Cabin Crew

Conflict of interest - instructor/examiner

The Aircrew Regulation requires that conflict of interest be avoided, meaning that the trainer/instructor who provided any topic of the initial training course should not act as examiner. What about small operators / cabin crew training organisations employing only one ground instructor, for example to cover dangerous goods or aero-medical aspects and first aid? Would it be acceptable if, for example, the written examination (test) on a particular topic would be corrected by the Training Manager according to enclosed key test? Would EASA recommend any other acceptable solution?

Reference: Regulation (EU) No 1178/2011 on Aircrew

In the Annex to ED Decision 2012/006/R, AMC1 ARA.CC.200(b)(2) clarifies that in such cases, the operator/training organisation shall establish appropriate procedures to avoid situations that could lead to conflict of interest, e.g. where an instructor/trainer has to check/evaluate the proficiency of the trainee/student he/she has taught/trained.

The qualifications of instructors/trainers, as well as of examiners, are not defined at EU level, and remain to be defined by each Member State. At the same time, the particular context of the concerned operator/training organisations is also known by the competent authority.

Therefore, only the competent authorities may assess, on a case by case basis, when approving the training and checking programmes of the operators/training organisations established in their territory, whether the procedures established can ensure that the objective of the rule is met, i.e. to minimise as far as possible the risk of conflict of interest, and possible undue side effects on the evaluation of the trainee/student.

“AMC1 ARA.CC.200(b)(2) Approval of organisations to provide cabin crew training or to issue cabin crew attestations 

For any element being examined for the issue of a cabin crew attestation as required in Part CC, the person who delivered the associated training or instruction should not also conduct the examination. However, if the organisation has appropriate procedures in place to avoid conflict of interest regarding the conduct of the examination and/or the results, this restriction need not apply.”


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Why does initial training under Part-CC require providing to cabin crew practical training of rafts even if the operator’s aircraft to be flown is not so equipped?

Reference: Regulation (EU) No 1178/2011 on aircrew, Part-CC

Under EU-OPS, practical training on the use of rafts was required during initial training.  As EU-OPS was a regulation directed, and applicable, to operators, an operator could provide raft training only ‘before first operating on an aeroplane fitted with life-rafts or similar equipment. The training was conducted with the operator’s specific equipment/rafts.

The new Part-CC cabin crew attestations (CCA) are also issued for life time and recognised across all EU. However, conversely to the EU-OPS attestation, CCA are subject to certain conditions (e.g. validity) to attest the competence of the individual cabin crew member. This is as foreseen in the Basic Regulation taking into account the increasing mobility required from staff in the aviation sector and the need to further harmonise cabin crew qualifications.

Part-CC is part of the Aircrew Regulation (EU) No 1178/2011 as amended. The initial training syllabus is no longer ‘operator related’, and the practical training of the use of rafts or similar equipment and actual practice in water are therefore not specific to a particular operator’s equipment. It is required in all cases, in consistency with the fact that all CCA holders, when recruited, are expected to have the ability to perform all types of cabin crew duties, including ditching related duties in water.

When operators are granted an approval to provide Part-CC Initial training and to issue the related CCA entitled to mutual recognition across the EU, they no longer act only as an operator training its cabin crew for its specific operations, but as training organisations training future cabin crew who, in their life time, may also operate with other operators and in other Member States.


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How and when can/shall an EU-OPS attestation of safety training for cabin crew be replaced by the new EASA cabin crew attestation required by Aircrew regulation (EU) No 1178/2011?

Reference: Regulation (EU) No 1178/2011 on aircrew, Part-CC

EU-OPS attestations of safety training held by active cabin crew members complying with applicable training and recency requirements are considered equivalent to the new cabin crew attestations (CCA) until they can be replaced by a CCA. Replacement must be done at the latest by 8 April 2017, as stated in point 3 of Article 11a of the Aircrew Regulation:

“3. The attestations of safety training issued in accordance with EU-OPS shall be replaced with cabin crew attestations complying with the format laid down in Annex VI by 8 April 2017 at the latest.”

Some conditions must be fulfilled as specified in point 2 of Article 11a of the Aircrew Regulation. The knowledge and competence acquired with the initial training must, at the time of the replacement, have been maintained by completion of the other training provided by the operator and current operating experience on at least one aircraft type.

If changing to another operator or during a period of up to maximum 5 years (60 months) without operating as cabin crew, any holder of an EU-OPS attestation of safety training will only need to complete the applicable training with the new operator (i.e. aircraft type and conversion training followed by familiarisation) before being assigned to flying duties as part of the minimum required cabin crew on an aircraft. There is no change in this matter in the new rules compared to EU-OPS.

The main difference with EU-OPS is the 5-year validity which is applicable for the replacement of EU-OPS attestation as well as to the new CCA as specified in Part-CC, paragraph CC.CCA.105 ‘Validity of the cabin crew attestation’.

If holders of EU-OPS attestations have not operated for more than 5 years, they must in such a case complete again the initial training course before being issued a new CCA (see Article 11a, point 2.(c)) and being in position to complete the training of the new operator and then be reassigned to operate as cabin crew.

This is because it was considered, based on experience gained, that after 5 years without completing operator training nor operating as cabin crew,  the knowledge and competence gained previously has expired and needs to be updated and renewed by completing again initial  training before undertaking any other training.


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Medical fitness of cabin crew

Where can I find the medical requirements according to the EASA in order to become Cabin Crew?

Reference: Regulation (EU) 1178/2011, Part MED

The new medical requirements for cabin crew medical fitness can be found in Commission Regulation (EU) No 1178/2011, and shall be applied at the latest by 8 April 2014.

Annex IV, Part MED, contains the implementing rules (IR) covering:

  • In Subpart A Section 1, the general requirements, such as competent authority, medical confidentiality, decrease in medical fitness and obligations of medical doctors conducting the aero-medical assessment of cabin crew (see below AME and OHMP);
  • In Subpart C, all three Sections, the requirements  for medical fitness of cabin crew;
  • In Subpart D, Section 1 on Aero-medical examiners (AEM) and Section 3 on Occupational Health Medical Practitioners (OHMP), the requirements for the medical doctors who conduct aero-medical assessment of cabin crew. Please note that general medical practitioners (GMP) (Section 2) may not conduct aero-medical assessment of cabin crew.
    • Agency Decision 2011/015/R contains the associated acceptable means of compliance (AMC) and guidance material (GM). These AMC/GMs complement the above-mentioned IR by specifying the detailed medical conditions and related medical examinations or investigations.

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What are the requirements for cabin crew fire/smoke training?

Reference: Regulation (EU) No 1178/2011 on aircrew, Part-CC; Regulation (EU) No 965/2012 on Air Operations, Annexes III (Part-ORO) and related EASA Decision

The following regulatory requirements contain provisions on fire and smoke training for cabin crew:

Commission Regulation (EU) No 1178/2011:

  • Annex V – Part-CC, CC.TRA.220 Initial training course and examination;
  • Appendix 1 to Part-CC Training programme of the Initial training course
  • Appendix 1 to Part-CC point 8.  Fire and smoke training;

Commission Regulation (EU) No 965/2012 on Air Operations Annex III, Part-ORO, Subpart-CC:

  • ORO.CC.125 Aircraft type specific and operator conversion training
  • ORO.CC.140 Recurrent training
  • ORO.CC.145 Refresher training

ED Decision 2014/017/R contains Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Annex III – Part-ORO:

  • AMC1 ORO.CC.125(c) and AMC1 ORO.CC.125(d) Aircraft type specific training and operator conversion training
  • AMC1 ORO.CC.140 Recurrent training

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Approval of training programmes

Is there a standard procedure for the approval of courses designed for cabin crew? Should they be approved by EASA?

Reference: Regulation (EU) No 1178/2011 on Aircrew requirements; Regulation (EU) No 965/2012, Annex II (Part ARO), Annex III (Part ORO)

Approval of training for cabin crew is the competence of the competent authority designated by each Member State.

As regards the initial training course required under Part CC (Aircrew Regulation), operators and training organisations intending to provide such training can do so only if they are approved by the competent authority. In the case of an AOC holder, such an approval shall be granted as an additional privilege to be specified in the Operations Specifications. Approval of the initial training course should therefore be part of the overall approval process in accordance with the procedures established by the competent authority.

For the other cabin crew training required under Part ORO, operators are responsible for their crew training programmes, including the means of delivering those training (e.g. online, classroom and representative devices), taking into account the objective of crew competence as defined by the rules.

Crew training and checking programmes of airlines/operators must be established in the Operator manual (OM) to be approved by the competent authority.

As EU-OPS requirements are being replaced, here are the new rules on Air Operations.

The paragraphs of particular relevance to this topic are:

  • Article 7 on AOC,
  • Part ARO, particularly ARO.OPS.100
  • Part ORO, in particular
    • Subpart AOC Air Operator Certification, particularly ORO.AOC.100;
    • Subpart MLR Manuals, logs and records, particularly ORO.MLR.100;
    • Subpart CC Cabin crew

The related AMC (acceptable means of compliance) and GM (guidance material) in the Agency Decision provide further details on this topic (Part ORO - for operators).


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Are there any requirements relating to the ability of CC to communicate with passengers in a certain language? Example: An air operator with an Irish AOC is operating with a full crew from, say Thailand. They would fulfil the requirement for a common language, and the flight crew would have to undergo licence validation/conversion in Ireland thereby also demonstrating their ability to communicate in English. Will the CC have to communicate in English to get their attestation?

Reference: Regulation (EU) No 965/2012 on Air Operations, Annexes III (Part-ORO) and IV (Part-CAT)

The only requirements for languages relevant to CC are specified in the Air Operations Regulation ((EU) No 965/2012) as follows:

  • all personnel shall be able to understand the language of the OM relevant to their duties (ORO.MLR.100(k)), and
  • all FC and CC members shall be able to communicate in a common language (CAT.GEN.MPA.120).

Common practice is nevertheless that cabin crew speak the language of the State of the operator, and English as this is usually required by the operators.

There is actually no language requirement for cabin crew regarding communication with passengers. This issue is now on the task list of the ICAO Cabin safety Group, as it was considered more consistent to be addressed at worldwide level, taking into account any relevant Safety Recommendations resulting from accident or incident investigations.

It should be noted that it is difficult, if not impossible, to identify which languages, other than the language of the operator and English, should be required.

For example, a French airline may have a flight departing from Paris to Madrid (CC would then speak French and English as normally required by operators), but most passengers could be a group of Japanese.

In this global sector, it is very difficult to anticipate which languages will be necessary depending on the nationality of the passengers to be carried, which may change for each flight. It could also be different from the language of the country of departure, as well as from the country of destination.

Ultimately, it is the responsibility of each operator to ensure that safety briefing / instructions can be given in a way that will ensure general understanding by passengers and will allow cabin crew to be understood when applying safety and emergency procedures.


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Aircraft type specific training and conversion training

Who can conduct aircraft type specific training and conversion training for cabin crew members? Can a cabin crew training organisation (CC TO) provide aircraft type specific training and operator conversion training even though ORO.CC.125 requires aforementioned training to be conducted by the operator?

Reference: Regulation (EU) No 965/2012 on Air Operations, Annex III (Part ORO)

Taking into account that:

  • The Aircrew Regulation refers to CC TO only for the Initial training course (and eventually for issuing the related cabin crew attestation); and
  • Aircraft type specific training and conversion training are requirements specified in Part ORO, which is applicable to operators, as stated in ORO.GEN.005 Scope,

crew training and qualifications are therefore requirements directed to the operator who will have to train its cabin crew members accordingly, as specified in point (d) of ORO.GEN.110 and ORO.CC.005.

However, an operator may contract out some activities (e.g. training) under the conditions specified in ORO.GEN.205 Contracted activities complemented by AMC1 ORO.GEN.205 and the associated GM1 and GM2.

Therefore, CC TO can only provide Aircraft type specific training and conversion training if contracted by an AOC holder/operator, who will remain responsible for the training and competence of its cabin crew.


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Reduction of minimum required cabin crew: approval of procedures

Do the evacuation procedures with a reduced number of required cabin crew during ground operations or in unforeseen circumstances require prior approval according to the new Air OPS Regulations?

Reference: Regulation (EU) No 965/2012 on Air Operations, ORO.CC.205, GM3 ORO.GEN.130(b)

The minimum number of cabin crew and the related procedures for evacuation are approved as part of the OM. As reducing the minimum cabin crew is a deviation from the required minimum number (which must be determined based on the number established by certification rules for each aircraft type), it requires close monitoring. Therefore changes to evacuation procedures with a reduced number of cabin crew require prior approval by the Authority.

This requirement originates from EU-OPS 1.311(a):

“provided that:

1. the operator has established a procedure for the evacuation of passengers with this reduced number of cabin crew that has been accepted by the Authority as providing equivalent safety;”

However, for legal certainty and clarity purposes, the term 'accepted' is now avoided by the EU, as well as by the ICAO. The items for which 'accepted' was used in JAR/EU-OPS were assessed and, depending on their nature/potential impact, have been changed in the new rules into 'notified' or 'approved'. Changes requiring prior approval are now clearly identified.


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What shall I do to become a cabin crew member in an airline?

Reference: Regulation (EU) No 1178/2011 on aircrew; Regulation (EU) No 965/2012 on air operations, Annex III (Part-ORO)

Information on airline employment opportunities and recruitment process can be sought with the airline directly.

The applicant will have to obtain a Cabin Crew Attestation in accordance with the Commission Regulation (EU) 1178/2011 and the related ED Decision 2012/005/R containing Acceptable Means of Compliance (AMC) and Guidance Material (GM). The first step is to submit an application for a Cabin Crew Attestation in accordance with the procedures established by the Competent Authority (CA) of the Member State. This information is usually provided on their website, you can also contact the CA.

For requirements related to cabin crew and the Cabin Crew Attestation, please refer to the following parts of the Regulation:

  1. Article 11a Cabin crew qualifications and related attestations;
  2. Article 11c Transitional Measures - Article 2;
  3. Annex V Qualification of cabin crew involved in commercial air transport operations (Part-CC);
  4. Appendix 1 to Part-CC;
  5. Annex VI Subpart CC;
  6. Appendix II to ANNEX VI PART-ARA Standard EASA format for cabin crew attestation.

A Cabin Crew Attestation issued in accordance with Commission Regulation (EU) No 1178/2011 is recognised and transferable amongst the EU Member States.

The second step is to undergo training and checking with an airline in accordance with Commission Regulation (EU) No 965/2012 Air Operations. For requirements related to cabin crew, please refer to Annex III - Part-ORO, Subpart-CC and to the related ED Decision 2014/017/R containing AMC and GM. Following the successful completion of the training and checking, the individual can be assigned to flying duties as a cabin crew member.

For further details, please refer to the National Aviation Authority, the operator or a training organisation conducting training for cabin crew in the country where you intend to undergo cabin crew training.


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