Pre-Course Reading Material

FLIGHT CREW sepa FY24

Course menu
BUILDING EVACUATION SAFETY

RAMP SAFETY

FALLS FROM HEIGHT

PRM

SAFETY & EMERGENCY EQUIPMENT

DOORS & EXITS

EMERGENCY ON THE GROUND

EMERGENCY LANDING & DITCHING

CABIN SMELLS EVENTS

A321 DIFFERENCES
Building evacuation safety
Building evacuation safety
Whether you are in a building, office, crew room, airport, hotel there are some things you should consider for
your safety:
If it is fire-related, remember fire spreads quickly and smoke kills in seconds.
That is why it is important in a building to:
• Immediately activate the fire alarm if a fire or a hazard that presents threat to life is discovered.
• Ensure the emergency services have been called (999 in the UK, 112 in Europe, however 112 does connect you to the
emergency services in the UK).
• If you hear a fire alarm activated always treat as ‘live’ (unless you have been informed of a test) - don’t wait for
instruction from other personnel and evacuate calmly and quickly.
• Immediately evacuate the building using the nearest route (green running man) ensuring all doors are closed behind
you.
• Do NOT stop for belongings or reunite with colleagues or family members - meet outside.
• Use stairs to evacuate – NEVER use lifts.
• Report to the nearest assembly point outside the building.
• Only attempt to fight a fire if it is small, and your exit is NOT blocked, without compromising your own safety.
• Do not return a building under any circumstances until authorised to do so and it has been declared safe.
• Some large buildings like Gatwick Airport have in intermittent alarm in a zone that is adjacent to the area that is
currently being evacuated. This indicates that you may also shortly need to evacuate.
Building evacuation safety
Where there is a threat to life a building fire alarm could be sounded to evacuate quickly and safely. It is not
simply limited to fire; some examples include a dangerous chemical spillage, fumes, credible bomb threat or
terrorist attack.

Some additional considerations if staying in a hotel overnight:

• Before going to bed ensure you have shoes and something warm to put on quickly. Alarms often activate at night when
people are asleep in bed.
• Ensure you have placed your key card and phone in a position that you can take it with you.
• If your exit route is blocked, you will at least be able to return to your room.
• If you are trapped immediately call the emergency services and tell them the hotel you’re staying in and the room
number. DON’T waste time calling reception as they are likely to be outside conducting a room rollcall.
Ramp Safety
Ramp safety
There should be sufficient
Maintain observation of the
lighting, adapt the speed of
Always wear a hi-vis vest area you are walking in. Be Keep to marked walk ways,
your walk to meet the
fastened and use ear aware of vehicle movements follow any local instructions or
conditions. Footwear as
defenders when on the ramp. around the aircraft or along signs.
stipulated in uniform
your route.
standards should be worn.

Be observant for Foreign Object Use permanent fixed steps or

Debris (FOD), if there are any Never approach an aircraft steps that are positioned correctly.
hazards alert staff in the Do not operate any ground when the anti-collision lights Keep one hand free so that the
proximity and ensure the ground equipment, including FEGP, are rotating due to hazards handrail can be used to steady
handling agent is aware so unless authorized to do so. from jet blast and intake ascent/descent, especially in poor
remedial action can be taken. suction. weather or when de-icer has been
Place any FOD in a FOD bin. used on the ramp.

Use of external/jetty steps is

permitted at some stations; the Handrails must be used.
design of the steps creates additional Passenger steps should be
hazards which must be assessed by considered where available
the user taking into account weather particularly in extreme weather
conditions, contamination, footwear, conditions.
angle of steps.
CSPM 1.20
Falls from height
Falls from height
A small gap of 2.5 cm – 6 cm between the aircraft
and the steps, and a vertical gap of 15 – 25 cm
between the step’s platform and the sill of the
aircraft door to allow for aircraft movement.

Guard rails will be fully extended and secured by

ground crew either before or after opening
the aircraft door, depending on the guard rail.
mechanism

Once the steps/airbridge are correctly in place

and secured, ground crew will knock twice on
the aircraft door (Never open a door without
ground equipment being positioned).
CSPM 2.4.3/5.12.4
OM-A 8.2.1
Falls from height
Cabin crew will open the door, following the door opening procedures, and check that:

• The steps/airbridge are correctly positioned.

• On no account should passengers be allowed to embark/disembark if the steps/airbridge are not correctly positioned
• During boarding, disembarkation and re-fuelling the aircraft may move vertically as the weight within the aircraft alters.
• Crew must always check that the step down on to the steps will not present a risk to passenger safety
• Cabin crew should check step positioning visually. If cabin crew cannot be sure that steps/airbridge are positioned
correctly by checking visually, e.g. guard rails cannot be seen, then cabin crew should check with the ground crew.

If steps need to be repositioned, the ground crew must be informed .

Any temporary closure of cabin doors during an extended turnround or prior to passenger boarding (e.g. due
to weather conditions) must be in liaison with ground crew, to ensure that the closure of the door is NOT
interpreted as a signal to remove steps.
CSPM 2.4.3/5.12.4
OM-A 8.2.1
Falls from height
REMOVING/REPOSITIONING STEPS/AIRBRIDGE
Under no circumstances must the steps/airbridge be removed from the aircraft until the
cabin crew have handed the permit to the ground personnel where cabin crew are
present.

Cabin crew will close the aircraft door. The ground personnel will wait until the door is
fully closed before retracting the steps/airbridge.

Cabin crew will use “Permit to remove steps” – Permit to Remove Steps (CSPM 2.4.3,
Use of Steps and Airbridge) are not mandatory but may be requested by the ground
crew.

If an incident occurs during the steps/airbridge removal procedure, the dispatcher must
be informed before the aircraft departs from its stand.

If door SOPs are not followed by crew or ground teams it should be reported through
SafetyNet.
PRM
• Carriage of mobility equipment –
two pieces are allowed, and must
be stowed securely for take-off
and landing. Any items carried in
the hold must comply with
dangerous goods requirements
• Stowage of mobility equipment
should always be in line with
normal cabin bag stowage
requirements. Items carried are
also subject to dangerous goods
regulations, and to ensure space is
available we ask customers
requiring assistance give a
minimum of 48 hours notice of
their requirements.
• Seating considerations may mean that
the Cabin Crew have to move PRMs
after boarding, so that, for example,
someone with a hearing impairment is
near the galley so they could easily get
a crew members attention. Cabin
Crew would seek advice as this could
impact zone counts
• Seating considerations could also
include ensuring that restrictions are
met, including at the restricted seats.
It could also mean moving people to
accommodate specific types of
restraint device such as cares harness
which is recommended to be used in
the back row at the window seat.
• Customer denied travel must be
notified of the reason in writing (if
requested) within 5 days. This must be
discussed with the CDO.
• A customer can only be offloaded for
one of the following:
• The size of the door makes
boarding impossible
• If safety is compromised (such as
the customer cannot comply with
safety requirements and they do
not have an accompanying
person)
• Regulations (such as they are fully
reliant on an electric wheelchair,
but it contains a spillable battery
which cannot be carried on
easyJet aircraft).
Safety & Emergency Equipment
Equipment location diagrams differences

Differences
highlighted
in yellow
Pre-Departure Equipment Checks:
Security search requirements are separate to pre-departure safety equipment checks, but are carried out
simultaneously. If during pre-departure checks you observe that a seal is broken on any piece of equipment the
item must be security searched.

The pre-flight check consists of a General

Visual Inspection (GVI) which is a visual There are nine items of equipment that require a GVI and an
check at no greater than arm’s length from additional pre-flight check, this includes:
the piece of equipment to ensure that the
equipment: •BCF Fire Extinguisher
• Is present and correctly stowed. •Hafex Fire Extinguisher
• Correct number on board. •Portable Oxygen
• Has no obvious defect. •First Aid Kit
If any defects are observed with safety •SMK (Supplementary Medical Kit)
equipment they must be reported in the •Standard Torch
cabin defects log. •Air Lite Torch
Obvious defect /
•ELT (Emergency Locator Transmitter)
Incorrect
damaged. •AED (Automated External Defibrillator) number
Pre-Departure Equipment Checks:
>GVI only:
MRT – Manual Release Tool ESB – Extension Seat belt Demo Kit
Operation/use
Operation/use Used as an infant Operation/use
To manually open restraint, to
the drop-down secure a car seat To assist crew
oxygen to the aircraft with the
compartments in seat, to secure a completion of
the cabin in case large musical the safety demo.
they fail to open instrument or to
automatically. secure an
Assistance/Guide
dog.

Megaphone FRB – Fire Retardant Bag

Operation/use
Operation/use
Provides a means
of communication if When a plastic gash bag is used
the PA system fails; it must always be placed inside a
it can also be used fire retardant bag (may be
Cabin Crew will outside the aircraft orange or grey). These can also
normally conduct following an be used for containing remnants
evacuation. of a fire and when dealing with
the checks on this dangerous goods spillages.
equipment.
Pre-Departure Equipment Checks:
AED SMK OXY

•Pre-flight checks in •Pre-flight checks in •Pre-Flight Checks in

addition to General addition to General addition to General Visual
Visual Inspection: Visual Inspection: Inspection
•No Audible Alarm •Unsealed or Sealed • ¾ full
with Green seal •Tube/mask attached
•Operation/use: To assist
First Aid scenarios •Operation/use: For •Operation/use: For First
involving CPR. Turn ON First Aid use. Aid scenarios, to use after
pressing the green a decompression. Turn
button and follow the the knob anticlockwise.
instructions.

OXY - Lightweight

•Pre-flight Checks in addition

Cabin Crew will to General Visual Inspection:
normally conduct •3/4 full
•Tube/mask attached.
the checks on •Operation/use: For First Aid
these equipment. scenarios, to use after a
decompression. Turn the
knob anticlockwise.
Safety equipment – flight deck

AXE PRE-FLIGHT CHECKS OPERATION

• The axe can be used • The pre-flight check is a GVI • If a panel or partition cannot
during fire fighting • The axe must be stowed with be completely removed the
to assist in removing pointed end of the axe can be
the axe head closest to the flight used to lever open the panel
panels or partitions deck floor, in its protective cover.
and piercing holes or make a hole to enable an
The handle is then attached by extinguisher to be discharged
enabling the seat or
base of the fire to be
the means of a strap. There are into the gap behind the panel.
exposed. two fasteners, the axe head cover The handle is insulated
and the handle strap. against electric shock
Safety equipment – flight deck
OPERATION
Lift safety catch, squeeze trigger to test, then direct the nozzle at the base of the
flames and squeeze the trigger.

BCF – FIRE By operating the trigger, the red disc is ejected from the operating head,
therefore giving a visual indication that the extinguisher has been used. The
EXTINGUISHER optimum distance from the fire for effective fire fighting is between four and six
feet/120 and 180cm, with the extinguisher held at an angle of no more than 60
degrees. As the pressure decreases it will be necessary to move closer to the fire.
Although the discharge from the extinguisher may not be easily visible, you will
see its effect on the flames.
• GVI (General The BCF fire extinguisher gives quick results but once the flames have been
PRE- Visual extinguished no further advantage is gained by spraying the site so preserve the
rest of the extinguisher. Be prepared as re-ignition is always possible. In non-
FLIGHT Inspection) electrical situations dampen and cool the area of the fire with water or other non
CHECKS • Red disc is flammable liquid.
present Be prepared to use extra pressure to operate the trigger to
activate the BCF.
The BCF has a duration of approximately 15 seconds.
Safety equipment – flight deck
OPERATION
Open both stowage latch hooks and remove the fire extinguisher.
Hold the fire extinguisher upright with one hand and remove the safety pin
HAFEX – FIRE with the other hand (prior to donning protective gloves).

EXTINGUISHER Test the fire extinguisher by pushing the control lever down.

Don protective gloves.

Aim the nozzle of the fire extinguisher at the base of the fire (the optimal
• GVI distance to the fire-base is 1.5–2 meters).
PRE- • Needle in Push the control lever down, this will immediately start the discharge from
extinguisher (releasing the lever will interrupt the flow).
FLIGHT green
CHECKS segment of Sweep from side to side, until the fire is extinguished.
guage Force is required to remove the safety pin.
HAFEX lasts approximately 9-10 seconds
Safety equipment – flight deck
FIRE EXTINGUISHER PRECAUTIONS
• Be aware that the bottle may get very cold during
operation, therefore it is recommended that crew don
protective gloves prior to use.
• Initial discharge may cause paper or fabric fires to
scatter, e.g. class ‘A’ fires.
• Flare up may occur as the extinguishing agent initially
comes into contact with the fire.
• A smoke hood should always be put on when using a
fire extinguisher due to the potential smoke from fire
and fumes given off by the extinguisher.
Safety equipment – flight deck
• Remove from stowage and remove life jacket from
container.
• Pass the life jacket over the head, pass the tape
around the waist, bring forward and secure using the
OPERATION plastic clip. Adjust accordingly.
• To inflate, pull red toggle sharply downwards.
• If the CO2 inflation system fails, inflate by mouth using
the oral inflation tube. The oral inflation tube is also
LIFEJACKETS used to top up, if needed, due to gradual air loss.

There are different types of life jacket, the

operation of which is very similar. The
Life jackets are carried for passengers (yellow- Universal life jacket (ULJ) is the only life
under each seat) and crew (orange-under cabin jacket that can additionally be adapted to
crew seats and in flight deck stowage); there are fit infants (identified by the back "universal"
also spare life jackets onboard. band on the pouch).

PRE- DO NOT INFLATE UNTIL OUTSIDE THE AIRCRAFT.

• GVI (General Visual
FLIGHT Inspection). If inflation fails, use oral inflation tube. Do not use oral inflation tube prior to
CHECKS gas inflation as excess pressure may cause the life jacket to burst.
Safety equipment – flight deck
The emergency locator transmitter (ELT) is located in the flight deck on
aircraft right.

•Unwind the lanyard beginning with the snap hook.

•Connect the snap hook with the lanyard securely to a
detached slide.
•When the beacons ARMED/OFF/ON toggle switch is in the
OPERATION ARMED position the beacon will be activated automatically

ELT IN WATER by water contact. The beacon can also be switched on by

moving the toggle switch to the ON position.
•The red LED indicates that the beacon works.
•To improve the transmission power, pull out the antenna
into upright position.
An emergency locator transmitter (ELT)
broadcasts distinctive signals on designated
frequencies. It may be automatically activated
• Look for an area clear of obstructions such as trees.
or manually activated by switching on. This • Choose the highest point for best transmission.
enables the aircraft's location to be tracked. • Activate the beacon by switching the beacons
OPERATION ARMED/OFF/ON toggle switch to the ON position.

PRE- ON LAND • The red LED indicates that the beacon works.
• To improve the transmission power, pull out the antenna
• GVI (General Visual Inspection).
FLIGHT • Toggle switch in ARMED position
into upright position.
• Place the beacon at the previously chosen place.
CHECKS
Safety equipment – flight deck
There are three medical kits onboard
the aircraft; two are the mandatory
aircraft first aid kits (FAK) which are
required by regulation: one of which is
located in the flight deck. The third is
a non-mandatory kit (meaning that
you can depart without it if required);
this is referred to as a supplementary
medical kit (SMK). The supplementary
medical kit (SMK) must always be
used before the aircraft first aid kit
(FAK) for items that are available in
FIRST AID KITS both kits.
Safety equipment – flight deck
PRE- • GVI (General Visual
FLIGHT Inspection).
CHECKS • Sealed with a green seal

•New kits, and kits with contents above the

minimum required will be green sealed.
•Open kit, use contents and complete
FIRST AID KIT (FAK) OPERATION
documentation as required.
•Check the FAK contents list, if the kit contains
equal to or above the minimum amount required it
must be sealed with one green seal. If quantity is
below minimum, or there are no green seals
The first aid kit (FAK) contains remaining, seal kit with one red seal, inform the
Captain and enter into Cabin Defects Log.
mandatory items that we MUST have
onboard required by EASA. The aircraft One required First Aid Kit may be incomplete (red sealed) or
first aid kit is only to be used if the missing for two consecutive calendar days. If both required
items required are not available in the First Aid Kits are incomplete (red sealed), the aircraft may
supplementary medical kit (SMK). return to a location where replenishment may be made.
(MEL 25-64-01)
Safety equipment – flight deck
PRE-FLIGHT • GVI (General Visual
CHECKS Inspection).

Protective gloves must be used

by a crew member when fighting
fires. To grasp hot metal or
burning parts, and when
PROTECTIVE GLOVES operating a FEX. They provide
protection for hands and wrists
Safety equipment – flight deck
PRE-FLIGHT • GVI (General Visual
CHECKS Inspection).

Pilots will always attempt to use the emergency exits within the
cabin as these are fitted with escape slides.
In the unlikely event that these exits are not available the sliding
windows in the flight deck are a secondary means of exit.

• Open the window.

• Open the escape rope compartment (above and aft
of window).
• Pull on the escape rope to ensure it is securely
attached.
OPERATION • Throw the rope out of the window.
• Take hold of the rope. Place one leg out of the
window (Captain's seat – right leg, First Officers seat
ESCAPE ROPES – left leg). Then your body followed by the other leg.
• Descend down the rope.
Safety equipment – flight deck
The smoke hood (SH) can come in two different
types of box; blue and grey, and grey. The smoke
hoods (SH) inside both boxes are exactly the same.
The only difference is how the box is opened.

To remove the hood

SMOKE HOOD From the blue and grey box:

• Lift the yellow handle marked 'lift' on the top of the box and then pull the grey
handle marked 'pull' to open the box.
• Remove the foil bag and tear open using the tear strip. Take out the hood.
PRE- From the grey box with black handle and green latch:
FLIGHT • GVI (General
Visual Inspection).
• Push open the green catch.
• Press the grey PUSH tab firmly (this is located beside the green catch).
CHECKS • Hold the black handle, and push the lid off of the box (it will come away
totally).
• Remove the foil bag and tear open using the tear strip. Take out the hood.
Safety equipment – flight deck
• Grasp the collar of the hood with both hands and turn
the hood downwards in one
• movement.
• Place both thumbs at the orange markers and open
OPERATION the black collar seal.
• Pass the hood over the head from back to front. The
action of placing the hood over the
• head starts the oxygen supply.

The Smoke Hood (SH) has a self contained duration of a

minimum of 15 minutes for the wearer.

Click to watch a video of the

SMOKE HOOD smoke hood.
Safety equipment – flight deck
PRE-FLIGHT • GVI (General Visual Inspection).
CHECKS

EMERGENCY TORCH
• Remove from stowage and
The torches stowed in the flight OPERATION press on/off button.
deck on A319/A320/A320RF are
emergency battery operated
flashlights.
Safety equipment – flight deck
The flight deck oxygen system uses quick-donning
masks/regulators located in storage boxes on both side
consoles. Gaseous oxygen is supplied by a cylinder
located in the left-hand side of the avionics bay.

There are full-face masks/regulators located in

the flight deck. Two masks are located outboard of the
First Officer's seat and one or two (depending on aircraft)
are located outboard of the Captain's seat.

• Squeeze red clip and pull mask out – the

FLIGHT DECK OXYGEN OPERATION harness will inflate.
• Put mask over face and release the red clip –
SYSTEM the harness will deflate and secure to the face.

Click to watch a video of the

Flight Deck Oxygen System
DOORS & EXITS
Exits location A319/20

D2L

D2R
OVERWINGS

D1L

D1R
EXITS – CABIN MAIN DOORS

CLOSING ARMING DISARMING OPENING

(From Inside)
EXITS – CABIN MAIN DOORS
Emergency Door Operation - Method To Deploy An Evacuation Slide
Check outside for hazards.

Check that the door is armed.

Hold onto the assist handle located adjacent to the door.

WARNING: Do not
attempt to hold the
Lift the door control handle rapidly, fully up and release. The white 'slide armed' light will illuminate.
door closed when
the automatic door
The door opens automatically with the power assist and locks in the open position. If the power opening has been
assist fails the door is still usable. Push the door firmly until it is fully open and the gust lock is initiated.
engaged, it will be very heavy. The slide should inflate automatically.

Check slide inflation. If the slide fails to inflate, pull the red manual inflation handle (located at the Click here to watch
top of the slide on the right hand side) to ensure slide deployment. a video of
Emergency door
opening and slide
If the slide fails to inflate, redirect passengers to nearest usable exit. deployment:
If the slide deflates during the evacuation it can be used as a hand held 'Rag Slide'. ABPs must hold
the slide by using the assist handles located on the side of the slide. Passengers should then be
instructed to sit and slide and only one passenger should descend at a time.
EXITS – evacuation slide
Click here to watch a Click here to watch a
Video of the operation Video of the detachment
of an Evacuation Slide : of an Evacuation Slide :
Emergency on the ground
Emergency on the ground

Whilst on stand: All crew

should be
alert to the
The Commander should make a PA, to alert potential for
the cabin crew using either: the situation
“Senior cabin crew member to the flight deck” escalating
or to a full
evacuation.
“Senior cabin crew member to the interphone”
Emergency on the ground
The Commander will give the command over the PA: “Attention! Crew at stations”
This call will only be made in an emergency and warns cabin crew that a potential
Whilst pushing evacuation may be required.
back, taxiing, On hearing the call, the cabin crew will disengage from their duties and go to their
when the aircraft door of responsibility. If crew are already seated in full harness, they will release
themselves from their seats and go to their door of responsibility.
is stationary or
after landing: 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 • “Evacuate. Unfasten your seat belts and get out”
when the aircraft has come • “Senior cabin crew member to the flight deck”
to a complete stop will make • “Cabin crew, normal operations”
one of the following
commands on the PA:
Precautionary Rapid disembarkation on stand
Precautionary rapid disembarkation on stand
Senior Cabin Crew Member Other Cabin Crew
If a situation should develop when the
aircraft is on stand with steps or an • Go to the flight deck or nearest interphone. • Stop passenger boarding.
airbridge attached, which warrants a Inform Commander of any PRMs onboard so • Await senior cabin crew member’s
that assistance can be requested for PA announcement.
rapid disembarkation but not an disembarkation.
evacuation via the slides the following • Encourage passengers to leave
• Make sure that steps or airbridge are in place quickly through nearest available
will apply: and door is open. boarding door, leaving personal
• In the event that the Commander • Make the following PA to advise crew and effects behind.
passengers: ‘Attention, Attention, this is an • Check cabin and toilets clear.
does not make a PA, the crew will be important announcement, all passengers must
alerted using the alert call: • Wait to be briefed by senior cabin
immediately disembark via the nearest crew member and Commander.
boarding door in a prompt and orderly
• “Senior Cabin Crew Member to the manner. Leave all personal items behind’.
flight deck” or “Senior Cabin Crew • Assist disembarkation.
Member to the interphone. • When cabin clear, liaise with the Commander
and brief cabin crew.

Evacuation alarms (where fitted) must not be used If an emergency situation develops at any other time
and aircraft equipment such as first aid kits, when the aircraft is on the ground (i.e., during taxi)
megaphones, etc, are not required to be removed. the use of the slides would be required to evacuate.
Emergency Landing
& Ditching
Emergency evacuation
Cockpit assigned duties for evacuation:

Take high vis jackets if practicable.

Take the loading report form to verify pax numbers.

If it is POSSIBLE to reach the passenger cabin:

• CAPT:
• Is the last person to leave the cockpit: Proceeds to the cabin, and helps with passenger evacuation, as necessary.
• Is the last person to leave the aircraft: Checks that all persons have evacuated the aircraft.
• Evacuates the aircraft, via the rear door, or any other available exit, if he/she cannot reach the rear door.
• On ground, he/she takes command of operations until rescue units arrive.
• F/O:
• Proceeds to the cabin and takes the emergency equipment.
• Evacuates the aircraft, using any available exit.
• Helps passengers on ground and directs them away from the aircraft.

If it is NOT POSSIBLE to reach the passenger cabin:

• The cockpit crew should evacuate the aircraft via the DV windows, using the escape ropes. Click to watch a video of the
• On the ground, each crew member must help passengers, and direct them away from the aircraft. Flight Deck window
Cabin smells events
Cabin smells events - CSPM 2.10.10
What is a cabin smell event?

“A smell event is the occurrence of any smells within the cabin.

Some smells might also be accompanied by haze or fumes.”

What are smell events caused by?

These smells can come from outside the aircraft through the
ventilation system, or from within the cabin itself.

Smells in the cabin are driven by the air around the aircraft.
Examples include:
• De-icing fluid ingested by the APU
• Exhaust fumes or fuel vapour from other aircraft on the taxiway
• Traces of oil or even polluted air when overflying industrial areas.

Smells can also come from within the aircraft, (e.g., food,
toilets, catering equipment, cosmetics).
Cabin smell events
How will Cabin Crew communicate with the Flight Crew about a Cabin Smell
Event?

Cabin Crew will verify the smell with a fellow Crew Member. Trying to be
objective; if they respond by saying they can also smell the same type of
smell/or a passenger/s has reported a smell, they will notify the Commander.
Communication limitations:
The Commander should be contacted via the interphone using the ‘CLEAR’ When gathering opinions on
brief, passing as much information as possible. subjective topics, like smells, we
need to be careful to avoid
communicating in a way which
promotes confirmation bias.
When describing ‘E’ for event, Cabin Crew and Flight Crew should make sure
this questions are answered if possible: When investigating the unknown,
asking open questions is very
• Has the source of the smell been identified? effective in gathering people's
• Describe the smell. Do any of the descriptors seem appropriate? For example, is it a opinions without giving away your
dirty sock/a wet dog type smell? position.
• Is it transient or persistent? Can they still smell it, or has it passed? The opposite form of question, a
• Was the smell independently verified? Did anyone else smell it? How many people? closed question, is more prone to
• What is the passenger’s reaction? confirmation bias.
• Is anyone displaying symptoms, and if so, what are they?
Cabin smells
Sound decision making , including a decision
to divert the aircraft or not, will be supported
by the company commensurate with the
‘Just Culture’ policy.
Following a smell event, reporting is essential:
Guidance information and support on how to
Submit an ASR - EZE-132 Smell In Aircraft Report (SIAR)
deal with a Cabin Smell Event, and country
specific information can be found on
DocuNet in the following documents: Reporting such events in a standardized way is essential to assist troubleshooting
performed by MOC. Reporting fumes or odours is a step requiring good
collaboration between the flight crew and cabin crew. It needs to be
• Cabin Smell Events – Care Pathway highlighted that the perception of odours varies between individuals and can be
• Cabin Smell Events – Crew Information strongly impacted by environmental conditions (e.g., humidity or temperature).

The FCTM section SMOKE/FUMES Origin Identification can be used to assist in

identifying the possible source of an odour.

Inform the duty pilot following a contaminated air event.

A CSR should also be submitted in SafetyNet by the Cabin Crew.

A321 Differences
A321 exit locations
A321 mid emergency exits (mee)
Characteristics:
• Smaller than door 1&2.
• There is a guard over the control
handle.
• Stay armed.
MEE are not
• Safety pins are stowed under No5 seat.
used in normal
• Only used during an evacuation. operation for
• Has a single lane slide. boarding or
• Slides are stowed in a compartment disembarkation
externally under the door (as O/W exit). and are
• Doors to be disarmed in ditching. permanently
armed.
A321 mid emergency exits (mee)
Operation in Land Evacuation:
• Ensure that the exit is armed.
• Check outside for hazards.
• Lift the guard located over the control handle.
• Hold onto the assist handle located adjacent to the exit.
• Lift the control handle rapidly, fully up and release. The white ‘slide armed’ light will
illuminate.
• The exit opening pauses for approximately three seconds while the slide deploys
from the compartment outside the aircraft. The exit then opens automatically with
the power assist and locks in the open position. If the power assist fails the exit is still
usable. Push the exit firmly until it is fully open and the gust lock is engaged, it will be
very heavy. The slide should inflate automatically.
• Check slide inflation. If the slide fails to inflate, pull the red manual inflation handle
(located in the upper right hand side of door frame behind plastic cover) to ensure
slide deployment.
• The slide inflates at an angle away from the engine, if the slide fails to inflate, redirect
passengers to nearest usable exit.
A321 mid emergency exits (mee)
Operation in Water Evacuation:
• Ensure that the exit is DISARMED (note that exit
should have been disarmed prior to briefing ABPs) or
if unplanned disarm mid emergency exit.
• Check outside for hazards.
• Lift the guard located over the control handle.
• Hold onto the assist handle located adjacent to the
exit.
• Lift the control handle fully up and push the door until
it locks into position.
• Passengers should then be instructed to jump directly
into the water using the ditching shout commands.
A321 escape slides
A321 equipment location diagram

Highlighted differences from A320-186

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