ORO.CC.200 Senior cabin crew member
Regulation (EU) No 965/2012
(a) When more than one cabin crew member is required, the composition of the cabin crew shall include a senior cabin crew member nominated by the operator.
(b) The operator shall nominate cabin crew members to the position of senior cabin crew member only if they:
(1) have at least one year of experience as operating cabin crew member; and
(2) have successfully completed a senior cabin crew training course and the associated check.
(c) The senior cabin crew training course shall cover all duties and responsibilities of senior cabin crew members and shall include at least the following elements:
(1) pre-flight briefing;
(2) cooperation with the crew;
(3) review of operator requirements and legal requirements;
(4) accident and incident reporting;
(5) human factors and crew resource management (CRM); and
(6) flight and duty time limitations and rest requirements.
(d) The senior cabin crew member shall be responsible to the commander for the conduct and coordination of normal and emergency procedures specified in the operations manual, including for discontinuing non-safety-related duties for safety or security purposes.
(e) The operator shall establish procedures to select the most appropriately qualified cabin crew member to act as senior cabin crew member if the nominated senior cabin crew member becomes unable to operate. Changes to these procedures shall be notified to the competent authority.
TRAINING PROGRAMME
The senior cabin crew member training course should at least cover the following elements:
(a) Pre-flight briefing:
(1) operating as a crew;
(2) allocation of cabin crew stations and responsibilities; and
(3) consideration of the particular flight, aircraft type, equipment, area and type of operation, including extended range operations with two-engine aeroplanes (ETOPS) and special categories of passengers with emphasis on passengers with disabilities or reduced mobility, infants and stretcher cases.
(b) Cooperation within the crew:
(1) discipline, responsibilities and chain of command;
(2) importance of coordination and communication; and
(3) pilot incapacitation.
(c) Review of operator requirements and legal requirements:
(1) passenger briefing, safety briefing cards;
(2) securing of galleys;
(3) stowage of cabin baggage;
(4) electronic equipment;
(5) procedures when fuelling with passengers on board;
(6) turbulence; and
(7) documentation.
(d) Accident and incident reporting.
(e) Human factors and CRM:
The operator should ensure that all applicable elements specified in Table 1 of AMC1 ORO.CC.115(e) are integrated into the training and covered to the level required by Column ‘Senior Cabin Crew Course’.
(f) Flight and duty time limitations and rest requirements (FTL).
RESPONSIBILITY TO THE COMMANDER
When the level of turbulence so requires, and in the absence of any instructions from the flight crew, the senior cabin crew member should be entitled to discontinue non-safety-related duties and advise the flight crew of the level of turbulence being experienced and the need for the fasten seat belt signs to be switched on. This should be followed by the cabin crew securing the passenger cabin and other relevant areas.
UNABLE TO OPERATE
(a) Replacement of senior cabin crew member at a base of the operator
A senior cabin crew member who did not report for or cannot commence the assigned flight or series of flights originating from a base of the operator should be replaced without undue delay. The flight should not depart unless another senior cabin crew member has been assigned.
(b) Replacement of incapacitated or unavailable senior cabin crew member
(1) A senior cabin crew member, who becomes incapacitated during a flight or series of flights, or unavailable at a stopover (layover) point, should be replaced without undue delay by another senior cabin crew member qualified on the concerned aircraft type/variant. If there is no other senior cabin crew member, the most appropriately qualified cabin crew member should be assigned to act as senior cabin crew member in order to reach a base of the operator.
(2) If during the series of flights the aircraft transits via a base of the operator, the assigned cabin crew member acting as senior cabin crew member should be replaced by another senior cabin crew member.
MOST APPROPRIATELY QUALIFIED CABIN CREW MEMBER
Selection of the most appropriately qualified cabin crew member should take into account if the individual’s experience as operating cabin crew member is adequate for the conduct of duties required of a senior cabin crew member. The selected cabin crew member should have operational experience on the concerned aircraft type/variant.
REPLACEMENT OF INCAPACITATED OR UNAVAILABLE SENIOR CABIN CREW MEMBER BY ANOTHER SENIOR CABIN CREW MEMBER
To ensure that another senior cabin crew member is assigned without undue delay, the operator should take appropriate measures. These include, but are not limited to, the following:
(a) to ensure that a flight or series of flights do not depart from an aerodrome where a senior cabin crew member is available or can be made available, the operator may:
(1) appoint a senior cabin crew member originally assigned to another flight and who is available at the concerned base or stopover (layover) point if the reporting time for that flight provides sufficient time to find a replacement; or
(2) assign a senior cabin crew member who is on standby to operate the flight or to position to the destination where the nominated senior cabin crew member has become incapacitated or unavailable to operate;
(b) the operator should utilise another senior cabin crew member if she/he is among the operating crew on the same flight;
(c) in case of unavailable senior cabin crew member, the operator should use the available time and resources to replace him/her at the stopover (layover) point with another senior cabin crew member;
(d) the operator should consider including the identification of the most appropriately qualified cabin crew member in pre-flight briefings.
FLIGHT OR SERIES OF FLIGHTS
Flight or series of flights refers to a period that commences when a cabin crew member is required to report for duty, which includes a sector or a series of sectors, and finishes when the aircraft finally comes to rest and the engines are shut down, at the end of the last sector on which the cabin crew member acts as an operating crew member.
ORO.CC.205 Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances
Regulation (EU) 2019/1384
(a) Whenever passengers are on board an aircraft, the minimum number of cabin crew members required in accordance with point ORO.CC.100 shall be present in the aircraft and ready to act.
(b) By way of derogation from point (a), the minimum number of cabin crew members may be reduced in either of the following cases:
(1) during normal ground operations not involving refuelling or defuelling when the aircraft is at its parking station;
(2) in unforeseen circumstances if the number of passengers carried on the flight is reduced. In this case, a report shall be submitted to the competent authority after completion of the flight;
(3) for the purpose of providing in-flight rest during the cruise phase, either in accordance with point ORO.FTL.205(e) or as a fatigue mitigation implemented by the operator.
(c) For the purposes of points (b)(1) and (b)(2), the operator's procedures of the operations manual shall ensure that:
(1) an equivalent level of safety is achieved with the reduced number of cabin crew members, in particular for evacuation of passengers;
(2) despite the reduced number of cabin crew members a senior cabin crew member is present in accordance with point ORO.CC.200;
(3) at least one cabin crew member is required for every 50, or fraction of 50, passengers present on the same deck of the aircraft;
(4) in the case of normal ground operations with aircraft requiring more than one cabin crew member, the number determined in accordance with point (3) shall be increased by one cabin crew member per each pair of floor level emergency exits.
(d) For the purposes of point (b)(3), the operator shall:
(1) conduct a risk assessment to determine the number of cabin crew members who are to be present and ready to act at all times during cruise;
(2) identify measures to mitigate the effects of having a lower number of cabin crew members being present and ready to act during cruise;
(3) establish in the operations manual specific procedures, including for the in-flight rest of the senior cabin crew member, that ensure at all times appropriate passenger handling and efficient management of any abnormal or emergency situations;
(4) specify, in the flight time specification scheme in accordance with point ORO.FTL.125, the conditions under which in-flight rest may be provided to the cabin crew members.
GM1 ORO.CC.205(a) Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances
ED Decision 2019/019/R
CABIN CREW PRESENT AND READY TO ACT
‘Present and ready to act’ means that cabin crew members should be awake and in a state of alertness that enables them to fulfil their responsibilities and perform their duties as required by any situation in accordance with all applicable normal and emergency procedures established in the operations manual.
GM1 ORO.CC.205(b)(2) Reduction of the number of cabin crew during ground operations and in unforeseen circumstances
UNFORESEEN CIRCUMSTANCES
Unforeseen circumstances in this context refer to incapacitation and unavailability of a senior cabin crew member or a cabin crew member as follows:
(a) ‘Incapacitation’ means a sudden degradation of medical fitness that occurs during flight duty period either in-flight or during a flight transit of the same flight duty period away from operator’s base and that precludes the senior cabin crew member or cabin crew member from performing his/her duties. Incapacitation prior to dispatch of the aircraft from a base of the operator does not substantiate a reduction of the cabin crew complement below the minimum required.
(b) ‘Unavailability’ means circumstances at a stopover (layover) destination that preclude the senior cabin crew member or cabin crew member from reporting for the flight duty period, such as traffic jams that prevent the senior cabin crew member or cabin crew member from presenting himself/herself at the crew pick-up point in time, difficulties with local authorities, health problems, death, etc. Unavailability does not refer to insufficient number or absence of cabin crew members on standby, or absence from work due to pregnancy, maternity/paternity leave, parental leave, medical leave, sick leave, or any other absence from work.
AMC1 ORO.CC.205(c)(1) Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances
PROCEDURES WITH REDUCED NUMBER OF CABIN CREW
(a) During ground operations, if reducing the applicable minimum required number of cabin crew, the operator should ensure that the procedures required by ORO.CC.205(c)(1) specify that:
(1) electrical power is available on the aircraft;
(2) a means of initiating an evacuation is available to the senior cabin crew member or at least one member of the flight crew is in the flight crew compartment;
(3) cabin crew stations and associated duties are specified in the operations manual; and
(4) cabin crew remain aware of the position of servicing and loading vehicles at and near the exits.
Additionally, in the case of passengers’ embarkation:
(5) the senior cabin crew member should have performed the pre-boarding safety briefing to the cabin crew; and
(6) the pre-boarding cabin checks should have been completed.
(b) If, in unforeseen circumstances, the number of cabin crew members is reduced below the applicable minimum required number, for example in the event of incapacitation or unavailability of cabin crew, the procedures established for this purpose in the operations manual should take into consideration at least the following:
(1) reduction of passenger numbers;
(2) reseating of passengers with due regard to doors/exits and other applicable limitations; and
(3) relocation of cabin crew taking into account the factors specified in AMC1 ORO.CC.100 and any change of procedures.
AMC1 ORO.CC.205(d) Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances
ED Decision 2019/019/R
RISK ASSESSMENT FOR CRUISE PHASE OPERATION WITH A LOWER NUMBER OF CABIN CREW MEMBERS
When conducting the risk assessment required under ORO.CC.205(d), the operator should:
(a) assess the risks as relevant to the type and duration of the flight to be operated, aeroplane type, cabin configuration, passenger seating capacity, the number and qualification of the operating cabin crew members, and the particular flight duty period (FDP);
(b) determine how many cabin crew members should be present and ready to act at any time to realistically manage the normal and emergency procedures to be applied during cruise; and
(c) evaluate the time and conditions necessary for the cabin crew members taking in-flight rest to reach their assigned cabin crew stations in case of an emergency.
AMC2 ORO.CC.205(d) Reduction of the number of cabin crew members during ground operations and in unforeseen circumstances
ED Decision 2019/019/R
SPECIFIC PROCEDURES FOR CRUISE PHASE OPERATION WITH A LOWER NUMBER OF CABIN CREW MEMBERS IN THE PASSENGER COMPARTMENT
(a) When establishing the specific procedures for cruise phase operation with a lower number of cabin crew members in the passenger compartment, the operator should at least consider the following:
(1) Normal procedures including at least:
(i) surveillance of the passenger compartment, including the lavatories and the galleys;
(ii) management of, and assistance to, passengers;
(iii) crew communication and coordination, including the necessary contact with and support to the flight crew as specified by the operator.
(2) Emergency procedures including at least those to be applied in case of:
(i) medical emergency;
(ii) unruly behaviour;
(iii) unlawful interference or bomb threat;
(iv) slow depressurisation;
(v) decompression;
(vi) fire or smoke event;
(vii) emergency descent, taking into account that the procedure to be applied may vary depending on the causing event (e.g. depressurisation or fire).
(c) Specific procedures for cruise phase operation with a lower number of cabin crew should describe:
(1) how to re-assign duties and responsibilities of cabin crew members or senior crew members who take in-flight rest to another cabin crew member considering the experience and qualification of the cabin crew member or senior cabin crew member; and
(2) how cabin crew members taking in-flight rest can be again ready to act and reach their assigned cabin crew stations in case of an emergency.
ORO.CC.210 Additional conditions for assignment to duties
Regulation (EU) No 965/2012
Cabin crew members shall only be assigned to duties, and operate, on a particular aircraft type or variant if they:
(a) hold a valid attestation issued in accordance with Annex V (Part-CC) to Regulation (EU) No 1178/2011;
(b) are qualified on the type or variant in accordance with this Subpart;
(c) comply with the other applicable requirements of this Subpart and Annex IV (Part-CAT);
(d) wear the operator’s cabin crew uniform.
OPERATOR’S CABIN CREW UNIFORM
The uniform to be worn by operating cabin crew should be such as not to impede the performance of their duties, as required for the safety of passengers and flight during operations, and should allow passengers to identify the operating cabin crew including in an emergency situation.
ORO.CC.215 Training and checking programs and related documentation
Regulation (EU) No 965/2012
(a) Training and checking programmes including syllabi required by this Subpart shall be approved by the competent authority and specified in the operations manual.
(b) After a cabin crew member has successfully completed a training course and the associated check, the operator shall:
(1) update the cabin crew member’s training records in accordance with ORO.MLR.115; and
(2) provide him/her with a list showing updated validity periods as relevant to the aircraft type(s) and variant(s) on which the cabin crew member is qualified to operate.
LIST OF AIRCRAFT TYPE/VARIANT QUALIFICATION(S)
When providing the updated validity list of aircraft type/variant qualifications to cabin crew members having successfully completed a training course and the associated checking, the operator may use the following format. If using another format, at least the elements in (a) to (d) and in columns (1) and (2) should be indicated to show validity of qualification(s).
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CABIN CREW AIRCRAFT TYPE/VARIANT QUALIFICATION(S) |
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(a) |
Reference number of the cabin crew attestation: |
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(b) |
Cabin crew attestation holder’s full name: The above-mentioned person may act as an operating cabin crew member during flight operations only if his/her aircraft type and/or variant qualification(s) listed below, and dated DD/MM/YYYY, comply with the applicable validity period(s) specified in Part-ORO. |
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(c) |
Issuing organisation: (name, postal address, AOC and/or approval reference number and stamp or logo) |
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(d) |
Date of issue: (DD/MM/YYYY) |
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(1) |
(2) |
(3) |
(4) |
(5) |
(6) |
(7) |
(8) |
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Qualification valid until |
Aircraft type specific training |
Operator conversion training |
Differences training If relevant |
Familiari-sation |
Last recurrent training |
Refresher training If relevant |
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A/C type 1 |
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Variant … |
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A/C type 2 |
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Variant … |
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A/C type 3 |
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Variant … |
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If approved A/C type 4 |
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ORO.CC.250 Operation on more than one aircraft type or variant
Regulation (EU) No 71/2014
(a) A cabin crew member shall not be assigned to operate on more than three aircraft types, except that, with the approval of the competent authority, the cabin crew member may be assigned to operate on four aircraft types if for at least two of the types:
(1) safety and emergency equipment and type-specific normal and emergency procedures are similar; and
(2) non-type-specific normal and emergency procedures are identical.
(b) For the purpose of (a) and for cabin crew training and qualifications, the operator shall determine:
(1) each aircraft as a type or a variant taking into account, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012 for the relevant aircraft type or variant; and
(2) variants of an aircraft type to be different types if they are not similar in the following aspects:
(i) emergency exit operation;
(ii) location and type of portable safety and emergency equipment;
(iii) type-specific emergency procedures.
DETERMINATION OF AIRCRAFT TYPES AND VARIANTS
(a) When determining similarity of location and type of portable safety and emergency equipment, the following factors should be assessed:
(1) all portable safety and emergency equipment is stowed in the same, or in exceptional circumstances, in substantially the same location;
(2) all portable safety and emergency equipment requires the same method of operation;
(3) portable safety and emergency equipment includes:
(i) fire-fighting equipment;
(ii) protective breathing equipment (PBE);
(iii) oxygen equipment;
(iv) crew life-jackets;
(v) torches;
(vi) megaphones;
(vii) first-aid equipment;
(viii) survival and signalling equipment; and
(ix) other safety and emergency equipment, where applicable.
(b) The type-specific emergency procedures to be considered should include at least the following:
(1) land and water evacuation;
(2) in-flight fire;
(3) non-pressurisation, slow and sudden decompression; and
(4) pilot incapacitation.
(c) When determining similarity of doors/exits in the absence of operational suitability data established in accordance with Commission Regulation (EU) No 748/2012 for the relevant aircraft type(s) or variant(s), the following factors should be assessed, except for self-help exits, such as type III and type IV exits, that need not be included in the assessment:
(1) door/exit arming and disarming;
(2) direction of movement of the operating handle;
(3) direction of door/exit opening;
(4) power assist mechanisms; and
(5) assisting evacuation means.
SAFETY BRIEFING FOR CABIN CREW
When changing aircraft type or variant during a series of flight sectors, the cabin crew safety briefing should include a representative sample of type-specific normal and emergency procedures and safety and emergency equipment applicable to the actual aircraft to be operated for the immediately subsequent flight sector.
ORO.CC.255 Single cabin crew member operations
Regulation (EU) No 965/2012
(a) The operator shall select, recruit, train and check the proficiency of cabin crew members to be assigned to single cabin crew member operations according to criteria appropriate to this type of operation.
(b) Cabin crew members who have no previous operating experience as single cabin crew member shall only be assigned to such type of operation after they have:
(1) completed training as required in (c) in addition to other applicable training and checking required by this Subpart;
(2) successfully passed the checks verifying their proficiency in discharging their duties and responsibilities in accordance with the procedures specified in the operations manual; and
(3) undertaken familiarisation flying of at least 20 hours and 15 sectors on the relevant aircraft type under the supervision of an appropriately experienced cabin crew member.
(c) The following additional training elements shall be covered with particular emphasis to reflect single cabin crew operations:
(1) responsibility to the commander for the conduct of normal and emergency procedures;
(2) importance of coordination and communication with the flight crew, in particular when managing unruly or disruptive passengers;
(3) review of operator requirements and legal requirements;
(4) documentation;
(5) accident and incident reporting; and
(6) flight and duty time limitations and rest requirements.