.7 CRAMP
on
u nc
This is a sudden involuntary and painful muscle spasm. It is caused by chemical
build-ups in the muscle or by excessive loss of salt and fluid from the body through
profuse sweating.

Treatment
In the foot:
• Help the casualty to stand with their weight on the front of the foot
• When the first spasm has passed, massage the foot
In the calf:
• Straighten the casualty’s knee and draw the foot firmly and steadily upwards
towards the shin
• Massage the muscles
In the thigh:
• For cramp in the back of the thigh, straighten the casualty’s knee by raising the
leg.
• For cramp in the front of the thigh, bend the knee

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• In either case massage the muscle

6.29 FIRST AID KITS

AIRCRAFT FIRST AID KIT
All crew members are legally required to know the location, contents and use of First
Aid kits carried on board the aircraft.
All medications should be checked for expiry dates. Time expired items should not
be given to passengers. Time expired items from the First Aid Kits should be returned
to the kit, the kit red sealed and the Cabin Defects Log completed as well as a CSR.
Time expired items from the SCCM Kit should be destroyed and replenished at Base
Office. Check the dosage and other warnings on the medication packaging.
Passengers should only be given medication from the aircraft’s or SCCM’s First Aid
Kit.
The Aircraft First Aid Kit contains the following paperwork:
• Emergency medical report of drugs administered and treatment given on board
• Minimum and maximum quantities

d
• Uses and contra indications in English, French and Spanish

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• Contents list in English, French and Spanish

d i f
When the aircraft First Aid kit is used the 'emergency medical report of drugs

o l l e
administered and treatment given onboard' must be completed. Give one copy to the

r
n t
passenger and return the other to the kit. Also complete the minimum/maximum

o
nc
quantities list and return this to the kit prior to sealing. If the contents have not gone

u
below the minimum , seal with a green seal. If the contents have gone below the
minimum, seal with a red seal and also complete the cabin defects log.

CONTENTS USE QUANTITY

Ground to Air Visual For use by survivors in survival situations 1
Signal Codes
Seals....
Green Kit serviceable. 10
Red Check with the Pilots. 2
Duplicated Drug Usage Tracking for use of drugs administered 6
Form
Summary Sheet of Oral Drug name, use, dosage and precautions 1 of each
Medicines
(English, French and
Spanish)
Print out of kit contents Shows batch numbers and expiry dates. 1

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CONTENTS USE QUANTITY

Minimum/Maximum Shows maximum contents and legal 1
Quantity Form minimum
Contents list - English/ Shows list of contents 1
French/Spanish
Jelonet dressing For full thickness burns. Cut to size. 1
Biohazard bag For placing biohazard waste in 1
Pocket mask Resuscitator 1
Cool Jel For superficial burns. Apply a generous 3
layer to affected area. Do not rub into
skin. The gel is most effective when
applied in a thick layer and allowed to
remain in contact with skin for a
minimum of 30 minutes. Re-apply as
often as necessary.
Stugeron (Cinnarizine) For prevention of travel of air sickness 15
tablets Dosage - Adults and Children over 12

d
years. Two tablets, two hours before

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travelling. One further tablet every eight
hours as required. Dosage - Children 5 to

i f
12 years. 1 tablet two hours before

d
l e
travelling. One further half tablet every

t r o l
eight hours.

on
nc
Karvol capsules Dosage - Adults and older children, twist 10

u
or cut the top of the capsule, squeeze
contents onto handkerchief and inhale
vapour.
Babies over 3 months and young
children, squeeze contents onto a
handkerchief secured near to (but out of
reach of) the child.
Not to be used for babies under 3 months
Avoid contact with eyes and skin.
Ref: Section 2.6.7 Sale And Consumption
Of Nuts On Board
Safety Pins For holding dressings 5
Glucogel (formally known For low blood sugar or hypoglycaemia. 3
as Hypostop) Content: 3 single doses, or one large tube
Directions for use: Twist off cap, squeeze
entire contents into mouth and swallow.
For the large tubes, use only one third.
Repeat if necessary.

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CONTENTS USE QUANTITY

Asilone Tablets Indigestion, acidity, heartburn and wind. 24
Dosage - Adults and children over 12
years.
One or two tablets chewed or sucked
before meals, at bedtime or when
required. For the relief of heartburn, the
tablets should be sucked slowly.
Not for children under 12 years.
Merothol Throat Lozenges / Sore, or inflamed throat. 24
Merocets Plus Throat Dosage – For adults and children over 6
Lozenges years of age: One lozenge to be
dissolved slowly in the mouth, every
three hours
Children under 6 years: Not
recommended
Imodium Acute diarrhoea. Dosage - Adults and 12
children over 12 years. Take two
capsules to begin with and then one

t ed
capsule after each episode of diarrhoea.

prin
Not more than eight capsules in 24

f
hours. Not recommended for under 12
years.

ed i
t o l l
Adverse reaction: Abdominal cramps,
r
n
bloating, rashes, constipation, tiredness,

nc o dizziness, dry mouth.

u
Otrivine Nasal Spray Adult Nasal Spray is an effective
decongestant which acts gently to clear a
1

blocked nose within minutes and relieve

excessive nasal secretions for up to ten
hours. Useful for colds, hay fever and
sinusitis.
Dosage: Adults and children over 12
years: one application in each nostril 2 or
3 times daily. Should not be used for
infants or children under 12 years

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CONTENTS USE QUANTITY

Paracetamol Tablets 500mg Headache, migraine, mild/severe pain. 16
Dosage - Adults and children over 12
years: one or two tablets up to four times
a day as required.
Children 6 to 12 years: half to one tablet
to be taken up to four times a day, as
required.
Children under 6 years: not to be used
unless directed by a doctor.
The dose should not be taken more
frequently than every four hours and not
more than four doses should be taken in
any 24 hours.
SAM Splint Moldable splint for immobilisation. 1
Curve the splint lengthwise to create a
longitudinal bend which gives the splint
strength. Curve the outside edges the
opposite direction to make it even

d
stronger

t e
prin
Self Adherent Wrap Cohesive flexible bandage 1
Crepe Bandage
i f
For covering and supporting injuries

d
1
Micropore Tape

r o l l e
Plaster for cuts, etc. For sensitive skin. 1

on t Use on clean, dry skin. Apply without

c
stretching tape or skin.

un
White Open Weave
W.O.W Bandage
For dressing wounds. 4

Small Wound Dressing For dressing wounds 3 of each

Medium Wound Dressing
Steri-Strips 3mm and 12mm For closing wounds 3 of each
Skintact Wound Dressing 5cm x 5cm and 10cm x 2 of each
10cm
Perforated film absorbent dressing
Sterile Gauze Swabs For cleaning/dressing wounds. 1
Water Jel Dressing For partial thickness burns. Apply as 1
instructed on the packet. This product is
’messy’. This is normal.
Bandage Combo Pack For dressing wounds - 34 plasters of 1
assorted sizes
Scissors Cutting bandages/packages as required. 1

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CONTENTS USE QUANTITY

Emergency Eye Wash Incline head so that the fluid flows freely 1
across the eyeball to the outer corner of
the eye. Sterile. Single use only.
Ex-large adhesive bandage For dressing wounds. 5
Triangular Bandage For supporting limbs. 2
Antiseptic Towelettes For cleaning wounds 10
Medical Gloves For protection against bodily fluids. 4 pairs
Ammonia Inhalants Assists in cases of fainting or persons in 10
shock Acts as a stimulant. Crush capsule
at dot. Hold six to eight inches under
nose and allow vapour to be inhaled
through nose. Not for children under 12
years. Use only in an emergency
(normally for trained personnel only).
Eye Pads and Strips To cover injured eye and hold dressing in 4
place.
Sting Relief Wipes
ed
For the temporary relief of pain and

nt
10

i
itching.

if pr
SCCM First Aid Kit

l l ed
tro
Every SCCM is issued with a reduced First Aid kit. This is for use in case of basic

on
ailments i.e. headache or minor cuts. The individual SCCM is responsible for keeping
c
un
this kit stocked. The passenger's name and contact details should be noted on the
FER for all oral medication (Paracetamol, Asilone, Stugeron). If Burn Aid or Burn Aid
Dressing is used a CSR should also be completed. All other items require no
documentation. The contents of the SCCM kit are below.
• Karvol capsules
• Blue plasters
• Plasters
• Antiseptic towelettes
• Paracetamol tablets
• Stugeron (Cinnarizine) Tablets 15mg
• Asilone tablets
• Burn Aid Sachets
• Burn Aid Dressing
• Resusciade

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6.30 PHYSIOLOGY OF FLIGHT

The human body has evolved through the years so that it operates most effectively at
or near to sea level. Our normal tolerance will allow us to continue to work normally
up to an altitude of approximately 10,000ft without gradual acclimatisation. In
normal operation the air within the cabin of an aircraft in flight is maintained at a
pressure equivalent to 6,000 to 8,000 feet.

The Atmosphere
This is a layer of air surrounding the earth extending to about 100 miles above the
surface. The atmosphere can be divided into the troposphere and the stratosphere.
The division between the two is known as the tropopause – for practical purposes it
is considered to be at 36,000 ft although it will vary depending on seasons and
latitudes.

Troposphere
This extends from the ground level up to an altitude of between 25,000 ft and 60,000
ft. The main characteristic of this layer is that temperature decreases with altitude at
a rate of 2oC per 1,000 ft (305 m) until the temperature stabilises at approx. -56oC at
the tropopause. This layer is categorised by vertical convection currents in the air and

t ed
lead to many of the variations in weather we experience as well as turbulence in

prin
flight.

d i f
l e
Stratosphere

t r o l
The temperature remains fairly constant at -56oC. Vertical convection currents do

on
nc
not occur.

u
Composition of Air
Air is a mixture of gases containing approx.:
78% Nitrogen
21% Oxygen
1% Other gases including Carbon Dioxide (O.23%), Hydrogen and inert gases such
as Argon, Neon and Helium.
The proportions of air remain constant up to several miles above the tropopause.

Atmospheric Pressure
The air in the atmosphere, like everything else, is affected by gravity. Therefore the
air at ground level is compressed by the weight of air above it. As the height increases
the pressure drops. Pressure can be measured in units such as pounds per square inch
(lb./sq. in) or in terms of the height of a column of mercury (mm Hg) the pressure will
support. Under standard conditions at sea level the atmospheric pressure is 14.7 lb./
sq. in or 760 mm Hg.

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6.31 EFFECTS OF FLYING ON THE BODY

Any air or gas inside the human body will try to expand as the altitude increases due
to reduced pressure. As long as the expanded gas can escape from the body cavities
by normal routes all is well.

Ears
The external ear acts as a sounding trumpet collecting sound waves. These are led
along the external canal to the ear drum, which is set in motion, transmitting by a
system of small bones the sound waves through the middle ear to the inner ear, and
then to the brain where the sound is interpreted. In flying we are concerned with the
eardrum, middle ear and Eustachian tube, which connects the middle ear to the
cavity of the nose.
In the ascent phase of a flight, as the atmospheric pressure decreases, the air in the
middle ear (which is at sea level pressure) expands - the result is that the eardrum is
pushed outwards. This excess pressure normally escapes down the Eustachian tube
into the nose. This process happens several times during a normal ascent.
In the cruise phase of a flight, the situation returns to normal as the air in the middle
ear and the air outside equalises. This condition remains until the descent

d
commences. In the descent phase of a flight, the atmospheric pressure builds up

t e
prin
around the body, but the air in the middle ear is still at the cruise pressure. In this
situation the drum is bent inwards, and unless the situation is relieved by restoring

d i f
the pressure in the middle ear, rupture or damage to the middle ear may result. If a

o l l e
person is suffering from a cold or catarrh, the nasal passages and Eustachian tubes

r
n t
may be swollen and blocked. If this is the case, they may be unable to clear their ears

o
nc
and can damage or perforate their eardrums. This produces severe pain in the ear,

u
suddenly relieved as the eardrum perforates. This may be followed by bleeding from
the ear.
Remember, it is better to be safe than sorry. Do not fly if you have a cold or catarrh.

Sinuses
The nasal sinuses are air filled cavities in the bony skull, lined with mucous
membrane. The sinuses open separately into the nose by means of small passages. If
these passages are clear, air will pass in and out of them during pressure changes
during the ascent and descent. If they are obstructed, pain will result due to pressure
or a partial vacuum in the sinus. The frontal sinus (above the eyes) is most commonly
affected. Less commonly the maxillary sinuses (just below the cheekbone) are
affected.
The passengers affected will complain of an acute and bursting headache over the
affected sinus, and this can be quite severe and persistent. The condition can usually
be relieved by use of an inhaler containing a decongestant, followed by gentle
blowing of the nose. Analgesics e.g. aspirin or paracetamol will also help. Catarrh
and swelling of the mucous membrane due to colds are the most common causes of
a blockage that results in sinusitis.
This condition requires advice and medication from a doctor.

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Lungs
These are connected to the external pressure via the bronchi and trachea. Due to the
wide path there is not a problem equalising pressure between the lungs and the
outside air.

Stomach
Gases in the stomach and intestinal tract will expand during ascent, and if present in
large quantities may cause discomfort. Relief will occur by the gas escaping via
normal routes up or down! To save embarrassment restrict foods that can cause
excess gas.

Teeth
Air can be trapped under recent fillings or in areas of decay. Avoiding flying within
24 hours of receiving dental treatment can stop problems occurring as can having
good oral hygiene.

6.32 FATIGUE, SLEEP PHYSIOLOGY AND CIRCADIAN

RHYTHMS
Fatigue
t ed
prin
People suffering from fatigue may find that their abilities to carry out tasks are

d i f
impaired. A reduction in alertness or performance can reduce efficiency and may

l l e
even pose a risk to safety. Fatigue is usually caused by a lack of sleep or disturbances

r o
n t
to normal sleep patterns. However, it may also be as a result of illness, stress,

o
nc
medication, alcohol, extreme temperatures or lack of oxygen.

u
Fatigue can affect performance in different ways. Reaction times are slower along
with a reduction in situational awareness. Decision making will be more difficult
than normal. Distractions are more likely to happen and an experience of boredom
may be felt.
To help reduce the effects of fatigue and disturbances to the internal body clock
(Circadian Rhythms) there are preventative measures that can be taken:
• Before reporting for a duty try and get the best possible sleep at home
• If possible sleep when you feel tired
• If possible naps can help, for example when at home they can improve alertness
and performance whilst decreasing the time of continuous wakefulness.
• Avoid alcohol, extreme temperatures and periods of boredom
• The use of sleep inducing medications should be avoided

Sleep Physiology
Sleep is a physiological need that is essential to human survival. Sleep is a highly
complex process that enables us to perform on a day to day basis. Sleep is divided
into cycles during which time the physiological and mental activities slow down. The

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deepest sleep occurs during the first third of the normal night time sleep pattern.
Disturbances to sleep can add to a feeling of tiredness and disorientation. The need
for sleep decreases with age. A new born baby spends most of the day asleep where
as elder people need less sleep.
Good sleep habits are essential. To aid good sleep:
• Create a restful and comfortable environment
• Develop pre-sleep habits
• Do not eat or drink before bed; equally do not go to bed hungry
• Avoid alcohol and caffeine
• If you find you cannot sleep within 30mins, get up and do something else

Circadian Rhythms
The body has a natural 24 hour rhythm known as Circadian Rhythm. There are
internal mechanisms that control this which can be influenced by external factors.
Exposure to day light is important for the rhythm with the morning advancing it and
the evening slowing it down. Work and rest times are also vital, as well as social
interaction.

t ed
prin
Circadian Rhythms determine sleep patterns as well as other bodily functions such
as temperature and digestion. There are normal cycles of sleep triggered by the body

d i f
throughout a 24 hour period. When crossing many time zones these bodily functions

l l e
can be affected but the body will naturally recover. These disruptions are known as

r o
n t
'Jet Lag' and a period of time, depending on how many time zones are crossed,

o
nc
should be allowed to readjust.

u
REFERENCE: Section 1.7.1, “Personal Responsibility For Ability To Operate”

6.33 DEHYDRATION
Flying exposes the occupants of an aircraft to relatively dry air. The low humidity can
cause drying of the skin, lips and mucous membranes. The body will try to
compensate to conserve fluids and there are no known short or long term effects on
health. It is not necessary to drink vast quantities of water, but you should drink on
a regular basis and apply moisturiser as required. Drinking too much alcohol may
cause the body to produce too much excess waste and could lead to further
dehydration.

6.34 HYPOXIA
Oxygen is essential for life, being required by every tissue and cell of the human
body to carry out its function. A lowering of the atmospheric pressure, which occurs
when ascending in an aircraft, results in a lowering of the pressure of the constituent
gases, the most important of which is oxygen. The following effects may develop
with exposure to high altitude:

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0 to 10,000 ft (3,048 m)
• Increased depth of breathing leading to hyperventilation
• Impairment of night vision
• Fatigue and difficulty in learning new tasks

10,000 ft (3,048 m) to 20,000 ft (6,096 m)

• Breathing increasing in depth and rate
• Impairment of judgement
• Mental anxiety
• Sleepiness
• Mental impairment - euphoria causing a lack of awareness of dangers and the
ability to remedy the situation

20,000 ft (6,096 m) to 30,000 ft (9,144 m)

• Lack of muscular co-ordination
• Muscular twitching
t ed
prin
• Major fit

d i f
e
• Collapse

t r o l l
n
30,000 ft (9,144 m) to 40,000 ft (12,192m)

nc o
u
• Unconsciousness
• Death

6.35 THE PRESSURISED CABIN

Aircraft perform best at altitudes of 30,000 ft (9,1 44m) to 40,000 ft (1 2,192m). This
enables aircraft to fly above the usual effects of weather and at the same time saving
fuel by flying through thinner air with less friction. Arrangements must be made to
reduce the hazards to passengers that would be experienced at these altitudes. This
is overcome by the use of the pressurised cabin. Air comes from the engines, is
compressed and after being cooled pumped into the cabin, thereby maintaining a
higher pressure than the air outside the cabin. Valves control the overall pressure in
the cabin and allow air circulation. The ideal conditions would be to simulate ground
level atmospheric pressure, however this is not practicable due to design and weight
problems. To alleviate this problem the cabin is pressurised to between 6,000 ft to
8,000 ft. This is dependent on the altitude at which the aircraft is actually flying.

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6.35.1 DECOMPRESSION
REFERENCE: Section 3.22, “Decompression”

6.35.2 TIME OF USEFUL CONSCIOUSNESS

You must have some knowledge of the time that is available to you in a
decompression. The term time of useful consciousness refers to the time available to
you before becoming hypoxic and having a reduced ability to perform tasks. The
figures below apply to fit, healthy adults and have been worked out for a 10,000 cu
ft (283 cu m) cabin at an altitude of 8,000 ft (2,438 m) with a decompression lasting
for 15 seconds. The time of useful consciousness will decrease in unhealthy people
or smokers. Data taken from the Spacecoast Aeromedical Institute, USA. From the
below table it is evident that Cabin Crew’s action in event of a decompression must
be put on a drop down mask, sit down out of the aisle and either fasten seat belt or
wedge yourself between passengers.

Extent Of Decompression Time of Useful Consciousness

8,000 ft (2,438 m) to 20,000 ft (6,096 m) 5 to 12 minutes

d
to 25,000 ft (7,620 m) 3 to 5 minutes

t e
prin
to 30,000 ft (9,144 m) 1 to 2 minutes
to 35,000 ft (10,668 m)
d i f30 seconds to 1 minute
to 40,000 ft (12,192 m)
r o l l e 18 seconds

on t
nc
6.36 HYGIENE
FOOD SAFETY
u
REFERENCE: Section 2.6.11, “Food Safety”

6.37 DECOMPRESSION ILLNESS

Decompression illness is caused by nitrogen bubbles forming in the bloodstream and
tissues of the body. The bubbles occur if you move from deep water towards the
surface (where the surrounding pressure is lower) in too short a space of time and
therefore your body is not able to safely expel the excess nitrogen (similar to opening
a bottle of fizzy drink too quickly). If someone who has been diving travels on an
aircraft before all nitrogen has been safely expelled from their body, these gas
bubbles can form. Most divers develop symptoms within 24 hours of diving,
however when travelling on an aircraft the prolonged low pressure can trigger
decompression illness up to 48 hours after the last dive.

Signs and Symptoms

Head: vertigo, poor balance, confusion, nausea, fatigue, unconsciousness
Chest and body: skin rash
Spine: abdominal pain, loss of bladder function, paralysis

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Fingers and feet: tingling, pins and needles

Knees, shoulders, elbows: joint pain
Signs of shock
If a casualty is showing signs and symptoms of decompression illness (or is generally
unwell if you think that they have been diving) ask them about their diving history.
Include the following information on a passenger medical report form - where and
when did they dive, depth and duration of dive. They may have this information on
a printed dive profile/log book.

Treatment
DRABCDE
Administer oxygen
Lie the casualty down
If the casualty has painful joints tell them not to move them in an attempt to ease pain
Give non-alcoholic fluids to help to prevent dehydration
Seek urgent medical attention
Request that the Flight Crew increase the cabin pressure

t ed
On arrival inform ground medical services that Hyperbaric oxygen therapy

prin
(recompression chamber) may be required

d i f
r o l l e
on t
u nc

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nt ed
f pri
ed i
Intentionally Blank

t r o l l
n
unco

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 Flight Time Limitations (FTL)

7 FLIGHT TIME LIMITATIONS (FTL)

7.1 FLIGHT AND DUTY TIME LIMITATIONS AND REST
REQUIREMENTS
7.1.1 INTRODUCTION
7.1.1.1 PURPOSE
The purpose of this scheme is to interpret the requirements of the relevant articles of
the Air Navigation Order and CAP 371, as they apply to the regulation of flight times
and the avoidance of fatigue in crew members. The Scheme, as approved by the Civil
Aviation Authority, therefore takes precedence over CAP 371 where differences
occur.

7.1.1.2 AIM
The aim of this document is to express the intent behind the published, relevant
documents, thereby taking all reasonable precautions to ensure that crew members
are adequately rested at the beginning of each flying duty period. To meet this aim,
due note will be taken of length of duty cycles, periods of time-off and cumulative
duty hours.
t ed
7.1.1.3 APPLICABILITY
i f prin
l ed
The scheme shall apply in relation to any duty carried out at the behest of easyJet by
l
t r o
both flight crew and cabin crew.

n
o
unc
The Scheme shall apply to all cabin crew carried as crew members.

7.1.2 RESPONSIBILITIES
7.1.2.1 EASYJET
easyJet will publish rosters in advance so that operating crews can plan adequate pre-
flight rest. Crew members will normally be given at least 7 days notice of days-off.
Before the start of the new roster year, the start and finish dates of each roster plus
the expected publication date, will be issued to crew members.
easyJet is responsible for operating safely which entails the appropriate management
of all safety risks affecting company flights; crew fatigue is one of those risks.
Appropriate mitigations for the risk include an approved FTL scheme, with provision
for good rostering practice, planned and implemented under the auspices of an
appropriate Fatigue Risk Management System.
The approved FTL scheme must be properly owned and monitored. Responsibility
in regard to issues of interpretation and administration is defined in Section 7.1.3.1,
“Interpretation and Administration”.

7.1.2.2 CREW MEMBERS

Responsibility for the proper control of flight and duty time does not rest wholly with
easyJet.

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Flight Time Limitations (FTL)

Crew members have the responsibility to make optimum and effective use of the
opportunities and facilities for rest provided. They are also responsible for planning
and using their rest periods properly in order to minimise incurring fatigue.
Article 83 of the Air Navigation Order makes it clear that a person shall not act as a
crew member if they know or suspect that their physical or mental condition renders
them unfit to operate to the extent it would endanger the safety of the aircraft or its
occupants.
Consequently as part of undertaking any additional task, employment or pursuit
beyond that rostered by easyJet, crew members must recognise that the responsibility
for being sufficiently rested before performing a Flying Duty Period remains with the
individual. Furthermore the influence of travelling time, as noted in Section 7.1.8.2,
“Travelling from Home”, is of especial importance and must be given due regard.
The entire requirements of the easyJet FTL scheme and approved variations, based
on a maximum of 90 minutes travelling time prior to report, must be assumed as the
benchmark when assessing the advisability of personal travel itineraries. It should
also be noted that operational disruption may necessitate crew members having to
operate beyond the planned Flying Duty Period.
In essence crew members must be fully aware of the need to act in a professional

d
manner in discharging their legal responsibilities under the Air Navigation Order.

t e
prin
Furthermore, they must not fly if they know that they are or are likely to be in breach

i f
of this scheme.

7.1.2.3 FLYING DUTY PERIODS

l l ed
n t r o
The flying duty periods, duty times and flight times to be recorded and taken into

nc o
consideration shall be all the flying duty periods, duty times and flight times
u
accumulated by pilots on any aircraft whatsoever, owned and operated by any
person or organisation whatsoever, including flying instruction, but not including
flying in an aircraft with a maximum take off weight of less than 1600 kg operated
for a purpose other than commercial air transport or aerial work. Aerial work
includes flying instruction for which the pilot is remunerated. It is also aerial work
where valuable consideration is given specifically for flying instruction, even if the
pilot receives no reward.
Periods of ground duty performed by these Commercial Air Transport pilots for
easyJet and for any other commercial air transport or aerial work undertakings shall
also be recorded and taken into consideration.
A flight crew member is therefore required to inform easyJet of all such accountable
Flying Duty Periods, duty times and flight times.

7.1.3 INSTRUCTIONS TO ROSTERING AND CREWING STAFF

7.1.3.1 INTERPRETATION AND ADMINISTRATION
CAP 768 “Guidance Material for Operators” requires that a member of management
staff is responsible for interpretation and administration of the easyJet FTL scheme.
That responsibility, including the maintenance of appropriate liaison within the
easyJet FRMS and with the CAA, will reside with Mr.P.J.Barton.

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 Flight Time Limitations (FTL)

7.1.3.2 PROCEDURES MANUALS

Procedure Manuals have been compiled for the use and guidance of Rostering and
Crewing staff to enable them to perform their duties so as to ensure their contribution
to the safe and efficient operation of the airline. The manuals contain the instructions,
policies, standards, rules and procedures in accordance with which easyJet's
operations shall be conducted.
All Rostering and Crewing staff shall keep themselves conversant with the content of
the appropriate Procedures Manual and the associated “Notices to Staff”.

7.1.4 DEFINITIONS
Unless otherwise defined below all words, phrases, definitions and abbreviations,
have identical meanings to those described in Article 155 of the Air Navigation
Order 2005 as amended.

7.1.4.1 ACCLIMATISED
When a crew member has spent three consecutive local nights on the ground within
a time zone which is two hours wide, and is able to take uninterrupted nights sleep.
The crew member will remain acclimatised thereafter until a duty period finishes at
a place where local time differs by more than two hours from that at the point of
departure.
t ed
7.1.4.2 CABIN CREW
i f prin
ed
A person employed to facilitate the safety of passengers, whose duties are detailed

l l
r o
by easyJet or the aircraft Commander. Such persons will not act as a member of the

n t
o
flight crew.

7.1.4.3
u nc
CONTACTABLE
A short period of time during the day, other than a day off, during which the crew
member is to be contactable for the purpose of receiving a message from easyJet.
Allocation of duty periods during a Contactable Period will require a minimum of ten
hours notice. The Contactable Period, which does not count towards cumulative
duty hours, will be no longer than one hour and will be stated on the individual's
roster. The hour specified will be between 0600 and 2200 local time.

7.1.4.4 CREW
A member of the flight crew or cabin crew.

7.1.4.5 DAYS OFF

Periods available for leisure and relaxation free from all duties. A single day off shall
include two local nights. Consecutive days off shall include a further local night for
each additional consecutive day off. A rest period may be included as part of a day
off.

7.1.4.6 DUTY
Any continuous period during which a crew member is required to carry out any task
associated with easyJet business.

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7.1.4.7 EARLY START DUTY

A duty is an Early Start if it commences in the period 0500 to 0659 local time. A
standby commencing in the period 0300 to 0659 local time will be considered as an
early duty except when any call out results in undertaking a duty reporting within the
Night Duty definition.

7.1.4.8 FLIGHT CREW

Those members of the crew of an aircraft who act as a pilot or flight engineer.

7.1.4.9 FLIGHT TIME

The time between an aircraft first moving under its own power until it next comes to
rest, after being airborne, on the designated parking position.

7.1.4.10 FLYING DUTY PERIOD (FDP)

Any time during which a person operates in an aircraft as a member of its crew. It
starts when the crew member is required by easyJet to report for a flight, and finishes
at on-chocks on the final sector operated.

7.1.4.11 LATE FINISH DUTY

A duty is a Late Finish when it ends in the period 0100 to 0159 hours local time.

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7.1.4.12 LOCAL NIGHT

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A period of eight hours falling between 2200 hours and 0800 hours local time.
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7.1.4.13 NIGHT DUTY
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A duty is a Night duty if any part falls within the period 0200 to 0459 hours local

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time.

7.1.4.14 POSITIONING
The practice of transferring crews from place to place in surface or air transport as
required by easyJet.

7.1.4.15 REPORTING TIME

The time at which a crew member is required by easyJet to report for any duty.

7.1.4.16 REST PERIOD

A period of time before starting a flying duty period which is designed to give crew
members adequate opportunity to rest before a flight.

7.1.4.17 ROSTERED/PLANNED DUTY

A duty period, or series of duty periods, with stipulated start and finish times, notified
by easyJet to crews in advance.

7.1.4.18 ROSTERING PERIOD

Four consecutive weeks.

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7.1.4.19 SCHEDULED DUTY

The allocation of a specific flight or flights or other duties to a crew member within
the rostered/planned duty period.

7.1.4.20 SECTOR
Any period between an aircraft first moving under its own power until it next comes
to rest after being airborne, on the designated parking position.

7.1.4.21 SELF DRIVING

The practice of positioning whereby crew members drive themselves using easyJet
or car hire facilities.

7.1.4.22 SPLIT DUTY

A flying duty period, which consists of two or more sectors, separated by less than a
minimum rest period.

7.1.4.23 STANDBY DUTY

A period during which easyJet places restraints on a crew member who would
otherwise be off duty. Unlike a contactable period allocation of duty periods do not
require ten hours notice. easyJet may pass messages to a crew member who is on
standby.
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7.1.4.24 SUITABLE ACCOMMODATION
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A well furnished bedroom which is subject to minimum noise, is well ventilated and

t r o
has the facility to control the levels of light and temperature.
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7.1.4.25 TIME ASSIGNABLE DAY
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A period of 24 hours commencing at 0001 local time which is not a day off or leave
day but also does not have a standby, ground or flying duty rostered. A crew member
may be notified of a duty to be performed on a Time Assignable Day at any time up
to the end of the preceding duty period or contactable period subject to the
achievement of minimum rest and all other scheme requirements.

7.1.4.26 TRAVELLING
All time spent by a crew member transiting between the place of rest, and the place
of reporting for duty.

7.1.4.27 WEEK
A period of seven consecutive days starting at 0001 UTC on Mondays.

7.1.5 CALCULATION OF A FLYING DUTY PERIOD

The maximum flying duty period, in hours and minutes, will be in accordance with
Section 7.1.12, “Duty Periods And Maximum Flying Duty Period”. The times
extracted from the tables may be extended by use of an "Extended Single Flight Duty
Period" dispensation, Split Duty, and Commander’s Discretion, under the terms of
Section 7.1.12.9, “Extended Single Flight Duty Period - FDP Plus 60 Minutes and
FDP Plus 30 Minutes” , Section 7.1.13, “Extension Of Flying Duty Period By Split

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Duty” and Section 7.2.1, “Aircraft Commander’s Discretion To Extend A Flying Duty
Period”.

7.1.6 ADDITIONAL LIMITS ON FLYING

Section 7.1.6, “Additional Limits on Flying” applies only to crews who are
acclimatised.

7.1.6.1 THREE CONSECUTIVE EARLY START OR LATE FINISH DUTIES

Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is
required to report early, or finish late, for duty on a number of consecutive days
unless mitigating factors are included in the Scheme. Therefore, not more than three
consecutive duties that occur in any part of the period 0100 to 0659 local time can
be undertaken, nor will there be more than four such duties in any seven consecutive
days disregarding those performed under the auspices of Section 7.1.6.3, “Four Or
More Consecutive Early Start Duties” or Section 7.3.3, “Four Or Five Consecutive
Early Starts To Table A Limits (Fixed Pattern With Reserve)”.

7.1.6.2 CONSECUTIVE DUTIES

Any run of consecutive duties (Early Starts, Late Finishes or Night Duties) can only

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be broken by a period of not less than 34 consecutive hours free from such duties.

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This 34 consecutive hours may include a duty that is not an Early Start, Late Finish or
Night Duty.

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7.1.6.3
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FOUR OR MORE CONSECUTIVE EARLY START DUTIES

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Crew members who are employed on a normal start followed by four consecutive

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Early Starts or an Early Start for a maximum of five consecutive Early Starts shall work

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to the following:
(a) The minimum rest period before the start of such a series of duties will be 24
hours.
(b) Each of the duties will not be planned to exceed 9 hours irrespective of the
sectors flown.
(c) At the finish of such a series of duties crew members will have a minimum of 63
hours free of all duties.
(d) The final consecutive Early Start may be planned to exceed 9 hours duty where
the overrun is solely time spent positioning back to home base. If this should
increase the total duty time of four Early Starts beyond 36 hours or five Early Starts
beyond 45 hours then the excess will be added to the following 63 hours free
from all duties.
(e) Duties which exceed the planned 9 hours in implementation, except in the case
noted in 4 above, can only be completed under the terms of Section 7.2.1.4,
“Commanders Discretion To Extend Cumulative Limits”.

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7.1.6.4 FOUR OR MORE CONSECUTIVE EARLY START DUTIES TO TABLE

A LIMITS
Crew members may operate four or five consecutive early start duties to Table A
limits under the auspices of Section 7.3.3, “Four Or Five Consecutive Early Starts To
Table A Limits (Fixed Pattern With Reserve)” which forms part of easyJet’s Flight Time
Limitations Scheme.

CONSECUTIVE NIGHT DUTIES

7.1.6.5 THREE CONSECUTIVE NIGHT DUTIES

Should any duties be scheduled to be carried out within any part of the period 0200
to 0459 hours local time, for three consecutive nights, then crew members will finish
the duty preceding this series of duties by 2100 hours local time before commencing
the block of consecutive night duties, such that the crew members can take a rest
period during a local night. If the duty immediately prior to the three consecutive
night duties extends beyond 2100 hours local time and the individual crew member
is willing to continue with the planned roster (i.e. three consecutive night duties) then
provided the duty preceding this series of duties finishes no later than 2359 hours
local time, the schedule may continue.

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(a) Under this option if the crew member chooses not to continue the planned roster

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(after finishing between 2100 and 2359 local time) then only the planned first

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and second night duties that impinge on any part of the period 0200 to 0459 local
time may be undertaken.
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(b) Under this option, if the duty finishes after 2359 hours local time, then only the

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first of the 3 consecutive night duties that impinge on any part of the period 0200

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to 0459 hours local time may be undertaken.

7.1.6.6 TWO CONSECUTIVE NIGHT DUTIES

Should any duties be scheduled to be carried out within any part of the period 0200
and 0459 hours local time, for 2 consecutive nights, then crew members will finish
the duty preceding this series of duties by 2359 hours local time before commencing
the block of 2 consecutive night duties, such that the crew members can take a rest
period during a local night.
(a) Under this option in the event of 2359 hours being exceeded, then only the first
of the two planned consecutive night duties that impinge on any part of the peri-
od 0200 to 0459 hours local time may be undertaken.

7.1.6.7 FOUR OR FIVE CONSECUTIVE NIGHT DUTIES

Crew members who are employed on Night Duties for four or a maximum of five
consecutive nights will work to the following:
(a) The minimum rest period before the start of such a series of duties will be 24
hours.
(b) The duty will not exceed eight hours, irrespective of the sectors flown.

(c) At the finish of such a series of duties, crew members will have a minimum of 54

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hours free of all duties and all normal days off requirements must be met.

7.1.7 MIXED DUTIES

When a crew member is required to report for duty in advance of the stipulated
report time for a scheduled flight, to carry out a task at the behest of easyJet, then the
time spent on that task shall be part of the subsequent Flying Duty Period.

7.1.7.1 MIXED SIMULATOR AND AIRCRAFT FLYING

When a flight crew member flies in the simulator, either on a check or training flight,
or as a Training Commander or Instructor, and then within the same duty period flies
as a flight crew member on a commercial air transport flight, all the time spent in the
simulator is counted in full towards the subsequent Flying Duty Period. Simulator
flying does not count as a sector, but the Flying Duty Period allowable is calculated
from the report time of the simulator detail.

7.1.8 TRAVELLING TIME

7.1.8.1 OTHER POSITIONING TIME
Travelling time, other than that time spent on positioning, does not count as duty.

7.1.8.2 TRAVELLING FROM HOME

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If long distances are involved in travelling from home to the departure aerodrome,

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the travelling time involved is a factor influencing any subsequent onset of fatigue. If
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the journey time from home to normal departure airfield is usually in excess of one

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and a half hours, crew members should make arrangements for temporary

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accommodation nearer to base.

7.1.8.3 u
TRAVELLING FROM HOME TO ANOTHER AERODROME
When crew members are required to travel from their home to an aerodrome other
than the one from which they normally operate, any travelling time over and above
one and a half hours will count as positioning.

7.1.8.4 ALTERNATIVE BASE VARIATION

An “Alternative Base Variation” allows Operating Crews to report to an alternative
base within the area of normal travelling time to both a main and alternative base. A
notional additional duty time counted as positioning shall not then apply, under the
following conditions:
(a) Crew members shall reside within an area allowing a maximum travelling time
of one and a half hours to both main and alternative aerodromes.
(b) The Duty will commence at, and the maximum FDP based on, the Report time
and aerodrome notified prior to the start of the previous rest period. However,
when on home standby, a crew member may be required to report to either a
main or alternative base.
(c) When an FDP or sequence of nightstop FDPs, finishes at other than the
aerodrome notified for Report, easyJet shall provide transport to, and the end of

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 Flight Time Limitations (FTL)

Duty will be on arrival at, that aerodrome notified for Report.

(d) Proper Crew Planning facilities shall be provided at both bases.

This variation is applicable to the following bases:

• EDI and GLA
• ORY and CDG
• MAN and LPL
• BFS and BHD

7.1.9 DELAYED REPORTING TIME IN A SINGLE FLYING DUTY

PERIOD
7.1.9.1 DELAY IN REPORTING TIME OF LESS THAN TEN HOURS
When a crew member is informed of a delay to the reporting time due to a changed
schedule, before leaving the place of rest, the maximum Flying Duty Period allowed
shall be calculated as follows. When the delay is less than four hours the Flying Duty
Period will be based on the time band of the original report time, and the Flying Duty
Period will start at the actual reporting time. When any delay is four hours or more,

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the maximum Flying Duty Period allowed will be calculated using the more time

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band limiting of the planned and actual report times, and the Flying Duty Period will

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start four hours after the original report time.
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7.1.9.2
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DELAY IN REPORTING TIME OF TEN HOURS OR MORE

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When easyJet informs a crew member before leaving the place of rest of a delay in

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reporting time of ten hours or more ahead, and that crew member is not further
disturbed by easyJet until a mutually agreed hour, then that elapsed time is classed
as a rest period. If, upon the resumption of duty, further delays occur then the
appropriate criteria and those in Section 7.1.9.1, “Delay In Reporting Time Of Less
Than Ten Hours”, in this section will be applied to the re-arranged reporting time.

7.1.10 POSITIONING
7.1.10.1 POSITIONING TO MEET EASYJET REQUIREMENTS
All time spent on positioning to meet easyJet requirements shall count as duty, but
positioning does not count as a sector when calculating the Flying Duty Period. In
these circumstances the Flying Duty Period commences not later than the time at
which the crew member reports for the positioning journey, or positions in
accordance with Section 7.1.8, “Travelling Time”

7.1.10.2 POSITIONING WITHIN A FLYING DUTY PERIOD

If a crew member carries out a positioning journey within a Flying Duty Period
containing a claimed split duty then that positioning journey will be counted as a
sector when calculating the allowable Flying Duty Period.
A split duty may still be claimed, and positioning not count as a sector, where that
positioning takes place after completion of the FDP.

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7.1.10.3 EIGHTH DUTY DAY

Due to unforeseen circumstances that become apparent on the seventh consecutive
day of duty easyJet can position a crew member back to base on the following
(eighth) day.

7.1.10.4 SELF DRIVING

(a) Within a Flying Duty Period, a period of self-driving undertaken from home base
by a crew member shall be accountable as positioning and as a sector, in order
to determine the allowable FDP.
(b) Within an FDP, such a period of driving from home base shall have a maximum
planned duration of 2 hours 30 mins.
(c) Within an FDP when a crew member self drives from home to an aerodrome
other than the one from which they normally operate, any travelling time over
and above one and a half hours will count as a sector and positioning in order to
determine the allowable FDP. Such positioning time should not be planned to
exceed 2 hours 30 minutes.
(d) Upon completion of the FDP self driving is considered in the same manner as any
other positioning.

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7.1.11 STANDBY DUTY

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e
7.1.11.1 STANDBY DETAILS

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The time of start, end and nature of the standby duty will be defined and notified to

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crew members. The time a standby duty starts determines the allowable Flying Duty

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Period time band, except that when the actual Flying Duty Period starts in a more
limiting time band, then that Flying Duty Period limit will apply. However, when a
standby duty is undertaken at home, or in suitable accommodation provided by
easyJet, with the standby start time and report time during the period 2200 to 0800
hours local time, and a crew member is given two hours or less notice of a report
time, then the allowable Flying Duty Period is determined by, and starts at, the report
time at the designated reporting place.

7.1.11.2 AIRPORT STANDBY

When a crew member is on standby duty on immediate readiness at an aerodrome,
the allowable Flying Duty Period is calculated using the start time of the standby
duty.

7.1.11.3 CALLOUT FROM STANDBY

If a crew member is called out from standby, the standby duty will cease when the
crew member reports at the designated reporting point although the report time may
be after the planned standby finish time.

7.1.11.4 MAXIMUM DURATION LIMITS

The following maximum duration limits apply:

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Planned Standby Duty (all cases) 12 hours

Standby followed by Flying Duty Period As in Case A and B below

EXAMPLES

Case A
If a crew member is called out from standby to conduct a Flying Duty Period before
completing six hours standby duty then the total corrected FDP allowed is the sum
of the time spent on standby and the Flying Duty Period obtained from Section
7.1.12, “Duty Periods And Maximum Flying Duty Period”.

Case B
If a crew member is called out from standby to conduct a Flying Duty Period after
completing six hours or more standby duty, then the total corrected FDP allowed is
the sum of all the time spent on standby and the Flying Duty Period obtained from
Section 7.1.12, “Duty Periods And Maximum Flying Duty Period”, reduced by the
amount of standby worked in excess of six hours.

7.1.11.5 CORRECTED FDP

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The “Corrected FDP” which commences at standby start time, refers only to the sum

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of the standby time achieved and the allowable FDP obtained from Section 7.1.12,
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“Duty Periods And Maximum Flying Duty Period” reduced by any Standby worked

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in excess of six hours. The corrected FDP may be extended by the use of

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Commanders Discretion as authorised in Section 7.2.1, “Aircraft Commander’s

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Discretion To Extend A Flying Duty Period”, by Split Duty under the terms of Section
7.1.13, “Extension Of Flying Duty Period By Split Duty” and by the use of an
Extended Flight Duty Period dispensation under the terms of Section 7.1.12.9,
“Extended Single Flight Duty Period - FDP Plus 60 Minutes and FDP Plus 30
Minutes”. Any duty period performed after the FDP is not accountable as part of the
corrected FDP.

7.1.11.6 CUMULATIVE DUTY TOTALS

For cumulative duty totals and for minimum rest purposes the total duty period
accountable will be: standby time achieved + FDP achieved + post flight duties and
positioning. There is no daily limit to the total duty period as long as cumulative duty
totals are observed.

7.1.11.7 PERIOD OF STANDBY FINISHES

When any period of standby finishes, during which a call out has not occurred, at
least 12 hours rest or 11 hours rest for cabin crew must follow prior to the next duty
period. Similarly, following the end of a contactable period or periods, at least 10
hours must elapse prior to the next duty period.

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7.1.12 DUTY PERIODS AND MAXIMUM FLYING DUTY PERIOD

7.1.12.1 REPORT TIMES
(a) Standard before flight: 60 minutes

(b) Line Training: 60 minutes

(c) Zero Flight Time Training: 75 minutes

(d) Prior to Air Positioning: 60 minutes

(e) Prior to Ground Positioning: At Departure Time

(f) Simulator: 90 minutes

7.1.12.2 NON STANDARD REPORTING TIME

A non standard reporting time designed to take advantage of an increased FDP from
a more favourable time band, must not be used.

7.1.12.3 DISCRETION TO REDUCE STANDARD REPORT

A non standard reporting time which reduces the 60 minutes allowance for any crew
member can only be at the discretion of the Commander taking into account all

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operational circumstances on the day. The allowable FDP will be based on the
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standard report time. Sufficient time must always be allowed for a full safety briefing.

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The full 60 minutes allowance cannot be reduced by easyJet. Where discretion has

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been exercised to reduce a standard report allowance by more than 15 minutes it will

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be reported as required by Section 7.2.3.4, “Reduction in Standard Reporting Time”.

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7.1.12.4 SUBSEQUENT REST PERIOD
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The time spent between reporting for a flight and the completion of post-flight tasks
determines the length of the subsequent rest period.

7.1.12.5 POST FLIGHT DUTIES

Post Flight Duties do not form part of the FDP. The post Flight activities allowance is:
(a) After an FDP: 30 minutes

(b) After Line Training: 30 minutes

(c) After Air Positioning: 15 minutes

(d) After Ground Positioning: At arrival time

(e) After Simulator: 60 minutes.

7.1.12.6 EXCEEDED POST FLIGHT DUTY ALLOWANCE

If the standard thirty minutes period for post FDP duties is routinely exceeded then
it must be revised to better represent the actual time taken.

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 Flight Time Limitations (FTL)

7.1.12.7 REDUCED POST FLIGHT DUTY ALLOWANCE

Similarly where the full allowance is not required crew members, with the approval
of the Commander, may go off duty once all post FDP duties have been satisfactorily
completed. The full debrief allowance cannot be reduced by easyJet.

7.1.12.8 ACCLIMATISED TO LOCAL TIME

Table A applies when the Flight Duty Period starts at a place where the crew member
is acclimatised. Table B applies at other times.

Table A - Acclimatised To Local Time

Local Time of Sectors

Start
1 2 3 4 5 6 7 8 or
more
0600 –0759 13:00 12:15 11:30 10:45 10:00 9:30 9:00 9:00
0800 –1259 14:00 13:15 12:30 11:45 11:00 10:30 10:00 9:30
1300 –1759 13:00 12:15 11:30 10:45 10:00 9:30 9:00 9:00
1800 –2159 12:00 11:15 10:30 9:45

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9:00 9:00 9:00 9:00
2200 –0559 11:00 10:15 9:30
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9:00
i 9:00 9:00 9:00 9:00

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Table B - Not Acclimatised To Local Time

tro
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Sectors
Length of Preceding 1 2 3 4 5 6 7 or
Rest (Hours) more
Up to 18 or over 30 13:00 12:15 11:30 10:45 10:00 9:15 9:00
Between 18 and 30 11:30 11:00 10:30 9:45 9:00 9:00 9:00

NOTE:
The practice of inserting a short duty into a rest period of between 18 and 30
hours in order to produce a rest period of less than 18 hours thereby taking
advantage of the longer FDP contained in Table B, is not permitted.

7.1.12.9 EXTENDED SINGLE FLIGHT DUTY PERIOD - FDP PLUS 60

MINUTES AND FDP PLUS 30 MINUTES
This extension is intended to allow the planning of two operating sectors within a
single extended FDP although additional sectors may be flown due to unforeseen
circumstances that become apparent after commencement of the specific FDP.

Flight Crew
The allowable FDP obtained from Table A may be extended by 60 minutes subject
to the following conditions:

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Flight Time Limitations (FTL)

(a) Two local nights with a minimum of 34 hours free from all duties must be
achieved prior to an extended FDP.
(b) Flight crew members must be acclimatised.

(c) Commander's normal discretion to extend an FDP is reduced to a maximum of 2

hours with no more than 1 hour being exercised prior to leaving the initial point
of departure.
(d) Where a Commander exercises discretion which uses any portion of the time
allowed after leaving the initial point of departure then a Commander's
Discretion Report shall be submitted to the CAA.
(e) One day off must be achieved following the extended FDP.
(f) A maximum of 3 extended FDP flights may be undertaken in any consecutive 28
day period.
(g) Maximum duty hours will be 180 hours in any 28 consecutive day period in
which the use of this extension takes place.
(h) Minimum number of days off for flight crew operating one or more of these flights
will be 9 days in any period of 4 consecutive weeks in which the use of this
extension takes place.

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(i) Further extension of the FDP by split duty is not permitted.

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(j) If a planned extension of 30 minutes above the allowable FDP obtained from

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Table A is claimed then (a) and (e) are not applicable. However flight crew
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members must be off duty by 2200 hours local on the day prior to the extended
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FDP so that either a rest period equivalent to the preceding duty period or a

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minimum of 12 hours rest is achieved, and discretion to reduce rest prior to or
following such a flight may not be exercised.
(k) The flight crew member's roster will be annotated as to whether a 60 minute or
a 30 minute extension to the allowable FDP is planned. Once the rest period
specified in (a) commences the FDP cannot subsequently be changed to a
planned 30 minute extension and, irrespective of the length of the achieved FDP,
the day off required under condition (e) remains applicable.

Cabin Crew
(a) Cabin crew may be planned for an extra 30 minutes on their normal allowable
FDP.
(b) Cabin crew members must be off duty by 2200 hours local on the day prior to
the extended FDP so that either a rest period equivalent to the preceding duty
period or a minimum of 11 hours rest is achieved.
(c) Discretion to reduce rest prior to or following such an extended FDP may not be
exercised.
(d) Cabin crew members must be acclimatised.

(e) A maximum of 4 extended FDP flights may be undertaken in any consecutive 28

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 Flight Time Limitations (FTL)

day period.
(f) One day off must be achieved following the extended FDP.

(g) Maximum duty hours will be 205 hours in any 28 consecutive day period in
which the use of this extension takes place.
(h) Minimum number of days off for cabin crew operating one or more of these
flights will be 8 days in any period of 4 consecutive weeks in which the use of
this extension takes place.

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7.1.13 EXTENSION OF FLYING DUTY PERIOD BY SPLIT DUTY

7.1.13.1 MAXIMUM OF EXTENSION
When a Flying Duty Period consists of two or more sectors, of which one can be a
positioning journey counted as a sector as per Section 7.1.10.2, “Positioning within
a Flying Duty Period” - but separated by less than a minimum rest period, then the
Flying Duty Period may be extended by the amounts indicated below:

Consecutive Hours Rest Maximum Extension of the Flying Duty Period

Less than three hours Nil
three – ten hours A period equal to half the consecutive hours rest taken

7.1.13.2 POST-FLIGHT AND PRE-FLIGHT DUTIES

The rest period shall not include the 30 minutes allowed for immediate post-flight
and pre-flight duties.
When the split duty period between on chocks and off chocks is six hours or more
this will be increased to 60 minutes so as to ensure a minimum of 45 minutes for
immediate pre flight duties.

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When the rest period is six hours or less it will suffice if a quiet and comfortable

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place, not open to the public, is available. If rest is taken in the aircraft on the ground,

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the crew must have adequate control of the temperature and ventilation within the

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aircraft, either by use of a ground power unit or the aircraft internal power units. The

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passengers must not be onboard. If the rest period is more than six consecutive hours,

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then suitable accommodation will be provided by easyJet.

7.1.13.3 HOTEL REST u

When a planned Split Duty involves rest in a hotel the accommodation should be
located within 15 minutes travelling time of the report location. If the
accommodation is further than 15 minutes away then the additional travelling time
should be added to the post and pre flight duty allowance in order to calculate the
allowable Flying Duty Period.

7.1.14 REST PERIODS

7.1.14.1 NOTIFICATION OF FLYING DUTY PERIOD
Crew members will be notified in good time of a flying duty period so that sufficient
and uninterrupted pre-flight rest can be obtained. When away from base,
opportunities and facilities for adequate pre-flight rest will be provided by easyJet in
suitable accommodation. When flights are carried out at such short notice that it is
impracticable for easyJet to arrange suitable accommodation, then this responsibility
devolves to the aircraft Commander.

7.1.14.2 MINIMUM REST PERIOD

The minimum rest period which must be taken before undertaking a flying duty
period shall be:

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(a) At least as long as the preceding duty period, or

(b) Twelve hours,

whichever is the greater.

7.1.14.3 DISCRETION TO REDUCE REST AT HOME BASE

Exceptionally, at home base, individual crew members may be asked to exercise
their discretion to reduce rest by up to a maximum of one hour but only to a
minimum of 12 hours for flight crew and 11 hours for cabin crew. If discretion is used
it is the responsibility of the operator and the crew member to inform the
Commander of the flight immediately following the rest period that a reduced rest
has been taken.

7.1.14.4 MINIMUM REST PERIOD WHEN AWAY FROM BASE

When away from base in the case when the rest period earned by a crew member is
12 hours, and suitable accommodation is provided by easyJet, then that rest period
may be shortened by one hour. In such circumstances, if the travelling time between
the aerodrome and the accommodation is more than 30 minutes each way then the
rest period will be increased by the amount the total time spent travelling exceeds
one hour. In both situations the room allocated to the crew member must be

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available for occupation for a minimum of 10 hours. This shortening of the rest

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period may be planned or implemented by easyJet and does not require the use of
Commanders discretion.
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When the rest period earned by a crew member is more than 12 hours any reduction

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requires the use of Commanders discretion. Irrespective of the length of the

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preceding duty discretion may be used to reduce the rest period down to a minimum

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of ten hours available room occupancy under the terms of Section 7.2.2.1,
“Discretion to Reduce a Rest Period”.

7.1.14.5 UNFORESEEN CIRCUMSTANCES

Should unforeseen circumstances on the day extend the planned duty beyond 12
hours the Commander may still use his discretion to reduce rest down to a minimum
of 10 hours at accommodation under the terms of Section 7.2.2, “Aircraft
Commander’s Discretion To Reduce A Rest Period”.

7.1.14.6 CALLED OUT FROM STANDBY

After being called out from a standby duty the length of the minimum rest period will
be determined by the length of the standby duty, plus any FDP and any post flight
duty. The rest period will commence upon completion of all post flight duty.

7.1.14.7 PRECEDING DUTY PERIOD

If the preceding duty period, which includes any time spent on positioning,
exceeded 18 hours, then the ensuing rest period must include a local night.

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7.1.14.8 REDUCED REST FOLLOWED BY EXTENDED FDP

Following a sequence of reduced rest and an extended Flying Duty Period the
subsequent rest period cannot be reduced. Section 7.2.2.1, “Discretion to Reduce a
Rest Period” applies.

7.1.14.9 LESS THAN A MINIMUM REST PERIOD PRIOR TO POSITIONING

BACK TO BASE
When a crew member takes a duty break of six hours or more in suitable
accommodation provided by easyJet and then positions back to base then the
duration of that duty break will not count towards cumulative duty totals. However
the full duty period from initial report to the completion of positioning will be used
for calculating the ensuing rest entitlement.

7.1.14.10 INADEQUATE PRE-FLIGHT REST

The responsibilities of crew members are contained within Section 7.1.2.2, “Crew
Members”. However, should a crew member have difficulty achieving pre-flight rest,
they should complete a Fatigue Report Form (FRF1) and return it to the FRMS analysts
who will complete an investigation and may, where required, facilitate a
consultation with a sleep specialist.

7.1.15 DAYS OFF

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7.1.15.1 HOME ENVIRONMENT
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Wherever possible, and if required by the crew member, days off will be allocated

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so that they can be taken in the home environment.
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7.1.15.2 SINGLE DAY OFF
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A single day off will include two local nights, and cover at least 34 hours.

7.1.15.3 PLANNED REST PERIOD

A planned rest period may be included as part of a day off.

7.1.15.4 MINIMUM DAYS OFF

Crew members will:
(a) Not be on duty more than seven consecutive days between days off, and

(b) Have two consecutive days off in any consecutive 14 days following the previous
two consecutive days off, and
(c) Have a minimum of seven days off in any consecutive four weeks, and

(d) Have an average of at least eight days off in each consecutive four week period,
averaged over three such periods.

7.1.16 ABSOLUTE LIMITS ON FLYING HOURS

A person shall not act as a member of the flight crew of an aircraft if at the beginning
of the flight the aggregate of all previous flight times:

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(a) During the period of 28 consecutive days expiring at the end of the day on which
the flight begins exceeds 100 hours;
(b) This means that on the 28th day a flight crew member may depart on a single
sector flight, and may complete that sector, even though at the end of the flight
the total flying hours completed in 28 days will exceed 100 hours. Consequently
the flight crew member cannot then continue to operate as a flight crew member
on any subsequent sectors during that day.
(c) During the period of 12 months, expiring at the end of the previous month
exceeds 900 hours.

7.1.17 CUMULATIVE DUTY HOURS

7.1.17.1 MAXIMUM DUTY HOURS
The maximum duty hours for flight crew will not exceed
(a) 55 hours in 7 consecutive days, but this figure can be increased to 60 hours in
any 7 consecutive days where unforeseen delays occur within a duty block.when
a rostered duty covering a series of duty periods has commenced and is subject
to unforeseen delays
(b) 95 hours in 14 consecutive days and
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(c) 190 hours in 28 consecutive days

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7.1.17.2 NOT ROSTERED
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When a crew member is not rostered for either standby or flying duties for 28 or more

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consecutive days then any duty hours worked will not be added to cumulative totals.

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However, when a crew member is anticipated to return to either standby or flying
duties the duty hours worked in the 28 days preceding that duty must be recorded.
Those hours worked will be used to ensure that the crew member complies with the
requirements of this scheme.

7.1.18 CALCULATION OF CUMULATIVE DUTY HOURS

Duty hours will be added to cumulative totals in accordance with the following:

7.1.18.1 TO COUNT IN FULL

(a) Duty periods and flying duty periods, plus subsequent post-flight duties

(b) All standby duty, except that specified in Section 7.1.18.2, “To Count As Half The
Time On Duty”
(c) The time spent on positioning

7.1.18.2 TO COUNT AS HALF THE TIME ON DUTY

(a) The standby duty when, prior to commencement, the crew member has been ad-
vised that the period of notice to be given by easyJet before reporting for any duty
will be at least three hours.

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(b) That portion of the standby duty when undertaken at home, or in suitable
accommodation provided by easyJet, which takes place during the period 2200
to 0800 local time, when the crew member can take undisturbed rest and is not
called out for duty.

7.1.19 RULES RELATING TO CABIN CREW

The requirements detailed in this chapter are applicable to all cabin crew employed
as crew members, and are not intended to apply only to those cabin crew carried to
meet the provisions of the Air Navigation Order as amended.
The limitations applied to cabin crew are those applicable to flight crew members
but with the following differences:

7.1.19.1 FLYING DUTY PERIOD

A flying duty period is one hour longer than that permitted for flight crew. The Flying
Duty Period and limits set on early starts for cabin crew will be based on the time at
which the flight crew report for their flying duty period, but the Flying Duty Period
will start at the report time for the cabin crew.

7.1.19.2 MINIMUM REST PERIOD

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For cabin crew the minimum rest period which will be provided before undertaking

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a flying duty shall be:

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(a) As long as the preceding duty period, less one hour or

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(b) 11 hours,

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Whichever is the greater.

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7.1.19.3 COMBINED STANDBY & FLYING DUTY PERIOD LIMIT
The combined sum of standby time and subsequent Flying Duty Period will be 1
hour longer than that permitted to flight crew.

7.1.19.4 MAXIMUM DUTY HOURS

The maximum duty hours for cabin crew will not exceed:
(a) 60 hours in 7 consecutive days, but can be increased to 65 hours under similar
circumstances applicable to flight crew.
(b) 105 hours in 14 consecutive days

(c) 210 hours in 28 consecutive days

(d) The annual and 28 day limits on flying hours appertaining to flight crew do not
apply.

7.1.20 RECORDS TO BE MAINTAINED

7.1.20.1 RECORDS FOR DUTY AND REST PERIODS
Records for duty and rest periods of all flying employees shall include:
For each crew member:

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(a) The beginning, end and duration of each duty or flying duty period, and function
performed during the period.
(b) Duration of each rest period prior to a flying duty or standby duty period.

(c) Dates of days off.

(d) 7 consecutive day totals of duty.

(e) For each flight crew member:

– Daily and 7 consecutive day flying hours.

7.1.20.2 PRESERVED RECORDS

Records shall be preserved for at least 15 calendar months from the date of the last
relevant entry.

7.1.20.3 DISCRETION REPORTS

Additionally copies of all aircraft Commander's Discretion Reports of extended
Flying Duty Periods, extended cumulative limits and reduced rest periods will be
retained for at least twelve months after the event.

7.2 EXCEEDANCES OF FLIGHT AND DUTY TIME

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LIMITATIONS AND/OR REDUCTIONS OF REST
PERIODS
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7.2.1
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AIRCRAFT COMMANDER’S e DISCRETION TO EXTEND A

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FLYING DUTYtPERIOD
7.2.1.1 u nc
EXTENSION CALCULATION
An aircraft Commander may, at his discretion, and after taking note of the
circumstances of other members of the crew, extend a Flying Duty Period beyond
that permitted in Section 7.1.12, “Duty Periods And Maximum Flying Duty Period”,
provided he is satisfied that the flight can be made safely. The extension shall be
calculated according to what actually happens, not on what was planned to happen.
An extension of three hours is the maximum permitted, except in cases of emergency
(see NOTE).
NOTE:
In respect of an extension to a flying duty period, an emergency is a situation
which in the judgement of the Commander presents a serious risk to the health
or safety of crew and passengers, or endangers the lives of others.

7.2.1.2 CIRCUMSTANCES TO EXERCISE DISCRETION

A Commander is authorised to exercise his discretion in the following circumstances
and to the limits set:
In a Flying Duty Period involving two or more sectors, up to a maximum of two hours
discretion may be exercised prior to the first and subsequent sectors, but this may be

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Flight Time Limitations (FTL)

up to three hours prior to the start of a single sector flight, or immediately prior to the
last sector on a multi-sector flight.

7.2.1.3 EXTENDED FDP FOLLOWING REDUCED REST

A Commander may exercise discretion to extend a Flying Duty Period following a
reduced rest period, only exceptionally, and then only to the extent necessary to
allow for unforeseen circumstances that become apparent during the last sector.

7.2.1.4 COMMANDERS DISCRETION TO EXTEND CUMULATIVE LIMITS

As part of a Commander's discretion to extend an FDP, prior FTL planning
restrictions including Consecutive, Weekly, and Cumulative Flying and Duty limits,
along with required Days Off and additional limits on Flying may be exceeded.This
is possible even when daily FDP limits are not being exceeded.
(a) In such cases the Operator shall ensure that all FTL requirements are met prior to
allocating further duties.
(b) Realistic planning will ensure this discretion is exercised only exceptionally and
only to the extent necessary to allow for unforeseen circumstances that become
apparent after commencement of the specific FDP. Such exceedances cannot be
planned.

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7.2.2 AIRCRAFT COMMANDER’S DISCRETION TO REDUCE A
REST PERIOD
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7.2.2.1 DISCRETION TO REDUCE A REST PERIOD

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An aircraft Commander may, at his discretion, and after taking note of the

u
circumstances of other members of the crew, reduce a rest period, but only insofar
as the room allocated to the crew member must be available for occupation for a
minimum of ten hours. The exercise of such discretion will be exceptional and must
not be used to reduce successive rest periods. If the preceding Flying Duty Period
was extended, the rest period may be reduced, provided that the subsequent
allowable Flying Duty Period is also reduced by the same amount as the reduction
in rest. In no circumstances may a Commander exercise discretion to reduce a rest
period below ten hours at the accommodation.

7.2.2.2 INDIVIDUALS DISCRETION TO REDUCE A REST PERIOD

When away from base and where an individual crew member separates from the
crew, or the crew as a whole splits up, then any use of discretion to reduce rest
becomes a decision for and must be considered by an individual crew member. The
decision to continue with the next flight and the submission of an associated
discretion report is the responsibility of the relevant Commander after the crew
member, and operator if in a position to do so, has informed the Commander that a
reduced rest has been taken.

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7.2.3 REPORTING EXERCISE OF DISCRETION

7.2.3.1 EXTENSION OF FDP
Whenever a Commander extends a Flying Duty Period it shall be reported to easyJet
by completion of the appropriate box on the Journey Log. A monthly analysis of
extensions to the maximum Flying Duty Period, including those exceeding two
hours, will be produced as part of FRMS Quality Assurance and forwarded to the
Civil Aviation Authority on a monthly basis. Where the extension to an FDP exceeds
two hours the Commander will additionally complete a separate Commander's
Discretion Report form.The FRMS shall investigate such occurrences and forward a
written report to the CAA keeping a log of response times. The original Commander's
Discretion Report form will be made available for Civil Aviation Authority audit.

7.2.3.2 REDUCTION OF REST

Whenever a Commander reduces a rest period it shall be reported to easyJet by
completion of the appropriate box on the Journey Log. A monthly analysis of
reductions to the minimum rest period, including those reductions of more than one
hour, will be produced as part of FRMS Quality Assurance and forwarded to the Civil
Aviation Authority on a monthly basis. Where the reduction in rest is more than one

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hour the Commander will additionally complete a separate Commander's Discretion

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Report form.The FRMS shall investigate such occurrences and forward a written
report to the CAA keeping a log of response times. The original Commander's

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Discretion Report form will be made available for Civil Aviation Authority audit.

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7.2.3.3 EXTENSION OF CUMULATIVE LIMITS

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Whenever a Commander extends cumulative limits it shall be reported to easyJet by

u
completion of the appropriate box on the Journey Log. In all cases the Commander
will also complete a separate Commanders Discretion Report Form which will be
made available for Civil Aviation Authority audit.

7.2.3.4 REDUCTION IN STANDARD REPORTING TIME

Whenever a Commander reduces the standard reporting time before flight for
themselves or a member of their crew by more than 15 minutes it shall be reported
to easyJet in the same manner as that specified in Section 7.2.3.3, “Extension Of
Cumulative Limits”.

7.2.3.5 MANAGEMENT REPORTS

A monthly report on the use of discretion will be made available to easyJet
management in order to facilitate the implementation of remedial action as and when
necessary.

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7.3 FATIGUE RISK MANAGEMENT SYSTEM (FRMS)

7.3.1 INTRODUCTION
The easyJet FRMS is an integral part of the operations Safety Management System
(SMS) (ICAO Safety Management Manual Doc 9859). FRMS applies SMS principles
and processes to proactively and continuously manage fatigue risk through a process
requiring shared responsibility amongst management and crew members. Since crew
feedback and non-punitive reporting are essential elements of FRMS, a “just culture”
is implemented within the FRMS programme. An FRMS, like SMS, is based upon a
concept of multiple layered defences to manage operational risk.
In accordance with Safety Management Systems (SMS) concepts, an FRMS is a data-
driven ongoing adaptive process that can identify fatigue risks and develop and
evaluate mitigation strategies to manage any emerging operational risks. FRMS is
based upon scientific principles and knowledge combined with sound methods of
data collection and analysis.
Application of an FRMS allows the detection, measurement and analysis of fatigue
risk. The deficiency of a prescriptive FTL scheme is that it provides a limited and
static approach to fatigue risk which does not account for the differing scheduling

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and operating conditions particular to, or contained within, an individual airline. An

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FRMS therefore enhances the capability of prescriptive FTL strategies to provide an

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equivalent or enhanced level of safety based upon the identification and

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management of fatigue risk relevant to the specific circumstances.

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As part of the overall Company Safety Management System easyJet has developed a
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Safety Risk Management Systems platform, identified as SIRA (System Integrated Risk
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Assessment), with the aim of providing an evidence-based Safety Management

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System that proactively and continuously delivers safety effectiveness and
operational integrity within a risk controlled environment.

7.3.1.1 SYSTEM INTEGRATED RISK ASSESSMENT

The safety management objectives (risk elements) of SIRA will support easyJet’s
ability to generate:
(a) An effective and timely reactive response to incidents;

(b) A comprehensive proactive analysis of risk using all available information

sources to maintain system integrity;
(c) A risk trending capacity that effectively evaluates implemented control
strategies;
(d) An ability to explore future risks within the system due to organisational and/or
business strategy changes; and
(e) An ability to effectively represent in a clear and transparent manner the system
dynamic risk state to all management levels in a standardised format.
The functional elements of this system as applied to FRMS shall include but not be
limited to:

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(a) A Statement of Company Fatigue Risk Management Policy.

(b) Documented company procedures and processes for the oversight and
implementation of the FRMS;
(c) Guidance on the extent to which prescriptive regulations may be deviated from,
and the mitigation factors used to justify the deviation (CAA requirements)
(d) Procedures for reporting, investigating, and recording incidents that are
attributable wholly or in part to fatigue;
(e) A process for fatigue risk assessment

(f) Processes for evaluating information on fatigue levels and fatigue-related

incidents, undertaking interventions, and evaluating the effects of those
interventions.
(g) Employee communication channels allowing the reporting and feedback of key
performance indicators to both crewmembers and the CAA;
(h) A commitment to a positive safety culture including a non-punitive working
environment, sometimes referred to as a “just culture”;
(i) A Predictive Fatigue Risk Model employed against the roster system and incident
investigations.
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(j) A Fatigue Risk Review Group reporting to the Safety Action Group

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(k) A Company Fatigue Countermeasures Training Programme

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(l) A validation programme for FRMS changes when and if they occur; and

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(m) A Performance Audit and Report Plan

7.3.2 DEFINITIONS
7.3.2.1 FATIGUE
A physiological state of reduced mental or physical performance capability resulting
from sleep loss or extended wakefulness and/or physical activity that can impair a
crew member's alertness and ability to safely operate an aircraft or perform safety
related duties.

7.3.2.2 FATIGUE MANAGEMENT

The establishment of flight and duty time limitations and a rest scheme that enable
an operator to manage the fatigue of all its crew members. This scheme shall comply
with the regulations established by the State of the Operator, or approved by that
State, and shall be included in the operations manual.

7.3.2.3 FATIGUE RISK MANAGEMENT

The management of fatigue in a manner appropriate to the level of risk exposure and
the nature of the operation, in order to minimise the adverse effects of fatigue on the
safety of operations.

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7.3.2.4 FATIGUE COUNTERMEASURES TRAINING

A competency based training programme designed to develop the awareness of all
stakeholders about how the interaction of operational, rest, sleep, circadian and
lifestyle factors impacts on the fatigue, alertness and performance of crew during
flight operations.

7.3.2.5 FATIGUE RISK MANAGEMENT SYSTEM (FRMS)

A scientifically-based, data driven flexible alternative to proscriptive flight and duty
time limitations that forms part of an operator's Safety Management System and
involves a continuous process of monitoring and managing fatigue risk.

7.3.2.6 SAFETY MANAGEMENT

The systematic management of the operational risks associated with flight,
engineering and ground activities in order to achieve as high a level of safety
performance as is reasonably practicable.

7.3.2.7 SAFETY MANAGEMENT SYSTEM (SMS)

An organized approach to managing safety, including the necessary organizational
structures, accountabilities, policies and procedures. It forms an explicit element of

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corporate responsibility and the management process, setting out a company's safety

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policy and defining how it intends to manage the safety of operations as an integral

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part of its overall business.

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7.3.2.8 SAFETY PERFORMANCE

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The level of safety achieved in a risk controlled environment measured against a

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safety level deemed as low as reasonably practicable.

7.3.3 u
FOUR OR FIVE CONSECUTIVE EARLY STARTS TO TABLE
A LIMITS (FIXED PATTERN WITH RESERVE)
7.3.3.1 PURPOSE
This Section will allow:
(a) A Duty Cycle having a 21 (twenty-one) week period, including a final 4 (four)
week Reserve period. A series of Duty Blocks each consisting of 5 (five) Flight
Duty Periods shall form the initial 17 (seventeen) week period or any sub set of
such a Duty Cycle which utilises:
(b) A Duty Block having a maximum of 5 (five) Flight Duty Periods, including 4 (four)
or 5 (five) Consecutive Early Starts, where the allowable Flight Duty Periods are
based on Table A limits of the above Scheme specified in Section 7.1.12.8,
“Acclimatised To Local Time” replacing those of Section 7.1.6.3, “Four Or More
Consecutive Early Start Duties”.

7.3.3.2 CONDITIONS
(a) Prior to commencing a Duty Block consisting of 5(five) consecutive Early Start
Duty Periods, a minimum of 3 Days Off shall be achieved.

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(b) Prior to commencing a Duty Block including 4(four) consecutive Early Start Duty
Periods, a minimum of 2 Days Off shall be achieved.
(c) Where a Flying Duty Period (FDP) has a report time between 0300 and 0459
hours local time, and consists of no more than 2 sectors, then only one such FDP
shall be achieved in a Duty Block including 4 (four) or 5 (five) consecutive Early
Start duties.
(d) On completion of an Early Start Duty Block containing four or five consecutive
Early Start Duties a minimum duration of 72 hours free from duty shall be
achieved prior to undertaking an FDP.
(e) Where a Flying Duty period consists of 6(six) sectors, a maximum of 3 (three)
such consecutive duties shall be planned within a Duty Block.
(f) Within a Duty Block there shall be no more than one transition between an Early
Start Duty and a Late Finish Duty. Such transitions shall be controlled as specified
within Section 7.3.3.9, “Duty Transitions”.
(g) All other provisions of easyJet’s FTL scheme apart from those specified under
Section 7.3.3, “Four Or Five Consecutive Early Starts To Table A Limits (Fixed
Pattern With Reserve)” will apply.

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7.3.3.3 CUMULATIVE FLYING HOUR LIMITS

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Cumulative flying hour limits shall be a maximum of

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• 100 hours in any 28 consecutive Days

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270 hours in any 12 consecutive Weeks
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•

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550 hours in any 6 consecutive months
750 hours in any 9 consecutive Months
• 900 hours in any 12 consecutive Months

7.3.3.4 FLIGHT DECK CUMULATIVE DUTY HOUR LIMITS

Flight Deck cumulative duty hour limits shall be a maximum of:
• 55 hours in any 7 consecutive Days which can be increased to 60 hours in any
7 consecutive Days where unforeseen delays occur within a Duty Block.
• 100 hours in any 14 consecutive Days
• 190 hours in any 28 consecutive Days
• 480 hours in any 12 consecutive Weeks
• 1880 hours in any 12 consecutive Months

7.3.3.5 CABIN CREW CUMULATIVE DUTY HOUR LIMITS

Cabin Crew cumulative duty hour limits shall be a maximum of:
• 60 hours in any 7 consecutive Days which can be increased to 65 hours in any
7 consecutive Days where unforeseen delays occur within a Duty Block.

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• 110 hours in any 14 consecutive Days

• 210 hours in any 28 consecutive Days
• 525 hours in any 12 consecutive Weeks
• 2000 hours in any 12 consecutive Months

7.3.3.6 RESERVE PERIOD

A reserve period within a Duty Cycle shall have:
(a) Days Off pre-allocated at roster issue

(b) A maximum of 5 consecutive Flying Duty Periods

(c) A minimum of 2 consecutive Days Off after 7 consecutive Duty Periods

(d) A minimum of 2 consecutive Days Off within any 10 consecutive Days following
the previous 2 consecutive Days Off

7.3.3.7 DAYS OFF

The following Days Off provision shall be achieved:
(a) A minimum of 8 Days Off in any 4 consecutive Weeks.

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(b) A minimum of 27 Days Off in any 12 consecutive Weeks.

7.3.3.8 SIX CONSECUTIVE FLYING DUTY PERIODS

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Due to unforeseen circumstances that become apparent on the fifth consecutive

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Flying Duty Period a crew member can operate a sixth consecutive Flying Duty

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Period where it commences away from their normal home base. This Flying Duty

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Period is intended to mitigate schedule disruption and is therefore limited to the crew
member operating a maximum of two sectors or back to their home base where no
further sectors may be operated. The sixth flying duty period will be no longer than
ten hours in length, no reduction in the preceding rest period is permitted and the
duty block must be followed by a minimum of two days off. Any use of a sixth
consecutive Flying Duty Period will be reported to the Civil Aviation Authority
within 14 days of the aircraft’s return to base.

7.3.3.9 DUTY TRANSITIONS

In order to minimise disruption of roster sequences, and the resultant impact on crew
alertness, changes from a morning start to an evening finish or vice versa within the
same duty block will be controlled.
The change from a Morning Start Duty to an Evening Finish Duty or vice versa over
consecutive duty days is known as a “Transition”. The defined requirement will
allow no more than one duty transition (a single transition) between a duty or series
of duties within any duty block containing 5 or more duty days. Any further
transitions (a multiple transition) will create an FTL violation and is not allowable.

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Identification of a Duty Transition.

Each duty period is categorised as either a Morning Start Duty or an Evening Finish
duty on the following basis:
(a) Morning Start Duty (E - early)

On duty time from 0300 to 0929 local inclusive

(b) Evening Finish Duty (L -Late)

Off duty from 1800 to 0300 local inclusive

Or
A duty where the on duty time falls between 1800 and 0300 local inclusive and
off duty time falls between 0300 and 1759 local inclusive.
Using the above time periods to categorise each duty period the following duty
periods and/or sequence of duty periods within any duty block will count as a single
transition:
E-L: where a Morning Start Duty period precedes an Evening Finish Duty period
L-E: where an Evening Finish Duty period precedes a Morning Start Duty period
Dual: A single duty period categorised as both a Morning Start Duty and an Evening

ed
Finish Duty. A Dual duty can be followed by any other duty, including a Morning
t
prin
Start Duty, without it being considered as a second transition.

d i f
e
Implementation

t r o l l
(a) A sequence of duty periods is not considered to be consecutive if broken by a

on
nc
period of 34 hours, encompassing two local nights, which is free from duty.

u
(b) Where a duty not falling within the above definitions of Morning Start Duty or
Evening Finish Duty forms part of a duty sequence it is considered a Normal Start
and Finish Duty and will not constitute a transition.
(c) Only duties including an FDP, airport standby or home standby will constitute a
violation.
(d) Disruption leading to delays on the day of operation will not constitute a
violation but that change in timing must be accounted for when assessing further
roster changes.

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Flight Time Limitations (FTL)

nt ed
f pri
ed i
Intentionally Blank

t r o l l
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 Survival, Search, & Rescue

8 SURVIVAL, SEARCH, & RESCUE

8.1 FOREWORD
Not all emergency landings occur near built up areas and therefore the possibility of
a large group stranded in a remote location is always a possibility. The number of
trained personnel to look after the group will be limited. This may occur on land or
in the sea. It may result in perils such as drowning, starvation, oxygen deficiency,
heat or cold.
As a crew, you may have to cope with over 150 people and some of the crew may
be incapacitated. All of you will be suffering from various degrees of stress and strain.
In most cases help will be arrive in a few hours and at the most 12-48 hours.

8.1.1 SEARCH & RESCUE PROCEDURES

By international agreement, Rescue Co-ordination Centres (RCC’s) link up with Air
Traffic Control Centres to provide world-wide coverage of land, air and sea.
To monitor the progress of all commercial flights, a signal is sent each time an aircraft
departs or arrives at an airport. On departure, the signal sent is the actual time of
departure (ATD) together with the estimated time of arrival (ETA) at the intended

t ed
destination. On arrival, the actual time of arrival (ATA) is sent.

prin
Before a flight can depart a flight plan is produced and this lists the intended planned

i f
route or track of a flight. The flight plan also states elapsed flying time between

d
l e
specified points along the route.

t r o l
If a flight fails to report at any one of the specified points, a procedure will be

on
nc
followed to try to trace the whereabouts of the aircraft. This will finally mean that the

u
search and rescue services will be dispatched.
There are three phases of the search and rescue procedure:

UNCERTAINTY PHASE
This starts from 30 minutes after an aircraft has failed to report at a scheduled point
or time.

ALERT PHASE
This starts from one hour after a point or position report is not received.

DISTRESS PHASE
This runs from the time when an aircraft is believed to be in imminent danger. A
search will commence after the ETA has passed or when a “Mayday” is received.
When alerted the RCC has at its disposal a wide range of military and civilian aircraft
as well as other professional and voluntary rescue services. Helicopters, amphibian
aircraft, mountain rescue, boats, ships, etc. will then carry out the rescue as required,
depending on the location and survival circumstances.

8.1.2 BASIC PRINCIPLES OF SURVIVAL

Survival depends on two basic factors:

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Survival, Search, & Rescue

• The will to survive

This is not automatic and some people will have a greater will to survive than
others. Discomfort, despair and deprivation may cause some to people to give up
quicker than others.
• Knowledge
This being the correct use of survival aids and the understanding of the
procedures used by the search and rescue services.
The essence of survival is adaptability. Work with your environment and not against
it. It is also important to remain highly motivated and rested. Tiredness can lead to
mistakes.

8.1.3 PROTECTION, LOCATION, WATER, FOOD

First Considerations
• Evacuate aircraft in case of fire.
• Arrange shelter from sun, wind, rain etc. – return to fuselage if safe to do so.
• Arrange medical attention for injured – seek trained medical personnel.

t ed
prin
• Light fire.
The priorities of survival are as follows:

d i f
PROTECTION
r o l l e
on t
In order to function, the body must be protected against the environment, especially

u nc
in adverse weather conditions. One of the first priorities is to be warm and dry. Body
heat is rapidly lost once a person becomes wet. Use the contents and furnishings of
the aircraft as much as possible to achieve this.

Making a fire
Fires are useful not only for providing the necessary warmth but also for signalling,
cooking, drying clothes and for purifying water by boiling when other means are not
available.
Fuels such as kerosene and engine oil have limited use on open fires – they do not
offer much assistance in starting and burn too quickly when the fire is going well.
Kerosene can, however, be placed in a container and burnt with an improvised wick.
In desert areas fuel for fires will not be so readily available so you cannot afford to
ignore such commodities as dried camel dung.
Jungle conditions have their own peculiarities and one of the obvious needs is to
choose sites where the fire cannot spread. The fire will keep inquisitive wildlife at a
safe distance and the smoke will tend to drive mosquitoes and insects away.

Clothing
The correct use of clothing can make all the difference between tolerable and
intolerable, even dangerous situations. What appears to be the conventional thing to

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 Survival, Search, & Rescue

do can sometimes be quite wrong practice. It might not be wise to cool down by
shedding all your clothes; and it might be equally unwise to keep out the biting sub-
zero winds by wrapping yourself in an ever-increasing bundle of clothing and
blankets.

In Cold Climates
When the temperature is very low, one of the main causes of freezing to death is due
to being overheated in the first place. Perspiration will condense and in extreme
cases will freeze. This has two effects: the moisture will reduce the insulation of the
underclothing, and, being a good conductor of heat, will draw heat from the body.
Constantly regulate your clothing so that you do not become hot enough to perspire.
Slacken off all draw cords and open up clothing at the neck to allow ventilation.
When necessary, remove enough layers of clothing to keep cool whether you are
indoors or working out-doors. Replace the clothing as soon as you start to cool off.
If you are unfortunate enough to get wet, it is important to change into dry clothing
as soon as possible. Spare clothing might be available from the baggage in the aircraft
holds, otherwise a judicious sharing of surplus clothing by other might be possible.
When sleeping bags are available, it is sufficient to climb into one, in the nude if
necessary, and rely on body warmth. In these circumstances, modesty is of little

ed
consequence. Mutual body heat should normally produce adequate warmth in any
t
prin
large sleeping bag.

i f
Never get into a sleeping bag wet if this can be avoided. Sleep in the minimum

d
l l e
clothing necessary for warmth so that you do not perspire unduly.

r o
n t
Keep your gloves handy – or put your hands in your pockets – and see that your ears

o
nc
are covered. These extremities can be affected by frostbite in a few minutes.

u
In Hot Climates
The first caution must be – stay out of the sun as much as possible. However, if you
find a nice shady patch, it does not follow that you can then tear off your clothes.
Some protection is necessary to avoid undue perspiration and to prevent bites from
insects.
Mosquitoes can be very troublesome. Some are malaria-bearing, others are not but a
bite from any of them can be very unpleasant. They can be found in many areas of
the world, including polar regions during the summer. Although mosquitoes are
reputed only to ‘fly by night’, the jungle can be quite dark during the day due to the
overhanging foliage. It is therefore important to wear light loose-fitting clothing and
to cover as much of the body as possible, particularly at night. If you reduce your
clothes through the day, keep them ready to hand for the night, when the
temperature might fall.
It is particularly important to protect the head and back of the neck from the sun. For
those without a hat, it should be simple enough to improvise one by raiding the
baggage, aircraft trim and cushion covers or by using surplus clothing.
The Arab head-dress is effective yet simple to make: take a square piece of material,
make a headband from strips of material, place a soft wad on the crown of the head
and hold it in position with the square, then place the headband in position. This can
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Survival, Search, & Rescue

also be used to protect the eyes, nose and mouth against dust or sandstorms, which
are prevalent on hot plains and in the desert.
Eyes should be protected against both direct and indirect glare from the sun. If
sunglasses are not available they can be improvised from thin ‘see-through’ fabrics
or from other materials in which narrow slots can be made to provide sufficient
vision.
When clothing has been lying around it is always good practice to shake it well
before wearing in case unwelcome visitors such as spiders, snakes, lizards or
scorpions are using it as a temporary home.

LOCATION
Having ensured that everyone is protected from the elements as much as possible, it
is important that search and rescue can locate the landing or ditching site. Before
making the emergency landing the Commander will make the necessary distress calls
if time permits. He will land as near as possible to the route or track of the aircraft
because he knows this will form the basis of the search.
To assist search and rescue, there are certain shapes/letters into which a ground to
air signal can be made. These are recognised internationally. These can be made
from aircraft furnishings or whatever materials are available.

t ed
International Search & Rescue Signal Shape
i f prin
MESSAGE
l l ed CODE/SYMBOL

r o
ont
Require assistance V

unc
Require medical assistance X
No or negative N
Yes or affirmative Y
Proceeding in this direction

WATER
Man can survive in temperatures between 50F to 70F for eight-ten days without
water. However, when doing light work he cannot maintain a water balance on less
than about three pints (1.7 litres) per day. Even in Arctic areas an adequate water
intake is necessary because dehydration takes place fairly rapidly due to perspiration.
Therefore, workers should have rations of about three pints per day if possible.
Crew should be aware of the signs of dehydration setting in – these include
headaches, nausea and dark yellow urine. Sweating will also speed up the process
of dehydration.
Water may be available from the aircraft, rainfall and nearby streams. In polar
regions, water may be plentiful in the form of ice or snow, but nevertheless it takes
about the equivalent weight of fuel to produce 1gallon of water from melted snow.

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 Survival, Search, & Rescue

When melting snow, feed the snow into the container a little at a time to avoid
burning the container bottom. In hot climates where cooling of the body is achieved
by sweating, large amounts of body water are quickly lost. Water may be polluted,
even in polar regions, and if there is any doubt, it should be boiled or sterilised.
Perspiration contains salt that needs to be replaced to avoid heat stroke and heat
exhaustion. If available, a small level teaspoon of salt to each pint of water is about
right.
If you are first sighted from the air, resist the temptation to celebrate by consuming
all your remaining water on the assumption that the supply wagon is just round the
corner. It may be some time before rescue is effected.

FOOD
It is possible to survive many weeks without food and provided that water is
available, going without food for two to three weeks should have no long lasting ill
effects. Food should not be issued for the first 24 hours. When food is issued the
injured should be given priority.

8.1.4 WATER SURVIVAL

It is also difficult to locate individuals in the sea from the air and survivors should,

t ed
therefore, stay together by linking arms together to maintain body heat and form a

prin
circle. Survivors should also be encouraged to further maintain body heat by
adopting the foetal position.
d i f
l l e
Crew members should be positioned in the middle of the circle so that they can

r o
n t
assess the situation throughout the emergency.

o
nc
In water survival, the greatest threat to survival is that of hypothermia as it is not
u
possible to remain warm and dry. Movement in the water should be kept to a
minimum to conserve body heat and energy – if possible keep in the foetal position
as this best conserves body heat.

8.1.5 POLAR SURVIVAL

In cold climates, there is a very real risk of hypothermia. Protection must be found as
a matter of urgency. If possible utilise the aircraft or parts of the aircraft. Protection
can also be found in surrounding areas by building snow shelters or digging holes.
Protect your hands at all times and ensure that ears are covered. These extremities
can be affected by frostbite in a few minutes.
A fire should be lit to give off smoke that contrasts with the surrounding areas. This
can be achieved by burning tyres to create black clouds that would be easily visible.
Fires lit at three places forming a triangle are also recognised as an international
distress signal. One fire should be kept lit at all times for heat for the survivors.

8.1.6 DESERT SURVIVAL

Hazards in hot climates are all caused by either over exposure to the sun or too much
activity in the humid conditions which often prevail. They can all be prevented by
keeping in the shade and by not exerting yourself unnecessarily, particularly during

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Survival, Search, & Rescue

the day. If you cannot stay in the shade, make sure you have a light covering of
clothing and that your head and neck are protected.

8.1.7 SURVIVAL FIRST AID AND HYGIENE

Establish whether any of the passengers has any medical training and utilise these
people to assist with the injured. Many people will be suffering from shock and this
in itself can be life threatening. This should monitored as well as dealing with
obvious injuries. Use able-bodied passengers to assist with injured passengers and
get them to encourage them to remain still.

FROSTBITE

Symptoms
This can be recognised by white or creamy patches on the skin, which will feel hard
to the touch. Frostbite particularly affects exposed parts of the body and regions
which are farthest from the heart and have the least blood circulation, i.e. face, nose,
ears, hands and feet.

Treatment

d
To treat do not apply direct heat but place the affected area in a warm place, such as

t e
prin
under the armpits or between someone else’s hands to assist in thawing the area out.

f
Do not burst any blisters that may form if the frostbite is severe, but cover them with

d i
a dressing. Do not rub a frost-bitten area. Hot drinks can be given, if available.
e
t r o l l
n
HYPOTHERMIA

nc o
Symptoms
u
This occurs when the core body temperature drops and is cooled by exposure.
Extreme cases can lead to unconsciousness, heart failure and death. Typical early
signs are a feeling of cold, tiredness, shivering and a difficulty in responding to
questions.

Treatment
The casualty must be moved to a protected area away from the elements. Insulate
with more clothing and offer hot sweet drinks if the casualty is conscious and these
are available. If sleeping bags or similar are available, shared body warmth is very
effective.
Monitor the casualty even if they seem to recover, as it will take time for the core
temperature to return to normal.

HEAT CRAMP
This is usually the first wave of heat exhaustion and is due to a lack of bodily salt,
often caused by perspiring.

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 Survival, Search, & Rescue

Symptoms
Cramping of the muscles occurs, probably in the legs, arms and abdomen, which
may be accompanied by shallow breathing, dizziness and vomiting.

Treatment
Move into the shade and provide a drink. If available, add one small level teaspoon
of salt to each pint (0.5 litres) of water.

HEAT EXHAUSTION
A more severe case of heat cramp.

Symptoms
The face is pale, and the skin cold and perspiring. There is nausea, dizziness, general
weakness and perhaps cramping of the muscles. The pulse is weak and the patient
may become delirious or unconscious.

Treatment
As for heat cramps.

SUNSTROKE (HEAT-STROKE)
t ed
Symptoms
i f prin
l l ed
This is caused by over-exposure to the sun and can lead to serious results. Symptoms

t r o
are dizziness, headaches, flushed face or feverish. The temperature rises and the

n
o
pulse rate becomes fast and strong - unconsciousness may follow.

nc
u
Treatment
To treat get the casualty to the shade with the head and shoulders raised slightly.
Remove outer clothing and cool the body by wetting the underclothing with water if
available and by fanning.
Make a sun awning, leaving space for ventilation. As soon as consciousness returns
give water and salt if available.

SUNBURN
Most people will have had sunburn at sometime but in excess this can be dangerous.
Keeping out of the sun is the best advice.

INSECT BITES
Most insect bites can be treated with anti-histamine cream if available. The juice of
a lemon rubbed into the area may also aid relief. The casualty should be monitored
in case of an allergic reaction.

HYGIENE
Personal hygiene is most important in any survival situation as the surroundings will
become insanitary very quickly. Changes of clothing may not be available. Washing,

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Survival, Search, & Rescue

if possible, should be encouraged and regular checks of the body should be carried
out paying particular attention to the area between the toes, under the arms and
between the legs.
REFERENCE: Section 6, “Aviation First Aid”

t ed
i f prin
l l ed
n t r o
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 Dangerous Goods & Weapons

9 DANGEROUS GOODS & WEAPONS

9.1 POLICY ON THE TRANSPORT OF DANGEROUS
GOODS
easyJet does not transport dangerous goods on any of its aircraft except as outlined
below, and does not hold an approval from the National Aviation Authority to carry
dangerous goods.

9.1.1 DEFINITION OF DANGEROUS GOODS

Dangerous goods are articles or substances which are capable of posing a significant
risk to health, safety or to property when transported by air.
They are classified according to the International Civil Aviation Organisation's
Technical Instructions for the Safe Transport of Dangerous Goods by Air (Technical
Instructions) and the International Air Transport Association's Dangerous Goods
Regulations (Dangerous Goods Regulations).
Dangerous Goods are sub-divided into the classes and divisions as follows:

Dangerous Goods Class Divisions

Explosives
nt ed 1 1.1 to 1.6

pri
if
Gases Flammable 2 2.1

l
Gases Non-flammable, non-toxic
l ed 2 2.2
Gases toxic

ont ro 2 2.3

unc
Flammable Liquids e.g. paint, petrol 3 -
Flammable Solids 4 4.1
Substances liable to spontaneous combustion 4 4.2
Substances which, in contact with water, emit flammable gases 4 4.3
Oxidising Substances 5 5.1
Organic Peroxide e.g. acetyl acetone peroxide 5 5.2
Toxic. e.g. insecticide 6 6.1
Infectious Substances, e.g. bacteria 6 6.2
Radioactive Material e.g. plutonium, radium 7 -
Corrosives e.g. acids 8 -
Miscellaneous Dangerous Goods & Magnetised Material 9 -

9.1.2 EXCEPTIONS TO THE ICAO TECHNICAL INSTRUCTIONS

The Technical Instructions do not apply to dangerous goods carried on an aircraft
where the dangerous goods are:
• Items for airworthiness or operating reasons etc.

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Dangerous Goods & Weapons

• to provide, during flight, medical aid to a patient;

Although it would not be a normal practice, in exceptional circumstances, an
approval is not required for Dangerous Goods which are carried in flight for medical
aid for a patient, such as gas cylinders, drugs, medicines, other medical material (e.g.
sterilising wipes) and lithium batteries, providing:
• The gas cylinders have been manufactured specifically for the purpose of
containing and transporting that particular gas;
• The drugs and medicines and other medical matter are under the control of
trained personnel during the time when they are in use;
• Proper provision is made to stow and secure all the equipment during takeoff and
landing and at all other times when deemed necessary by the Commander in the
interests of safety.
These dangerous goods may also be carried on a flight made by the same aircraft to
collect a patient or after that patient has been delivered when it is impracticable to
load or unload the goods at the time of the flight on which the patient is carried.
The dangerous goods carried may differ from those identified above due to the needs
of the patient. They are not those, which are a part of the normal equipment of the
aircraft.
t ed
9.1.3 CARGO DOCUMENTATION
i f prin
l l ed
(a) The Dispatcher will confirm that cargo on board an aircraft is in accordance with
the manifest.
n t r o
nc o
(b) The Dispatcher will write Cargo Loading positions on the manifest.

u
(c) The Dispatcher will bring all documents, the manifest and NOTOC (if applicable)
to the flight deck. Once the Captain is satisfied that they are in order he should
sign the documents, retaining the signed copy in the Flight Envelope. The
documents envelope is then to be handed to the SCCM.
(d) On arrival at destination, the SCCM will hand the documents to the Dispatcher
meeting the aircraft, for their attention. This will aid identification and correct
processing of inbound cargo.
(e) Dispatchers at EZY destinations have been issued with the same procedures so
Crew can expect consistency to be maintained. If any problems are encountered,
the crew should advise OCC and raise the issue on an ASR which should be
submitted through the normal process.
(f) Last minute changes to the cargo load (commonly caused by a shortage of time
to load some of the consignment) will be detailed by hand on the Cargo Manifest.
REFERENCE: Appendix A.7 “Special Load - Notification To Captain”

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 Dangerous Goods & Weapons

9.1.3.1 DANGEROUS GOODS APPROVED FOR CARRIAGE AS

OPERATIONAL EQUIPMENT
The provisions contained in the Dangerous Goods Regulations do not apply to the
following articles and substances:
• Articles and substances which would otherwise be classified as dangerous goods
but which are required to be aboard the aircraft in accordance with pertinent
airworthiness requirements and operating regulations or that are authorised by
the National Authority to meet special requirements.
• Aerosols (with cap to prevent accidental discharge), alcoholic beverages,
perfumes, colognes, safety matches and liquefied gas lighters carried aboard an
easyJet passenger aircraft for use or sale on the aircraft during the flight, or series
of flights, but excluding non-refillable gas lighters and those lighters liable to leak
when exposed to reduced pressure.
• Carbon dioxide, solid (dry ice) for use in food and beverage service aboard the
aircraft.
Unless otherwise authorised by the National Authority, articles and substances
intended as replacements for those referred under must be transported in accordance
with the provisions of the Dangerous Goods Regulations; Chemical Oxygen

ed
Generators, containing one or more chemicals which, when activated, produce heat
t
prin
to generate oxygen by chemical reaction, are NOT PERMITTED on any easyjet

i f
aircraft regardless of the AOC under which the aircraft is operating.

l l ed
o
9.1.3.2 DANGEROUS GOODS CARRIED BY PASSENGERS OR CREWS

on t r
Dangerous goods must not be carried by passengers or crew except in accordance

u nc
with the provisions for passengers & crew, apart from the exceptions listed below,
dangerous good are not permitted in the passenger cabin. Nevertheless, dangerous
goods may be carried into the cabin by passengers who are unaware of, or
deliberately ignore, the requirements of the IATA Dangerous Goods Regulations,
Technical Instructions concerning passengers and their baggage. It is also possible
that an item to which a passenger is legitimately entitled (e.g. an item for medical
purposes) may cause an incident.

Provisions for Dangerous Goods Carried by Passengers or Crew

Permitted in Permitted in Permitted The The pilot in-

or as carry- or as checked on one's approval command
on baggage baggage person of the must be
operator is informed of
required the location

YES NO YES YES NO Oxygen or air, gaseous, small

cylinders required for medical use
NO NO NO n/a n/a Disabling devices such as mace,
pepper spray, etc. containing an
irritant of incapacitating substance
are prohibited on the person, in
checked and carry-on baggage

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Dangerous Goods & Weapons

Permitted in Permitted in Permitted The The pilot in-

or as carry- or as checked on one's approval command
on baggage baggage person of the must be
operator is informed of
required the location

NO NO NO n/a n/a Security-tape attaché cases, cash

boxes, cash bags, etc. incorporating
dangerous goods such as lithium
batteries and/or pyrotechnic
material, are totally forbidden.
NO YES NO YES NO Ammunition (cartridges for
weapons) for sporting purposes,
securely boxed (in Division 1.4S),
UN0012 or UN0014 in quantities
less than 5 kg (11 lb.) gross weight
per person for that person's own use,
excluding ammunition with
explosive or incendiary projectiles.
Allowances for more than one
passenger must not be combined into
one or more packages.
NO YES NO YES NO
t ed
Camping stoves and fuel containers

prin
that have contained a flammable

f
liquid fuel, may be carried provided

ed i the fuel tank of the camping stove

t r o l l and/or fuel container has been

completely drained of all liquid fuel

on
nc
and action has been taken to nullify

u
the danger.See NOTE 1 below for
more information.
NO YES NO YES NO Carbon dioxide, solid (dry ice), in
quantities not exceeding 2.5 kg (5lb)
per passenger when used to pack
perishables not subject to these
Regulations in carry-on baggage,
provided the package permits the
release of carbon dioxide gas.
Operator approval required for
checked baggage only.See NOTE 2
below for more information.

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 Dangerous Goods & Weapons

Permitted in Permitted in Permitted The The pilot in-

or as carry- or as checked on one's approval command
on baggage baggage person of the must be
operator is informed of
required the location

NO YES NO YES NO Wheelchairs or other battery

powered mobility devices with non-
spillable batteries, provided that the
battery is disconnected, the battery
terminals are insulated to prevent
accidental short circuits and the
battery is securely attached to the
wheelchair or mobility aid.
NOTE:
Wheelchairs/mobility aids with
gel type batteries do not require
the battery to be disconnected
provided the battery terminals
are insulated to prevent
accidental short circuits.

d
NO NO NO n/a n/a Wheelchairs or other battery-

t e powered mobility devices with

prin
spillable batteries.
YES NO NO YES
d i f NO Heat producing articles such as

r o l l e underwater torches (diving lamps)

ont
and soldering irons.See NOTE 3

unc
below for more information.
YES NO NO YES YES Mercury barometer or thermometer
carried by a representative of a
government weather bureau or
similar official agency.See NOTE 4
below for more information.
YES YES NO YES NO Avalanche rescue backpack, one (1)
per passenger, equipped with a
pyrotechnic trigger mechanism
containing less than 200 mg net of
Division 1.4S and less than 250 ml of
compressed gas in Division 2.2. The
backpack must be packed in such a
manner that it cannot be accidentally
activated. The airbags within the
backpacks must be fitted with
pressure relief valves.

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Dangerous Goods & Weapons

Permitted in Permitted in Permitted The The pilot in-

or as carry- or as checked on one's approval command
on baggage baggage person of the must be
operator is informed of
required the location

YES YES NO YES NO Insulated packagings containing

refrigerated liquid nitrogen (dry
shipper), fully absorbed in a porous
material and intended for transport,
at low temperature, of non
dangerous products are not subject to
these Regulations provided the
design of the insulated packaging
would not allow the build-up of
pressure within the container and
would not permit the release of any
refrigerated liquid nitrogen
irrespective of the orientation of the
insulated packaging.
YES YES YES YES NO Non-flammable gas cylinder fitted
into a life jacket containing carbon

d
dioxide or other suitable gas in

t e
Division 2.2, up to two (2) small

prin
cylinders per passenger, and up to

d i f two (2) spare cartridges.

NO YES NO NO

r o l l e NO Aerosols in Division 2.2, with no

on t subsidiary risk, for sporting or home

nc
use.
YES YES
u
YES NO NO Non-radioactive medicinal or
toiletries (including aerosols) such as
hair sprays, perfumes, colognes and
medicines containing alcohol.
The total net quantity of all above
mentioned articles must not exceed 2
kg (4.4 lb.) or 2 L (2 qt), and the net
quantity of each single article must
not exceed 0.5 kg (1 lb.) or 0.5 L (1
pt).
YES YES YES NO NO Alcoholic beverages, when in retail
packagings, containing more than
24% but not more than 70% alcohol
by volume, in receptacles not
exceeding 5 L, with a total net
quantity per person of 5 L.
YES YES YES NO NO Carbon dioxide gas cylinders worn
for the operation of mechanical
limbs. Also, spare cylinders of a
similar size if required to ensure an
adequate supply for the duration of
the journey.

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 Dangerous Goods & Weapons

Permitted in Permitted in Permitted The The pilot in-

or as carry- or as checked on one's approval command
on baggage baggage person of the must be
operator is informed of
required the location

YES YES YES NO NO Oxygen Concentrators these are

battery or mains powered devices.
They are permitted for carriage as
they do not contain oxygen and no
chemical reaction is involved, they
filter and concentrate the amount of
oxygen in the atmosphere. The
oxygen is then supplied for breathing
via a face mask. They may only be
powered by battery when on board
the aircraft.
YES YES YES NO NO Consumer electric devices
containing lithium or lithium ion
cells or batteries, such as watches,
calculating machines, cameras,
cellular phones, lap-top computers,

d
camcorders, etc., when carried by

t e passengers or crew for personal use.

prin
Spare batteries must be individually

d i f protected to prevent short circuits

l e
and carried in carry-on baggage only.

t r o l In addition, each spare battery must

n
not exceed the following quantities:

nc o a) for lithium metal or lithium alloy

u batteries, a lithium content of less

than 2 g: or b) for lithium ion
batteries, an aggregate equivalent
lithium content of less than 8 g
Lithium ion batteries with an
aggregate equivalent lithium content
of more than 8 g but not more than
25 g may be carried in carry-on
baggage if they are individually
protected so as to prevent short
circuits and are limited to two spare
batteries per person.
Flights arriving and departing Switzerland regardless of AOC Hair curlers straighteners (heated
personal grooming devices)
containing hydro-carbon gas.
NO NO NO NO NO Hydro-carbon powered devices are
prohibited on all flights arriving or
departing Switzerland.

easyJet Operations Manual - General/Basic (Part A) 9-7

Operations Issue No: 02 Revision No: 15 06-Sep-2010
Dangerous Goods & Weapons

Permitted in Permitted in Permitted The The pilot in-

or as carry- or as checked on one's approval command
on baggage baggage person of the must be
operator is informed of
required the location

All other flights On all other flights; up to one (1) per

passenger or crewmember, provided
that the safety cover is securely fitted
over the heating element.
YES YES NO NO NO These hair curlers must not be used
on board the aircraft at any time.
Gas refills for such curlers are not
permitted for carriage.
YES YES YES NO NO Medical or clinical thermometer,
which contains mercury, one (1) per
passenger for personal use, when in
its protective case.
NO NO YES NO NO Radioisotopic cardiac pacemakers
or other devices, including those
powered by lithium batteries,

ed
implanted into a person, or

t
prin
radiopharmaceuticals contained

f
within the body of a person as a

ed i result of medical treatment.

NO NO YES
t
NO
r o l l NO Safety matches or a lighter with fuel/

on fluid fully absorbed in a solid and

nc
intended for use by an individual

u when carried on one's person.

However, lighters with a flammable
liquid reservoir containing
unabsorbed liquid fuel (other than
liquefied gas), lighter fuel and lighter
refills are not permitted on one's
person nor in checked or carry-on
baggage.
NOTE:
“Strike anywhere” matches are
forbidden for air transport.
YES YES YES NO NO Christmas Crackers, 2 boxes per pax
provided they are packed in the
manufacturers original packaging.
Novelty items contained inside must
not include prohibited items
NO NO NO n/a n/a Fireworks and Party Poppers are
prohibited.

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 Dangerous Goods & Weapons

Permitted in Permitted in Permitted The The pilot in-

or as carry- or as checked on one's approval command
on baggage baggage person of the must be
operator is informed of
required the location

YES NO YES NO NO Fuel cell systems, and spare fuel

cartridges powering portable
electronic devices (for example
cameras, cellular phones, laptop
computers and camcorders). SEE
NOTE 5 BELOW for more
information.

NOTES:
1 Camping stoves and containers that have contained flammable liquid fuel. To
nullify the danger, the empty fuel tank and or container must be allowed to drain
for at least 1 hour, the fuel tank or container must then be left uncapped for a min-
imum of 6 hours to allow any residual fuel to evaporate. Alternative methods
such as adding cooking oil to the fuel tank and or container to elevate the flash
point of any residual liquid above the flash point of flammable liquid and then

d
emptying the fuel tank and or container are equally acceptable. The fuel tank or

t e
prin
container must then have the cap securely fastened and be wrapped in absorbent
material such as paper towels and placed in a polyethylene or equivalent bag.

d i f
The top of the bag must then be sealed or gathered and closed with an elastic

l l e
band or string. Provided the above cleaning method is followed in accordance

r o
n t
with these requirements, then the fuel stove or container can be classified as non

o
nc
hazardous.
2
u
Carbon dioxide, Solid (Dry Ice)
Dry ice in checked baggage requires operator approval and each item of checked
baggage must be marked “DRY ICE” or “CARBON DIOXIDE, SOLID” and with
the net weight of dry ice or an indication that there is 2.5 kg or less dry ice.
3 Heat Producing Articles
Heat producing articles, i.e. battery-operated equipment such as underwater
torches and soldering equipment which, if accidentally activated, will generate
extreme heat and can cause fire, may be carried in carry-on baggage only. The
heat producing component, or the energy source, must be removed to prevent
unintentional functioning during transport.
4 Mercury Barometer or Thermometer
A mercurial barometer or mercurial thermometer carried by a representative of a
government weather bureau or similar official agency. The barometer or
thermometer must be packed in a strong outer packaging, having a sealed inner
liner or a bag of strong leak-proof and puncture-resistant material impervious to
mercury, which will prevent the escape of mercury from the package irrespective
of its position. The pilot-in-command must be informed of the barometer or
thermometer.

easyJet Operations Manual - General/Basic (Part A) 9-9

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Dangerous Goods & Weapons

5 Fuel cell systems, and spare fuel cartridges

Portable electronic devices (for example cameras, cellular phones, laptop
computers, and camcorders) powered by fuel cell systems, and spare fuel
cartridges, under the following conditions:
– fuel cell cartridges may only contain flammable liquids (including
methanol), formic acid and butane;
– fuel cell cartridges must comply with IEC PAS 62282-6-1 Ed. 1;
– fuel cell cartridges must not be refillable by the user. Refuelling of fuel cell
systems is not permitted except that the installation of a spare cartridge is
allowed. Fuel cell cartridges, which are used to refill fuel cell systems but
which are not designed or intended to remain installed (fuel cell refills) are
not permitted to be carried;
– the maximum quantity of fuel in any fuel cell cartridge must not exceed:
– for liquids, 200 mL;
– for liquefied gases, 120 mL for non metallic fuel cell cartridges or 200 mL
for metal fuel cell cartridges;

d
– each fuel cell cartridge must be marked with a manufacturer's certification

t e
prin
that it conforms to IEC PAS 62282-6-1 Ed. 1, and with the maximum
quantity and type of fuel in the cartridge;

d i f
l e
– each fuel cell system must conform to IEC PAS 62282-6-1 Ed. 1, and must

r o l
be marked with a manufacturer's certification that it conforms to the
t
on
specification;
–

–
u nc
no more than two spare fuel cell cartridges may be carried by a passenger;
fuel cell systems containing fuel and fuel cell cartridges including spare
cartridges are permitted in carry-on baggage only;
– interaction between fuel cells and integrated batteries in a device must
conform to IEC PAS 62282-6-1 Ed. 1. Fuel cell systems whose sole
function is to charge a battery in the device are not permitted;
– fuel cell systems must be of a type that will not charge batteries when the
portable electronic device is not in use and must be durably marked by
the manufacturer: “APPROVED FOR CARRIAGE IN AIRCRAFT CABIN
ONLY” to so indicate; and
– fuel cell systems must be of a type that will not charge batteries when the
portable electronic device is not in use and must be durably marked by
the manufacturer: “APPROVED FOR CARRIAGE IN AIRCRAFT CABIN
ONLY” to so indicate; and
– in addition to the languages which may be required by the State of Origin
for the markings specified above, English should be used.

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 Dangerous Goods & Weapons

9.1.4 HIDDEN DANGEROUS GOODS

Items presented for carriage may contain hazardous articles that are not apparent.
Check-in staff and ground handlers and loaders should be aware of these possible
risks and seek confirmation of the exact nature of the goods before accepting them
for loading.
Some typical examples are listed below:

Aircraft on Ground (AOG) may contain explosives (flares or other pyrotechnics),

Spares chemical oxygen generators, unserviceable tyre assemblies,
cylinders of compressed gas (oxygen, carbon dioxide,
nitrogen or fire extinguishers), paint, adhesives, aerosols,
life-saving appliances, first aid kits, fuel in equipment, wet
or lithium batteries, matches.
Breathing Apparatus may indicate cylinders of compressed air or oxygen,
chemical oxygen generators or refrigerated liquefied
oxygen.
Camping/Hiking may contain flammable gases (butane, propane etc.)
Equipment flammable liquids (kerosene, petrol), Flammable solids
(hexamine, matches.
Chefs Browning Gas Blow
t ed
Chefs or cooks may carry small gas blow torches for

prin
Torch ‘browning’. These are prohibited items, and may not be in

i f
hold or hand baggage.
COMAT (easyJet
l l ed
may contain flammable substances (printing ink, paint).
Materials)

n t r o
nc o
Diagnostic Specimens may contain infectious substances.

u
Diving Equipment may contain gas cylinders, compressed air, high intensity
lights which can generate extremely high heat when
operated in air.
Film Crew or Media may contain explosive pyrotechnic devices, generators and
Equipment fuel, wet batteries.
Laboratory/Testing may contain flammable liquids or solids, oxidisers,
Equipment peroxides, toxic or corrosive substances.
Repair Kits may contain organic peroxides and flammable adhesives,
solvent based paints, resins etc.
Samples for Testing may contain infectious substances, flammable liquids or
solids, organic peroxides, toxic or corrosive substances.
Tool Boxes may contain explosives (power rivets), compressed gases or
aerosols, flammable gases (butane cylinders, flammable
adhesives or paints, corrosive liquids etc.
Loudspeakers, Music, Magnetised materials
Public Address

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Dangerous Goods & Weapons

9.1.5 PROVISION OF INFORMATION

9.1.5.1 INFORMATION TO EASYJET PERSONNEL
Information to the easyJet's personnel and to the persons in charge for easyJet is
provided in initial/basic and recurrent training.

9.1.5.2 INFORMATION TO PASSENGERS

Handling Companies must display the signage information supplied by easyJet
regarding the types of dangerous articles that are not permitted to be carried on an
easyJet aircraft at all passenger check-in counters, customer sales & service desks and
aircraft boarding areas used by easyJet. This information must be pointed out to all
passengers during the check-in process.

9.1.6 LABELS
To permit the immediate identification of dangerous goods, all cargo containing
dangerous goods must be marked with the appropriate hazard label. Occasionally,
labels may remain on containers used previously. Should a container or package
bearing a dangerous goods label be presented for air transport on easyJet, it must be
returned to the shipper for confirmation that no dangerous goods are present. Once

d
written confirmation has been received the labels may be removed.

r i nt e
If there is confusion, easyJet will not carry these packages.

i f p
9.1.7 PROCEDURES FOR RESPONDING
l l ed TO EMERGENCY
SITUATIONS
n t r o
n c o
If an in-flight emergency occurs and the situation permits, the Commander must

u
inform the appropriate Air Traffic Services Unit of any potentially dangerous item on
board the aircraft, the quantity and the location.

9.1.7.1 FLIGHT CREW CHECKLIST - SUMMARY

Upon notification from the cabin crew;
• Keep flight deck door locked
• Consider use of appropriate aircraft emergency procedures for fire, smoke or
fume removal - SEE QRH
• No smoking sign on
• Seatbelt sign on
• If appropriate, consider landing as soon as possible
• Consider turning off non-essential electrical power
• Determine source of smoke fumes fire
• For dangerous goods incidents in the passenger cabin, refer to cabin crew
checklist and coordinate flight deck and cabin crew actions
• If possible determine emergency response drill code

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 Dangerous Goods & Weapons

• If situation permits, seek guidance from OCC to help deal with incident
• If situation permits, notify ATC of the dangerous goods being carried

AFTER LANDING
• Disembark passengers and crew before opening any cargo hold doors
• Inform ground personnel emergency services of nature of dangerous goods and
where stowed
• Make appropriate entry in maintenance log.

9.1.7.2 FLIGHT CREW CHECKLIST

KEEP FLIGHT DECK DOOR LOCKED

WARNING:
TERRORISTS HAVE BEEN KNOWN TO USE DIVERSIONARY TACTICS WHEN
ATTEMPTING TO EXECUTE AN ATTACK.

CONSIDER USE OF APPROPRIATE AIRCRAFT EMERGENCY PROCEDURES FOR

d
FIRE, SMOKE OR FUME REMOVAL

t e
prin
Refer to QRH.

d i f
l l e
NO SMOKING & SEAT BELT SIGN ON

r o
on t
nc
The No Smoking signs should be switched on and a reinforcing PA made when

u
fumes or vapours are present. The No Smoking signs should remain on for the
remainder of the flight.
The seat belts signs should be switched on to minimise movement around the cabin.
Although, where necessary, the cabin crew may be moving passengers away from
the incident area.
WARNING:
THE CABIN SHOULD NOT BE CONSIDERED SECURE UNTIL APPROPRIATE
CONFIRMATION IS RECEIVED FROM CABIN CREW PRIOR TO LANDING.

IF APPROPRIATE, CONSIDER LANDING AS SOON AS POSSIBLE

Because of the difficulties and possible consequences of any dangerous goods

incident, consideration should, where necessary, be given to landing as soon as
possible. The decision to land at the nearest suitable airfield should be made earlier
rather than later, by which time the incident may have developed to a point where
operational flexibility is severely restricted.

CONSIDER TURNING OFF NON-ESSENTIAL ELECTRICAL POWER

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Dangerous Goods & Weapons

As the incident may be caused by electrical problems or as electrical systems may be

affected by the incident, and particularly as fire fighting activities may damage
electrical systems, consider turning off all non essential electrical systems. Retain
power only to those instruments, systems and controls necessary for the continued
safety of the aircraft.
WARNING:
DO NOT RESTORE POWER UNTIL IT IS POSITIVELY SAFE TO DO SO.

DETERMINE SOURCE OF SMOKE FUMES FIRE

The source of any smoke fumes fire may be difficult to determine. Effective
firefighting or containment procedures can best be accomplished when the source of
the incident is identified.

FOR DANGEROUS GOODS INCIDENTS IN THE PASSENGER CABIN, REFER TO

CABIN CREW CHECKLIST AND COORDINATE FLIGHT DECK CABIN CREW
ACTIONS

Incidents in the passenger cabin should be dealt with by the cabin crew using their

d
checklist and procedures below.

t e
prin
WARNING:

i f
IT IS ESSENTIAL THAT CABIN CREW AND FLIGHT CREW COORDINATE
d
l l e
THEIR ACTIONS AND THAT EACH IS KEPT INFORMED OF THE OTHERS

r o
t
INTENTIONS, ACTIONS AND RESULTS OF THOSE ACTIONS.

on
u nc
IF POSSIBLE DETERMINE EMERGENCY RESPONSE DRILL CODE

The cabin crew will attempt to identify the dangerous goods owner amongst the
passengers. Following questioning, the passenger may be able to identify the
dangerous goods and Emergency Response Code. Once this information is obtained,
OCC may be able to assist with required response actions. Refer to the Emergency
Response Drill Code table below for more information.

IF SITUATION PERMITS, NOTIFY ATC OF THE DANGEROUS GOODS BEING

CARRIED

If an in-flight emergency occurs and the situation permits, the Captain should inform
the appropriate Air Traffic Services Unit (ATSU). The information should contain,
where possible, the UN number, Proper Shipping Name, quantity and location on
board, along with details of the incident. This will allow the ATSU to put the
appropriate emergency response in place ready for the aircraft's arrival.

AFTER LANDING

DISEMBARK PASSENGERS AND CREW BEFORE FURTHER ACTIONIS TAKEN TO

DEAL WITH DANGEROUS GOODS ITEM

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 Dangerous Goods & Weapons

Even if it has not been necessary to complete an emergency evacuation after landing,
passengers and crew should disembark before further action is taken to deal with the
dangerous goods incident.
WARNING:
THE AREA USED TO STORE THE DANGEROUS GOODS AFTER THE
INCIDENT (REAR TOILET) SHOULD NOT BE ACCESSED AND THE ITEM
SHOULD NOT BE TOUCHED OR MOVED WITHOUT THE FIRE SERVICE IN
ATTENDANCE.

INFORM EMERGENCY SERVICES OF NATURE OF ITEM AND WHERE STORED

Upon arrival, take all necessary steps to identify to emergency services where the
item is stored. Pass this information by the quickest means available.

MAKE AN ENTRY IN THE MAINTENANCE LOG

An entry should be made in the maintenance log that a check needs to be carried out
to ensure that any leakage or spillage of dangerous goods has not damaged the
aircraft structure, or systems. Reference should also be made to highlight that aircraft

t ed
equipment may need replacing (fire extinguishers smoke hoods etc).

i f prin
COMPLETE THE DANGEROUS GOODS OCCURRENCE REPORT FORM

l l ed
o
The Dangerous Goods Occurrence Report Form must be completed and faxed to

n t r
OCC for subsequent submission to the CAA. This form can be found in Part A -
o
nc
Appendix A - Forms.

9.1.7.3 u
CABIN CREW DANGEROUS GOODS INCIDENT CHECKLIST

INITIAL ACTIONS

NOTIFY THE CAPTAIN

Any incident involving suspected dangerous goods should be notified immediately

to the Captain who should be kept informed of all actions taken and their effect. It is
essential that the cabin crew and flight crew coordinate their actions and that each
be kept fully informed of the other's actions and intentions.

IDENTIFY THE ITEM

Ask the owner of the item to identify themselves and the item. Ask them to identify
the potential hazards. The passenger may be able to give some guidance on the
hazard (s) involved and how these could be dealt with. If the passenger is able to
identify the hazard, they may be able to give you either the Emergency Response
Code or the item UN number. If given the UN number, pass this to the Captain and
if time permits request they contact OCC for advice.

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Dangerous Goods & Weapons

IN CASE OF FIRE SMOKE FUMES

USE STANDARD PROCEDURE - CHECK USE OF WATER

Standard emergency procedures must be used to deal with any fire. In general water
should not be used on a spillage or when smoke or fumes are present since it may
spread the spillage or increase the rate of fuming or smoking. Consideration should
also be given to the possible presence of electrical components when using water.

IN CASE OF SPILLAGE OR LEAKAGE

COLLECT USEFUL ITEMS / PERSONAL PROTECTIVE EQUIPMENT

Collect items for use in dealing with spillage or leakage;

• Smoke hood
• A supply of paper towels or newspapers or other absorbent paper or fabric (e.g.
seat cushion covers)
• Rubber gloves / oven gloves / fire proof gloves
• At least two large plastic bin bags and
t ed
prin
• At least three smaller plastic bags such as those used for duty free sales or if none
available, sick bags.
d i f
• An empty bar box.
r o l l e
on t
nc
DON RUBBER GLOVES AND SMOKE HOOD

WARNING: u
HANDS SHOULD ALWAYS BE PROTECTED BEFORE TOUCHING
SUSPICIOUS PACKAGES OR ITEMS. FIRE RESISTANT GLOVES OR OVEN
GLOVES COVERED BY POLYTHENE BAGS ARE LIKELY TO GIVE SUITABLE
PROTECTION. A SMOKE HOOD SHOULD ALWAYS BE USED WHEN
ATTENDING TO AN INCIDENT INVOLVING SMOKE, FUMES OR FIRE.

MOVE PASSENGERS AWAY FROM THE AREA

The use of therapeutic masks with portable oxygen or the passenger drop down
oxygen system to assist passengers in a smoke or fume filled passenger cabin
SHOULD NOT be considered since considerable amounts of smoke and fumes
would be inhaled through the valves or holes in the masks. A more effective aid to
passengers would be the use of a wet towel or cloth held over the mouth and nose.
A wet towel or cloth aids in filtering and is more effective at doing this than a dry
towel or cloth. Cabin crew should take prompt action if smoke or fumes develop and

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 Dangerous Goods & Weapons

move passengers where possible, away from the immediate area involved and if
necessary provide wet towels or cloths and instruct them to breathe through them.

PLACE DANGEROUS GOODS ITEM IN PLASTIC BAGS

NOTE:
In the case of a spill of known or suspect dangerous goods in powder form;
– Leave everything undisturbed
– Do not use fire agent or water
– Cover area with plastic bags
– Keep area isolated until after landing.
If it is absolutely certain that the item will not cause a problem, the decision may be
taken NOT to move it. In most circumstances, however, it will be better to move the
item and this should be done as detailed below;
• Prepare two plastic bags by rolling down the sides of the bags and place them on
the cabin floor.
•

t ed
Place the item along with any paper towels or other materials and rubber gloves

prin
that have been used, inside the first bag ensuring that any part that is leaking is
kept upright with the leak at the top.

d i f
l e
Close the bag while squeezing out any excess air and tie the bag tight enough to
l
•

t r o
be secure but not so tight to that pressure equalisation cannot take place.

n
•
nc o
Place this bag into the second prepared bag, and tie the bag in the same manner

u
as the first bag.

STOW PLASTIC BAGS

• If there is a catering or bar box on board, empty any contents and place on the
floor with the door upwards.
• Place the plastic bags containing the dangerous goods item and any
contaminated paper towels etc in the box and close the door.
• Take the box or if there is no box available, the bags and place it as far as possible
from the flight deck and passengers. Use the rear galley or rear toilet wherever
possible but DO NOT place against the pressure bulkhead or fuselage wall.
• Where the rear toilet is used, the toilet door should be locked from the outside.
• By using the toilet, any fumes will be vented away from the passengers and crew.
• Ensure when moving the bag or box that the top remains at the top to prevent
further leakage.
• When the bag or box has been relocated, wedge then firmly in place to prevent
them from moving and to keep the item upright.

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Dangerous Goods & Weapons

• Ensure that the position of the bag or box doesn't impede disembarkation from
the aircraft.

TREAT CONTAMINATED SEAT CUSHIONS / COVERS / ARTICLES, IN THE SAME

MANNER AS THE DANGEROUS GOODS ITEM

Seat cushions, seat backs, seat covers and any other item contaminated by the
Dangerous Goods spillage should be removed and treated in exactly the same
manner as the Dangerous Goods item. Place the cushions / covers etc into a plastic
bag along with anything that was initially used to cover the spillage. They should
then be stowed in exactly the same manner as the dangerous goods item that caused
the incident.

COVER SPILLAGE ON CARPET / FLOOR

Cover any spillage on carpet or furnishings with a plastic rubbish bag if available. If
not, use airsickness bags opened out, so that the plastic side covers the spillage or
alternatively use the plastic covered Passenger Emergency Information Cards.
Carpet which is severely contaminated by a spillage, and which is still causing fumes
despite being covered, should be rolled up and if possible, placed into large plastic

t ed
rubbish bags. It should then be stowed in the rear toilet along with the Dangerous

prin
Goods item that originally caused the incident.

d i f
If the carpet cannot be removed, it should remain covered with large rubbish bags

l l e
and additional rubbish bags used to increase the area covered and thereby reduce

r o
the fumes.

on t
u nc REGULARLY INSPECT ITEMS STOWED AWAY

Any dangerous goods, contaminated furnishings, equipment or anything else that has
been contaminated must be subject to regular inspection.
WARNINGS:
1 NEVER DO THIS ALONE.
2 REMEMBER GLOVES AND SMOKE HOOD.

AFTER LANDING

IDENTIFY TO GROUND PERSONNEL / EMERGENCY SERVICES DANGEROUS

GOODS ITEM AND WHERE STOWED

Upon arrival, take the necessary steps to identify to ground staff and emergency
services where the dangerous goods item has been stowed.
Pass on all information about the item.

MAKE APPROPRIATE ENTRY IN THE CABIN DEFECTS LOG

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 Dangerous Goods & Weapons

Make an entry in the cabin defects log so that the appropriate maintenance action is
undertaken.

t ed
i f prin
l l ed
n t r o
nc o
u

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Dangerous Goods & Weapons

9.1.7.4 DANGEROUS GOODS EMERGENCY RESPONSE DRILL CHART

Inherent Risk Risk To Risk To Spill Or Leak Fire- Additional

Aircraft Occupants Procedure Fighting Considerations
Procedure
1 Explosion may Fire and/or As indicated Use 100% All agents Possible abrupt
cause explosion by the drill oxygen; no according to loss of
structural letter(s) smoking availability; pressurisation
failure use standard
fire
procedure
2 Gas, non- Minimal As indicated Use 100% All agents Possible abrupt
flammable by the drill oxygen; according to loss of
pressure may letter(s) establish and availability; pressurisation
create hazard maintain use standard
in fire maximum fire
ventilation procedure
for ‘A’, ‘I’ or
‘P’ drill letter
3 Flammable Fire and/or Smoke, Use 100% All agents Possible abrupt

d
liquid or solid explosion fumes and oxygen; according to loss of

t e
prin
heat, and as establish and availability; pressurisation
indicated by maintain no water on
the drill

d i f
maximum ‘W’ drill

l l e
letter(s) ventilation; letter

n t r o no smoking;

o
minimum

nc
electrics
4 Spontaneously
combustible or
u
Fire and/or
explosion
Smoke,
fumes and
Use 100%
oxygen;
All agents
according to
Possible abrupt
loss of
pyrophoric heat, and as establish and availability; pressurisation;
when exposed indicated by maintain no water on minimum
to air the drill maximum ‘W’ letter electrics if ‘F’ or
letter(s) ventilation drill ‘H’ drill letter
5 Oxidiser, may Fire and/or Eye, nose Use 100% All agents Possible abrupt
ignite other explosion, and throat oxygen; according to loss of
materials, may possible irritation; establish and availability; pressurisation
explode in corrosion skin damage maintain no water on
heat of a fire damage on contact maximum ‘W’ drill
ventilation letter
6 Poison, may Contamin- Acute Use 100% All agents Possible abrupt
be fatal if ation with poisoning, oxygen; according to loss of
inhaled, poisonous effects may establish and availability; pressurisation;
ingested or liquid or be delayed maintain no water on minimum
absorbed by solid maximum ‘W’ letter electrics if ‘F’ or
skin ventilation; drill ‘H’ drill letter
do not touch
without
gloves

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 Dangerous Goods & Weapons

Inherent Risk Risk To Risk To Spill Or Leak Fire- Additional

Aircraft Occupants Procedure Fighting Considerations
Procedure
7 Radiation from Contamin- Exposure to Do not move All agents Call for a
broken/ ation with radiation, packages; according to qualified
unshielded spilled and avoid contact availability person to meet
packages radioactive personnel the aircraft
material contaminati
on
8 Corrosive, Possible Eye, nose Use 100% All agents Possible abrupt
fumes corrosion and throat oxygen; according to loss of
disabling if damage irritation; establish and availability; pressurisation;
inhaled or in skin damage maintain no water on minimum
contact with on contact maximum ‘W’ letter electrics if ‘F’ or
skin ventilation; drill ‘H’ drill letter
do not touch
without
gloves
9 No general As indicated As indicated Use 100% All agents None
inherent risk by the drill by the drill oxygen; according to
letter letter
ed
establish and

t
availability

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maintain
maximum

d i f ventilation if

r o l l e ‘A’ drill letter

ont
10 Gas, Fire and/or Smoke, Use 100% All agents Possible abrupt

unc
flammable, explosion fumes and oxygen; according to loss of
high fire risk if heat, and as establish and availability pressurisation
any ignition indicated by maintain
source present the drill maximum
letter ventilation,
no smoking,
minimum
electrics
11 Infectious Contaminati Delayed Do not touch. All agents Call for a
substances on with infection to Minimum according to qualified
may affect infectious humans or recirculation availability. person to meet
humans or substances animals and No water on the aircraft
animals if ventilation in “Y” drill
inhaled, affected areas letter
ingested or
absorbed
through the
mucous
membrane or
an open
wound

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Dangerous Goods & Weapons

DRILL CODES

Drill Letter Additional Risk

A Anaesthetic
C Corrosive
E Explosive
F Flammable
H Highly ignitable
I Irritant/tear producing
L Other risk low or none
M Magnetic
N Noxious
P Poison
S Spontaneously combustible or pyrophoric
W If wet gives off poisonous or flammable gas

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X Oxidiser
Y
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Depending on the type of infectious substance, the appropriate

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national authority may be required to quarantine individuals,

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animals, cargo and the aircraft.

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on
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If during loading or unloading of the aircraft, it becomes apparent that there is an item

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of cabin baggage leaking an unknown substance, crew are advised to call the
handling agent to immediately attend the aircraft.The handling agent has procedures
for the removal of baggage that contains suspected dangerous goods.
If at any stage, the safety of passengers, crew or the aircraft become a concern, then
the flight deck crew should request assistance from the aerodrome Fire Service via
ATC.

9.1.8 INCIDENTS AND ACCIDENT REPORT

Dangerous goods incidents and accidents are reported to the National Authority and
the UK CAA in all instances within 72 hours of the event unless exceptional
circumstances prevent this. To enable easyJet to be able to report this to the CAA
within the 72 hours, crew are required to complete and submit their report to easyJet
immediately after completion of the flying duty and before going home.
The report shall contain at least the information as required by the Dangerous Goods
Occurrence Report Form (Refer to Appendix A.8 “Dangerous Goods Occurrence
Report Form”.)

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 Dangerous Goods & Weapons

9.1.9 DUTIES OF PERSONNEL INVOLVED

The duties of all personnel, engineers, Ground Handling Agents, loaders, dispatchers
and flight and cabin crew are to ensure that:
• Dangerous Goods are not carried on easyJet aircraft, except for those considered
acceptable in this chapter.
• The provisions concerning passengers and Permitted Dangerous Goods are
complied with;
• Acceptance procedures for acceptable Permitted Dangerous Goods are carried
out as required by the Technical Instructions;
• Inspection and check procedures during the acceptance of permitted Dangerous
Goods for transport are carried out as required by the Technical Instructions;
• Action is taken if packages of Permitted Dangerous Goods are found damaged or
leaking during processing for transport;
• Permitted Dangerous Goods are loaded, stowed and secured on an aircraft in
accordance with the Technical Instructions;
• If an in-flight emergency occurs and the situation permits, information is passed

d
to the appropriate Air Traffic Services Unit;

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• If there is an aircraft incident or accident, information is passed to the State where

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the incident or accident occurred, and the UK CAA in all instances as required

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by the Technical Instructions.

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n
REFERENCE: Section 11, “Handling Of Accidents And Occurrences”

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If there is a Dangerous Goods incident or accident a report is made to the
u
•
appropriate Authority and the UK CAA in all instances.
REFERENCE: Section 11, “Handling Of Accidents And Occurrences”

9.1.9.1 BASIC TRAINING

All flight and cabin crew, engineering and ground handling staff should undergo
familiarisation training, which must be aimed at providing familiarity with the
general provisions.
easyJet will use this chapter the as basis for the training of the cabin and flight deck
crew. Detailed specific function training must be provided for employees who have
specific responsibilities.
Records of each individual's training must be maintained.
Assurances should be obtained from agencies acting on behalf of the airline that
familiarisation training has been given.

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Dangerous Goods & Weapons

The minimum requirements for training courses are shown in the following table:

Area of Dangerous Goods Training Category of Personnel (see key below)

easyJet crew easyJet or Shippers, packers &
subcontractors cargo staff
(a) (b) (c) (d) (e) (f) (g) (h)
General philosophy X X X X X X X X
Limitations X X X X X X
General requirements for shippers X X X
Classification X X X X
List of Dangerous Goods X X X X X
General packing requirements X X X X
Packing Instructions X X X X
Labelling and marking X X X X X X X X
Shipper’s Declaration and other X X X

d
relevant documentation

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Acceptance procedures X
Storage and loading procedures X
d
X
i f X
Pilots’ notifications X
r o l l eX X

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c
Provisions for passengers and crew X X X X X X X X
Emergency procedures
Recognition of Undeclared
un X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Dangerous Goods

KEY
(a) easyJet flight deck crew

(b) easyJet cabin crew

(c) Passenger handling and security staff dealing with the screening of passengers
and their baggage
(d) Employees of operators and agencies acting on behalf of easyJet and engaged in
the ground handling, storage and loading of cargo and baggage
(e) Cargo acceptance personnel of easyJet and agencies acting on behalf of easyJet

(f) Employees of agencies other than operators involved in processing cargo

(g) Packers

(h) Shippers and shippers’ agents

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 Dangerous Goods & Weapons

9.1.9.2 RECURRENT TRAINING

All personnel mentioned in Section 9.1.9.1, “Basic Training” above have to receive
recurrent training concerning Dangerous Goods in intervals no longer than 2 years
to ensure knowledge is current. Staff whose training has expired, are not permitted
to be involved in the easyJet operation and must be removed from front line duty
until this training has been completed.

9.1.10 ELECTRIC WHEELCHAIRS, FIREARMS AND

AMMUNITION

Electric wheelchairs:
Electric wheelchairs may be carried under the following conditions. The NON-
SPILLABLE battery must be disconnected but securely attached to the equipment
with the terminals insulated. A NOTOC is not required.

Firearms and ammunition:

Sporting and competition weapons and their ammunition (UN0012 or UN0014)
may be accepted providing they are securely boxed. Ammunition may be carried in
hold baggage in quantities not exceeding 5 kg gross weight per passenger.

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9.2 CARRIAGE OF WEAPONS
9.2.1 FIREARMS AND EXPLOSIVES
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r o l l e
t
Handguns, automatic weapons, munitions, ammunitions, (including blank

on
cartridges), pistol caps, fireworks, flares, pyrotechnics, smoke canisters and crackers,

u nc
are not permitted for carriage on easyJet aircraft, with certain exceptions. The
exceptions are: Sporting and Competition firearms and their ammunition (UN0012
& UN0014) and, in exceptional circumstances, weapons and munitions of war.
Furthermore, there are circumstances in which Police and Personal Protection
Officers may carry firearms.

9.2.2 FIREARMS AND AMMUNITION – SPORTING AND

COMPETITION WEAPONS
UKBA and police are responsible for all imports and exports of firearms and
ammunition. UKBA maintains the right to examine such firearms and ammunition on
demand.
Sporting and Competition weapons and their ammunition (UN0012 & UN0014),
provided that they are securely boxed or packed, may be carried in the aircraft hold.
Small quantities of ammunition (UN0012 & UN0014) may be carried in hold
baggage provided it is not accessible to passengers. Ammunition must be securely
packed (ideally in the manufacturer's container) and in quantities not exceeding 5 kg
gross weight, so that any dangerous effects from the accidental functioning of one or
more cartridges are confined within the package. Ammunition must NOT be carried
loose in satchels or other receptacle.

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Dangerous Goods & Weapons

To ensure safe custody of any weapons / or ammunition in compliance with the

firearms legislation, the firearms and ammunition must be presented at check-in to
the easyJet or its agent and complete all relevant paperwork for the firearm (FTA1
form) a record of all movements needs to be maintained for a period of 6 months
from the date of travel. The firearm or ammunition shall be declared to UKBA for the
appropriate checks, in accordance with local procedures to ensure they are legally
held weapons and that they are unloaded. A copy of the FTA1 form should be
presented to UKBA with the weapon.
easyJet shall ensure that the weapons surrendered are in a suitable container and an
appropriate baggage tag affixed to the container to identify the contents. All details
of the movement are to be entered into the Departure Control System (DCS) for the
relevant flight firearms will be surrendered and returned to their owners at the
aerodrome of arrival by handling agents.
easyJet shall ensure that the authorised representative remains at the aircraft side and
be responsible for ensuring that the weapons/ammunition is placed in the hold of the
aircraft just prior to the cargo doors being closed and shall remain at the aircraft side
until the aircraft is pushed back to ensure that the weapons/ammunition is not
removed.
Firearms will not be carried in the aircraft cabin unless in the approved
circumstances.
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At all times the Commander must be notified before a flight when there are firearms

d i f
on board and the destination handling agent informed by SITA message.

r o l l e
Firearms including anything having the appearance of a firearm and or ammunition

on t
surrendered or confiscated from a passenger at an airport of departure must not be

nc
returned to the passenger before they reach an appropriate place at the at the arrival
u
airport. It is recommended that the identity of the person collecting the firearm be
verified by the authorised representative to be the same person who surrendered it
for carriage.
Enquires can be sought from the Metropolitan police - 020 8897 7318 or UKBA
firearms - 07802 614705.

9.2.3 MUNITIONS OF WAR

The carriage of any weapons or ammunition falling within this definition (article 136
of the air navigation order 2009) can only be shipped with the written permission of
the CAA. the suitability of the aircraft must be determined by strict compliance with
the requirements of the air navigation order.
The carriage of weapons of war and associated ammunition is not permitted on
easyJet aircraft, unless specifically authorised by the Civil Aviation Authority or in the
following circumstances:

9.2.3.1 UK OFFICERS
Under the terms of The Air Navigation Order, UK police and protection officers
escorting members of the British Royal Family, some Government Ministers and

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 Dangerous Goods & Weapons

certain persons meriting personal protection, are authorised to carry firearms loaded
with ammunition in the cabin of easyJet aircraft.
The officers will make arrangements with easyJet as the aircraft operator; OCC and
the aircraft Commander will be informed of all such instances.
On all other occasions the firearms and ammunition shall be stowed in the hold of
the aircraft and treated as standard processes for dealing with firearms or, with the
approval of the Commander in a location which is inaccessible to passengers on the
aircraft. Police officers must surrender firearms at check-in and be processed as per
normal procedure. When an officer is not accompanying a protected person, easyJet
will be informed before a flight of the need to stow firearms and ammunition.

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u

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Dangerous Goods & Weapons

9.2.3.2 NON UK OFFICERS - DOMESTIC FLIGHTS

Protection officers accompanying foreign Heads of State or State Officials holding
recognized office in a foreign country are permitted to carry firearms and
ammunition provided written permission is obtained from the easyJet Security
Manager or their deputy.

Carriage of Firearms on Italian and Spanish Domestic Flights

Police protection officers on Italian and Spanish domestic flights are permitted to
carry firearms and ammunition in the cabin.
This permission applies only to officers of the following recognised Italian police
forces who are able to provide identification, and to Spanish officers of the following
recognised forces who are able to present an “ORDEN DE SERVICIO” properly
signed and stamped showing “SA-9 ACCOMPLISHMENT”:

Italy
• Arma dei Carabinieri
• Capitanerie di Porto
Corpo Forestale dello Stato
d
•

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• Guardia di Finanza
• Polizia di Stato
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• Polizia Penitenziaria
r o l l e
on t
nc
Spain
• u
Las Fuerzas Armada
• Las Fuerzas y Cuerpos de Seguridad

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 Dangerous Goods & Weapons

9.2.3.3 CS GAS
CS gas may not be carried on board or in the hold during flight.
For the purposes of security on the ground, when responding to a Captains request
for police attendance, Police Officers may board the aircraft with CS Gas. If CS gas
is used in the cabin, special procedures must be followed before the aircraft returns
to service.

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u

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Dangerous Goods & Weapons

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Intentionally Blank

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 Aviation Security

10 AVIATION SECURITY
10.1 INSTRUCTIONS AND GUIDANCE
It is an easyJet requirement that all personnel are familiar with and comply with the
requirements set out in the EC300 and the Single Consolidated Direction 1/2010
(SCD). All flight crew and cabin crew are required to undergo security training once
all background and referencing checks are completed.
The easyJet Director of Safety and Security (UK AOC) and the easyJet Switzerland
Security Officer (Swiss AOC) have the overall responsibility for matters affecting
security and as such report directly to their respective Accountable Manager. The
Security Manager and the Security Officer are responsible for the establishment and
maintenance of security policy and procedures within easyJet in accordance with the
National Aviation Security Programmes.
The Network Duty Manager (NDM) on duty is responsible for informing the Security
Manager and/or the Security Officer of any security related matter. In addition, the
NDM on duty is responsible for ensuring that aircraft Commanders are kept fully
informed of any security related matters related to that aircraft Commander's current
operation and/or duties.

10.1.1 INDIVIDUAL RESPONSIBILITY

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Security is best preserved by having a high level of personal awareness and

ed
responsibility, with all personnel remaining vigilant at all times.

l l
10.1.2 AIM
n t r o
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The aim of aviation security is to safeguard passengers, crew, ground personnel and
u
the general public from acts of unlawful interference with civil aviation in flight or
on the ground.

10.1.3 ORGANISATION
easyJet has aircraft operating under both an United Kingdom AOC (EZY) and a Swiss
AOC (EZS) and, therefore, is answerable to two regulating authorities:
• Within the United Kingdom the Department for Transport, and Transport Security
and Contingencies Division (DfT TRANSEC) is responsible for the development
and implementation of the National Security Programme.
• Within Switzerland the Federal Office for Civil Aviation (FOCA) is responsible for
the development and implementation of the National Aviation Security
Programme.
Liaison between responsible Authorities and easyJet is effected through the Security
Manager (EZY) and the Security Officer (EZS).
All information given to easyJet by outside agencies is evaluated by the Security
Manager and Security Officer and disseminated to the easyJet Operations Control
Centre (OCC), flight crews and aerodrome management as applicable.
Pilots having any security concerns should in the first instance report to OCC.

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Aviation Security

10.1.4 SECURITY IDENTITY PASSES

easyJet crew members will be issued, on joining with an easyJet aircrew identity pass;
easySwiss crew members will be issued with a crew member certificate (CMC). This
must be clearly displayed when on duty.
A lost pass should be reported immediately to easyJet and the local police. At no time
should the pass be transferred to another person. There are severe penalties for the
misuse of passes and indeed it may prevent the person being issued with another
pass.
For flight safety reasons a security pass worn on a neckchain should be removed
when onboard aircraft.
Security passes must be returned when pilots and cabin crew leave easyJet.

10.1.5 REPORTING
In the event of any unlawful interference on board an aircraft, the Commander is to
ensure that a report of the circumstances is submitted immediately by phone to OCC
and by ASR as soon as possible. The Security Manager/Security Officer, will inform
the designated local and appropriate national authorities.

10.1.6 ACTION TO BE TAKEN IN THE EVENT OF A BOMB

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THREAT

INTRODUCTION
d i f
r o l l e
It is recognised that most bomb warnings are hoaxes and are usually intended to

on t
cause a nuisance. However, they must never be ignored. Each and every bomb

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warning should be recorded and documented thoroughly and a full assessment made
in order to determine its significance and the level of risk it represents, so that the
appropriate counter measures may be implemented, if required.

ACTION ON RECEIPT OF WARNING

It is extremely important that the recipient of a bomb warning remains calm and
obtains as much information from the caller as possible to help in the assessment
process and the possible identification of the caller.
The person receiving the call directly should:
Make a written note of the actual words used by the caller on a Bomb Warning
Report Form.
Alert a colleague to listen and to try and trace the call.
Ask the caller:
• WHERE is the bomb?
• WHEN will it explode?
• WHAT does it look like?
• WHY are you doing this?

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 Aviation Security

• WHO are you or WHOM do you represent?

If possible the credibility of the caller should be tested by making up a non-existent
flight number, flight time or location and asking the caller whether that is the one to
which he or she is referring.
The information should then be passed on to a Supervisor who will, in turn inform
OCC, the appropriate aerodrome Authority and local Police.

ASSESSMENT OF WARNING
The Network Duty Manager will assess the warning by working methodically
through the Bomb Warning Risk Assessment form and will consult with the Police
and the appropriate aerodrome Authority and Handling Agents in deciding upon
what action to take. At all times the existence of the bomb warning should be kept
on a” need to know basis”.
The purpose of the assessment is to determine whether the warning is credible or
simply a nuisance, what risks it poses to people, property, operations, and the
responses required.
After assessment, the threat will be defined into one of the following categories:

Category RED

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A credible and specific threat requiring immediate protective measures, e.g.
diversion or disembarkation.

d i f
Category AMBER
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A threat of doubtful credibility, but where it is prudent to consider taking additional

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protective measures e.g. augmented security checks.

Category GREEN
A threat assessed as non-credible. No immediate action is required.

Notification to Commander
The Commander will not normally be advised of any threat assessed as GREEN.
Threats received to an aircraft in flight can only be assessed as RED or GREEN. If any
threat is assessed as RED or AMBER (ground only), the Commander will be advised
on the nature and seriousness of the threat based on the information available.

Messages discovered in flight

If a threatening message is discovered in flight, the Commander is advised to observe
the following procedure;
(a) confirm that the cabin crew pre-departure check was carried out.
(b) if possible, contact OCC for advice.

(c) if contact cannot be made with OCC, consider classifying the threat as GREEN
(non-specific)

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Aviation Security

(d) preserve the message and avoid putting unnecessary finger prints on it.

REPORTING
If the threat is assessed as RED, the Network Duty Manager is to inform the DfT
TRANSEC if the threat applies to a UK registered aircraft. If the threat applies to a
Swiss registered aircraft, Swiss FOCA are to be informed:

DfT TRANSEC

Office hours: +44 (0)20 7944 2870/2

FAX +44 (0)20 7944 2873

Out of Office hours:

Duty Officer +44 (0)20 7944 5999
FAX +44 (0)20 7944 5369

The Swiss FOCA

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Office hours: +41 (0)31 325 9178/6

i f
FAX +41 (0)31 325 8059

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Out of Office hours:
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u
FOCA Ops ZRH +41 (0)1 816 2670
FAX Ops ZRH +41 (0)1 816 2677
Mobile (Duty Officer) +41 (0)79 415 3793

WARNING RECEIVED ON STAND

Action on Assessment Category RED
• Disembark all passengers and crew with all hand baggage in controlled
circumstances, giving a security problem as the reason for the evacuation. Escape
slides should only be used in extreme emergencies where steps or airstairs are
not available.
• Remove passengers to an area separated from other passengers.
• Remove the aircraft to a remote location and quarantine the aircraft. If there is
sufficient time before estimated time of explosion carry out a search of the
aircraft.
• Once “ALL CLEAR” has been given by Police, carry out a full search of the aircraft
and catering and ensure all passengers, cabin and hold baggage is screened again
and passengers reconciled to baggage before any re-embarkation is permitted
Action on Assessment Category AMBER

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 Aviation Security

Discuss and agree with the Network Duty Manager what action is necessary.

WARNING RECEIVED ON TAXYING OR IN FLIGHT

Action on Assessment Category RED
• On taxying, advise airfield and passengers of a “security problem”, request details
of remote parking requirements and immediate availability of passenger steps.
Advise airfield of the need to remove passengers from the vicinity of the aircraft
to at least 200 m in an upwind direction as quickly as possible.
• Disembark passengers using airstairs or steps making sure that they take all their
hand baggage with them. Only use escape slides if steps are not available and/or
airstairs unserviceable, in which case use normal evacuation procedures.
• If a specific threat is received in flight, declare an emergency and divert to the
nearest suitable airfield. The choice of airfield should take into account landing
performance requirements, approach aids, emergency facilities and the
proximity of the approach paths over densely populated areas.
• If a specific threat is received in flight, follow the QRH checklist as if bomb was
found on board.
If the threat is received in the climb, stop the cabin altitude from rising further
d
•
and, if possible, discontinue the climb.
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Even though a threat has been assessed as RED, the likelihood of an explosive
i
d
device being on board is low. Therefore, unless a suspicious article or explosive

o l l e
device has been found, the aircraft should be flown as normally as possible, in
r
n t
accordance with the requirements of the checklist and striking a reasonable

o
nc
balance between the need for a rapid landing and the risk arising from undue

•
u
haste.
Brief cabin crew to make a discreet search of aircraft toilets and galleys for any
suspicious articles. If an immediate landing cannot be made, consider briefing
the cabin crew to conduct a full search of the passenger cabin.
• If operationally possible, reduce the cabin differential pressure by descending the
aircraft to the cabin altitude. Do not raise the cabin altitude. Maintain this cabin
altitude until top of descent. When MSAs and range considerations permit,
descend aircraft to below 10000 ft.
• Minimise manoeuvres and try to avoid turbulence.
• Consider carefully the choice between flying fast to minimise airborne time and
flying slowly to minimise air loads and damage in the event of fuselage rupture.
In most cases the turbulent air penetration speed will be a reasonable
compromise.
• Announcements concerning return or diversion should indicate that the threat is
to the airline and, although most likely a hoax, must be treated seriously.
• On landing, follow same procedures for threat received on taxying.

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Aviation Security

IN FLIGHT SEARCH FOR EXPLOSIVE DEVICE

It is unlikely that a search will be necessary an immediate landing always being
preferable.
It is better that the crew search the areas of the aircraft with which they are most
familiar. Advice should be sought from the Maintenance Operations Control (MOC)
who may, because of their extensive knowledge of the aircraft, be able to suggest
search areas not immediately apparent.
• Flight crew search the flight deck. One pilot will conduct the search while the
other controls the aircraft. Particular attention should be given to small spaces,
not easily accessible.
• Cabin crew search the cabin.
• In a crowded cabin, it is essential that the search team be well organised to ensure
that the whole cabin area is searched in a logical and methodical manner, with
nothing being moved past the search “barrier” without first being inspected. Use
the aircraft search checklist detailed at Section 10.2.4, “Aircraft Search
Procedures” for the aircraft interior.
• Before the search begins, the passengers shall be required to identify, and

d
remove, all their hand baggage from the overhead bins and floor, and to place it
on their knees, open for scrutiny.
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Search cabin as in the checklist. Begin at the flight deck door, work back through

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the aircraft cabin, the galleys and the toilets. Particular attention should be given

o
to small spaces between equipment and the inner lining of the aircraft, especially

n t r
in the galley and toilet areas.
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•
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As each section of the cabin is searched, passengers must be moved from their
seats and all hand baggage, loose fittings, such as seat cushions, lifejackets and
contents of seat pockets etc removed and examined. After searching the area, all
the items removed must be replaced under proper supervision.
• Searching can be assisted by the use of a powerful electric torch and, if available,
a mirror to observe under seat areas.
• If an unusual or unclaimed article is found, it should not be disturbed. Its position
should be noted and other articles kept clear of it. The remainder of the aircraft
should be searched to ensure that not more than one unidentified item is on
board. Only then, should consideration be given to what to do with it/them.

EXPLOSIVE DEVICE – FOUND

If an actual or suspected explosive device is found on board, the following procedure
should be adopted:
• Do not touch or move the object.
• Move the passengers away from the object and instruct them to keep their heads
below the top of the seat backs.
• Portable oxygen bottles, bottles of alcohol and first aid kits must all be removed
from the vicinity. Fire extinguishers must be readily available.

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 Aviation Security

• If an immediate landing can be made, the device should be left in place and
packed around with items of clothing and any other blast absorbent materials.
The device itself must be kept dry but the surrounding material should be wet in
order to reduce the risk of fire.

EXPLOSIVE DEVICE – MOVING TO “LEAST RISK BOMB LOCATION” (LRBL)

• If an immediate landing cannot be made, use expert advice and consider moving
the device, especially if its position poses a real threat to the aircraft.
• It is most unlikely that any anti-handling device will be fitted. Nevertheless, do
not open the device but check it can be moved by making sure there is no thread
holding it to the aircraft structure. Do not disconnect or cut any wires or electrical
connections.
• Prepare the LRBL (B737/A319/A320 door 2R / A321 door 4R) by making a
platform of hard blast attenuating materials, such as hand baggage, up to the
centre of the door ready for the device.
• Disarm Door 2R (Door 4R on A321)
• Move object to “least risk bomb location” without altering its attitude.

d
• Secure object with tape.

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• The device itself should be kept dry but pack around the object with water soaked

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material.Try to fill the entire area with “blast” absorbing materials such as

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clothing, furnishings, store boxes, hand baggage etc.

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10.1.7 HI-JACKING
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It is accepted that the crew may be unable to prevent the forcible seizure of an
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aircraft. A hijack attempt may occur anywhere at anytime. Each set of circumstances
will be different.
Hijackers may be politically motivated, in pursuit of a crime, or mentally disturbed.
They may be in possession of firearms, explosives, inflammable liquids or replica or
simulated weapons or indeed they may be fanatical to the point of being prepared to
sacrifice their own life.

EASYJET POLICY
• Safety of passengers and crew is of primary importance.
• This can best be achieved by complying with demands, by not surrendering and
by avoiding conflict on the aircraft.
• Any attempt to resist or overpower hijackers on the aircraft must be recognized
as excessively dangerous.
• The flight crew must concentrate on landing the aircraft safely as soon as
possible. On no account are the flight crew to open the flight deck door. This may
be very stressful, depending on what is happening in the aircraft cabin.

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COMMANDER'S AUTHORITY
The Commander's normal authority and responsibility for the safety and welfare of
his passengers, crew and aircraft continues even in the event of unlawful
interference. His actions should take account of the demands of the hijacker only
insofar as they do not jeopardise the safety of passengers and crew.

HIJACK PROCEDURES IN THE AIR

• Set Transponder to 7500
• As soon as possible, inform ATC including the information that the flight deck is
secure.
• Switch on Fasten Seat Belt sign and brief cabin crew by interphone.
• Find somewhere safe to land so that the situation can be resolved on the ground.
• Avoid violent aircraft manoeuvres
• Cabin crew should make every effort to ensure passengers remain calm and do
not resort to action which might jeopardise safety. Alcoholic drinks should not be
served and passengers should be told to fasten seat belts.

HIJACK PROCEDURES ON THE GROUND

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• After landing, the After Landing Checklist should be completed in its entirety.

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• The Commander should keep the Authorities advised of requirements and

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attempt to obtain the release of passengers and crew.
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• The Commander must expect the Police or other Authorities to take control. It

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then becomes his duty to comply with their instructions to the best of his ability
consistent with the safety of his passengers and crew. The Authorities will
probably want to prevent the aircraft taking off again. They will also be receiving
technical advice and assistance from many sources, including easyJet, whereas
the Commander should recognize that his assessment of the situation is limited
by the confines of the aircraft and the duress to which he is subject. Therefore,
no independent action should be taken unless absolutely necessary.
• During negotiations, make the hijacker do his own thinking.
• Pay strict attention to hygiene within the cabin, galleys and toilets. Try to keep
doors, galleys and aisles clear of rubbish and equipment. Establish endurance of
food, water, sanitary supplies and battery or APU. Transfer to a Ground Power
Unit as soon as possible.
• Establish the medical condition of passengers and need for medical supplies.
Make sure that both the hijackers and the Authorities are aware of these
requirements for the welfare of passengers.

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10.1.8 DISRUPTIVE PASSENGERS

10.1.8.1 EASYJET POLICY
easyJet's policy is to make air travel safe, enjoyable and crime-free. The Company
therefore aims to protect passengers, crew and ground staff from unruly and drunken
passengers and from the effects of crime. The Company will support Ground and Air
Crew who take actions necessary to deal with unruly and drunken passengers in
accordance with the policy outlined in this section. Threats, abuse, insults or assaults
will not be tolerated and easyJet will:
• Provide training to air crew in conflict management including the recognition of
potentially disruptive passengers
• Require Ground Handling Organisations to provide overview training for conflict
management, including recognition of potentially disruptive passengers
• Require ground staff and air crew to take reasonable steps to prevent disruptive
and drunken behaviour, including denying carriage in extreme cases and to
identify passengers who are acting in a way that causes concern in relation to
safety and security;
• Encourage the Captain to ask for the police to meet flights after a disruptive

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incident that threatens the safety of the crew, other passengers or the aircraft (in

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accordance with guidelines below);
•
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Require ground staff and crew members to identify such passengers by obtaining

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details wherever possible and to give witness statements to the police;

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•
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Encourage the police to prosecute disruptive passengers that have threatened the

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safety of easyJet passengers, crew or aircraft;
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Support easyJet and ground handling staff acting as witnesses if offenders are
brought to trial.

10.1.8.2 CLASSIFICATION OF DISRUPTIVE PASSENGERS

Passengers are considered disruptive if they are displaying any of the following:
• Under the influence of alcohol or drugs;
• Acting in a disorderly or irrational manner;
• Behaving violently towards other people;
• Persistently using threatening, seriously abusive or insulting language;
• Acting in a manner that causes concern for the safety or security of the aircraft,
crew or passengers.
There are four levels of disruptive behaviour as follows:
Level 1: Disruptive behaviour including non-compliance, irrational and disorderly
Level 2: Physically disruptive behaviour including damage to property or aircraft,
physical assault of crew or other passengers

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Level 3: Life threatening behaviour, including threat or actual involvement of any

weapon and attempts to open aircraft exits.
Level 4: Attempted or actual breach of the flight deck door, including violence
directed at the door
The following are criminal offences under the Air Navigation Order 2005:
• Recklessly or negligently acting in a manner likely to endanger an aircraft or any
person in it;
• Entering an aircraft when drunk or being drunk on an aircraft;
• Smoking when the 'No Smoking' sign is on;
• Failing to obey lawful commands given by the Captain for the safety of the aircraft
or crew and passengers;
• Disruptive behaviour, including threatening, abusive, insulting or disorderly
actions towards the crew or passengers, or intentionally interfering with the
performance of the crew while carrying out their duties

10.1.8.3 GROUND STAFF ACTIONS

At check in ground staff can refuse carriage or issue a warning notice to disruptive or

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potentially disruptive passengers. If a warning notice is issued the passenger's
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boarding card will be marked accordingly.

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Ground handling staff can offload a passenger at the boarding gate without reference
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to the crew. The flight or cabin crew will not be involved in the decision making

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process but must be advised.

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10.1.8.4 HANDLING DISRUPTIVE SITUATIONS

Aggressive Passengers
Attempt to calm passenger and defuse the situation using de-escalations skills, it may
be necessary to walk away or let another crew member take over. An over assertive
initial reaction by the crew might cause the incident to escalate.
Be aware of different cultures and treat disruptive passengers politely but firmly in a
way that is appropriate to their conduct.
Irrational behaviour may not lead to a disruptive event, establish the reason for the
behaviour, and if in doubt seek a second opinion from another crew member.
Monitor the passenger for the remainder of the flight.
Physical intervention should be avoided and only used if you or a colleague is
physically attacked, no other course of action is available, or there is imminent
danger to aircraft, crew or passengers.

Alcohol
Deny boarding to any passenger who appears to be drunk or under the influence of
drugs
Stop serving alcohol to any passenger who appears to become drunk or appears
likely to do so. These situations will require tactful handling to prevent escalation.

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Remove alcohol from a passenger where it is believed that the retention of it may
jeopardise safety. A passenger's own alcohol may also be removed but must be
returned when the passenger leaves the aircraft.

Smoking
Any passenger found smoking is to be told to stop immediately, ensure that the
cigarette butt has been extinguished safely.

Videos and Photographs

If passengers attempt to video or photograph a disruptive incident they should be
politely asked to stop.
Any film or photographs remain the property of the passenger; crew cannot
confiscate cameras or film but should take the passengers contact information and
obtain their permission for the details to be passed to the police.

Sedation
Passengers must not be sedated under any circumstances.

Passenger Witness Forms

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In situations where other passengers have witnessed an event, the passenger witness

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form must be distributed to ensure that statements are taken. Passengers should be

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asked to complete this form, although they reserve the right to decline this request.
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Cabin crew are required to carry a supply of passenger witness forms which are

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printed from the Flight Ops page of the intranet. Completed forms must be collected

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and submitted with the Cabin Safety Report.

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10.1.8.5 BEFORE TAKE OFF
After a passenger boards the aircraft the decision as to whether or not to carry them
rests with the Captain on advice from the SCCM. From the time the aircraft doors are
closed for departure until they are opened after arrival, anyone failing to obey a
lawful command from the Captain is committing a criminal offence under the Air
Navigation Order.
The Captain has the legal authority to offload and deny carriage to any passenger if
necessary to do so in the interests of safety and security, or if it is considered that:
• Carrying the passenger or their baggage might endanger the safety of the aircraft,
its passengers or crew;
• The passenger is drunk or under the influence of alcohol or drugs;
• The passenger's mental or physical state is a danger or risk to themselves, other
passengers, the aircraft or the crew;
• The passenger has refused to allow a security check of himself or his baggage;
• The passenger has disobeyed instructions relating to safety or security from the
ground staff or crew;

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• The passenger has persistently used threatening, abusive or insulting words to a

member of easyJet staff or a ground handling agent;
• The passenger has behaved in a threatening, abusive, insulting or disorderly way
towards a member of easyJet staff or ground handling agent;
• The passenger has deliberately interfered with a crew member carrying out his or
her duties;
• The passenger has endangered the safety of the aircraft or any person on it;
• The passenger has made a hoax bomb threat against easyJet;
• The passenger has committed a criminal offence during the check-in or boarding
processes or on board the aircraft prior to take-off.

10.1.8.6 AFTER TAKE OFF

Cabin Crew actions

• Employ all de-escalation skills to calm the passenger down, only use physical
intervention if necessary
• For level 3 and 4 incidents the Flight Deck door must remain locked for the
remainder of the flight
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• If necessary request that the seat belt sign is switched on in order to assist in
managing all passengers
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•
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Monitor the disruptive passenger, fellow crew members and other passengers

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during and after the event
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Ensure passenger witness forms are completed as soon as possible.

Flight Crew actions

• Pilots are not to leave the Flight Deck in-flight to assist with any disruptive
incident
• If necessary request the police to meet the aircraft on arrival (see Section
10.1.8.7, “Requesting Police Attendance”)
• For level 3 and 4 incidents the Pilots are to inform ATC and the Flight Deck door
must remained locked for the remainder of the flight
• As a last resort and if it is considered unsafe to continue to the planned
destination, divert the aircraft

10.1.8.7 REQUESTING POLICE ATTENDANCE

Crew should request attendance of the police to deal with offenders where
appropriate. Base and station management should make every effort to develop a
professional relationship with local police forces to encourage their response to such
requests.
Some events are unlikely to result in a successful prosecution; therefore it is not
usually worthwhile calling the police for Level 1 disruptive events.

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For Level 2, 3 or 4 disruptive events the police should always be called. They should
also be called when an ordinary criminal offence such as theft has been committed.
If the decision is made to call the Police, the passenger should be told that the police
will meet the aircraft and why, if possible ask the passenger to provide their name
and address and inform them that they may receive formal notification from easyJet.
Where practicable the police should be informed of the following before landing:
• The nature of the incident, where and when it occurred and if it is still ongoing
• How many passengers are involved and their gender
• If weapons were or are being used, or threatened
• If there are any injuries and if an ambulance is required

10.1.8.8 AFTER LANDING

Cabin Crew actions

• Make a PA to requesting passengers to remain seated
• SCCM and the best witness(es) to brief the police

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• Identify disruptive passenger to the police

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• Request that other witnesses do not leave the aircraft

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Sit-Ins and refusal to leave an aircraft

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• Crew must remain on board to ensure the safety of the aircraft and passengers

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Captain is to liaise with the police and handling agent to establish best method
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•
of dealing with situation
• easyJet OCC must be informed
• Crew members must not remove passengers by force. Passenger removals should
be effected by the police or, and only where the police do not attend, ground
staff.

Gathering information from the Police

The following information should be collected from the police and recorded in the
CSR so that the incident can be followed up:
• Collar number/ID number of Police officer(s) in attendance and or the
investigating officer(s)
• Crime number or incident number
• Name and contact details of Police authority

Witness Statements
Crew members are to co-operate fully with the police and give statements as
requested. Under no circumstances should crew members give the police their home

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address, telephone or personal mobile number but instead should quote either the
EZY or EZS address:
easyJet Airline Co Ltd.
Hangar 89
London Luton Airport
Luton, Bedfordshire
LU2 9PF. United Kingdom
easyJet Switzerland SA
Route de l'Aeroport 5
Geneva 1215
Switzerland

Reporting
• Captain must inform the Airports Liaison Officer (ALO) as soon as possible of all
disruptive events
• An Air Safety Report (ASR) and a Cabin Safety Report (CSR) must be completed

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before the crew go off duty

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• Reports must be factual giving time, date, flight number, passenger details and

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precise details of the alleged offence including whether a warning notice had

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been issued to the passenger by ground staff.

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Refusal of Travel on Return Sector
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easyJet's Conditions of Carriage allows for refusal of travel on the return sector of a
particular booking following a disruptive incident, providing the company policy has
been adhered to. This decision must be made by the ALO

10.1.8.9 THE LAW AND ACTION TAKEN BY THE AUTHORITIES

• In flight, UK law for British Registered aircraft, and Swiss law for Swiss registered
aircraft applies
• At UK airports UK criminal law applies regardless of whether the incident occurs
airside or landside
• Outside the UK, the national law of the relevant country applies
• The decision as to whether or not to prosecute an offender lies with the local
authority
• Action can only be taken where there is sufficient evidence that a criminal
offence has been committed

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10.1.8.10 POST INCIDENT SUPPORT

Court Appearances
easyJet and easyJet Switzerland will give staff all necessary support if they are
required to give evidence in court. Time spent by staff making statements to the
police and attending court will be deemed as duty time. Staff will therefore be
entitled to full pay and appropriate allowances when acting as a witness.

Compensation
Where staff or crew members on duty have been assaulted or injured by an offender,
it may be possible in some jurisdictions for them to claim financial compensation
whether from the passenger or under a scheme such as the UK's Criminal Injuries
Compensation Board. easyJet will support and assist staff in obtaining such
compensation where it is appropriate.

Follow up of an incident
The responsible Security Investigator will assess all reports of disruptive passenger
incidents and take action appropriate to the severity of the incident: The responsible
Security Investigator will be nominated by the Ops Risk department as the 'Owner'

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of the investigation; this responsibility maybe delegated to the appropriate Cabin

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Crew Manager (CCM) depending on seriousness. When owned centrally, the

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relevant CCM will have oversight of the investigation in AQD.

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Legal costs will be reviewed by the Legal department, who will determine whether
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potential costs would be appropriate.

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Provided that crew have acted within the disruptive policy guidelines, easyJet

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will support them when such passengers are reported to the police for criminal
offences and when they are prosecuted in the criminal courts. Prosecution will
be determined by the Police
• If the local authorities have decided against any action, or prove to have no
jurisdiction it may be possible to pursue a civil prosecution, provided that the
offence and evidence are deemed adequate. This decision will be determined by
the Legal department.
• If a civil prosecution is not possible but it is still deemed that there is sufficient
reason and evidence, easyJet will prosecute and support crews to the widest
extent possible under the laws applicable in each specific jurisdiction.
• Passengers details must have been recorded on an ASR/CSR for a prosecution to
take place
• If a prosecution is not possible the passenger will be warned (at the time or
subsequently) and blacklisted. This is only possible on international flights, not
on domestic or intra-Schengen flights
• All serious passenger disruption events will be investigated and reported to the
Safety Review Board together with their outcome
• Crew will always be informed of the outcome of an event

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• Crew are reminded that there is an employee assistance program, if they need
further support. This is provided by an external agency and is available on 0800
282193 or 44 1865 397497

10.2 PREVENTATIVE SECURITY MEASURES

10.2.1 TRAINING
Training will be aimed at enabling easyJet personnel to act in the most appropriate
manner to prevent acts of unlawful interference such as sabotage or hijack or to
minimise the consequences of such interference, and to deal with unruly and
disruptive behaviour.
Recurrent security training of crew is to take place annually (within 13 months of the
initial training) and will review general security matters and procedures, the threat,
instances of hijacks and sabotage and incidents of disruptive behaviour and any other
appropriate training that will enhance security awareness. Records of all training are
to be kept by the Training Manager and will detail the types of training undertaken
by the individual.

10.2.2 AIRCRAFT SECURITY

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Regardless of where the aircraft is parked it shall be protected against unauthorized
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access by:

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(a) ensuring that persons seeking access are challenged promptly;
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(b) attended by an authorised person; or
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(c) Secure with doors closed and all access aids have been removed sufficiently far

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from the aircraft to prevent unauthorized access.

Definitions
• An “authorised person” is someone who has been authorised by easyJet to be
onboard the aircraft. Authorisations valid at each aerodrome must be specified in
the local procedures.
• “Attended” means that the authorised person is in the immediate vicinity of the
aircraft carrying out his/her normal duties – all persons approaching and/or
entering the aircraft must be challenged and their credentials checked before
access is permitted, unless they are known.
• “Secure” means doors closed, and have all access aids removed. Steps/airbridge
removed to a safe distance from the aircraft.

Leaving an aircraft
After flight, crew must hand over responsibility for the aircraft to an authorised
person before leaving the aircraft. This may be done in one of two ways:
• By informing any authorised person at the aircraft that the crew are leaving, or
• By closing the doors and contacting the ground handler by telephone or radio on
the handling agent frequency

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NOTE:
Authorised persons include ground handlers, engineers and all aircraft servicing
staff.

Arriving at an aircraft
The aircraft should be secure with all doors closed and access aids removed or be
handed over by the previous crew or other authorised person known to easy jet or
where unauthorized access to the aircraft is suspected, OCC must be informed, the
aircraft must be searched in accordance with standard search procedures detailed in
the CSPM and an ASR/GSR raised.

Controlling access to aircraft during turnrounds.

Overall responsibility rests with the aircraft Commander, and actual activity is shared
between the cabin crew and the ground handling easyJet. It is important that all
individuals are made aware of their responsibilities and are diligent in carrying them
out.
The Commander must report any suspicious circumstances to OCC by telephone
and must raise an ASR. If there are any doubts about the integrity of the aircraft or the
baggage, the Commander should consider whether another search is necessary.

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The cabin crew are responsible for controlling access to the aircraft cabin during

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turnround. The following procedures must be adopted:

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• The cabin crew must actively check that only bona fide staff and passengers have

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access to the aircraft cabin.
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• The cabin crew must actively challenge and check the ID or boarding card of

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every person wishing to enter the aircraft cabin. This is done by;
– stopping the person and asking to see the ID
– checking that the ID belongs to the individual by comparing the
photograph on the ID with the individual's face.
– checking the details on the passenger boarding card to ensure that flight
number, destination and date are correct.
• Other than for passengers, the cabin crew must ask why the individual needs
access to the aircraft cabin. Valid reasons are;
– servicing the aircraft i.e. engineering, re-fuellers, cleaning, catering,
despatch, customer service, technical library,
– operating crew
– carrying out a statutory duty i.e. Customs, Police, Immigration, Port Health
Authority, EU and Government Inspectors.
• The cabin crew must deny access to anyone without a valid ID or a valid reason
for access. The cabin crew must report to the aircraft Commander anything
unusual or anyone behaving in a manner that causes concern.

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The Ground Handling easyJet is responsible for controlling access to the vicinity of
the aircraft on the ramp and to the screened hold baggage. The following procedures
must be adopted:
• The Ground Handling Agents in the vicinity of the aircraft must actively
challenge and check the ID of every person approaching the aircraft or the
baggage unless they are part of the turnaround team. This is done by;
• stopping the person and asking to see the ID-checking that the ID belongs to the
individual by comparing the photograph on the ID with the individual's face.
• The Ground Handling Agent must ask why the individual is present on the ramp.
Valid reasons are;
– servicing the aircraft i.e. engineering, re-fuelling, baggage loading
– operating crew carrying out inspection
– carrying out a statutory duty i.e. Customs, Police, Immigration, Port Health
Authority, CAA Inspectors, FOCA Inspectors, EU and Government
Inspectors.
• The Ground Handling Agents must monitor the activity on the ramp.
•
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The Ground Handling Agent shall ensure that all screened hold baggage is kept
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under supervision from the make up area until the time it is loaded and the hold

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doors are closed.

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• The Ground Handling Agents must never leave the aircraft holds open and
unattended.

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The Ground Handling Agents must report anything unusual or anyone behaving

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in a manner that causes concern to the aircraft Commander.
The ground handler must check that the holds are empty before loading and
verify any items in the hold are to be carried on the flight by easyJet. Such items
could included securely loaded supplies and stores required for the flight. This
must be conveyed to the dispatcher/ commander for inclusion as part of the
security checks of the aircraft.

10.2.3 AIRCRAFT CHECK PROCEDURES

A security search/check of the aircraft must be carried out on every turn-around no
matter of which destination is to be flown.
The purpose of the search/check is to ensure that there are no unauthorised persons
or prohibited articles on board. It is to determine that no article or baggage carried
by or belonging to any passenger who has disembarked has been left on the aircraft.
This check is to concentrate on any part of the aircraft to which disembarking
passengers have had access in addition to which hold baggage areas are to be
checked to ensure that articles and /or any baggage from a previous flight is not
carried and/ or any items in the hold are verified as belonging to the aircraft and are
securely carried.
The following procedure is carried out when the rear steps are in position:

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Cabin crew will immediately commence security search/checks in their areas of

responsibility. During this time, cabin crew must keep a constant check on the
entrance areas to ensure that no unauthorised entry of personnel has occurred. All
persons are to be challenged promptly upon entry including Government Officials
with a statutory duty have a right of entry, although their identity and reason for entry
must be checked as detailed above. Other persons must be challenged and asked to
leave the aircraft until the security check has been completed. Rubbish and any other
items for gashing are to be placed on the aisle seats and collected as normal.
Ground staff must be kept under observation at all times whilst onboard the aircraft.
Crews should remain vigilant throughout the search/check procedure and in addition
to the specified areas below be aware of any unusual or design specific areas, that
are sufficiently large enough to conceal a prohibited item in. That may also require
inspection.

EXTERIOR
Checks as part of the walk-round procedure by flight deck crew incorporate those
elements of the search as listed in “EXTERIOR” below.

INTERIOR
TOILETS
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•

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– Sink including plug and area underneath
–
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Visual check of drop down oxygen unit

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– Smoke Detector unit

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–
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Waste bin flaps
– All towel stowages, including paper towel and tissue holders
– In toilet pan and under seat cover
– Retract and check baby changing mat (where fitted)
– Mirror area for warning messages
• CABIN
– Floor area under seats
– A visual check of all passenger seats and surrounding area incorporating,
under seats, between seats, between seats and wall area and stroking the
cushions for any detection of foreign objects or prohibited items
– Seat pockets
– 100% Lifejacket stowages, a squeeze of the pouch to ensure presence of
the lifejacket and detection of any foreign objects
– Folding table stowages and a visual inspection of all cabin chair back
tables, sufficient to detect if a prohibited article was hidden there.

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– Overhead lockers (including those containing equipment or stores)

– Overwing exit areas
– Behind last seat rows
– Crew seats, stowage areas
• GALLEY AREAS
– Oven
– Waste bin, if accessible
– All cupboards, compartments and stowages
– An inspection of the galley area and stowages, sufficient in depth to ensure
that no prohibited items have been concealed in this area. once this area
has been check/searched. this area must be protected either by means of
monitoring or by tamper proof seals.

AIRCRAFT SEARCH/CHECK CERTIFICATION

The Commander must complete a certificate of confirmation that the search/check
has been carried out. The Commander will sign this only after receiving verbal

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confirmation of the areas that have been search/checked by the persons responsible
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for each area of the search.

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The certificate will include the following information upon it and be held for 24
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hours or the length of the flight, whichever is the longer:

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• Flight Number
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Destination
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Origin of the Previous Flight
• Date and Time that the search/check was completed.
This search/check maybe part of the loading documentation, and will be provided
on arrival by the Ground Handling Agent. The certificate must be completed, signed
and returned to the Ground Handling Agent prior to departure of each flight.
SEARCH AND CHECK
Definition of a security search must take place whenever the aircraft has been
brought from any other part of the airfield other than the critical part and those that
have arrived from a country outside of the EC communities or an approved third
country ( Switzerland).
A security check: is required to all aircraft not falling into the above category that are
departing from a UK airport.
On both occasions a security certificate must be signed as confirmation of the search/
check.
If the aircraft is suspected as having unlawful tampering or signs of interference a
security search will take precedence over the check as the higher of the two
standards.

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 Aviation Security

10.2.4 AIRCRAFT SEARCH PROCEDURES

Aircraft searches are to be carried out as follows:
• Prior to the first flight of the day
• When a crew finds the aircraft insecure and has reason to believe that access
control has been ineffective and security compromised.
• After completion of the last flight of the day
The purpose of the search is to ensure that there are no unauthorised persons or
prohibited articles on board. It must include a visual and physical check of all areas
of the interior of the aircraft listed in Section 10.2.3, “Aircraft Check Procedures”,
plus the following areas, and the flight deck and exterior;

INTERIOR:
• CABIN
– A physical search of all tray tables
• GALLEY AREAS

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– Oven

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– Waste bin, if accessible
– All cupboards
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Trolley and canister stowages including any unsealed trolleys or canisters

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all trolleys and atlas boxes to be removed.
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–
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CREW STATIONS
– Crew seats - fully retract and search area
– Emergency equipment stowages
– Visual check of drop down oxygen unit
• SERVICE DOORS
– Visual check of Slide bustle
• ENTRANCE DOORS
– Visual check of Slide bustle

INTERIOR
• FLIGHT DECK
– Top of coaming area
– Standby compass area
– Under coaming and instrument panel areas

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– Under panel areas

– All ashtrays. Goggle and card stowages, each side of the visor
– Punka louvres and cockpit air vents
– QRH and Manual stowages
– Remove and check behind cup stowages
– NAV Bag
– Behind control column chart holder (when fitted)
– Under both pilots seats and lifejackets pockets
– Under aft section of the centre console
– Escape rope stowages
– Circuit breaker panel and coat area
– Torch stowages
– Oxygen isolation valve surround

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– Ground lock stowage

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– Toolkit stowage
–
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Under and behind jump seats (RH and LH)

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Lifejacket/fireaxe stowages (RH and LH)
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–

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– Blanks in main panel and centre pedestal
–

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Behind spare bulb stowage area
Rain Repellant area
– Smoke hood stowage
– Fire extinguisher area; waste bin (when fitted)

EXTERIOR:
• Hatches
• Inspection panels
• Undercarriage wheel wells
• Cargo holds

AIRCRAFT SEARCH/CHECK CERTIFICATION

The Commander must complete a certificate of confirmation that the search/check
has been carried out. The Commander will sign this only after receiving verbal
confirmation of the areas that have been search/checked by the persons responsible
for each area of the search.

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 Aviation Security

The certificate will include the following information upon it and be held for 24
hours or the length of the flight, whichever is the longer:
• Flight Number
• Destination
• Origin of the Previous Flight
• Date and Time that the search/check was completed.
This search/check maybe part of the loading documentation, and will be provided
on arrival by the ground handling agent. The certificate must be completed, signed
and returned to the ground handling agent prior to departure of each flight.

10.2.5 SECURITY ENHANCEMENTS

Whenever operations are assessed as being “at risk”, additional security measures
may be implemented in addition to the normal base-line measures. Crew will be
advised where necessary.

10.2.6 HOLD AND CABIN BAGGAGE SECURITY

OFFLOADED AND NO SHOW PASSENGERS AND CREW

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To determine the exact number of passengers on board, a head count has to be made

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after boarding is completed and before off-blocks. Whenever a discrepancy occurs

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in passenger numbers, it is to be investigated to the satisfaction of the Commander.

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All baggage belonging to a passenger who fails to board, no matter what the reason,

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must be offloaded. ALL baggage, both hold and cabin, belonging to a passenger who

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is offloaded after boarding must be offloaded and the manifest amended accordingly.
Where the passenger has entered the aircraft cabin, any area that he had access to
must be checked to ensure that nothing has been left behind. This may involve
asking other passengers to identify their cabin baggage. Any item not identified must
be offloaded.
Baggage belonging to members of crew who fail to travel must be similarly removed
unless it is screened to the standards of unaccompanied baggage and properly
recorded as such on the baggage manifest.

“POOLED BAGGAGE”
Each item of baggage belonging to the person who fails to travel should be identified
and removed from the aircraft. Where it cannot be readily established which actual
bag within the “pool” belongs to the passenger who is not travelling, those members
of the “pool” who are travelling should physically identify their baggage and the
remaining bags in the “pool” removed.

FAILED TO JOIN PASSENGERS

in the event that passengers fail to join the aircraft, the FTJ passengers baggage must
be located and off loaded accordingly, under no circumstances may the bag travel
without the passenger.

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FAMILY GROUP
Where a person who fails to travel is part of a family group (interpreted as Mother,
Father, Son, Daughter, Husband, Wife etc) and baggage has been checked-in under
the name of one of the family, the specific bag of the person not travelling must be
offloaded. Where elements of each family member's belongings are spread
throughout the baggage (as opposed to each member having a specific bag) the
Commander, in consultation with the Handling Agent, may elect to leave baggage
on board the aircraft, provided that he is satisfied as to the circumstances behind the
family member not flying. In such circumstances the details must be recorded on the
hold baggage manifest.

CREW BAGGAGE
Members of crew are responsible for the security of their personal baggage and must
never leave it unattended once it has been security screened. Where crew baggage
is not subjected to screening at an aerodrome, crew members must ensure that their
baggage has not been interfered with in any way prior to boarding.
When items of crew baggage are placed in the hold the crew must complete a Crew
Hold Baggage Manifest for each sector and hand it to the Dispatcher.
No member of crew should ever, under any circumstances, accept a package, parcel

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or envelope from anybody other than authorised personnel.
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BAGGAGE AND RUSH TAGGEDifBAGGAGE
10.2.7 POLICY FOR THE CARRIAGE OF UNACCOMPANIED

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It is easyJet policy to carry rush tagged baggage on easyJet aircraft provided that the

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appropriate security checks have been completed.
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Rush tagged baggage must be fully security checked to the level required for
unaccompanied baggage and tagged prior to loading in the aircraft hold. It is the duty
of the Appointed Person to ensure that all appropriate security measures have been
completed to achieve the necessary standard. The details of the security control
process are listed in the easyJet Ground Handling Manual.

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11 AIRBUS A320 TYPE SPECIFIC

This section has been incorporated into Section 5, “Airbus A319/320 Type Specific”.

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12 AIRBUS A321 TYPE SPECIFIC

REFERENCE: Airbus A321 Type Specific Supplement

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 OM-A Extract

APPENDIX A OM-A EXTRACT

A.1 FOREWORD
This section reproduces all the relevant sections for Cabin Crew contained in the
Operations Manual Part A.

Contents Title
1.1.2 EZY AOC ORGANISATIONAL STRUCTURE
1.1.3 FLIGHT OPERATIONS MANAGEMENT TEAM
1.1.3.1 AIRCRAFT OPERATIONS
1.1.3.2 CREW TRAINING
1.1.3.3 CREW RESOURCE PLANNING (CRPG)
1.1.3.3.1 ESTABLISHMENT
1.1.3.3.2 ROSTERING PRODUCTION

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1.1.4 CABIN SERVICES

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1.1.6 AIRPORT MANAGEMENT
1.1.7
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ENGINEERING MANAGEMENT TEAM
1.4
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AUTHORITY, DUTIES & RESPONSIBILITIES OF

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1.5.1
1.5.2 u nc THE FIRST OFFICER
THE CABIN CREW
1.5.2.1 SENIOR CABIN CREW MEMBER
4.1.3 CABIN CREW NUMBER & COMPOSITION
4.1.4 OPERATION WITH REDUCED CABIN CREW
4.1.5 BOARDING WITH LESS THAN MINIMUM CREW
4.1.5.1 BOARDING WITH NON OPERATING CREW MEMBER
4.1.6 DISEMBARKATION WITH LESS THAN MINIMUM CREW
5.3 CABIN CREW
5.3.1 SENIOR CABIN CREW MEMBER
5.3.2 RECURRENT TRAINING AND CHECKING
Chapter 6 CREW HEALTH PRECAUTIONS
6.1 CREW HEALTH PRECAUTIONS
6.1.1 ALCOHOL
6.1.2 NARCOTICS AND / & DRUGS

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Contents Title
6.1.3 COSMIC RADIATION
6.1.3.1 ANNUAL EXPOSURE LEVELS
6.1.3.2 EXPOSURE TO COSMIC RADIATION DURING FLIGHT
6.1.3.3 RISK TO HEALTH
6.1.3.4 PREGNANCY
6.1.4 MEDICATION
6.1.5 IMMUNISATION
6.1.6 BLOOD AND BONE MARROW DONATION
6.1.7 DEEP DIVING
6.1.8 MEALS
6.1.9 SLEEP & REST
6.1.10 FITNESS
6.1.11 SURGICAL PROCEDURES

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6.1.13 SMOKING

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6.1.14 PREGNANT CABIN CREW
6.1.16
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MALARIA
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8.2.1.1 REFUELLING WITH PASSENGERS ONBOARD

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8.2.2.1 PASSENGER GROUPS
8.2.2.2 CARRIAGE OF INVALIDS
8.2.2.3 PASSENGERS ON STRETCHERS
8.2.2.4 INFANTS AND UNACCOMPANIED MINORS
8.2.2.5 DECEASED PASSENGERS
8.2.2.6 ESCORTED PRISONERS
8.2.2.7 DEPORTEES/INADMISSIBLE PASSENGERS
8.2.2.8 DRUNKENESS ON BOARD
8.2.2.15 BAGGAGE AND FREIGHT
8.3.10.1 FLIGHT CREW - PHYSIOLOGICAL BREAK IN FLIGHT
AND CONTROLLED REST ON FIGHT DECK
8.3.11 USE OF SAFETY BELTS FOR CREW AND PASSENGERS
8.3.12 ADMISSION TO FLIGHT DECK
8.3.13 USE OF VACANT CABIN CREW SEATS
8.3.15 CABIN SAFETY REQUIREMENTS

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Contents Title
8.3.16 PASSENGER BRIEFING PROCEDURES
8.9 PUNCTUALITY POLICY

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Organisation And Responsibilities

1.1.2 EASYJET AOC ORGANISATIONAL STRUCTURE

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1.1.3
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FLIGHT OPERATIONS MANAGEMENT TEAM

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1.1.3.1 AIRCRAFT OPERATIONS

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1.1.3.2 CREW TRAINING

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1.1.3.3 CREW RESOURCE PLANNING GROUP (CRPG)

1.1.3.3.1 ESTABLISHMENT

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1.1.3.3.2 ROSTER PRODUCTION

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1.1.4 CABIN SERVICES

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1.1.6 AIRPORT MANAGEMENT

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ENGINEERING MANAGEMENT TEAM

NOTE:
For exact details of the Engineering group’s structure please refer to the
Continuing Airworthiness Management Exposition (CAME).

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 Organisation And Responsibilities

1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF

THE COMMANDER
easyJet will nominate one of the pilots to be the aircraft Commander for each flight
or series of flights. The Commander shall:
• Be responsible for the safe operation of the aircraft and safety of its occupants and
cargo during flight time when acting as Commander of the aircraft;
• Have authority to give all commands he deems necessary for the purpose of
securing the safety of the aircraft and of persons carried therein, and all persons
carried in the aircraft shall obey such commands;
• Have authority to disembark any person, or any part of the cargo, which in his
opinion, may represent a potential hazard to the safety of the aircraft or its
occupants;
• Not allow a person to be carried in the aircraft who appears to be under the
influence of alcohol or drugs to the extent that the safety of the aircraft or its
occupants is likely to be endangered;
• Have the right to refuse transportation of inadmissible passengers, deportees or
persons in custody if their carriage poses any risk to the safety of the aircraft or its
occupants;
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• Ensure that all passengers are briefed on the location of emergency exits and the

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location and use of relevant safety and emergency equipment;
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•
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Ensure that all operational procedures and checklists are complied with, in

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accordance with the Operations Manual;
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Ensure that the weather forecast and reports for the proposed operating area and
flight duration indicate that the flight may be conducted without infringing
easyJet operating minima;
• Decide whether or not to accept an aircraft with unserviceabilities allowed by the
Configuration Deviation List or Minimum Equipment List;
• Take all reasonable steps to ensure that the aircraft, and any required equipment
is serviceable;
• Ensure that the correct type of fuel and oil is loaded in sufficient quantity to meet
the easyJet requirements for the proposed flight and that the amount of uplift and
fuel on board are recorded in the Aircraft Technical Log;
• Take all reasonable steps to ensure that the aircraft weight and balance is within
the calculated limits for the operating conditions;
• Confirm that the aircraft’s performance will enable it to complete safely the
proposed flight;
• Not permit any crew member to perform any activity during take-off, initial
climb, final approach and landing except those duties required for the safe
operation of the aircraft; take all reasonable steps to ensure that before take-off
and before landing the flight crew and cabin crew are properly secured in their
allocated seats;

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Organisation And Responsibilities

NOTE:
Required cabin crew should be properly secured in their allocated seats
during taxi except for the performance of essential safety related duties;
• The Commander should ensure that flight deck door is closed and locked at all
times after engine start until final engine shut down. The only exceptions to this
are for physiological reasons and for the supply of food and drink.
• Take all reasonable steps to ensure that whenever the aircraft is taxying, taking
off or landing, or whenever he considers it advisable (e.g. in turbulent
conditions), all passengers are properly secured in their seats, and all cabin
baggage is stowed in the approved stowages;
• Ensure that the documents and Manuals in the ‘List of Documents Forms and
Additional Information to be Carried’ chapter are carried and will remain valid
throughout the flight or series of flights;
• Ensure that the pre-flight inspection has been carried out
• Not permit:
– A flight data recorder to be disabled, switched off or erased during flight
nor permit recorded data to be erased after flight in the event of an

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accident or an incident subject to mandatory reporting;

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• The Commander shall, in an emergency situation that requires immediate

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decision and action, take any action he considers necessary under the
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circumstances. In such an event, he may deviate from rules, operational

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procedures, and methods in the interest of safety.

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• The Commander has the authority to apply greater safety margins, including

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aerodrome-operating minima, if he deems it necessary.
The Commander must ensure that, in the event of third party maintenance being
required while away from base, the procedures referred to in Section 8.1.11,
“Aircraft Technical Log”, are followed.
• The Commander must ensure that a continuous listening watch is maintained on
the appropriate radio communication frequencies at all times when the flight
crew is present on the aircraft for the purpose of commencing and/or conducting
a flight and when taxying.
• The Commander shall ensure that a post-flight de-brief is completed with the
crew.
• The Commander must maintain a high personal uniform standard. The pilot
uniform comprises black suit with long black trousers, black tie (or alternative
neck scarf for female pilots), white long or short sleeved shirt, black shoes, no
hats and appropriate gold braid with easyJet wings worn on the jacket. Black “v”
neck jumpers are permissible. Additional rules include: no facial jewellery; no
additional tassels or adornments to the plain suit and shoes; clean suits and shirts
with polished shoes. Hair should be neat, clean and tidy and additionally for
male pilots short trimmed. If a coat is worn, it must be black, hoods are
acceptable as long as they do not have accentuated collars such as fur linings.

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 Organisation And Responsibilities

Uniform jackets may be removed at the discretion of the individual; ties must
always be worn anytime outside the flight deck.
• A commander shall ensure that either the Journey log or equivalent ACARS is
completed.

1.5 DUTIES & RESPONSIBILITIES OF CREWS OTHER

THAN THE COMMANDER
1.5.1 THE FIRST OFFICER

RESPONSIBILITIES
• The First Officer is responsible to the Commander to assist in the safe and efficient
conduct of the flight. In the event of the incapacitation of the Commander, the
First Officer will assume command.
• The First Officer, when not reporting to a Commander is responsible to the Head
of Pilot Management.
The First Officer Must Take All Reasonable Steps to:

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• Maintain familiarity with relevant National and International air legislation and

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agreed aviation practices and procedures;
•
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Maintain familiarity with such provisions of the easyJet Operations Manual as are

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necessary to fulfil his function;

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• Assist the Commander as requested, concerning administrative duties in relation

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to the flight, and;
•
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Support the Commander in the maintenance of a proper standard of crew
discipline, conduct and personal appearance.
It is the specific responsibility of the First Officer to:
• Prepare the Operational Flight Plan and, when necessary, file the Air Traffic
Services Flight Plan with the appropriate Authority. If stored plans are used then
he should ensure that the correct plan has been activated;
• Carry out such duties concerning the flight, in accordance with easyJet Standard
Operating Procedures, including procedures, limitations and performance
relating to the specific aircraft Type, as are allocated to him by the Commander;
• Confirm the safe navigation of the aircraft, maintaining a continuous and
independent check upon both the geographical position of the aircraft and its safe
terrain clearance;
• Volunteer such advice, information and assistance to the Commander, as may
contribute favourably towards the safe and efficient conduct of the flight;
• Seek and receive such information and/or explanation from the Commander, as
may be necessary to enable the First Officer to fulfil his function;

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Organisation And Responsibilities

• Maintain a high personal standard of discipline, conduct and appearance as a

representative of the easyJet. Maintain a high personal uniform standard. The
pilot uniform comprises black suit with long black trousers, black tie (or
alternative neck scarf for female pilots), white long or short sleeved shirt, black
shoes, no hats and appropriate gold braid with easyJet wings worn on the jacket.
Black “v” neck jumpers are permissible. Additional rules include: no facial
jewellery; no additional tassels or adornments to the plain suit and shoes; clean
suits and shirts with polished shoes. Hair should be neat, clean and tidy and
additionally for male pilots short trimmed. If a coat is worn, it must be black,
hoods are acceptable as long as they do not have accentuated collars such as fur
linings. Uniform jackets may be removed at the discretion of the individual; ties
must always be worn anytime outside the flight deck.
• Support the Commander, by active example, in the development and
maintenance of a high standard of professional expertise and morale amongst the
crew.

1.5.2 THE CABIN CREW

The reason for cabin crew being employed by easyJet is primarily for the safety of
passengers, crew and the aircraft. As part of its duty of care, the company provides
a working environment that is as safe as possible. Cabin crew have a responsibility

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compromise the safety of the on board environment.

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Cabin crew are responsible to the Head of Cabin Services and accountable to the

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Head of Flight Operations, and to the assigned Commander for:

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Maintaining a thorough working knowledge of all safety and security procedures

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as laid down in the relevant easyJet Operations Manuals and Notices to Crew.
Ensuring that their Cabin Safety Procedures Manual is kept up to date with current
amendments at all times.
• Maintaining a thorough working knowledge of the location, operation and use of
all items of safety equipment, emergency exits and escape aids on the aircraft to
which they are assigned.
• Maintaining a thorough working knowledge of all aspects of customer care, in-
flight service and general passenger handling regulations as laid down in the
Cabin Standards Manual and Notices to Crew.
• Proactively take all necessary actions to prevent fatigue and be well rested, to
ensure that they are fit to conduct all safety and security procedures that may be
required during the full duty period.
• Consistently deliver the Company's standard of safety and security to achieve its
customer service objective.
• Where required, demonstrate the ability to explain safety and security
requirements clearly and accurately to customers to get their co-operation
without raising concern.
• Ensuring that they are in check whenever operating a flight.

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• Maintaining the validity of their crew ID, passports, visas, inoculation and
vaccination certificates as appropriate.
• Maintaining a high standard of public conduct while away from base and in
circumstances where it is reasonably likely that they will be recognised as easyJet
cabin crew.
• Ensuring that they adhere to easyJet cabin crew uniform regulations at all times
when in uniform in public, including commercial air transport, in hotels, etc.
• Refraining from making attempts to evade any customs, immigration and/or
health regulation and/or from causing any unauthorised package, person or other
item to be carried in any Company aircraft.
• Take all necessary action to prevent a negative impact on other areas of the
Company, and themselves in the event of failure to follow safety or security
procedures.
• Safeguarding the interests of easyJet and the good name and honour of the
aviation industry.
Detailed instructions for cabin crew and a full description of their duties is contained
in the CSPM.

1.5.2.1 SENIOR CABIN CREW MEMBER

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In addition to the duties and responsibilities of cabin crew listed above the SCCM is

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also responsible and accountable for the following:

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• Demonstrate integrity by following safety and security procedures, as laid down

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in the relevant easyJet Operations Manuals and Notices to Crew, and ensuring

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that cabin crew do the same.
The delivery of cabin service standards, as laid down in the Cabin Standards
Manual and Notices to Crew, and ensuring that standards are adhered to by cabin
crew
• Proactively manage situations to resolve any possible conflict of safety and
service procedure.
• Demonstrate the ability to recognise situations which may require procedures to
be adapted and take action to ensure the safest possible outcome.
• Balance the team's workload and health requirements to ensure that crew remain
physically and mentally capable of carrying out any safety or security procedure.
• Act to ensure a safe working environment is maintained at all times.
• Maintain effective communication between passengers, cabin crew, pilots and
ground handling agents.
• Take responsibility to support the pilots by providing advice, information and
assistance that contributes to the safe and efficient conduct of the flight.
• Take responsibility to actively seek and receive such information and explanation
from the pilots as is necessary to ensure the safe and secure conduct of the flight.

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Organisation And Responsibilities

• Pre-flight briefing of cabin crew to include safety and first aid questions.
• Complete all required documentation accurately, with sufficient detail and clarity
so as to obtain an appropriate response, which contributes to safe and efficient
operations.
• Support the Commander in the maintenance of a proper standard of crew
discipline, conduct and personal appearance, and promote teamwork and
effective communication among cabin crew and between cabin crew and pilots.
• Co-ordinate an effective response to safety and security situations to ensure the
continuance of a safe environment for all on board and the protection of the
Company's reputation.
• Organising efficient service and customer care during the flight.
• Monitor cabin crew performance, provide on board coaching and write
constructive assessments on all cabin crew. A minimum of four assessments are
to be completed every month. (Part time SCCM's should complete a minimum of
three if 75% and two if 50%).
• Ensuring cabin crew comply with easyJet cabin crew uniform regulations.

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 Crew Composition

4.1.3 CABIN CREW NUMBER & COMPOSITION

One cabin crew member shall be nominated the Senior Cabin Crew Member
(SCCM) by the Company and shall have responsibility to the commander for the
conduct and coordination of normal and emergency procedure(s) specified in the
Operations Manual.
Only the qualified SCCM that is designated in this position for a flying duty period
can operate in this position. This includes occasions when Cabin Crew Trainers, Line
Trainers and Assistant Cabin Crew Managers are on board. It is not permitted to swap
positions with other qualified SCCM rostered as part of the same operating crew.
The minimum number of cabin crew members to be assigned for easyJet aeroplanes
is 1 for every 50, or part of 50, passenger seats installed. The normal cabin crew
complement is shown below:

Aeroplane Type/Variant No of Passenger Seats Cabin Crew

B737 149 3
A319 156 4
A319 150 (See Note) 3
A320 174/180

nt ed 4
A321 210
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In certain circumstances, it may be permitted to operate with reduced cabin crew.
NOTE:

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Reduction of Cabin Crew below 3 is not permitted for the A319 in the 150
configuration.

4.1.4 OPERATION WITH REDUCED CABIN CREW

A flight, or series of flights, must be planned with the normal Cabin Crew
complement shown in Section 4.1.3, “Cabin Crew Number & Composition”.
However, unforeseen circumstances after departure from the originating aerodrome
may lead to a cabin crew member becoming unable to operate.
Such circumstances may be:
• incapacitation e.g. sickness or injury
• exceedence of Flight Duty Period due to delay or diversion
• inability perform their normal duties
The number of Cabin Crew members may be reduced provided that:
(a) The reduction is authorised by the Duty Pilot.

(b) The flight will not depart its originating base.

(c) The reduction is limited to no more than one less than the normal crew
complement

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Crew Composition

(d) This facility is only be used to complete the original flight or series of flights
(including any unplanned diversions) such that will enable the aeroplane to
return to its originating base, or to arrive at a base at which a substitution can be
made. However, every effort shall be made to replace the Cabin Crew member
at the earliest opportunity.
(e) The number of passengers is reduced. A maximum of 50 passengers may be
carried per Cabin Crew member (Infants are not included in this figure).
(f) All passengers must be seated in a position from which they can adequately view
the safety demonstration. In these circumstances the SCCM must redistribute the
responsibilities for normal and emergency procedures amongst the remaining
Cabin Crew members. Guidance can be found in the type specific chapters in the
CSPM.
When redistributing passengers, the effect on the balance of the aeroplane must
be taken into account.
(g) In the event of the nominated Senior Cabin Crew Member becoming unable to
operate and when there is no other qualified SCCM amongst the crew, the next
most experienced Cabin Crew member may take over responsibility for the
cabin:

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– The Crew member shall have a minimum of 12 months experience as an

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operating Cabin Crew member and shall have a minimum of 20 sectors

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on the applicable aeroplane type.
e
–
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This acting SCCM will be nominated by the Commander.

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– The acting SCCM shall familiarise themselves with the SCCM specific

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duties and procedures prior to departure and shall satisfy the Commander
that their knowledge of the procedures is adequate.
– This provision is not permitted for operations on the Boeing 737.
(h) The Commander shall submit an ASR and the (acting) SCCM shall submit a CSR.
These occurrences will also be recorded by the Duty Pilot.
The Flight Policy and Standards Manager will pass the reports to the National
Authority.
(i) In the event that a Cabin Crew member is incapacitated due to sickness, injury,
tiredness or fatigue, the Cabin Crew member is considered ‘unfit to fly’ until
certified as ‘fit to fly’ by a doctor or paramedic. In the event that a doctor or
paramedic is not available, the Cabin Crew member should be offloaded and be
provided with local accommodation. In extraordinary circumstances, the Captain
may use his judgement to repatriate the Cabin Crew member, but will be
required to justify the decision and may be held accountable for any subsequent
associated issues.

4.1.5 BOARDING WITH LESS THAN MINIMUM CREW

For operational reasons only, boarding can commence with one less than minimum
crew providing the following procedures are followed:

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 Crew Composition

• The pre-flight safety briefing has been completed

• All the pre-flight cabin checks (SEP & Security) have been completed
• No fuelling is taking place
• Electrical power will be available
• At least one member of the Flight Crew is on the Flight Deck
• One Cabin Crew Member must be at the front (fwd. doors) and one Cabin Crew
member must be at the rear of the cabin (rear doors)
• A maximum of 50 passengers can board per Cabin Crew Member present. The
remaining passengers can board once the full complement of Cabin Crew are
present
• In case of an evacuation, a member of Flight Crew will assist at the front of the
cabin
• Cabin Crew should be aware that they may be responsible for more than 1 exit
during an emergency situation and should adapt their emergency procedures
where necessary.
• Cabin Crew must remain aware of the position of servicing and loading vehicles
at and near the exits.
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NOTE:

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The Operating Senior Cabin Crew Member must be present.

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4.1.5.1
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BOARDING WITH NON OPERATING CREW MEMBER

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In order to allow all passengers to be boarded an extra crew member may assist
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during the boarding process until the rostered crew member arrives. The following
procedures must be followed:
• The extra crew member must be qualified on the aircraft type.
• The extra crew member must be fit to fly.
• The extra crew member must be in uniform.
• The extra crew member does not need to have taken part in the pre-flight brief
but must have received a brief from the SCCM covering their duties and door
responsibility during boarding. They must also have been asked one SEP and one
First Aid question.
• The extra crew member will not leave the aircraft until the rostered crew member
has arrived and been briefed by the SCCM.
• The extra crew member can also assist in aircraft preparation, pre-flight safety and
security checks as briefed by the SCCM.

4.1.6 DISEMBARKATION WITH LESS THAN MINIMUM CREW

During disembarkation, when the remaining number of passengers on board is less
than 20, the minimum number of Cabin Crew in the cabin may be reduced further,

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Crew Composition

below the minimum number outlined above. This procedure can be implemented in
the event of an extended wait for assistance for PRMs.
• However, the following conditions must be met;
• SCCM must remain present in the passenger cabin
• At least one member of the Flight Crew is on the Flight Deck
• Electrical power will be available
• Cabin Crew must remain aware of the position of servicing and loading vehicles
at and near the exits
• Cabin Crew will not be permitted to disembark until they have completed all
their onboard post flight duties (e.g. security checks)

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 Qualification Requirements

5.3 CABIN CREW

A cabin crewmember must meet the following requirements:
• Minimum age 18 years;
• Passed an initial medical examination or assessment and subsequently be
medically fit to carry out specified cabin crew duties.
• Remain medically fit to discharge the specified cabin crew duties.
• Successful completion of the training course specific to aircraft type, and
successful completion of all recurrent training.

5.3.1 SENIOR CABIN CREW MEMBER

Before appointment to the grade of SCCM, in addition to meeting the basic cabin
crew qualifications, a person must have a minimum of 12 months experience as
cabin crew (calculated from the date of first familiarisation flight). This need not
necessarily be with easyJet, but must be within the previous 36 months at the
discretion of easyJet management.

5.3.2 RECURRENT TRAINING AND CHECKING

ed
Cabin crewmember will undergo recurrent training every 12 months to ensure
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continued proficiency with all equipment and application of procedures relevant to

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the aircraft types/variants operated.

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The period of validity of the recurrent training and associated checking is 12 calendar

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months in addition to the remainder of the month of issue. If issued within the final

n
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3 calendar months of validity of a previous check, the period of validity will extend

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from the date of issue until in flight.
The recurrent training and checking program includes theoretical and practical
instruction. Emphasis on special subject will change every year.

The annual recurrent training covers:

• emergency procedures including pilot incapacitation
• evacuation procedures including crowd control techniques
• touch-drills for opening normal and emergency exits
• location and handling of emergency equipment, including oxygen systems and
the donning by each cabin crew member of life jackets, portable oxygen and
protective breathing equipment PBE)
• first aid and the content of the first aids kits
• stowage of articles in the cabin
• dangerous goods procedures
• security procedures
• incident and accident review

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Qualification Requirements

• crew resource management

Every 3 calendar years the recurrent training will also include:

• the operation and actual opening of all normal and emergency exits for passenger
evacuation in an aircraft or representative training device
• demonstration of the operation of all other exits (including flight deck windows)
• realistic and practical training in the use of all fire-fighting equipment, including
protective clothing representative of that carried in the aircraft. This training will
include:
– each cabin crew member extinguishing a fire characteristic of an aircraft
interior fire, except that instead of halon an alternative extinguishing agent
will be used
– the donning and use of protective breathing equipment by each cabin
crew member in an enclosed simulated smoke-filled environment
• demonstration of the use of the life-raft or slide-raft where fitted

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 Crew Health Precautions

6 CREW HEALTH PRECAUTIONS

6.1 CREW HEALTH PRECAUTIONS
6.1.1 ALCOHOL
Failure to comply with the following regulations may result in disciplinary action. If
as a result of the effects of alcohol you are either incapable of discharging your duties
or your ability to carry them out is impaired, you have committed gross misconduct
for which you may be dismissed without notice or prior warnings.
Alcoholic drinks must not be consumed by crew members while on duty, including
standby duty, deadheading and during all rostered training (including ground
training duties), during the 10 hours before reporting for duty (or the commencement
of standby) and be kept to a minimum during the 14 hours preceding this period and
only in moderation during the 24 hours preceding such duties. (As a guide,
moderation should be regarded as no more than five units of alcohol dispersed over
the 14 hours preceding the 10 hour ban. One unit of alcohol is equivalent to a small
glass of wine, half a pint of beer or a small measure of spirits.) Crew members shall
not commence a flight duty period with a blood alcohol level in excess of 0.2.

d
milligrams per millilitre. Be aware that local laws may be more restrictive and
therefore supersede the company require.
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Random breathalysing of crews has been introduced in a number of countries,
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including Holland. The alcohol detection level of 0.2% is low, however, the

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guidance provided above, when followed, should ensure a crew member is within
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the limit. It is worth bearing in mind, however, that the individual tolerance to
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alcohol varies and the figures and advice given is provided as a guide. Crews are

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obliged under law to co-operate but should ensure that any questioning, or testing,
is not carried out in the presence of passengers.
Alcoholic drinks must not be consumed by crew while in uniform in a public place.
No alcohol, or containers for alcohol, may be taken onto the flight deck during flight.
It is the responsibility of all employees to keep a watch over their colleagues and
avoid any problems by ensuring that they intervene if they see someone potentially
breaking these rules.

6.1.2 NARCOTICS AND / OR DRUGS

The use of narcotics that have not been prescribed by a medical practitioner is
expressly forbidden at any time.
The above guidance also applies to sleep inducing drugs.

6.1.3 COSMIC RADIATION

Cosmic radiation is a form of ionising radiation from the sun and outer space. It was
first recognised more than 90 years ago, but only became of real concern with the
introduction of manned space flight and high flying supersonic passenger aircraft.
More recently, as later generation sub-sonic passenger aircraft fly longer routes at
higher cruise levels, the exposure of flying personnel to cosmic radiation and its long

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Crew Health Precautions

term effect on those who fly regularly, particularly aircrew has led to new
requirements being introduced by both the European Commission (by Council
Directive) and the Community Operators. An operator shall not operate an aircraft
above 49000 ft unless equipped with an instrument to measure and indicate
continuously the dose rate of total cosmic radiation being received. easyJet does not
operate at or above 49000 ft.

6.1.3.1 ANNUAL EXPOSURE LEVELS

Current statutory directives and recommended guidance state that an annual
exposure of up to 6mSv is acceptable for air crew.
At the latitude easyJet operates it has been calculated 200 hours at 35,000 feet is
required to achieve an annual exposure equivalent to 1mSv.
easyJet monitors calculated exposure levels to ensure that crew members do not
exceed the recommended levels.

6.1.3.2 EXPOSURE TO COSMIC RADIATION DURING FLIGHT

Air crew are exposed to higher dose rates with the actual levels depending very much
on operational factors. From actual measurements and theoretical estimates (revised
many times over the last decade), it is now possible to calculate the levels of cosmic

ed
radiation likely to be present in the earth's atmosphere for most areas and operating
t
prin
altitudes. For example, dose rates at 39000 ft on routes at latitudes between 30 deg

i f
and 50 deg, average dose rates of 0.006 mSv/hr. At higher latitudes dose rates

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increase to a maximum of approximately 0.01 mSv/hr.

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6.1.3.3 RISK TO HEALTH
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The risk of developing cancer from exposure to cosmic radiation is difficult to
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calculate and, as it is generally accepted that estimates may not be too accurate, a
safety margin of 20% is used. A recent estimate, extrapolated from a well accepted
numerical model, is that 1 mSv of radiation causes cancer in 4 out of every 100,000
people. Thus for a crew member exposed to 5 mSv a year flying for 20 years (most
unlikely), the risk of developing radiation induced cancer would be 0.4%. About
25% of the population will die from some form of cancer, which brings the overall
risk of dying from cancer from 25% to 25.4%. This very small increase can be
compared with other risks to health. For example, it has been estimated that just
living with a person who smokes 20 cigarettes daily for 20 years increases the chance
of developing lung cancer by about 4%. It should also be noted that several studies
have examined cancer rates in flying personnel, but none has produced strong
enough evidence to suggest any increase associated with their working environment.

6.1.3.4 PREGNANCY
Of particular concern for female crew members are the effects of cosmic radiation on
pregnancy; scientific evidence has shown that the embryo and foetus are
considerably more sensitive than an adult. The unborn child is most vulnerable
during the early part of the pregnancy when exposure to radiation may result in the
loss of the embryo, or after nine days, some form of congenital malformation; from
the 8th to the 20th week retarded physical and mental development may occur.

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 Crew Health Precautions

Childhood leukaemia and other cancers may follow exposure to radiation at any time
during a pregnancy. The dose of radiation necessary to produce these effects is
estimated to be between 10 mSv and 30 mSv.
Crew members who become aware that they are pregnant must advise their line
manager (Pilot Manager or Cabin Crew Manager) and they will be taken off the flying
roster with immediate effect.

6.1.4 MEDICATION
A crew member shall not perform duties on an aeroplane if applicable medical
requirements are not fulfilled, or if he/she is in any doubt of being able to accomplish
his/her assigned duties.
Many medications may have adverse effects on the nervous system, which may be
more marked in flight than on the ground. As a general rule, if a crew member finds
it necessary to take, or has been prescribed some form of medication, his fitness to
fly must be suspect, and he should seek medical advice before continuing with flying
duties. Many drugs lower operational efficiency and impair judgement and reaction
time. Crew members should be aware that many drugs, their dosage and use, while
suitable for family members and passengers may be unsuitable for Crew. Commonly
prescribed drugs in the following classes may have prolonged effects on
performance:
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•
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Antihistamines contained in some common cold cures, Anti-motion sickness
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tablets and medicines for the alleviation of allergic conditions.

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• Sleeping tablets or sedatives.

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• Tranquillisers.
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Stimulants used to prevent drowsiness and to curb appetite.
• Analgesics.
• Anti-biotic, cortisone, steroids.
• Non drowsy cold remedies such as Sudafed may be taken on a short term basis.

Anaesthetics
Crew must not operate
• Within 48 hours following a general anaesthetic.
• Within 24 hours following any local, including dental, anaesthetic

6.1.5 IMMUNISATION
In accordance with the World Health Organisation's (WHO) International Health
Regulations, many countries prescribe vaccination of crew members and passengers
against defined diseases, often specifying that such immunisation is only required
upon entry “after leaving or transacting infected areas”.
Each crew member scheduled for flight duty abroad must satisfy any requirement(s)
for vaccination(s), to have himself vaccinated in time, and to be able to produce,

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Crew Health Precautions

during his tour of duty, the appropriate WHO-approved “Certificate of Vaccination

or Revaccination”. Vaccination/re-vaccination shall take place not less than 24 hours
before commencement of flight duty. In case a strong reaction results, medical advice
shall be obtained in view of a possible impairment of fitness for flight duty. No
alcoholic beverages shall be consumed for a period of at least 24 hours after
vaccination.
Vaccinations, which may be obligatory, and their validity:
• Yellow fever, from 10 days after until 10 years after vaccination
Vaccinations, which are recommended, and their validity:
• Cholera, from 7 days until 6 months after vaccination
• Typhoid, from 7 days until 3 years after vaccination
• Poliomyelitis, after 3 vaccinations up to 10 years
• Tetanus, after 3 vaccinations up to years 10 years
Malaria prophylactics, though not immunisation in the strict sense of the word,
should be mentioned here. crewmembers scheduled for flight duty to malaria-
infected countries shall obtain, on the advice of their aviation medical doctor, the
appropriate medication and apply it as prescribed.
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NOTE:

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Crewmembers shall be aware that there are many extremely dangerous diseases

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against which vaccination is not possible. Only general rules may be given here

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for health-conscious behaviour in foreign countries:
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Observe strict hygiene in eating/drinking (amoebic dysentery, brucellosis) Do not
bathe in stagnant water (bilharzias), in infested areas, (e.g. bush/jungle). Wear long
sleeved shirts and long trousers to prevent or minimise bites by disease-carrying
insects (filariasis, malaria, encephalitis, sleeping sickness) or by outright poisonous
insects or animals (spiders, scorpions, snakes). Apply insect repellents.

6.1.6 BLOOD AND BONE MARROW DONATION

Crew can donate blood in support of their National Blood Transfusion Service but
they must not donate blood if they are required to fly or complete a standby duty
within 24 hours.

6.1.7 DEEP DIVING

Crew members whose sporting activities include deep diving to a depth exceeding
10 metres shall not fly within 48 hours of completing such diving activity. Crew
members are warned of the dangers of mixing diving and flying. It is recommended
that any diving involving the use of aqua-lungs is avoided for 24 hours prior to
undertaking a flying duty.
Crew who have required treatment for decompression sickness must not fly within
72 hours of recovery and only after clearance by an aviation or specialist diving
physician.

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 Crew Health Precautions

6.1.8 MEALS
Sensible precautions should be taken to avoid the risk of food poisoning (e.g. from
shellfish of dubious freshness). Particularly when meals are taken, or uplifted, during
en route stops Pilots operating together should select different items from the menu
to reduce the possibility that both of them could become incapacitated.
Different crew meals are provided for each of the flight crew. This is to reduce the
risk of both the Commander and the First Officer becoming incapacitated in flight by
food poisoning.
Crew should be aware that the same precautions should be exercised when
purchasing or consuming food whilst on airport standby or when dining at the same
establishment when on a night-stop. The risk of crew incapacitation due to suspected
food poisoning is still a possibility, should crews consume the same meals during
their time on airport stand-by.

Food Poisoning
Any allegation of food poisoning on board should be fully investigated and the
easyJet Food Safety Report Form completed. This requires details of all the food and
drink recently consumed by the crew member, the symptoms suffered and the onset

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time. Crew members completing the forms should be very specific about the food

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and drink consumed since the information may be invaluable in eliminating
particular items from the investigation.

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On following the company's procedure the affected crew member should also make

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an appointment with their Doctor who will need to conduct tests confirming the
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strain of food poisoning.
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6.1.9 SLEEP c REST
unAND
Although the controls on flight and duty periods are intended to ensure that adequate
opportunities are provided for crew members to obtain rest and sleep, individuals
should ensure that proper advantage is taken of such opportunities.

6.1.10 FITNESS
No individual shall act as a member of the Crew of a easyJet aircraft if, for any reason,
his physical or mental condition is such that it could endanger the safety of the
aircraft or its occupants.

6.1.11 SURGICAL PROCEDURES

Aeromedical advice should be sought prior to returning to flying duties following any
surgical procedure.

6.1.12 WEARING OF SPECTACLES

Many Pilots over the age of 40 need spectacles to correct their vision for reading.
Some will, in addition, need correction for distant vision and a number will need
correction at the instrument panel range. Where the only correction required is for
reading, half-moon spectacles or lower segment lenses with a neutral upper segment
are required. In these circumstances full lens spectacles should never be worn when

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Crew Health Precautions

flying. Where correction for both near and distant vision is required or where triple
correction is needed then a National Aviation Authority Approved Medical Examiner
should be consulted. On no account should thick frame spectacles be worn.

6.1.13 SMOKING
In order to minimise fire hazards, the Commander shall ensure, at all times, that no
person on board, including crew members, is allowed to smoke in the cabin, in the
cockpit and in any baggage compartment.

6.1.14 PREGNANT CABIN CREW

Given the potential risk of flying when pregnant, Cabin Crew must tell their Cabin
Crew Manager as soon as they know they are pregnant. This is to enable easyJet to
ensure, as far as is reasonably practical, that any health and safety risk arising from
the work is avoided. Cabin Crew will be removed from flying duties as soon as they
notify us that they are pregnant.
Full details are available in the People Handbook.

6.1.15 STERILISED CLEANING WIPES

Flight Crew should use the sterilised wipes provided by the company to clean their

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headsets before wearing them. These wipes can be used to clean some commonly

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used controls in the flight deck to reduce the risk of contamination. However, these

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wipes are not suitable for cleaning navigation displays. Specialised screen cleaning

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wipes must be used for this purpose.

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6.1.16 MALARIA
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This is a common illness transmitted by mosquitoes; the disease is one of the world's
biggest killers. The cases of malaria have increased with worldwide travel. It is found
in tropical areas such as South East Asia, parts of Central and South America and
particularly in sub-Saharan Africa, where the most virulent strains are found.
Prevention is the best way to treat Malaria, staying away from Mosquitoes. Use insect
repellents; wear long sleeve shirts and trousers and consider the use of
recommended drugs (seek medical advice).

Signs and Symptoms of Malaria

• Fever, which can occur in episodes
• Headache and flu like symptoms
• Shivers and sweating
• Symptoms can recur over months or years

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Operating Procedures

8.2.1.1 REFUELLING WITH PASSENGERS ON BOARD

When passengers are to be allowed to board, disembark or remain on board during
refuelling, the following precautions are to be observed.
Precautions:
• Crew, ground staff and passengers are to be advised that fuelling is taking place.
• FASTEN SEAT BELT signs must be OFF. NO SMOKING signs must be ON,
together with interior lighting to enable emergency exits to be identified.
• Passengers are to be briefed to keep their seat belts unfastened until fuelling has
been completed and not to smoke at any time.
• Cabin Crew should make a visual check to ensure passenger's seat belts are
unfastened.
• All doors are to remain disarmed.
• Door 1 left must be open and the steps or jetbridge must be in position at this
door.
• Rear passenger door should ideally be open with steps in position. However,
may remain closed with no steps provided the slide is serviceable.
•
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At least one cabin crew member must be at each set of floor level exits to assist

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in the event that an evacuation or an emergency should occur.

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The ground area beneath the exits and the slide deployment areas must be kept
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•

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clear of all external obstructions.

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The position of the fuel truck/installation relative to the aircraft is to be such that

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•

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it will not impede the rapid exit of passengers if an emergency evacuation
becomes necessary.
• The minimum required cabin crew must be onboard during this process.
REFERENCE: Section 4.1.5, “Boarding With Less Than Minimum Crew”

Procedure:
Ensure that all of the above precautions have been observed,
Then;
(a) Place the Fuel Card in the First Officers window

(b) Communication between the flight deck and ground crew will be established
prior to refuelling by acknowledgement of the Fuel Card by the refueller. Placing
the Fuel Card into the First Officers window indicates that refuelling may
commence. Positive acknowledgment of the Fuel Card by the ground crew
responsible for refuelling indicates that both parties fully understand that
refuelling will commence.
(c) One pilot must remain in the flight deck, in case there is a need to effect fire
protection and fire-fighting procedures handle communications and initiate and
direct an evacuation.

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 Operating Procedures

(d) The pilot remaining in the flight deck should monitor the refuelling process by
visual contact with the ground crew supervising the refuelling.
(e) If urgent communication is required and the flight crew need to alert the ground
crew, they will do so by direct verbal communication or by using the Ground
Call button and ground headset, where provided.
(f) If urgent communication is required and the ground crew need to alert the flight
crew they will do so by banging three times on the fuselage side at the First
Officer's position and then use direct verbal communication, or communicate via
the Ground to Flight Deck call button and ground headset where provide.
CAUTION:
The Fuel Card must not be displayed during taxi in.

Emergency Actions
• If an emergency evacuation is required the doors without steps or jetbridges
attached must be armed and the door opened after checking for external hazards.
• If the presence of fuel vapour is detected inside the aircraft, or any other hazard
arises fuelling must be stopped immediately.

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Operating Procedures

8.2.2.1 PASSENGER GROUPS

As far as is possible passengers are to be allowed a free choice of seating from the
space available on the aircraft. Regard must be paid however to seat allocation
affecting emergency evacuation of the aircraft.
To this end passengers are to be categorised into three groups:
(a) Passengers likely to assist evacuation (Able Bodied Passengers)

Only those persons who appear reasonably fit and strong have no seating
restrictions.
(b) Passengers likely to impede evacuation

Passengers who should be seated where they will not obstruct emergency
equipment or exits, or otherwise impede the crew in carrying out their duties
include:
– Passengers who are physically or mentally impaired to the extent that they
would have difficulty in moving quickly if asked to do so;
– Passengers whose sight or hearing is impaired to the extent that they might
not readily become aware of instructions given to begin evacuating the
aircraft;
–
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Children and infants, whether or not they are accompanied by an adult;
–

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Passengers in custody and those who are being deported; and
–

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Passengers whose physical size would prevent them from being able to
move quickly.

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(c) Passengers who are unlikely to affect evacuation performance

NOTES:
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Multiple occupancy of seats is only permitted when one occupant is an infant un-
der 2 years old and the other is a responsible adult aged 16 years or more.
2 When Persons of Reduced Mobility (PRM) are carried as passengers then the
paragraph 'Passengers likely to impede evacuation' above applies and the
Commander must be notified.
3 A PRM is understood to mean; a person whose mobility is reduced due to
physical incapacity (sensory or locomotory) intellectual deficiency, age, illness or
any other cause of disability. When the number of PRMs forms a significant
proportion of the total number of passengers carried they must not exceed the
number of able-bodied persons capable of assisting with an emergency
evacuation. When a significant number of PRMs are to be carried the
Commander is to ensure that the pre-flight crew brief includes discussion of
aircraft evacuation procedures. Additional guidance for the carriage of PRMs is
contained in the easyJet Ground Handling Manual.
Unauthorised Persons
The carriage of unauthorised persons in an easyJet aircraft is forbidden.

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Stowaways
In the event that a stowaway is discovered while an aircraft is en route, easyJet must
be notified and the proper entry made on the ASR.
On arrival at the Port of Entry, the Commander should request the assistance of the
Civil Power in detaining the stowaway, pending preferment of charges by the
appropriate authority.
If classified as an undesirable alien, a stowaway may be refused admission to a State
at any time. In this case, easyJet becomes responsible for arranging rapid means of
deportation and ultimate return to the State of embarkation.

8.2.2.2 CARRIAGE OF INVALIDS

Passengers shall be considered disabled when their physical, medical or mental
condition requires individual attention which is not normally extended to other
passengers.
easyJet will not carry the following passengers:
• Passengers who have an infectious disease.
• Passengers who have had a coronary thrombosis in the last 3 weeks.
•
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Respiratory disease sufficient to cause dysponea at rest or on very mild exertion.
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• Passengers who have suffered a spontaneous pneumothorax and where the lung
has not yet fully expanded.
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•
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Passengers who in the previous 3 weeks have suffered a significant haemorrhage.

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• Certain haemoglobin disorders particularly sickle cell anaemia.

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Passengers who are psychiatrically disturbed in any way should only be carried if:
They are sedated.
• They are accompanied by a suitable able bodied escort to provide restraint if
necessary.
In certain circumstances passengers suffering from the above will be accepted
provided that a Medical Certificate has been obtained and approved by the Customer
Services Department.
All incapacitated passengers should be pre-boarded and their presence advised to the
operating crew and particular care should be taken to ensure that such passengers
are seated in the appropriate area of the aircraft.

8.2.2.3 PASSENGERS ON STRETCHERS

There is no provision for the carriage of stretchers on easyJet aeroplane.

8.2.2.4 INFANTS AND UNACCOMPANIED MINORS

Infants
Infants are defined as being children under the age of two years on the date of travel.
• Infants under two weeks of age will not be accepted for travel.
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• No more than two infants per accompanying person are allowed.

• If an adult is travelling with more than one infant under the age of two years, but
no less than six months, one infant may sit on the accompanying adult's lap and
the other infant(s) must occupy separate seats and be seated in a car seat in
accordance with the table below
• Children aged two years or over must occupy their own seat and pay the same
fares as adults.
• It is recommended that an infant on an adult's lap be forward facing or in the
cradled position for take-off and landing.
The required restraint device for the age of the infant is detailed below:

Age Restraint Device

2 weeks - less than 6 months Infant/extension seat belt
6 months to less than 2 years Infant/extension seat belt or suitable car-type safety seat
2 years to less than 3 years Any suitable car-type safety seat or seat belt
3 years or more Seat belt

For more details on child seats, refer to CSPM 2.4.12.3.

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It is the accompanying person's responsibility to ensure that the minor is adequately
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secured into the aircraft seat.

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easyJet does not operate an indemnity policy and therefore under no circumstances

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must another passenger be asked to accept responsibility during flight of an

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unaccompanied minor. In addition, it is not easyJet's policy to allow another
passenger to take responsibility for an infant to be seated on their lap for take-off or
landing.
Groups of children
easyJet will accept children aged 14 years or under in large groups (i.e. 10 or more)
on the condition that there is a minimum ratio of one accompanying adult per 10
children. In these instances an adult is considered to be anyone aged 16 years or
above.
Children with chronic lung diseases
Children with chronic lung diseases, such as cystic fibrosis must have a have a
“Fitness to Fly” Certificate.
Expectant Mothers
• Expectant mothers can be accepted for travel up to 27 weeks (inclusive) without
a medical certificate.
• When travelling between 28-35 weeks (inclusive) a medical certificate
confirming the number of weeks of pregnancy is required and confirm that the
passenger is fit to fly.

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• Pregnant passengers cannot be accepted for travel on or after week 36; therefore
any return sector the passenger has planned must be completed no later than
week 35 (inclusive).
All medical certification must be supplied and signed by a doctor or midwife.
Unaccompanied minors
easyJet does not accept unaccompanied minors under the age of 14 for travel.
Minors under 14 years of age can only travel when accompanied by a person aged
16 years or older who will take responsibility for the minor.
easyJet does not operate an indemnity policy and therefore under no circumstances
must another customer be asked to accept responsibility for an unaccompanied
minor from the point of check-in. If a member of the ground handling company
suspects a customer may be taking responsibility for an unaccompanied minor they
are to notify their supervisor, and politely challenge the customer and be satisfied the
customer has an established relationship with the minor.
If the ground handling company is unsatisfied with the response the unaccompanied
minor and the customer posing as a known individual to the minor will be refused
carriage.
NOTE:

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In exceptional circumstances, the ALO or OCC may authorise acceptance of an

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unaccompanied minor younger than the ages stated above. This would normally

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only be approved as a ‘service recovery’ measure for passengers on a return

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journey, and would not normally be approved on an outbound sector of a return
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booking.
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8.2.2.5
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DECEASED PASSENGERS
easyJet does not accept human remains for carriage on any routes. The carriage of
ashes is permitted, however, provided a copy of the death certificate and the
cremation certificate accompanies them. The passenger in possession of the ashes
must ensure they are securely packaged in an appropriate container and should
include them in their hand baggage.

8.2.2.6 ESCORTED PRISONERS

In special circumstances easyJet will authorise the carriage of escorted prisoners.
Notification to the Handling Agents will come from the easyJet Airport Liaison
Officer (ALO). The following provides information for the Handlers:
• Prisoners travelling on easyJet flights will be escorted by officers from either the
police or recognised and appointed Civilian Security Firms.
• Prisoners will only be accepted for carriage on the approval and authority of the
Network Duty Manager.
• Each convicted prisoner will normally be escorted by two UK prison officers
(who have police powers while in the UK or on a UK registered aircraft). Other
prisoners will normally be provided with one escort, either a prison or police
officer. Normally, only one prisoner will be carried at a time.

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• Escorting prison officers will be in plain clothes. They will carry restraints but not
firearms.
• Escorts and prisoners will be subjected to a pre-boarding search.
At the Airport, the Officers will make themselves known at the Airport Sales Desk
and the following procedures must be followed:
• The Supervisor on duty must handle these customers.
• Booking details must be checked and verified against the prisoner and escorts.
Often prisoners will not hold any positive forms of identification, it is therefore
imperative that the credentials and ID's of the escorts are verified thoroughly and
if in any doubt the telephone number on the booking must be contacted to verify
details.
• The Supervisor must check in the prisoner and escorts away from the normal
customer queue and escort them to the gate ready for boarding.
• The Dispatcher must pre-advise the Flight Crew and Cabin Crew of prisoner and
escorts on board.
• Prisoners should be boarded first and disembarked last. The prisoner and escorts
must be seated at the rear of the aircraft.
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• The aircraft Captain retains the option to refuse to carry a prisoner.

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8.2.2.7 DEPORTEES / INADMISSIBLE PASSENGER

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Deportees

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Any passenger who is not acceptable to the State of his or her chosen destination may

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be regarded by that State as a deportee and required by Immigration Officials to be:
Escorted to the aeroplane to ensure departure.
• Escorted through to another country.
• Requested to leave but not otherwise interfered with.
• Refused entry on arrival but permitted to return to his or her departure station or
to another station of his/her choice, or
• Made to continue his or her journey on the same aeroplane.
In these circumstances an Order to remove the passenger may be served on the
Operator, normally the Commander. The Commander retain the right to refuse to
carry deportees inadmissible passengers where in their opinion the safety of the
aeroplane, passengers or crew is being put at risk. The Commander must be prepared
to fully justify his refusal. If required by UK immigration authorities, Commanders
should detain on board any passenger refused permission to enter the United
Kingdom.
The Commander must be informed on all occasions when a deportee is carried and
station staff should provide as much information as possible to him. The deportee or
inadmissible passenger must be identified to the Commander and the SCCM on

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boarding. A form of authority may not always be provided, when one is, it must be
handed in on completion of the flight or integration. In addition to these procedures,
the handling agent will copy operations in their communications when they receive
pre-warning that a deportee is to be carried. This copy is then given to the aircraft
Commander.
The passport, ticket and any other travel documents of such passengers must be
retained by the SCCM during the flight. The documents should be handed over to
easyJet or handling agent staff on arrival and should only be returned to the passenger
at the Immigration Control desk.
If the deportee is not travelling under escort, the Commander must ensure that the
deportee is not permitted to disembark at any point within the territory of the
deporting country contrary to the Order. If the aeroplane cannot depart and
passengers have to be off-loaded, or if the aeroplane lands at another airport in the
deporting country, the Commander must request an escort for the deportee.
Dispatcher or passenger handling staff is sufficient for this purpose.
The Commander's responsibility ends when the aircraft has left the deporting
country's area of control. Should a deportee decide to disembark at a destination
other than that indicated on his/her ticket, this may be permitted provided other than
Immigration Authorities are contacted via easyJet prior to arrival. If application is

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granted easyJet documentation must be altered accordingly.

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Under UK legislation, the dependants of a deportee may be required to accompany

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him. UK immigration Officials must be notified of the movement of any deportee

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placed on a flight transiting the UK from another country, or any non-British person

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refused entry by another country and returning to the UK. If the deportee is under

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restraint, then the rules related to prisoners apply, otherwise, in all other respects,

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deportees must be treated as normal passengers.

Inadmissable Passengers
These are sometimes referred to as non-satisfied genuine visitors.
These passengers have not committed an illegal act and are therefore treated
differently to deportees.
The passenger may have an incorrect visa or does not need a visa to enter the
country, but the immigration agent that checks the passport at the destination does
not let the passenger through. The passenger will be put back on a flight but they are
able to keep their own documents, and disembark without an escort with the rest of
the passengers on arrival.

8.2.2.8 DRUNKENNESS ON BOARD

No person may enter an easyJet aircraft when drunk.
No person may be permitted to drink alcoholic beverage aboard the aircraft unless
served to him/her by the cabin crew.
Cabin Crew may not serve alcoholic beverage to any person aboard who appears to
be intoxicated.

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8.2.2.15 BAGGAGE AND FREIGHT

CABIN BAGGAGE
Will normally be restricted to handbags, briefcases, cameras outdoor coats and other
items that can be reasonably stowed in approved stowage's, unless the carriage in
the cabin of other items has been cleared by easyJet at the time of booking. Stowage
of items of cabin baggage is to be as shown below:
• Each item carried in a cabin must be stowed and restrained in an approved
stowage;
• Weight limitations placarded on or adjacent to stowage's must not be exceeded;
• Underseat stowages must not be used unless the seat is equipped with a restraint
bar and the baggage is of such size that it may adequately be restrained by this
equipment and not obstruct egress from the seat row;
• Items must not be stowed in toilets or against bulkheads that are incapable of
restraining articles against movement forwards, sideways or upwards and unless
the bulkheads carry a placard specifying the greatest weight that may be placed
there;

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• Baggage placed in lockers must not be of such size that they prevent latched
doors from being closed securely;
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Baggage must not be placed where it can impede access to emergency
equipment; and

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Checks must be made before take-off, before landing, and whenever the
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Commander illuminates the fasten seat belts signs (or otherwise so orders) to

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ensure that baggage is stowed where it cannot impede evacuation from the
aircraft or cause injury by falling (or other movement) as may be appropriate to
the phase of flight.
• Hold baggage is to be stowed and secured only in those areas and compartments
which are designated for its carriage, and subject to the floor loading limitations
of the particular area. It may be necessary to restrict the type of luggage carried
in particular areas or to restrict the weight carried for balance purposes rather
than structural considerations. The Commander is to ensure that all personnel
who may be responsible for loading the aircraft are made aware of such
additional restrictions.

CARRIAGE OF AIRCRAFT SPARES

Aircraft On Ground (AOG) urgent aircraft spares, for easyJet aircraft only, may be
carried unless they are categorised as Dangerous Goods. easyJet OCC will brief the
crew of the necessity of carriage.

RESTRICTIONS TO THIS PROCESS

(a) This process is for the carriage of spares for easyJet aircraft ONLY.

(b) The carriage of dangerous goods is not permitted.

(c) The maximum permissible shipping weight of an individual item is 60 kg unless

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specific arrangements for handling and securing in flight, have been made by
OCC in advance of the shipment, with both departure and arrival airports.
(d) DUE TO IMPORT EXPORT AND CUSTOMS RESTRICTIONS, THE CARRIAGE
OF AIRCRAFT SPARES TO OR FROM SWITZERLAND IS NOT PERMITTED.

HANDLING AGENT AT THE DEPARTURE AIRFIELD

• easyJet engineering will ensure that the spares are delivered to the Aircraft, that
they have been correctly security screened and a spares label has been attached.
• A completed “Special Load – Notification to Captain” form will be provided.
• The Dispatcher will ensure that the Loadsheet or Loading Form correctly shows
the weight and position.

HANDLING AGENT AT THE ARRIVAL AIRFIELD

• Handling agents at the arrival station are not to remove the aircraft spares without
an engineer in attendance. If an engineer is not immediately available at the
arrival airfield to collect the spares, OCC LTN must be informed.

CARRIAGE OF FLIGHT DATA MONITORING DATA

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The carriage of PCMCIA cards in the flight deck has been authorised by the Security

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Department. The cards will be transported in blue padded bags sealed with a zip

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seal. The bags will be x-rayed by security before loading if originating landside, and
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will be delivered to and collected from the aircraft by engineering personnel.

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Where the zip seal is missing or has been broken, the bag should be thoroughly

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examined and, at the discretion of the Commander, either offloaded or returned to

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LTN. Such an event should be reported to the Flight Data Monitoring Department.

THE CARRIAGE OF CARGO

easyJet does not carry cargo except for the carriage of aircraft spares and flight
monitoring data in accordance with the procedures above.

CARRIAGE OF MUSICAL INSTRUMENTS

Musical instruments can be accepted for carriage in the cabin if the instrument meets
the dimensions of the overhead lockers onboard (30 x 117 x 38cm). Instruments
which fit into this category include violin, viola, piccolo, flute, clarinet, bugle and
trumpet. Where it is not practical to combine this instrument with another item of
hand baggage into a single piece in accordance with the easyJet hand baggage
policy, one small additional piece (e.g. ladies handbag or small laptop case) is
allowable where it is not practical to check such items as hold baggage.
Customers wishing to take larger musical instruments into the cabin must purchase
an extra seat for the item to travel on. The instrument must be secured to a window
seat, not in a restricted seat, and its centre of mass should not be more than 30cm
above the top of the seat cushion.

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8.3.10.1 FLIGHT CREW

Flight crewmembers are to occupy their assigned duty stations from the time the
aircraft first starts to move until it is established in level cruise, and from the time it
begins its descent on approaching the destination until the aircraft is stationary on its
allocated parking stand. In level cruise, any one flight crewmember may, with the
permission of the Commander, leave his assigned station for an agreed purpose and
period.
Except for crew entry/exit, the cockpit door should remain closed and locked during
the whole flight.
The task of each flight crewmember is defined in the FCOM for all flight phases.
Non essential activities should be avoided during phases of flight where workload is
high.
At any other time, if these activities are being performed, the Commander should
ensure that only one flight crewmember is so occupied at any one time and that
careful attention is being paid to normal operational duties by other crewmembers.
One pilot should always be in a position to maintain a lookout. Meals should
normally be partaken separately, so that one pilot can keep watch until the other is
ready, thus maintaining an adequate lookout.

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Flight Crew Physiological Breaks In Flight

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The flight crew may need to leave the flight deck for physiological reasons.

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The procedure for all aircraft fitted WITH CCTV is:

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When a member of the flight crew needs to leave the flight deck the cabin crew

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must be notified
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A cabin crew member must position themselves outside the flight deck door
facing the passengers
• The flight crew member shall check on the CCTV screen that the cabin crew
member is in position before opening the door and leaving the flight deck
• Once the flight deck door is closed it is not necessary for the cabin crew member
to guard the flight deck door until such time that it needs to be opened again to
allow the pilot to return.
NOTE:
It is not necessary for a cabin crew member to be present in the flight deck during
this time.
The procedure for all aircraft WITHOUT CCTV is:
• When a member of the flight crew needs to leave the flight deck the cabin crew
must be notified.
• Two cabin crew members must position themselves at the front of the cabin.
• Entry to the flight deck shall be obtained via the interphone.

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• One cabin crew member shall stand outside the flight deck door facing the
passengers.
• The other cabin crew member shall enter the flight deck and remain there until
the flight crew member is ready to return.
• Re-entry into the flight deck by the flight crew member shall be obtained via the
interphone.
• The cabin crew member in the flight deck shall check their presence outside by
using the spy-hole in the door.
• Once the flight crew member is inside the cabin crew member can leave the
flight deck The second cabin crew member must remain guarding the flight deck
door continuously during this time.

Controlled rest on flight deck

Even though crew members should stay alert at all times during flight, unexpected
fatigue can occur as a result of sleep disturbance and circadian disruption. To cover
for this unexpected fatigue, and to regain a high level of alertness, a controlled rest
procedure on the flight deck can be used. Moreover, the use of controlled rest has
been shown to increase significantly levels of alertness during the later phases of

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flight, particularly after the top of descent, and is considered a good use of CRM
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principles. Controlled rest should be used in conjunction with other on board fatigue

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management countermeasures such as physical exercise, bright cockpit illumination

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at appropriate times, balanced eating and drinking, and intellectual activity. The

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maximum rest time has been chosen to limit deep sleep with consequent long

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recovery time (sleep inertia).

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(a) It is the responsibility of all crew members to be properly rested before flight.

(b) Controlled rest means a period of time 'off task' some of which may include
actual sleep.
(c) Controlled rest may be used at the discretion of the Commander to manage both
sudden unexpected fatigue and fatigue which is expected to become more severe
during higher workload periods later in the flight. It cannot be planned before
flight.
(d) Controlled rest should only take place during a low workload part of the flight.

(e) Controlled rest periods should be agreed according to individual needs and the
accepted principles of CRM; where the involvement of the cabin crew is
required, consideration should be given to their workload.
(f) Only one crew member at a time should take rest, at his station; the harness
should be used and the seat positioned to minimise unintentional interference
with the controls.
(g) The Commander should ensure that the other flight crew member is adequately
briefed to carry out the duties of the resting crew member. One pilot must be fully
able to exercise control of the aeroplane at all times. Any system intervention
which would normally require a cross check according to multi crew principles

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should be avoided until the resting crew member resumes his duties.
(h) Controlled rest may be taken according the following conditions:

1 The rest period should be no longer than 45 minutes (in order to limit any
actual sleep to approximately 30 minutes).
2 After this 45-minute period, there should be a recovery period of 20
minutes during which sole control of the aeroplane should not be
entrusted to the pilot who has completed his rest.
3 The non-resting flight crew member must remain alert. This may be
achieved with aid of:
– Appropriate alarm systems
– Frequent cabin crew checks; In this case, the Commander should inform
the senior cabin crew member of the intention of the flight crew member
to take controlled rest, and of the time of the end of that rest. Contact
between the flight deck and the cabin crew, by means of the interphone,
must be made every 20 minutes and cabin crew should check that the
resting crew member is again alert at the end of the period.
(i) A minimum 20 minute period should be allowed between rest periods to

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overcome the effects of sleep inertia and allow for adequate briefing.

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(j) If necessary, a flight crew member may take more than one rest period if time

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permits on longer sectors, subject to the restrictions above.

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(k) Controlled rest periods should terminate at least 30 minutes before top of
descent.
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8.3.10.2 CABIN CREW u nc
All cabin crew members are to be seated at their assigned duty stations for take-off
and landing, and whenever so instructed by the aircraft Commander in the interest
of safety.

Cabin crew seating positions are determined so that they are:

• Close to a floor level exit;
• Able to provide a good view of the areas of the passenger cabin for which the
cabin crew member is responsible; and
• Evenly distributed through the cabin, in the above order of priority.

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8.3.11 USE OF SAFETY BELTS FOR CREW AND PASSENGERS

8.3.11.1 CREW
• During take-off and landing, and whenever the Commander considers it
necessary in the interests of safety, crew members shall be at their assigned crew
stations, properly secured by the safety belts and harnesses provided.
• Both pilots full harnesses are to be used for take-off and landing, and in turbulent
conditions.
• Whenever the FASTEN BELTS sign is ON, both pilots must have their full harness
on.
• If one pilot vacates his seat whilst airborne for any reason, then the pilot in control
must wear his full harness and have his seat in the normal flying position. During
the climb and descent, both pilots should have their seats in the normal flying
position.
• At the discretion of the Commander and when the flaps are retracted the PM/ PNF
cycles the fasten seat belt switch to OFF and back to ON. The cabin crew will
then initiate the cabin service.

8.3.11.2 PASSENGERS
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• The Commander shall ensure that each person on board is briefed before takeoff

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on how to fasten and unfasten his safety belt/harness.
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Before take-off and landing, and whenever he considers it necessary in the

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interests of safety, the Commander shall ensure that each passenger on board
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occupies a seat with his safety belt/harness properly secured.
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Multiple occupancy of aircraft seats is not permitted other than by one adult and
one child less than two years of age who is properly secured by a child restraint
device.

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8.3.12 ADMISSION TO FLIGHT DECK

easyJet flight crew are responsible for ensuring that the flight deck door is locked
from the time the engines are started before take-off until they are shut down after
completion of the flight.
The flight deck door may be opened, solely at the discretion of the aircraft
Commander, when required for the purposes of essential entry and egress from the
flight deck.
If the flight deck door is opened in flight for any reason then there must be two cabin
crew members positioned at the front of the cabin.
One cabin crew member is required to stand at the front of the cabin facing the
passengers and monitoring the cabin at all times.
Before opening the door the CCTV or door viewer MUST be checked. A pilot will
acknowledge and unlock the door. Once entry has been gained the door must be
closed and locked.
The flight crew must not leave the flight deck while the aircraft engines are in
operation except for health (including physiological needs) and safety reasons.

ACCESS TO FLIGHT DECK - OTHER THAN FLIGHT CREW

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Refer to Section 1.4, “Authority, Duties And Responsibilities Of The Commander”,

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for the operation of the flight deck door.

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Other than those detailed in the categories below, passengers are not allowed access

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to the flight deck at any time or for any reason whilst the aircraft engines are in

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operation.

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The Commander has absolute authority to refuse admission to and carriage on, the
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flight deck for whatever reason.
The Commander will ensure that:
All persons carried on the flight deck are made familiar with the relevant safety and
operational procedures, including emergency procedures and, in particular, the
requirement not to distract the flight crew during certain phases of flight; Admission
to and carriage on the flight deck does not compromise safety; No alcoholic
beverages are served to, or consumed by, persons admitted to the flight deck.

USE OF THE FLIGHT DECK JUMP SEAT

Use of the flight deck jump seat is restricted to the following authorised personnel
only.
(a) The operating flight and cabin crew of the aeroplane in question;
(b) Pilots discharging training duties;

(c) Regulatory Authority Officals with statutory powers to enter and remain on a
flight deck when on duty;
(d) Duty positioning crew employed by the airline, when no seat is available in the
passenger compartment;

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(e) Extra crew - flight and cabin crew who have specific duties to perform in-flight in
addition to the normal operating crew, (This includes supernumerary crew who
are travelling for the purpose of familiarisation).
Duty positioning crew and extra crew must be shown on the Crew List as normal
operating crew. These crew members must also be shown on the General
Declaration, if one is required for the flight. Should their destination be different
from that of the operating crew, this must also be shown. Refer to Section 4.5,
“Positioning Crew”. Crew members listed on the Crew List must also be recorded
in AIMS.
In addition, and only where authorised in advance by the Head of Aircraft
Operations, the Flight Policy and Standards Manager, the Duty Pilot, the National
Authority have granted authority to easyJet to carry the following people on the
flight deck jump seat.
Such persons must possess a means of positive identification. The following
categories must also be ticketed.
(f) Flight and cabin crew employed by the operator, or employed by another
company in the same group of companies as the operator, when there is an
established common security screening and ID issuing process, who are off duty
but either travelling to start their duty, or travelling after its close, when no seat is
available in the passenger compartment.
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(Full details of this facility are available on http://inside).

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The following personnel must possess a means of positive identification

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together with the written authority (cockpit permit).

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(g) easyJet personnel (being those employed by, or a director of, easyJet) when

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travelling on easyJet business, when no seat is available in the passenger
compartment.
(h) Personnel from a company in the same group of companies as the airline easyJet,
when travelling on easyJet business, when there is an established common
security screening and ID issuing process in accordance with Regulatory
Authority requirements, and when no seat is available in the passenger
compartment.
(i) Air Traffic Control officers on official business;

(j) Persons who need to have access to the flight deck for reasons connected with
their duties in relation to aviation safety or technical knowledge; (this will include
easyJet quality auditors, other airline personnel travelling for the purpose of route
and/or airfield familiarisation; aircraft manufacturer's representatives; navigation
and performance contractors, easyJet doctor for research reasons).
(k) Any other category of person approved in advance by the national authority.

COCKPIT PERMIT
A cockpit permit can be issued by the Head of Aircraft Operations, the Flight Policy
and Standards Manager or the Duty Pilot. Where a cockpit permit is required
(categories g-k) this must be carried and produced to the Commander of the flight.

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The standard cockpit permit will only specify authorisation for the flights detailed on
that permit, however certain personnel may be issued with a cockpit permit that has
a specified validation period.

OTHER CONSIDERATIONS
All staff not classified as operating crew or extra crew must be ticketed and checked
in on the flight manifest.
Persons using the flight deck Observer seat are not included in the AFM limitation.
Infants & Children are not authorized on the flight deck Observer seat
Other persons not employed by easyJet, but having staff travel privileges, including
relatives of easyJet personnel and relatives of the operating flight deck and cabin
crew, must not travel on any flight deck extra jump seat.

8.3.13 USE OF VACANT CABIN CREW SEATS

Should a passenger seat become unserviceable, the Commander with agreement of
the SCCM has full discretion in the use of a spare cabin crew seat.
Any unqualified person, including passengers, may travel on a cabin crew jump seat
but must be briefed on the procedure to follow in an emergency.

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The Commander must consider age, agility, ability to communicate and other
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personal attributes that may hinder an evacuation to customer service before

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allowing passengers to occupy cabin crew seats. A minimum age of 14 is mandatory

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for anyone occupying a cabin crew seat adjacent to an emergency exit. This person

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must be capable of assisting in an emergency evacuation.

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The AFM limitation for the Boeing 737 restricts the maximum passenger figure in the

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cabin to 149. This includes the use of a cabin crew seat by non-operational crew.

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8.3.15 CABIN SAFETY REQUIREMENTS

A member of the flight or cabin crew will be responsible for cabin safety from the
time the aircraft is accepted for flight, until all the passengers have been offloaded at
the end of the flight.
SMOKING ON BOARD
Smoking on board the aircraft is prohibited at all times.
PRE-FLIGHT
The crewmember responsible for cabin safety is to confirm that the passenger
compartment contains the requisite emergency equipment in the appropriate
stowage(s); seatbacks are in the upright position and lap straps and/or harnesses are
neatly arranged ready for use.
Tables should be folded and stowed, and any catering secured in its approved area
or compartment.
Passenger briefing should be carried out when all passengers are seated, and their
attention can readily be gained.
The briefing is be given in a calm and authoritative manner, and be as interesting and
informative as possible. Whereas some passengers may be experienced air travellers,

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others may not previously have flown, or may not be accustomed to different types
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of aircraft.

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The main aim of the briefing is to cover all required items and to highlight the
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contents of the passenger safety cards in order to ensure that all passengers will retain

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sufficient of the information to react sensibly in the event of an emergency which, it

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should be emphasised, is unlikely to occur.

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IN FLIGHT
Commanders are responsible for ensuring that cabin crew are made aware of the
flight phase and that passengers are properly secured. Cabin crew should
automatically complete such duties when so warned by the Commander.
POST FLIGHT
Passengers should be instructed to remain seated with their seat belts fastened until
the aircraft has come to rest and the engines have been stopped. Normally a
crewmember is to open the aircraft door(s) and remain in attendance with the
passengers until an approved escort is available. The Commander is to ensure that
local airport procedures do not prohibit pedestrian passengers from traversing the
movement area.
REFUELLING
REFERENCE: Section 8.2.1.1, “Refuelling With Passengers On Board”
PRE BOARD BRIEFING CONCERNING DANGEROUS GOODS
Except as otherwise provided for in the 'Dangerous Goods' chapter, Dangerous
Goods must not be carried in or as passenger or crew checked or carry-on baggage.
Security type attaché cases incorporating Dangerous Goods, e.g. lithium batteries or
pyrotechnic material, are totally forbidden.

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8.3.16 PASSENGER BRIEFING PROCEDURES

Passengers' attention is to be drawn to the briefing cards, which they should be
advised to read, and they are in any case to be verbally briefed on:
• restrictions on smoking, with particular reference to its prohibition when oxygen
is required to be used;
• position of seat-backs and stowage of tables;
• location and use of emergency exits;
• location and use of floor proximity emergency escape path markings; where
fitted;
• stowage of carry-on baggage;
• Restrictions on the use of portable electronic devices.

PASSENGERS - USE OF ELECTRONIC EQUIPMENT

Passengers should NOT use electronic devices, including mobile phones, whilst
walking on the ramp due to airport restrictions.
• Mobile phones may be used by passengers on board the aircraft prior to

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pushback but must be switched off once the aircraft doors are closed. Passengers
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may use mobile phones after landing but only once the aircraft doors are open.
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All devices that transmit or receives calls or text messages must be completely

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turned off for take-off and landing and for the duration of the flight. However,

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there are some exceptions:

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– Devices adhering to the Bluetooth standard (e.g. wireless headsets that use
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a Bluetooth connection to a PC) except telephones, may be used during
flights but must be switched off during take-off and landing
– Devices that have a 'flight mode' or 'flight safe' setting may be used in
flight provided the flight safe mode is enabled before the engines are
running. These devices must be switched off during take-off and landing
– The use of the wireless LAN (WLAN) is not permitted on easyJet aircraft.
Laptops with built-in WLAN/WiFi may be used during flights provided the
WLAN/WiFi is turned off. All laptops must be switched off during take-off
and landing
– Electronic games, disc players and similar entertainment equipment have
negligible effect on aircraft systems and may be used during flight but must
be switched off during take-off and landing
• When completing 'cabin secure' checks Cabin Crew must ensure that all
electronic devices are switched off. There is no requirement for passengers to
remove headphones at any time when onboard the aircraft.
• During extended/remote holding, whether or not the engines are running, the
Captain is authorised to permit the use of mobile phones providing an
announcement is made to ensure all phones are switched off prior to flight.

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• Passengers may use mobile phones on board the aircraft during the fuelling
process.
• Passengers embarking or disembarking the aircraft via the ramp must not use their
mobile phones during this period. During this time they will be under the
supervision of ground handling personnel.

PRE TAKE-OFF DEMONSTRATION

The following rules apply to demonstrations:
• the use, fastening and unfastening of safety belts/harnesses;
• the use of oxygen masks in flight when the cruising level will be above flight level
250, or the minimum flight altitude on any parts of the route is more than 14000
ft;
• The location and use of the life-jackets if any part of the take-off or approach path
will be over water or when any part of the flight will be over water at a distance
of more than 50 NM from the shore. This demonstration can take place prior to
boarding the aircraft.
It is easyJet policy to brief passengers on the use of emergency equipment (where
fitted) on all flights.

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IN FLIGHT

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Passengers are to be advised as necessary throughout the flight whenever conditions

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require the fastening of seat belts.

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BEFORE LANDING

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Before landing, passengers are to be advised that:
carry-on baggage should be secured;
• seat backs should be returned to the upright position, and tables stowed;
• seat belts/harnesses should be fastened;
• Restrictions on the use of electronic devices.
Refer to Section 8.3.16, “Passenger Briefing Procedures” for details.

AFTER LANDING
After landing, passengers are to be advised to remain seated, with safety belts/
harnesses fastened until the aircraft has come to rest, and to refrain from smoking
until they have entered a clearly defined smoking area.
Depending on the fleet and passenger complement, the in-flight and pre-landing
briefings may be given by a cabin crew member, by the use of illuminated cabin
warning signs, or verbally by a member of the flight crew where the other two
options are not available. If an emergency occurs during flight the passengers are to
be briefed on such emergency action as may be appropriate to the circumstance.

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 Operating Procedures

8.9 PUNCTUALITY POLICY

8.9.1 ON TIME PERFORMANCE
The overall policy of easyJet is to operate its services on schedule and therefore
punctuality must have a high priority but must never compromise the safe operation
of the aeroplane, which remains the Commander's paramount responsibility at all
times.
The Commander has the ultimate responsibility for his aeroplane and its load, and
station staff or agents are required to keep him informed of any factors bearing on
punctual departure. Any information affecting punctuality should be noted on the
Journey log.
easyJet policy is to board on time, and be ready with doors closed by STD -3 minutes
for an on-time departure.
Intentional delays, to accommodate late passengers or load, should not normally be
considered.

Crew report
The crew shall aim to be at the aircraft at STD -35 at the latest, such that sufficient

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time is available to complete the necessary pre-flight checks prior to boarding.

Green Light Boarding

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For all first wave departures customers should be automatically released at a time
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which will enable them to board the aircraft at STD-25. There is no requirement for

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the dispatcher or gate agent to wait for a signal from the Cabin Crew to confirm that

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they are ready for boarding to commence.
The only exception to this is when the aircraft has a technical problem or when the
minimum number of required cabin crew are not onboard by STD-25. In these
situations the Commander or Senior Cabin Crew Member will advise the dispatcher
who in turn must advise the boarding gate agent, and boarding should then be held
until confirmation is received that boarding can commence.

Early Departures
The commander may consider an early departure up to a maximum of 10 minutes
ahead of schedule in all circumstances if the Dispatcher has confirmed that boarding
and loading have been completed. If the aircraft is ready to depart prior to STD-10
the aircraft doors may be closed at this time with the aircraft departing at STD-10.
A departure any earlier than 10 minutes may only be made in consultation with OCC
if operational conditions exist which might endanger the aircraft or cause significant
operational impact. Such conditions might include strike action, extreme weather
conditions, systemic computer failures affecting ATC networks etc.

8.9.2 REMOTE HOLDING

easyJet does not over resource ground staff “just in case”, and delaying departure
from stand can significantly impact handling resource and stand allocation. This will

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vary by airport / time of day, and therefore crews should assess the situation, in
liaison with the handling agent and ground control as appropriate, to achieve the best
balance between fuel conservation and OTP without impacting ground handling
resource.
The following guideline therefore applies in the event of a slot delay:
• In order to conserve fuel, crews may delay start-up / pushback from stand subject
to the following considerations:
– There are no ground handling resource issues (i.e. Handler confirm that
pushback team can remain with aircraft without impact elsewhere) or
stand planning implications.
– Crew must aim to push back no later than STD +14 minutes in order to
safeguard the 15-minute punctuality measure.
• Beyond this guidance, or where the above cannot be applied:
– Where anticipated slot delay is up 30 mins - absorb whilst taxiing or at the
runway holding point.
If the RH area is close to the gate position, it is preferable to push to the RH without
starting engines. If taxiing to a RH area, carry out the Before Start and After Start

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checklists. On arrival at the RH area, complete the After Landing scan and the Shut

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Down/Parking checklist. Liaise with ATC and check the aerodrome booklet for RH

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restrictions and procedures. (Approach plates for STN and LGW currently display RH
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instructions and locations).

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At the RH monitor the handling agent frequency on VHF box 2 and ATC on box 1 in

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case of changes to the slot time (CTOT). If necessary, the Commander's mobile

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phone should be used to contact the OCC Air Traffic Slot Co-coordinator (ATSC).
Monitor the fuel usage. The imbalance caused by the APU is considered to be
insignificant for a 60 minute hold. The use of the crossfeed valve is not
recommended.
When lengthy RH is anticipated, appropriate additional fuel uplift may be required.
Doors are to remain in AUTO/ARMED.
While RH procedures are in force, cabin crew must not initiate an evacuation
without checking with the Commander. Seat belt signs may be switched OFF during
the RH. Passengers' use of mobile phones is permitted at the Commander's
discretion.
The SCCM must check with the Commander to confirm that it is permissible for the
passengers to use their mobile phones. If agreed, the SCCM should inform the
passengers via the PA that mobile phones may be used until they are advised to the
contrary.
Approximately five minutes before engine start, the Commander should inform the
SCCM that a further PA announcement should be made to request that the
passengers must terminate their phone calls and switch their mobile phones off.
Arrange engine start and taxi so that you are at the Runway Departure Point at least

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 Operating Procedures

CTOT minus 5, taking into account any remote de-icing procedures. There is no
requirement for a ground crew or fire cover during the restart in the RH area.
Commanders should take all reasonable precautions to avoid danger to ground
personnel.
In the event that a cabin crew member or passenger observes a Non-Normal engine
start, the Commander must be informed immediately.
NOTE:
It is recognized that at certain airports or during adverse weather (e.g. de-icing
procedures on stand, etc.), this policy may not be possible or prudent.

8.9.3 DISPATCH PROCEDURES

TRANSITS AND TURNROUNDS

Every effort must be made to make up time if an aircraft arrives late on a turnround.
However when reducing turnround times to regain schedule the Commander must
ensure that his crew will not be excessively fatigued.

EARLY DEPARTURES

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An early departure may be made if meteorological conditions are forecast which
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might endanger the aircraft or cause a long delay. All booked passengers and dead

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load must be on board unless a delay might hazard the aircraft.

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An early departure may also be made subject to the following:

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(a) All booked load on board and negligible prospect of further load

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(b) Destination station open for arrival movements at an earlier ETA and not likely to
be congested.

DELAY CODES
Where possible, the Commander will agree with the Dispatcher the delay codes to
be used for any delay incurred.

ARRIVAL PUNCTUALITY
Most flights are planned to operate at a minimum cost to easyJet (the Cost Index
annotated on the OFP). Therefore, any deviation will increase cost and negate the
benefits.
If a flight/series of flights is/are operating behind schedule, OCC will assess all the
relevant factors and determine a tactical Cost Index (within specified limits).
In all cases the applicable Cost Index will be annotated on the respective OFP and
crews should operate in accordance with it.
It is not easyJet policy to load extra fuel with a view to increasing speeds without
liaison with OCC. Speeds should normally be flown in accordance with the Cost
Index speed schedule.
If there is any possibility of an ATC delay, the crew must monitor ATC as soon as
practicable after arrival at the aircraft. When delays are general, the runway
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Operating Procedures

departure intersections and the minimum and maximum acceptable flight levels
compatible with operational requirements should be given when requesting start-up
to ensure maximum ATC co-operation.

MAJOR DISLOCATION
Because of the large number of movements at aerodromes on the easyJet network
efficient communication between Commanders and OCC are essential to minimize
delay. In the event of weather delays Commanders must inform OCC when they will
be prepared to operate.
After major dislocation, an order of departure may be allocated and the flight crew
should be on-board, prepare the aircraft and monitor easyJet frequency. Liaison
between flight crew and cabin crew must be maintained in these circumstances. At
times of ATC disruption passengers should be boarded as soon as possible to ensure
full reconciliation is made and thereby freeing resources of the handling agent. When
fully ready for departure with a delayed CTOT, crews should request ATC to send a
ready message to CFMU BRU. This will ensure the aircraft is considered for any short
notice CTOT improvements. easyJet flight plans are stored in BRU to accept any
CTOT improvements. If passengers are not boarded for any reason OCC should be
advised, so that CTOT block is put on the flight, excluding it from any improvements
to the CTOT.
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DIVERSIONS
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In the event of a diversion becoming likely crews should contact OCC (if possible) at

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the earliest opportunity requesting advise on the preferred alternate and as to

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whether a 'fuel and go' procedure should be adopted or if passenger disembarkation
is required.
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Commanders are requested to accept advice they are given unless there are sound
operational reasons to do otherwise.
Aircraft inbound to LGW, LTN or STN with EAT's being issued by ATC. It is the
responsibility of OCC to determine whether ATC are to be approached to request a
stack swap in order to prevent diversion.This does not replace the Commanders
authority regarding the safe operation of the aircraft. To assist the decision making
process when EAT's are being issued by ATC, crews are to contact OCC, and advise
of the holding capability and the latest time that the aircraft can leave the stack and
still arrive at LGW, LTN or STN as applicable.

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