SEP - Manual - Part A

RYANAIR

Operations Manual Part A Safety and Emergency Procedures

© 2014 Ryanair Limited. No part of this manual may be reproduced or otherwise dealt with in whole or in part without the express written permission of the copyright owner.

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES

RECORD OF AMENDMENTS Issue Number Issue 1, Revision 0.

Date Issued 28/10/2014.

Issue: 1, Revision: 0, Date: 28-Oct-2014

Incorporated by Chief Instructor Safety.

Date Incorporated 28/10/2014.

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LIST OF CHANGES Section


Notes

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INTENTIONALLY BLANK

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CONTENTS

1

General....................................................................................... 1–1

1.0

Operations Manuals to be Carried ................................................... 1–1

1.1

Operations Manual Amendment and Revisions............................... 1–1

1.2

Role of the Authority and Power of Inspectors ................................ 1–2

1.3

Laws, Regulations, Procedures and Operators Responsibilities .................................................................................... 1–2

1.4

Competence of CC............................................................................... 1–2

1.5

Medical Fitness .................................................................................... 1–3

1.5.1

Pregnancy ...........................................................................................................1–3

1.5.2

Drugs and Alcohol..............................................................................................1–3

1.6

Duties and Responsibilities of CC...................................................... 1–4

1.7

CC Number and Composition............................................................ 1–4

1.8

Operation on More than One Type of Variant ................................ 1–4

1.9

Chain of Command ............................................................................. 1–4

1.9.1

CC Chain of Command ......................................................................................1–4

1.10

Responsibility and Authority of Commander .................................. 1–5

1.11

Procedures for the Use of Vacant Jumpseats ................................... 1–5

1.12

Senior CC ............................................................................................. 1–5

1.13

Minimum Requirements for CC (Age and Medical) ....................... 1–6

1.14

Flight and Duty Time Limitations and Rest Requirements....................................................................................... 1–6


page TOC–1


1.15

Occurrence and Accident Reporting..................................................1–6

1.15.1

Cabin Defects Log Book.....................................................................................1–7

1.15.2

Main Technical Log Book ..................................................................................1–7

1.15.3

In-flight Report ...................................................................................................1–7

1.15.4

In-flight Special Report (ISR).............................................................................1–8

1.15.5

Cabin Crew Safety Report (CCSR) ....................................................................1–8

1.15.6

Disruptive Passenger Report Form .....................................................................1–8

1.15.7

Passenger Offload Statement Form ....................................................................1–8

1.15.8

Safety Alert Initial Report (SAIR) Flight Crew Only.........................................1–8

1.15.9

Captain’s Special Report Form...........................................................................1–8

1.15.10

Medical Report Form..........................................................................................1–8

1.15.11

Security Report Form..........................................................................................1–9

1.15.12

Miscellaneous Report Form................................................................................1–9

1.15.13

Accident Report ..................................................................................................1–9

1.15.14

Witness Statement...............................................................................................1–9

1.16

Aircrew Health Precautions................................................................1–9

1.16.1

Pressure Changes ................................................................................................1–9

1.16.2

Scuba Diving GM1 CAT.GEN.MPA.100 (c) (2 ................................................1–9

1.16.3

Blood Donations GM1 CAT.GEN.MPA.100 (c)(2)...........................................1–9

1.16.4

Surgical Treatment............................................................................................1–10

1.16.5

Dental Treatment ..............................................................................................1–10

1.16.6

Immunisation ....................................................................................................1–10

1.16.7

Infectious Diseases Carried by Passengers and Aircrew ..................................1–10

1.16.8

General Physical Response Under Emergency Conditions ..............................1–11

1.17

Safety on the Ramp............................................................................1–11

1.17.1

Foreign Object Debris (FOD) ...........................................................................1–11

1.18

Compliance Management System CAT.GEN.MPA.200 ................1–12

1.19

Common Language CAT.GEN.MPA.120........................................1–12

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1.20

Terminology and Definitions............................................................ 1–12

1.20.1

Aviation Terminology ANNEX I 965/2012 .....................................................1–12

1.20.2

Theory of Flight................................................................................................1–15

1.20.2.1 1.20.2.2

Introduction .......................................................................................................................1–15 Forces Acting on the Airplane in Flight............................................................................1–15

1.20.3

Passenger Distribution ......................................................................................1–16

1.20.4

Meteorology......................................................................................................1–16

1.20.4.1 1.20.4.2

Areas of Operation ............................................................................................................1–16 Wing Contamination .........................................................................................................1–17

1.21

Physiological Effects of Flying ......................................................... 1–17

1.21.1

The Atmosphere................................................................................................1–17

1.21.2

Hypoxia.............................................................................................................1–18

1.21.2.1 1.21.2.2 1.21.2.3 1.21.2.4 1.21.2.5 1.21.2.6 1.21.2.7

Introduction .......................................................................................................................1–18 Factors Influencing Hypoxia.............................................................................................1–18 The Insidious Effects of Hypoxia......................................................................................1–19 Hypoxia and Slow Decompression/Aircraft not Pressurised ............................................1–19 The Levels, Altitudes and Symptoms of Hypoxia ............................................................1–20 Care ...................................................................................................................................1–20 Time of Useful Consciousness (TUC) ..............................................................................1–21

1.21.3

Decompression Sickness ..................................................................................1–21

1.22

Time Zone Changes........................................................................... 1–24

1.22.1

Time Zones .......................................................................................................1–24

1.22.2

Circadian Rhythms (Human Body Clock)........................................................1–25

1.22.3

Combating Jet Lag............................................................................................1–25

2

Standard Operating Procedures ............................................. 2–1

2.0

Communication and Co-ordination (All Aircrew)........................... 2–1

2.1

Pre-flight Safety Briefing of Cabin Crew.......................................... 2–1

2.2

Pre-departure Safety Equipment Checks ......................................... 2–3

2.3

Passenger Embarkation and Distribution ........................................ 2–3

2.3.1

Cabin Preparation for Flight ...............................................................................2–3

2.3.2

In-flight Requirements........................................................................................2–3

2.3.3

Preparation for Take-off and Landing ................................................................2–4


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RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES 2.3.4

Passenger Seating to Assist and not Hinder in an Evacuation............................2–5

2.3.4.1 2.3.4.2

Seating of Children..............................................................................................................2–5 Criteria for Able Bodied Passengers ...................................................................................2–6

2.3.5

Procedures During Passenger Embarkation and Disembarkation ......................2–6

2.3.6

Change of Aircraft ..............................................................................................2–7

2.3.7

Fuelling/Defueling of Aircraft with Passengers Boarding, Onboard and Disembarking ...............................................................................................2–7

2.3.8

Correct Seat Allocation.......................................................................................2–8

2.4

Passenger Briefing ...............................................................................2–8

2.4.1

Embarkation........................................................................................................2–8

2.4.2

After Main Cabin Door is Closed .......................................................................2–8

2.4.3

Pre Take-off Safety .............................................................................................2–8

2.4.4

Post Take-off.......................................................................................................2–8

2.4.5

Turbulence ..........................................................................................................2–8

2.4.6

Pre-landing..........................................................................................................2–8

2.4.6.1

At 10 Minutes to Landing ...................................................................................................2–9

2.4.7

Post-landing ........................................................................................................2–9

2.4.8

Refuelling/De-fuelling ........................................................................................2–9

2.4.9

Transit .................................................................................................................2–9

2.4.10

Before Disembarking ..........................................................................................2–9

2.5

Assisting Means for Emergency Evacuation (Arming/ Disarming) ..........................................................................................2–10

2.6

Cabin Lights – Procedures for Dimming Cabin Lights .................2–10

2.7

Cabin Crew at Stations/Use of Seat Harness...................................2–10

2.7.1

Cabin Crew Safety Harness ..............................................................................2–10

2.7.2

Flight Crew Harness (Including Observer’s Seat) ............................................2–10

2.7.3

Cabin Crew at Stations .....................................................................................2–11

2.8

Taxi, Take-off, Post Take-off, Pre-landing, Landing, Post-landing........................................................................................2–11

2.8.1

Cabin Crew Safety Duties During Each Phase .................................................2–11

2.8.1.1 2.8.1.2

Pre-flight and Passenger Boarding....................................................................................2–11 Vigilance During Turnarounds..........................................................................................2–12

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RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES 2.8.1.3 2.8.1.4 2.8.1.5 2.8.1.6 2.8.1.7 2.8.1.8 2.8.1.9 2.8.1.10 2.8.1.11 2.8.1.12 2.8.1.13 2.8.1.14 2.8.1.15

Pre Take-off.......................................................................................................................2–12 Taxi....................................................................................................................................2–13 Take-off.............................................................................................................................2–13 After Take-off Climb ........................................................................................................2–13 After Take-off ...................................................................................................................2–13 In-flight Cruise ..................................................................................................................2–13 In-flight..............................................................................................................................2–13 Monitoring of the Flight Crew Members ..........................................................................2–14 Before Landing..................................................................................................................2–14 Approach ...........................................................................................................................2–14 Landing..............................................................................................................................2–15 After Landing ....................................................................................................................2–15 End of Duty .......................................................................................................................2–15

2.8.2

Cabin Crew at Station During Taxi ..................................................................2–15

2.8.3

Cabin Crew Alert to Hazards Inside/Outside During Taxi, Take-off, Landing .............................................................................................................2–16

2.8.4

Cabin Crew Action in the Event of Abnormal Conditions...............................2–16

2.9

Transit ................................................................................................ 2–16

2.9.1

Positioning Flights ............................................................................................2–16

2.10

Flight Crew Drinks/Meals ................................................................ 2–16

2.11

Admission and Supervision of Visits to the Flight Crew ............... 2–17

2.12

Refuelling with Passengers On-board ............................................. 2–17

2.13

Passenger Disembarkation ............................................................... 2–17

2.13.1

Procedures for Individual Cabin Crew .............................................................2–17

2.14

Securing of Passenger Cabin and Galleys....................................... 2–18

2.14.1

Cabin Secure Checks ........................................................................................2–18

2.14.2

Galley Secure Checks .......................................................................................2–19

2.14.3

Toilet Secure Checks ........................................................................................2–19

2.14.4

Definition and Timing of Cabin Secure Check to Flight Crew ........................2–19

2.15

Unauthorised Carriage ..................................................................... 2–20


page TOC–5


2.16

Resolution of Difficult Situations .....................................................2–20

2.16.1

Reporting Procedure .........................................................................................2–21

2.16.1.1 2.16.1.2

Offload and Prosecution Request Procedure.....................................................................2–21 Instructions for Completion of Offload Prosecution Request Form .................................2–22

2.17

Potentially Disruptive Passengers/Security Significant Passengers...........................................................................................2–22

2.17.1

Inadmissible Passengers/Deportees/Persons in Lawful Custody......................2–22

2.17.2

Policy ................................................................................................................2–23

2.17.3

INAD/Deportees Procedure ..............................................................................2–23

2.18

Carriage of Special Categories of Passengers .................................2–24

2.18.1

Children and Infants..........................................................................................2–24

2.18.2

Sick Passengers.................................................................................................2–24

2.18.3

Carriage of Persons with Reduced Mobility (PRM).........................................2–24

2.18.4

Passengers on Stretchers ...................................................................................2–24

2.18.5

Unaccompanied Minors ....................................................................................2–25

2.18.6

Prisoners in Custody .........................................................................................2–25

2.18.7

Deportees/Inadmissible Passengers ..................................................................2–25

2.18.8

Other Special Categories ..................................................................................2–25

2.18.8.1 2.18.8.2 2.18.8.3 2.18.8.4 2.18.8.5 2.18.8.6 2.18.8.7

Passengers Travelling with Leg Injuries ...........................................................................2–25 Expectant Mothers.............................................................................................................2–25 Carriage of Blind Passengers ............................................................................................2–26 Carriage of Deaf or Significant Hearing Impaired Passengers (DSHIP) ..........................2–27 Hard of Hearing Passengers ..............................................................................................2–27 Passengers Travelling with a Portable Oxygen Concentrator (POC) ...............................2–27 Carriage of a Passenger with Pre-booked Therapeutic Oxygen........................................2–28

2.19

Hand Baggage ....................................................................................2–30

2.19.1

Stowage of Cabin Baggage...............................................................................2–30

2.19.2

Under-seat Stowages (AIR OPS)......................................................................2–31

2.19.3

Hatbins/Overhead Lockers ...............................................................................2–32

2.19.4

Cabin Baggage must not be Stowed .................................................................2–32

2.19.5

Weight and Size ................................................................................................2–32

2.19.6

Unusual Items of Cabin Baggage (e.g. Cello) ..................................................2–33

2.20

Smoking On-board ............................................................................2–33

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2.21

Injury and Death On-board ............................................................. 2–34

2.22

Dangerous Goods .............................................................................. 2–34

2.23

Live Animals in the Cabin ................................................................ 2–34

2.24

Portable Electronic Devices.............................................................. 2–35

2.24.1

PEDs Allowed for All Phases of Flight............................................................2–35

2.24.2

PEDs with Restricted Use.................................................................................2–35

2.24.3

Prohibited PEDs................................................................................................2–36

2.24.4

Medical PEDs ...................................................................................................2–36

2.24.5

Transmitting PED (T-PED) ..............................................................................2–36

2.25

Carriage of Weapons ........................................................................ 2–36

2.26

General Surveillance......................................................................... 2–37

2.26.1

Toilets ...............................................................................................................2–37

2.26.2

Cabin.................................................................................................................2–37

2.26.3

Galleys ..............................................................................................................2–37

2.26.4

Disposal of Syringes .........................................................................................2–38

2.26.5

Flight deck and Cargo Areas ............................................................................2–38

2.27

Fire Prevention .................................................................................. 2–38

2.28

Passenger and Crew Restraint ......................................................... 2–39

2.28.1

Passenger Seats.................................................................................................2–39

2.28.2

Definition of Infants .........................................................................................2–39

2.28.3

Child Restraint Devices (CRD) ........................................................................2–39

2.28.3.1 2.28.3.2 2.28.3.3

Infant Seatbelt ...................................................................................................................2–40 Amsafe Child Aviation Restraint System (CARES).........................................................2–41 Baby/Child Car Seat..........................................................................................................2–42

2.28.4

Assistance with Postural Support – Crelling HSB1 and Crelling Model 27...........................................................................................................2–44

2.28.5

Assistance with Postural Support – MERU Travel Chair ................................2–45


page TOC–7


2.29

Turbulence..........................................................................................2–48

2.29.1

Cause and Effects..............................................................................................2–48

2.29.2

Types of Air Turbulence...................................................................................2–48

2.29.3

Flight Crew Notification to Cabin Crew...........................................................2–49

2.29.4

Actions to be Taken by Cabin Crew .................................................................2–49

3

Safety Equipment – General ....................................................3–1

3.0

Safety Equipment.................................................................................3–1

3.1

Water Glycol Fire Extinguisher .........................................................3–1

3.2

Halon Fire Extinguisher......................................................................3–2

3.3

Toilet Automatic Fire Extinguisher (Freon) .....................................3–3

3.3.1

Toilet Temperature Indicator ..............................................................................3–3

3.4

Crash Axe .............................................................................................3–4

3.5

Portable Breathing Equipment...........................................................3–5

3.6

Smoke Goggles .....................................................................................3–6

3.7

Fire Gloves............................................................................................3–6

3.8

Torch .....................................................................................................3–7

3.9

Oxygen (Fixed and Portable) ..............................................................3–8

3.9.1

Portable Oxygen .................................................................................................3–8

3.9.1.1

Child/Infant Oxygen Mask (Where Fitted) .........................................................................3–9

3.9.2

Fixed Oxygen......................................................................................................3–9

3.9.2.1 3.9.2.2

Flight Crew Oxygen System (Quick Don Oxygen) ............................................................3–9 Passenger Oxygen System ................................................................................................3–10

3.10

First Aid Kits......................................................................................3–11

3.11

Survival Equipment...........................................................................3–13

3.11.1

Pyrotechnics......................................................................................................3–13

3.11.2

Locator Beacons ...............................................................................................3–14

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Flotation Equipment .........................................................................................3–15

3.11.3.1 3.11.3.2 3.11.3.3 3.11.3.4

Infant Life Jackets .............................................................................................................3–17 Adult Lifejacket.................................................................................................................3–19 Life Cots............................................................................................................................3–20 Life Rafts/Slide Rafts ........................................................................................................3–20

3.12

Loudhailer.......................................................................................... 3–20

3.13

Non Mandatory or Special Equipment ........................................... 3–21

3.13.1

Infant/Extension Seat Belt ................................................................................3–21

3.13.2

On-board Wheelchair........................................................................................3–22

3.13.3

Demo Kits.........................................................................................................3–23

3.13.4

Fire Proof Gash Bag .........................................................................................3–23

3.13.5

EPOS System....................................................................................................3–24

4

Emergency Procedures............................................................. 4–1

4.0

Definitions of Types of Emergencies ................................................. 4–1

4.0.1

Aircrew Duties for Rapid Evacuation.................................................................4–2

4.0.2

Handling of Passengers.......................................................................................4–2

4.1

Aircrew Co-ordination........................................................................ 4–3

4.1.1

Cabin Crew to Cabin Crew.................................................................................4–3

4.1.2

Cabin Crew to Flight Crew.................................................................................4–3

4.1.3

Flight Crew to Cabin Crew.................................................................................4–3

4.2

Notification of Emergencies ............................................................... 4–3

4.2.1

Brace for Impact Call..........................................................................................4–3

4.2.2

Notification of Emergency to Cabin Crew .........................................................4–3

4.2.3

Notification of Emergency to Passengers...........................................................4–5

4.2.3.1 4.2.3.2

Captains Briefing to Passengers..........................................................................................4–5 No 1 Briefing to Passengers: Emergency PA - Sequence of SOS DEMO .........................4–5

4.2.4

Notification of Problem in the Cabin to the Flight Crew ...................................4–6

4.3

Initiation of Emergencies.................................................................... 4–6

4.3.1

Abnormal Conditions/Operations.......................................................................4–6

4.3.2

Cabin Crew Reports of Abnormal Operation .....................................................4–7


page TOC–9


The Need to Evacuate .........................................................................................4–7

4.3.4

The Decision to Evacuate ...................................................................................4–7

4.3.5

No 1 Initiation of Evacuation Without the Captains Command.........................4–8

4.4

Assistance of Able Bodied Passengers................................................4–9

4.4.1

Criteria of Able-Bodied Passengers (ABP) ........................................................4–9

4.4.2

Content and Method of Briefing– What and How to Brief ................................4–9

4.4.3

Special Instructions to Ensure Maximum Effectiveness of ABP’s ....................4–9

4.5

Brace Positions .....................................................................................4–9

4.5.1

Crew Brace Positions .........................................................................................4–9

4.5.2

Passenger Brace positions...................................................................................4–9

4.5.3

Timing of Brace Command ..............................................................................4–10

4.6

Crowd Control ...................................................................................4–10

4.6.1

Passenger Management During Evacuation .....................................................4–10

4.6.1.1 4.6.1.2

Evacuation Speed and Assist Space ..................................................................................4–10 Passenger Psychology and Crowd Control .......................................................................4–11

4.6.2

Passenger Management After Evacuation ........................................................4–11

4.7

Instructions for Evacuation ..............................................................4–12

4.8

Reduced Mobility Passenger (PRM) Evacuation............................4–12

4.8.1

Buddy System ...................................................................................................4–12

4.9

Unusable Exits....................................................................................4–12

4.9.1

Definition of Unusable Exit – Unserviceable/Unsuitable.................................4–12

4.10

Public Address Announcements .......................................................4–13

4.10.1

Announcements/Instructions in Unplanned and Planned Emergency Evacuations....................................................................................4–14

4.11

Land Evacuation and Ditching.........................................................4–15

4.11.1

Procedures in Planned Emergencies .................................................................4–15

4.11.2

Procedures in Unplanned Emergencies ............................................................4–16

4.11.3

Individual Cabin Crew Responsibilities ...........................................................4–16

page TOC–10



4.12

Rejected Take-off .............................................................................. 4–17

4.13

Go Around/Missed Approach .......................................................... 4–18

4.14

Tail Strike .......................................................................................... 4–18

4.15

Ground Based Emergency Services................................................. 4–19

4.16

Aircrew Incapacitation ..................................................................... 4–21

4.16.1

Pilot Incapacitation ...........................................................................................4–22

4.16.1.1 4.16.1.2

Use of Pilot’s Seat Mechanism .........................................................................................4–22 Fastening/Unfastening of Pilot’s Seat Harness .................................................................4–22

4.16.2

Use of Pilot’s O2 Equipment............................................................................4–22

4.16.3

Administering Appropriate First Aid................................................................4–22

4.16.4

Use of Pilot’s Checklists...................................................................................4–23

4.16.5

Pilot Incapacitation Drill...................................................................................4–23

4.16.6

Incapacitated CC...............................................................................................4–23

4.16.6.1 4.16.6.2

Incapacitation of a CC In-flight ........................................................................................4–23 Incapacitation of a CC on the Ground...............................................................................4–24

4.17

Decompression................................................................................... 4–24

4.17.1

Indications of a Rapid Decompression .............................................................4–25

4.17.2

Indications of a Slow Decompression ..............................................................4–25

4.17.3

The Time of Useful Consciousness (TUC) ......................................................4–26

4.17.4

Immediate Actions by Cabin Crew - O2 and Restraint ....................................4–27

4.17.5

Action to be Taken When Aircraft is Level......................................................4–27

4.17.6

Use of PA’s – Communication with Crew and Passengers..............................4–28

4.17.7

Monitoring of Passengers .................................................................................4–28

4.17.8

Check of Passengers and Cabin Secure ............................................................4–28

4.17.9

Administering O2 as Appropriate.....................................................................4–28

4.17.10

Operation of Oxygen Masks.............................................................................4–28

4.17.11

Operation of Oxygen Systems ..........................................................................4–28

4.18

Fire...................................................................................................... 4–29

4.18.1

Theory of Fire and Smoke ................................................................................4–29

4.18.2

Principals of Combustion .................................................................................4–30


page TOC–11


Classification of Types of Fire/Classes of Fire.................................................4–31

4.18.4

Fire Source ........................................................................................................4–32

4.18.4.1 4.18.4.2 4.18.4.3

Locating/Identifying Source of Fire..................................................................................4–32 Possible Fire Sources ........................................................................................................4–33 High Risk Areas ................................................................................................................4–34

4.18.5

General Procedures ...........................................................................................4–36

4.18.5.1 4.18.5.2 4.18.5.3 4.18.5.4 4.18.5.5

Necessity to Immediately Locate and Identify Fire Source ..............................................4–36 Appropriate Techniques for Attacking Fires.....................................................................4–37 Communication with Flight Crew.....................................................................................4–37 Communication and Co-ordination with Cabin Crew.......................................................4–37 Provision of Backup Equipment and Crew Members.......................................................4–38

4.18.6

Control/Management of Passengers .................................................................4–38

4.18.7

Specific Fire Scenarios .....................................................................................4–39

4.18.7.1 4.18.7.2 4.18.7.3 4.18.7.4 4.18.7.5 4.18.7.6 4.18.7.7 4.18.7.8 4.18.7.9 4.18.7.10

General Fire Drill ..............................................................................................................4–39 Toilet Fire Drill .................................................................................................................4–40 Oven Fire Drill ..................................................................................................................4–41 Hatbin/Overhead Locker Fire Drill ...................................................................................4–42 Fire Behind Panelling Drill ...............................................................................................4–43 Under Floor Fire Drill .......................................................................................................4–44 Gash Cart Fire Drill...........................................................................................................4–45 Seat Fire Drill ....................................................................................................................4–46 Battery Fire........................................................................................................................4–47 Flight Deck Fires...............................................................................................................4–49

4.18.8

Extinguishing Agents........................................................................................4–49

4.18.8.1 4.18.8.2

Halon .................................................................................................................................4–49 Water Glycol .....................................................................................................................4–50

4.18.9

Smoke and Fumes .............................................................................................4–51

4.18.9.1 4.18.9.2 4.18.9.3

Protection of Aircrew and Passengers...............................................................................4–51 Smoke Removal Procedure ...............................................................................................4–51 Installation of Smoke Barrier/Use of Other Special Equipment .......................................4–52

4.18.10

Ground Based Emergency Services..................................................................4–52

4.18.11

Cabin Crew Roles in Fire Fighting ...................................................................4–52

4.18.12

Fire Equipment Carried On Board....................................................................4–52

page TOC–12



5

Aircraft Type Specific: Systems, Equipment and Procedures ................................................................................. 5–1

5.0

Aircraft Description ............................................................................ 5–1

5.1

Cabin Configuration ........................................................................... 5–2

5.1.1

Safety Equipment – Equipment Diagram ...........................................................5–2

5.1.2

Cabin Crew and Passenger Seats........................................................................5–3

5.1.2.1 5.1.2.2

Cabin Crew Seats (Jumpseats) ............................................................................................5–3 Passenger Seating................................................................................................................5–4

5.1.3

Stowage Areas ....................................................................................................5–4

5.1.3.1

Stowage of Cabin Crew Bags..............................................................................................5–4

5.1.4

Toilets .................................................................................................................5–5

5.1.4.1 5.1.4.2 5.1.4.3 5.1.4.4 5.1.4.5 5.1.4.6 5.1.4.7

General ................................................................................................................................5–5 Toilet Locations...................................................................................................................5–5 Toilet Description................................................................................................................5–5 To Lock/Unlock the Toilet Door From the Outside............................................................5–6 Toilet Water System............................................................................................................5–6 Toilet Waste System............................................................................................................5–7 Toilet Panel Door ................................................................................................................5–7

5.1.5

Galley Appliances Including Ovens, Water Boilers, Control Panels .................5–8

5.1.5.1 5.1.5.2 5.1.5.3 5.1.5.4

Galleys.................................................................................................................................5–8 Galley Description...............................................................................................................5–8 Galley Power .......................................................................................................................5–9 Galley Oven Procedures......................................................................................................5–9

5.1.6

Water Supply Systems – Sinks, Drains, Water Shut-off ..................................5–10

5.1.6.1 5.1.6.2 5.1.6.3 5.1.6.4 5.1.6.5

Potable (Filtered) Water – Minimum for Dispatch ...........................................................5–10 Galley Water System.........................................................................................................5–11 Galley Waste .....................................................................................................................5–11 Galley Non-normals ..........................................................................................................5–11 Water Supply Selector Valve ............................................................................................5–12

5.1.7

Curtains, Partitions ...........................................................................................5–13

5.1.8

Assist Space ......................................................................................................5–13

5.2

Minimum Required Aircrew Complement for Operation ............ 5–13

5.3

Cabin Crew Seating Position............................................................ 5–13

5.4

Cabin Crew Duties – Specific Areas of Responsibilities................ 5–14

5.4.1

Pre-departure Safety Equipment Checks ..........................................................5–14

5.4.1.1 5.4.1.2 5.4.1.3

Assigned Door Checks ......................................................................................................5–14 Jumpseat and Area Check .................................................................................................5–14 Cabin Checks.....................................................................................................................5–14


page TOC–13

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES 5.4.1.4 5.4.1.5 5.4.1.6 5.4.1.7 5.4.1.8 5.4.1.9

Galley Check .....................................................................................................................5–15 Toilet Checks.....................................................................................................................5–16 No 1’s PDIs .......................................................................................................................5–16 No 2’s PDIs .......................................................................................................................5–16 No 3’s PDIs .......................................................................................................................5–17 No 4’s PDIs (If the No 4 is not at the Boarding Gate) ......................................................5–17

5.4.2

Passenger Safety Briefing and Positions ..........................................................5–18

5.4.2.1 5.4.2.2

Manual Safety Demonstration...........................................................................................5–18 Passenger Briefing at Overwing Exits ..............................................................................5–21

5.4.3

Cabin Secure .....................................................................................................5–22

5.4.3.1

Passenger Baggage............................................................................................................5–23

5.4.4

Passenger Seating to Assist in Evacuation .......................................................5–23

5.4.5

Passenger Seating in Order not to Hinder Evacuation......................................5–23

5.4.5.1 5.4.5.2 5.4.5.3

Seating of Inadmissible Passengers and Deportees – Security Significant Passengers .........................................................................................................................5–23 Carriage of Persons with Reduced Mobility (PRM) .........................................................5–24 PRM Boarding Procedure .................................................................................................5–25

5.4.6

Passenger Embarkation and Disembarkation ...................................................5–25

5.4.6.1 5.4.6.2 5.4.6.3 5.4.6.4 5.4.6.5

Passenger Distribution.......................................................................................................5–26 Allocated Seating Procedure .............................................................................................5–26 Embarkation of Lift On PRMs/Disembarkation of Lift OFF PRMs.................................5–27 Passenger Disembarkation ................................................................................................5–27 Anti-tipping Procedures When Boarding or Disembarking..............................................5–28

5.4.7

Arming/Disarming ............................................................................................5–29

5.4.7.1 5.4.7.2

Cabin Crew Responsibility................................................................................................5–29 Operation...........................................................................................................................5–29

5.4.8

Fuelling with Passengers On-board, Embarking or Disembarking ..................5–31

5.4.8.1 5.4.8.2 5.4.8.3 5.4.8.4

Flight Crew Must Ensure: .................................................................................................5–31 Cabin Crew Must Ensure: .................................................................................................5–31 Response to Fuelling/Defueling Hazard ...........................................................................5–32 Fuelling with Lift-off Passengers On-board......................................................................5–34

5.4.9

Security Check and Security Search Procedures ..............................................5–34

5.4.9.1 5.4.9.2 5.4.9.3

Security Check Procedure .................................................................................................5–34 Security Search Procedure ................................................................................................5–37 Security Check/Search Record..........................................................................................5–38

5.5

Electrical Systems ..............................................................................5–38

5.5.1

Normal Lighting System...................................................................................5–38

5.5.1.1 5.5.1.2 5.5.1.3 5.5.1.4 5.5.1.5 5.5.1.6 5.5.1.7

Cabin Lighting...................................................................................................................5–38 Ceiling Lights....................................................................................................................5–38 Window Lights ..................................................................................................................5–39 Entry Lights.......................................................................................................................5–39 Lighting Controls ..............................................................................................................5–39 Reading Lights ..................................................................................................................5–40 Lavatory (Toilet) Lights ....................................................................................................5–40

page TOC–14


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES 5.5.1.8 5.5.1.9 5.5.1.10 5.5.1.11 5.5.1.12

Work Lights.......................................................................................................................5–40 Galley Work Lights...........................................................................................................5–41 Area Lights........................................................................................................................5–41 Cabin/Galley Light Settings in Hours of Darkness...........................................................5–41 Cabin/Galley Light Settings in Dusk/Dawn......................................................................5–41

5.5.2

Emergency Lighting System Including Floor Proximity and External.............................................................................................................5–42

5.5.2.1 5.5.2.2 5.5.2.3 5.5.2.4

Description ........................................................................................................................5–42 Interior Emergency Lights ................................................................................................5–42 Exterior Emergency Lights ...............................................................................................5–42 Operation of the Emergency Lighting Systems ................................................................5–44

5.5.3

Galley Systems, Power Shut-off, Appliance Overheat/Malfunction................5–45

5.5.4

Circuit Breakers ................................................................................................5–45

5.5.4.1

Circuit Breakers in the Cabin ............................................................................................5–45

5.5.5

Smoke Detector System....................................................................................5–45

5.5.6

Evacuation Alarm System ................................................................................5–47

5.5.7

Any Other Alarm System .................................................................................5–47

5.6

Passenger Service Unit (PSU) .......................................................... 5–47

5.7

Oxygen Systems................................................................................. 5–48

5.7.1

Cabin System Location, Use, Operation...........................................................5–48

5.7.1.1 5.7.1.2 5.7.1.3 5.7.1.4

Description ........................................................................................................................5–48 Location of masks .............................................................................................................5–48 Operation of Oxygen Masks .............................................................................................5–48 Operation of Oxygen Systems...........................................................................................5–49

5.7.2

Flight Deck System – Location, Use, Operation ..............................................5–50

5.7.2.1 5.7.2.2

Flight Crew Oxygen System (Quick Don Oxygen) ..........................................................5–50 Flight Crew Oxygen Mask Usage .....................................................................................5–52

5.7.3

Supplementary Oxygen System – Location, Use, Operation ...........................5–53

5.8

Communication Systems .................................................................. 5–54

5.8.1

Interphones .......................................................................................................5–54

5.8.2

Passenger Announcement PA...........................................................................5–55

5.8.3

Crew Call System .............................................................................................5–57

5.8.3.1 5.8.3.2

Master Call Panel ..............................................................................................................5–57 Flight Crew to Cabin Crew ...............................................................................................5–57

5.8.4

Passenger Information Signs ............................................................................5–58

5.8.5

Passenger Call...................................................................................................5–58

5.8.5.1 5.8.5.2

Seat Call System................................................................................................................5–58 Toilet Call System.............................................................................................................5–59


page TOC–15


Evacuation Alert Systems .................................................................................5–59

5.9

Audio/Video Systems .........................................................................5–59

5.9.1

PRAM 1 ............................................................................................................5–60

5.9.2

PRAM 2 ............................................................................................................5–60

5.10

Exits.....................................................................................................5–61

5.10.1

Doors.................................................................................................................5–61

5.10.1.1 5.10.1.2 5.10.1.3 5.10.1.4 5.10.1.5 5.10.1.6

Description ........................................................................................................................5–61 Location.............................................................................................................................5–61 Pre-departure Inspections ..................................................................................................5–62 Operation of Doors – Inside ..............................................................................................5–62 Operation of Doors – Outside ...........................................................................................5–63 Use of Door Straps ............................................................................................................5–64

5.10.2

Overwing Emergency Exits ..............................................................................5–65

5.10.2.1 5.10.2.2 5.10.2.3 5.10.2.4 5.10.2.5 5.10.2.6

Description ........................................................................................................................5–65 Location.............................................................................................................................5–65 Pre-departure Inspection ...................................................................................................5–66 Operation of Exits – Inside................................................................................................5–66 Operation of Exits – Outside.............................................................................................5–66 Features Allowing Easy Access to Overwing Exits..........................................................5–66

5.10.3

Flight Deck Windows .......................................................................................5–67

5.10.3.1

Operation of Windows Inside ...........................................................................................5–67

5.10.4

Flight Deck Door ..............................................................................................5–69

5.10.5

Slides.................................................................................................................5–69

5.10.5.1 5.10.5.2 5.10.5.3 5.10.5.4 5.10.5.5 5.10.5.6 5.10.5.7

Description ........................................................................................................................5–69 Location.............................................................................................................................5–69 Pre-departure Inspections ..................................................................................................5–69 Girt Bar..............................................................................................................................5–69 Arming and Disarming a Slide..........................................................................................5–69 Use of Slides......................................................................................................................5–70 Slides Disarmed and Evacuation is Called........................................................................5–74

5.10.6

Door, Slide and Exit Unserviceability ..............................................................5–74

5.10.7

Airstairs.............................................................................................................5–76

5.10.7.1 5.10.7.2 5.10.7.3 5.10.7.4

Description ........................................................................................................................5–76 Operation of Airstairs Interior...........................................................................................5–77 Operation of Airstairs Exterior..........................................................................................5–81 Guardrails ..........................................................................................................................5–82

5.10.8

Use of Slide Rafts .............................................................................................5–82

5.10.9

Use of Ropes and Any Other Assist Devices ...................................................5–82

page TOC–16



5.11

Emergency Situations ....................................................................... 5–83

5.11.1

Quick Reference Guide (QRG) ........................................................................5–83

5.11.2

Notification of Emergency to Cabin Crew .......................................................5–83

5.11.2.1 5.11.2.2 5.11.2.3

“No 1 to the Flight Deck” – In-flight ................................................................................5–83 “No 1 to the Flight Deck” – A/C on the Ground/CC in Jumpseats...................................5–83 “No 1 to the Flight Deck” – During Boarding/Disembarking ..........................................5–84

5.11.3

Emergencies on Land .......................................................................................5–85

5.11.3.1 5.11.3.2 5.11.3.3

Time Available Evacuation on Land.................................................................................5–85 Time Available Evacuation on Land – Short Notice ........................................................5–90 No Time Available Emergency – Land.............................................................................5–93

5.11.4

Ditching ............................................................................................................5–94

5.11.4.1 5.11.4.2 5.11.4.3

Time Available Ditching...................................................................................................5–95 Time Available Ditching – Short Notice.........................................................................5–101 No Time Available Ditching ...........................................................................................5–104

5.11.5

Rejected Take-off ...........................................................................................5–106

5.11.6

Go Around/Missed Approach.........................................................................5–106

5.11.7

Tail Strike .......................................................................................................5–107

5.11.8

Pilot Incapacitation Drill.................................................................................5–108

5.11.9

Incapacitation of Cabin Crew .........................................................................5–110

5.11.9.1 5.11.9.2

Incapacitation of Cabin Crew In-flight ...........................................................................5–110 Incapacitation of Cabin Crew Prior to Departure............................................................5–111

5.11.10

Cabin Crew Duties in a Decompression, Specific to Aircraft Type...............5–113

5.11.11

Fire..................................................................................................................5–114

5.11.11.1 5.11.11.2 5.11.11.3

Equipment Carried On-board ..........................................................................................5–114 Cabin Crew Roles in Fire Fighting .................................................................................5–114 Specific Incident Fire Drills ...........................................................................................5–116

5.12

Bomb Warnings............................................................................... 5–117

5.12.1

Basic Procedure – On Ground, Parked on Stand ............................................5–117

5.12.2

Basic Procedure – On Ground, Taxiing..........................................................5–118

5.12.3

Basic Procedure – In-flight .............................................................................5–118

5.12.4

Sterile Search Method.....................................................................................5–119

5.12.5

Preparation of Least Risk Bomb Location (LRBL)........................................5–121

5.12.6

Moving the Suspicious Object........................................................................5–121


page TOC–17


6

First Aid .....................................................................................6–1

6.0

Physiology of Flight Including O2 Requirements and Hypoxia .................................................................................................6–1

6.0.1

The Requirement for First Aid On-board ...........................................................6–1

6.0.2

Physiology of Flight............................................................................................6–1

6.0.3

Oxygen and the Body .........................................................................................6–2

6.0.4

Hypoxia...............................................................................................................6–2

6.1

Objectives of First Aid.........................................................................6–2

6.2

Protecting Yourself ..............................................................................6–3

6.3

First Aid Roles......................................................................................6–3

6.4

Coping with Emergencies....................................................................6–4

6.5

Informing the No 1...............................................................................6–4

6.6

Informing the Captain.........................................................................6–4

6.7

Making a PA for a Medically Qualified Person ................................6–4

6.8

Deciding what Aftercare may be Necessary ......................................6–5

6.9

Equipment Available to Assist in a First Aid Incident.....................6–7

6.9.1

Observation Chart ...............................................................................................6–7

6.9.2

Conscious Passengers .........................................................................................6–7

6.9.3

Assessing the Casualty........................................................................................6–7

6.10

Medical Emergencies...........................................................................6–9

6.10.1

Choking...............................................................................................................6–9

6.10.2

Stress Reaction and Allergic Reactions ............................................................6–12

6.10.3

Hyperventilation ...............................................................................................6–13

6.10.4

Gastro Intestinal Disturbance............................................................................6–14

6.10.5

Air Sickness ......................................................................................................6–14

6.10.6

Epilepsy ............................................................................................................6–15

page TOC–18



Heart .................................................................................................................6–16

6.10.7.1 6.10.7.2

Angina ...............................................................................................................................6–16 Heart Attack ......................................................................................................................6–17

6.10.8

Stroke................................................................................................................6–19

6.10.9

Diabetes ............................................................................................................6–20

6.10.10

Emergency Childbirth.......................................................................................6–21

6.10.11

Asthma..............................................................................................................6–26

6.11

Basic First Aid and Survival ............................................................ 6–28

6.11.1

The Unconscious ..............................................................................................6–28

6.11.1.1 6.11.1.2 6.11.1.3 6.11.1.4

The ABC of Life ...............................................................................................................6–28 Dealing with an Unconscious Adult Passenger.................................................................6–29 The Recovery Position – Adult/Child ...............................................................................6–32 The Recovery Position – Infant.........................................................................................6–34

6.12

Artificial Respiration and Cardiopulmonary Resuscitation (CPR) .......................................................................... 6–34

6.12.1

CPR – Adults ....................................................................................................6–34

6.12.2

CPR – Children and Infants..............................................................................6–40

6.13

Use of First Aid Kits and Use of O2................................................. 6–41

6.13.1

Oxygen Bottles .................................................................................................6–41

6.13.2

First Aid Kits ....................................................................................................6–41

6.13.3

Dressing and Bandages.....................................................................................6–41

6.14

Other Medical Emergencies ............................................................. 6–44

6.14.1

Head Injury .......................................................................................................6–44

6.14.2

Shock ................................................................................................................6–46

6.14.3

Fainting .............................................................................................................6–47

6.14.4

Swallowing a Sharp Object ..............................................................................6–48

6.14.5

Emotional Trauma ............................................................................................6–48

6.14.6

Panic Attack......................................................................................................6–49

6.14.7

Foreign Body in the Eye ...................................................................................6–49

6.14.8

Febrile Convulsions ..........................................................................................6–50

6.14.9

Poisoning ..........................................................................................................6–51

6.14.10

Food Poisoning .................................................................................................6–52


page TOC–19


Headache...........................................................................................................6–53

6.14.12

Toothache..........................................................................................................6–53

6.14.13

Earache..............................................................................................................6–54

6.14.14

Indigestion ........................................................................................................6–55

6.14.15

Miscarriage .......................................................................................................6–55

6.15

Burns and Scalds................................................................................6–56

6.15.1

Types of Burns..................................................................................................6–57

6.15.2

Care ...................................................................................................................6–58

6.16

Wounds and Bleeding........................................................................6–61

6.16.1

Types of Bleeding .............................................................................................6–61

6.16.2

Care – Contusion (Severe Bruise): ...................................................................6–62

6.16.3

Care – Bleeding: ...............................................................................................6–62

6.16.4

Care – Minor External Bleeding:......................................................................6–62

6.16.5

Care – Major External Bleeding: ......................................................................6–62

6.16.6

Internal Bleeding...............................................................................................6–64

6.16.7

Nose Bleeds ......................................................................................................6–65

6.16.8

Bleeding Tooth Socket......................................................................................6–66

6.17

Fractures and Soft Tissue Injuries ...................................................6–67

6.17.1

Types of Fractures ............................................................................................6–67

6.17.2

Care – Fracture: ................................................................................................6–69

6.18

Documentation ...................................................................................6–70

7

Survival Search and Rescue .....................................................7–1

7.0

Search and Rescue Procedures...........................................................7–1

7.1

Basic Principles of Survival ................................................................7–2

7.1.1

Attracting Attention ............................................................................................7–2

7.1.2

Ground – Air Signal Code ..................................................................................7–3

7.1.3

International Distress Signal for Search Aircraft................................................7–3

page TOC–20



Immediate Survival After a Forced Landing ......................................................7–4

7.1.5

The Will to Survive ............................................................................................7–4

7.2

Protection, Location, Water and Food .............................................. 7–5

7.2.1

Protection............................................................................................................7–5

7.2.2

Location ..............................................................................................................7–6

7.2.3

Water...................................................................................................................7–6

7.2.4

Food ....................................................................................................................7–8

7.3

Sea/Ditching Survival.......................................................................... 7–9

7.4

Polar Survival ...................................................................................... 7–9

7.5

Desert Survival .................................................................................. 7–10

7.6

Jungle Survival .................................................................................. 7–11

7.7

Survival, First Aid and Hygiene ...................................................... 7–13

7.7.1

Dangers to the Body – Cold..............................................................................7–13

7.7.1.1 7.7.1.2

Causes of Loss of Body Heat ............................................................................................7–13 Actions and Considerations...............................................................................................7–13

7.7.2

Dangers to the Body – Overheating..................................................................7–13

7.7.2.1

Actions and Considerations...............................................................................................7–13

7.7.3

Frostbite ............................................................................................................7–13

7.7.3.1 7.7.3.2 7.7.3.3 7.7.3.4 7.7.3.5

Prevention..........................................................................................................................7–14 Symptoms..........................................................................................................................7–14 Mild Frostbite....................................................................................................................7–14 Deep Frostbite ...................................................................................................................7–15 Care – Frostbite .................................................................................................................7–15

7.7.4

Hypothermia .....................................................................................................7–15

7.7.4.1 7.7.4.2 7.7.4.3

Prevention..........................................................................................................................7–15 Symptoms..........................................................................................................................7–15 Care - Hypothermia...........................................................................................................7–16

7.7.5

Sunstroke ..........................................................................................................7–16

7.7.5.1 7.7.5.2

Symptoms..........................................................................................................................7–16 Care – Sunstroke ...............................................................................................................7–17

7.7.6

Malaria..............................................................................................................7–17

7.7.6.1 7.7.6.2

Prevention..........................................................................................................................7–17 Symptoms..........................................................................................................................7–17


page TOC–21


Dysentery ..........................................................................................................7–17

7.7.7.1 7.7.7.2

Prevention..........................................................................................................................7–17 Symptoms..........................................................................................................................7–18

7.7.8

Sore Eyes ..........................................................................................................7–18

7.7.8.1 7.7.8.2

Prevention..........................................................................................................................7–18 Care – Sore Eyes ...............................................................................................................7–18

7.8

Survival Table ....................................................................................7–18

8

Dangerous Goods ......................................................................8–1

8.0

Dangerous Goods Carried by Passengers and Aircrew ...................8–1

8.1

Restrictions ...........................................................................................8–4

8.2

Emergency Procedures........................................................................8–7

8.2.1

Cabin Crew Awareness.......................................................................................8–7

8.2.2

Dangerous Goods Spillage in the Cabin .............................................................8–7

8.3

Prohibited Articles.............................................................................8–12

8.4

Accident and Incident Reporting .....................................................8–15

9

Security Including Hi-jacks and Bomb Warnings .................9–1

9.0

Security Requirements ........................................................................9–1

9.1

Organisation Behind Security Countermeasure...............................9–1

9.1.1

International ........................................................................................................9–1

9.1.2

National...............................................................................................................9–1

9.1.3

Industry ...............................................................................................................9–2

9.1.4

Local ...................................................................................................................9–2

9.2

Airport Security ...................................................................................9–2

9.3

Airport Identification Card/Company Identification Card.......................................................................................................9–3

9.4

Reporting ..............................................................................................9–3

page TOC–22



9.5

Challenging of Person in Restricted Areas ....................................... 9–3

9.6

Protection of Aircraft.......................................................................... 9–4

9.7

Aircrew Security.................................................................................. 9–4

9.8

Internal/External Security Audit/Inspection .................................... 9–5

9.9

Baggage Reconciliation ....................................................................... 9–5

9.10

A Passenger Boards the Wrong Flight .............................................. 9–5

9.11

Baggage Identification ........................................................................ 9–6

9.12

Hijack ................................................................................................... 9–6

9.12.1

Policy ..................................................................................................................9–6

9.12.2

Types of Hijacker ...............................................................................................9–6

9.12.3

Cabin Crew Response.........................................................................................9–6

9.12.4

‘9 Point Plan’ ......................................................................................................9–7

9.12.5

Cabin Crew Relationships with the Passengers..................................................9–8

9.12.6

Resolution of Hijack ...........................................................................................9–8

9.13

Jumpseat Travel .................................................................................. 9–9

9.13.1

Persons Entitled or Authorised to Use Aircraft Jumpseats.................................9–9

9.13.2

Flight Deck Jumpseats......................................................................................9–10

9.13.3

Cabin Jumpseats (Rear Galley) ........................................................................9–10

9.14

Flight Crew Compartment (Flight Deck) Security ........................ 9–11

9.14.1

Flight Deck Door ..............................................................................................9–11

9.14.2

Normal Flight Deck Access..............................................................................9–13

9.14.3

Non-normal Door Locking System ..................................................................9–14

9.14.4

Opening the Flight Deck Door During the Flight.............................................9–14

9.14.5

Opening the Flight Deck Door During Non-normal Procedures......................9–15

9.14.6

Flight Deck Emergency Access Panel..............................................................9–16


page TOC–23


10

Additional Material.................................................................10–1

10.0

The Phonetic Alphabet ......................................................................10–1

page TOC–24



LIST OF EFFECTIVE PAGES Page

ROA–I ROA–II LOC–1 LOC–2 TOC–1 TOC–2 TOC–3 TOC–4 TOC–5 TOC–6 TOC–7 TOC–8 TOC–9 TOC–10 TOC–11 TOC–12 TOC–13 TOC–14 TOC–15 TOC–16 TOC–17 TOC–18 TOC–19 TOC–20 TOC–21 TOC–22 TOC–23 TOC–24 LEP–1 LEP–2 LEP–3 LEP–4 LEP–5 LEP–6 1–1 1–2 1–3 1–4 1–5 1–6 1–7 1–8 1–9 page LEP–1

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INTENTIONALLY BLANK

page LEP–6



1

GENERAL

1.0

Operations Manuals to be Carried ORO.MLR.100 Aircrew are required by the Company to refer to The Safety and Emergency Procedures Manual for information relevant to duties of an operating crew. The SEP Manual is available at the locations indicated below:

1.1

1.

A copy shall remain in the Flight Deck as part of the ship’s library (required for dispatch).

2.

A copy shall be located in the cabin (required for dispatch). As soon as the CC go on board, the No 1 will ask the Flight Crew for 1 of the 2 copies from the ships library (including SPIs) and will place into allocated stowage; at the end of their shift or after an aircraft change, the No 1 will return the SEP Manual (including SPIs) to the Flight Crew, where it shall be returned to the ships library.

3.

Electronic copies are www.crewdock.com.

4.

A hard copy is available at each base.

5.

A hard copy is available for training purposes to each trainee for the duration of their training course.

available

on

www.cabincrewdock.com/

Operations Manual Amendment and Revisions ORO.MLR.100(i) Nominated Person of Flight Operations may issue amendments and revisions to the manual. Amendments and revisions will be issued to Aircrew at each of the Company’s bases. Amendments and revisions will be issued by way of a SPI (Safety Procedure Instruction). A written record of revisions is detailed in the Amendment Record section at the front of this Manual. The amendment section details the effective date of the revision. Handwritten amendments or revisions are not permitted. Operations Manual Part A, SEP is distributed to all bases by FOPS Administrators. Base Captains are responsible for updating A/C libraries, with exception of STN where this is performed by STN Ops. Operations Manuals Part A, SEP are issued in different colours – the Chief Instructor-Safety will maintain the list of colours for current revision.


page 1–1


1.2

Role of the Authority and Power of Inspectors The Competent Authority for Security in Ireland is the Irish Aviation Authority (IAA) In this role the IAA is responsible for monitoring and auditing the implementation of the National Civil Aviation Security Programme. The IAA is responsible for surveillance and oversight of training and operating standards in Ryanair. AIR OPS/EASA sets the requirements applicable to European commercial airlines. Airlines are not permitted to operate an aircraft for the purpose of commercial air transport other than in accordance with AIR OPS/EASA Legislation. Within Ireland, the IAA is responsible for the implementation and enforcement of ICAO, AIR OPS and National Regulations, e.g. the Statutory Instruments (S.I.s). IAA Inspectors and Inspectors from the National Civil Aviation Authorities (CAAs) of another state may board Ryanair Aircraft to carry out official duties. Inspectors will be in possession of a valid ID. With the approval of the Captain, the Inspectors may wish to occupy a jumpseat. CC must:

1.3

•

Challenge all persons, including inspectors, attempting to board Ryanair Aircraft.

•

Immediately inform the Captain when inspectors board a Ryanair Aircraft.

•

Once the identity of the Inspector has been verified and with the approval of the Captain, co-operates fully with the inspection.

Laws, Regulations, Procedures and Operators Responsibilities ORO.GEN.110 (g) Company policies and regulations have been formulated in accordance with the Irish Aviation Authority and the EASA requirements, to enable CC and Ryanair to operate in harmony, safety and complete mutual understanding. It is the individual CC’s responsibility to ensure that their SAFETY AND EMERGENCY PROCEDURES knowledge is kept up to date with current safety updates and amendments at all times.

1.4

Competence of CC ORO.CC.210 Each CC must successfully complete the Ryanair Initial and Conversion Training as outlined in Ryanair Operations Manual Part D. Initially CC must also complete familiarisation flights. CC must maintain a high degree of competence at all times and be familiar with information given in this manual.

page 1–2



1.5

Medical Fitness ORO.CC.110 CC must undergo an initial medical examination/assessment prior to commencing line operations. CC are further required to undergo recurrent medical assessments at intervals not exceeding 60 months. Details of the administrative requirements associated with the maintenance of CC medical assessments are available on. www.cabincrewdock.com/MyCrewbag/MedicalAssessmentForm. CC must remain fit to carry out duties specified in this Manual and must inform the company immediately of any change to medical fitness to the extent that it affects ability to perform rostered flight duties.

1.5.1

Pregnancy AMC1 MED.B.045 CC must stop flying as soon as pregnancy is confirmed. The Base Supervisor and Crew Control must be informed immediately.

1.5.2

Drugs and Alcohol CAT.GEN.MPA.170; AMC1 CAT.GEN.MPA.100(C)(1) Aircrew must not take drugs (including sleep inducing drugs) which have not been prescribed by a medical practitioner during a flight, or eight hours prior to a flight. If drugs are prescribed then advice must be sought from your doctor on your competence and fitness to fly. Alcohol must not be taken EIGHT hours prior to commencement of duty time or commencement of standby time. The limit when proceeding into the restricted area or on duty is 0.2 promille. Disciplinary action will be taken against any CC who: •

Consumes alcohol within EIGHT hours of report time/sby duty.

•

Consumes alcohol during duty time.

•

Is found to be taking illicit drugs.

It is Ryanair policy to carry out random drug testing to Aircrew. These drug tests will be carried out by company medics and can be done at any time during employment.


page 1–3


1.6

Duties and Responsibilities of CC ORO.CC.110 The purpose of CC on Ryanair flights is primarily for the safety of passengers, crew and the aircraft. CC must maintain a high degree of competence at all times and be familiar with information given in this manual. CC shall not operate flights if they are in any doubt of their ability to accomplish their duties or if they know or suspect they are suffering from fatigue, or feel unfit to the extent that the flight may be endangered.

1.7

CC Number and Composition ORO.CC.110 It is a requirement that there is one CC per 50 passenger seats or fraction of. See Section 5.2 of this manual for specific aircraft type crew composition. Note:

1.8

The number of CC who actively participate in the aeroplane cabin during the relevant emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, except that, if the maximum approved passenger seating configuration is less than the number evacuated during the demonstration by at least 50 seats, the number of CC may be reduced by 1 for every whole multiple of 50 seats by which the maximum approved passenger seating configuration falls below the certificated maximum capacity.

Operation on More than One Type of Variant ORO.CC.250 CC can operate on maximum 3 types of aircraft. requirements are listed in Section 5.0 of this manual.

1.9

Specific aircraft type

Chain of Command See Section 5.2 for type specific.

1.9.1

CC Chain of Command When two or more crew members of equal rank are assigned to a flight, operating position is established by reference to the Certificate of Competence and the length of service in the rank. In descending order, longest in the rank being senior, the chain of command is:

page 1–4

1.

SEPE.

2.

SEPI.

3.

CSS LC.

4.

CSS


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES 5.

Temporary CSS.

6.

JU CSS or JU (PU) (except when specifically rostered as No 1).

7.

JU.

8.

JU (NEW).

When a JU CSS has been specifically rostered to act as No 1 it is essential that the planned activity takes place. This assignment will be confirmed by reference to the JU CSS Roster. If any of the above ranked crew members are also rostered for the same flight, the rostered JU CSS will act as No 1.

1.10

Responsibility and Authority of Commander The Captain will have final responsibility for the operation and safety of the aircraft and all passengers, Aircrew and cargo on board. The Captain is also authorised and responsible to ensure that all Aircrew on board carry out their duties in compliance with all procedures laid down by Ryanair. The Captain may suspend a CC from duty on the grounds of being unfit to fulfil the duties.

1.11

Procedures for the Use of Vacant Jumpseats A vacant CC seat cannot be occupied by a revenue passenger. A vacant jumpseat may be used (subject to the approval of the Captain after consultation with the No 1) by a ticketed Ryanair staff passenger. A vacant jumpseat must never be used by a fare paying passenger. Non-airline persons, such as personnel from aviation agencies, may travel in the jumpseat provided they have been authorised by the Chief Pilot and are properly ticketed.

1.12

Senior CC ORO.CC.200 CC must have one year flying experience before they can operate as a No 1. Each CC must complete the Senior CC Training and Checking course including Senior CC CRM training as outlined in Ryanair Operations Manual Part D. On successful completion of the course the CC completes three line training days and three days line flying under the supervision of a line-checker, SEP instructor or an SEP Examiner. The line-checker must complete in full the Ryanair Potential Senior CC Assessment and Line Check form. Line Check Forms will be completed on the electronic record system.


page 1–5


1.13

Minimum Requirements for CC (Age and Medical) ORO.CC.100(a)(2) (IAA requirement for English Language Proficiency.) CC must be at least 18 years of age before date of joining and complete an initial medical examination or assessment and is found to be medically fit to complete the duties specified in Operations Manual Part A – Safety and Emergency Procedures. CC must remain medically fit to complete the duties specified in Operations Manual Part A – Safety and Emergency Procedures. CC must also meet the approved requirements for English Language Proficiency.

1.14

Flight and Duty Time Limitations and Rest Requirements See Ops Manual Part A Chapter 7.

1.15

Occurrence and Accident Reporting ORO.CC.200 (c)(4) Any unusual noise, smell, sensation, vibration or surface contamination behaviour on the aircraft must be reported to the Captain immediately. Usually the information is communicated to the Captain via the No 1. Any information or comments made by a passenger relating to the operation or safety of the aircraft must be reported to the Captain without delay. Where an incident occurs in the cabin during taxiing and CC urgently requires to contact the Flight Crew the CC (normally the No 1) must press 222 on the cabin interphone. Once the take-off roll has commenced the Flight Crew shall not be interrupted unless a catastrophic situation (uncontrollable fire or dense smoke in the cabin) develops in the cabin. If any unidentified or suspicious items or any person not showing valid identification are found on the aircraft the Captain must be informed immediately.

page 1–6



1.15.1

Cabin Defects Log Book The purpose of the cabin defects log book is to advise engineering of safety related items and cabin equipment which need correction or repair or any appearance defects. The cabin defects log book is completed by the No 1. The No 1 must present the cabin defects log book to the Captain at the end of the operating sector as the Captain will enter the reported defect into the main technical log book e.g. water boiler overflowing and the shut-off valve being used, inoperative airstairs, etc. Each page of the cabin defects log book is laid out in block form and only one entry is to be made per block. CC must be specific as to location of the item and its defect and discuss the entries with a ground engineer on arrival at the next destination. The No 1 must:

1.15.2

1.

Pre-flight: Check for any outstanding items prior to departure and advise the Captain of same.

2.

Inform the Captain immediately should a significant safety related item become defective during the flight.

3.

Update the Captain on each turnaround of any other non-critical cabin defects, which have occurred during the previous flight sector.

Main Technical Log Book ORO.MLR.110 This technical log book is filled out by the Captain and engineer detailing the fuel uplift, any technical problems and their rectification.

1.15.3

In-flight Report ORO.GEN.160 At the end of every duty the No 1 must complete an in-flight report form. This details: •

The name of the operating No 1.

•

The date.

•

The aircraft registration.

•

Sales and stock details.

•

Flights operated and any ‘normal’ events that might occur (e.g. diversion due to bad weather, missing items of catering or routine passenger complaints).


page 1–7

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES •

1.15.4

Confirmation that all CC have received a pre-flight briefing and post flight de-briefing.

In-flight Special Report (ISR) This report form shall be used to expand on minor incidents noted on the Inflight Report form, e.g. background to delays, passenger complaints, etc. This report shall be submitted to the base supervisor.

1.15.5

Cabin Crew Safety Report (CCSR) AMC1 ORO.GEN.160 This report form must be used to detail any cabin SAFETY incident. The report must be completed on the day of the incident and is completed electronically on www.crewdock.com.

1.15.6

Disruptive Passenger Report Form This form is mainly used for statistical purposes. The Captain shall be advised that the No 1 is completing a Disruptive Passenger Report to keep all Aircrew informed. It must be completed as soon as possible and submitted electronically via www.crewdock.com.

1.15.7

Passenger Offload Statement Form The No 1 must complete the passenger offload statement form for any offload and pass it to the Captain, so that the Captain can review and complete the prosecution request and provide copy to police when requesting a prosecution.

1.15.8

Safety Alert Initial Report (SAIR) Flight Crew Only This form is filled in by the Captain or the First Officer (in the case of Captain Incapacitation) detailing the type of incident e.g. go-around, medical incidents, etc.

1.15.9

Captain’s Special Report Form This shall be used when the Captain wishes to draw attention to any matter of operational significance. The Captain and any CC directly involved in the incident must complete the relevant report form(s) as soon as possible.

1.15.10

Medical Report Form All medical incidents involving passengers and Aircrew members must be reported using a Medical Report Form. If medical assistance is provided by a medical professional on board, the name of the passenger who provided assistance shall be recorded on the medical report form. If any Aircrew is injured the incident must also be recorded in the accident report book as soon as practically possible and witness statements shall be taken if possible. •

page 1–8

Inform the Captain who will note the incident on the SAIR. Issue: 1, Revision: 0, Date: 28-Oct-2014


1.15.11

No 1 and injured CC both complete a Medical Report Form on Crewdock.

Security Report Form This report is primarily used for External Inspections. It may also be used to report any other Security issues.

1.15.12

Miscellaneous Report Form A Miscellaneous Report Form may be used to report any incident that does NOT fall into the category of Safety, Medical, Security or Disruptive Passenger.

1.15.13

Accident Report This shall be completed by any Aircrew who have injured themselves at work. A medical report must also be submitted.

1.15.14

Witness Statement This shall be completed by any Aircrew who witness an accident that is being reported by another Aircrew.

1.16

Aircrew Health Precautions The lifestyle of Aircrew can be both physically and mentally demanding, therefore maintaining good health is extremely important. You shall ensure that you are always registered with a local General Practitioner (GP) and dentist in case of sudden illness.

1.16.1

Pressure Changes Flying with a cold, sore throat or hay fever can cause painful ears and sinuses. You shall not operate as Aircrew if you are unable to clear your ears. Abdominal discomfort may be experienced due to gas expansion in the gut. Ensure your uniform is comfortable and not too tight. Avoid eating foods that produce gas.

1.16.2

Scuba Diving GM1 CAT.GEN.MPA.100 (c) (2 Aircrew whose sporting activities include deep sea diving to a depth exceeding 10 metres shall not fly within 72 hours of completing such diving activity. Such sporting activities shall be planned so as to ensure that they do not impact on an Aircrew’s ability to complete rostered duties.

1.16.3

Blood Donations GM1 CAT.GEN.MPA.100 (c)(2) The donation of blood runs counter to the physiological demands of flying. The disturbance to the circulation following blood donation lasts several weeks and, although effects are slight at ground level, there are risks when flying during this period. It is recommended that Aircrew do not volunteer as blood donors whilst actively flying. Where a Flight Crew member wishes to donate blood, the donation shall be limited to a maximum of one-half litre at any given time and medical advice shall be sought before returning to flight duties.


page 1–9


1.16.4

Surgical Treatment Aircrew must not fly within 48 hours of a general anaesthetic or 24 hours after a local anaesthetic, and shall not operate with sutures (stitches) in place unless cleared by your doctor.

1.16.5

Dental Treatment AMC1 MED.C.025 Following dental treatment a period of time shall elapse before returning to flying, the length of which depends on what treatment has been given. Air may get trapped under recent fillings or areas of dental decay causing discomfort. Avoid this with good dental care and not flying within 24-48 hours of dental treatment. Aircrew must not operate within 3 days of a dental extraction, with sutures (stitches) in place, or with an acute infection requiring antibiotic therapy.

1.16.6

Immunisation Immunisation is the process of tricking the body into producing its own antibodies to fight a disease that it may be exposed to. Due to various diseases or conditions present, it is very important that Aircrew keep themselves up to date with any necessary immunisations. WARNING: Do not fly for 24 hours after receiving a vaccination.

1.16.7

Infectious Diseases Carried by Passengers and Aircrew Due to the confined nature of aircraft cabins and the restricted air circulation, passengers with common infectious diseases shall not be carried. The infectious period for some common diseases is listed below: Rubella: Passengers can be accepted for travel four (4) days after the appearance of the rash. Measles: Passengers can be accepted for travel seven (7) days after the appearance of the rash. Mumps: Passengers can be accepted for travel when all swelling has subsided. This is usually after seven (7) days however it can take up to 14 days. Chicken pox: Passengers can be accepted for travel seven (7) days after the appearance of the last new spot. For the safety and well-being of all passengers, Ryanair are obliged to ensure that passenger with infectious diseases are prevented from boarding flights.

page 1–10



1.16.8

1.17

General Physical Response Under Emergency Conditions •

In emergency conditions, a state of great excitement can produce a certain amount of confusion. This can be called a normal response to emergency situation.

•

Actions taken under emergency conditions have a completely different character from those taken under normal conditions.

•

The degree of confusion and excitement will vary greatly depending upon prior perception with respect to the emergency that has arisen and the degree of knowledge and of confidence in the emergency procedures that must be taken.

•

Appropriate advice at the right moment from an outside party is a great help in getting out of this state of confusion.

•

When an emergency occurs during a comparatively routine flight there is an even greater chance of confusion.

Safety on the Ramp It is important that all Aircrew are fully aware of ramp safety while airside at an airport. The following points must always be adhered to:

1.17.1

•

All Aircrew must wear a Hi-Viz jacket at all times while airside.

•

All Aircrew must be in possession of a valid airport identification card or Ryanair identification card.

•

When entering or leaving an airport terminal building (airside) Aircrew shall ensure that all security doors are closed after use.

•

All Aircrew must be alert to the different types of ramp vehicles.

•

When walking on the ramp Aircrew must use the marked walkway signs on the ground.

•

The rotating beacon (flashing light) on top and underneath the aircraft fuselage indicates an aircraft is about to or has its engines running. Never walk within the blast or suction areas of an aircraft’s engines.

•

Never walk on taxiways.

Foreign Object Debris (FOD) Any items dropped by passengers/staff on the ramp (FOD) must be placed in the FOD marked bins to prevent the items becoming a hazard to the aircraft (i.e. by being ingested into the engine and causing damage).


page 1–11


1.18

Compliance Management System CAT.GEN.MPA.200 The purpose of the Ryanair Compliance Management System is to enable Ryanair to monitor its compliance with EASA Air OPS, the Operations Manual Part A, Operations Manual Part D and Operations Manual – Safety and Emergency Procedures and any other standards specified by Ryanair and the IAA, to ensure safe operations. The Compliance Management system shall ensure the in-flight department and Training department are compliant to all the operational requirements, standards and procedures.

1.19

Common Language CAT.GEN.MPA.120 The common language used in Ryanair is English. All Aircrew must be fluent in English. All Operations Manuals are also written in English. Whilst on duty, Aircrew are required to speak in English at all times with only two exceptions: 1.

When communicating with a passenger on individual basis; or

2.

When making a Passenger Announcement, the second PA may be made in the local language .

All Aircrew must complete an English Language Assessment as outlined in Ryanair Operations Manual Part D.

1.20

Terminology and Definitions

1.20.1

Aviation Terminology ANNEX I 965/2012 Glossary

ABP.

Able bodied passenger: A person who volunteers or is nominated to assist the CC in an evacuation.

A/C.

Aircraft.

AFT.

Towards the rear (tail) of the aircraft.

AIRBRIDGE.

Manoeuvrable enclosed access way to aircraft available at some airports.

AIRCREW.

All crew required to operate a flight includes Flight and CC.

AIRSTAIRS.

Folding boarding/disembarking stairs which are self-stowing beneath the main passenger door.

APU.

Auxiliary Power Unit: Small engine below tail of aircraft which provides electrical power while the aircraft is on the ground.

ASSIST SPACE.

A defined area at each emergency door allocated for CC to stand in for the purpose of evacuating passengers without causing an obstruction at the exit.

page 1–12


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES BRACE POSITION. A position adopted, when seated, by all passengers and CC during an emergency landing. It helps to minimise injuries which result from forced body movements. CABIN CREW.

An Aircrew member other than Flight Crew Member, who performs, in the interest of safety of passengers, duties assigned by the operator or the Captain of the aircraft.

CB.

Circuit Breaker – these are all the black button type things that are located behind the pilot seats, they have the same function as an electrical fuse. CBs are also located in the galleys.

CC.

Cabin Crew.

CSA.

Cabin Services Agent.

CSS.

Cabin Services Supervisor. This is a rostering code referring to a No 1.

DRILL.

A sequence of actions which should be followed.

DITCHING.

An emergency landing on water by an aircraft.

DIVERSION.

When the aircraft does not land at its intended destination. Can be due to bad weather, fuel requirements, medical emergency, bomb alert, etc.

EASA.

European Aviation Safety Agency.

FCI.

Flight Crew Instruction – Amendments to the Operations Manual Part A.

FWD.

Forward – towards the front (nose) of the aircraft.

FLIGHT CREW.

Normally consists of a Captain and a First Officer.

FLIGHT DECK.

The compartment from which the aircraft is flown. Also called the cockpit.

FR.

IATA assigned prefix to all Ryanair flight numbers.

FUSELAGE.

The outer skin of the aircraft.

GIRT APRON.

Piece of heavy material which connects the evacuation device to the girt bar.

GIRT BAR.

Metal bar which connects to brackets on the floor when the aircraft slide is armed.

GPU.

Ground Power Unit: Used instead of the APU to provide electrical power on the ground.

HOLD.

A compartment in the lower deck where baggage and cargo is stowed.

IAA.

Irish Aviation Authority. Government Department regulating aircraft operations in Ireland.

IATA.

International Air Transport Association.

ICAO.

International Civil Aviation Organisation.


page 1–13

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES INFANT.

For Ryanair ticketing purposes is a young passenger under the age of 2 years.

INBOARD.

The direction towards the centre line of the aircraft.

INOP.

inoperative or having a technical fault.

JU.

Junior Cabin Crew.

LANDING GEAR.

The wheels and associated components on which the aircraft lands. Also called the undercarriage.

LOAD SHEET.

The ramp agent prepares the load sheet and gives itto the Captain prior to departure. It contains information such as passenger numbers, weights, baggage, etc.

MINIMUMS.

Weather conditions restricting take-off and landing.

NOTOC.

Notification to Captain.

NP

Nominated Person

OPS MANUAL.

The governing document approved by the IAA that sets out company policy and regulations covering all aspects of the company’s operation.

OUTBOARD.

The direction towards the outside of the aircraft.

PA.

Public Address/Passenger Announcement.

PART D.

Aircrew Training Manual.

PIGS.

Passenger Ideal Guiding System.

PRAM.

Pre Recorded Announcement Machine.

PSU.

Passenger Service Unit: The area above a row of passenger seats which holds air vents, reading lights, drop-down oxygen masks, a CC call light and the No Smoking and Fasten Seat Belt signs.

PU.

Purser – a rostering code referring to a No 1.

RAMP.

Manoeuvring area for aircraft beside/next to the terminal building.

RTO.

REJECTED TAKE-OFF; Stopping the aircraft on the runway during the take-off.

RUNWAY.

Airport area designed for aircraft to take-off and land.

SEP.

Safety and Emergency Procedures.

SOP.

Standard Operating Procedures: The normal manner in which an action is carried out in accordance with company policy.

SPI.

Safety Procedures Instruction. An amendment to Operations Manual Part A, SEP.

STAND.

Parking area for aircraft.

page 1–14


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES TAXIING.

All aircraft movements on the ground, following landing and prior to take-off.

THOB.

Total Heads On-board, including Aircrew, supernumeraries, passengers and infants.

TAXIWAY.

Airport routes linking runway with the ramp area.

TI.

Training Instruction: This details a change to Ryanair Operations Manual.

1.20.2 1.20.2.1

Theory of Flight Introduction There are certain laws of nature or physics that apply to any object that is lifted from the Earth and moved through the air. To analyse and predict airplane performance under various operating conditions, it is important that pilots gain as much knowledge as possible concerning the laws and principles that apply to flight. If, for example, the pilot allows the aircraft to fly too fast, damage to the aircraft’s structure might come about. If the pilot allows the aircraft to fly too slow, the aircraft can lose its lift and simply fall from the sky. It’s the pilot’s job to manage the aircraft between these (and other) extremes. When approaching any extreme limits of the flight condition, the pilot must have a good understanding of what’s about to happen. The principles of flight discussed in this chapter are intended primarily to introduce theory of flight, and are not intended as a detailed and complete explanation of the complexities of aerodynamics.

1.20.2.2

Forces Acting on the Airplane in Flight When in flight, there are certain forces acting on the airplane. It is the primary task of a pilot to control these forces so as to direct the airplane’s speed and flightpath in a safe and efficient manner. Among the aerodynamic forces acting on an airplane during flight, four are considered to be basic because they act upon the airplane during all manoeuvres. These basic forces are: •

Lift.

•

Weight (Gravity).

•

Thrust.

•

Drag.


page 1–15


While in steady-state flight, the attitude, direction, and speed of the airplane will remain constant until one or more of the basic forces changes in magnitude. In steady flight the opposing forces are in equilibrium. Lift and thrust are considered as positive forces, while weight and drag are considered as negative forces, and the sum of the opposing forces is zero. In other words, lift equals weight and thrust equals drag. When pressure is applied to the airplane controls, one or more of the basic forces changes in magnitude and becomes greater than the opposing force, causing the airplane to accelerate or move in the direction of the applied force. For example, if power is applied (increasing thrust) and altitude is maintained, the airplane will accelerate. As speed increases, drag increases, until a point is reached where drag again equals thrust, and the airplane will continue in steady flight at a higher speed. As another example, if power is applied while in level flight, and a climb attitude is established, the force of lift would increase during the time back elevator pressure is applied; but after a steady-state climb is established, the force of lift would be approximately equal to the force of weight. The airplane does not climb because lift is greater than in level flight, but because thrust is greater than drag, and because a component of thrust is developed which acts upward, perpendicular to the flight-path. Airplane designers make an effort to increase the performance of the airplane by increasing the efficiency of the desirable forces of lift and thrust while reducing, as much as possible, the undesirable forces of weight and drag. Nonetheless, compromise must be made to satisfy the function and desired performance of the airplane.

1.20.3

Passenger Distribution Refer to Section 5.4.6.1.

1.20.4

Meteorology Refer to Ops Part A.

1.20.4.1

Areas of Operation Currently Ryanair operates on routes in Europe and North Africa.

page 1–16



1.20.4.2

Wing Contamination ORO.CC.140 (d)(1)(iii) Ice can form on the wings even in a clear day. The fuel in the aircraft wings will often be well below zero degrees Celsius. Water freezes at zero degrees Celsius, the fuels freezing point is around -47 degrees. The temperature of the warmer air in contact with the wings surface will drop below zero because of the much colder fuel in the wings and ice will form on the surface. This must be removed with a de-icing fluid. Any ice on an aircraft’s wing will hinder air trying to pass over it and will greatly reduce lift. There have been many fatal aircraft crashes caused by aircraft trying to take off with ice on the wings. Ryanair has a strict “clean wing” policy. All ice must be removed. If there is any snow, sleet or rain (can freeze on wing because of fuel), the aircraft will also have an anti-icing treatment applied, this fluid prevents ice forming. If a CC or passenger suspects there may be ice on the wing during taxi, this must be brought to the attention of the Captain immediately.

1.21

Physiological Effects of Flying Altitude physiology is the way in which our bodies work at altitude. Several physiological changes occur in our bodies as they adapt to the altitude.

1.21.1

The Atmosphere The earth is a solid mass. It attracts molecules of gas, which make up the atmosphere. The density of molecules at the earth’s surface is greatest, reducing as we go up in height. Eventually there are no molecules, which is known as space. Each molecule has its own weight and when densely packed (i.e. at the earth’s surface) they exert pressure, known as atmospheric pressure. The further away from the earth we go, the more spread out they become, therefore, exerting less pressure.


page 1–17


1.21.2 1.21.2.1

Hypoxia Introduction Hypoxia is a physical condition resulting from an insufficient supply of oxygen from the bloodstream to such an extent that the body’s normal metabolic process is impaired. The body tissues, which have the highest oxygen requirement, are cerebral (brain) tissues. Therefore, when there is an oxygen deficiency cerebral tissue will be the first affected. The retina of the eye, which is embryologically derived from cerebral tissues, possesses the highest oxygen requirement. Therefore, the first effects of hypoxia are manifested by decreased visual and cerebral performance. Under normal conditions a slightly reduced level of oxygen available in a pressurised cabin causes no obvious problems in a healthy person. CC working physically at a high altitude (in a cabin) may notice fatigue due to the slightly reduced oxygen levels. Most passengers will not be aware of the signs and symptoms of hypoxia.

1.21.2.2

Factors Influencing Hypoxia The effects of hypoxia will vary with different factors, including:

page 1–18

1.

The altitude reached: The higher the altitude, the more severe the hypoxia is.

2.

Rate of Ascent: The greater the rate, the more severe the hypoxia is.

3.

Duration of Exposure: Even at 10,000 ft, long exposure shows some effects.

4.

Individual tolerance: There is a great variation in the tolerance of normal individuals to an oxygen deficiency.

5.

Physical fitness: The athletic, physically fit individual has a noticeable high altitude tolerance. A remarkable increase in altitude tolerance has been demonstrated by regular physical training.

6.

Physical activity: The degree of hypoxia is directly proportional to the amount of exercise indulged in during the symptoms.

7.

Psychological factors: People with nervousness or neuroses show poor tolerance to hypoxia.

8.

Environmental temperature: In a hot environment individuals show weaker tolerance to hypoxia than in a normal environment.

9.

Alcohol and smoking: Alcohol and smoking lessen your altitude tolerance.

10.

Medical Conditions: Certain medical conditions may be intensified by hypoxia. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES This includes people with:

1.21.2.3

•

Blood disorders, e.g. anaemia.

•

Breathing disorders, e.g. asthma, bronchitis.

•

Circulatory disorders, e.g. heart attack.

•

Recent injuries, e.g. head injury, burns and fractures.

•

Underlying medical conditions, e.g. diabetes, epilepsy.

The Insidious Effects of Hypoxia The most important single hazard characteristic of hypoxia at altitude is that if the Aircrew member is engrossed in his flight duties, he may not notice the effects of hypoxia. This is due to the earliest and most insidious onset of: •

Impaired judgement – reduces the Aircrew member’s ability to be selfcritical.

•

Euphoria – reduces the higher brain capabilities ultimately resulting in confusion.

Therefore Aircrew must be familiar with the symptoms of hypoxia and be able to recognise them in passengers and Aircrew. If the CC recognise the symptoms of hypoxia in passengers or in each other they must immediately report this to the Captain. The Captain will check the pressurisation system. If symptoms persist then inform the Captain again. Early detection of hypoxia may prevent a decompression or even a catastrophic incident.

1.21.2.4

Hypoxia and Slow Decompression/Aircraft not Pressurised The NTSB (National Transportation Safety Board) in the USA has calculated that there is a hypoxia incident every 50,000 flight hours worldwide. Of particular concern is the lack of recognition by pilots in particular during a slow decompression or during climb when the aircraft is not pressurising. A complete knowledge of the types of hypoxia symptoms, and starting correct procedures are the defences against a hypoxia incident becoming an accident. Additionally Aircrew shall, on recognition of hypoxia symptoms or a suspicion of the onset of such symptoms, immediately don oxygen masks and establish Aircrew communications. The configuration of the pressurisation panel shall be verified and corrected. As soon as practical thereafter the Captain shall brief the No 1/CC. The importance of communication during a depressurisation/slow decompression/aircraft not pressurised cannot be overstated and this manual contains instructions that the CC contact the flight deck during a cabin altitude warning/rapid depressurisation event. Training programmes have been revised to include instruction on recognition of symptoms and correct completion of published procedures, particularly the requirement to perform tasks when under


page 1–19

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES the influence of hypoxia. Training further emphasizes the importance of communication and CRM during events which are or could become hypoxia incidents. Sign and Symptoms:

1.21.2.5

•

Pale grey skin (cyanosis).

•

Impaired judgement.

•

Euphoria.

•

Confusion.

•

Increased breathing rate.

•

Drowsiness.

•

Headache.

•

Dizziness.

•

Light-headedness.

•

Impaired vision.

•

Slurred speech.

•

Unconsciousness.

The Levels, Altitudes and Symptoms of Hypoxia The higher the altitude the more severe the symptoms become. At 10,000 ft – Mild Hypoxia Headaches, yawning, occasional deep breath. At 14,000 ft – Advanced Hypoxia Headaches, tiredness, blurred vision, loss of muscular co-ordination and possible personality changes. At 20,000 ft – Extreme Hypoxia Convulsion, Collapse, Coma and possible death within minutes.

1.21.2.6

page 1–20

Care 1.

Inhalation of 100% oxygen.

2.

Descent to safe altitude (below 10,000 ft).


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES When oxygen is administered to a person who has been suffering from an oxygen deficiency, the recovery is usually quite rapid. Initially the condition may seem to get worse, (this is so-called “oxygen paradox”); this only lasts for a few seconds. In aircraft where supplementary oxygen is not available, an emergency descent to altitudes below 10,000 ft generally will have the same effect as supplementary oxygen; however, it is strongly recommended that supplemental oxygen be used if the cabin altitude exceeds 10,000 ft. Give oxygen immediately on recognising any of the signs and symptoms above. Oxygen reverses the effects of hypoxia in 15 seconds.

1.21.2.7

Time of Useful Consciousness (TUC) This is the amount of time in which an Aircrew is able to effectively or adequately carry out his duties on an aircraft with an insufficient supply of oxygen. At altitudes below 30,000 ft this time may differ considerably from the time of total unconsciousness. Above 35,000 ft the times become shorter and eventually coincide for all practical purposes, with the time it takes for blood to circulate from the lungs to the head. Cabin Altitude TUC 40,000 ft – 18 seconds (Approximately). 35,000 ft – 30-50 seconds (Approximately). 30,000 ft – 1-2 minutes (Approximately). 28,000 ft – 2-3 minutes (Approximately). 25,000 ft – 2-5 minutes (Approximately). 15,000-18,000 ft – 30+ minutes (Approximately).

1.21.3

Decompression Sickness Impairments caused by a reduction in pressures, excluding those resulting from hypoxia, are collectively referred to as dysbarism or hypobarism. Gas Expansion As air expands at altitude, various problems may arise within hollow areas of the body i.e. ears, sinuses, stomach and intestines. At a cabin altitude of 6,000ft air contained in the body’s hollow cavities will increase by 30%. Provided that the expanded gas can escape by normal routes, all is well, but if it cannot escape due to swelling or blockage, damage to the affected area may result.


page 1–21

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Earache Due to Pressure Change (Aerotitis Media) As atmosphere pressure outside the ear decreases, (i.e. when the aircraft ascents), the air in the middle ear expands and puts pressure on the eardrum, pushing it outwards. In normal circumstances this pressure would be relieved as air escapes down the Eustachian tube. As atmosphere pressure outside the air increases (i.e. the aircraft descends), the air in the middle ear remains static, thus causing the eardrum to be pushed inwards. Movement of the eardrum inwards or outwards like this will cause discomfort, deafness and pain. Sinuses There are a group of hollow spaces in the face that help drainage and join to the back of the throat. If the sinuses are inflamed due to a cold for example, they may block and air may get trapped inside them. This causes pain; therefore, it is advisable not to fly with a blocked nose or a cold. Stomach, Intestines and Bowel Gases in the intestinal tract will expand if present in large quantities and may give rise to discomfort. Relief will occur by gas escaping from the normal routes up or down. Teeth Air may get trapped under recent fillings or areas of dental decay causing discomfort. Evolved Gas These conditions are produced by the low atmospheric pressure of high altitude, primarily above 30,000 ft. However, we should be aware of the fact that such problems have occurred as low as 18,000 ft. Gases escaping from solution in the blood and other body tissues may be responsible for such conditions as bends, chokes, paraesthesia and central nervous system problems. These gases or bubbles consist mainly of nitrogen, with some oxygen carbon dioxide and water vapour. Henry’s law explains the formation of these bubbles. Prevention and Care Descent is the best treatment. Pure oxygen inhalation before high altitude flight eliminates nitrogen in the body and prevents bubble formation in tissue or blood during the flight. Keep patient warm and restrict body movement. Bends This is the most common disorder, usually affecting the shoulders, elbows or knees. It produces severe stabbing or compressing pain and is worse when massaging or moving the affected area.

page 1–22


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Chokes Burning sensation beneath the sternum (Breastbone) is the first feeling of this syndrome, progressing into pain with cough and sensation of suffocation. Immediate descent is imperative when this happens because this condition often results in a collapse into unconsciousness. Paraesthesia An itching, crawling or burning sensation is felt on the skin, which occasionally manifests itself as spots on the skin and are not in themselves incapacitating or critical. Central Nervous System (CNS) CNS is caused by the bubbles blocking the blood stream in the brain. This results in visual defects, severe headache, partial paralysis, sensory disturbance and aphasia, etc. Dehydration Dehydration is caused by a depleted amount of fluid in the body. Normally adults excrete about three litres of water daily in urine, breath, perspiration and faeces. A considerable amount of salt is also lost along with the fluid. Since the body fluid and tissues consist largely of water, the body needs an equivalent oral intake. Water is also contained in food e.g. potatoes are more than 50% water. At sea level the air is humidified, so when we breathe, the delicate mucus membranes in our lungs do not dry out. At altitude, the air is dry (we are flying above the clouds) so when we breathe, the membranes in our lungs dry out more, contributing to general dehydration. Therefore, drinking plenty of water when you fly is very important. Drink approximately 1½ – 2 litres of water spread evenly throughout the flight. Avoid excessive amounts of tea and coffee as caffeine stimulates the kidneys, which can cause more fluid to be excreted. Dehydration affects many parts of the body: Eyes If you wear contact lenses, re-wetting solution may be helpful. Take your spectacles on the flight with you, in case of tired or sore eyes. Kidneys and Bladder If you remain dehydrated, you may be more likely to experience conditions such as cystitis or kidney stones. As we become dehydrated, less water runs through our kidneys down to the bladder. Therefore, we tend not to pass urine so regularly. This enables bacteria to travel up the urethra (the tube we excrete urine from) and possibly into the bladder. This may cause infection and inflammation leading to symptoms such as pain; frequency in passing urine and blood may Issue: 1, Revision: 0, Date: 28-Oct-2014

page 1–23

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES appear in your urine. Once you feel any of these symptoms, drink plenty of water to flush out the bacteria. If the symptoms persist or you have pain in your kidneys, visit your General Practitioner. Bowels Another problem related to dehydration that Aircrew sometimes suffer with is constipation. This is the inability to pass faeces. The faeces are made up predominantly of water. When the body is generally dehydrated, water is taken from where it is not needed; therefore it gets taken from the bowels. Instead of your faeces then being soft, they become hard and dry and difficult to pass. Straining can occur, which can lead to haemorrhoids (piles). These are engorged blood vessels around the rectum and can be very painful. They can also bleed and may need medical treatment. A good high fibre diet and drinking plenty of fluids will prevent these problems. Cosmic Radiation The earth is exposed to natural radiation. The earth’s geo-magnetic field provides protection from radiation at ground level. This protection decreases with increasing altitude and with increasing latitude. Several studies have been published which show that radiation exposure of Flight Crew flying worldwide is below the control level recommended by the International Commission of Radiological Protection for Occupationally Exposed Workers.

1.22 1.22.1

Time Zone Changes Time Zones Jet lag (circadian dysrhythmia) is the general disorientation and disruption of the body’s natural functions, encountered when passing rapidly through several time zones. The earth has many different time zones resulting from the sun’s solar light moving across the earth’s surface. A meridian is one of the imaginary lines joining the North and South Poles at right angles to the equator. As the earth rotates, the light moves across the meridians, representing each of the 24 time zones (one hour for each meridian). When we travel east across time zones, we advance in time. When we travel west across time zones, we experience a delay in time. Jet lag or time zones fatigue is an entirely self-inflicted condition resulting from trans meridian travel, which upsets our human body clock.

page 1–24



1.22.2

Circadian Rhythms (Human Body Clock) The human body clock completes a cycle over a period of approximately 25 hours. The clock is determined by time cues in the environment, which synchronise the clock with the daily solar cycle. Daylight is one of the time cues, others include diet, physical activity and socialising, although exactly how these influence the circadian clock is still unknown. Symptoms of jet lag may include mood changes, fatigue, disorientation, light headedness, appetite loss, nausea and other gastro intestinal disturbances. Such symptoms are commonly reported during the first two days following a trans meridian flight and can be distinguished from other general effects of air travel because they do not occur following north or southbound flights. The effects of jet lag may be present even with a 1-hour time difference, but become substantial with a difference of 3 hours or more. The 5-8 hour time difference encountered when crossing the Atlantic Ocean will forcibly desynchronise the internal circadian clock. The time taken for readjustment of rhythms after a westward flight is known to take less time than after an eastward flight.

1.22.3

Combating Jet Lag Recovery from jet lag can be made easier through behaviour and lifestyle: •

Try to get as much sleep as you would normally get at home.

•

You should eat sensibly and drink plenty of fluids – avoid heavy meals and alcohol late at night.

•

If you feel sleepy, and circumstances permit, then sleep.

•

If you wake up spontaneously, and cannot get back to sleep within 30 minutes, get up.

•

Alcohol is not recommended as it has a stimulating effect on the body which will impair sleep. WARNING: Sleep inducing medication shall NOT be taken.


page 1–25


INTENTIONALLY BLANK

page 1–26



2

STANDARD OPERATING PROCEDURES

2.0

Communication and Co-ordination (All Aircrew) Communication is the passing of information from one person to another quickly, clearly and efficiently. Particular emphasis must be placed on the importance of communications, as good communication skills can mean the difference between a successful and unsuccessful flight.

2.1

Pre-flight Safety Briefing of Cabin Crew ORO.CC.200(C) Aircrew report for duty no later than 45 minutes before departure. After completing the required in flight paperwork the No 1 shall formally brief the CC. The briefing is designed to create and maintain a professional and open working environment and will follow the structure below. The No 1 shall: •

Make all Aircrew aware of the names of all Aircrew operating, aircraft registration, flights to be operated and their planned passenger load.

•

Assign CC positions. Allocation of take-off and landing positions is done in RANK of the CC as follows: –

SEPE.

–

SEPI.

–

PU (LC).

–

PU.

–

JU CSS or JU (PU) (except when specifically rostered as No 1).

–

JU.

–

JU (New).

(If two CC of the same rank are flying together, the CC with the longest service in that position will be assigned to the more senior position.) •

Review in flight service requirements, provide CC with any additional information regarding the days of operation, e.g. aircraft change.

•

Review Pre-Departure Inspections (PDIs) on all safety equipment and security check requirements.

•

Introduce the CC to the Flight Crew, and agree the password for the locked flight deck door.

•

Review latest SPIs/Memos.


page 2–1


Review passports* and certificates of competence. (If passport is out of date or missing the CC must advise Operations prior to departure).

•

Facilitate a discussion with the CC relating to safety procedures on the aircraft. The discussion will focus on the topic of the week and additionally must cover at least: –

One Safety Question.

–

One Security Question.

–

One First Aid Topic.

The discussion serves to refresh knowledge of standard operating procedures and drills. The No 1 must use this opportunity to remind CC of their individual responsibilities on-board the aircraft. Note:

* If passport is out of date or missing the No 1 must advise Operations prior to departure.

Adequate Safety Knowledge not Displayed Should a CC fail to partake effectively in the facilitated discussion relating to safety procedures the No 1 shall ensure that the CC is fully aware of the correct procedure prior to operating. Debriefing A facilitated debriefing shall be conducted at the conclusion of the duty in a constructive manner to highlight both the positive aspects of the day (to boost the confidence and morale of the CC) as well as identify weak areas in the team’s performance. The record of the debriefing must be entered in the inflight report form and copied to the base supervisor. Note:

page 2–2

If issues arise with the performance of a CC while operating, corrective advice must be given by the No 1 out of sight of passengers and other Aircrew.



2.2

Pre-departure Safety Equipment Checks All safety equipment must be inspected before boarding of the first flight of your duty. A full list and details of all equipment carried on the aircraft is listed in Chapter 3 and 5 of this manual. If any items are found to be missing or defective the No 1 must be informed immediately who will in turn advise the Captain. The Captain must also be informed of any problems with cabin equipment. Problems must be rectified before departure, or in accordance with minimum equipment list (MEL) criteria. The MEL will be consulted by the Captain. In addition to PDI’s, security checks must also be carried out before the first flight.

2.3

Passenger Embarkation and Distribution

2.3.1

Cabin Preparation for Flight Manual Safety Demonstration A safety demonstration must be given to all passengers in the aircraft prior to take-off in accordance with section 5.4.2 of this Manual. CC must check that the PRAM system is audible. CC will be placed throughout the cabin to demonstrate the safety features of the aircraft to include:

2.3.2

•

Seatbelts.

•

Oxygen Masks.

•

Exits.

•

Lifejackets.

•

Emergency exit light.

•

Safety Card.

In-flight Requirements Passenger Boarding (Including the First Flight). PDI’s must be completed prior to the first flight or in the event of an aircraft change. Passengers must not board the aircraft until the aircraft has been powered by flight crew, engineering or ground crew, and security checks have been completed.


page 2–3

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES CC must comply with the following during boarding: •

The No 1 must be at the FWD doors. The No 2 must be at the AFT doors and the No 3 must be at the overwing exits. All CC MUST remain in these positions for the duration of boarding.

•

If not refuelling, the No 4 must proceed to the boarding gate to make the boarding announcement and to ensure that boarding is carried out to Ryanair procedures. Where the amount of checked- in passengers is less than 150, the No 4 shall remain at the boarding gate for the duration of boarding. Where the amount of checked- in passengers is greater than 150, the No 4 shall return to the aircraft with the 150th passenger and take up position designated by the No 1.

•

There must be one CC in attendance at each pair of doors (L1+R1 and L2+R2) when passengers are boarding or on board.

•

During boarding of the aircraft the CC/ground crew at the gate must ensure that each passenger is in possession of their own boarding card and a valid I.D. The I.D. shall be inspected at the photograph page and the photo must match the person wishing to board the aircraft.

•

When performing boarding duties onboard the aircraft the CC must check the date and flight number on the boarding cards of the passengers coming onto the aircraft to ensure they are boarding the correct aircraft.

•

Be vigilant at all times.

•

Ensure a smooth flow of passengers through the cabin, helping out where necessary.

•

Ensure no-smoking rules are adhered to at all times.

•

Distribute Infant/Extension seat belts as soon as possible.

•

No trolley services are permitted during disembarkation or boarding.

•

Ensure passengers seated at overwing exits are briefed.

See Section 2.3.5 for headcount procedure. Note:

2.3.3

See Section 5.4.6.2 For reserved seating procedure.

Preparation for Take-off and Landing CC at Stations. CC must be at their assigned stations for take-off and landing. Refer to Section 5.3 of this manual for type specific allocations.

page 2–4



2.3.4

Passenger Seating to Assist and not Hinder in an Evacuation AIR OPS Ref. CAT.OP.MPA.165 CC must ensure that passengers are seated where they, in the event of an emergency evacuation, may best assist and not hinder the evacuation from the aircraft. Those passengers who are allocated direct access seats must appear to be reasonably fit, strong and able to assist the rapid evacuation of the aircraft in an emergency. (Please refer to Section 5.4.5 for type specific reserved seating procedures.) CC must ensure the following are not seated in direct access seats: •

Passengers under 16 years of age.

•

Passengers unwilling or unable to help in the event of an emergency.

•

Passengers travelling with an infant.

•

Persons who necessitate the use of a seat belt extender (which could get tangled in an emergency).

•

Passengers with reduced mobility, blind/visual impairment or who require special assistance.

•

Deportees or prisoners in custody.

Refer to Section 5.4.5 for more details.

2.3.4.1

Seating of Children Where a parent advises the CC that their child has been separated from them during the boarding process, every effort shall be made to seat the child beside the parent. If this is not possible, the child may be located in a seat that is no further than 1 row away from the parent. Where necessary, the No 1 will make a PA to the passengers asking for assistance to facilitate this requirement. “Ladies and Gentlemen, could I have your attention please. We have a young girl/boy here who has been separated from her/his mother/father. Currently there are only single seats available in the cabin. We are asking for passengers to volunteer their seats so that these passengers can be seated together. We appreciate your co-operation. Please press the call bell in the overhead panel if you are happy to assist with this request.”


page 2–5


2.3.4.2

Criteria for Able Bodied Passengers An able bodied passenger is a person, who in your opinion is competent enough to assist you. The following categories of passengers are among those who shall be allocated to, or directed to direct access seats: •

16 years or older.

•

Willing and able to help in an emergency.

•

Not travelling with an infant.

•

Not using a seat belt extender (which could get tangled in an emergency).

•

Not a passenger with reduced mobility, blind/ visual impairment or who require special assistance.

•

Not a Deportee or prisoner in custody.

In the Event of an Emergency: Experience has shown that the following types of person make good potential ABPs: •

Positioning Aircrew (Ryanair or other airlines).

•

Police officers.

•

Ambulance crew.

•

Fire crew.

•

Military personnel.

•

Doctors and nurses.

It is good to remember that these passengers, if travelling without family or friends, are more likely to offer assistance even if they would be suitable ABP’s.

2.3.5

Procedures During Passenger Embarkation and Disembarkation AMC1 CAT.OP.MPA.195 Observation During Boarding Make a note of passengers who show signs of intoxication or ask questions about security procedures. Inform the No 1 using interphone. Be discreet. Remember, authorised officials asking safety or security related questions will identify themselves and must show you a valid I.D.

page 2–6


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Boarding – Total Heads On-board (THOB) The dispatcher will confirm that the last passenger has boarded the aircraft. If there is any doubt about the accuracy of loadsheet numbers the Captain will instruct the No 1 to carry out a headcount (e.g. if passenger marshalling or boarding procedures are not carried out properly). Otherwise the following procedure will apply: •

Dispatcher gives completed loadsheet to the Captain, exits the aircraft and the aircraft doors close at STD-5.

•

The No 1 will select the flight deck access switch to NORM, lock the flight deck door and close the L1 door.

•

The CC assist the passengers to take their seat in the cabin.

•

When passengers are seated the No 1 shall press “1” and “ENT” on the door entry access panel, this results in an audible tone twice in the flight deck which will signal that the passengers are seated.

•

The No 1 instructs the CC to arm their slides.

•

The Cabin is now ready for pushback.

Note:

2.3.6

Refer to Chapter 9 for the following procedures:

•

Passenger does not board the flight Section 9.9.

•

Passenger Boards the wrong flight Section 9.10.

•

Baggage Identification Section 9.11.

Change of Aircraft Reserved.

2.3.7

Fuelling/Defueling of Aircraft with Passengers Boarding, Onboard and Disembarking For operational reasons, it is sometimes necessary to fuel/defuel the aircraft while passengers are boarding, onboard or disembarking. CC shall be extra vigilant for signs of fire, smoke or fuel vapour when refuelling. All CC must be on board while refuelling and boarding. Precautions detailed in Section 5.4.8 must be carried out at all times when the aircraft is being fuelled with passengers boarding, on board or disembarking.


page 2–7


2.3.8

Correct Seat Allocation Weight Distribution In order to ensure balance of the aircraft is safe and in accordance with regulations, passengers must be distributed as per Ryanair Load Control Manual. Refer to Section 5.4.6.1 for type specific Passenger Distribution and PRM seating.

2.4

Passenger Briefing Passenger Briefing (PAs).

2.4.1

Embarkation Refer to Section 5.4.6 for type specific.

2.4.2

After Main Cabin Door is Closed “Ladies and Gentlemen, mobile phones and tablet computers are permitted for use for the whole duration of the flight in Airplane or Flight mode. If your device does not have Airplane or Flight mode it must be switched off now and remain switched off for the whole duration of the flight. Thank you.”

2.4.3

Pre Take-off Safety Refer to Section 5.4.2.1 for type specific.

2.4.4

Post Take-off “Ladies and Gentlemen please continue to observe the fasten seatbelt sign until the Captain has switched it off. We do recommend for your comfort and safety that you keep your seatbelt securely fastened throughout your flight. There is a call bell, reading light and fresh air vent in the panel just above your head. We would like to remind you that this is a strictly non-smoking flight and all toilets are fitted with smoke detectors. We invite you to sit back relax and enjoy your flight with us.”

2.4.5

Turbulence “Ladies and Gentlemen as we are experiencing some light air turbulence the Captain has switched on the Fasten seatbelt sign. We would ask you to return to your seat and ensure your seatbelts are securely fastened. There should be no walking or standing in the cabin aisle during this time.”

2.4.6

Pre-landing “Ladies and Gentlemen the Captain has switched on the Fasten seatbelt sign as we are on our descent into _______. We would ask you to return to your seats and ensure that your seatbelts are securely fastened; your tray tables are in the upright and locked position, your armrests down and window blinds fully open. Any bags you may have removed during the flight must now be re-stowed for

page 2–8


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES landing ensuring the main emergency exits and cabin aisle are kept completely clear of all baggage for landing. There should be no further walking or standing in the cabin aisle we will be landing shortly.”

2.4.6.1

At 10 Minutes to Landing “Ladies and Gentlemen, as we are about to land in approximately 10 minutes, please ensure once again that all seatbelts are fastened. Laptop computers and larger portable electronic devices must now be switched off and stowed either in cabin baggage underneath the seat in front or in the overhead locker provided. Thank you.”

2.4.7

Post-landing (Wait until aircraft has vacated the runway) “Ladies and gentlemen you are all very welcome to _______. For your own comfort and safety please remain seated with your seatbelts securely fastened until the aircraft has come to a complete stop and the Captain has switched off the Fasten seatbelt sign. Please refrain from smoking until you have reached a designated smoking area.” “On behalf of Ryanair and your crew on board we would like to thank you for choosing to fly with us and we wish you a safe onward journey.”

2.4.8

Refuelling/De-fuelling “Ladies and gentlemen we are currently refuelling/defueling the aircraft. We would ask you to take your seat as quickly as possible and leave your seatbelts unfastened. We will advise you when refuelling/defueling has been completed.”

2.4.9

Transit “Ladies and Gentlemen we will be refuelling here at _______ and we ask you to remain in your seats. Please unfasten your seatbelts but remain seated as the aisles and exits must be kept clear. Please do not operate any electrical or electronic equipment, and ensure any mobile phones remain switched off. We will advise you when refuelling has been completed. Thank you for your cooperation.”

2.4.10

Before Disembarking “Ladies and Gentlemen you may now disembark the aircraft using both the forward and rear doors. All passengers should use the handrail provided when walking down the stairs. For passengers travelling with children please hold their hands as you walk down the stairs and until you are inside the terminal building. Walk around the wing and not under the wing. Thank you and good morning/afternoon/evening.”


page 2–9


2.5

Assisting Means for Emergency Evacuation (Arming/Disarming) AIR OPS Ref. CAT.IDE.A.265 All main doors must be armed on No 1s command prior to pushback. Refer to Section 5.4.7.2 of this manual for type specific procedures.

2.6

Cabin Lights – Procedures for Dimming Cabin Lights The aircraft is equipped with a range of cabin lights for passenger safety and comfort. These include reading lights, toilet lights, ceiling and window lights. In order for passenger and CC’s eyesight to adjust to darkness the cabin lights are dimmed for take-off and landing in the hours of darkness/ dusk and dawn. For specific light adjustment please refer to Chapter 5.5.1.11 of this manual. The No 1 advises the passengers via the PA system that the lights will be dimmed to comply with safety regulations and that it is a normal procedure for flying in the hours of darkness. “Ladies and Gentlemen to comply with safety regulations we will be dimming the cabin lights for take-off/landing, if you wish to continue reading there is a reading light in the panel just above your head. This is a normal procedure for flying in the hours of darkness.”

2.7

Cabin Crew at Stations/Use of Seat Harness

2.7.1

Cabin Crew Safety Harness Each CC jumpseat is fitted with a combination seatbelt/shoulder harness. The harness functions as an inertia restraint device which ensures the belts fit tightly and securely around the wearer. Some jumpseats have adjustable harnesses and lap-straps which CC must ensure are tight and secure. All CC must ensure their seatbelts are properly fitted for take-off, landing and any other time the Captain deems it necessary to return to the jumpseat and strap in. The harness shall be left open during flight when it is not in use.

2.7.2

Flight Crew Harness (Including Observer’s Seat) Each Flight Crew and observer seat is equipped with a shoulder harness and seatbelt. The harness functions as an inertia restraint device and retracts to the stowed position when not in use. Each Flight Crew member and jumpseat passenger must ensure that their shoulder harness and seatbelt are properly secured for take-off; landing and any other stages of flight the Flight Crew deem it necessary.

page 2–10



2.7.3

Cabin Crew at Stations Before take-off the CC will take their seats and fasten their seat belts and shoulder harnesses when cabin secure is given. After take-off the CC may unfasten their seat belts when the Flight Crew releases CC for duties. Before landing the CC will take their seats and fasten their seat belts and shoulder harnesses when cabin secure is given. During the flight, the CC will return to their seats and fasten seat belts and shoulder harnesses whenever the Flight Crew announces, “CC return to your seats”, and the seat belt sign has been turned on. They may get out of their seats whenever the seat belt sign is switched off or when the Flight Crew gives the order to do so. When the seat belt sign is turned on in preparation for landing, the CC are responsible for ensuring that all passengers’ seat belts are securely fastened. During the critical stages of the flight – take-off and landing, all CC must be at their relevant station (outlined in Section 5.3 of this Manual). Should a CC be incapacitated, in the Flight deck as part of the Pilot incapacitation procedures or it is deemed necessary to attend a medical emergency (for example CPR), the remaining CC in the cabin will take revised positions as per Section 5.11.9.1 of this Manual.

2.8

Taxi, Take-off, Post Take-off, Pre-landing, Landing, Post-landing Each CC is responsible for the safety of the passengers, the aircraft and the rest of the Aircrew at all times while onboard. It is important therefore to understand that a flight progresses through several definite ground and flying stages, and to know the procedures that must be carried out in each stage of the flight.

2.8.1 2.8.1.1

Cabin Crew Safety Duties During Each Phase Pre-flight and Passenger Boarding The Aircrew commences pre-flight checks and prepares the aircraft to receive passengers. All or part of the Aircrew may be onboard. At least one Flight Crew member is required when the APU is being used to power the aircraft or the a/c is being re-fuelled. All CC must be on board during refuelling. There may also be ground handling, engineering, catering and cleaning staff onboard and around the aircraft. Some external ground equipment such as a fuelling vehicle, ground power unit, air conditioning unit, baggage carts and a waste and water servicing truck may be connected to the aircraft. No 1 must be onboard when boarding commences.


page 2–11


2.8.1.2

Vigilance During Turnarounds At all times whilst the aircraft is stationary on the ground CC will remain vigilant for effect of surface contamination (ice/snow). Should surface contamination be present the CC shall inform the No 1, who will inform the Flight Crew.

2.8.1.3

Pre Take-off With all Aircrew and passengers now on board, all external ground equipment is removed and the aircraft doors closed. If the aircraft is ‘nose-on’ to a boarding gate, a towing vehicle is connected to push the aircraft back. One or more main engines may be running. •

Immediately after the doors are closed and all passengers are seated the No 1 will give the command to arm and cross check all doors. (Refer to Section 2.3.5 of this Manual regarding headcount procedures.)

•

CC will arm their assigned slide and will notify the No 1 “slides armed and cross-checked” via the interphone.

•

The No 1 will inform the Captain that all passengers are seated.

•

There must be 1 CC at each pair of doors at all times. (Except during safety demonstration.)

•

All CC secure their relevant section of the cabin.

•

Confirm that the cabin is secure and immediately take jumpseat.

•

Mentally review emergency procedures (30 second review while seated on the jumpseat) and assess passengers in your immediate view for potential able-bodied passengers (ABPs).

•

All CC to assess conditions inside and outside the aircraft.

•

When ready to receive cabin secure the First Officer will press the ATTEND button once. The No 1 will then press 1 and ENT on the access panel. This gives an audible tone twice in the flight deck.

•

The No 1 must take their jump seat for take-off immediately.

•

CC must sit on their jumpseats in the brace position with both feet together, firmly on the ground, palms under thighs with head against the headrest. Do not read, eat, chat or engage in other distractions from duty.

The Flight Crew must not be interrupted during taxiing unless there is an urgent need to do so. In such circumstances a member of the CC, normally the No 1 must make contact with the Flight Crew immediately. The Flight Crew must not be interrupted from the time the take-off roll has commenced until the Captain has released the CC from their seats after take-off.

page 2–12


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES The Flight Crew must not be interrupted during the take-off roll unless there is a catastrophic or uncontained safety situation in the cabin where life is at immediate risk.

2.8.1.4

Taxi With all engines running, the aircraft will move under its own power on to the runway – this can take as long as 20 minutes in some airports.

2.8.1.5

Take-off This stage is from the start of the take-off roll-up to becoming airborne and reaching a height of 400 ft (121m) above ground level. Take-off may be commenced from a stationary position, or the aircraft can be accelerated without stopping as it turns on the runway – this is known as a ‘rolling’ take-off.

2.8.1.6

After Take-off Climb The aircraft will climb at a rate of approximately 2,500 ft (762m) per minute up to the assigned cruising level.

2.8.1.7

After Take-off Once the release call has been given, CC may commence their in-flight duties:

2.8.1.8

•

Ensure seat belt/harness is left open and stowed correctly before stowing jump seat.

•

Ensure all toilets are unlocked.

In-flight Cruise Passing 10,000 ft the Captain will normally switch off the fasten seatbelt sign indicating that passengers are free to move around the cabin.

2.8.1.9

In-flight •

In flight CC must ensure smoking regulations are strictly adhered to.

•

Monitor safety of cabin, toilets, galleys and flight deck at least every 20 minutes.

•

Carts and trolleys shall not be left unattended in the cabin.

•

Galleys shall be kept clean and tidy and all trolleys and stowage secured when not in use.

•

Waste bins flaps remain closed.

•

Jump seats must not be occupied by passengers as they must be kept available for CC in the event of a decompression or turbulence.

•

All exits and aisles must, wherever possible, be kept clear in case of an emergency.


page 2–13


2.8.1.10

•

Listen to Flight Crew’s PA as they may include information relevant to the safety of the aircraft. All non-emergency communication with the Flight Crew should be through the No 1.

•

Think safety and security at all times. Report anything you are unsure of to the No 1.

Monitoring of the Flight Crew Members To enable the wellbeing of the Flight Crew and the continued safety of the flight, CC must call the Flight Crew using the interphone every 20 minutes. If the Flight Crew release the CC, make a PA or contact the CC in this time, the 20 minutes will start after the last communication from the Flight Crew is complete. If there is no response from the Flight Crew, call again, if no response, call using the AFT interphone. If still no response, the No 1 must use the access code to gain access to the flight deck.

2.8.1.11

2.8.1.12

Note 1:

The seatbelt sign has an automated function and must therefore not be considered to be a form of communication from the Flight Crew.

Note 2:

Only essential safety related use of the PA/Interphone system is permitted once the safety demonstration has been completed until the Captain releases the CC from their seats and from 10 minutes to landing until the aircraft has vacated the runway.

Before Landing •

When the seatbelt sign is turned on for landing CC shall begin Cabin Secure preparations by checking toilets and galleys while continuing with cabin service including sales. On hearing “10 minutes to landing” the CC shall complete the cabin secure procedures. (Refer to chapter 2.14.1, cabin secure checks).

•

CC must sit on their jump seats with both feet firmly on the ground and slightly behind the knees, palms under the thighs with head against the headrest. Do not read, eat, chat or engage in other distractions from duty.

•

Mentally review emergency procedures (30 second review) and reassess passengers in your immediate view for potential able-bodied passengers.

•

Be aware of any unusual noises, smells or vibrations. If any of these are detected the No 1 must be informed immediately, depending on the phase of flight.

Approach The approach commences at 3,000 ft (914 m) on the descent, and ends when the runway threshold is crossed.

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2.8.1.13

Landing The landing stage is from actual touchdown until the aircraft has decelerated to normal taxi speed. This usually takes about 1½ minutes, but can be reduced if necessary.

2.8.1.14

After Landing A further taxi stage continues until arrival at the gate.

2.8.1.15

•

The No 1 must wait until the aircraft has vacated the runway before making the post landing PA. This includes any pre-recorded announcements.

•

Except to carry out safety related duties, CC must remain secured in their assigned seats until they hear the command from the Flight Crew, “CC disarm slides”. This is with exception to the No 1 who is permitted to un-strap from their jumpseat for the purpose of starting the pre-recorded punctuality announcement but must re-strap into their jumpseat immediately afterwards.

•

The No 1 must wait until the aircraft has vacated the runway before making the post landing PA. The post landing PA must include the “Pre-recorded punctuality announcement” whenever the aircraft arrives prior to STA +5 minutes.

•

CC will disarm slides and cross check.

•

Having carried out the above, CC shall ensure their seat belt/harness is stowed correctly and may now distribute coats, bags, etc, to passengers, ensuring each pair of doors opposite each other is continually monitored by CC.

•

Ensure the area outside each door is clear and available for slide deployment.

•

Assist passengers needing help to the door.

End of Duty In the event that the aircraft is not being left in the care of authorised personnel (e.g. another Aircrew, engineer etc), the No 2 shall close the L2 door before leaving the aircraft through the L1 door. The No 2 must inform the Captain that the L2 door has been closed.

2.8.2

Cabin Crew at Station During Taxi After landing, once the aircraft has taxied clear of the runway, CC may leave the jumpseat for safety duties only, i.e. should an overhead locker open on landing it must be closed by a member of the CC as soon as it is safe to do so.


page 2–15


2.8.3

Cabin Crew Alert to Hazards Inside/Outside During Taxi, Take-off, Landing When seated in the jumpseats during taxi, take-off and landing, CC must mentally go through emergency drills (30 second review). During these stages the CC must be alert to any hazards inside or outside the aircraft. Note:

2.8.4

Take-off, approach and landing are “critical phases of flight”.

Cabin Crew Action in the Event of Abnormal Conditions Where an incident occurs in the cabin during taxiing and CC urgently require to contact the Flight Crew the CC (normally the No 1) must use the cabin interphone.

2.9

Transit An aircraft may make a transit stop at an airport to collect or disembark passengers, or may have to transit stop in order to uplift some extra fuel. In this instance all passengers remain in their seats and the CC must man all doors. Passengers are not allowed onto the apron of the airport and must remain on board. The CC procedures for transit are the same procedures used for boarding.

2.9.1

Positioning Flights By definition positioning flights carry no fare paying passengers. Dead heading Ryanair Flight Crew may be carried without the requirement to carry CC. In this case the Flight Crew are required to close the doors, secure the cabin and arm the slides before start-up. If the dead heading Aircrew includes CC then normal duties will be assigned. The cabin secure checks must be carried out. CC must sit in their assigned positions for take-off and landing. JU CC may occupy a flight deck jump seat for take-off and landing. The No 1 MUST remain in the cabin at all times to supervise the CC.

2.10

Flight Crew Drinks/Meals CC serving drinks to the Flight Crew must be aware of the danger of passing liquids over the centre console. All drinks served in the flight deck must be served in a screw top container. CC shall stand back from the flight deck seats and make the Flight Crew aware of their presence in order to prevent spillages caused by them turning around suddenly. Due to the possibility of food poisoning any meals served to the Captain and the First Officer shall be different. They shall also be served at different times.

page 2–16

Note 1:

Only screw top containers are permitted in the flight deck. CC are prohibited from supplying drinks other than in screw top containers.

Note 2:

Alcoholic drinks must not be taken on to or stored in the fight deck at any time. Issue: 1, Revision: 0, Date: 28-Oct-2014


2.11

Admission and Supervision of Visits to the Flight Crew Passenger visits to the flight deck are not permitted for security reasons. Any company personnel (including positioning pilots and CC) wishing to visit the flight deck must be in possession of a valid Ryanair ID and must ask the No 1 can they visit the flight deck. The No 1 must then communicate to the Captain the name of the person wishing to visit the flight deck. This may only be done on the ground, not in flight. All visits to the flight deck are at the Captain’s discretion. Any company personnel travelling on a staff ticket who are permitted by the Captain to occupy a jumpseat must be made familiar with relevant safety procedures and the operation of their oxygen masks. IAA inspectors or inspectors from another authority (i.e. SAFA) who produce a valid ID may visit the flight deck.

2.12

Refuelling with Passengers On-board Refer to Section 5.4.8 for type specific.

2.13 2.13.1

Passenger Disembarkation Procedures for Individual Cabin Crew Refer to Section 5.4.6 for type specific.


page 2–17


2.14

Securing of Passenger Cabin and Galleys

2.14.1

Cabin Secure Checks 1.

All passengers are seated.

2.

Seat belts are fastened tightly around hips and infants are secured in Infant seat belts seated on adult’s laps.

3.

Tables are stowed.

4.

Armrests are down.

5.

Window blinds are open.

6.

Hatbins/Overhead lockers are securely closed with no bottles or heavy and hard items.

7.

Free from all bags, jackets, loose items at Emergency Exit rows, aisle and bulkheads.

8.

Baggage may only be stowed in approved stowage’s ensuring the labelled weight limits are not exceeded. Items shall not be secured on empty seats unless in accordance with Section 2.19.6.

9.

Laptops and larger PEDs switched off and stowed in baggage either under the seat in front or in the overhead locker.

10.

All items of cabin baggage must be returned to approved stowage.

11.

Lighting set to appropriate mode.

Before departure: All CC ensure that passengers comply with PED procedures. At 10 minutes to Landing: No1 makes a PA to passengers (see 2.4.6.1) and ensures that passengers comply with PED procedures.

page 2–18



2.14.2

2.14.3

2.14.4

Galley Secure Checks 1.

Galley curtains are secured open (where fitted).

2.

All trolleys and boxes are stowed and secured.

3.

Trolley brakes are on.

4.

All stowage’s are closed and secured.

5.

All galley surfaces are clear.

6.

Turn off galley equipment (where fitted).

7.

Turn boilers off.

8.

Ensure ovens are turned off.

9.

All CC bags must be stowed behind the trolleys.

10.

Lighting is set to appropriate mode (refer to Section 5.5.1.11).

11.

Ensure all catering supplies are properly secured (if provided).

Note 1:

For information on stowage of Aircrew bags without trolleys being loaded refer to Section 5.1.3.1.

Note 2:

For individual Secure Checks duties refer to Section 5.4.3.

Toilet Secure Checks 1.

Toilets are clear of passengers.

2.

Passenger’s bags must not be placed in toilets.

3.

Only fire proof gash bags are permitted on the floor of the toilets, in the final phases of flight.

4.

Close and lock toilet doors.

Definition and Timing of Cabin Secure Check to Flight Crew The cabin is considered to be secured for take-off and landing after all required checks have been completed and compliant with procedures outlined in this manual. It is the No 1s responsibility to notify the Flight Crew that cabin is secured for take-off or landing. Normally the No 1 will notify Flight Crew that cabin is secured. The No 1 will establish with other CC that the cabin is secure and in turn the No 1 will give cabin secure to the Flight Crew. •

For take-off – prior entering the runway.

•

For landing – after 10 min to landing call is received.


page 2–19


2.15

Unauthorised Carriage Crew are required to challenge all persons attempting to board/in the vicinity of Ryanair Aircraft. Unattended Ryanair Aircraft must protected in accordance with the Requirements of Section 9.6.

2.16

Resolution of Difficult Situations Should you encounter difficulty when dealing with passengers, it is important to make every effort to diffuse rather than escalate the situation. Despite the best efforts of the staff at the boarding gate, difficult situations can still arise on board the aircraft as a result of unacceptable passenger behaviour. Front line staff members will inevitably have difficult encounters with some customers. Difficult encounters with Customers are a fact of life in any service industry. There are many reasons behind difficult customer encounters e.g. stress of travel, fear of flying, influence of alcohol/medication, flight disruptions, disagreement with airline policies (i.e. paying for baggage, priority boarding etc.) or they may just have bad manners. As trained front line professionals, crews are expected to ensure that difficult encounters are managed in such a way as to prevent any escalation to a passenger offload. Offloading a passenger from a flight is an extremely serious action which requires police involvement. A passenger may behave out of character due to many factors and CC must manage the situation effectively. If a difficult situation arises you should bear in mind the following points:

page 2–20

•

Most situations can be easily dealt with if you remain calm and professional and give information.

•

Try to calm the situation by giving as much information as possible.

•

Stay calm, speak clearly and do not raise your voice.

•

Do not enter into an argument.

•

Move down to the level of the passenger if they are still seated (only if you feel it’s safe to do so).

•

Maintain open body language and eye contact.

•

Ensure the No 1 and all other crew are aware of the situation.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES A resolution of a difficult situation at an early stage is preferred; the following model should be used to resolve the situation. •

Inform – Friendly Manner –

•

Warn – Polite Manner –

•

If you fail to resolve this situation and the passenger does not comply with the request, repeat the request politely, and again give the passenger time to absorb the information.

Action – Calm Manner –

2.16.1

Inform the passenger of your request in a friendly manner and give the passenger the time to absorb the information – this should normally resolve the situation

This is an extreme course of action and should never be taken lightly. If despite all efforts, the passenger refuses to comply with the crew member’s request, offloading might be the only course of action. Even in this situation the CC must remain calm and polite.

Reporting Procedure ORO.GEN.130

2.16.1.1

Offload and Prosecution Request Procedure Ryanair will implement the offloading of a passenger for the following reasons: •

Physical violence.

•

Continued refusal to comply with safety requests.

•

Interfering with aircraft equipment.

•

Smoking.

•

Theft of item from aircraft.

•

Sexual Assault.

•

Or for reason outlined in Article 7 of Ryanair’s General Terms & Conditions of Carriage.

Aircrew must complete the offload prosecution request form which is located in the Nav bag in the flight deck and provide full statements to the police to ensure a successful prosecution. Incidents which do not require police involvement should not lead to an offload. When an offload occurs, Aircrew might be required to attend the subsequent court case as witnesses for the prosecution and therefore must always ensure that they can verify and back up their statement in a court of law. Issue: 1, Revision: 0, Date: 28-Oct-2014

page 2–21

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Ryanair will assist with the arrangements for court attendance.

2.16.1.2

Instructions for Completion of Offload Prosecution Request Form CC 1.

CC involved in the incident must complete the Passenger Offload Statement Form.

2.

On return to base a “Disruptive Passenger” report form must also be submitted including the serial number of the Passenger Offload Statement Form.

CAPTAIN 1.

Complete the Prosecution Request Section.

2.

Give original Prosecution Request form to Police officer once completed and signed.

3.

The blue copy should be kept in the flight envelope.

4.

A copy of this report must, without fail, also be faxed to the Flight Safety Officer in Dublin. +353 1-8121383 at the end of the duty. This will form the permanent record of offload documentation as flight envelopes are destroyed after a set period.

5.

2.17 2.17.1

On return to base an SAIR must be submitted using the “Disruptive Passenger” category.

Potentially Disruptive Passengers/Security Significant Passengers Inadmissible Passengers/Deportees/Persons in Lawful Custody Inadmissible Passengers Persons whose entry to a State is refused by the competent authorities and who are being transported back to their country of departure, or to any other country where the persons are admissible. Deportees Persons who had legally been admitted to a State by its authorities or who had entered a State illegally, and who at some later time are formally ordered by the relevant authorities to leave that State. Persons in Lawful Custody Persons either under arrest or convicted by a court of law who have to be transported.

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2.17.2

Policy The decision to accept any security significant passenger for carriage ultimately rests with the Captain. If he/she considers the carriage of such persons might seriously jeopardise the safety/security of either passengers or CC, carriage will be refused.

2.17.3

INAD/Deportees Procedure INAD/Deportees may be carried on Ryanair flights subject to the following: 1.

2.

3.

Handling agent or equivalent shall confirm to the Captain that: •

Immigration and Border Police Authorities have produced a written notice directing the removal of INAD/Deportees, including details of proposed flight.

•

Risk assessment has been received and accepted in compliance with the Ryanair Security programme.

•

INAD/Deportees will appear on the passenger manifest and be included in the loadsheet.

•

Max of 2 INAD/Deportee on any one flight.

•

If a family (greater than 2 persons) is being carried, prior written authorisation from Ryanair to the Captain is made available.

The Captain and No 1 will be informed in advance of boarding of all details related to the INAD/Deportees and escort(s) if applicable. •

The INAD/Deportees and escort(s) will be pre-boarded and will disembark last.

•

The INAD/Deportees and escort(s) if applicable will be seated at the rear of the Aircraft.

•

Handcuffs and other restraints will be removed while onboard the aircraft.

•

The INAD/Deportees will not be permitted to occupy direct access seats or aisle seats. (see Section 5.4.5.1 for type specific seating).

•

The INAD/Deportees will have no access to alcohol.

•

The INAD/Deportees hold baggage shall be loaded last to avoid delays in the event that they do not travel.

Documentation. When the Captain is presented with the documentation related to this category of passenger, he shall retain this documentation in the flight deck for the duration of the flight and present this documentation to the police/


page 2–23

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES immigration/security agency personnel if they meet the aircraft on arrival. Otherwise the documentation shall be handed to the handling agent. The documentation shall NOT be given to the INAD/DEPORTEEs.

2.18

Carriage of Special Categories of Passengers

2.18.1

Children and Infants Children up to 16 years of age may not travel with Ryanair unaccompanied. Infants: see Section 2.28.2 for details.

2.18.2

Sick Passengers All Ryanair CC are fully trained in First Aid as outlined in Operations Manual Part D. Any passenger who becomes ill/sick whilst on board a Ryanair flight will be given First Aid. However if it is apparent that a passenger is too ill to travel or for any reason (listed below) they shall be denied travel. The following will be considered grounds for denying a passenger travel:

2.18.3

1.

If the attending physician recommends that the passenger is not fit to travel (or expresses doubt in this regard).

2.

If Ryanair becomes aware that the passenger suffers from any contagious/ communicable disease.

3.

If Ryanair becomes aware that the passenger’s condition is such that the health/safety/welfare of Ryanair staff or other persons may be at risk.

4.

If the passenger’s condition is such that it may cause distress or discomfort to other passengers.

5.

If the special arrangements or level of assistance required would put an unnecessary burden on Ryanair or its agents thereby degrading the level of service to other passengers.

Carriage of Persons with Reduced Mobility (PRM) Persons with Reduced Mobility are those who, owing to a disability or a condition (either sensory or locomotory – including intellectual deficiency, age or illness) would require assistance if involved in an emergency evacuation. Persons with Reduced Mobility, non-ambulatory passengers, unaccompanied blind passengers or a blind passenger travelling with a guide dog, shall be seated in seats specified in Section 5.4.5 of this manual.

2.18.4

Passengers on Stretchers Ryanair does not have a facility on our aircraft to carry passengers on stretchers.

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2.18.5

Unaccompanied Minors Ryanair does not carry unaccompanied minors.

2.18.6

Prisoners in Custody The Captain must be advised that such persons are travelling on the flight. They must not be seated in direct access seats. The police officer travelling with the prisoner will sit beside them.

2.18.7

Deportees/Inadmissible Passengers Deportees are essentially in custody until delivered on board. The police or customs officer will usually accompany the deportee to the aircraft and report directly to the Captain and may deliver documents such as the deportee’s passport. Deportees shall not occupy direct access seats and shall usually occupy a window seat. The person shall be met at the destination airport by a Police officer and their documentation handed over to the officer.

2.18.8 2.18.8.1

Other Special Categories Passengers Travelling with Leg Injuries Passengers with the whole leg in a cast require a complete seat row segment of 3 seats to enable the passenger to elevate the leg to reduce swelling. Arm rests must be raised and the injured leg placed resting across the seats. The assigned seat row segments when required are detailed in Section 5.4.5.

2.18.8.2

Expectant Mothers For the safety and comfort of all pregnant women travelling by air, the following regulations are to be adhered to: •

Uncomplicated single pregnancies – Not permitted to travel beyond the end of 36 weeks.

•

Twin, triplet pregnancies – Not permitted to travel beyond the end of 32 weeks.

•

Once the pregnancy has entered the 28th week, the passenger must have a “fit to fly” letter completed by their midwife/doctor stating the following: 1.

Pregnancy is uncomplicated.

2.

Expected date of delivery.

3.

That the passenger is fit to fly.

4.

There is no reason why they should not fly.


page 2–25


2.18.8.3

Carriage of Blind Passengers With a Sighted Companion When a blind passenger is travelling with a sighted companion on a one to one basis, the level of assistance provided may be reduced if the sighted companion is a responsible adult (over 16 years of age) who is capable of assisting and is not a PRM him /herself (Not subject to 4 limitation). Blind passengers travelling with a sighted companion who do not require special assistance from the airline: 1.

Must make themselves known at the time of booking.

2.

Are requested to make themselves known at the boarding gate and offered the opportunity to pre-board.

3.

Shall not occupy direct access seating.

4.

Should preferably occupy a window seat, with the sighted companion beside them.

An individual passenger briefing shall be provided on board by the CC to passengers that can be identified as being blind and travelling with a sighted companion. Note:

For each blind passenger travelling with a sighted companion there must be at least one adult over 16 years of age, this is so that the number of PRMs onboard shall not exceed the number of able bodied persons capable of assisting with an emergency evacuation.

Without a Sighted Companion The No 1 or No 2 shall escort the PRM Blind passenger to their seat (allocation detailed in Section 5.4.5) using simple instructions, e.g. “a few steps forward and now your seat is here on your right”. The PRM blind passenger shall be seated at a window seat and allow the guide dog to sit at their feet. (CC and passengers must not pet the dog during the flight). After the safety demonstration has been completed one CC shall provide an individual briefing to the PRM blind passenger including:

page 2–26

•

Nearest exit and number of rows to this exit as well as direction to this exit.

•

Offer to bring the demo kit to the passenger as they may wish to familiarise themselves by touch with the equipment.



2.18.8.4

Carriage of Deaf or Significant Hearing Impaired Passengers (DSHIP) Deaf passengers who are able to fully understand an onboard safety demonstration and safety card are not required to notify Ryanair of their condition and are not part of the 4 limitation. Where a deaf passenger requires individual assistance in the form of a separate briefing on board the aircraft then notification should be advised to the Ryanair Special Assistance line. Deaf or significant hearing impaired passengers requiring assistance are included in the PRM headcount restrictions.

2.18.8.5

Hard of Hearing Passengers If a passenger is hard of hearing but uses a corrective device which enables the passenger to hear clearly they do not need to notify Ryanair of their reduced hearing. These DSHIP are not included in the PRM headcount restrictions.

2.18.8.6

Passengers Travelling with a Portable Oxygen Concentrator (POC) Specific models of Portable Oxygen Concentrators (POC) are approved for onboard use. A passenger dependent on a POC may carry the machine and additional/extra equipment free of charge. An oxygen concentrator takes normal room air and, using a series of sieves, filters, and a compressor, removes nitrogen from the air, increasing the oxygen content of the resulting air to up to 96%. An oxygen concentrator is not to be confused with compressed oxygen or Oxygen generator which is not permitted on Ryanair aircraft. Requirements for Travelling with a Portable Oxygen Concentrator (POC) All of the following requirements must be met to travel with a POC: •

The passenger must pre-advise their carriage of the POC and provide the model to the Ryanair Special assistance Line.

•

Passengers must travel with an approved model of POC as outlined on the Ryanair Website.

•

The Passenger must have a sufficient number of fully-charged batteries to cover the duration of the flight and possible delays (a maximum of two batteries are permitted in carry-on baggage and these must be individually protected to prevent short circuits, battery terminals must be either recessed or packaged so as to prevent contact with metal objects, including terminals of the other batteries). Note:

Batteries cannot be charged on board.

•

Spare lithium or lithium ion batteries are not permitted in checked in baggage.

•

The Passenger must obtain a Medical Equipment Approval & waiver letter from the Special Assistance Line and this must be presented at the Bag Drop desk or boarding gate and CC on board.


page 2–27


2.18.8.6.1

Approved Models for Use on Ryanair Aircraft The master reference for the list of POCs approved for use on Ryanair aircraft shall be that shown in the FAQs on Ryanair.com. In the event that a POC manufacturer issues a new release of appliance that embodies design changes without alteration to the technical specification, Ryanair, in consultation with the IAA, will include that model in the list of approved POCs.

2.18.8.6.2

Instructions for On-board POC Use In accordance with Ryanair’s Safety Regulations, the passenger using an approved POC must be seated in a seat closest to the window and may not occupy a direct access seat. •

Should the passenger wish to use a POC on board, a “Fit to Fly” form must be completed and validated by Ryanair between 14 up to 2 days prior to travel.

•

The validated “Fit to Fly” form must be carried by the passenger on all flights and produced to CC when boarding the aircraft.

Approved POCs that will be used during any phase of flight must be stowed completely underneath the seat in front of the passenger using the device, ensuring that the air/intake filter is not blocked during use and that the user or user`s attendant can see the warning lights and/or hear the audible warning. Therefore the POC shall be clear of blankets, coats and other pieces of carry-on baggage that may block the air/intake filter. The dispatcher shall inform the No 1 of the passenger using the device and any spare batteries carried. The No 1 shall inform the remaining CC. All CC are to remain vigilant throughout the flight. Should a battery fire occur CC are to follow procedures outlined in Section 4.18.7.9. In the event of a decompression, the POC user must immediately stop using the device and use the drop down masks provided until the aircraft descends below 10,000 feet cabin pressure altitude.

2.18.8.7

Carriage of a Passenger with Pre-booked Therapeutic Oxygen Ryanair provides a pre-book therapeutic oxygen service to our passengers on a pre-booked flight by flight basis. Should a passenger require the use of therapeutic oxygen the procedures below shall be put in place: 1.

page 2–28

The passenger must advise Ryanair prior to travelling using the Ryanair Special Assistance line.



2.18.8.7.1

2.

The passenger must carry a Ryanair Therapeutic Oxygen – Medical Clearance Form, validated/stamped by Ryanair.

3.

CC shall use the oxygen bottle marked for “therapeutic” use and dispense O2 on low flow.

4.

If a child/infant needs therapeutic oxygen, the infant/child oxygen mask shall be used as required (where fitted).

Cabin Crew Procedure 1.

The No 1 shall check that the passengers’ Ryanair Therapeutic Oxygen Medical Clearance Form has been validated/stamped by Ryanair.

2.

The passenger must not be assigned or occupy a direct access seat.

3.

The No 1 will delegate the responsibility for the provision of therapeutic oxygen to the No 3.

4.

No 3 will distribute oxygen to passenger and brief them on operation on the following: a.

Demonstrate how the bottle is secured for take-off and landing. *

b.

How to start and stop the flow of oxygen.

c.

Requirement to notify CC when the bottle indicates ¼ full.

5.

The No 3 will confirm that the passenger understands the briefing.

6.

The No 3 will monitor the use of therapeutic oxygen and change the bottle as required.

7.

All oxygen bottles used must be recorded in the cabin defects log and details passed to the Captain so he/she can record O2 usage in the aircraft tech log.

8.

All oxygen bottles used must be recorded in the cabin defects log and details passed to the Captain so he/she can record O2 usage in the aircraft tech log.

Note 1:

* Therapeutic oxygen may be used during all phases of flight including take-off and landing. If it is necessary for a passenger to be on oxygen during take-off and landing, the Captain shall be informed of the passenger and his/her location. The bottle must be secured on passenger with the carry-on strap as illustrated in Figure 1.


page 2–29

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Figure 1 The correct position for securing O2 bottle for take-off and landing.

Note 2:

Nothing in this procedure prevents CC administering oxygen from any available source (therapeutic or emergency) in an emergency situation. In an emergency situation, oxygen bottles may be used until empty if required.

Note 3:

Where therapeutic oxygen has been used on the outbound sector and there are no top up facilities available during turnaround passengers requiring therapeutic oxygen on the return sector must not be accepted for travel.

Note 4:

In certain circumstances the Ryanair Therapeutic Oxygen - Medical Clearance Form will not be stamped by a doctor. Providing the Ryanair validation stamp has been issued, the passenger is acceptable for travel.

2.19

Hand Baggage

2.19.1

Stowage of Cabin Baggage All cabin baggage must be securely stowed in approved stowage before start of taxiing. The cabin baggage of passengers seated at exits must be stowed immediately during boarding. All cabin baggage must be securely stowed in approved stowage’s before start of taxiing. These include:

page 2–30



2.19.2

Under-seat Stowages (AIR OPS) Ryanair specifies upper limits for 2 bag sizes on board; bag (a) 55 x 40 x 20 and bag (b) 35 x 20 x 20. Standard carry on cabin bag (a) is not suitable to be stowed under-seat when that seat is occupied. Additionally, the item should not be too small as to allow it to slide under the restraint bar. Baggage shall not be placed under the seat in front direct access seating including if the direct access seat is unoccupied. Where a seat row is occupied, small items of cabin baggage shall be stowed, when necessary, under the seat in front of the passenger direct access seating. Under-seat bags must not obstruct a passengers exit from a seat row in the event of an emergency. Small items of cabin baggage stowed under the seat in front of a passenger must not protrude beyond the seat attachment rail on the floor of the aircraft. Where a row is partially occupied: •

Standard cabin bag (a) may be placed underneath window seats A or F but these seats cannot be occupied.

•

Standard cabin bag (a) may be placed underneath window seat A, seat S, seat E and window seat F if the aisle seat only is occupied in that row.

Where a seat row is unoccupied, cabin bags including standard cabin bag (a) may be stowed underseat and may protrude beyond the attachment rail. In all cases under seat bags must be secured. The picture below shows bags correctly stowed underneath the seats.


page 2–31


2.19.3

Hatbins/Overhead Lockers Each must be totally enclosed with a latchable door. The maximum permitted weight shall be clearly labelled. Bottles or heavy and hard items must not be placed in overhead bins. Luggage wheels shall be stowed at the bottom of the bin with other items on top. Note:

2.19.4

CC shall instruct passengers who have loose items of cabin baggage about their feet, e.g. handbags, etc. to stow them underneath the seat in front. Items of cabin baggage must not be allowed to remain at passengers feet where they can either move to the aisle or obstruct passengers’ evacuation from the row into the aisle.

Cabin Baggage must not be Stowed •

At emergency exits.

•

In the toilet compartments.

•

So that it obstructs access to emergency equipment.

•

Behind trolleys.

•

In front of bulkheads.

See Section 5.1.3.1 for any exceptions. Cabin baggage in the overwing exit rows and emergency exit rows MUST be stowed in the overhead lockers immediately.

2.19.5

Weight and Size Strictly one item of cabin baggage per passenger (excluding infants) weighing up to 10kg with maximum dimensions of 55cm x 40cm x 20cm is permitted. (Handbag, briefcase, laptop, shop purchases, camera etc. must be carried in 1 piece of cabin baggage).

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2.19.6

Unusual Items of Cabin Baggage (e.g. Cello) Items of accompanied baggage by virtue of size, value or fragility, which are unsuitable for carriage in the hold or in approved stowage spaces, may be carried on a passenger seat, provided the following conditions are met: •

An extra seat has been purchased for the item and carriage has been approved by Ryanair.

•

The item is accompanied by a passenger.

•

The item is carried in a window seat and is not adjacent to a direct access seat.

•

The passenger must be seated in the seat immediately beside the item.

•

Such items shall be capable of being secured by a seatbelt or extension seatbelt either on the seat (smaller item) or standing on the floor directly in front of the seat (larger item e.g. Cello. See Figure 1).

•

When secured, the item must be a minimum of 18 cm (7 inches) below the PSU to enable the O2 masks to drop unhindered in the event of a decompression.

Checks must be made before take-off and landing and whenever the fasten seatbelt sign is on to ensure the baggage is stowed in such a manner that it cannot impede an evacuation or cause injury by falling or other movement. Note:

The requirements for restraint of cabin baggage apply equally to Aircrew baggage.

If an appropriate stowage is not available for cabin baggage, the item should be removed from the cabin, tagged and stowed in the aircraft hold.

2.20

Smoking On-board Smoking is not permitted at any time on board a Ryanair flight (this includes all passengers and Aircrew).


page 2–33


2.21

Injury and Death On-board If a passenger becomes ill or receives an injury on board a Ryanair aircraft CC must immediately commence First Aid. The Captain must be informed immediately and may decide to divert the aircraft to the nearest airfield to receive medical attention. If a passenger is not breathing normally on board a flight, the CC must commence CPR immediately and inform the Captain who may decide to divert the aircraft to the nearest airfield to receive medical attention. CC must make a PA for a medically qualified person to assist. CC are not qualified to pronounce death and must continue to resuscitate a passenger for as long as they are physically able to. On arrival trained paramedics and doctors may pronounce the passenger dead, and if this happens Port Health should be called. Aircrew must fill out the relevant reporting paperwork on Crewdock.

2.22

Dangerous Goods AIR OPS Ref. CAT.GEN.MPA.200 Ryanair as an operator has a full authorisation on its Air Operating Certificate to carry Dangerous Goods. All Aircrew undergo Dangerous Goods training as part of their initial training as outlined in Operations Manual Part D. As part of Recurrent training Aircrew also undergo Dangerous Goods training as outlined in Operations Manual Part D. DG procedures as relevant for CC are in chapter 8, more detailed information is in Ops Manual Part A.

2.23

Live Animals in the Cabin Live animals are not normally carried in the passenger cabin of Ryanair aircraft. An exception is made for the carriage of: 1.

Guide dogs.

2.

Assistance dogs.

The guide/assistance dog must comply with the provisions of the Pets Travel Scheme (route depending). The passenger responsible for the guide/assistance dog must be in possession of a Pet Passport when travelling out of Ireland or the UK. The guide/assistance dog is only permitted to travel on those routes listed on the Ryanair website. Passengers travelling with guide/assistance dogs must be escorted to and from the aircraft by ground staff. The maximum number of guide/assistance dogs on a Ryanair flight is four. The locations for the dogs are at seats detailed in Section 5.4.5.2.

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2.24

Portable Electronic Devices AIR OPS Ref. CAT.GEN.MPA.140 The Captain may allow passengers to use their phones in transmitting mode on the ground with doors closed where a significant delay to the flight has occurred. Portable electronic devices such tablets and mobile phones may be used on board, in Airplane or Flight mode during all stages of the flight. Laptops and larger PEDs shall be stowed either in cabin baggage under the seat in front or in the overhead locker. In case of a time available emergency all electrical equipment must be switched off. CC must ensure that passenger’s headphones are removed during the Safety Demonstration. Note:

2.24.1

Laptops and larger PEDs shall be stowed during taxi, take-off and landing (any other time as requested by the Captain) to prevent possible injuries from projectiles and must not obstruct a passengers exit from a seat row in the event of an emergency.

PEDs Allowed for All Phases of Flight PEDs such as tablets, e-readers and mobile phones weighing one kilo or less may be used during all phases of the flight provided Airplane or Flight mode is selected after the main cabin door is closed. Airplane or Flight mode allows PEDs functions such as MP3 players, games and built in cameras etc to be used with the cellular signal transmission disabled. All tablets and mobile phones must be safely secured in the passenger’s hand or a pocket during taxi, take-off and landing. Note:

Under certain circumstances where the auto-landing system is going to be used all electronic devices must be switched off for approach and landing. The Captain will inform the No1 and the No1 makes the following PA: “Ladies and gentlemen the Captain has informed us that on this occasion all electronic devices must be completely switched off for landing, this includes devices in Airplane or Flight mode. Thank you.”

2.24.2

PEDs with Restricted Use Laptops, notebooks and PEDs weighing over one kilo including items such as DVD players, electronic games, and music players may be used during boarding but not for taxi, take-off and landing when the fasten seat belt sign is switched on. •

May become a hazard in turbulence.

•

May obstruct evacuation path in an emergency.


page 2–35


2.24.3

•

May be used in-flight, provided wi-fi is switched off.

•

Must be stowed in under seat baggage or the overhead locker provided during taxi, take-off and landing.

Note 1:

Bluetooth accessories including wireless keyboard, headphones may be used during the flight but must remain switched off for taxi, take-off approach and landing.

Note 2:

Mobile phones and tablet computers are permitted for use for the whole duration of the flight in Airplane or Flight mode. Devices that do not have Airplane or Flight mode must be switched off and remain switched off for the whole duration of the flight. Mobile phones and other transmitting PED’s must be selected to Airplane or Flight mode from the time the doors are closed for departure until the doors are open on arrival.

Prohibited PEDs The following PEDs are forbidden on Ryanair aircraft: •

E-cigarettes.

•

Remote control transmitters.

•

VHF scanner transmitters and receivers and any device with cellular network service enabled.

•

FM receivers.

Note:

2.24.4

Any PED that transmits or receives communications but does not have Airplane or Flight mode, must be switched off for the duration of the flight.

Medical PEDs Certain approved medical PEDs such as Portable Oxygen Concentrators maybe allowed to be used during flight. Passengers shall contact the Special Assistance Line to obtain prior approval.

2.24.5

Transmitting PED (T-PED) Transmitting PEDs may be used only when the main aircraft door is open.

2.25

Carriage of Weapons AIR OPS Ref. CAT.GEN.MPA.160/CAT.GEN.MPA.155 The carriage of guns (including sporting weapons), firearms and ammunition is not permitted on Ryanair aircraft.

page 2–36



2.26

General Surveillance One Captain, one first officer (or 2nd Captain) and four cabin crew members will be rostered to operate Ryanair flights. Cabin crew must maintain surveillance of the cabin at all times when passengers are onboard. CC shall be alert to unusual passenger behaviour, passengers attempting to tamper with emergency equipment, and passengers becoming unwell and requiring assistance from the CC. In addition to monitoring the passengers, all areas of the cabin must be checked constantly by the CC for outbreaks of fire, smoke, unusual noises, smells, or attempted opening of a PSU. Any such incident must be reported to the No 1 and Captain immediately. Any attempt by a passenger to tamper with any piece of emergency equipment must be recorded on the in-flight report. Additionally, the in-flight report must be used to record any occasion the PSU is opened. The CC must pay particular attention to the following areas and the following checks are to be carried out at least every 20 minutes.

2.26.1

2.26.2

2.26.3

Toilets •

Shall be kept clean and tidy i.e. combustible material is contained.

•

Waste bins are not overflowing.

•

Access doors to toilet waste bins must be fully closed and securely latched.

•

Press toilet flush and ensure flush and vacuum motors cut out.

•

Smoke detector not blocked.

Cabin •

Maintain surveillance of passenger movement in the cabin.

•

Maintain surveillance of all floor areas to ensure nobody trips on un-stowed objects.

•

Ensure no bags, paper, newspaper or combustible materials are left where they could become a fire hazard.

•

No catering supplies to be stowed behind the last row of seats. This includes toiletries, glasses and bags of rubbish etc.

•

The space behind row 33 DEF under the seat may be used to stow cabin baggage only. Maintain line of sight of PSUs.

Galleys •

Keep galley area clean and tidy.

•

Ensure waste bins are not overflowing.

•

Ensure all rubbish bags are inserted into the cart and the lid is closed.

•

Maintain a constant watch on ovens when in use and ensure oven insert trays are free of grease and spilled food.


page 2–37


2.26.4

•

Ensure that at least one CC is observing the cabin at all times from either galley.

•

Ensure that no passenger interferes with any CC baggage, galley equipment or supplies.

Disposal of Syringes If during general surveillance Aircrew find needles on board the aircraft the procedure below shall be followed: 1.

Put on gloves (find in First Aid Kit).

2.

Collect the needle or syringe (exercise caution while handling the needle.)

3.

Place it into an empty bottle or container (available from aircraft bar) *.

4.

Re-seal the bottle or container.

5.

Place the bottle or container in the top metal box in the forward galley.

6.

Seal the box.

7.

Advise the Captain that the needle has been secured.

8.

Complete a Cabin Safety Report including the seal number used for securing the needle in the box.

9.

Advise cleaners on arrival at destination.

Note:

2.26.5

* If no suitable bottle or container available empty the contents of the First Aid Kit into a plastic bag and place the needle in the empty first aid box and follow instructions 6-9 above. It is most important to keep the Captain and cleaners informed of the presence of this dangerous object on board and follow the instructions for safety reasons.

Flight deck and Cargo Areas Flight Crew will be responsible for surveillance of the flight deck and cargo areas.

2.27

Fire Prevention In addition to the above surveillance procedures CC need to be extra vigilant in order to prevent the occurrence of an in-flight fire. The following procedures must be adhered to:

page 2–38

•

Smoking is not permitted at any time on board a Ryanair flight (this includes all passengers and Aircrew).

•

Ovens are only to be used for cooking food and not as a stowage compartment. Failure to comply with this can lead to the oven becoming inoperative and/or a serious fire risk on the aircraft.



2.28

•

All aircraft electrical equipment must only be used for their intended purposes. Circuit breakers must only be pulled if you suspect an electrical problem or fire hazard with the piece of equipment.

•

The smoke detector sensors in each of the toilets must be checked to ensure that they have not been disabled or tampered with.

•

Access doors to waste bins are fully closed and securely latched.

Passenger and Crew Restraint AIR OPS Ref. CAT.IDE.A.205, (a)(1) – (2)/CAT.IDE.A.205, (a)(4)

2.28.1

Passenger Seats All passenger seats are equipped with seat belts that fit around the hips. Passengers must have their seatbelts fastened before take-off and landing, during taxi and whenever then Captain deems it necessary that each passenger occupies their seat with the seatbelt properly secured. This is communicated via the ‘fasten seat belt’ sign and the CC will ensure passenger compliance with above.

2.28.2

Definition of Infants Infants are defined as children under 24 months. Only one (1) infant is permitted per three (3) seats (i.e. only one on either side of the aisle).

2.28.3

Child Restraint Devices (CRD) AIR OPS Ref. CAT.IDE.A.205, (b)(1) Acceptable CRDs are those which have been approved for use in aircraft by an Authority and marked accordingly. The CRD must not be located on direct access seating. All safety and installation instructions should be followed as per manufacturer’s instructions (for example, weight, size, etc). CC shall prohibit the use of any inadequately installed CRD. Each CRD shall remain secured to a passenger seat during all phases of the flight, unless it is properly stowed when not in use. Note:

Whenever a CRD is used the parent/guardian must be informed/briefed to include: •

The use of the CRD.

•

The quickest way of opening the CRD.

•

Not to obstruct the aisle when removing the child/infant from the CRD.


page 2–39

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES The following CRDs are permitted for use on Ryanair aircraft:

2.28.3.1

•

Infant Seatbelt (provided by Ryanair).

•

Amsafe CARES harness (provided by the passenger).

•

Baby/Child Car Seat.

•

Meru Travel Chair (provided by the passenger) restrictions apply.

•

Crelling Support Seat Harness (provided by the passenger) restrictions apply.

Infant Seatbelt An infant seatbelt is a seatbelt with a loop on it which is looped through the parent/guardians seatbelt. The infant does not occupy an aircraft seat and must sit on the parents/guardians (must be over the age of 16 years) lap using the infant seatbelt. All parents/guardians must be given an infant seatbelt and instructions on how to use prior to departure. Note:

page 2–40

Parents/Guardians shall be informed that the quickest way to remove the infant from the seatbelt is to open the infant seatbelt and NOT the aircraft seatbelt.



2.28.3.2

Amsafe Child Aviation Restraint System (CARES) AIR OPS Ref. CAT.IDE.A.205, CAT.IDE.A.205, (a)(6)

(a)(3)/CAT.IDE.A.205,

(b)(2)/

The CARES is a belt and buckle device that attaches directly to the airplane seat and is used in conjunction with the aircraft seatbelt. CARES is certified for children between 22 and 44 pounds (10 kg – 20 kg) occupying their own seat. 1. Fixing Strap with bar buckle – fastens around the seat back. 2. Adjuster buckle – to adjust the length of straps. 3. “Looped Ends” – loop over the seat belt either side of the buckle.

Operation 1.

Lower the tray table of the seat behind.

2.

Pull the fixing strap (1) over the seatback and tighten.

3.

Clip up the tray table.

4.

Loop the seat belt through the looped ends (3) and fasten around the child.

5.

Adjust the length of the straps (2).

Note 1:

Ryanair does not permit the Amsafe CARES for users under the age of 1.

Note 2:

In an emergency: Do not try to remove the CARES from the seat, open the seatbelt and the CARES buckle at the front and lift the child/ infant off the seat.

Note 3:

Booster seats of any kind are not permitted for use on Ryanair aircraft.


page 2–41


2.28.3.3

Baby/Child Car Seat Ryanair only permit forward facing car seats. The seat width does not exceed 16.8 inches (426 mm), in order to ensure it will fit into the aircraft seat and must be a purpose-designed children's car seat with a 5-point harness and must be of a type approved for use in motor vehicles and aircraft and bearing labels to this effect: US – “Certified for use in motor vehicles and aircraft”. Europe – European Standard Mark. In order to ensure the car seat will fit into the aircraft seat please ensure the seat width does not exceed 17 inches (43 cm). CC Procedure: •

Car seats shall only be installed at row 5-14 & 19-30.

•

A window seat is the preferred location for a Car Seat unless occupied by the accompanying adult or if the flight load permits seat/s between car seat and window to remain empty.

•

Normally only one CRD per row segment is allowed. More than one CRD per row segment is allowed if the infants are from the same family (max 4 heads per row segment).

•

The aircraft seatbelt is used to secure the car seat to the seat, the infant/ child is secured in the car seat using the harness/straps of the car seat.

Operation The parent/guardian will be responsible for installing the car seat: •

Must be fitted forward facing in a window seat.

•

Thread the seatbelt through the car seat belt path at the back of the car seat and close the belt. The seat buckle must be easily accessible for both opening and closing, and must be in line with the seat belt halves after tightening and not canted.

•

Pull on the loose end of the seatbelt until the car seat is strapped in tightly. The seat must not move either left/right or forward more than 1 inch (3 cm). If necessary put one knee on the car seat, put one arm against the top part of the car seat and push down and towards the seatback. While doing so tighten the loose end of the strap.

If any of the above is not possible, the car seat shall not be used and handed to ground staff to be placed into the hold.

page 2–42


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Irrespective of age, the car seat user will be counted as a child for weight and balance, and adult for headcount (not infant). Note:

CC must inform the parent/guardian that the quickest way of getting the infant/child out of the car seat is to open the buckles of the car seat and not by opening the aircraft seatbelt.


page 2–43


2.28.4

Assistance with Postural Support – Crelling HSB1 and Crelling Model 27 Crelling seat harnesses are designed to offer postural support for children and adults. General procedures for a CRD (see point 2.28.3 apply – even though the Crelling harness is not technically a CRD). The Crelling harness does not have technical approval but may be used with restrictions outlined below. The strap must be attached behind the tray table.

The harness will look like this from the front. The carer will set this up for the passenger.

Operation The harness is fitted to the aircraft seat via 2 horizontal fixing straps and is to be worn together with the aircraft seat belt.

page 2–44

•

A passenger using a postural support seat harness should be located as near to a main exit door as possible.

•

The Passenger must be accompanied by a carer seated next to them.

•

Only two Crelling harnesses are permitted on the Aircraft in row 33A and in 33F. (In case of Rule 2 – row 29A and 29F.) Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES In case of an emergency the care person needs to be aware of how to evacuate the passenger. Briefing to the Care person by the CC before departure: •

Release the Crelling harness buckle at the front.

•

Open the aircraft seatbelt.

•

Do not obstruct the aisle when removing the passenger from the Crelling Harness.

Note:

2.28.5

See Section 5.4.5.2 for seating.

Assistance with Postural Support – MERU Travel Chair The MERU travel chair provides firm, postural support enabling disabled children to fly on aircraft. It fits onto the airline seat. It is suitable for children from 3 – 11 years (max 35 kg and sitting shoulder height between 32 cm and 52 cm from base of seat to shoulder).

The adjustable headrest, footrest and body harness provide various levels of postural support which can allow even severely disabled children the option to fly. MERU travel chair – folded and in protective bag.

Description: 1 Head rest. 1

2 Fixing strap to go around aircraft chair. 3 Foot rest with ankle straps. 2

4 Shoulder harness and quick release buckle. 5 Crotch Strap.

3


page 2–45

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Operation/Installation:

page 2–46



In case of an emergency the care person needs to be aware of how to evacuate the child. Briefing to the care person by the CC before departure: 1.

Do not obstruct the aisle when removing the passenger from the MERU travel chair.

2.

Open foot buckles if used.

3.

Open buckles and crotch strap if used.

4.

Open aircraft seatbelt.

Note:

See Section 5.4.5.2 for seating.


page 2–47


2.29

Turbulence

2.29.1

Cause and Effects Turbulence results when an aircraft flies through air, which has been disturbed, usually by adverse weather or certain types of cloud formation, or flies into the wake of another aircraft. Turbulence can occur from the take-off stage through to the approach and landing, and can vary from slight shaking to violent change of attitude and airspeed.

2.29.2

Types of Air Turbulence Forecast Turbulence Areas of turbulence can be forecast by weather reports, and onboard radar can detect cloud formations, which might produce turbulence. If turbulence is forecast and unavoidable, the Flight Crew will switch on the FASTEN SEAT BELT signs before entering the turbulent area. Figure 2 Wake turbulence

Clear Air Turbulence (C.A.T.) An aircraft can also encounter turbulence without warning in apparently clear air. This could be due to irregular atmospheric conditions or swirling which results in jolting of the aircraft. If this occurs the Flight Crew will immediately switch on the FASTEN SEAT BELT signs.

page 2–48



2.29.3

Flight Crew Notification to Cabin Crew Flight Deck to Cabin Communications The following procedures are to limit CC injuries due to turbulence. Pre-flight, the Captain shall advise the No 1 of the expected level of turbulence en route. When the Fasten Seat Belt sign is, or is about to be switched on, the Flight Crew and the No 1 shall liaise as soon as possible. Advise why the sign is on. Below table describes the levels of turbulence: LIGHT, MODERATE and SEVERE. These are the only terms be used when communicating between the flight deck and the cabin.

2.29.4

Actions to be Taken by Cabin Crew Do not risk injury by continuing service during unsafe conditions. Your own safety shall always take precedence. The No 1 shall immediately advise all CC of any turbulence information received from the Captain pre-flight. Follow the procedures given in the following table on all flights to prevent injury from turbulence: •

Secure the galley immediately after each service.

•

Restow carts in their stowage after each use.

•

Latch galley cupboards/air larders (boxes)/carts after each use.

•

Tea/Coffee pots must always be emptied immediately after service.

•

Do not wait for Flight Crew advice to be seated if the conditions in the cabin warrant that you do so. CC shall advise the Flight Crew if conditions in the cabin warrant that you do so.

•

If the signs are on for an extended period of time without turbulence, the No 1 shall liaise with the Flight Crew to determine if they are still required.

•

After moderate or severe turbulence is encountered the No 1 will direct CC ‘as required’ to walk the cabin and establish if there are any passengers requiring assistance.

Note:

In the absence of any instructions from the Flight Crew, the senior CC shall 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 seatbelt signs to be switched on. This shall be followed by the CC securing the passenger cabin and other applicable areas.


page 2–49

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES LEVELS OF TURBULENCE LIGHT CONDITIONS INSIDE AIRCRAFT

MODERATE

• Liquids are shaking but not splashing out of cups. • Trolleys can be manoeuvred with little difficulty. • Passengers may feel a slight strain against seat belts.

SEVERE

• Liquids are splashing out of • Items are falling over cups. Trolleys are difficult or lifting off floor. to manoeuvre. • Unsecured objects are • Difficult to walk. Difficult tossed about. to stand without balancing • Drinks duty free and or holding on to something. food services and • Passengers feel definite walking are strain against seat belts. impossible. • Passengers are forced violently against seat belts.

CC PROCEDURES LIGHT

MODERATE

SEVERE

CABIN SERVICE.

CONTINUE WITH CAUTION.

DISCONTINUE.

DISCONTINUE IMMEDIATELY.

CARTS AND GALLEYS.

• Ensure trolley and galley equipment not in use are properly secured.

• Ensure trolleys and galley equipment are properly secured. • If turbulence is expected to be of short duration secure items from the top of trolleys. • For extended duration stow trolleys in the galleys. • CC take their seats once duties are complete.

• Set the brakes on all trolleys at present location. Wedge between seats. • Place hot coffee and water jugs/pots on the floor. • Take the nearest available seat (passenger seats and floor included.)

SEAT BELT COMPLIANCE.

• Lock toilets

• As they go to their jump seat CC check that passengers are seated with seat belts fastened and hand baggage stowed. • Infants shall be secured with an Infant Seat Belt on their guardian’s lap. • Give ‘Cabin Secure” check to No 1.

• CC will not attempt to ensure passenger compliance. It is imperative that CC sit down immediately for their own safety.

PAs.

• No 1 makes a PA • No 1 makes additional Pa’s if needed.

• Flight Crew makes PA when duties permit. • Reinforce with additional Pas from the Flight Crew or No 1.

• When able, the Flight Crew makes PA. • Reinforce with additional Pas from the Flight Crew or No 1 (if possible)

page 2–50


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES WARNING: If unexpected MODERATE or SEVERE turbulence is encountered, the No 1 shall instruct CC to take their seats. No 1 can make a PA from the jumpseat advising passengers to fasten their seat belts and remain seated.


page 2–51


INTENTIONALLY BLANK

page 2–52



3

SAFETY EQUIPMENT – GENERAL AIR OPS Ref. CAT.IDE.A.100, (a)

3.0

Safety Equipment Before departure of the first flight of your duty the CC must carry out predeparture inspections on all safety and emergency equipment carried on the aircraft. If any deficiencies and/or un-serviceability of equipment or systems are detected the Captain must be informed immediately and a record entered into the Cabin Defects Log book. For location of all equipment see Safety Equipment diagram in Section 5.1.1 of this Manual.

3.1

Water Glycol Fire Extinguisher AIR OPS Ref. CAT.IDE.A.250 Pre-departure Inspection: 1. 2. 3. 4. 5.

Date. Stowage. Quantity. Wire seal on handle is intact. Cartridge is visible in handle.

Operation: 1. Twist handle clockwise as far as possible (charge bottle with CO2). 2. Hold bottle upright. 3. Press the trigger. 4. Test squirt. 5. Direct at base of fire. 6. Use in one continuous motion. Range: 15 feet. (approx. 5 meters). Duration: 15-30 seconds. Precautions: On initial discharge, force of extinguisher may scatter burning loose material. NEVER use on electrical fires.


page 3–1


3.2

Halon Fire Extinguisher AIR OPS Ref. CAT.IDE.A.250 Pre-Departure Inspection: 1. 2. 3. 4.

Date. Stowage. Quantity. Pressure gauge must be in the serviceable band. 5. Pin is secure in the handle. Operation: 1. Remove pin. 2. Hold extinguisher upright. 3. Hand under handle and thumb on top of lever, squeeze the lever downward with thumb. 4. Test squirt. 5. Direct at base of the fire. 6. Use in short, sharp bursts. Range: 6-10 feet. (approx. 2-3meters) Duration: 12-14 Seconds. Precautions: • Fumes given off may have an irritant effect on lungs; therefore A PBE must be used when operating Halon. • Not to be used as a coolant. • Always damp down fire area with water after use, except electrical fires. • On initial discharge, force of extinguisher may scatter burning loose material.

page 3–2



3.3

Toilet Automatic Fire Extinguisher (Freon) Description: An automatic fire extinguishing system is located beneath the sink in each toilet. The fire extinguisher discharges Freon through three heat activated nozzles. Each nozzle is covered in wax and when heat is detected the wax melts and discharges the Freon. Two nozzles points towards the waste compartment and one towards the water heater electrics. Location: One in each toilet beneath the sink. Pre-departure Inspection: 1. Two nozzles are directed towards the waste bin. 2. One nozzle is directed towards the water heater. 3. Wax is present on the nozzle tips. 4. Discs are silver/white. Operation: At 173°F (78°C), the seals melt and discharge Freon gas into the waste bin or towards the water heater.

3.3.1

Toilet Temperature Indicator Description: A temperature indicator is located inside the waste compartment below each sink. Silver/white discs on the placard turn black in sequence as they are exposed to temperatures between 180°F (82°C) and 250°F (121°C). If any disc has turned black, the Freon extinguisher may have discharged.


page 3–3


3.4

Crash Axe Pre-departure Inspection: Correct Stowage (Checked by Flight Crew). Purpose: To cut through obstructions or lever off panels, in order to gain access to the source of a fire. Note:

page 3–4

It will break flight deck windows. The handle is insulated to 15,000 volts.



3.5

Portable Breathing Equipment Scott Protective Breathing Equipment (PBE) Pre-Departure Inspection: 1. 2. 3. 4.

Stowage. Quantity. Check green storage case is intact. Indicator blue (not pink or any other colour).

Operation: 1. Open the storage case. 2. Tear off the red pull strip. 3. Remove the device from the protective bag. 4. Pull off “Pull to Actuate” ring in direction indicated; this will start the flow of oxygen. 5. Hold the device with the life support pack away from the user. 6. Grasp hole in neck seal and widen with thumbs. 7. Bend forward from waist, insert chin into the hole and pull hood across face and overhead. 8. While standing upright, pull hood down until headband is fitted to the forehead. 9. Check neck seal for a secure fit. Note:

On opening the case, if the bag containing the PBE has become soft and no longer conforms tightly to the package, do not use, and obtain another one.

Duration: 15 minutes. Removal of PBE: Normal operation causes a gas flow noise inside the hood. When the noise stops or use is no longer required, remove the hood. 1.

Move away from the fire.

2.

Grasp the top of the hood and pull forward over the face.

3.

Place PBE in a metal tray or bar box.

4.

Shake hair to remove any excess O2.


page 3–5

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Note 1:

Used hoods must be handed to engineering for disposal.

Note 2:

Due to the noise level when the unit is activated, communication when wearing the PBE can be difficult.

Note 3:

Due to the clear viewing plane at the front of the unit, vision might be impaired.

Precautions:

3.6

•

The neck seal must not be damaged when putting on the PBE. Be especially careful with sharp edged earrings and accessories.

•

Do not touch life support pack as it will be extremely hot.

Smoke Goggles Smoke Goggles are presently not in use on Ryanair flights.

3.7

Fire Gloves Description: Made of heat resistant, not fireproof material. Pre-departure Inspection 1.

Stowage.

2.

Quantity.

3.

No scorch marks.

4.

One left glove and one right glove.

Purpose: For removal of hot, not burning, material or burnt debris in order to get to the source of the fire.

Precautions: Do not allow fire gloves to get wet. Wet gloves conduct heat and may cause scalding.

page 3–6



3.8

Torch Pre-departure Inspection: 1.

Stowage.

2.

Quantity.

3.

Red light flashes at not more than 10 second intervals. (An interval of more than 10 seconds indicates unsatisfactory battery condition).

Purpose: Emergency use only.

Operation: 1.

Remove torch from stowage.

2.

Torch will illuminate automatically.

Duration: Dependent upon battery condition guaranteed: Minimum 30 minutes. Maximum 4 hours.


page 3–7


3.9

Oxygen (Fixed and Portable)

3.9.1

Portable Oxygen Oxygen bottles are carried on board for first aid purposes including use after a decompression. Note:

Use on emergency setting in every case except for Infants and for passengers who have pre booked oxygen. (see Section 5.7.3 for type specific.)

Pre-departure Inspection 1. 2. 3. 4. 5. 6.

Date. Stowage. Quantity. Strap is present. Gauge reads ¾ to full. Mask attached to Hi flow for emergency use bottles. 7. Mask attached to Low flow for therapeutic use bottles. 8. Spare mask present. Operation: 1. Inform the flight deck. 2. No smoking PA. 3. In hatbin – check O2 flow. 4. Turn fully anti-clockwise and watch for green indicator. 5. Turn off. 6. Place carry strap around neck of CC or ABP. 7. Sit Passenger upright. 8. Remove any grease or make up from the face. 9. Turn on oxygen. 10.Fit mask securely, pinch at the nose. 11.Do not let go below ¼ full. 12.If the passenger requires oxygen for landing – brief an ABP, ensure the Captain is informed.

page 3–8


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Duration: There are 2 sizes of oxygen bottles: •

1 contains 120 litres of oxygen.

•

1 contains 311 litres of oxygen.

311 litre bottle: •

High flow: 77 minutes at 4 litres per minute.

•

Low flow: 154 minutes at 2 litres per minute.

120 litre bottle: •

High flow: 30 minutes at 4 litres per minute.

•

Low flow: 60 minutes at 2 litres per minute. (Remember these durations are for using the bottle from full to empty but we don’t let the bottle go below ¼ so the duration will be less in practise.)

Precautions:

3.9.1.1

•

Infant – use low flow.

•

Do NOT use while fire fighting.

•

Ensure one full oxygen bottle close to CC stations at all times.

•

For children/infants use child/infant oxygen mask (where fitted).

Child/Infant Oxygen Mask (Where Fitted) Pre-Departure Inspection 1.

Location.

2.

Quantity.

Should a child or infant need O2: 1.

Remove adult oxygen mask by pushing the bayonet connector in and twisting anticlockwise.

2.

Attach the child/infant oxygen mask by pushing the bayonet connector in and twisting clockwise.

3.9.2

Fixed Oxygen

3.9.2.1

Flight Crew Oxygen System (Quick Don Oxygen) The Flight Crew oxygen is independent of the passenger oxygen; refer to Section 5.7.2 of this manual for detailed system description.


page 3–9


3.9.2.2

Passenger Oxygen System Refer to Section 5.7.1 of this manual for detailed system description.

page 3–10



3.10

First Aid Kits AIR OPS Ref. CAT.IDE.A.220, (a), (b)(1)/CAT.IDE.A.220, (b)(2)/ CAT.IDE.A.220 There are 2 types of first aid kits on the aircraft, white and green: •

White – emergency use only (2 onboard).

•

Green – everyday use (1 onboard).

If a first aid kit is required for use during a flight, the Captain must be informed and the item used must be entered into the cabin defects log. The contents of both types of first aid kits are outlined in the following tables. First Aid Kit Contents (Green). English

Qty

Français

Gauze Conforming Bandage – 5cm x 4m.

2

Bandage Gaze – 5cm x 4m.

Crepe Bandage – 7.5cm x 4m.

1

Bandage Velpeau – 7.5cm x 4m.

#8 Medium Wound Dressing*.

1

Pansement Moyenne Plaie #8.

Burn Dressing 3” x 3”*.

2

Pansement pour Brulure 3” x 3”*.

Burn Ointment.

1

Lotion pour Brulure.

Antiseptic Wipes.

10

Désinfectant Antiseptiques.

Plasters – Assorted sizes.

20

Pansements – Tailles Assortis.

Latex Gloves – Pairs.

2

Cants Caoutchouc – Paires.

Scissors.

1

Ciseaux.

Paracetamol*.

24

Paracétamol.

Travel Sickness Tables, eg: Kwells*.

12

Comprimes Mal des Transports.

Rescusciatation Aid (Pocket Mask).

1

Matériel de Réanimation (Masque de Poche).

Nasal Decongestant Tablets, eg: Carvol or Olbas Oil*.

10

Comprimes Décongestionnant Nasal.

Antacid tablets, eg: Tums/Bisodol*.

30

Comprimes Alcalin.

Anti diarrhoea tablets, eg: Imodium *.

12

Comprimes Anti Diarrhée.


page 3–11

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES First Aid Kit Contents (White). AIR OPS First Aid Kit Contents KIT BOTIQUIN DE PRIMEROS AUXILIOS, CONTENIDO English

page 3–12

Qty

Español

Gauze Conforming Bandage – 5cm x 4.5cm.

2.

Vendajes Absorbentes 5cm x 4.5cm.

Crepe Bandage – 7.5cm x 4.5cm.

2.

Vendas de Crepe – 7.5cm x 4.5cm.

Crepe Bandage – 5cm x 4.5cm.

2.

Vendas de Crepe 5cm x 4.5cm.

Compressive Bandage – 4"/#8 Medium Wound Dressing.

5.

Vendas Compression – 4"/ #8 Vendajes para heridas/tamaño median.

Triangular Bandage.

4.

Vendas, triangulares.

Burn Dressing.

2.

Vendas Para Quemaduras.

#8 Medium Wound Dressing.

1.

#8 Vendajes para heridas/tamaño mediano.

#9 Large Wound Dressing.

1.

#9 Vendajes para heridas/tamaño grande.

Tape First Aid.

1.

Esparadrapo.

Safety Pins.

12.

Imperdibles.

Scissors.

1.

Tijeras.

Plasters Assorted Sizes.

30.

Tiritas, varios tarnanos.

Antiseptic Wipes.

10.

Toallitas desinfectantes/antisépticas.

Adhesive Closure Strips (Pack of 5).

3.

Rollo de Tiritas (paquete de 5).

Disposable Resuscitation Aid, ie: Barrier mask.

1.

Mascarilla Protectora.

Analgesic Tablets, eg: Paracetamol.

24.

Analgesicos, vg. Paracetamol/ aspirinas*.

Antiemetic Tablets (Travel Sickness Tablets), eg: Kwells*.

12.

Pastillas para nausea/mareo, vg: Kwells*.

Nasal Decongestant Tablets, eg: Karvol*.

10.

Capsulas Para la Congestion nasal vg: Karvol*.

First Aid Instruction Sheet.

1.

Manual de Instrucciones.

Wire Splint.

2.

Tablilla soporte para fracturas.

Antacid tablets, eg: Tums/Bisodol*.

30.

Pastillas Antiácido/Digestiones, vg: Tums/Bisodol*.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES AIR OPS First Aid Kit Contents KIT BOTIQUIN DE PRIMEROS AUXILIOS, CONTENIDO English

Qty

Español

Anti Diarrhoea Tablets eg: Imodium/ Arret *.

12.

Pastillas antidiarrea, vg: Imodium/ Arret*.

Foil Blanket.

1.

Manta termica.

Latex Gloves/Disposable Gloves - pairs. 2.

Guantes de Gorna (latex) de usar y tirar.

Signal Code Instruction Sheet.

Manual des Lenguaje de las Manos.

1.

*Life limited item.

*Articulo Con Fecha de Caducidad.

Pre-departure Inspection: 1.

Date.

2.

Seal is intact.

3.

Stowage.

4.

Quantity.

White First Aid Kit

3.11 3.11.1

Green First Aid Kit

Survival Equipment Pyrotechnics Pyrotechnics are not currently in use in Ryanair.


page 3–13


3.11.2

Locator Beacons Emergency Locator Transmitter AIR OPS Ref. CAT.IDE.A.281/CAT.IDE.A.280, (a) – (b) ELT – Type A PDIs 1. Stowage. 2. Set on AUTO. 3. Aerial is bent back.

ELT – Type B PDIs 1. Stowage. 2. Set on ARMED. 3. Aerial is bent back.

Type A and B Description: Emergency locator transmitter help rescue crews find aircraft which land away from an airport. The transmitter sends a radio signal to satellites, other aircraft and air traffic facilities. Rescue crews use information from these sources to find the aircraft. Operation: For use on Land or in Water: 1.

The No 2 will unplug the ELT from its stowage.

2.

Unbend the aerial.

3.

Outside the aircraft switch it from AUTO/ARMED to ON.

4.

In a ditching, tie lanyard on to No 2’s lifejacket.

Precaution: It is designed to work in water, however do not submerge it under water for long periods. page 3–14


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Duration: Minimum 48 hrs at -20°C. ELT – Type C (EI-DYO Onwards) Description: Emergency locator transmitter help rescue crews find aircraft which land away from an airport. The transmitter sends a radio signal to satellites, other aircraft and air traffic facilities. Rescue crews use information from these sources to find the aircraft. The feature that makes the ELT type C different from ELT type A or B is that type C has a “2 way radio function”. Pre-departure Inspection: 1. Correct stowage. 2. Stop switch in place. 3. Aerial in stowed position. Operation: For use on Land or in Water: 1. The No 1 will remove the ELT from its stowage. 2. Extend the aerial. 3. Remove stop switch. 4. Activate by pulling the lanyard from OFF to ON. 5. Attach to wrist or lifejacket. 6. In a ditching, tie lanyard on to No 1’s lifejacket. Precaution: The ELT (Type C) is designed to work in water; however it should not be submerged under water for extended periods of time. Duration: Minimum 48 hrs at -20°C.

3.11.3

Flotation Equipment A lifejacket is a flotation aid. It will support a person face up in the water. A fully inflated lifejacket will support two people, e.g. a person wearing a lifejacket can support someone without a life jacket on. Quantity One yellow adult lifejacket (LJ) is stowed in the PSU above, or under each passenger seat. One lifejacket is stowed under each CC jumpseat and four in the flight deck. Spare adult lifejackets are stowed on board. The engineers will carry out a full inspection on all lifejackets at regular intervals, but CC will carry out spot checks on passenger lifejackets under seats, and check the spare lifejackets on the aircraft.


page 3–15

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Description Each lifejacket is equipped with a red inflation toggle which when pulled will discharge the CO2 cartridge to inflate the lifejacket. Should the lifejacket fail to inflate, or require further inflation; there is an oral inflation tube which can also be used to deflate the lifejacket. Each lifejacket is also equipped with a light to attract attention. When passengers are fitting their lifejackets, normally while seated, ensure that the lifejacket material is free of the seatbelt and ensure the inflation toggle is accessible. Lifejackets should only be inflated as you exit the aircraft. Should deflation be necessary, place the deflation key into the inflation tube or insert your little finger into the inflation tube. All adult lifejackets can be converted to fit a child. All flotation devices operate in 2 ways:

page 3–16

•

Automatically – By pulling on the red inflation toggle.

•

Manually – By blowing into the inflation tube.



3.11.3.1

Infant Life Jackets Type A All aircraft carry infant lifejackets. These are designed to fit children up to 2 years of age. These lifejackets are to be inflated out of sight of passengers, e.g. toilet/galley before putting on the child. Description: • A yellow life preserver into which the child is placed. • A thermal protective vest will provide security and warmth, while the oversized ballast bag provides stability and will maintain the upper body clear of the water. • For use by infants up to 2 years old. • The lifejacket has two red inflation toggles (to inflate automatically), two inflation tubes (to inflate/deflate manually), a light and a lanyard. Pre-departure Inspection: 1. Stowage. 2. Quantity. Operation: 1. 2. 3. 4. 5.

Remove from stowage. Take infant and parent/guardian to the galley. Inflate the lower ring. Place on the infant and fasten the black thermal vest securely. Ensure the parent or guardian knows how to inflate the upper ring once outside the aircraft. 6. The lanyard should only be attached to an adult’s lifejacket once outside the aircraft.


page 3–17

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Type B Description: • A yellow life preserver into which the infant is placed. • For use by children up to 2 years old. • The lifejacket has a red inflation toggle (to inflate automatically), an inflation tube (to inflate/deflate manually), a light and a lanyard. Pre-departure Inspection: 1. Stowage. 2. Quantity.

Operation: 1. 2. 3. 4. 5. 6. 7. 8.

page 3–18

Remove from stowage. Take infant and parent/guardian to the galley. Attach crotch strap to buckle. Place the infant in the device, legs either side of crotch strap. Place neck strap over infants head. Adjust straps as necessary. Ensure the parent or guardian knows how to inflate the device. The lanyard should only be attached to an adult’s life jacket once outside the aircraft.



3.11.3.2

Adult Lifejacket AIR OPS Ref. CAT.IDE.A.285, (b) Ryanair uses 2 types of Adult Life Jackets: Adult Life Jacket TYPE A • Strap is black. • Manual inflation tube and light on the left hand side. Pre-departure Inspections: 1. Stowage. 2. Quantity. Description: A yellow lifejacket fitted with one inflation tube, one red inflation toggle and a light. Suitable for age two to adult. Operation: 1. Place lifejacket over head, equipment side away from body. 2. Pass the strap around the waist and attach the buckle at the front of the lifejacket. 3. Pull on the loose end of the strap to secure the jacket tightly around the waist. 4. To inflate, pull down sharply on the red inflation toggle (when outside the aircraft). 5. Should the lifejacket fail to inflate, blow into the inflation tube. 6. The light will illuminate as soon as the battery comes into contact with the water. To Adapt to Fit a Child: 1. Fully inflate out of sight of passengers using red inflation toggle. 2. Partially deflate by a third. 3. Place over the head, pass the strap around one leg and attach the buckle. (This will prevent the lifejacket from slipping over the child’s head once in the water). 4. Deflate the lifejacket sufficiently to allow the child to brace. 5. Instruct the parent/guardian to fully inflate the lifejacket after evacuation.


page 3–19

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Adult Life Jacket TYPE B • Strap is white. • Manual inflation tube and light on the right hand side.

3.11.3.3

Life Cots Life cots are currently not in use in Ryanair.

3.11.3.4

Life Rafts/Slide Rafts Life rafts/Slide rafts are currently not in use on Ryanair flights.

3.12

Loudhailer Pre-departure Inspection: •

Stowage.

•

Date.

•

Squeeze the handle, Green Light flashes.

•

Squeeze the handle, click is heard if operational.

Purpose: For Communication •

Outside the aircraft following an emergency evacuation.

•

Inside the aircraft if PA/interphone system fails.

Note:

In this instance, the No 1 shall liaise with the Captain to form an alternative procedure for communication. All CC shall then be advised.

Operation: 1.

Squeeze handle.

2.

Press lips to mouthpiece and speak normally.

Precautions:

page 3–20

•

Do not point at fuselage when using as it will cause screeching.

•

CC must be aware that when removing the loudhailer from its stowage, it is necessary to remove the siren pin. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Note:

If the loudhailer is removed from stowage for use, ensure that, upon return the lanyard and siren pin is replaced correctly.

3.13

Non Mandatory or Special Equipment

3.13.1

Infant/Extension Seat Belt Pre-departure Inspection: Ensure that all infant seat belts are present. Purpose: •

To secure child under 2 years of age to parent/guardian’s lap during take-off, landing and when seat belt sign is on.

•

For use with seat belt for over-sized passenger.

Operation: Infant Seat Belt: Pass parent/guardian’s seat belt through the loop at the back of infant seat belt and fasten. Place the infant on lap and fasten the infant seat belt as per adult seat belt and secure as required. Extension Seat Belt: Fasten both buckles of actual seatbelt into the extension seatbelt to increase length and secure as required.


page 3–21


3.13.2

On-board Wheelchair Pre-departure Inspection: •

Stowage.

•

Quantity.

Purpose: To assist reduced mobility passengers in moving to the toilets onboard. Operation: To open the chair: • Remove from stowage. • Remove protective cover. • Lift seat back upwards. • Pull the “pull” handle (this secures the seat back). • Open out seat (push downwards). • Open out foot rest. • Bring to passenger. To fold the chair: • Pull the “pull here” handle (this releases the seat back). • Drop the seat back to floor level. • Push the “push here” bar. • Pull seat inwards. • Lift up and attach the foot rest. • Replace the protective cover. • Re stow.

page 3–22



3.13.3

Demo Kits Pre-departure Inspection: 1.

Quantity.

2.

Content: Seatbelt, Oxygen Mask, Life Jacket, Safety Card.

Purpose: Demo kits are required to present important safety features to the passengers before each departure. If any items are missing/damaged it must be reported to the No 1 immediately.

3.13.4

Fire Proof Gash Bag Description: Grey PVC fire proof bag. Pre-departure Inspection: 1.

Quantity.

Operation: 1.

Open the fire proof gash bag.

2.

Stow all remaining waste (ensure gash bags placed inside have been securely closed).

3.

Securely close fire proof gash bag.

4.

Stow secured fire proof gash bag in the rear toilet for landing.

5.

Close and lock the toilet door.

Note 1:

CC are only permitted to use this fire proof gash bag once both gash carts in the forward and rear galley are completely full.

Note 2:

The waste must be disposed immediately upon arrival.


page 3–23


3.13.5

EPOS System Description: A handheld electronic device used to record on-board sales. Pre-departure Inspection: 1. Quantity (minimum of 2). 2. Devices are OFF. 3. Spare batteries (max 2) individually stowed. (Figure 2) Stowage: • The Storage bag consists of 6 compartments; the first compartment must be used for the stowage of spare battery 1, the next four compartments must be used for the individual stowage of each EPOS unit (1 master device + 3 satellite devices) and the final compartment must be used to stow spare battery 2. (Figure 2) • Spare batteries 1 and 2 must be packed singularly in the individual storage compartments to prevent short circuits as shown in Figure 2. Normal Operation Before Departure CC must complete PDIs on the EPOS as follows:

page 3–24

•

Check battery levels.

•

EPOS must be securely stowed in atlas box in the forward galley before takeoff.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Figure 1

Figure 2

Figure 1: Storage. Figure 2: Correct Epos Unit and Spare Battery 1 and 2 Stowage. Note:

Data Transfer Data Transfer on the EPOS is affected by “Infrared” and therefore cannot interfere with A/C systems. By procedure, data transfer shall only be performed on the ground or in flight when the “Fasten Seatbelt” sign is switched off.

Cruise •

EPOS can be switched on after CC are released from their jump seats.

•

EPOS system can be used for sales as described in EPOS Sales Manual available on Cabin Crewdock.

Pre-landing •

EPOS must be switched off as the cabin is being secured.

•

All EPOS devices must be correctly stowed in storage bag.

•

Storage bag must securely stowed in the atlas box in the forward galley prior landing.

Turbulence •

During severe turbulence EPOS must be switched off and securely stowed.


page 3–25

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Abnormal Operation EPOS is powered by Lithium Battery; Any Lithium Battery powered device is a potential source of battery fire. Should the battery fire occur, follow Battery Fire Drill. If you have any concerns about the battery performance or your unit, switch off the device and advise the No 1. EPOS Battery Change When replacing batteries in EPOS devices CC must ensure that replacement only takes place in the forward galley, on the flat galley surface. CC will follow the procedure below in order to safely change the battery in the EPOS device: •

Remove expelled battery from the EPOS device.

•

Place expelled battery on the flat galley surface.

•

Remove new battery from its stowage compartment in the EPOS bag and securely place it in the EPOS device.

•

Place the expelled battery in the available stowage compartment in the EPOS bag.

•

Close and stow the EPOS bag securely in the Atlas box in the forward galley.

Any issues that are encountered with the removal, replacement or condition of an EPOS battery must be immediately brought to the attention of the No 1.

page 3–26



4

EMERGENCY PROCEDURES

4.0

Definitions of Types of Emergencies Emergency Situations The word ‘Emergency’ is defined in the dictionary as: “A sudden unforeseen event needing prompt action”. When an incident or accident occurs, the most vital factor is TIME. Aircrew must know their drills and the location and operation of equipment even in the dark, so that no time is lost. Emergencies can be categorised in three forms: No Time Available – Emergencies that take place without warning. 80% of serious accidents occur during take-off and landing. The take-off, approach and landing stages of a flight are the most critical. However, an emergency evacuation may be called for, even when the aircraft is parked at a gate or taxiing. Note:

If it is a no-time available incident and there is no evacuation call from the flight deck the No 1 must gain entry to the flight deck to check for pilot incapacitation. If aircraft power has been lost the door will unlock automatically if not use the emergency access code.

Time Available – Short Notice – Pre-warned with a short time factor – up to five minutes. By definition these emergencies are best categorised as premeditated, but the short time factor must be considered as certain procedures will have to be adapted. Time Available Pre-warned with more than 5 minutes available – allowing vital preparations and passengers briefings to be made fully. The time available to prepare an aircraft for an emergency landing or ditching can vary considerably.


page 4–1


4.0.1

Aircrew Duties for Rapid Evacuation Considerations An emergency evacuation may take place either on the ground or on the water (ditching). It is vital to remember that the fast progression and variable nature of events during an emergency evacuation of an aircraft will lead to delay, confusion and panic if the situation is not controlled. Passenger initiative will almost certainly be absent, so the motivation for survival must come from the Aircrew. During an emergency landing and subsequent evacuation, some CC may become disabled or equipment may be lost. All Aircrew must therefore be able to locate and operate any emergency exit or item of safety and survival equipment, and be prepared to assist and take over the duties of others. Your primary responsibility during an evacuation is to direct passenger evacuation at all exits. The goal is to ensure passengers and Aircrew exit the aircraft safely in a minimum amount of time. Note:

4.0.2

Do not attempt to open doors in flight in preparation for an emergency evacuation.

Handling of Passengers Ditching Ditching is an emergency landing on water. Analysis has shown that, in the event of a water landing, the aircraft should float at a depth and attitude favourable for safe evacuation of passengers and Aircrew. The possibility of a ditching is remote, but as long as the possibility exists, complete knowledge of procedures and equipment is necessary. Ditching preparations are necessary to secure all loose objects and have all passengers and Aircrew safely belted into seats prior to the water landing. With few exceptions, ditching procedures are similar to those used in land evacuation. Communication with the flight deck is required to ensure that the cabin is prepared in a timely manner. The passenger briefing must be amended to suit the location. Passengers are instructed to put on life jackets and follow inflation instructions. Life jacket stowage areas can be found detailed in Section 4.11.3 of this manual. Note 1:

page 4–2

In an unplanned ditching, such as rejected take-off, various openings in the aircraft may cause water to enter quickly causing the aircraft to settle in the water rapidly. As a result, the aircraft will not float as long as in a planned ditching. If an immediate passenger evacuation is necessary due to an unplanned ditching, priority shall be given to getting the passengers out of the aircraft. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Note 2:

During a time available ditching, the DITCHING checklist will guide the Flight Crew to instruct the CC to seat passengers as far forward as possible. This instruction means that passengers should be re-seated as necessary to fill all empty seats as far forward as possible. Any empty seats shall be as far aft as possible.

The DITCHING checklist instructs the Flight Crew to advise the CC, via the PA, that ditching is imminent. This occurs at approximately 30 seconds before ditching and is the prompt for the CC to shout “Brace Brace” to the passengers. The Flight Crew will advise the CC to brace for impact just prior to touch down with the PA “Brace, brace”.

4.1

Aircrew Co-ordination

4.1.1

Cabin Crew to Cabin Crew Refer to Section 5.8.1 for type specific.

4.1.2

Cabin Crew to Flight Crew Refer to Section 5.8.1 for type specific.

4.1.3

Flight Crew to Cabin Crew Refer to Section 5.8.1 for type specific.

4.2 4.2.1

Notification of Emergencies Brace for Impact Call Any time the flight deck advises the CC that an SOS demonstration is required during a NITS briefing, or a no time available emergency exists, the Flight Crew will command “BRACE, BRACE” thirty (30) seconds from impact (approximately 200 feet above ground level.) via the PA. CC shall adopt the brace position on hearing the command “BRACE, BRACE” from the Flight Crew and continue to call “BRACE, BRACE” (or “HEAD DOWN GRAB ANKLES STAY DOWN” during a no time available emergency) until the aircraft comes to a complete stop.

4.2.2

Notification of Emergency to Cabin Crew The Captain (or First Officer – Captain incapacitated) will press the Cabin Attendant button and then announce over the PA “No 1 to the/flight deck”. This will indicate that an emergency has arisen and the No 1 will immediately go to the cabin interphone, press 2 and say “Cabin 10 flight deck – No 1 slanding by”.


page 4–3

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES NITS Briefing ORO.CC.200(d) The NITS briefing will be given the following format: Nature.



Nature of the emergency, ie. Engine fire, decompression, technical problem.

Intention.



Intention of the Captain, ie. Whether to make an emergency landing or ditching, whether to divert, continue or return to base.

Time.



Time remaining airborne, ie. Time Available or Time Available – Short Notice.

Special instructions.



Special instrucitons given by the Captain, ie. Any known factors affecting evacuation and exits to be used. Captain must advise if SOS demo is required or not required.

Note:

Captain must give the NITS briefing to the CC as soon as possible to ensure sufficient time is available to prepare the cabin for possible emergency landing/ditching.

When giving the NITS briefing, the Captain will say: “This is a NITS briefing, please listen carefully”: •

Nature: ...”The Nature of the emergency is”...

•

Intentions: ...“My Intentions are to”...

•

Time Available: ...”The Time Available is” …

•

Special Instructions: ...”Special Instructions are”...”SOS demo is/is not required”.

The NO 1 will repeat the NITS back to the Captain so that there is no misunderstanding and that nothing has been forgotten or misunderstood. They must then synchronise watches.

page 4–4



4.2.3 4.2.3.1

Notification of Emergency to Passengers Captains Briefing to Passengers While the No 1 is briefing the CC the Captain will establish initial control of the passengers by making a PA to inform them of the situation, providing as much information as possible.

4.2.3.2

No 1 Briefing to Passengers: Emergency PA - Sequence of SOS DEMO Before commencing the SOS Demo PA, the No 1 MUST ensure all cabin lights are put to bright. The sequence of the SOS demo PA is: •

S – SURVIVE THE IMPACT – Show Seatbelts and then Brace Position.

•

O – GET OUT – Show Exits and then Strip Lighting.

•

S – SURVIVE OUTSIDE – Show Lifejackets and lastly Safety Card.

This briefing will normally be given by the No 1 over the PA system – if this is not available, Loudhailers may be used instead. The PA must be clear, with important points repeated as often as time will allow, and may have to be given in more than one language. All instructions must be given in a positive and professional manner – when these refer to exits or the fitting of seatbelts and life jackets, the CC demonstrating must match their action to their speech and be in view of all passengers. Note 1:

Safety equipment and exits are demonstrated in a different order to the safety demo pre-flight.

Note 2:

When most of the passengers are non-English speaking consideration shall be given to making the emergency PAs first, in the language of the majority of the passengers.


page 4–5


4.2.4

Notification of Problem in the Cabin to the Flight Crew The CC will pick up the nearest interphone and press 222. This will indicate that a problem has arisen (fire/smoke, medical emergency, dangerous goods spillage) in the passenger cabin and the Captain will answer the call and say “This is the Captain, go ahead”. The CC will respond with “There is a problem in the cabin, are you ready for PAA briefing?”. PAA Briefing The PAA briefing will be given the following format: Problem.

Action.

Additional information.



The nature of the problem in the cabin: ie. Medical emergency, fire, dangerous goods spillage etc.



What initial actions already undertaken or put in motion by the CC.



Additional information given to the Captain, ie. Medical assistance needed on landing, extra information about the fire in the cabin, etc.

The Captain will acknowledge the CC briefing by repeating back the PAA given and must ask for clarification on anything not understood or omitted. The Captain will then brief the co-pilot on the situation. Using established CRM principles, the Flight Crew will decide on a course of action. The Captain will advise the No 1 of his/her intentions to divert or to continue to destination.

4.3

Initiation of Emergencies

4.3.1

Abnormal Conditions/Operations It is important to understand that an emergency situation can happen at any stage of the flight either as a single event or in combination with others. The word ‘Abnormal’ is defined in the dictionary as: “Irregular, untypical, peculiar, odd, unexpected or unusual”. Abnormal conditions, which are observed but not reported immediately, may develop into emergency situations.

page 4–6



4.3.2

Cabin Crew Reports of Abnormal Operation An incident might occur in the cabin during taxiing and a CC might need to urgently contact the Flight Crew. The CC (normally the No 1) must press 222 on the cabin interphone. If the No 1 is not immediately available, the CC making the observation shall contact the Flight Crew directly. The Flight Crew must acknowledge the report and either investigate the abnormality or offer an explanation for it, if the reason is known. The report must not be dismissed as being trivial or obtrusive. In the interest of safety, the Captain might stop communication with the CC if anything suspicious is reported during the critical phases of take-off and landing.

4.3.3

The Need to Evacuate The Captain will initiate an evacuation. However if the situation is clearly catastrophic, the CC can initiate the evacuation. There may be a time delay between the aircraft stopping and the evacuation command, as the Flight Crew are carrying out their drills. If there is no evacuation call from the flight deck, the No 1 must gain entry to the flight deck to check for pilot incapacitation. If aircraft power has been lost, the door will unlock automatically, or CC will unlock the door using the emergency access code. The evacuation command is, “This is an emergency; evacuate the aircraft using all available exits”. This is repeated once by the Captain.

4.3.4

The Decision to Evacuate The responsibility and authority to order evacuation lies with the Captain. Only in the event of the Captain being unavailable following a catastrophic event, can the First Officer or the No 1 initiate an evacuation (provided the strict conditions outlined in Section 4.3.5 of this manual are met). The Captain will initiate the evacuation via the PA by announcing “This is an emergency, evacuate the aircraft using all available exits” (repeated once) using the hand held microphone located on the aft of the central pedestal. Note:

The No 1 must attempt to establish the status of the Flight Crew in any non-normal situation, and ONLY when both pilots are confirmed to be incapacitated or any communication with Flight Crew is impossible, can the No 1 make the decision to evacuate.


page 4–7


4.3.5

No 1 Initiation of Evacuation Without the Captains Command The No 1 shall attempt to establish the status of the Flight Crew in any non-normal situation. ONLY when both pilots are confirmed to be incapacitated or any communication with Flight Crew is impossible shall the No 1 give the command to evacuate. Catastrophic situations include but are not limited to: 1.

Ditching.

2.

Both pilots are incapacitated and clearly a catastrophic event has occurred.

3.

An uncontrollable fire either inside or outside the aircraft threatening the life/safety of those onboard.

4.

Dense smoke in cabin.

5.

An unusually exaggerated nose-down, tail-down or wing down attitude, where remaining onboard could cause injury or death.

6.

Sound which would indicate the breaking up of the aircraft.

Examples of abnormal occurrences which might appear to be an emergency, but which happen frequently in line operations and do not normally warrant an evacuation include; flames coming out of an engine exhaust on start-up, followed by the shutdown of the engine. This is known as engine torching, and is particularly noticeable at night. A loud bang, known as compressor stall, from one or more engines as take-off power is applied. This is sometimes accompanied by flames coming out of both the engine intake and exhaust. Some types of aircraft engine are particularly prone to compressor stall. A rapid but steady deceleration on take-off or landing or RTO. Take-off may have to be abandoned as a precautionary measure, or the landing run shortened due to airfield limitations. The brief appearance of grey vapour in the cabin which can occur when taking off or landing on a chemically de-iced runway, this type of vapour usually ceases in a matter of seconds and is not harmful.

page 4–8

Note 1:

All abnormal incidents must be reported to the Flight Crew immediately.

Note 2:

Should the No 1 find it necessary to initiate an evacuation the evacuation command “This is an emergency, evacuate the aircraft using all available exits” (repeated once) shall be given.

Note 3:

Any other CC shall initiate an evacuation ONLY when both pilots and the No 1 are confirmed to be incapacitated or any communication with Flight Crew and the No 1 is impossible.



4.4

Assistance of Able Bodied Passengers

4.4.1

Criteria of Able-Bodied Passengers (ABP) See Section 2.3.4.2 for Criteria.

4.4.2

Content and Method of Briefing– What and How to Brief A minimum of one (1) ABP must always be seated at each of the exits, and briefed on the operation of exits and their escape equipment. Select a minimum of 2 ABPs per exit to assist you with the evacuation, if necessary relocate more ABPs to the emergency exit. Each shall be briefed on their duties both when assisting CC and in the event of the CC being incapacitated. Refer to Chapter 5 for type specific ABP briefing for Land Section 5.11.3.1.1 and Section 5.11.3.1.2 and Ditching Section 5.11.4.1.1 and Section 5.11.4.1.2 and Section 5.11.4.1.3.

4.4.3

Special Instructions to Ensure Maximum Effectiveness of ABP’s Refer to Section 5.11.3.1.1 and Section 5.11.3.1.2 for ABP seating for a Land emergency and Section 5.11.4.1.1 and Section 5.11.4.1.2 and Section 5.11.4.1.3 for ABP seating in a Ditching.

4.5

Brace Positions

4.5.1

Crew Brace Positions Cabin Crew Aft Facing Seat belt/harness fastened. Legs together, feet flat on the floor, slightly behind knees. Palms up under mid-thighs. Aft facing CC shall ensure that their head is hard against the headrest. Note:

4.5.2

CC shall adopt the brace position on hearing the command “Brace, Brace” from the Flight Crew at approximately 200 feet (30 seconds from landing).

Passenger Brace positions Passenger Legs should be positioned with feet together, slightly behind knees. High-heeled shoes must be removed and stowed. Adopt a crouched position. Clasp hands firmly on top of head with elbows tucked in tight against the head. Parent and Infant Sit the infant on the lap with one arm around the child’s head. The parent should lean forward over the child and protect their own head with the other arm. Legs should be positioned with feet together, slightly behind knees.


page 4–9

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Pregnant Woman Legs should be positioned with feet together, slightly behind knees. One arm around ‘the bump’ and other arm over her head with elbow tucked in.

4.5.3

Timing of Brace Command After Impact and the Aircraft has Stopped After landing, there may be more than one impact and deceleration forces may be severe. It is therefore important that the brace position is held until the aircraft has finally stopped. Continue to shout to passengers “Brace, Brace”. Repeat intermittently, until the need to evacuate is verified. When free to move, carry out the appropriate evacuation drill without delay. Evaluate conditions inside and outside of the exit before opening. Some may be jammed, blocked by debris or fire, or partially submerged if ditching, so be ready to redirect passengers to alternative exits.

4.6

Crowd Control

4.6.1

Passenger Management During Evacuation

4.6.1.1

Evacuation Speed and Assist Space In order not to impede the flow of passengers through the exits and to provide a view of the cabin during an evacuation, CC responsible for door operation shall stand in the ‘assist spaces’ at each door, holding onto the assist handle. Where the assist space is adjacent to a bulkhead, your back and the backs of your heels should remain in contact with the bulkhead. Refer to Section 5.1.8 for A/C assist space locations. Aim to establish a rate of flow through the exit of one person per second. If a person refuses to move or jump onto a slide, use whatever force is necessary to commit them to do so, e.g. a push in the small of the back. Do not stop an evacuation for a pile up at the bottom of the slide. This will soon sort itself out. The aircraft should ideally be completely evacuated within 90 seconds. Refer to Section 5.11.3 for type specific procedures for Land Evacuation and Section 5.11.4 for Ditching Drills.

page 4–10



4.6.1.2

Passenger Psychology and Crowd Control Good leadership, firm control and clear instructions will prevent panic. Direct the cabin preparation assertively and the evacuation aggressively. Panic occurs in two forms: •

POSITIVE PANIC, resulting in passengers shouting, screaming and rushing about, making briefing almost impossible.

•

NEGATIVE PANIC, where passengers take little action to save their lives, sitting dazed and quietly retrieving their coats, etc.

On rare occasions, individual CC may become hysterical. If this should happen, they must be calmed, gently if possible, but forcibly if necessary. Remove them from sight of passengers. If there is no obvious danger to the passengers in the form of fire or smoke, e.g. evacuation after a sabotage threat, reaction may be slow, so SHOUT to get people moving – be forceful and shout with authority. Use loudhailer if possible. Prevent passengers from assuming leadership. Their directions may be wrong, resulting in confusion and loss of lives. Force passengers to leave hand baggage behind and get women to remove highheeled shoes. Baggage dropped in the aisle or at the bottom of the slide will cause obstruction and injury, and high-heeled shoes will damage the slide. High-heeled shoes shall be stowed before landing so the problem shall only arise in a no-time available evacuation.

4.6.2

Passenger Management After Evacuation Crowd Control Procedures •

Stay in control – Do not let passengers take control.

•

Be forceful and shout with authority – Use loudhailer if possible.

•

Move all survivors away and upwind of the aircraft to a safe distance. Where there is a danger of fire from spilled fuel, consideration should also be given to moving the survivors uphill.

•

Head counts of passengers and Aircrew shall be made.

•

If at an airfield or near a populated area, rescue services should arrive on the scene quickly, otherwise the Aircrew must organise survival plans.


page 4–11


4.7

Instructions for Evacuation Directing Passengers to Another Door Once the exit is open, monitor the inflation of the slide. It is vital to prevent passengers jumping onto the slide before it is fully inflated (approximately 3-10 seconds). During evacuation continually monitor outside conditions e.g. attitude of aircraft, serviceability of escape slide, fire, rescue vehicles, etc. If there are no more passengers approaching your exit take action to attract any remaining passengers toward your exit. Try to gain the attention of other CC who can help to redirect the passengers towards you. Where passenger density is low in the cabin e.g. Rule 2, some passengers shall be directed to by-pass a usable exit in order to use a forward exit at which the flow of passengers has ceased, and so maintain a balanced flow through all the usable exits.

4.8

Reduced Mobility Passenger (PRM) Evacuation In a No Time Available evacuation, CC must ask a passenger to assist them with the PRM. All reduced mobility passengers must evacuate the aircraft last. A CC with the help of an ABP will remove the passenger from their seat and evacuate them down the slide. Reduced mobility passengers are evacuated last in order to let the steady flow of exiting passengers out of the aircraft first.

4.8.1

Buddy System In the event of a time available evacuation, the CC will have briefed an able bodied passenger beside the reduced mobility passenger to assist them in the evacuation. Additional ABPs shall be utilised to sit with and assist reduced mobility, nervous, elderly passengers, etc.

4.9

Unusable Exits

4.9.1

Definition of Unusable Exit – Unserviceable/Unsuitable An unusable exit is any of the aircraft exits that is not available for use in an evacuation because of conditions either inside or outside of the aircraft. Sometimes the slide itself can be affected resulting in the exit being unusable. Some conditions include:

page 4–12

•

The door fails to open correctly.

•

The slide fails to come free of the cosmetic cover.

•

Galley service items breaking free of their stowage and thus blocking the door.

•

Fire, smoke or obstructions outside the aircraft.



The attitude of the aircraft would not allow the door to be opened freely and the slide deployed.

If the exit is unusable REDIRECT PASSENGERS to an alternative exit. Use positive commands.

4.10

Public Address Announcements Evacuation Commands Evacuation commands must be phrased in a positive manner. Avoid using Negative Commands such as “DON’T STAY IN YOUR SEATS!”. Do not use scare phrases such as “FIRE!” or “WE’VE CRASHED!”.


page 4–13


4.10.1

Announcements/Instructions in Unplanned and Planned Emergency Evacuations Positive Evacuation Commands to be used: General – Can be used at any location at any time during an evacuation: “COME THIS WAY!”. “OPEN YOUR SEATBELTS AND GET OUT!”. “MOVE FASTER!”. “LEAVE EVERYTHING BEHIND!”. “KEEP MOVING!”. At All Doors (Land) When Slide is Inflated: “JUMP AND SLIDE!”. “STAY ON YOUR FEET!”. Overwing Exit (Land): “LEG, SHOULDER, LEG!”. “SLIDE OFF THE WING!”. Exit Unusable: “EXIT BLOCKED!” or “NO SLIDE!”. “GO THAT WAY!”. Overwing Exit (Ditching): “LEG, SHOULDER, LEG!”. “INFLATE LIFEJACKET OUTSIDE!”. “HOLD THE ROPE!”. Evacuation During Boarding: “STOP! GO BACK!”.

page 4–14


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Slide Inflates and then Deflates (Apron Slide): “SIT AND SLIDE!”. At Rear Doors (Ditching): “STOP! GO BACK! GO TO THE OVERWING EXIT!”. At Front Doors (Ditching): “COME THIS WAY! KEEP MOVING, JUMP!”.

4.11

Land Evacuation and Ditching

4.11.1

Procedures in Planned Emergencies Cabin Preparation Checklist Time Available Evacuation (Land and Ditching) Preparation must be carried out as quickly and calmly as possible. The main aims must be to ensure everything in the aircraft is as secure as possible, passengers incur least injuries possible and evacuation can take place with the least amount of hindrance. When securing the cabin, in addition to all normal cabin secure checks, you must also ensure that passengers: 1.

High-heeled shoes removed – place in hatbin or hand baggage.

2.

Spectacles and false teeth removed – place in seat pocket (if fitted), in the hand baggage or CC collect them in a gash bag.

3.

Sharp objects removed from pockets (e.g. pens) – place in hand baggage.

4.

Loosen tight clothing (e.g. ties).

5.

Fit warm clothing – in cold weather conditions.

6.

Demonstration of brace position – point at safety card and show a few rows at a time.

7.

Seat belts fastened low and tight around the hips.

8.

In the galleys, ensure all electrical equipment is switched off.

Note:

CC shall take a gash bag with them to collect the above items and stow it in a hatbin when the cabin preparation checklist has been completed.


page 4–15


4.11.2

Procedures in Unplanned Emergencies Refer to Chapter 5 for type specific procedures for Land Evacuation and Ditching Drills.

4.11.3

Individual Cabin Crew Responsibilities Donning of Life Jackets (Ditching Only) All passengers will find their own lifejackets stowed in a package beneath their seats or in the PSU. In a time available ditching the CC will carry out the SOS demo instructing the passengers on how to don the jacket. A fully inflated adult life jacket will keep two adults afloat in water. Children Passengers under the age of 12 will be required to use the lifejacket stowed under their seat or in the PSU. However, a fully inflated adult lifejacket could cause injury or discomfort around the child’s neck. To adapt an adult life jacket to fit a child, refer to Section 3.11.3.2. Infants Infant Life Jackets are carried on board. Refer to Section 3.11.3.1 for operation. Primary Exits Ditching studies indicate that with an aft centre of gravity and high gross weight, the aft doors will be below the water level. Therefore, only the forward L1 and R1 doors as well as the overwing exits may be used for evacuation. It is imperative that the AFT doors are not opened during a ditching. Flight Crew and Cabin Crew Duties After Evacuation Primary exits for the Flight Crew are the forward passenger doors. •

The Captain will evacuate through the L1 door.

•

The First Officer will evacuate through the R1 door, taking the loadsheet and NOTOC.

•

When outside, the Flight Crew will assist passengers at the bottom of the slide.

Bearing their own safety in mind, each CC will check their assigned area for any remaining passengers and take their assigned pieces of equipment and evacuate themselves. CC must then carry out crowd control procedures.

page 4–16


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Re-entering the Aircraft After evacuating the aircraft following a crash landing, if it remains largely intact it may be possible to re-enter to remove equipment and stores that would be useful for survival. Before doing so, make sure that there are no hazards from fire or spilt fuel. Analysis has shown that even without the aft entry and service doors, there is sufficient time to evacuate all passengers and Aircrew using the remaining exits. Never re-enter a ditched aircraft – an apparently sound and floating aircraft can sink within seconds. Rescue Parties When formal assistance does arrive, make sure that there is an orderly transfer of responsibility from the Aircrew to the new authority. Rescue Services Once all passengers and Aircrew have evacuated, the emergency services assume responsibility for the situation. Information rescue services may need to know: •

THOB.

•

Location of any passengers/Aircrew that may still be onboard.

If the incident occurs away from an airport after the Aircrew and passengers evacuate the aircraft the Aircrew are still responsible for the situation and commence their survival procedures. Press and Public If the press or public ask questions, do not give any statements or express an opinion. Adopt the policy of “NO COMMENT” and refer questions to the Company Press Officer or the designated spokesperson.

4.12

Rejected Take-off The Captain may decide to reject a take-off for various reasons. These may include conditions either inside or outside the aircraft which could affect the safe operation of the flight, e.g. technical problem, birds/animals on the runway, pilot incapacitation. Refer to Section 5.11.5 for type specific rejected take off drill.


page 4–17


4.13

Go Around/Missed Approach A Go Around is when the aircraft is on the approach to land and the Captain has decided for some reason not to land, e.g. adverse weather conditions, technical problems, runway unsuitable for landing. When a ‘Go Around’ has been initiated there will be a significant increase of engine noise as the engines are on full thrust. Refer to Section 5.11.6 for type specific Go/Around/Missed Approach drill.

4.14

Tail Strike A tail strike is said to have occurred when the lower aft fuselage or tail skid contacts the runway during take-off or landing. This is a non-normal situation that has potentially very serious consequences depending on the force of the impact. Differing degrees of aircraft damage can result from a tail strike and the integrity of the hull can be compromised to the point that the aircraft cannot remain pressurised. Any number of factors can contribute to a tail strike including: 1.

Weather.

2.

Runway conditions.

3.

Pilot error.

4.

Loading error – passengers not seated correctly (loading rules not followed), or baggage and cargo incorrectly loaded into the baggage holds.

5.

Load sheet error – miscalculation of the aircraft trim.

6.

Aircraft malfunction.

7.

Unstabilised approach to landing.

Tail strikes are not always noticeable in the flight deck. A minor tail scrape that only affects the tail skid (an assembly located on the underside of the rear section of the fuselage, designed to protect the skin of the aircraft in the event of a tail strike) may not be felt in the flight deck. However, the CC seated in the rear of the aircraft will almost certainly feel and/or hear the tail skid contact the runway. Factors that may lead Aircrew to suspect a tail strike include but are not limited to:

page 4–18

•

Collision noise.

•

Scrapping sound.

•

Feeling of impact/bump. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES If a tail strike is suspected by the CC, they must inform the flight deck immediately. Note:

Anytime a tail strike is suspected or known to have occurred during take-off, the CC must inform the flight deck who will accomplish the Non-Normal “Tail strike” checklist. This checklist will lead to the aircraft being intentionally depressurised by the Flight Crew in order to protect the fuselage from potential ruptures. Following this, the aircraft will land at the nearest suitable airport. (NITS briefing will be given by the Captain.)

Refer to Section 5.11.7 for CC type specific tail strike procedure.

4.15

Ground Based Emergency Services Should an emergency occur that requires an evacuation, the Fire, Police and Ambulances will immediately assist the Aircrew. The prompt and efficient response of the Rescue and Fire Fighting service (RFFS) depends on the reliability of its communications and alarm systems. This is to assist RFFS in communicating with Flight Crew and CC during an emergency situation. The following hand signals are to be established between an airport RFFS incident commander/RFFS crew and the Flight Crew and CC of the aircraft. RFFS emergency hand signals should be given from the left front side of the aircraft for the Flight Crew. Note:

In order to communicate more effectively with cabin crews, RFFS personnel may give emergency hand signals from other positions.

All Aircrew, both Flight Crew and CC must be able to recognise the emergency hand signals given by ground staff.


page 4–19


Recommend Evacuation Evacuation recommended based on RFFS and Captain’s assessment of an external situation.

2.

•

Arm extended from body and held horizontal with hand upraised at eye level. Execute beckoning arm motion angled back ward. Non-beckoning arm held against body.

•

At night – same with wands.

Recommended Stop Recommend evacuation in progress to be halted. Stop aircraft movement or other activity in progress.

page 4–20

•

Arms in front of head, crossed a wrists.

•




Emergency Contained No outside evidence of dangerous conditions or “all-clear”.

4.16

•

Arms extended outward and down at a 45 degree angle. Arms moved inward below waistline simultaneously until wrists crossed, then extended outward to starting position (umpire’s “safe” signal).

•


Aircrew Incapacitation Introduction Purpose The purpose of this section is to give information and or guidelines to assist Aircrew to identify and deal with the situation of Aircrew incapacitation. What is Incapacitation? This generally means that someone is being deprived of his capacity or natural power, or to be rendered incapable or unfit. In aviation, Aircrew incapacitation is a frequently unrecognised air safety hazard that has happened more times than one presupposes, and they occur in many forms from sudden death (obvious) to partial loss of functions (subtle) and has caused accidents. It occurs in all age groups and during all phases of flight. Causes of Incapacitation The causes are wide ranging from heart attacks, silent epilepsy, preoccupation with personal problems and hypoglycaemia. (This area is readily avoided by proper consumption of food.)


page 4–21

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Effects of Food

Remarks

Cultivate ‘proper eating habits’.

Low blood sugar level can be insidious (like Hypoxia). Frequently, the individual is completely unaware that his brain is not functioning normally. It cannot function normally because it cannot utilise the oxygen it requires.

Eat protein and fruit, no fats.

The best foods to prevent this condition of hypoglycaemia.

Avoid sweet foods, chocolate bars, etc.

These are effective for only short periods of time. Paradoxically, many normal individuals react adversely to highly concentrated sugar products with a ‘rebound’ low blood sugar one and a half to three hours after eating such sugar products. This adverse reaction was the probable cause of ‘subtle’ incapacitation and was verified consistently in postaccident lab testing.

When on duty for long periods it is essential to have nourishing and substantial food.

4.16.1

Pilot Incapacitation ORO.CC.125 (d)(vii) Refer to Ryanair Operations Manual Part A.

4.16.1.1

Use of Pilot’s Seat Mechanism There is a handle marked “H Lever” located beside the pilot’s seat inboard and by moving this handle the seat can be moved forward or backward. There is another handle on the inboard side of the seat and this is the “inertial reel lock” once that is moved the pilots shoulder harness locks in position preventing the incapacitated pilot falling onto the flight controls. There is also another lever on the outboard side of the seat. The lever is marked “recline” and moving this will put the seatback in the upright position.

4.16.1.2

Fastening/Unfastening of Pilot’s Seat Harness Refer to Operations Manual Part A.

4.16.2

Use of Pilot’s O2 Equipment Refer to Section 5.7.2.2.

4.16.3

Administering Appropriate First Aid It may be necessary to apply First Aid to an incapacitated Pilot. Full details on First Aid can be found in Chapter 6.

page 4–22



4.16.4

Use of Pilot’s Checklists After administering any immediate First Aid to the incapacitated pilot the remaining pilot may need a CC to read a checklist. There are various checklists that the Flight Crew use at different stages of flight. The checklist may be on the control column or on a laminated card. When asked to read the checklist the CC shall occupy the middle jumpseat and read the left hand side of the checklist. After each check there shall be a corresponding reply from the operating pilot. You will also see the pilot changing or adjusting flight instruments and controls. Once you have read all items on the checklist and have received corresponding response from the operating pilot you must say ‘Checklist Complete’.

4.16.5

Pilot Incapacitation Drill Refer to Section 5.11.8 for type specific.

4.16.6

Incapacitated CC If a CC is incapacitated in flight or on the ground, revised procedures must be applied so that the flight can either continue to its destination, or return to base safely and with minimum disruption to the passengers and to the Operation.

4.16.6.1

Incapacitation of a CC In-flight If a CC becomes incapacitated in flight, any positioning Ryanair CC on board who is qualified and fit to fly would be able to join the remaining members of the operating CC to replace the incapacitated CC. If they are not in uniform, they must wear a hi-viz jacket. A PA must be made to the passengers explaining that one of the operating CC can be easily identified by this hi-viz jacket. The incapacitated CC shall occupy a cabin seat and not a jumpseat. In-flight •

Make the area safe for the incapacitated CC. Put brakes on trolleys, check ABCs, etc.

•

Inform the Captain immediately and outline the condition of the CC.

•

Move the CC to any cabin seat (not direct access seats). If the CC is unconscious, place in the recovery position, administer portable emergency O2 and monitor.

•

PA for a medically qualified person.

•

Update the Captain regularly and advise if assistance is required for landing. CC will take revised positions as detailed in Section 5.11.9.1.


page 4–23


4.16.6.2

Incapacitation of a CC on the Ground In unforeseen circumstances the required number of CC may be reduced provided that certain provisions are in place. If it is known prior to departure that one CC is incapacitated, the aircraft may return to base, providing that there is another CC qualified to operate as No 1. The incapacitated CC must (if onboard) occupy a cabin seat and not a jumpseat. Passenger numbers will need to be reduced to 150, in order to return to base with 3 CC. Any positioning, qualified Ryanair CC who is available would be able to take the position of the incapacitated CC dependant on rank and fitness to fly. If they are not in uniform, they must wear a hi-viz jacket. A PA must be made to the passengers explaining that one of the operating CC can be easily identified by this hi-viz jacket. Passenger loads will not need to be reduced in this case. If there is no qualified No 1 available the aircraft cannot depart. A SAIR must be submitted to the Irish Aviation Authority on completion of the flight. CC will take revised positions as detailed in Section 5.11.9.2.

4.17

Decompression Cabin Pressurisation Most human beings are used to living and working near the earth’s surface, where there is sufficient oxygen in the atmosphere for us to function normally. However, if you were to climb an 18,000 ft high mountain it would be much harder to breathe and function due to the lesser amount of oxygen in the atmosphere. The higher you climb away from sea level, the less oxygen there is in the atmosphere. Our aircraft are designed to operate at high altitudes to economise on fuel, maintain high speed and avoid adverse weather conditions. Humans are not designed to operate at high altitudes, where there is less oxygen in the atmosphere, and would not be able to function at these altitudes. To allow humans to fly on aircraft at altitudes of around 37,000 ft, the aircraft is pressurised. Briefly, the aircraft is pressurised by the engines taking in air from the outside atmosphere, compressing it and adjusting it to a comfortable temperature. Used air from the cabin is dumped via an outflow valve. This enables passengers and Aircrew to enjoy an environment equivalent to a much lower altitude than that found outside the aircraft. At a typical cruising altitude of 37,000 ft, the cabin pressure will be maintained at 6-8,000 ft. Decompression A decompression occurs if there is a failure of the structure or pressurisation systems of the aircraft. Because of the failure, the air from inside the aircraft will rush out and the air from outside the aircraft will enter the cabin untreated. Therefore the altitude of the cabin will climb and eventually equalise with the altitude outside the aircraft. Depending on the nature of the failure, the time it takes for the cabin altitude to climb to the same altitude as outside the aircraft will vary. Therefore there are two types of decompression, slow and rapid.

page 4–24



4.17.1

Indications of a Rapid Decompression Rapid Decompression This is a sudden loss of cabin pressure, which takes less than 10 seconds to equalise with the outside pressure. Causes of a rapid decompression include a door blow out. The effects of a sudden lack of oxygen to the brain are very serious particularly as the brain is badly affected without the person being aware of it. A “lack of self-criticism” happens and the person will think they are acting more efficiently and competently than is actually the case. This euphoric condition is dangerous and must be guarded against, as the need for oxygen may not seem obvious. Material Effects of a Rapid Decompression •

A loud explosive noise.

•

Air rising towards the failure (the hole) carrying loose articles, papers, dust, etc.

•

A dense fog will form in the cabin momentarily as the moisture held in the cabin condenses. Passengers may confuse this with smoke and need reassurance. This fog may cause toilet smoke detectors to activate.

•

Hot liquids will suddenly boil over (risk of scalding) due to the reduced boiling point.

•

Oxygen masks will drop down.

•

Fasten Seat Belts sign will illuminate.

Physical Effects of a Rapid Decompression

4.17.2

•

Severe ear and sinus pain.

•

Chest and joint pain caused by nitrogen bubbles in the blood expanding.

•

Forced expulsion of air.

•

You will feel very cold. (Because it is around minus 50 degrees outside.)

Indications of a Slow Decompression Slow Decompression This is a gradual loss of cabin pressure, which can take more than 10 seconds to equalise with the outside pressure. Causes of a slow decompression include a hissing door seal or cracked window. A slow decompression may be difficult to identify due to the gradual climb in cabin altitude. Aircrew must be able to recognise the symptoms of hypoxia (lack of oxygen to the brain) in order to quickly identify a slow decompression. Symptoms of hypoxia include: headaches, nausea, yawning, occasional deep breath.


page 4–25

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES If a slow decompression is suspected it is the responsibility of the CC to ensure the Flight deck is informed immediately via the interphone, whereupon the Flight Crew will then check the pressurisation system. The oxygen masks drop down automatically in the cabin when the cabin altitude reaches 14,000 feet. This may be your first indication that the aircraft was experiencing a slow decompression. Note:

There is an audible warning in the flight deck when rising cabin altitude passes through 10,000 feet. Should there be a problem with the pressurisation system the Flight Crew may decide to drop the oxygen masks.

CC to be Aware: Unless instructed by the Flight Crew, CC must not attempt to manually release the oxygen masks from the PSU. The Insidious Effects of Hypoxia The most important single hazard characteristic of hypoxia at altitude is that if the Flight Crew member is engrossed in his flight duties, he may not notice the effects of hypoxia. Refer to Section 1.21.2.3 for more detailed information. If the oxygen masks drop down at any time during the flight, you must carry out the decompression drill regardless of whether it is a rapid or slow decompression. Whether rapid or slow the result of decompression on the body is oxygen starvation, otherwise known as Hypoxia. The body will experience different levels of Hypoxia depending on the altitude reached within the cabin and fitness of the individual.

4.17.3

The Time of Useful Consciousness (TUC) If a rapid decompression occurred, unconsciousness would develop very quickly if no action was taken. This is one reason why passengers shall fit their own mask before helping others. Refer to Section 1.21.2.7 for more details.

page 4–26



4.17.4

Immediate Actions by Cabin Crew - O2 and Restraint •

MASK ON. Grab nearest available mask. Shout at passengers to do the same.

•

SIT DOWN. If necessary, sit on the floor or passengers lap.

•

STRAP IN. Put seatbelt on.

•

(Will hear PA “Emergency Descent” (3 times) A/C will then do emergency descent.)

•

“No 1 to the flight deck”.

*It is now safe to get off O2* Refer to Section 5.11.10 for type specific decompression drill. Note:

4.17.5

If the oxygen masks have dropped in the cabin, or there is any other sign of loss of or insufficient cabin pressure, and after 60 seconds (one minute) you do not hear the “emergency descent” PA, feel the emergency descent, or hear “No 1 to the flight deck”, No 1 must make their way to the nearest emergency oxygen bottle. Use available dropdown oxygen masks, don emergency O2 bottle and proceed to the forward interphone to contact the Flight Crew in order to check their status and confirm that they are wearing their oxygen masks and are aware of the situation in the cabin. If no response, the emergency access code must be used to check for incapacitation (if necessary administer quick don Oxygen on Emergency). Refer to Section 5.7.2 for use of quick don O2.

Action to be Taken When Aircraft is Level •

Stow the trolleys and go to the fwd galley.

•

Make a no-smoking and reassurance PA.

•

Receive NITS from No 1, repeat it back and synchronise watches.

•

Check for any fire or structural damage.


page 4–27


4.17.6

Use of PA’s – Communication with Crew and Passengers Reassurance/No-Smoking PA “Ladies and Gentleman, there has been a reduction in cabin pressure, keep calm, and remain seated with your oxygen mask fitted until you are instructed to remove it. There may be a smell of burning, however there is no cause for alarm. Please fasten your seatbelt and refrain from smoking. If you need assistance, the Cabin Crew will be with you shortly.”

4.17.7

4.17.8

Monitoring of Passengers •

Check the toilets for any incapacitated passenger.

•

Administer first aid - go through cabin with portable emergency O2.

•

Brief ABP’s to guard the main doors. (As the aircraft is now unpressurised the doors can be opened.)

•

Brief ABP’s at row 16 and 17 NOT to open the overwing exits unless instructed otherwise.

Check of Passengers and Cabin Secure Refer to Section 2.14 for cabin secure checks.

4.17.9

Administering O2 as Appropriate Passenger and Crew Emergency Oxygen System Refer to Section 5.7 for type specific.

4.17.10

Operation of Oxygen Masks Refer to Section 5.7 for type specific.

4.17.11

Operation of Oxygen Systems Refer to Section 5.7 for type specific.

page 4–28



4.18

Fire

4.18.1

Theory of Fire and Smoke An in-flight fire is probably the most dangerous situation you may encounter on an aircraft. If the correct fire-fighting drill is not carried out as soon as a fire starts, the situation rapidly becomes out of control and can have devastating consequences in the confined space of an aircraft cabin. Heat and flames from a fire are obvious dangers, but it is the smoke and toxic fumes that are generated in combustion which are the prime causes of incapacitation and death. An added hazard is the release of toxic fumes into the atmosphere. For example, the hydrogen cyanide from a man’s burning suit can kill 7 people. If smoke or a fire is discovered, it is essential that the Flight Crew is notified immediately. If other CC are readily available, use them to notify the Flight Crew while you fight the fire inside the aircraft, or while you continue to observe the fire outside the aircraft. Note:

In Winter conditions when operating on runways that have been de-iced with certain types of fluids; momentarily fumes and pale smoke can be experienced during the take-off roll or landing roll. These fumes clear quickly, once clear of the runway following take-off or once reverse thrust has been cancelled following landing. All instances of smoke or fumes must be reported to the Captain.

Flashover Flashover is a term used to describe “the sudden transfer of heat from a local fire to a more widespread fire involving a much greater area.” In short, a flashover is when all flammable material in a small/ closed space, even the gases in the air, catch fire almost at the same time. Some material also releases flammable gases when they burn... In this situation, the environment in the cabin is non-survivable. An example of flashover is when a row of aircraft seats are ignited by a dangerous goods spillage. The fire involving the seat row can produce a layer of hot smoke which spreads across the ceiling of the cabin. The hot buoyant smoke layer grows in depth and starts to fill the cabin from the ceiling, as it is bounded by the walls of the cabin. The heat from this layer heats the surfaces of the combustible flammable materials in the cabin, causing them to give off flammable gases. When the surface temperatures become high enough, these gases ignite causing a cabin wide fire. Note:

Almost everything can burn at high temperatures.


page 4–29

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES The Dangers of a Small In-flight Fire In flight fires left unattended, particularly those that are not readily accessible, may lead to catastrophic failure and have resulted in the complete loss of aircraft. Fire tests conducted by various regulatory authorities have shown that fires allowed to spread into the aircraft’s overhead area may become uncontrollable in as few as 8-10 minutes. Studies have also shown that a Flight Crew may have as few as 15-20 minutes to get an aircraft on the ground if the CC allow a hidden fire to progress without any intervention. These studies and other experience indicate that Flight Crew should begin planning for an emergency landing as soon as possible after the first indication of fire. Delaying the aircraft’s descent by only a couple of minutes might make the difference between a successful landing and evacuation and complete loss of an aircraft and its occupants. Time to Becoming Non-survivable For aircraft with hidden fires, an approximate assessment is that only one third will reach an airfield before the fire becomes uncontrollable. All of the Above Will Lead to PANIC Potential Sources of Danger These include dropped cigarettes, matches, leaking cigarette lighters, electrical faults, galley oven fires and other combustible materials which come mainly from paper/waste in the galleys and toilets and from passenger’s belongings e.g. newspapers. Modern aircraft furnishings are made of flame-retardant materials and will not normally flare up. However, they will generate smoke which can rapidly become dense, reducing visibility to inches in seconds. Note:

4.18.2

Torn or ill-fitting seat covers can be a hazard as the effectiveness of the flame-retardant covering is reduced.

Principals of Combustion The Chemistry of Fire Fire is a chemical reaction involving three elements. The three elements can be best shown as the ‘Triangle of Fire’.

page 4–30



HEAT

FUEL

OXYGEN

4.18.3

Classification of Types of Fire/Classes of Fire These are classified as follows: Class ‘A’ Solid Materials (Usually of an organic nature in which combustion takes place with the formation of glowing embers), e.g. wood, paper, plastic, textile fabrics and rubber. Class ‘B’ Flammable Liquids e.g. oils, greases, tars, oil base paints and lacquers. Class ‘C’ Flammable Gases e.g. butane lighter gas. Class ‘D’ Combustible Metals e.g. sodium, magnesium and titanium. Class ‘E’ Live Electrical Equipment Although electricity does not burn it is classed as a type of fire because of its dangerous reaction with some fire extinguishers. Halon and Water Glycol are the extinguishers carried on Ryanair aircraft.


page 4–31


4.18.4 4.18.4.1

Fire Source Locating/Identifying Source of Fire If possible, you shall try to locate the exact source of the fire before applying extinguishing agent in order to maximize the extinguishing potential of the extinguisher agent. For example, a fire located behind a panel or within a cupboard area in the toilet probably would not be successfully extinguished by discharging a fire extinguisher into the toilet without first opening the cupboard or gaining access to the area behind the panel where the fire is located. An additional example would be a fire in the overhead area above a ceiling. Depending on the volume of the overhead area, discharging a fire extinguisher randomly without attacking the base of the flames or smouldering material probably would have no effect on the fire. It is unlikely that a fire in this area would be extinguished unless fire extinguishers were applied directly to the base or source of the fire. Consider cutting or punching a hole in an aircraft cabin wall, ceiling, or floor panel in order to gain access to a fire if this is the only way to gain access to the fire. In this situation, the risk of damaging equipment behind the panelling and the possibility of creating a bigger problem must be weighed against the catastrophic potential of in-flight fires left unattended. You shall consider all available resources to access a hidden fire. The Crash Axe located in the flight deck is designed to assist in the reaching of hidden fires; however, items found in carry-on baggage might be useful. Non-traditional resources, such as a shoehorn (metal, wood or plastic device to help putting on shoes), walking canes, and fairly rigid items that could pry apart panelling. One of the most important elements in successfully fighting an in flight fire is an individual’s own resourcefulness and determination in accessing hidden areas within aircraft. External Fires Any unusual circumstances outside the aircraft, either during flight or while on the ground, must immediately be reported to the Flight Crew. This includes signs of fire, smoke, unusual noises and smells. You must also be aware of passenger’s reaction to a situation occurring, that you and other Aircrew are not aware of. If an external fire, smoke or other unusual circumstances are observed by either CC or passengers, accurate details must be provided to the Captain immediately.

page 4–32


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Fire Prevention and Fire Watch Although it may not be possible to prevent a fire due to a technical fault e.g. an electrical short-circuit, the chances of a fire starting and getting out of control are reduced if items of aircraft electrical equipment are only used for their intended purposes and a constant watch is kept on potential fire areas: Note:

It is of vital importance to locate and identify the source of any aircraft fire.

The type of fire you encounter will determine the method to be used to help fight the fire. For example: Electrical (Usually a fishy/rubbery smell) – DO NOT USE WATER. Non-electrical If the fire is non-electrical it may be possible to extinguish it with the water glycol extinguisher or any non-alcoholic liquid.

4.18.4.2

Possible Fire Sources Subtle Causes of In-flight Fires Wiring Failures A majority of hidden in flight fires are the result of electrical arcs along wire bundles. In most cases, the electrical arc acts as the initiating event, igniting other surrounding materials. The surface of insulation materials is often a conveyer of these initiating events, as contamination from spillage, accumulated dirt/dust, lubrication or corrosion inhibitors on these surfaces can promote flame spread (uncontaminated insulation materials are generally very fire resistant). In other instances, the resetting of a tripped circuit breaker can overheat wiring, ultimately leading to failure and arcing, causing the same chain of events. (An electrical arc or arcing is the “jumping” of electricity from one wire to another, sparks can ignite materials and cause a fire, a lightning strike is arching from a cloud to another or the earth.) Electrical Component Failures Electrical motors can overheat, and fail, and possibly ignite surrounding materials. The spreading of fire in these instances is worsened by a built up of chemicals in the immediate area. Lightning Strikes Although very infrequent, there have been instances in which a lightning strike has initiated a fire. In these instances faulty or contaminated insulation material contributed to the fire.


page 4–33

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Bleed Air Leaks Aircraft with systems that use air from the engine (bleed air) depend on a series of pneumatic lines to deliver the air supply. A failure of any of these supply lines, if left unchecked, can cause high temperatures in the surrounding area and damage to the aircraft’s equipment, wiring, and associated components. High temperature bleed air leaks have been known to cause in flight fires and structural damage. Faulty Circuit Protection A malfunctioning CB that does not open (trip) when an abnormally high current draw is detected may cause the affected unit or associated wiring to overheat and ignite. Auxiliary Power Unit (APU) The APU is an extra engine in the tail unit. It supplies electrical power and airconditioning while the aircraft is on the ground and may be running while the flight deck is not attended. Note:

4.18.4.3

The APU will only be running if Flight Crew and/or Engineers are present at the aircraft. An APU fire while on the ground may require the emergency evacuation of the passengers. The CC will therefore be informed immediately by the Flight Crew or, in their absence, by the Ground Engineers.

High Risk Areas Toilets CC shall check toilets at least every 20 minutes to ensure: •

They are kept clean and tidy, i.e. combustible material is contained.

•

Waste bins are not overflowing; the waste bin flap must remain closed at all times to help starve any fire of oxygen.

•

Press toilet flush and ensure flush and vacuum motors, where applicable, cut out. This prevents possible overheat and electrical fires.

•

Smoke detector sensors have not been blocked or tampered with.

•

No smoke is present. If cigarette smoke is smelt, check waste bin and all other stowage immediately for discarded cigarette.

Note:

page 4–34

Toilet smoke detectors are designed to warn of smoke from fires, not from cigarettes. However, some types of detectors may be more sensitive than others and may activate if cigarette smoke is detected in a toilet.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Cabin •

Maintain surveillance of all floor areas.

•

Ensure no bags, paper, newspaper or combustible materials are deposited where they become a fire hazard.

•

Maintain surveillance of the seat rows and the lower side wall in passenger cabin. Items may ignite in these areas without being noticed immediately.

Galleys •

Keep galley area clean and tidy.

•

Ensure waste bins are not overflowing. The waste bin flap must remain closed at all times.

•

Ensure constant check on large gash bags situated in each galley.

•

Open oven door and check contents before switching on. Ensure no dry ice packages (if used) are left on oven inserts. Ovens must not be used to stow any items other than food.

If Aircrew are using the ovens for their own use, they must: •

Use oven bags.

•

Maintain a constant watch on ovens when in use and ensure oven insert trays are free of grease and spilled food.

•

Do not obstruct air-conditioning grilles as this could cause the system to overheat.

•

Ensure you know the location of circuit-breakers and power switches. Remember – these may vary on each aircraft.

•

CC may not smoke at any time on-board the aircraft.

Overhead Stowage Bins Fires have been known to start in overhead bins. Treat these as electrical fires. The Passenger Service Unit (PSU) beneath contains electrical wiring, and the stowage itself may contain live electrical components. Monitor PSUs as dripping condensation or faulty reading lights sometimes cause passengers to insert tissues into vents (this is a fire hazard).


page 4–35


4.18.5 4.18.5.1

General Procedures Necessity to Immediately Locate and Identify Fire Source It cannot be overemphasised that immediate and aggressive action when confronted with a potential fire is much more important than delaying while you attempt to classify a particular fire. If you suspect that the source of the smoke may be a hidden fire, or you simply suspect a hidden fire exists, co-ordinate with other CC and take immediate and aggressive action to locate and extinguish the fire. Indications of Hidden Fires Abnormal Operation or Disassociated Component Failures Failure or uncommanded operation of an aircraft component may indicate a developing fire. Electrical connections and the components themselves may have been damaged by a fire in the area of the component or at any point along its power supply line. For this reason CC shall report all failures of electrical items to the Flight Crew in accordance with Company policy. Circuit Breakers Circuit breaker(s) tripping, especially multiple breakers such as entertainment systems, coffee makers, etc., may be an indication of damage occurring in a hidden area common to the affected components. Hot Spots Hot spots on the floor, sidewall, ceiling or other panels shall be immediately investigated. Odour (smell) This may be one of your first indications of an impending fire. Never ignore a strange odour; you need to identify its source as soon as possible. Visual Sighting – Smoke Smoke coming from vents or seams between interior panels, especially from the ceiling area, is a sure sign of a problem, and you shall take immediate action to determine the source.

page 4–36



4.18.5.2

Appropriate Techniques for Attacking Fires Aggressively Pursue Aggressively pursuing a fire means taking immediate action to determine the source of hot spots, smoke and/or flames. The CC shall quickly evaluate the situation; gain access to the fire and attack the fire using all available resources, which may include deadheading Flight Crew or Able Bodied Passengers (ABPs). A water fire extinguisher (H2O or Water Glycol) shall not be discharged directly into a CB panel or an electrical outlet. Nor shall water be used to fight a liquid fire (e.g., grease or fuel) that is pooled or has collected on a non-porous surface. The use of an H2O extinguisher on a fire fuelled by flammable liquids is acceptable if the surface has absorbed the liquid, such as gasoline poured on a seat or other absorbent material. Hand-held fire extinguishers are designed to be used in the upright position. Most extinguishers have been designed with a centre siphon tube that extends to them bottom of the canister. Placing a fire extinguisher on its side or upside down prevents the agent from flowing through the tubing, which has been designed to collect the agent from the bottom of the canister. Laying the extinguisher on its side or turning it upside down to aim at the ceiling may limit the amount of extinguishing agent that is available to be discharged, thereby reducing the extinguisher’s fire fighting capacity. In the event of smoke or fire, your actions could save the aircraft and its occupants therefore, it is vital that you know how to detect, identify and rapidly extinguish any fire which may break out. The correct fire fighting drill as outlined in this section must be carried out to ensure that the fire is out.

4.18.5.3

Communication with Flight Crew Crew Communications The successful containment of any aircraft emergency depends heavily upon the effective co-ordination and the communication between Flight and CC. Therefore, on discovering fire, smoke or the smell of burning the Flight Crew must be informed immediately. The Flight Crew must be continuously updated with clear and concise details.

4.18.5.4

Communication and Co-ordination with Cabin Crew Other CC shall be informed of any sign of fire or smoke as soon as possible. They shall assist by providing additional fire-fighting equipment, acting as communicator and controlling passengers.


page 4–37


4.18.5.5

Provision of Backup Equipment and Crew Members Communication between the CC and Flight Crew shall be made via the interphone. The Captain will have to unlock the flight deck door to allow the communicator to collect the fire fighting equipment from the flight deck. The Captain may decide to keep the flight deck door unlocked and to allow communication to take place in person. However, to prevent the spread of smoke the door will probably be kept closed and locked. This is all at the Captain’s discretion.

4.18.6

Control/Management of Passengers To prevent the possible development of panic, a PA shall be made to advise passengers of the situation and assurance given that all the necessary steps are in progress. Fire On-board PA “Ladies and Gentlemen, as you are aware we have a situation on-board. The crew are fully trained to deal with this. We would ask that you stay down low, cover your nose and mouth with an article of clothing and keep calm. Please follow any instructions given by the crew.” Moving passengers away from the fire area could in some cases change the trim (balance) of the aircraft. The Flight Crew must be informed if passengers have been re-seated to a different part of the cabin as this “new” balance could have unwanted effects on landing. Emergency Landing After an In-flight Fire Depending on the severity of the fire, the degree of success in containing it and any danger to the aircraft or injuries to the passengers or Aircrew, the Captain will decide if an emergency landing is required. Whenever possible, this will entail a diversion to an airport with suitable emergency services. However, this may not always be possible. CC should be aware that in both cases, the ‘Time Available’ emergency landing or ditching drill may have to be conducted simultaneously with the CC fire drill.

page 4–38



4.18.7 4.18.7.1

Specific Fire Scenarios General Fire Drill 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 fire source. A fire behind panelling for instance can cause fumes or smoke to appear in a totally different part of the cabin. Location of the source of fire is of prime importance and this can often be achieved by searching for hot spots behind the aircraft panels with the back of the hand. It is important not to use the palm of the hand since it is an automatic reflex for the hand to close if it touches something hot, thus making it likely that the hand will stick to the hot surface. A confined fire is one where you can NOT see the source of the fire. An open fire is where you CAN see the source of the fire. When dealing with any fire, CC must: Identify.

Prepare.

Attack.

Inform.

Electrics.



Locate the source of the fire by using the back of your hand.



Get necessary equipment i.e. PBE, halon, fire gloves, water glycol.



Begin appropriate fire drill.



Ensure Flight Crew are informed giving accurate details of the fire.



Remind Flight Crew of the electrics.

In all cases of suspected fire, the CC fire drill must be initiated and it is imperative that the source of fire is found.


page 4–39


4.18.7.2

Toilet Fire Drill Toilet Fire

Condition: Fire is detected in the toilet. 1. Toilet................................................................ CHECK (ensure no one inside) 2. Severity of fire ...................................................................................... ASSESS 3. PBE and fire gloves....................................................................................DON (Crouch down low, use door for protection) 4. Toilet door......... OPEN (only open enough to get Halon extinguisher inside) 5. Halon ..................................................................... DISCHARGE (as required) 6. Toilet door.................................................................CLOSE (wait 30 seconds) 7. Repeat if necessary. 8. Toilet...................................................................ENTER (locate source of fire) 9. Backup – place embers into metal tray and dampen with water and check area for signs of heat or fire. 10. When backup takes over, Fire Fighter reports to the flight deck. 11. Wet towels................................................. DISTRIBUTE TO PASSENGERS 12. First aid ..................................................................................... IF REQUIRED 13. Prepare cabin for emergency landing .................................... IF REQUIRED

page 4–40



4.18.7.3

Oven Fire Drill Oven Fire

Condition: Fire is detected in an oven. 1. Oven ................................................................DOOR CLOSE/SWITCH OFF 2. Oven circuit breaker................................................................................ PULL 3. PBE and fire gloves.................................................................................... DON 4. Oven door ..........OPEN (only open enough to get Halon extinguisher inside) 5. Halon..................................................................... DISCHARGE (as required) 6. Oven door ................................................................. CLOSE (wait 30 seconds) 7. Repeat if necessary. 8. Backup – place embers into metal tray and dampen with water and check area for signs of heat or fire. 9. When backup takes over, Fire Fighter reports to the flight deck. 10. Wet towels................................................. DISTRIBUTE TO PASSENGERS 11. First aid..................................................................................... IF REQUIRED 12. Prepare cabin for emergency landing.................................... IF REQUIRED


page 4–41


4.18.7.4

Hatbin/Overhead Locker Fire Drill Hatbin/Overhead Locker fire

Condition: Fire is detected in an Overhead Locker. 1. Severity of fire .......................................................................................ASSESS 2. PBE and fire gloves.................................................................................... DON 3. Hatbin ................OPEN (only open enough to get Halon extinguisher inside) 4. Halon......................................................................DISCHARGE (as required) 5. Hatbin/Overhead locker.......................................... CLOSE (wait 30 seconds) 6. Repeat if necessary. 7. Backup – place embers into metal tray and dampen with water and check area for signs of heat or fire. 8. When backup takes over, Fire Fighter reports to the flight deck. 9. Wet towels................................................. DISTRIBUTE TO PASSENGERS 10. First aid..................................................................................... IF REQUIRED 11. Prepare cabin for emergency landing.................................... IF REQUIRED

page 4–42



4.18.7.5

Fire Behind Panelling Drill Fire Behind Panelling

Condition: Fire is detected/suspected behind panelling. 1. Severity of fire.......................................................................................ASSESS 2. PBE and fire gloves ................................................................................... DON 3. Panelling ........................................................... OPEN or REMOVE (use axe) Note: If the panel cannot be easily pulled back, it may be necessary to make a small hole above the hottest part of the panelling. 4. Halon............................................................................. DISCHARGE FULLY 5. Panel ......................................................................... CLOSE (wait 30 seconds) 6. Repeat if necessary. 7. Backup – place embers into metal tray and dampen with water and check area for signs of heat or fire. 8. When backup takes over, Fire Fighter reports to the flight deck. 9. Wet towels .................................................DISTRIBUTE TO PASSENGERS 10. First aid .....................................................................................IF REQUIRED 11. Prepare cabin for emergency landing ....................................IF REQUIRED

Note:

A Fire behind panelling on the aircraft can cause fumes or smoke to appear in a totally different part of the cabin.


page 4–43


4.18.7.6

Under Floor Fire Drill Under Floor Fire

Condition: Fire is detected/suspected under the floor. 1. Dampen materials and place on the floor where smoke is entering the cabin. 2. Inform Flight Crew 3. Wet towels................................................. DISTRIBUTE TO PASSENGERS 4. First aid ..................................................................................... IF REQUIRED 5. Prepare cabin for emergency landing .................................... IF REQUIRED

page 4–44



4.18.7.7

Gash Cart Fire Drill

Gash Cart Fire

Condition: Fire is detected in gash cart. 1.

PBE and fire gloves ....................................................................................DON

2.

Gash Cart Lid/Door .............................. OPEN (only open door enough to get Halon Extinguisher inside)

3.

Halon ..................................................................... DISCHARGE (as required)

4.

Gash Cart Lid...........................................................CLOSE (wait 30 seconds)

5.

Repeat if necessary.

6.

Backup – place embers into metal tray and dampen with water and check area for signs of heat or fire.

7.

When backup takes over, Fire Fighter reports to the flight deck.

8.

Wet towels................................................. DISTRIBUTE TO PASSENGERS

9.

First aid ..................................................................................... IF REQUIRED

10. Prepare cabin for emergency landing .................................... IF REQUIRED


page 4–45


4.18.7.8

Seat Fire Drill Providing CC are vigilant with their in-flight cabin checks, these are likely to be discovered when the fire is in its early stages.

Seat Fire

Condition: Fire is detected on a seat. If there is smoke without flames: 1.

Use any non-flammable liquid or water glycol extinguisher to dampen down smouldering.

2.

Seat ......... INSPECT (wearing fire gloves, ensure fire has been extinguished)

If flames are present: 1.

PBE and fire gloves.................................................................................... DON

2.

Halon......................................................................DISCHARGE (as required)

3.

Use any non-flammable liquid or water glycol extinguisher to dampen down smouldering embers.

4.

Seat ......... INSPECT (wearing fire gloves, ensure fire has been extinguished)

5.


6.

Wet towels................................................. DISTRIBUTE TO PASSENGERS

7.

First aid..................................................................................... IF REQUIRED

8.

Prepare cabin for emergency landing.................................... IF REQUIRED

page 4–46



4.18.7.9

Battery Fire Background Information The two types of batteries commonly used to power Portable Electronic Devices (PEDs) brought on aircraft are lithium batteries (disposable) and lithium-ion batteries (rechargeable). Both these types are capable of ignition and subsequent explosion due to overheating. Overheating results in thermal runaway, which can cause the release of either molten burning lithium or a flammable electrolyte. Once one cell in a battery pack goes into thermal runaway, it produces enough heat to cause adjacent cells to go into thermal runaway. The resulting fire can flare repeatedly as each cell ruptures and releases its contents. Lithium Battery Fires Although lithium is a metal, do not treat a fire involving a small number of lithium batteries as a Class D fire. Halon replacement and/or water fire extinguishers can be used to control fires involving a small number of lithium batteries, such as found in common portable electronic devices (PED) or a laptop computer. Specific Types of Lithium Batteries 1.

AA Sized Lithium Batteries Disposable. Lithium (non-rechargeable) cells are constructed with metallic lithium. Metallic lithium is extremely flammable and cannot be extinguished with the typical hand-held extinguishers found on board transport aircraft. However, the amount of metallic lithium in each AA sized lithium battery is very small and will consume itself in less than one minute. Lithium cells will spray molten lithium as they burn, which can cause severe bodily harm and spread the fire. Rechargeable. Lithium-ion (rechargeable) cells are constructed with a flammable electrolyte and have the same fire hazard as non-rechargeable cells.

2.

Battery Pack (Multiple Larger) Lithium-ion Cells Laptop computers and other battery operated devices are often powered by battery packs using multiple larger lithium-ion battery cells. The individual cells are not visible and are encased in a plastic housing. Fires can occur in the battery packs of Portable Electronic Devices (PED’s) such as laptop computers, video cameras etc. Should this happen, implement the following drill:


page 4–47


Battery Fire

Condition: Fire is detected in Portable Electronic Device such as: • Laptop computer. • Mobile phone. • Video camera. • Portable DVD player, etc. 1.

Passengers ................................................................................. MOVE AWAY

2.

PBE and fire gloves ................................................................................... DON

3.

Halon............................................................................. DISCHARGE FULLY

4.

Repeat if necessary.

5.

Non-flammable liquid/Water Glycol .....................................AS REQUIRED

6.

Backup – only when safe, place embers into metal bar box dampen with water and check area for signs of heat or fire.

7.


8.

Wet towels .................................................DISTRIBUTE TO PASSENGERS

9.

First aid......................................................................................IF REQUIRED

10.

Prepare cabin for emergency landing.....................................IF REQUIRED Note 1:

There may be a lot of smoke and small explosions from the battery. Passengers should be moved from the area as quickly as possible and CC in the vicinity of the fire MUST don a PBE.

Note 2:

Passengers and Aircrew are prohibited from charging Portable Electronic Devices onboard.

Note 3:

Only water or other non-alcoholic liquid can provide sufficient cooling to prevent re-ignition and/or propagation of the fire to adjacent batteries.

WARNING 1: Do not attempt to pick up and move a smoking or burning device! Bodily injury may result.

page 4–48


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES WARNING 2: Do not cover the device or use ice to cool the device. Ice or other materials insulate the device, increasing the likelihood that additional battery cells will reach thermal runaway. WARNING 3: Do not move the device until you are certain the fire is extinguished and the device is cool. Transferring a burning appliance into a fire proof gash bag may be extremely hazardous. WARNING 4: Do not use fire proof gash bag to isolate burning lithium type batteries.

4.18.7.10

Flight Deck Fires Fire or smoke involving instrumental displays will be dealt with by the Captain initiating Flight Crew fire drills. Fire/smoke in areas of the flight deck will most likely be electrical. •

The Captain will isolate relevant electrical circuits.

•

Discharge Halon to extinguish the fire.

The Captain may require the assistance of CC to bring additional back up extinguishers and equipment to the flight deck. Note 1:

If smoke occurs in the flight deck, the Flight Crew will don oxygen masks and set regulators to 100% as needed. Keep the flight deck door closed so passengers are not alarmed.

Note 2:

If a fire extinguisher is to be discharged in the flight deck area, all Flight Crew members must wear oxygen masks and use 100% oxygen with emergency selected.

4.18.8

Extinguishing Agents

4.18.8.1

Halon

4.18.8.1.1

Description of Extinguisher for Immediate Identification Halon is a red fire extinguisher. Halon is a fire extinguishing agent which is gaseous when discharged in the aircraft environment and is electrically non-conducting. Halon is an universal aircraft fire extinguisher, both portable and fixed.


page 4–49


4.18.8.1.2

Characteristics of the Agent It works mainly by chemically interrupting the reaction described as the ‘Triangle of Fire’ (Fuel-Oxygen-Heat) which must be sustained for a fire to continue. Halon does not produce residues and therefore does not cause secondary damage. However, the fumes are toxic if inhaled and all practicable precautions shall be taken when it is used.

4.18.8.1.3

Limitations and Restrictions The toxicity of the Halon gases, especially the combination which makes up Halon, is such that use in confined spaces requires care to minimize any inhalation of the discharged gases. Where a portable Halon extinguisher is used by CC, a PBE must be worn.

4.18.8.1.4

Methods of Application The initial application of Halon shall be made at the base of the fire, in short sharp bursts.

4.18.8.1.5

Suitable Alternative Agents and Procedures Halon does not ‘cool’ therefore the use of water glycol or any non-alcoholic liquid shall be used to cool embers. See Section 3.1 and Section 3.2 for details.

4.18.8.2

Water Glycol

4.18.8.2.1

Description of Extinguisher for Immediate Identification Water glycol is a grey coloured fire extinguisher.

4.18.8.2.2

Characteristics of Agent Water glycol fluids contain 35 - 60% water to provide fire resistance and glycol antifreeze (for freeze point protection) and a thickener. Non Toxic.

4.18.8.2.3

Limitations and Restrictions Not to be used on an electrical fire.

4.18.8.2.4

Methods of Application Use in one continuous motion.

4.18.8.2.5

Suitable Alternative Agents and Procedures Any non-alcoholic liquid to cool the fire. See Section 3.1 for details.

page 4–50



4.18.9 4.18.9.1

Smoke and Fumes Protection of Aircrew and Passengers Smoke in the Cabin Smoke is a by-product of fire and if there is no visual sign of flames, the surrounding area shall be checked for presence of heat. If heat is found, remove all combustible materials. The Flight Crew must be informed immediately via the interphone of the suspected cause, colour and quantity of smoke and passenger reaction. It may be possible for the Flight Crew to perform smoke removal procedures. This is done by means of the pressurisation system. Passengers must be moved from the affected area and told to keep their heads down low to inhale the breathable air at floor level. The interior of the aircraft is made from a combination of man-made materials all of which can produce dense toxic fumes when a heat source is introduced. As heat is present these fumes rise. Therefore, in the confines of an aircraft, these toxic fumes and gases collect in the ceiling area, which means any breathable air will be at floor level. The physical effects of smoke on individuals would be: 1.

Eyes watering.

2.

Choking.

3.

Asphyxiation.

Where smoke in the cabin makes it difficult to breathe instruct passengers to lean over keeping their heads low and breathe through a jumper, headrest cover, handkerchief, etc. If possible, distribute wet hand towels. Should smoke make breathing difficult or become excessive, the Flight Crew may vent the cabin by increasing the air-conditioning flow rate. Alternatively, they may adjust the cabin altitude/pressurisation rate selectors and open various outflow valves. If this increase in cabin ventilation is not adequate to dissipate the smoke, the Captain will consider landing at the nearest airport. CC shall prepare for an emergency evacuation.

4.18.9.2

Smoke Removal Procedure Smoke removal procedure shall not be requested unless absolutely necessary as an increase in ventilation is required to clear the smoke, while fire-fighting procedures require a minimum of ventilation in order to starve the fire of oxygen.


page 4–51


4.18.9.3

Installation of Smoke Barrier/Use of Other Special Equipment Do not deploy passenger oxygen masks. The oxygen system is for use only during a cabin pressure loss. The masks do not seal around the mouth and therefore smoke in the cabin would be inhaled, and oxygen would escape from the mask, feeding the fire.

4.18.10

Ground Based Emergency Services Should a diversion be required, once on the ground the Fire services, Police and Ambulances will immediately assist. Once Aircrew have evacuated the passengers and themselves they then hand over control of the situation to emergency services. For an internal fire, as the evacuation at each exit ends, the fire-fighters will enter the cabin. Information passed to the Firemen include: Note:

Do not use jargon.

•

The location of fire.

•

What is on fire.

•

THOB.

•

Information regarding passengers/Aircrew who may still be trapped inside the cabin or who have been overcome by smoke. Ambulance crews will treat passengers who have been overcome by smoke, suffering with burns or who require any other form of medical treatment. If you can, you should direct passengers away and upwind of the aircraft as rapidly as possible.

4.18.11

Cabin Crew Roles in Fire Fighting Refer to Section 5.11.11.2 for type specific.

4.18.12

Fire Equipment Carried On Board Refer to Chapter 3 for details.

page 4–52



5

AIRCRAFT TYPE SPECIFIC: SYSTEMS, EQUIPMENT AND PROCEDURES

5.0

Aircraft Description Model Boeing.

737-800.

Engines.

CFM 56–7.

Take-off weight.

77,990 kilograms.

Range.

2,800 nautical miles.

Speed.

340 knots (.82 mach).

Maximum operating altitude.

41,000 ft (12,496 m).

Passenger seating capacity.

189.

Crew.

1 Captain. 1 First Officer. Up to 6 CC.


page 5–1


5.1

Cabin Configuration

5.1.1

Safety Equipment – Equipment Diagram EQUIPMENT 737-800 FLIGHT DECK 1x Halon 2x Torches 4xQuick Don O2 2x Escape Ropes

2x Fire Gloves 1x Crash Axe 1x PBE 4x Crew Life Jackets ABOVE No 1's JUMPSEAT

1x Halon 1x Fire Gloves

TOILET

GALLEY

GALLEY STOWAGE 202 1x Demo Kit 2x INF Flotation Devices 18x INF/ extention Seatbelt 1x child O2 Mask where fitted

UNDER No1's JUMPSEAT

1x PBE

1

GALLEY

1x Torch

2

R1 STOWAGE

1x Crew Life Jacket

3

1x ELT Type C where fitted

4

1 Fire Proof Gash Bag 2 Guard Rails

1x CSS QRG

5 6

Forward Bulkhead Stowage

7 8

1x Loudhailer 1x Copy of SPI's

1x Torch

9

1x SEP Manual

1x Crew Life Jacket

10

UNDER EACH JUMPSEAT

1x PBE

11

HATBIN 14 DEF

12

4xO2 Bottle+4 spare masks

14

1x White FAK

15

1x Pocket Mask

16 17 18 19 20 21 22 23 24 25 26 27

HATBIN 33 DEF

28

1x Loudhailer

HATBIN 33ABC

29

2xO2 Bottle+2 spare masks

30

2x Demo Kits 2x Inf flotation Devices

14x INF flotation Devices

31

2x FAK (white and green)

32

5x spare adult Life Jackets

33

BEHIND ROW 33 ABC 1x Halon

TOILET

TOILET

1x CSS QRG

page 5–2

1x Halon 1x Water Glycol 1x Fire Gloves

UNDER NO 2 JUMPSEAT

L2 Stowage 1x ELT A/B

ABOVE NO 3 JUMPSEAT

GALLEY

BEHIND THE TROLLEYS

1x Wheelchair if fitted



5.1.2 5.1.2.1

Cabin Crew and Passenger Seats Cabin Crew Seats (Jumpseats) CC seats are located beside the L1, L2 and R2 door. They are double jumpseats each for up to two CC. They are “Cinema type” self-folding seats which should retract to the stowed position automatically after use. A combination seat belt/shoulder harness and a padded head rest are installed in the seat. The harness functions as an inertia restraint device and retracts into a stowed position when not in use. The seats have an adjustable shoulder harness with a single-point release from a single buckle. The buckle has a release plate that must be moved through 90 degrees for release. When getting up from the seat on the ground the harness buckle must be fastened to prevent damage to the jumpseat and the buckle. When getting up from the seat in the air, the harness buckle must remain open so that CC can get strapped in quickly in case of turbulence. A communications handset is located in the forward (L1) and rear (L2) jumpseats, between the headrests. WARNING: Under turbulent air conditions where rapid aircraft movement is expected, failure to firmly connect and properly adjust the CC seat belt and shoulder harness may result in injury.


page 5–3


5.1.2.2

Passenger Seating Seating layout is row 1 to 33. There is no row 13, and no row 1 DEF. There are two overwing exits on each side of the cabin, located at rows 16 and 17 ABC and DEF. Onboard the aircraft there are 189 passenger seats each of which are equipped with a Seat belt. On aircraft before EI-DHD a life jacket is stowed under each seat. On EI-DHE onwards a life jacket is stowed above each seat in the PSU panel except 1ABC and 2DEF where they are stowed under the seat. Each passenger seat has a table. These are attached to and fold into the seat backs. The seats at rows 16 and 17, 1ABC and 2DEF have a tray table folded into their armrest and the aisle and window armrests are all fixed. The armrests on all other seats can be lifted up to give ease of access (except on the newer 737-800 where they are fixed). Aisle seats with the exception of 1C, 2D, 16CD and 17CD have a button under the armrests to release the lock; this allows the armrest to be raised to facilitate reduced mobility passengers. All aircraft are equipped with 18 infant seat belts and 18 infant floatation devices. On occasions it may be necessary to increase this number up to a maximum of 35. In this situation, additional infant seat belts and flotation devices shall be placed on board prior to dispatch. Where additional infant seat belts/life jackets are placed on board, the detail shall be recorded in the aircraft tech log by the operating Captain or engineer. Where the seat belts/life jackets are removed from another aircraft, an entry shall be made in the tech log of the donor aircraft by the operating Captain or engineer. The operating Captain shall call MAINTROL (Maintenance control) and provide the relevant details of the exchange of safety equipment. The operating Captain shall ensure that there are always 5 spare adult life jackets on board the aircraft.

5.1.3

Stowage Areas

5.1.3.1

Stowage of Cabin Crew Bags Where trolleys are loaded, CC shall stow their bags behind the trolleys. Where trolleys are not loaded, CC shall stow their bags in the overhead locker and monitor for the duration of the flight. No 1 and No 4 shall use overhead locker 1ABC and No 2 and No 3 shall use overhead locker 32ABC.

page 5–4



5.1.4

Toilets

5.1.4.1

General This chapter provides a description of the toilets and their locations, water and waste systems.

5.1.4.2

Toilet Locations There are three toilets, one behind the flight deck, left hand side of the aircraft, and two in the rear of the aircraft, behind 33ABC and 33DEF. The forward and rear left toilets have access for reduced mobility passengers. The rear left toilet also has a baby changing facility.

5.1.4.3

Toilet Description Each toilet compartment contains a toilet, wash basin, mirror, stowage for necessary vanity items (e.g. toilet paper) and a waste bin. In addition, there is an attendant call bell, a loud speaker for PA’s, a RETURN TO SEAT sign, a smoke detector/alarm, a waste compartment fire extinguishing system, lockable door and an overhead compartment containing two oxygen masks. Closing and latching the toilet causes the mirror light and a LAVATORY OCCUPIED sign to illuminate. Ventilation is provided for each lavatory and air exhausts through overboard vents.


page 5–5


5.1.4.4

To Lock/Unlock the Toilet Door From the Outside The toilet door can be locked or unlocked from the outside:

5.1.4.5

•

Lift the ‘LAVATORY’ sign.

•

Slide the latch across.

Toilet Water System The potable (filtered) water system is supplied from one tank located beneath the cabin floor. Potable water is supplied to the toilet sinks and the toilet flush system. The tanks are normally pressurised with air from an electric air compressor. When this compressor is not available, alternate pressurisation is automatically provided from the aircraft system. Hot and cold water is available in the toilets. The water heater is located below the toilet sink and has three selectable temperatures: •

Low (approximately 105°F or 40.5°C).

•

Medium (approximately 115°F or 46°C) – normal position.

•

High (approximately 125°F or 52°C).

An amber indicator light located near the top of the heater is illuminated when the power switch is on and the heater is operating normally. An ON/OFF switch is located next to the amber light. The amount of water remaining in the tanks can be checked on the rear CSA panel. Water is not available while the tanks are being serviced.

page 5–6



5.1.4.6

Toilet Waste System Waste water from the sinks is drained overboard through heated drain masts. Toilet waste is flushed into a holding tank located in the cargo area. Below 16,000 ft (4876 meters), the waste system uses a vacuum to collect the waste and drop it in the tanks. Above 16,000 ft, the pressure difference between the cabin and outside pressure moves the waste from the toilet into the tanks. Pushing the flush button on the toilet activates the flush cycle. A flush cycle uses water from the potable water system, and lasts approximately 7 seconds. Once the flush button is pushed, there is an automatic 15 second delay for a system reset before the next flush cycle can be initiated. This saves water by preventing consecutive flushes if the flush button is continually pressed. There are two sensors attached to the upper part of the waste tank. Both sensors must signal that the waste tank is full before the flush is deactivated. If a sensor fails, it signals that the tank is full. There is also a sensor in each waste tank drain line. It provides data to the WASTE SYSTEM indicator on the rear CSA panel on the amount of waste in the waste tank. Waste tank quantity status can be checked on the rear CSA panel. When the tank becomes full, the LAVS INOP light will illuminate and all toilets will be inoperative. The CLEAN CHECK SENSOR light will illuminate if a sensor is dirty, indicating system maintenance is needed. The waste system still works when the CLEAN CHECK SENSOR light is illuminated. The toilet waste shall read empty at the start of an early shift as these get emptied at night. They can also be emptied in most bases and the No 2 needs to inform the No 1 if the toilets need to be serviced.

5.1.4.7

Toilet Panel Door To open the toilet panel door in the event of a door latch failure, the following procedure shall be followed: On Aircraft up to EI-DCB •

Remove the screw from the handle using a coin or other small suitable tool and keep the screw.

•

Pull off the door latch handle.

•

Push the shaft through with the screw from the door latch handle.

•

Remove the plate from the door (the latch assembly comes away with the plate and the door can be opened).


page 5–7

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES On Aircraft EI-DCC – Onwards 1.

Lever the door latch tang receptacle forward with a coin and it will spring open.

2.

The door latch tang will then be exposed.

3.

Pull the door inboard to open.

5.1.5

Galley Appliances Including Ovens, Water Boilers, Control Panels

5.1.5.1

Galleys There are two galleys on board the aircraft, one at the Fwd and one at the Rear. The Fwd Galley can contain 4 large and 1 small trolley, 2 water boilers, 2 sinks, 2 cold taps, a maximum of two ovens and space for meal/ bar boxes. The Rear Galley can accommodate 5 large trolleys, two water boilers, one cold tap, a sink and a maximum of four ovens with space for dry stores/meal/bar boxes.

5.1.5.2

Galley Description Individual galley modules may contain ovens, waste containers, storage/servicing carts, sinks and stowage space to help in food preparation. Galleys are equipped with electrical power and water systems. Lighting controls are located on the galley electric panel. A galley vent system keeps the air fresh. Service carts (Trolleys) must be secured for taxi, take-off, turbulence and landing in their stowage areas. The number of trolleys shall not exceed the number of available spaces.

page 5–8



5.1.5.3

Sockets in galleys are not to be used to recharge any PED.

Galley Power Power for the galleys is available only if the galley power switch in the flight deck is ON. In flight, with the loss of one or more generators, galley electrical power is automatically shut off.

5.1.5.4

Galley Oven Procedures Pre-departure Inspection • Circuit breakers.

– In position.

• No foreign objects in oven.

– Check.

• No excessive dirt/grease.

– Check.

• Oven cooking racks.

– Clean, clear of labels, present.

• Timer.

– ON, for 5 min to heat oven up, turn oven off.

Note:

Any identified malfunction with any of the items above must be brought to the attention of the Captain prior to departure.

On-board Use •

DO NOT use the ovens unless the racks are in position.

•

Check inside the oven for foreign objects.

•

The No 1 is responsible for the delegation and supervision of cooking, however all Aircrew shall familiarise themselves with these procedures and follow them stringently.

•

Aircrew are permitted to cook own food. However, they must use the oven bags provided.

•

If food is to be cooked in its packaging or own container it must be confirmed that it is suitable for conventional ovens not a microwave. Follow all instructions on the pack. Timer to be used and oven needs to be monitored while in use.

•

Meals prepared at home for consumption on-board must be wrapped and sealed in a suitable oven proof container for the required cooking period.

•

If there is a spillage of food or grease in an oven during a flight it must be cleaned up as soon as possible. If it is too difficult to remove, the ovens shall not be used for the duration of the flight.

•

Dirty ovens must be reported in the cabin defects log book for cleaning at end of day.


page 5–9


If at any time the circuit breaker should pop out this signifies that there may be an electrical fault. Immediately turn off the relevant oven and communicate this to the Captain. Circuit breakers must never be reset. Do not use the oven for the rest of the flight and monitor in case of fire.

•

Ovens to be switched off during take-off and landing.

Note:

If an oven should go on fire during a flight, act fast and perform the drill for an oven fire as outlined in Section 4.18.7.3 of this Manual.

5.1.6

Water Supply Systems – Sinks, Drains, Water Shut-off

5.1.6.1

Potable (Filtered) Water – Minimum for Dispatch Potable water is not mandatory for flight, is primarily a service issue and the following guidelines apply: •

Safety of operations takes precedence over commercial considerations.

•

When established that potable water is empty and bars have NOT been loaded the aircraft should not normally depart until one of these is replenished.

•

When it is established that potable water is ⅛ full and bars have NOT been loaded it is permissible to depart. On board service shall be managed to conserve remaining potable water for unexpected SEP issues.

•

When potable water indication is > ⅛ full and bars ARE on the aircraft normal service resumes until potable water content reduces to ⅛ full and the restrictions above apply.

•

⅛ full is between E and ¼ mark.

Sensible application of these guidelines will ensure that our passengers travel safely and punctually with minimum disruption.

page 5–10



5.1.6.2

Galley Water System Galley water is supplied from one water tank. The tanks are normally pressurized from the aircraft bleed air system. When bleed air pressure is not available, alternate pressurisation is automatically provided by an electric air compressor. Water is not available while the tanks are being serviced. Each galley is equipped with a WATER SHUT-OFF VALVE. Positioning the WATER SHUT-OFF VALVE to OFF turns off water to that galley. Figure 1 Water Shut Off Valve.

In the AFT/galley – The water shut off valve is located below the boilers at floor level. In the FWD galley – There are two water shut off valves, one located above each boiler around eye level.

5.1.6.3

Galley Waste Galley sink waste water is drained overboard through heated drain masts. Do not dispose of solid waste materials (coffee grounds, tea bags, fruit pulp, and so on) in the sink. Put solid waste material in the galley waste containers.

5.1.6.4 5.1.6.4.1

Galley Non-normals Galley Sink Drain Blockages To prevent sink drain blockages, do not put solid waste in the sink drain. Do not remove the sink drain strainer. Put solid waste in the waste containers. Mixtures of milk and wine can curdle and create drain blockage. When disposing of milk and wine, pour them separately into the sink, diluting each with an equal amount of water to flush the system. If a sink drain is blocked, or drainage is slow, no more fluids shall be poured into the sink. Dispose of fluids in another galley sink.

5.1.6.4.2

Galley Water Fails to Shut Off If the water cannot be turned off in any of the galley fixtures, such as the sink, water boiler, and so on, the water system for that galley must be shut off. Position the galley WATER SHUT OFF VALVE to OFF.


page 5–11


5.1.6.5

Water Supply Selector Valve Each toilet has a WATER SUPPLY selector VALVE. The WATER SUPPLY selector VALVE has four positions and is located in the cabinet below the sink. The four positions are: •

SUPPLY – Normal operating position. In this position, water is supplied to both the toilet and the tap.

•

FAUCET – In this position, water is supplied to the tap, but not to the toilet.

•

TOILET – In this position, water is supplied to the toilet, but not to the tap.

•

SHUT OFF – No water is supplied to the toilet or the tap.

Watersupplyselectorvalve(yellow)

5.1.6.5.1

Toilet Sink Water Tap Fails to Shut Off If the tap to the sink is continuously running then water supply to the sink must be shut off. Turn the WATER SUPPLY selector VALVE, located under the sink to the TOILET or SHUT OFF position.

5.1.6.5.2

Toilet Flooding If a toilet floods due to the water rinse valve sticking open after flushing, immediately flush the toilet to evacuate excess water from the toilet bowl. If the water is still flowing, shut off the water for that toilet. Turn the water supply selector to the FAUCET or SHUT OFF position.

5.1.6.5.3

Toilet Flush Valve Fails to Reset A loud continuous air noise or sucking noise coming from the toilet is caused by the flush valve sticking in the open position. •

Close the toilet lid.

•

Pull the manual shut off handle located at the base of the toilet.

This closes the flush valve and stops the noise. Placard the lavatory as inoperative.

page 5–12



5.1.7

Curtains, Partitions There are currently no curtains or partitions on board B738 operated by Ryanair A/C.

5.1.8

5.2

Assist Space •

L1 between L1 Jumpseat and L1 door frame facing the aft of the A/C.

•

R1 beside R1 door frame facing the aft of the A/C.

•

L2 between L2 jumpseat and L2 door frame facing the aft of the A/C.

•

R2 between R2 jumpseat and R2 door frame facing the aft of the A/C.

Minimum Required Aircrew Complement for Operation ORO.CC.100(b)(2) Minimum Aircrew Complement: •

1 Captain.

•

1 First Officer.

•

4 CC. (1 CC per 50 Passenger seats or fraction of.)

Chain of Command: •

Captain.

•

First Officer.

•

No 1.

•

No 2.

•

No 3.

•

No 4.

And up to two Supernumerary CC.

5.3

Cabin Crew Seating Position There are six CC jumpseats: •

A double rear facing jumpseat at L1 (No 1 sits outboard, No 4 sits inboard).

•

A double rear facing jumpseat at L2 (No 2 sits inboard).

•

A double rear facing jumpseat at R2 (No 3 sits inboard).

If extra supernumerary Aircrew on board, SNY’s will sit either: •

A double rear facing jumpseat at L2 (SNY sits outboard).


page 5–13


5.4

A double rear facing jumpseat at R2 (SNY sits outboard).

Cabin Crew Duties – Specific Areas of Responsibilities ORO.CC.110

5.4.1

Pre-departure Safety Equipment Checks All safety equipment must be inspected before boarding of the first flight of your duty. A full list of all equipment carried on the aircraft is listed in section 5.1.1 of this manual. If any item/s are found to be missing or defective the No 1 must be informed immediately who will in turn advise the Captain. The Captain must also be informed of any problems with cabin equipment. Problems must be rectified before departure or after the Captain checks the minimum equipment list in the flight deck. In addition to security checks, the following PDI’s must also be carried out before the first flight:

5.4.1.1

5.4.1.2

5.4.1.3

page 5–14

Assigned Door Checks •

Open door – check exterior handle in place.

•

An open door way, without airbridge or steps in place, has a safety strap attached.

•

Closed door – handle is horizontal, door is flush with the fuselage and safety strap is stowed.

Jumpseat and Area Check •

Seat retracts correctly.

•

Seat belt/harness operational.

•

Mirrors, where fitted, provide an adequate view of the cabin from the seated position.

•

Covers for electrical sockets are present and intact.

Cabin Checks •

Emergency lights (ELS)/escape path lighting operational.

•

Seat cushions in place, with their ‘flame retardant’ covers fitted securely.

•

Ensure seat cushions at the overwing exits are fitted with a one inch diameter grey identification circle on the front edge of the seat cover.



5.4.1.4

•

Seat belts are in place.

•

Tables are stowable.

•

Correct safety card in each seat pocket at row 1ABC and 2DEF.

•

All Fasten Seat Belt signs are serviceable.

•

All No Smoking signs are serviceable.

•

All Life jackets for passengers’ seats are present and correctly stowed. For lifejackets in the PSU –check each viewing window is yellow/ white, red tag not visible.

•

Carpets are secure and not frayed.

•

All cabin mouldings are secure.

Galley Check 1. Waste bin flaps and waste cart.

– Operational.

2. Trolleys and restraints.

– Operational.

3. Galley stowage.

– Locked/Secured.

4. Galley power functions.

– Check.

5. Curtains (where fitted).

– Secured open.

6. Water shut-off valve.

– ON.

7. Boiler tap.

– ON, (Purge) check for continuous flow.

8. Oven.

– ON, set timer for 5 min to heat oven up, turn oven off.


page 5–15


5.4.1.5

Toilet Checks •

Waste bin flap operational.

•

Ensure water supply selector is set to SUPPLY.

•

Flush, water and vacuum systems operate correctly, i.e. flush and vacuum systems cut out and water not overheating.

•

All stowage/compartments closed and securable.

•

Internal lights function correctly.

•

Lock toilet after checks completed to prevent unauthorised carriage of passengers.

•

PDIs on the Freon.

•

PDIs on the Smoke Detector.

Note:

5.4.1.6

page 5–16

Passengers may use toilets during boarding (except during refuelling) but they shall be checked and re-locked after each use.

No 1’s PDIs •

Assigned door checks at L1 door.

•

Jumpseat and area check at No 1’s jumpseat.

•

Galley checks at FWD galley.

•

PA/Interphone operational.

•

PDIs on:

•

5.4.1.7

Any identified malfunction with any of the items above must be brought to the attention of the Captain prior to departure.

–

L1 door.

–

L1 slide.

–

Flight deck door.

–

Under No 1’s jumpseat.

–

Above No 1’s jumpseat.

–

R1 stowage.

If No 4 is at the boarding gate, the No 1 must do the No 4’s PDIs.

No 2’s PDIs •

Assigned door checks at L2 door.

•

Jumpseat and area check at No 2’s jumpseat. Issue: 1, Revision: 0, Date: 28-Oct-2014


5.4.1.8

5.4.1.9

•

Toilet checks at AFT left toilet.

•

Cabin checks at rows 21-33.

•

Galley checks at AFT galley including ELS.

•

PA/Interphone operational.

•

Check water and waste system.

•

PDIs on: –

L2 door.

–

L2 slide.

–

ELT.

–


–

Behind 33 ABC.

–

Hatbin 33 ABC.

–

Hatbin 33 DEF.

No 3’s PDIs •

Assigned door checks at R2 door.

•

Jumpseat and area check at No 3’s jumpseat.

•

Toilet checks at AFT right toilet.

•


•

PDIs on: –

R2 door.

–

R2 slide.

–

Above No 3’s jumpseat.

–


–

Hatbin 14 DEF.

–

Overwing exits.

No 4’s PDIs (If the No 4 is not at the Boarding Gate) •

Assigned door checks at R1 door.

•

Toilet checks at FWD toilet.

•



page 5–17


PDIs on: –

R1 door.

–

R1 slide.

–

Stowage 202.

–

Fwd Bulkhead stowage.

If the No 4 is at the boarding gate the PDIs will be carried out by the No 1 as per the Ryanair Operations Manual Part A, Safety and Emergency Procedures.

5.4.2

Passenger Safety Briefing and Positions

5.4.2.1

Manual Safety Demonstration A safety demonstration must be given to all passengers in the aircraft before takeoff. The No 1 should ensure the CC are all in their demonstration positions. CC should ensure that each passenger is able to see the safety demonstration. Note 1:

If English is not the first language of the country of departure the demonstration must be played in the foreign language of the departing country as soon as the English tape has finished. These briefings must be completed in full. The No 1 must ensure that separate briefings are given before take-off to passengers who, for whatever reason, are unable to see or hear the safety demonstration.

Note 2:

Passenger’s headphones must be removed during the safety demonstration.

Demonstration Kits are stowed in the vicinity of the jumpseats. They each contain: •

A safety instruction card.

•

A lifejacket (yellow and non-operational).

•

An oxygen mask (non-operational).

•

A demo infant/extension seat belt.

They must always be pre-flight checked. Note 1:

page 5–18

The safety demonstration must be started once the aircraft doors are closed, passengers seated and doors prepared for departure. The Captain will inform the No 1 if an on board headcount is required. In


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES such circumstances the demonstration will be started immediately after the headcount has been completed and confirmed with the Captain. Note 2:

5.4.2.1.1

If the aircraft doors have to be re-opened (e.g. technical problem) it is NOT necessary to perform the safety demonstration again. Any passenger who boards the aircraft after the safety demonstration has been completed MUST be briefed. The briefing of that passenger may be done individually.

Safety Demonstration PA “Ladies and gentlemen, welcome onboard this Ryanair flight. May we have your complete attention while we point out some of the safety features onboard this Boeing 737-800 series aircraft. Please ensure that headphones are removed for the duration of this demonstration.” “There are eight emergency exits each of which is marked with a red exit sign. Floor path markings running along the cabin aisle will illuminate in darkness and will guide you to the nearest exit in an emergency.” “There are four main doors, two at the front of the cabin one left and one right and two at the rear of the cabin, one left and one right. There are four over-wing exits in the centre of the cabin, two left and two right.” “Please take a moment to note the nearest exit to you, which may be behind you.” “To fasten your seatbelt insert the metal end into the buckle, to secure pull on the loose end of the strap and to open lift the buckle cover.” “In the event of a sudden loss of cabin pressure individual oxygen masks will drop automatically from the panel above your head. If this happens remain seated, pull down firmly on the mask to start the flow of oxygen, place the mask over your nose and mouth and breathe normally. Don’t worry if the bag does not inflate, oxygen is flowing. To secure the mask pull one end of the strap provided. Adults travelling with young children please attend to your own mask first.” “Your lifejacket is stowed in a *pocket beneath your seat or in the panel above your head. In the unlikely event of landing in water remove the jacket from its packet and place it over your head.” “Bring the strap around your waist, clip at the front and secure by pulling on the loose end of the strap as the crew are now demonstrating. To inflate the lifejacket pull down sharply on the red toggle. There is a mouth piece for further inflation or deflation and a light to attract attention. Do not inflate your lifejacket inside the cabin as to do so will impede your exit.”


page 5–19

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES “Further information may be found on the safety card, which is displayed within the area you are seated. Your captain invites you to read this card carefully before departure.” “Before departure, please ensure that your seatbelt is securely fastened, tray table is in the upright and locked position, armrests down and window blinds open. We recommend for your comfort and safety that you keep your seatbelt fastened throughout the flight. There is a call bell, reading light and fresh air vent in the panel above your head.” “Unless instructed otherwise by your crew, portable electronic devices such as tablets and mobile phones may be used on board during all stages of the flight providing Airplane or Flight Mode has been selected. Please select Airplane or Flight mode now. Laptops and larger portable electronic devices must not be used during taxi, take-off and landing and must be placed in cabin baggage either under the seat in front of you or in the overhead locker provided.” “We would like to remind you that smoking is not permitted and toilets are fitted with smoke alarms.” “Ladies and gentlemen thank you for your attention. We invite you to sit back, relax and enjoy your flight.” Note:

At the end of the safety demonstration the No 1 must make the following PA to remind/advise passengers on the location of the life jackets on that particular aircraft.

“Ladies and Gentlemen, on-board this aircraft you will find your life jacket located in the *pocket beneath your seat/panel above your head.” *Delete as appropriate. For aircraft with the life jacket in the PSU – CC must brief passengers in row 1 ABC and 2DEF separately as life jackets are under their seat.

page 5–20

•

No 4 will commence safety briefing at row 1.

•


•




5.4.2.2

Passenger Briefing at Overwing Exits CC shall ensure that there is at least one (1) passenger seated in each of the four (4) rows at the overwing emergency exits. Prior to departure passengers seated at the overwing emergency exit rows shall be given a separate briefing from the CC. The briefing must be given as follows: “Hello. You are seated at an emergency exit and you may be required to operate this exit (point to the 4 exits). Please study this information (point to the safety card on the back of the seat). If you have any questions please ask me.” Note 1:

Only ABPs shall be seated at the overwing direct access seating.

Note 2:

If passengers appear to be unwilling to assist in the event of an emergency they should be offered an alternative seat in the cabin.

Note 3:

If, after boarding is complete there are no passengers seated at the overwing direct access seating CC shall identify, assign and brief at least one (1) ABP passenger at each of the 4 overwing exit seat rows.


page 5–21


5.4.3

Cabin Secure Cabin Secure Checks by Crew Members No 1’s Cabin Secure Checks •

Galley Secure Checks in FWD galley.

•

Cabin lighting set to appropriate mode.

•

Ensure pre-recorded announcements are switched off.

•

Receive “Cabin secure” from No 2 and No 4.

•

At 10 minutes to landing makes PA (see 2.4.5.1) and ensures PED procedure followed.

•

Check all areas of the aircraft are secure and all CC are in their seats.

•

Give “Cabin secure” to the Captain by pressing 1 and ENT on the access panel of the flight deck door.

•

At 10 minutes to landing makes PA (see 2.4.5.1) and ensures PED procedure followed.

•

Before first take off and before last landing check FWD ovens are clean.

•

Before first take off and before last landing check REAR ovens are clean.

•

Immediately take seat.

No 2’s Cabin Secure Checks •

Cabin Secure Checks at rows 21-33.

•

Galley Checks in Rear galley.

•

Toilet Checks in Rear left toilet.

•

Receive “Cabin secure” from No 3.

•

Give “Cabin secure” to the No 1 (by pressing the call bell and giving thumbs up).

•


No 3’s Cabin Secure Checks •

Cabin Secure Checks at rows 11-20.

•

Toilet Checks in Rear right toilet.

•

Give “Cabin secure” to the No 2.

•


No 4’s Cabin Secure Checks • page 5–22

Cabin Secure Checks at rows 1-10. Issue: 1, Revision: 0, Date: 28-Oct-2014


5.4.3.1

•

Toilet Checks in FWD toilet.

•

Give “Cabin secure” to the No 1.

•


Passenger Baggage Passenger baggage is permitted to be stowed behind row 33DEF.

5.4.4

Passenger Seating to Assist in Evacuation CC must ensure that passengers are seated where they, in the event of an emergency evacuation, may best assist and not hinder the evacuation from the aircraft. Those passengers who are allocated direct access seating (row 1ABC, row 16 and 17), must appear to be reasonably fit, strong and able to assist the rapid evacuation of the aircraft in an emergency.

5.4.5

Passenger Seating in Order not to Hinder Evacuation AIR OPS Ref. CAT.OP.MPA.165

5.4.5.1

Seating of Inadmissible Passengers and Deportees – Security Significant Passengers Inadmissible Passengers/Deportees The inadmissible passenger/deportee must be assigned a window seat towards the rear of the aircraft where possible 32F. Persons in Lawful Custody The person in lawful custody must be assigned a window seat towards the rear of the aircraft, where possible 32F, with escorts seated beside him/her.


page 5–23


5.4.5.2

Carriage of Persons with Reduced Mobility (PRM) The number of Persons with Reduced Mobility (PRM) shall be limited only by AIR OPS; the number shall not exceed the number of Able Bodied Passengers (ABP) carried on a Ryanair aircraft as indicated in the table below: PRM – Seating Restrictions

Boarding Card PRM Code

Description

Safety Limit Seating Restriction

Blind/Vision impaired passenger – travelling alone or with a sighted companion – no assistance required – separate tactile briefing required Hard of hearing or deaf passenger Elderly, slow walkers etc. – assistance to gate only – can walk up/down aircraft steps and around cabin without assistance

BLDP DEAF WCHR


Description

50% of ABP


PETC

Blind/Vision impaired – assistance required separate tactile briefing required Intellectual disability – able to understand and respond to safety instructions – no accompanying 4 per flight adult subject to no Complete assistance to aircraft seat OXYG pax, otherwise 3 Assistance through apt and up and down steps Travelling with guide assistance dog – assistance required, separate tactile briefing required Travelling with assistance dog, no briefing required

OXYG

Requires pre-booked in-flight therapeutic oxygen

BLND DPNA WCHC WCHS BDGR


Description

AMSA

1 per flight

Not permitted in direct access seats

Not permitted in direct access seats Not permitted in direct access seats


Passengers using own Crelling Harness/MERU travel chair during flight Passengers using own Amsafe CARES Child Aviation Restraint System

CREL/MERU

Not permitted in direct access seats

2 per flight 1 on each side

Row 33

20 per flight

Must not be used in direct access seats

•

Where a PRM is part of the safety limit of 4, the passenger must sit at window seat UNLESS occupied by their travel companion or flight load permits seat(s) between PRM and window to remain empty.

•

Any PRM (subject to numerical limits above and excluding CREL/MERU) may book and sit in any seat (except direct access seats).

PRM – Cabin Baggage Stowage •

page 5–24

PRM’s passengers essential medical items must be removed if it is necessary to place bag in hold. Issue: 1, Revision: 0, Date: 28-Oct-2014


5.4.5.3

PRM Boarding Procedure •

No 1 to check with dispatch if PRM’s are expected/OCS or other airport facilities to be used.

•

No 1 to inform rest of the crew before boarding commences.

If PRM boarding through L1 door: •

No 1 to confirm when PRM’s have been boarded via the interphone to the No 2.

If PRM boarding through R2 door: •

No 2 to confirm when PRM’s have boarded via the interphone to the No 1.

If boarding is complete and PRM’s have not boarded:

5.4.6

•

No 2 to inform the No 1.

•

No 1 to inform Captain and Dispatcher.

Passenger Embarkation and Disembarkation AIR OPS Ref. ORO.CC.205 During passenger boarding, where there is no refuelling taking place, the minimum number of CC is as follows: •

There must always be 2 CC on board, one of which must be the No 1.

•

If there are more than 100 passengers (excluding infants) on board, there must be three CC on board, one of which must be the No 1.

•

If there are more than 150 passengers (excluding infants) on board, all CC must be on board.

Embarkation PA “Ladies & Gentlemen, you are all very welcome on board this Ryanair Flight, FR XXXX to XXXX. Please move along the cabin aisle and take your seat as quickly as possible. Please stow your cabin bag under the seat in front of you with the exception of passengers occupying Row 1ABC, Row 16 & 17 and Row 2DEF.” Note:

In unforeseen circumstances, if operating with the reduced CC complement of 3, all 3 CC must be on-board for passenger embarkation and disembarkation.


page 5–25


5.4.6.1

Passenger Distribution In order to ensure balance of the aircraft is safe and in accordance with regulations, passengers must be distributed as per Ryanair Loading Schedule.

5.4.6.2

Allocated Seating Procedure Cabin Crew Procedure

page 5–26

•

All passengers (with the exception of infants) are considered Adults for the purpose of trim.

•

Each Passenger will have a boarding card indicating the seat number they have been allocated.

•

The Cabin crew shall make the following PA to the passengers “Ladies and Gentlemen, your seat has been allocated to comply with weight and balance rules. For your safety you must occupy your allocated seat. Thank you”.

•

In order to verify new ground ops procedures, after completion of boarding the NO 1 shall conduct a headcount of the FWD 5 rows (rows 1-5 inclusive) and the NO 2 shall conduct a headcount of the AFT 5 rows (rows 29-33 inclusive), the figures will be relayed to the Ramp Agent by the No1.

•

Prior to conducting the headcount of the fwd cabin the No 1 shall be positioned at row 5 and count heads in the fwd 5 rows (with the exception of infants) while walking fwd and the No 2 shall be positioned at row 29 and count heads (with the exception of infants) in the aft 5 rows while walking towards the rear.

•

There is no requirement to count passengers in the MID cabin (rows 6-28 inclusive).

•

There is no requirement to identify seat rows that are occupied a simple headcount will suffice e.g. “15 passengers in the FWD and 12 passengers in the AFT.”

Note 1:

Children (U16) and PRM’s are not permitted to sit in Rows 1, 16 or 17 and shall be directed to or swapped with another available seat in the cabin if required.

Note 2:

Passengers with reserved seating travelling with infants will normally sit at window seat unless it is occupied by a travel companion or flight load permits seat/s between infant and window to remain empty.

Note 3:

Passengers with infants may not sit in Rows 1, 15, 16, 17 or 18.



5.4.6.3

Embarkation of Lift On PRMs/Disembarkation of Lift OFF PRMs Ambulift embarkation/disembarkation must use R2 door. L1 door only for airbridge boarding in absence of ambulift. Note:

5.4.6.4

Refuelling and Boarding restrictions apply. Refer to Section 5.4.8 of this manual.

Passenger Disembarkation When the aircraft parks on stand and the Captain commands ‘CC disarm slides and open doors’ all CC go to their assigned doors, disarm and cross-check. •

The No 1 shall open the door to the ‘cocked position’ and check outside for any obstructions before extending the airstairs. The handrails must be correctly attached before allowing passengers to disembark.

•

If the TOB is greater than 150 passengers (excluding infants), a ground handling agent shall lead the passengers into the terminal. Once the TOB is below 150 passengers (excluding infants), the No 4 can proceed to the boarding gate to assist in boarding. The No 1 shall, by counting disembarking passengers at the L1 door, establish that there are less than 150 passengers on board.

•

If the TOB is less than 150 passengers (excluding infants), the No 4 shall marshal the passengers into the terminal and stay at the boarding gate to complete boarding duties.

•

When mobile stairs are in use, the assigned CC shall wait for the stairs to be correctly positioned before opening the doors. Once in position, the ground handling crew will give a signal to the CC (normally by knocking on the door) that it is now safe to open the door and for passengers to disembark. Boarding/ Disembarkation must not commence until the handrails have been adjusted. The only persons permitted to adjust the handrails on mobile stairs are ground handling agents. CC must ensure an orderly flow of passengers through the doors. If Aircrew are aware of any external conditions that may affect the passengers they must be advised e.g. raining very heavily or windy. Passengers disembarking through the L2 door must be instructed by the No 1, via the PA, to walk around the aircraft wing and not under it. Passengers accompanying young children shall be instructed to hold their hands when descending the stairs and on the ramp. Passengers must be advised to observe the marked walkways to the terminal building.

Once All Passengers Have Disembarked: •

Complete Security checks.

•

Ensure Infant/Extension Seat Belts are returned to the correct stowage.


page 5–27


At transit stops where passengers remain on board, the ‘required’ CC shall remain at their assigned door area. Note:

If “No 1 to the flight deck” is heard during disembarking refer to Section 5.11.2.3. If refuelling/defueling ensure the correct procedures are followed.

5.4.6.5

Anti-tipping Procedures When Boarding or Disembarking The risk of aircraft tipping is low. Aircraft tipping can occur where there are extremes in the passenger distribution during embarkation and disembarkation. It poses a threat of potentially serious injury to aircrew, passengers and ground staff and serious damage to the aircraft and ground equipment. Aircraft tipping can occur with low passenger loads when all passengers are positioned in the aft section of the cabin. This would most likely happen where the L1 door is not available for use and passengers are embarking and disembarking through the L2 door. To avoid tipping up of the aircraft refer to the Anti-tipping procedure. When boarding or disembarking see below procedure. Disembarkation When the L1 door is not available and only the L2 door is being used for disembarkation, passengers in the rear half of the cabin shall be disembarked first. When the rear half has disembarked the passengers in the front half of the cabin shall be released to disembark. When disembarking from the L2 door only, or in the event of a problem developing with the L1 door, the No 1 shall direct the No 4 to proceed to the centre of the aircraft and restrict passengers from the front section gathering in the rear of the cabin. No 4 will release the passengers in the forward half to disembark only after those in the rear half of the aircraft have disembarked. In these circumstances provided the TOB is less than 150 passengers (excluding infants), No 3 will then marshal passengers on the ramp. Boarding/Embarkation When the L1 door is not available and only the L2 door is being used for boarding/embarkation, the No 4 shall be positioned at the centre of the cabin and shall direct passengers to the overwing exits and forward rows. Once the front section is approximately 50% full, general seating is allowed. In these circumstances, the No 3 shall assist at the boarding gate as per Company SOP and return to the aircraft before the 150th Passenger.

page 5–28


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Weight Distribution During Embarkation/Disembarkation To avoid large accumulation of passengers at the aft of an aircraft, embarkation and disembarkation must be sequenced as follows: •

Passenger disembarkation shall be closely monitored, especially if only FWD L1 door is in use. In the event of an aisle blockage in the mid-cabin, the remaining passengers in the front cabin shall be held in the front part of the cabin (preventing them from disembarking) until the blockage is cleared and the flow of passengers towards the FWD L1 door has been re-established.

•

Passenger embarkation shall be closely monitored, especially if only AFT L2 door is in use. Monitor passengers embarking and initially direct them towards the front part of the cabin. At the end of embarkation, they shall be evenly distributed throughout the cabin. The No 1 will make PAs as necessary advising passengers to wait in the front cabin/FWD L1 door area or take seats in the front part of the cabin, as appropriate. CC shall be extra vigilant if the Airstairs are INOP or steps are not available, the FWD Cargo hold is INOP or the flow of passengers is restricted for any reason.

5.4.7

Arming/Disarming

5.4.7.1

Cabin Crew Responsibility The CC are responsible for attaching and detaching the slide bars, i.e. Arming and Disarming the doors are as follows. With four CC:

5.4.7.2

•

No 1 – Front main passenger door L1.

•

No 2 – Rear passenger door L2.

•

No 3 – Rear service door R2.

•

No 4 – Front service door R1.

Operation Arming a Slide All door slides will be armed once all doors are closed and all passengers are seated. The No 1 will call the No 2 using the inerphone (55) and say “Prepare doors for departure. Arm and cross-check”. The following procedure must be followed when arming a slide: 1.

Place red flag across viewing window.

2.

Remove Girt Bar from stowage hooks on bottom of cosmetic cover.

3.

Attach Girt Bar to brackets on the floor.


page 5–29


Verbally confirm slide(s) armed and cross checked. Girt Bar and Red Flag status on each door must be checked by all CC involved. a.

Verify girt bar attached to brackets on the floor.

b.

Verify red flag across the viewing window.

5.

No 2 will call No 1 via the interphone (55).

6.

No 1 will say “Confirm rear slides armed and cross-checked?”.

7.

No 2 will check both slides again and say “Confirmed – rear slides armed and cross-checked” to the No 1.

8.

No 1 will check both slides again and say “Confirmed – forward slides armed and cross checked” to the No 2.

Note 1:

When red flag is across the viewing window this indicates to any catering staff, ground staff etc. outside the aircraft that the slide is armed.

Note 2:

Where an airbridge has been used, the No 1 will not give the command to prepare the doors for departure until the airbridge has been removed away from the aircraft giving enough room for the slide to deploy.

Note 3:

In a non-emergency situation, opening the door from the inside or outside with the door slide armed will automatically inflate the slide and cause injury or death to the person(s) standing outside the door.

Disarming a Slide Only when the aircraft is at a complete stop, the engines are shut down and the “Fasten Seat Belt” signs go out, the Captain will say “Disarm slides and open doors”. The following procedures must be followed when disarming a slide: 1.

Remove Girt Bar from the brackets on the floor.

2.

Place in the stowage hooks on the bottom of the cosmetic cover.

3.

Remove red flag from viewing window.

4.

Verbally confirm slide(s) disarmed and cross checked. Girt Bar and Red Flag status on each door must be checked by all Aircrew involved. a.

page 5–30

Verify girt bar removed from the brackets on the floor. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES b.

5.4.8

Verify red flag removed from the viewing window.

5.

No 2 will call No 1 via the interphone (55).

6.

No 1 will say “Confirm rear slides disarmed and cross-checked?”.

7.

No 2 will check both slides again and say “Confirmed – rear slides disarmed and cross-checked” to the No 1.

8.

No 1 will check both slides again and say “Confirmed – forward slides disarmed and cross checked” to the No 2.

Arm slides.



Only on No 1’s command “Cabin Crew prepare doors for departure, arm and cross check”.

Disarm slides.



Only on the Captain’s command “Cabin Crew disarm slides and open doors”.

Fuelling with Passengers On-board, Embarking or Disembarking AIR OPS Ref. CAT.OP.MPA.195

5.4.8.1

5.4.8.2

Flight Crew Must Ensure: •

Airport bylaws permit refuelling in these circumstances.

•

Flight deck must be manned by at least one pilot.

•

No 1 is informed when refuelling/defueling starts and finishes.

•

Ramp agent must be aware that refuelling is in progress during boarding.

•

Agreed signals/communication exists between the Flight Crew and ramp agent and refuelling supervisor (RFS).

•

Fasten Seatbelt signs are OFF.

Cabin Crew Must Ensure: •

All 4 CC (CC) must be on-board at all times when refuelling/defueling is taking place and passengers are boarding, on-board or disembarking. The No 1 must be at the fwd doors, the No 2 must be at the aft doors and the No 3 must be at the overwing exits during boarding and at the aft doors during disembarking.

•

No 4 shall be positioned by the R1 door and will be ready to return to the boarding gate when refuelling has been completed.

•

If fuelling and disembarking, all 4 CC must remain on-board until the last passenger disembarks.

•

A minimum of two doors must be closed. (Slides DISARMED.)


page 5–31


5.4.8.3

•

All open doors must have a set of steps or airbridge in position, and remain in position until refuelling/defueling has been completed.

•

Provision is made for a safe and rapid evacuation. The ground area around each exit intended for emergency evacuation and slide deployment must be kept clear.

•

Passengers must remain in their seats with their seatbelts unfastened.

•

Wheelchair Lift On passengers are NOT permitted to board the aircraft during refuelling.

•

Wheelchair Lift Off passengers must remain in their seats with their SEATBELT unfastened whilst awaiting lift off, if permitted by local airport by-law.

•

Passengers are advised when refuelling has started/ stopped via the PA (at regular intervals).

•

Passengers and CC do not cause unnecessary obstruction of exits or aisles or in any way hinder a possible evacuation of the aircraft.

•

Toilets must be locked.

•

Passengers do not smoke.

•

Passengers do not operate electrical switches, radios, cassette players, etc., or otherwise produce sources of ignition.

•

The refuelling supervisor (RFS) is informed immediately shall fuel vapour be detected inside the aircraft or any potential hazard is observed.

•

When refuelling is completed, and there are less than 150 passengers (excluding infants) on-board the aircraft, the No 4 shall leave the aircraft to complete boarding or marshalling as required by the ground handling agent (except where remote stands are in use).

•

If during refuelling/defueling a hazard (i.e. fuel leak, fuel vapour or fire) is detected and evacuation is called: –

No 1 shall commence evacuation using the airstairs/mobile steps attached to L1 door.

–

No 2 shall rearm the slide and open the R2 door, ensure that slide has been deployed and commence the evacuation.

–

No 4 shall rearm the slide and open the R1 door if safe to do so, ensure that slide has been deployed and commence the evacuation.

Response to Fuelling/Defueling Hazard If during refuelling/defueling a hazard (i.e. Fuel leak, fuel vapour or fire) is detected then the following procedure must be adhered to:

page 5–32


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES The No 4 Detects the Hazard: •

The No 4 must inform the No 1 verbally.

•

The No 1 must enter the flight deck and advise the Flight Crew that refuelling/ defueling must be stopped immediately.

•

The No 1 must inform the No 2, via the interphone, of the hazard.

•

The No 1 presses the call bell 3 times to alert the No 3, who must remain vigilant.

•

The No 1 and No 2 must immediately stop the boarding of passengers.

•

All CC must be ready to evacuate using all available exits.

The No 3 Detects the Hazard: •

Press the call bell 3 times to alert the No 1 to the hazard, so that refuelling/ defueling can be stopped immediately.

•


•


•


•


The No 2 Detects the Hazard: •

Press 222 on the interphone and alert the Flight Crew of the hazard, so that refuelling/defueling can be stopped immediately.

•

Inform the No 1 via the interphone.

•


•


•


The No 1 detects the hazard: •


•


•


•

The No 1 must inform the No 4 verbally.

•



page 5–33


5.4.8.4


Fuelling with Lift-off Passengers On-board Ryanair permits refuelling with lift-off passengers on-board providing: •

There is no local bylaw that prevents this activity.

•

There is no financial penalty associated with this activity.

Prior to commencement of refuelling the Captain will establish if there are any bylaws that prevent refuelling with lift-off passengers on-board. When the lift-off passenger is awaiting disembarkation, the following will apply: •

All other passengers must have disembarked.

•

The Captain will inform the No 1 when fuelling is due to commence.

•

The No 1 or No 2 will brief the passenger on the intention to refuel and evacuation procedures in the event of an emergency.

•

The No 1 will assign a CC with the specific responsibility for the evacuation of the passenger.

•

The armrests of the row will be raised to facilitate ease of evacuation.

•

Where the lift-off passenger is travelling with a carer – this person may remain on-board and will be fully briefed.

•

The wheelchair passenger may be disembarked during the refuelling process provided that all other exits are unblocked.

•

Ryanair does not permit the embarkation of wheelchair passengers during any refuelling/defueling procedures.

5.4.9

Security Check and Security Search Procedures

5.4.9.1

Security Check Procedure A security check must be carried out: •

Before your first flight,

•

During each turnaround and

•

After your last flight.

Immediately prior to giving the Captain “cabin secure” and when all passengers are seated and secure for landing: 1. page 5–34

The toilets (including the rubbish bins) will be checked and locked. Issue: 1, Revision: 0, Date: 28-Oct-2014


The galleys will be checked, including closets, rubbish bins, storage bins, Aircrew equipment bins and compartments.

3.

From this point until the completion of disembarkation all toilets and galleys will be maintained under observation by the No 2 at the back and the No 1 at the front of the aircraft to ensure that no unauthorised person gains access and to prevent the introduction of a prohibited article.

After disembarkation: 1.

After all passengers have disembarked, safety straps will be attached across the forward (L1 Door) and aft door (L2). Note:

2.

3.

The purpose of the safety strap across the aircraft doors is more akin to a “police line – do not cross” than a physical barrier. Innocent parties are unlikely to pass through this tape without making themselves known or seeking permission. Parties who pass through this tape without making themselves known are automatically under suspicion and any areas potentially accessed by them must be rechecked.

The Number 1 will: •

Open the toilets, recheck and relock the toilet door.

•

Recheck the forward galley.

•

Check all hatbins from row 1 to 10 (using the mirrors) to ensure that no article is contained within.

•

Commence the security check from Row 10 to Row 1 inclusive (i.e. aft to forward). –

Where the lifejackets are contained in the Passenger Service Unit (PSU) check that none of the units have been tampered with – viewing windows must be yellow or white and the red tag not visible check all lifejackets in Rows 1 ABC & 2 DEF.

–

Where the lifejackets are contained under the seats randomly select and inspect 7 lifejackets.


Check all hat bins enroute to row 11 (using the mirrors) to ensure that no article is contained within,


page 5–35


4.

5.

Commence the security check from Row 11 to Row 20 inclusive (i.e. forward to aft). –

Where the lifejackets are contained in the Passenger Service Unit (PSU) check that none of the units have been tampered with – viewing windows must be yellow or white and the red tag not visible.

–



Open the toilets, recheck and relock the toilet door.

•

Recheck the aft galley.

•

Check all hat bins enroute to row 21 (using the mirrors) to ensure that no article is contained within.

•

Commence the security check from row 21 to 33 inclusive (i.e. forward to aft). –

Where the lifejackets are contained in the Passenger Service Unit (PSU) the Number 2 will check that none of the units have been tampered with – viewing windows must be yellow or white and the red tag not visible.

–


The elements of the Security Check to be conducted in the Aircraft Cabin as referred to in points 2, 3 and 4 above are as follows: a.

Areas under seats.

b.

Seat pockets where fitted.

c.

Seat backs.

d.

Aircrew equipment bins and compartments.

e.

Other compartments in the passenger cabin. The CC will remove all items which have the potential to contain a suspicious article, e.g. envelopes, bottles, cans, sweet papers, etc.

6.

page 5–36

On completion of the security checks the remaining litter will be collected by CC as follows: •

Number 1 – rows 10 to 1.

•

Number 3 – rows 11 to 20.



Number 2 – rows 21 to 33. Note:

This activity is for the removal of final litter and is additional to the security already carried out.

7.

During this whole procedure the CC must keep the doors under surveillance sufficient to ensure that no unauthorised personnel gain access to the aircraft. The positioning of the CC will facilitate this.

8.

When passengers arrive at the aircraft the safety straps are removed and passengers are allowed to board if, and only if the security check is complete. Please note, all personnel attempting to gain access to the aircraft must be challenged in accordance with Ryanair procedures. Items, such as passenger belongings, found during the security check/search procedure must be given to ground staff.

5.4.9.2

Security Search Procedure

5.4.9.2.1

When to Conduct a Security Search Whenever there is reason to believe that unauthorised persons have had access to the aircraft. Whenever an aircraft arrives from a 3rd country (country outside the European Union). Whenever an aircraft was accessible, arrives into or departs from a part of an airport which is not classified as a ‘critical part’*. This information will be provided by the Captain. In addition to the Security Check requirements, the following additional areas must be examined as part of a Security Search: •

Areas between the seats and between the seat and wall.

•

Flight Deck – (if left unattended).

* A ‘Critical Part’ is a phrase used in Legislation to describe the security status of an airport. All EU Airports (including Norway) into which we operate have confirmed that Ryanair flights will arrive into/depart from a ‘Critical Part’ and therefore a Security Check is normally carried out at these destinations. The airport/handling agent is required to inform the Captain should the security status of the airport change. In such circumstances the Captain will inform the CC that they must conduct a Security Search.


page 5–37


5.4.9.2.2

Procedure There shall be no passengers onboard. Service providers are permitted to be onboard provided that they are kept under supervision. All elements of the security check must be completed. CC are also required to check the areas between the seats and between the seat and wall. Flight crew are responsible for conducting a security search of the Flight deck.

5.4.9.3

Security Check/Search Record CC shall inform the No. 1 that they have completed the security check/search. The No. 1 shall inform the Captain that the security check/search has been completed. The Captain confirms completion of the security check/search on the loadsheet by signing the following statement: “I am satisfied that the relevant reqs of AIR OPS have been complied with, and A/C security check/search has been completed in accordance with RYR procedures.”

5.5

Electrical Systems

5.5.1

Normal Lighting System

5.5.1.1

Cabin Lighting Cabin lighting is provided by white incandescent and fluorescent lights. The fluorescent lights are for general lighting and are installed above the overhead lockers on the sidewalls between the passenger service units and the window panels. The incandescent light bulbs are part of the ceiling light fixture and can be illuminated for night flights and flights in dusk or dawn. The controls for cabin lighting are located on the fwd CSA panel.

5.5.1.2

Ceiling Lights The ceiling lights are controlled by a 5-position switch located on the forward attendant panel. The five positions are:

page 5–38

•

Night – The incandescent lights located in the top of the stowage bins are turned on. This is the lowest lighting level available.

•

Off – All power is removed from the ceiling lights. Issue: 1, Revision: 0, Date: 28-Oct-2014


5.5.1.3

•

Dim – Turns on all fluorescent ceiling lights to the lowest lighting level.

•

Medium – Turns on all fluorescent ceiling lights to the medium lighting level.

•

Bright – Turns on all fluorescent ceiling lights to the brightest lighting level.

Window Lights A 3-position switch on the forward attendant panel controls the window lights. The three positions are:

5.5.1.4

•

Off – All window lights are off.

•

Dim – Turns on all window lights to the lowest light level.

•

Bright – Turns on all window lights to the brightest light level.

Entry Lights The forward and aft entry door areas are illuminated using the entry lights switch located on the respective attendant’s CSA panel. The entry lights switch has 3 positions: •

Off – All entry lights are off unless external power is provided. With external power, a dim light is provided.

•

Dim – Turns entry lights on dim.

•

Bright – Turns entry lights on bright and also turns on the threshold light. There is a threshold light installed above the floor on the forward lavatory wall.

5.5.1.5

Lighting Controls Aft CSA Panel Located near the L2 door.


page 5–39


Fwd CSA Panel Located near the L1 door.

5.5.1.6

Reading Lights A reading light and control switch is installed for each passenger seat in the PSU.

5.5.1.7

Lavatory (Toilet) Lights Lavatories are illuminated by fluorescent lighting. With the aircraft on the ground and the power supplied by the GPU, the lights illuminate bright regardless of the door position. In flight, the lights illuminate dim when the door is unlocked and bright when the door is locked. A switch is installed in the door opening area to manually turn the lights on bright without the door locked.

5.5.1.8

Work Lights Each flight attendant station is provided with a work light. The lights are controlled by switches on the flight attendant panel located at each station.

page 5–40



5.5.1.9

Galley Work Lights Above each sink in the galley areas is a galley work light. It has three settings: •

Off – Light is off.

•

Dim – Turns the light to the lowest light level.

•

Bright – Turns the light to the brightest light level.

The galley work light control is situated above the oven.

5.5.1.10

Area Lights The area light in the forward galley has three settings: •

Off – Light is off.

•

Dim – Turns the light to the lowest light level.

•

Bright – Turns the light to the brightest light level.

The Area light control for the fwd galley is situated above the oven.

5.5.1.11

Cabin/Galley Light Settings in Hours of Darkness Should there be an incident during take-off or landing, CC and passengers need to have their eyes adjusted to darkness. For this reason CC dim the cabin lights for both take-off and landing in the hours of darkness. The following table illustrates what lights need to be adjusted. • Window

– Off

• Work

– Off

• Galley/Work

– Off

• Entry

– Off

• Area

– Off

• Ceiling

– Night

Note:

5.5.1.12

If for some reason you need to enter the flight deck during hours of darkness, the galley area and entry lights must be switched off before opening the door.

Cabin/Galley Light Settings in Dusk/Dawn When flying outside the hours of darkness or in weather conditions where light controls set to BRIGHT or OFF is inappropriate, the following light settings are recommended:


page 5–41

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES • Window

– Dim

• Work

– Off

• Galley

– Dim

• Entry

– Dim

• Area

– Off

• Ceiling

– Dim

5.5.2

Emergency Lighting System Including Floor Proximity and External

5.5.2.1

Description The emergency lighting system provides direction to exit locations in dark or smoke filled conditions in a complete electrical failure, and illuminates the exit pathways inside and outside the aircraft.

5.5.2.2

5.5.2.3

Interior Emergency Lights •

Doors Exit signs – above each door.

•

Over-wing Exit Signs – above each exit.

•

Path floor lighting (white, red at the overwing exits).

•

Fixed Exit Signs – located throughout the aircraft in the ceiling of the passenger cabin and at the over-wing exits.

•

Hatbin emergency lights – illuminates the aisles.

•

Vertical Exit Signs – by the doors and overwing exits.

Exterior Emergency Lights Exterior emergency lights illuminate the escape slide pathways, the over-wing escape routes and the ground contact area. Doors – aft of each door when the slide is deployed, the lights turn on automatically to illuminate the slide lanes and area at the base of the escape slides. Integral slide lighting will illuminate the base of the slide. Three emergency lights are installed on each side of the fuselage to illuminate the over-wing escape routes and ground contact area.

page 5–42


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Interior and Exterior Emergency Lights


page 5–43


5.5.2.4

Operation of the Emergency Lighting Systems The Emergency lighting system operates in three ways: Automatically The system will illuminate automatically once aircraft power is lost. Electrically The system is controlled by a switch in the flight deck, which has three positions OFF, ARMED, ON. This switch is placed in the ARMED position by the Flight Crew prior to departure. When the switch is flicked from ARMED to ON the lights will operate. Manually The system can be activated by the CC manually by use of the EMERGENCY LIGHTING SYSTEM (ELS) switch, which is situated on the rear CSA panel. The No 2 is responsible for the ELS operation e.g. time available emergency. Operation: •

Lift up the safety guard.

•

Push the switch.

The ELS bypasses the flight deck switch, regardless of its position. Aft CSA Panel

Emergency Exit Light Switch (Guarded) Push – Turns on all Emergency Lights.

page 5–44



5.5.3

Galley Systems, Power Shut-off, Appliance Overheat/Malfunction Galley Power Power for the galleys is available only if the galley power switch in the flight deck is ON. In flight, with the loss of one or more generators, galley electrical power is automatically shut off.

5.5.4

Circuit Breakers Description: A circuit breaker is a push/pull button device designed to cut off the power automatically to an item of electrical equipment if a fault is detected.

5.5.4.1

Circuit Breakers in the Cabin Location: In each of the forward and aft galley areas there is an individual circuit breaker for each of the following: 1.

Galley Work Light.

2.

Water Boiler.

3.

Ovens.

The circuit breakers are located in the vicinity of the equipment. If a circuit breaker trips out, do not reset it. Inform the No 1 and Captain immediately. Emergency Operation In the event of an electrical fire, the associated circuit breaker is pulled to cut the electrical power to the relevant piece of equipment. This removes the heat from the fire and helps to extinguish it.

5.5.5

Smoke Detector System ORO.CC.125 (b)(2)(v) Description: A smoke detector is located in each toilet, normally in the ceiling. Audible and visual warnings are provided when the presence of smoke is detected in the toilet. Audible Warning A continuous repetitive high tone chime sounds throughout the aircraft with the exception of the flight deck, i.e. in the cabin only. Visual Warning Red fire warning light will illuminate on the smoke detector. The warnings cannot be cancelled if smoke is present. They should stop once the smoke is cleared.


page 5–45

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Pre-departure Inspection Old Aircraft: 1.

Green power indicator light illuminated.

2.

Nothing is blocking the smoke detector. Green power light

Interrupt switch

New Aircraft: 1.

Green power indicator light illuminated.

2.

Nothing is blocking the smoke detector.

Self test switch

Green power indicator light

Horn cancel switch

CC Response On hearing the smoke alarm: 1.

Investigate for fire and smoke immediately (toilets).

2.

If fire/smoke not present, silence the alarm by pressing the “interrupt switch”/Horn Cancel Switch with a pen. Note:

page 5–46

If you silence it before the smoke has cleared the alarm will go off again.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES If Fire/Smoke is Present 1.

CC shall carry out the appropriate Toilet Fire Drill.

2.

Always ensure the Flight Crew are kept informed.

Note:

5.5.6

The toilet smoke detector system will only be activated when there is a build-up of smoke in the toilet. Therefore cigarette smoke will not automatically activate the alarm.

Evacuation Alarm System Not applicable to Ryanair Operation.

5.5.7

Any Other Alarm System Not applicable to Ryanair Operation.

5.6

Passenger Service Unit (PSU) The passenger service units are located in the bottom of the overhead bins of the passenger cabin. Each unit has a reading light and switch for each seat, attendant call light (call bell), fasten seat belt, no smoking indicator, and a seat locator sign.


page 5–47


5.7

Oxygen Systems

5.7.1

Cabin System Location, Use, Operation

5.7.1.1

Description The passenger oxygen system is supplied by individual chemical oxygen generators located at each Passenger Service Unit (PSU). Four continuous flow masks are connected to each generator. A generator with two masks is located above each attendant station and in each toilet. The oxygen generators are activated when any mask in the unit is pulled down. Pulling one mask down causes all masks in that unit to come down and 100% oxygen flows to all masks. A green in–line flow indicator is visible in the transparent oxygen hose whenever oxygen is flowing to the mask. Oxygen flows for approximately 12 minutes and cannot be shut off. If the passenger oxygen is activated and a PSU oxygen mask compartment does not open, the masks may be dropped manually.

5.7.1.2

Location of masks •

Four masks in the PSU per seat row.

•

Two masks in each toilet.

•

Two masks above each main door.

Note:

As there are only 4 masks per row, there must only be “4 heads” per row. Special attention is required when boarding infants. 2 adults and 2 infants can only be seated together if the third seat is free. If unable to seat passengers together explain it is due to the number of oxygen masks per row. Masks from the row in front, behind or across the aisle DO NOT stretch to any other seat row.

5.7.1.3

Operation of Oxygen Masks When masks appear:

page 5–48

•

Pull the mask fully down.

•

Place over nose and mouth securing in place with elastic headband, to secure further, pull on one of the loose ends on the mask.

•

Breathe normally.

•

The action of pulling down the masks opens the oxygen control valve, and thus releases the flow of oxygen to the mask which can be seen by the green indicator popping out.



5.7.1.4

Note 1:

The oxygen will flow for approximately 12 minutes and cannot be stopped.

Note 2:

Aircrew to expect: •

A firm pull is required to activate the flow of oxygen.

•

Reservoir bags may or may not inflate, however are still working.

•

May be a smell of burning and/or smoke in the cabin (should disappear in a few moments).

•

Heat from the PSU (caused by the activation of the chemical oxygen generator).

Operation of Oxygen Systems The passenger and CC oxygen system operate in three ways: •

Automatically If the cabin altitude should reach 14,000 ft, the masks will automatically drop down. One mask per PSU must be pulled to supply oxygen to all masks in that PSU.

•

Electrically By a switch in the flight deck. (Switching the passenger oxygen from NORMAL to ON.)


page 5–49


Manually To drop the masks from: –

PSU – Insert a hairpin or tie pin in the hole of the compartment cover.

–

Above the jumpseats, toilet and galley – Swipe along the bottom of the panel with an ID/bank card. Note:

Do not attempt to restow the masks.

5.7.2

Flight Deck System – Location, Use, Operation

5.7.2.1

Flight Crew Oxygen System (Quick Don Oxygen) The Flight Crew oxygen system uses automatic pressure – breathing masks located at each Flight Crew station. There is also a mask at each of the two jumpseats. The masks are stowed in stowage boxes within the aircraft structure. A regulator is mounted on the Oxygen mask and it is the regulator that is visible in the flight deck. The regulator may be adjusted to supply normal, 100% or emergency oxygen. The regulator is always set at 100%. In the event of Flight Crew incapacitation after a decompression CC conducting the pilot incapacitation drill shall fit the mask to the incapacitated pilot and turn the regulator to emergency. 1

3

1.

2

Oxygen Flow Indicator Indicates a coloured cross when oxygen is flowing.

2.

TEST/RESET Switch Push to test oxygen supply to the mask.

3.

page 5–50

Regulator and Inflation Lever (Hidden)



1

2

1.

Regulator Selector Rotate –

2.

•

EMER supplies 100% oxygen under positive pressure at all cabin altitudes (emergency setting).

•

100% supplies 100% oxygen on demand.

•

NORM supplies air/oxygen mixture on demand (ratio depends on cabin altitude).

Inflation Lever EI-CSG through EI-DLO Squeeze – •

Inflates mask harness.

•

Flow indicator shows a coloured cross momentarily as harness inflates.

EI-DLR through EI-DYN Squeeze – •

Inflates mask harness.

•

Flow indicator shows a coloured cross momentarily as harness inflates.

•

Enables the mask microphone when the left oxygen mask panel door is opened

•

Disables the boom microphone.


page 5–51


5.7.2.2

Flight Crew Oxygen Mask Usage Donning Instruction To don the oxygen mask, accomplish the following: •

Slide two fingers under the inflation lever while pulling the mask from the stowage box.

•

Squeeze the inflation levers to inflate the harness.

•

Put over nose and mouth.

•

Release the inflation lever so the harness holds the mask in place.

Mask Donning g

page 5–52



5.7.3

Supplementary Oxygen System – Location, Use, Operation Portable Oxygen Configurations There is one (1) possible portable oxygen bottle configuration in the Ryanair fleet as follows: Item 1: Qty 4 bottles of 311 ltr [11 Cu Ft] each – 2 set to emergency, 2 set to therapeutic. Item 2: Qty 2 bottles of 120 ltr [4.25 Cu Ft] each – 1 set to emergency, 1 set to therapeutic. Total Capacity: 1,484 litres. Decals have been installed in each overhead locker compartment to identify which O2 bottle is set up for emergency use (mask attached to Hi flow) and which for therapeutic use (mask attached to Low flow). Row 14 DEF

Row 33 ABC

These decals indicate the arrangements and setup in the individual compartment.


page 5–53


5.8

Communication Systems Communication It is imperative that on all flights there is a high level of communication between the CC and Flight Crew. This is carried out using the cabin interphone system. It is normally the No 1 who communicates with the Captain but if either the Captain or the No 1 becomes incapacitated or unable to use the interphone, one of the other Aircrew must do so. This section provides a description of the aircraft communication systems used by CC. These include: •

Cabin inter-phone system.

•

Passenger address system.

•

Passenger call system.

•

Toilet call system.

•

Passenger signs. Note:

It is important to be constantly aware of all calls made on board the aircraft. This applies to calls made by passengers and Aircrew alike. All calls shall be answered as soon as possible. Once a call has been dealt with, cancel or reset the system immediately.

5.8.1

Interphones Cabin Interphone System The cabin interphone system is a phone network with stations on the flight deck and at CC stations. The cabin interphone system can be used to make these calls: •

Flight deck to CC.

•

CC to flight deck.

•

CC to CC.

•

Passenger address announcements.

There are two handsets in the cabin. One at each CC station at the forward and rear entry doors. Cabin interphone calls are made by removing the handset from the cradle and dialling an assigned number:

page 5–54


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Dial 55.

– CC to CC.

Dial 2.

– CC to Flight Crew.

Dial 222.

– Pilot alert.

When a CC station receives a call, the PA system sounds a Hi-Lo chime, and the pink Aircrew call light illuminates at the relevant station. It is not necessary to use the push to talk switch when making an interphone call. When the receiving handset is removed from the cradle or the caller presses the Reset button on the handset, the pink Aircrew call light will turn off.

5.8.2

Passenger Announcement PA Passenger Address System The PA system is used for contacting Flight Crew and CC and to make prerecorded announcements to the passenger cabin. Boarding music can also be played through the PA system. CC can also make PAs using the interphone. Pre-recorded announcements and boarding music played through the PA system are controlled by the pre-recorded announcement/boarding music system. PA‘s are prioritised in the following order: •

Flight deck.

•

CC.

•

Pre-recorded announcements.

•

Boarding music.


page 5–55

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES A higher priority announcement overrides a lower priority announcement. Making an Announcement •

Remove handset from the cradle.

•

Enter the number 8 on the handset.

•

Push and hold the ‘Push to Talk’ button.

•

Make the announcement.

If an announcement is already in progress and has a higher priority, the lower priority systems will be paused (pre-recorded announcements, boarding music) or overridden. Use of PA/Interphone/Pre-recorded Announcements Only essential safety related use of the PA/Interphone or pre-recorded announcements is permitted once the safety demonstration has been completed until the Captain releases the CC from their seats, and from 10 minutes to landing until the aircraft has vacated the runway. The decision to interrupt the flight deck during the take-off roll should only be the result of a catastrophic or uncontained safety situation developing in the cabin where life is at immediate risk. Where an incident occurs in the cabin during taxiing and a CC urgently requires to contact the Flight Crew the CC (normally the No 1) must press 222 on the cabin interphone.

page 5–56



5.8.3

Crew Call System

5.8.3.1

Master Call Panel A master call light panel is installed in the forward and aft ceiling of the passenger cabin. All calls made by passengers or Aircrew will illuminate different coloured lights, in this way the source of the call is indicated and can easily be identified. •

Blue Light: Indicates passenger call from seats.

•

Amber Light: Indicates passenger call from toilets.

•

Pink Light: Indicates Aircrew call.

5.8.3.2

Flight Crew to Cabin Crew A call from the flight deck to the CC is made by one of the Flight Crew pressing the Attendant button once in the pilots’ overhead panel; this call illuminates the Pink master call light on the forward and aft master call panel and one chime sounds throughout the cabin. This call must be answered immediately by the No 1 calling the Captain on the cabin interphone. The light remains on until the handset is removed from the cradle or the Reset button is pressed on the interphone. Note:

The reset button on the handset must be pressed once the No 1 has finished speaking with the Captain.

In case of an emergency, the Captain (or First Officer – Captain incapacitated) will press the Cabin Attendant button followed by a PA: “No 1 to the flight deck”; this call must be answered immediately by the No 1 calling the Captain on the cabin interphone and saying “Cabin to FD – No 1 standing by”. Note:

It is a standard operating procedure that after take-off the Flight Crew press the Attendant button once to alert the CC that it is safe for them to move about the cabin and to commence the in flight services.


page 5–57


5.8.4

Passenger Information Signs Passenger Signs No Smoking and Fasten Seat Belt signs are located in the cabin and installed in the PSUs. The signs are visible to all passengers. A Return to Seat sign in each toilet is visible only when the sign is illuminated. The seatbelt sign is controlled from the flight deck either manually or automatically. If the Captain selects automatic control, all signs will illuminate when the landing gear is down. After take-off, the Fasten Seat Belt/Return to Seat sign extinguishes when the wing flaps are fully retracted. During the landing sequence, the Fasten Seat Belt/Return to Seat signs illuminate when the flaps are lowered or when the landing gear is down. The No Smoking sign controls have been deactivated by engineering and remain illuminated whenever power is supplied to the a/c, as Ryanair operate a no smoking policy onboard. Each time the signs illuminate or extinguish, a LO chime sounds.

No Smoking Signs, Fasten Seat Belt Signs (above each PSU)

5.8.5

Passenger Call

5.8.5.1

Seat Call System A call from a passenger seating area is made by pushing one of the two Attendant Call switches located in the Passenger Service Unit. Pushing the Attendant Call Switch: •

Illuminates the light located on the PSU.

•

Illuminates the blue passenger call light at the associated forward or aft attendant station.

•

–

Rows 1-16 – FWD Master Call Panel.

–

Rows 17-33 – AFT Master Call Panel.

Sounds a single HI chime at the associated attendant station.

The attendant call light is extinguished by pushing the attendant call switch in the PSU where the call originated. page 5–58



5.8.5.2

Toilet Call System A call from the toilet by pushing the Attendant Call switch located on the inboard wall of the toilet. Pushing the Attendant Call switch: •

Illuminates the amber toilet call light/reset button located on the outside wall of the calling toilet.

•

Illuminates the amber toilet call light at the associated forward or aft Master Call Panel.

•

Sounds a single HI chime at the associated attendant station.

The toilet call light is extinguished by pushing the amber toilet call light/reset button on the outside wall of the calling toilet. Return to Seat and Attendant Call switch (in each toilet).

5.8.6

Evacuation Alert Systems Not applicable to Ryanair operation.

5.9

Audio/Video Systems Pre-recorded PA System Controls The control for the pre-recorded PA system is located above the No 1 jumpseat. It is used to play the boarding music, Safety Demonstration and other PA announcements. It plays them in several different languages and is controlled by this system.


page 5–59


5.9.1

PRAM 1 The numbers 0-9 is used to select the announcement desired (the Cue sheet is displayed inside the door cover). Once selected, the tape will re-wind and when ready to play, the green ready light will appear. Once appeared, press the START button. The volume for the boarding music is controlled by turning the dial. When the announcement has finished the system will stop automatically. •

To play the boarding music select either number 1 or 2.

•

When the green ready light is illuminated press the START button.

•

To stop press the STOP button.

PRAM 1

5.9.2

PRAM 2 Aircraft registration DLR and onwards have a new version of the Pre-recorded announcement system installed. Instructions for use are outlined below. To play boarding music, push the MUSIC key. The MUSIC key light comes on and a boarding music selection screen shows on the LCD display. The screen shows the four musical titles of the music program, along with the corresponding key. Push the key for the desired music title. The system then shows the title and a prompt for confirmation. Push the START key to start play and adjust the volume control as necessary. To play a single manual announcement, push the ANNC key. The ANNC key light comes on and an announcement prompt shows on the display. Enter the three digit code for the desired announcement. The screen then shows the selected announcement. The screen then shows the selected announcement number, the announcement title, and prompts for confirmation. If the entry is correct, push the ENT key. To start the announcement playback, push the START key. Push the STOP key to cancel or stop the announcement.

page 5–60


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES As normal, there is a list of announcements on the inside of the cupboard door. PRAM 2

5.10

Exits The B737-800 series aircraft has 8 exits, 4 doors and 4 over-wing exits.

5.10.1 5.10.1.1

Doors Description On board the 737-800 aircraft there are 4 identical operating doors. The left side doors (L1 and L2) are used for passenger and Aircrew entry and exit while the right side doors (R1 and R2) function as service doors for catering the aircraft and/or for boarding passenger with special needs by means of an ambulift. These are plug-type pressure doors, each with a small window. All doors can be opened from inside or outside the aircraft and each door is equipped with an emergency escape slide. The doors open towards the front of the aircraft and are locked open by means of a Gust Lock on the upper part of the hinge. Because of cabin pressure loads these doors cannot be opened during normal flight conditions. A light on the Door Warning Light Panel in the flight deck will indicate when any door is not locked closed. The CC seated next to an aircraft door is responsible for its monitoring and operation. Whenever passengers are onboard and the aircraft is on the ground, it is a requirement that each pair of doors is monitored by a CC.

5.10.1.2

Location •

Front main passenger door – L1 – Front Left.

•

Front service door – R1 – Front Right.

•

Rear passenger door – L2 – Rear Left.

•

Rear service door – R2 – Rear Right.


page 5–61


5.10.1.3

Pre-departure Inspections PDI's are carried out when the door is closed.

5.10.1.4

1.

Door is flush with the fuselage.

2.

Operating handle is horizontal.

3.

Safety strap correctly stowed.

Operation of Doors – Inside To Open Only qualified ground staff, CC training staff, Flight Crew and CC may open a door in a non-emergency situation – Doors may only be opened on the Captain’s command. 1. Rotate the operating handle on the door up and towards the rear of the aircraft. 2. Grasp the door assist handle and push the door out and towards the front of the aircraft. 3. Ensure gust lock engages. When opening a door, be aware of external conditions, strong winds, driving rain, backlash from other aircraft. When opening or closing a door ensure that you adopt a body position facing the door, and do not lean your body out of the aircraft more than is necessary. To Close Only qualified ground staff, CC training staff, Flight Crew and CC may close a door. Doors must not be closed on request of Ground Staff only. Doors may only be closed after instruction from the Flight Crew and/or the No 1.

page 5–62

1.

Depress the gust lock located on the door hinge.

2.

Grasp the door assist handle and pull the door inwards.

3.

Rotate the operating handle on the door towards the front of the aircraft to lock.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES WARNING: The forward door will move into the cabin with significant speed and force.

5.10.1.5

Operation of Doors – Outside To Open – Door When Using Airstairs Only qualified ground staff, Engineers, SEPIs and Flight Crew may operate the L1 door from the outside of the aircraft. CC are not permitted to open the L1 door from the outside of the aircraft. CC are normally expected to proceed to the aircraft with the Flight Crew. Alternatively, when boarding a cold aircraft without flight or ground personnel available to extend the airstairs and open the L1 door they shall enter the aircraft using the L2 door. The outside handle is a boomerang shaped handle recessed into the aircraft door. Before opening check that red warning flag cannot be seen across the viewing window. 1.

Pull the handle out.

2.

Rotate the handle towards the rear of the aircraft.

3.

Attach rear handrail.

4.

Pull the door outwards using the lower assist door handle.

5.

Ensure gust lock engages.

6.

Attach forward handrail.

To Close 1.

Stow forward handrail.

2.


3.

Grasp the door and pull away from the aircraft body.

4.

When the door has reached its most inboard point, stow the rear handrail.

5.

Grasp the exterior handle and pull it out from its recess.

6.

Rotate the handle towards the front of the aircraft until the door is closed and locked.

7.

Ensure the operating handle is placed back into the recess.

WARNING: • • •

Keep hands and fingers clear of door edges while closing. Release spring-loaded handle carefully to avoid injury to fingers. Rotate the outside handle carefully to avoid injury to personnel inside the aircraft, as the inside handle will also rotate.


page 5–63


To Open Door When Using Mobile Steps The outside handle is a boomerang shaped handle recessed into the aircraft door. Before opening check that red warning flag cannot be seen across the viewing window. 1.

Pull the handle out.

2.

Rotate the handle towards the rear of the aircraft.

3.

Pull the door outwards using the lower assist door handle.

4.

Ensure gust lock engages.

To Close

5.10.1.6

1.


2.

Grasp the door and pull away from the aircraft body.

3.

When the door has reached its most inboard point.

4.

Grasp the exterior handle and pull it out from its recess.

5.

Rotate the handle towards the front of the aircraft until the door is closed and locked.

6.

Ensure the operating handle is placed back into the recess.

Use of Door Straps Safety Straps Safety Straps are fitted within the aircraft’s door frame or inside the aircraft beside each door. The strap extends across the open doorway to form a visible barrier. The strap must be used when there are no steps, airbridge or servicing

page 5–64


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES vehicle at an open door. It is removed before closing the door. It is the responsibility of the CC to ensure that they are correctly stowed and not flapping outside the aircraft, as the strap could cause damage to the fuselage. It is also used to indicate that security checks are being carried out on board the aircraft during a turnaround. It functions as a “barrier” and no passenger or ground staff other than dispatcher, engineering or refuelling may enter the aircraft at this time. Red Warning Flags A red warning flag is installed above the viewing window in each entry door. In the warning position the flag is across the viewing window so it is clearly visible to anyone looking in the window from outside the aircraft. This is a visual warning that the girt bar has been attached to the floor brackets and the slide will automatically inflate when the door is opened. WARNING: In a non-emergency situation, opening the door from the inside or outside with the door slide armed will automatically inflate the slide and cause injury or death to the person(s) standing outside the door.

5.10.2 5.10.2.1

Overwing Emergency Exits Description The Overwing emergency exits are canopy-type exits and are held in place by mechanical locks. They can be opened from either the inside or outside of the aircraft using a spring-loaded handle located at the top of the exit. For safety reasons, the exits are automatically locked when the engines are started and automatically unlocked when the engines are shutdown. Escape Ropes are installed in the frame of the overwing exit at row 17 only. These Escape Ropes are to be used in a ditching situation only.

5.10.2.2

Location There are four overwing emergency exits located in the passenger cabin over the wings, two on each side of the fuselage at rows 16 and 17.


page 5–65


5.10.2.3

Pre-departure Inspection 1. Clear perspex cover over the handle. The cover prevents the operating handle from being interfered with in flight. It is not necessary to remove this cover before operating the exit. In the event of handle covers being missing, the Captain must be informed. WARNING: If the Flight Crew receives a door warning light to indicate an overwing emergency exit is not locked, CC shall not try to position the door handle closed.

5.10.2.4

5.10.2.5

Operation of Exits – Inside 1.

Pull handle down and inwards.

2.

Exit opens out and upwards automatically.

Operation of Exits – Outside 1.

Push in panel.

2.

Exit opens out and upwards automatically.

WARNING: When opening an overwing exit from the outside, stand against the exit with your body preventing the exit from opening quickly. Make the exit open by moving slowly away from it.

5.10.2.6

page 5–66

Features Allowing Easy Access to Overwing Exits •

Path floor lighting along the cabin aisle floor illuminates white until the overwing exits, where it will be illuminated in red.

•

Tray tables are in the armrests.

•

Seat pitch is greater.



5.10.3

Flight Deck Windows Description The two side windows can be used for emergency evacuation. An escape rope is attached to a compartment above each flight deck window. The right hand window has provisions for exterior access as well. Location: One beside each pilot in the Flight Deck.

5.10.3.1

Operation of Windows Inside To Open: •

Squeeze the lock release in the handle.

•

Rotate the handle inwards.

•

Slide the window aft until it is fully open.

To Evacuate: •

Open the access panel and remove the escape rope.

•

Pull on the escape rope to ensure that it is securely attached.

•

Holding on to the escape rope, evacuate using the leg, body, leg method and lower yourself to the ground.

Note 1:

This means of evacuation is extremely difficult and should only be used in an extreme emergency. Normally Flight Crew would use L1 and R1 doors for evacuation.

Note 2:

Only the right hand Flight deck window can also be opened from the outside.

To Close •

Slide metal hook forward.

•

Slide window forward.

•

Squeeze lock release in the handle.

•

Rotate handle outwards.

•

Ensure window is closed.


page 5–67


WARNING: Check that the strap is anchored to the airplane structure before dropping it out the window.

page 5–68



5.10.4

Flight Deck Door ORO.SEC.100 Refer to Section 9.14.1.

5.10.5

Slides

5.10.5.1

Description •

Escape slides are inflatable rubber/nylon units which are activated and used as emergency escape slides to assist passengers to reach the ground.

•

When the girt bar is clipped to brackets on the floor of the aircraft, the slide is then available for use in an emergency ‘slide is armed’.

Note:

5.10.5.2

A force greater than normal will be required to open the door when the slide is attached to the brackets on the floor (slide is armed).

Location Each of the four main doors are equipped with escape slides. The escape slides are stowed in a cosmetic cover on the bottom inner face of the passenger and service doors. Each slide cosmetic cover is fixed to the door at the upper corner either side but is unattached at the bottom. Tension on the girt bar causes the cove latch to separate, allowing the cover to open and the slide to deploy.

5.10.5.3

5.10.5.4

Pre-departure Inspections 1.

Ensure pressure gauge is in the serviceable band (This also indicates that the slide has been packed correctly).

2.

Cosmetic cover is intact.

3.

Girt bar is correctly stowed.

Girt Bar Each slide has a girt bar which is normally stowed on special stowage hooks at the bottom of the cosmetic cover. There are also two brackets on the floor of the aircraft to house the girt bar when the slide is armed.

5.10.5.5

Arming and Disarming a Slide Refer to Section 5.4.7 of this manual.


page 5–69


5.10.5.6 5.10.5.6.1

Use of Slides Modes of Inflation of Escape Slides When using the slides in an emergency, it must be ensured that aircraft is at a complete stop, there is no fire or hazard outside and the Captain has commanded an evacuation. The Girt Bar must be in position and the door “fully” open to allow the slide to fall correctly from the cosmetic cover.

5.10.5.6.2

Automatic Inflation An automatic slide should inflate “Automatically” once the door is fully open. Note:

5.10.5.6.3

When opening the door with the girt bar attached to the floor brackets, considerable more effort is needed to open the door fully.

Manual Inflation Once the door is fully open and the slide has deployed a red manual inflation handle marked ‘Pull’ can be seen. To inflate the slide the red handle is pulled and thrown away, the slide should then inflate within 3-10 seconds. CC shall hold on to assist handle whilst pulling the manual inflation handle to prevent falling from the cabin door. After the slide has inflated CC must always pull manual inflation handle to ensure that slide has inflated correctly. Slides may be Automatic or Manual, however we treat ALL slides on ALL Aircraft as MANUAL.

page 5–70




page 5–71


5.10.5.6.4

To Use an Apron Slide for Passenger Evacuation If a slide does not inflate it cannot be used. If a slide inflates and then deflates it can still be used for evacuation; this is known as an apron slide.

5.10.5.6.5

1.

Two ABPs shall climb down the slide using the handles at either side.

2.

They shall hold the slide straight and away from the aircraft at the bottom for passengers to evacuate.

3.

Once the passengers are on the ground the ABPs shall direct them away from the aircraft.

Note 1:

Evacuation command for an Apron Slide is “SIT AND SLIDE”.

Note 2:

If a slide fails to inflate and it cannot be used, detach slide, close the door and redirect passenger to another exit.

To Detach Slide from Aircraft Slide may be detached from the aircraft in two situations: 1.

In an evacuation, if a slide catches fire or is ripped or damaged and cannot be used, it needs to be detached from the aircraft so that smoke and fire will not engulf the exit. It cannot however be detached by removing the girt bar as the weight of the inflated slide will prevent this. Therefore, it is detached by using a ‘detachment handle’. Once the slide is inflated a flap marked “For Ditching Use Only” can be seen at the top of the slide. Lifting this flap shows the white detachment handle. Pull it and the slide will separate. A piece of material from the slide known as the ‘girt apron’ will be left behind. The girt apron must be folded in to the aircraft and the door can now be closed to prevent smoke/fire entering the cabin.

2.

In a ditching situation slides can also be used. The evacuation slides are not certified as life rafts, but may be used as a flotation device. To remove the slide from the airplane, lift flap “For Ditching Use Only” and pull white detachment handle. The slide remains attached to the airplane by a mooring line, until automatically or manually separated. The mooring line separates:

page 5–72

•

Automatically – when more weight is added (e.g. the aircraft sinks).

•

Manually – pull on the tab on the mooring line and pull the line from the metal rings.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Location: The detachment handle is located under a flap marked “For Ditching Use Only”. Procedure – When Slide Catches Fire 1.

Lift the flap marked “For Ditching Use Only”.

2.

Pull white detachment handle to release the lacing which attaches the slide to the girt bar.

3.

Fold back the girt apron attached to the girt bar and close the door.

4.

Redirect passengers to the nearest available exit.

Procedure – For Ditching 1.

Lift the flap marked “For Ditching Use Only”.

2.

Pull white detachment handle to release the lacing which attaches the slide to the girt bar.

3.

Disconnect the mooring line by releasing the Velcro tab and pulling the line from metal rings.

ForDitchinguseonly


page 5–73


5.10.5.7

Slides Disarmed and Evacuation is Called In the unlikely event that an evacuation is ordered when the slides are disarmed or the doors are opened or at the cocked position, CC shall:

5.10.6

•

No 4 and No 3 shall rearm the slide and open the R1 and R2 doors if safe to do so, ensure that slide has inflated and start the evacuation.

•

No 2 shall close the L2 door*, rearm the slide, and open L2 door if it is safe to do so, ensure that slide has inflated and start the evacuation.

•

No 1 shall close the L1 door*, rearm the slide, and open the L1 door, if it is safe to do so, ensure that the slide has inflated and start the evacuation. Note 1:

* If the airstairs are in use, and are extended/retracted more than half way, at the time the evacuation is called, the No 1 must fully extend the airstairs and start the evacuation.

Note 2:

* If airbridge or mobile steps are manned and being positioned at the L1 or L2 at the time evacuation is called, the No 1 and/or No 2 must continue to open the doors and allow the ground crew to positioning the airbridge or mobile steps as planned and start the evacuation.

Door, Slide and Exit Unserviceability An aircraft is permitted to return to base from an outstation with one cabin exit unserviceable, providing all other exits are serviceable in every respect. The following procedure must be adhered to: 1.

Persons (other than assigned cabin attendants) are not permitted to be seated in the blocked area.

2.

The pre-take-off briefing to passengers must accurately represent the current state and condition of the aircraft’s escape facilities. The Safety Briefing must be immediately replaced by an oral announcement to draw the attention of passengers to the fact that a particular exit is inoperative and displays an “Exit Unserviceable” placard.

3.

During an evacuation, CC seated by any inoperative L1, L2, R1 or R2 exit must direct passengers to a serviceable exit.

4.

PLACARD – The exit unserviceable placard must be affixed to the inoperative exit prior to passenger embarkation. (The exit unserviceable placards are located in the rear of the Airplane Flight Manual.)

5.

MAINTENANCE a.

page 5–74

The exit must be latched closed and not used for any purpose, and all associated exit/and or emergency exit markings, signs, and lights must be obscured. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES b.

The strip floor lighting at the exit must be masked.

c.

All other exits and escape slides must be fully operative.

d.

Tapes or ropes of conspicuous colours shall be installed to block access to unusable seats prior to boarding of passengers. Note:

Inoperative Door/Slide/Exit

The passenger load shall be reduced and following rows must be blocked off in the following circumstances: Max. Passenger Load

Blocked Rows

AFT Door/Slide (left or right).

63

1-9, 10 DEF, 22-33.

FWD Door/Slide (left or right).

63

1-9, 10 ABC, 22-33.

FWD Overwing Exit.

144

11-18, 19 ABC.

AFT Overwing Exit.

108

9 ABC, 10-23.

PA for Unserviceable Door/Slide/Exit Note:

CC to be reminded when pointing out Exits during Safety Demonstration, not to point to Unserviceable Door. To be read immediately after Safety Demonstration.

No 1 Reads: “Cabin Crew return to demo positions” (wait until all CC are in position). “Ladies and gentlemen, you may have been advised by our Ground Staff that on today’s flight, one of our Emergency Exit Doors/Slides is unserviceable. To repair this Door/Slide could have taken many hours or possibly meant the cancellation of your flight to ……. Therefore the Captain has made the decision to operate this flight with one of our Door/Slides unusable. This is within the regulations laid down by Ryanair and the Irish Aviation Authority. I must emphasise that the door now being pointed out by the Cabin Crew must not be used in an Emergency situation. All of the Exit Signs and Emergency Lights for this unusable door have been covered, and I repeat, this door will not be used in an Emergency.” “The nearest doors for passengers sitting in the area are now being pointed out by the Cabin Crew. Please take a moment to locate these exits bearing in mind that they may be behind you.” “Passengers unable to view the unserviceable Exit/Slide are not affected but, should you have any questions, please do not hesitate to ask one of the Crew.” “Thank you for your attention.”


page 5–75


5.10.7 5.10.7.1

Note 1:

In the Pre-landing PA Passengers shall be reminded of Exits Not Available for Emergency Use.

Note 2:

Depending on the attitude (angle) of the aircraft, it may be possible to use the unserviceable door/slide/exit. The CC responsible for that exit must assess the conditions and make an appropriate judgement as to possible actions.

Airstairs Description The forward airstairs provide the capability of boarding passengers without relying on airport ground equipment. The airstairs are electrically operated and may be controlled from inside or outside the aircraft. The airstairs are stowed in a compartment just below the forward entry door. For passenger safety, upper handrails are attached to support brackets inside the entry door after the airstairs are extended. Guard rails and retract reel straps must also be attached. Both sets of controls have Normal and Standby operation available. The Normal system should always be used in preference to the Standby system. The Normal system is safeguarded during operation by two monitoring devices on the airstairs, one ensuring that the airstairs cannot be retracted unless the handrails are in the fully stowed position and the other ensuring that the airstairs fold correctly during operation. The Standby system overrides these two safeguards, therefore it is important to get the Captain’s permission before use and the operation of the airstairs monitored closely, particularly during retraction. Always ensure that the area is safe and free from obstruction/personnel prior to retracting/extending the airstairs.

page 5–76

Note 1:

As passengers are boarding or disembarking pay particular attention to persons with small children or those with special needs. Small children on airstairs should be attended by an adult or responsible person.

Note 2:

Operation of airstairs in winds exceeding 40 knots is not recommended.

Note 3:

Do not move the aircraft with the airstairs extended.



5.10.7.2

Operation of Airstairs Interior Only qualified ground staff, CC training staff, Flight Crew and CC may extend/ retract airstairs from the interior. Interior Control Normal Operation To extend: 1.

Open door slightly, check the area is safe, leave the door at the cocked position.

2.

Press STAIR OPER switch, this illuminates amber (orange) indicating power.

3.

Press and hold EXTEND switch to extend the airstairs.

4.

When the airstairs are fully extended STAIR OPER light goes out.

5.

Open the door fully.

6.

Attach the handrails.

7.

Extend the retract-reel strap and secure around the handrail (both left and right) using the hooks.

8.

Attach guard rails to forward airstairs as follows: a.

No 4 collect guardrails from the R1 stowage in the forward galley and pass to No 1.

b.

Attach round end to handle.

c.

Attach rectangular end to girt bar floor bracket.

d.

Push round end down to secure guardrail.

e.

Ensure both guardrails are secure before boarding/disembarkation starts.

To retract: 1.

Ensure PIGS have been detached from the airstair

2.

Detach guard rails from the forward airstair as follows: a.

Move round end up to loosen from airstair.

b.

Detach rectangular end from girt bar floor bracket.

c.

Detach round end from airstair handle.

d.

Pass Guard Rails to No 4 to return to R1 stowage in the forward galley.


page 5–77


Carefully unhook retract reel strap from airstair handrail (both left and right) and let retract.

4.

Detach the handrails.

5.

Check the area is safe and PIGS have been detached from the airstair, pull door over and leave at the cocked position.

6.

Press STAIR OPER switch, this illuminates amber indicating power.

7.

Press and hold RETRACT switch to retract the airstairs.

8.

When the airstairs are fully retracted STAIR OPER light goes out.

9.

Close door fully. Remain vigilant at all times when extending or retracting the airstairs.

page 5–78

Note 1:

Ensure the retract reel straps are fully retracted into their housings before operating the airstairs and closing the aircraft entry door, do not attempt to retract the airstairs or close the door until both straps are fully retracted into their housings.

Note 2:

The No 4 must confirm that the guardrails have been removed before the airstairs are retracted.

Note 3:

R1 stowage is the blocked off bin by the R1 door.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Guardrail (To Attach).

1. Extend the retract reel strap and 2. Attach the round end to handle. secure around the handrail (both left and right) using the hooks.

3. Attach rectangular end to girt bar floor bracket.

4. Push round end down to secure.

Above: Attached guardrails and retract reel straps.


page 5–79

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Guardrails (To Remove).

1. Move round end up to loosen from 2. Detach rectangular end from girt bar airstair. floor bracket.

3. Detach loop end from airstair handle. Note:

4. Return guardrail to R1 stowage and close and lock the stowage.

During snowy weather, ensure all snow is cleared from the steps before they are retracted. Any melting snow would damage the front electrical bay.

Standby To retract only:

page 5–80

1.

Check the area is safe to retract.

2.

If the stairs fails to retract, unclip and re-stow handrails once again to ensure that they are correctly stowed.



5.10.7.3

3.

Press and hold RETRACT switch again.

4.

If the stairs fails to retract again, No 1 shall inform the Captain of the situation and ask permission to operate the stairs using the STANDBY system.

5.

Re-check the area is safe.

6.

To use the STANDBY system, press and hold the RETRACT and STANDBY switches and hold until the stairs fully retract and the ‘stairs operating’ light goes out.

7.

Close door fully.

Operation of Airstairs Exterior Extending and retracting the forward airstair using the external control may only be accomplished by qualified personnel. Only qualified Ground Staff, Engineers, SEPI’s and Flight Crew may operate the L1 door/airstair from the outside of the aircraft. Note 1:

CC are not permitted to operate the Airstairs from the exterior.

Note 2:

Use care not to fall from the airstair platform when operating the door. The small platform area and bad weather conditions can make the door hard to operate.

Exterior Control •

The exterior control panel is located to the right side of the stairs pressure door.

•

The controls are protected by an exterior control access door. To open use the silver switch.

•

To operate on ‘normal’, the switch on the right must be in the down position.

•

Move the switch on the left to Retract or Extend the airstairs.

•

Once stairs have been Extended or Retracted close the exterior control panel.

•

To operate on ‘Standby’ the switch on the right must be held in the Standby position while operating the Airstairs.

Handrails When the airstairs are fully extended the upper handrails are pulled from the airstairs and attached to fittings inside the door. With the handles attached, the airstairs cannot be retracted. The handrails must be fully extended (with guardrails and retract reel strap in place) before passengers are allowed to board or disembark the aircraft. Issue: 1, Revision: 0, Date: 28-Oct-2014

page 5–81


On all aircraft the airstairs have a catch below each of the handrails which needs to be released to allow the rails to be pulled free.

5.10.7.4

Guardrails Refer to Section 5.1.1 in this chapter for stowage location of guardrails.

5.10.8

Use of Slide Rafts Not applicable to Ryanair operation.

5.10.9

Use of Ropes and Any Other Assist Devices Overwing Escape Ropes Description: To assist passenger and Aircrew evacuation in a ditching only. The rope is used as a handhold for passengers to walk out on the wing. Passengers evacuating from row 16 and 17 use the same rope. Location: Overwing escape ropes are at row 17. Escape ropes are installed in each emergency exit frame. One end of the rope is attached to the exit frame; the remainder is stowed in a tube extending into the cabin ceiling. Operation: Pull the rope free of its stowage, hook it to own life jacket, evacuate out onto the wing and attach to the yellow ring on the top surface of the wing.

page 5–82



5.11

Emergency Situations

5.11.1

Quick Reference Guide (QRG) The Quick Reference Guide contains checklists used by the CC to manage nonnormal situations. Two separate QRGs are carried on the aircraft, one is located beneath the No 1’s jumpseat and second copy is retained beneath No 2’s jumpseat respectively.

5.11.2 5.11.2.1

Notification of Emergency to Cabin Crew “No 1 to the Flight Deck” – In-flight If “No 1 to the flight deck” is heard during the flight: •

No 1 picks up interphone and says “Cabin to FD – No 1 standing by”.

•

No 1 receives NITS from Captain, repeats back and synchronises watches.

•

No 2, 3 and 4 stow trolleys and go to FWD galley to wait for No 1.

•

No 1 gives NITS to No 2, 3 and 4. They repeat as a group and synchronise watches.

•

All CC must carry out the drill relevant to NITS briefing.

Note:

5.11.2.2

Captain may ask for password and for No 1 to enter the flight deck for the NITS briefing or may decide to keep the door locked and continue all communication via the interphone. This is at the Captain’s discretion.

“No 1 to the Flight Deck” – A/C on the Ground/CC in Jumpseats If “No 1 to the flight deck” is heard when the aircraft is on the ground or when CC are seated on the jumpseat after take off (before the release signal) or before landing (after giving cabin secure): •

No 1 picks up interphone and says “Cabin to flight deck – No 1 standing by”.

•


•

No 1 and No 2 receive NITS from Captain.

•

No 1 repeats back to Captain.

•

No 2 repeats back to No 1.

•

No 1 gives NITS to No 4.

•

No 4 will repeat back.

•

No 2 gives NITS to No 3.


page 5–83


5.11.2.3

•


•


“No 1 to the Flight Deck” – During Boarding/Disembarking If “No 1 to the flight deck” is heard during boarding or disembarking of passengers: •

No 1 and No 2 must stop passengers from entering the aircraft (if during boarding).

•


•


•

No 1 and No 2 receive NITS from Captain.

•

No 1 repeats back to Captain.

•

No 2 repeats back to No 1.

•

No 1 gives NITS to No 4 (If not at boarding gate).

•


•

No 2 gives NITS to No 3 (If not at overwing).

•


•


During boarding a CC is present at the overwing – he/she must remain vigilant and, as always, listen carefully to any PAs.

page 5–84



5.11.3

Emergencies on Land

5.11.3.1

Time Available Evacuation on Land Time Available Evacuation on Land

Condition: A time available emergency situation has been notified to the Cabin Crew by the aircraft commander with an Emergency Evacuation anticipated on land, after the command: “No 1 to the flight deck”. CC actions. 1. NITS ...................................................................................................RECEIVE 2. Cabin lights.......................................................................................... BRIGHT 3. SOS demo ..................................................................................... COMPLETE 4. ABPs.........................................................................................................BRIEF 5. Buddy system ........................................................................................ SET UP 6. Assigned area ......................................................................................SECURE 7. Cabin preparation checklist........................................................ COMPLETE 8. Cabin secure ..............................................................................................GIVE At 2 minutes to landing. 9. Position......................................................................................................TAKE 10. ELS..................................................................................................... ON (No 2) At 30 seconds to landing. 11. Brace position.......................................................................................... HOLD 12. Passengers.......................................................... COMMAND “Brace, brace!” After aircraft has come to a complete stop. 13. Jumpseat ........................................................................................... UNSTRAP 14. Outside conditions/slide armed .......................................................... CHECK On receipt of evacuation command. 15. Door...........................................................................................................OPEN 16. Manual inflation handle .......................................................................... PULL 17. ABPs..................................... SEND (Two to assist at the bottom of the slide) 18. Evacuation .................................................................................. COMMENCE Once all passengers are out. 19. Assigned area ....................................................................................... CHECK 20. Assigned equipment.................................................................................TAKE 21. Self ................................................................................................. EVACUATE After evacuation. 22. Crowd control procedures ........................................................ COMMENCE

Note:

The Time Available Evacuation on Land drill is a general procedure and would have to be adapted to specific CC allocation as outlined on the next page.


page 5–85


SOS Demo

ABP Brief

Buddy System Cabin Secure

Assigned Areas

FWD Galley

No 2

Row 21 L2 and R2 doors AFT (33 BCDE). cabin.

AFT galley, AFT toilet, rows 21-33.

L2 Rows 21-33, - ELT type A/B (L2 (CC to evacuate AFT toilet, AFT stowage). self via L2). galley. - White first aid kit (Hatbin 33 DEF).

No 3

Row 11 Left overwing AFT exits cabin. (16 AB/17 AB).

AFT galley, AFT toilet, rows 11-20.

R2 Rows 11-20, - Loudhailer (Hatbin (CC to evacuate AFT toilet, AFT 33 DEF). self via R2). galley. - Green first aid kit (Hatbin 33 DEF).

No 4

Row 1

rows 1-10.

R1 Rows 1-10. (CC to evacuate self via R1).

Right overwing exits (16 EF/17 EF).

FWD cabin.

FWD galley, L1 F/D, FWD FWD toilet, (CC to evacuate galley, FWD re-check entire self via L1). toilet. cabin.

Emergency Equipment

No 1

5.11.3.1.1

L1 and R1 doors FWD (1 BC/2 DE). cabin.

Position and Exit to Evacuate

- ELT type C (if fitted) (under No 1’s j/s). - Loudhailer (Fwd bulkhead stowage).

- White first aid kit (Hatbin 14 DEF).

Briefing ABPs for the Main Doors (No 1 & No 2) No 1 ABPs: 1BC and 2DE. No 2 ABPs: 33BC and 33 DE. Exception: ABP seating in case of a PRM using a Crelling seat harness in row 33A or 33F – 2 ABPs shall be seated in row 32C and 32D as well as 31C and 31D. Firstly, ask the passenger if they are willing to help. If they are unwilling, quickly move on to the next passenger. When the ABPs have been selected, take them all to the galley to conduct the briefing. During the briefing, show the passenger the manual inflation handle, etc. Instruction for the ABPs: •

When the aircraft comes to a complete stop, hold the passengers back until the CC have confirmed the slide has inflated.

•

Leave the aircraft first and hold the slide at the bottom, assisting passengers to their feet.

•

Send the passengers well away from the aircraft.

It is then necessary to brief the ABPs on what to do if any of the CC become incapacitated.

page 5–86


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Brief the ABPs on: WHEN

To open the exit.

WHAT

To check for.

HOW

To open the exit.

PASSENGER INSTRUCTIONS Positive commands to use including unusable exit.

5.11.3.1.2

•

WHEN – The aircraft has come to a complete stop, unstrap from seat, check outside conditions, on the Captain’s command “This is an emergency, evacuate the aircraft using all available exits” remove incapacitated CC from the jumpseat, and open the door.

•

WHAT – Check outside for any fire/smoke or danger, if there is danger, direct passengers to another exit.

•

HOW – Turn the handle in the direction of the arrow then push the door out and towards the front of the aircraft until it is fully open. Pull the red handle to inflate the slide.

•

PASSENGER INSTRUCTIONS – “Come This Way”, “Jump and Slide”, “Exit blocked”.

•

For each door instruct 1 ABP to stay inside the cabin and 1 ABP to go to the bottom of the slide.

•

Ensure the ABP understands all instructions.

•

Instruct ABPs on the use of the CC harness in case of CC incapacitation.

•

Show the ABPs to their seats.

Briefing ABPs for the Overwing Exits (No 3 & No 4) No 3 ABPs: 16 and 17 AB. No 4 ABPs: 16 and 17 EF. Firstly, ask the passenger if they are willing to help. If they are unwilling, quickly move on to the next passenger. When the ABPs have been selected, brief them in their seats. Instruction for the ABPs: •

WHEN – The aircraft has come to a complete stop, unstrap from seat, check outside conditions, on the Captain’s command “This is an emergency, evacuate the aircraft using all available exits”, open the exit.

•

WHAT – Check outside for any fire/smoke or danger. If there is, direct passengers to another exit.


page 5–87


HOW – Pull the red handle down and in and the exit will open out and up automatically.

•

PASSENGER INSTRUCTIONS – “leg, shoulder, leg” “slide off the wing”.

•

Ask the ABP’s at the window (A and F) to open the exit, go out first, slide off the wing, stay at the bottom of the wing to assist passengers to their feet and move them away from the aircraft.

•

Ask the other ABP’s (B and E) to go out next, stand on the wing just outside the exit (making sure not to block the exit), assist passengers out of the exit and direct them to slide off the wing (using evacuation commands).

Ensure the ABP understands all instructions. Inform them that no CC will be at these exits for the evacuation.

5.11.3.1.3

SOS Demonstration – Time Available Evacuation on Land “Attention, Attention, this is an emergency announcement. It may shortly be necessary to make an emergency landing. You must listen very carefully to my instructions.” “Loosen tight clothing, remove all sharp objects and place in the bag being provided by our Cabin Crew. (This will be in the form of a gash bag, which a CC will walk through the cabin and then store in the toilet).” “Restow hand-baggage. Put on warm clothing (as necessary).” “Switch off all Portable Electronic Equipment and ensure mobile phones remain switched off.” “Ensure tables stowed, armrests down then fasten your seatbelt like this. To open the seatbelt lift the buckle cover, ensure you know how to open your seatbelt. Now fasten your seatbelt low and tight around your hips.” “Adopt the bracing position when you hear the command “Brace, Brace”. This is the correct brace position (demonstrate). Place both feet on the floor together, slightly behind the angle of the knees, bend completely forward and put your hands over your head. On hearing the command “Brace” take up this position until the aircraft has come to a complete stop there may be several impacts.” “When stopped open your seatbelt and go to your nearest exit.”

page 5–88


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES “There are 8 emergency exits, 2 main doors at the front one on the left and one on the right, 2 doors at the rear of the cabin one on the left and one on the right and four overwing exits in the centre of the cabin two on the left and two on the right.” “Emergency floor path lighting will guide you to the exits, indicating red at the exits.” “Leave your hand baggage behind, I repeat leave your hand baggage behind.” “After leaving the aircraft move well away from the aircraft – do not return, stay together. Now please read the safety instructions card in the seat area around you and follow ALL instructions given by the crew. The rescue services are aware of our intended emergency.” Note:

Brief the passengers in clearly spoken English. If necessary and if time permits follow up by other appropriate languages spoken by CC.


page 5–89


5.11.3.2

Time Available Evacuation on Land – Short Notice Time Available Evacuation on Land – Short Notice

Condition: A short notice emergency situation has been notified to the Cabin Crew by the aircraft commander with an Emergency Evacuation anticipated on land, after the command: “No 1 to the flight deck”. CC actions. 1.

NITS .................................................................................................. RECEIVE

2.

SOS short notice PA.....................................................................COMPLETE At 2 minutes to landing.

3.

Position ..................................................................................................... TAKE

4.

ELS ..................................................................................................... ON (No 2)

5.

Brace position ..........................................................................................HOLD

6.

Passengers ......................................................... COMMAND “Brace, Brace!”

At 30 seconds to landing.

After aircraft has come to a complete stop. 7.

Jumpseat ...........................................................................................UNSTRAP

8.

Outside conditions/slide armed ...........................................................CHECK

9.

Door .......................................................................................................... OPEN

On receipt of evacuation command. 10. Manual inflation handle ..........................................................................PULL 11. ABPs .....................................SEND (Two to assist at the bottom of the slide) 12. Evacuation ..................................................................................COMMENCE Once all passengers are out. 13. Assigned area ........................................................................................CHECK 14. Assigned equipment ................................................................................ TAKE 15. Self ................................................................................................. EVACUATE After evacuation. 16. Crowd control procedures.........................................................COMMENCE

Note:

page 5–90

The Time Available Evacuation on Land – Short Notice drill is a general procedure and would have to be adapted to specific CC allocation as outlined on the next page.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Position and Exit to Evacuate

Assigned Areas

Emergency Equipment

No 1

L1 (CC to evacuate self via L1).

F/D, FWD galley, FWD toilet.


No 2


Rows 21-33, AFT toilet, AFT galley.

- ELT type A/B (L2 stowage). - White first aid kit (Hatbin 33 DEF).

No 3

R2 (CC to evacuate self via R2).


- Loudhailer (Hatbin 33 DEF). - Green first aid kit (Hatbin 33 DEF).

No 4


Rows 1-10.

White first aid kit (Hatbin 14 DEF).


page 5–91


5.11.3.2.1

Short Notice Emergency PA – Land “Attention, Attention. This is an emergency announcement.” “We will be making an emergency landing shortly. Stay calm and listen very carefully.” “Remove high heeled shoes and sharp objects from your pockets.” “Ensure your seatbelt is fastened low and tight around your hips.” “Ensure that all your electric equipment is completely switched off including devices in airplane or flight mode.” “Adopt the brace position shown on your safety card.” “You must stay in this position until the aircraft stops.” “When the aircraft stops, remain in your seats, I repeat, remain in your seats. When you hear the command “This is an emergency evacuate the aircraft using all available exits.”, undo your seatbelt quickly, leave everything behind and follow the lights along the aisle floor to the nearest exit.” “Look at the exits now, they may be behind you. Stay calm and study the nearest safety card to you.” “Passengers occupying over-wing exits, please ensure you know how to open the exit. You must check the outside conditions to verify that it is safe to leave the aircraft through the exit if required.”

page 5–92



5.11.3.3

No Time Available Emergency – Land

No Time Available Evacuation on Land

Condition: A no time available situation has occurred, with an Emergency Evacuation anticipated on land. CC actions. 1.

Brace position.......................................................................................... HOLD

2.

Passengers................... COMMAND “Heads down, grab ankles, stay down!” After aircraft has come to complete stop.

3.

Jumpseat ........................................................................................... UNSTRAP

4.

ELS..................................................................................................... ON (No 2)

5.

Outside conditions/slide armed........................................................... CHECK On receipt of evacuation command.

6.

Door...........................................................................................................OPEN

7.

Manual inflation handle .......................................................................... PULL

8.

ABPs..................................... SEND (Two to assist at the bottom of the slide)

9.

Evacuation .................................................................................. COMMENCE Once all passengers are out.

10.

Assigned area........................................................................................ CHECK

11.

Assigned equipment.................................................................................TAKE

12.

Self ................................................................................................. EVACUATE After evacuation.

13.

Crowd control procedures ........................................................ COMMENCE

Note:

The above drill is a general procedure and would have to be adapted to specific CC allocation as outlined on the next page.


page 5–93


Assigned Areas

No 1




No 2



- ELT type A/B (L2 stowage). - White first aid kit (Hatbin 33 DEF).

No 3



- Loudhailer (Hatbin 33 DEF). - Green first aid kit (Hatbin 33 DEF).

No 4


Rows 1-10.

- White first aid kit (Hatbin 14 DEF).

5.11.4

Emergency Equipment

Ditching Ditching studies for the 737 indicate that with an aft centre of gravity and high gross weight, the aft doors will be just below water level. Opening the aft doors would seriously degrade the flotation characteristics of the aircraft and therefore, it is imperative that the aft doors NOT be opened during a ditching. The remaining exits, forward and overwing, will provide sufficient evacuation capability. The slides are certified as flotation devices but are not an approved survival raft. To release the slide from the aircraft, lift flap and pull handle. The slide remains attached to the aircraft by a mooring line, until automatically or manually separated. The mooring line automatically separates to prevent damage to the slide if the aircraft sinks. To manually disconnect the mooring line from the aircraft girt, release the Velcro tab and pull the line from metal rings. In a ditching situation, evacuation will begin immediately when the aircraft has come to a complete stop.

page 5–94



5.11.4.1

Time Available Ditching Time Available Ditching

Condition: A time available emergency situation has been notified to the Cabin Crew by the aircraft commander with an Emergency Evacuation anticipated on water, after the command: “No 1 to the flight deck”. CC actions. 1. NITS................................................................................................... RECEIVE 2. Life jackets ................................................................................................. DON 3. Cabin lights ......................................................................................... BRIGHT 4. SOS demo ..................................................................................... COMPLETE 5. ABPs......................................................................................................... BRIEF 6. Buddy system ........................................................................................ SET UP 7. Infant flotation devices.............................................................. DISTRIBUTE 8. Assigned area ...................................................................................... SECURE 9. Cabin preparation checklist ....................................................... COMPLETE 10. Cabin secure.............................................................................................. GIVE At 2 minutes to landing. 11. Position .....................................................................................................TAKE 12. ELS......................................................................................................ON (No 2) At 30 seconds to landing. 13. Brace position.......................................................................................... HOLD 14. Passengers ......................................................... COMMAND “Brace, brace!” After aircraft has come to complete stop. No need to wait for Captain’s command as catastrophic. 15. Jumpseat........................................................................................... UNSTRAP No 1/No 4 No 2/No 3 16. Outside conditions/slide armed..........CHECK 17. Door..........................................................OPEN 18. Manual inflation handle........................PULL Passengers..............REDIRECT 19. Detachment handle...............................PULL 20. ABPs..SEND (Two down to assist in the water) 21. Evacuation.................................COMMENCE Once all passengers are out. 22. Assigned area ....................................................................................... CHECK 23. Assigned equipment.................................................... TAKE (if time permits) 24. Self..................................................................................................EVACUATE After evacuation. 25. Ditching survival plan ............................................................... COMMENCE

Note:

The Time Available Ditching drill is a general procedure and would have to be adapted to specific CC allocation as outlined on the next page.


page 5–95

page 5–96

Row 11. Left Overwing Exits (16AB/17AB).

Row 1.

No 3

No 4

Right Overwing Exits (16EF/17EF).

Row 21. L2 and R2 doors (33BCDE).

No 2

L1 and R1 doors (1BC/2DE).

FWD galley.

ABP Brief

No 1

SOS Demo

FWD cabin.

AFT cabin.

AFT cabin.

FWD cabin.

Buddy System and Infant Flotation Device

Rows 1-10.

AFT galley, AFT toilet, Rows 11-20.

AFT galley, AFT toilet, Rows 21-33.

FWD galley, FWD toilet, re-check entire cabin.

Cabin Secure

Assigned Areas



R1 Rows 1-10. (CC to evacuate self via R1).

R2 Guard R2 and redirect PASSENGER to Overwing (CC to evacuate self via Right Overwing Exit).

L2 Guard L2 and redirect PASSENGER to Overwing (CC to evacuate self via Left Overwing Exit).

F/D. L1 (CC to evacuate self via L1). FWD galley, FWD toilet.

Position and Exit to Evacuate

White first aid kit - if time permits (Hatbin 14 DEF).

- Loudhailer - if time permits (Hatbin 33 DEF). - Green first aid kit - if time permits(Hatbin 33 DEF).

- ELT type A/B (L2 stowage). - White first aid kit – if time permits (Hatbin 33 DEF).

- ELT type C (if fitted) (under No 1 JS). - Loudhailer – if time permits (Fwd bulkhead stowage).

Emergency Equipment

RYANAIR

OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES



5.11.4.1.1

Briefing ABPs for the Main Doors (No 1) No 1 ABPs: 1BC and 2DE. Firstly, ask the passenger if they are willing to help. If they are unwilling, quickly move on to the next passenger. When the ABPs have been selected, take them all to the galley to conduct the briefing. During the briefing, show the passenger the manual inflation handle. Instruction for the ABPs: •

When the aircraft comes to a complete stop, hold the passengers back until the CC have confirmed the slide has inflated.

•

Leave the aircraft first and assist passengers in the water. It is then necessary to brief the ABPs on what to do if any of the CC becomes incapacitated.

Brief the ABPs on: WHEN

To open the exit.

WHAT

To check for before opening the exit.

HOW

To open the exit.

PASSENGER INSTRUCTIONS Positive commands to use including unusable exit. •

WHEN – The aircraft has come to a complete stop, unstrap from seat, check outside conditions, on the Captain’s command “This is an emergency, evacuate the aircraft using all available exits” remove incapacitated CC from the jumpseat, and open the door.

•

WHAT – Check outside for water blocking the door. If exit unusable redirect passengers to other available exit.

•

HOW– Turn the handle in the direction of the arrow then push the door out and towards the front of the aircraft until it is fully open.

•

PASSENGER INSTRUCTIONS – “Come this way, keep moving, jump”, or “Exit blocked”.

For each door instruct 1 ABP to stay inside the cabin and 1 ABP to go into the water. Ensure the ABP understands all instructions. Instruct ABPs on the use of the CC harness in case of CC incapacitation. Show the ABPs to their seats.


page 5–97


5.11.4.1.2

Briefing ABPs for the Main Doors (No 2) No 2 ABPs: 33 BC and DE. Exception: ABP seating in case of a PRM using a Crelling seat harness in row 33A or 33F – No2 ABPs shall be seated in row 32C and 32D as well as 31C and 31D. Firstly, ask the passenger if they are willing to help. If they are unwilling, quickly move on to the next passenger. When the ABPs have been selected, take them all to the galley to conduct the briefing. Explain the doors will NOT be used for a landing on water. Instruction for the ABPs: •

Guard the doors and direct passengers to the overwing exit.

•

“Stop! Go back! Go to the overwing exit!”.

Explain the ABPs will be last off the aircraft with the CC. Show the ABPs to their seats.

5.11.4.1.3

Briefing ABPs for the Overwing Exits (No 3 and No 4) No 3 ABPs: 16 and 17 AB. No 4 ABPs: 16 and 17 EF. Firstly, ask the passenger if they are willing to help. If they are unwilling, quickly move on to the next passenger. When the ABPs have been selected, brief them in their seats. Instruction for the ABPs:

page 5–98

•

WHEN – The aircraft has come to a complete stop, unstrap from seat, check outside conditions, open the exit.

•

WHAT – Check outside for any fire/smoke or danger. If there is, direct passengers to another exit.

•

HOW – Pull the red handle down and in and the exit will open out and up automatically.

•

PASSENGER INSTRUCTIONS – “leg, shoulder, leg” “inflate life jacket outside”.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Ask the ABP’s at the window (A and F) to open the exit, remove the rope from its stowage and hook it to their own lifejacket, proceed out on to the wing and attach the rope to the ring, then go into the water and keep passengers together. Ask the other ABP’s (B and E) to go out next, stand on the wing just outside the exit (making sure not to block the exit), assist passengers out of the exit, tell the passengers to hold and move along the rope and direct passengers into the water. (using evacuation commands). Ensure the ABP understands all instructions. Inform them that no CC will be at these exits for the evacuation.

5.11.4.1.4

SOS Demonstration – Time Available Ditching “Attention, attention. This is an emergency announcement. It may shortly be necessary to make an emergency landing on water. You must listen very carefully to my instructions.” “Loosen tight clothing, remove all sharp objects and place in the bag being provided by our Cabin Crew. (This will be in the form of a gash bag, which a CC will walk through the cabin and then store in the toilet.)” “Restow hand baggage. Put on warm clothing (as necessary)” “Switch off all portable electronic equipment and ensure mobile phones remain switched off.” “Tables stowed, armrests down then fasten your seatbelt like this.” “To open the seatbelt lift the buckle cover, ensure you know how to open your seatbelt. Now fasten your seatbelt low and tight around your hips.” “Adopt the bracing position when you hear the command “Brace, brace”. This is the correct brace position (demonstrate). Place both feet on the floor together, slightly behind the angle of the knees, bend completely forward and put your hands over your head. On hearing the command “Brace” take up this position until the aircraft has come to a complete stop – there may be several impacts.” “When stopped open your seatbelt and go to your nearest exit.” “There are 6 emergency exits, 2 main doors at the front one on the left and one on the right, and four overwing exits in the centre of the cabin two on the left and two on the right. Emergency floor path lighting will guide you to the exits, indicating red at the exits. You will find your life jacket in a *pocket under your seat/panel above your head. DO NOT INFLATE YOUR LIFEJACKET UNTIL YOU ARE OUTSIDE OF THE AIRCRAFT.”


page 5–99

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES “Remove it from its packet and place it over your head. Bring the strap around your waist and clip to the front. To inflate the life jacket pull down sharply on the red toggle, should the life jacket fail to inflate or need topping up blow into the mouthpiece. There is a light for attracting which comes on once in contact with water. I REPEAT, DO NOT INFLATE YOUR JACKET UNTIL OUTSIDE OF AIRCRAFT.” “Leave your hand baggage behind, I repeat, leave your hand baggage behind. After leaving the aircraft move well away from the aircraft – do not return, stay together. Now please read the safety instructions card in the area around you and follow ALL instructions given by the crew.” “The rescue services are aware of our intended emergency.” *Amend as appropriate to the aircraft layout. Note:

page 5–100

Brief the passengers in clearly spoken English. If necessary and if time permits follow up by other appropriate languages spoken by CC.



5.11.4.2

Time Available Ditching – Short Notice Time Available Ditching – Short Notice

Condition: A short notice emergency situation has been notified to the Cabin Crew by the aircraft commander with an Emergency Evacuation anticipated on water, after the command: “No 1 to the flight deck”. CC actions. 1. 2. 3. 4. 5. 6. 7.

8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.

NITS .................................................................................................. RECEIVE Life jacket ...................................................................................................DON SOS short notice PA.....................................................................COMPLETE At 2 minutes to landing. Position ..................................................................................................... TAKE ELS ..................................................................................................... ON (No 2) At 30 seconds to landing. Brace position ..........................................................................................HOLD Passengers ..........................................................COMMAND “Brace, brace!” After Aircraft has come to complete stop. No need to wait for Captain’s command as catastrophic. Jumpseat ...........................................................................................UNSTRAP No 1/No 4. No 2/No 3. Outside conditions/slide armed......CHECK Door................................................OPEN Manual inflation handle...................PULL Passengers...............REDIRECT Detachment handle..........................PULL ABPs.....SEND (Two to assist in the water) Evacuation............................COMMENCE Once all passengers are out. Assigned area........................................................................................CHECK Assigned equipment ................................................... TAKE (if time permits) Self ................................................................................................. EVACUATE After evacuation. Ditching survival plan................................................................COMMENCE

Note:

The above drill is a general procedure and would have to be adapted to specific CC allocation as outlined on the next page.


page 5–101


Assigned Areas

Emergency Equipment

No 1



- ELT type C (if fitted) (under No 1’s j/s). - Loudhailer – if time permits (Fwd Bulkhead Stowage).

No 2

L2 Guard L2 and redirect PASSENGER to Overwing (CC to evacuate self via Left Overwing Exits).


- ELT type A/B (L2 stowage) - White First aid kit – if time permits (Hatbin 33 DEF).

No 3



- Loudhailer – if time permits (Hatbin 33 DEF). - Green First aid kit – if time permits (Hatbin 33 DEF).

No 4


Rows 1-10.

- White first aid kit – if time permits (Hatbin 14 DEF).

page 5–102



5.11.4.2.1

Short Notice Emergency PA – Ditching “Attention, attention. This is an emergency announcement.” “We will be making an emergency landing on water shortly. Stay calm and listen very carefully.” “Remove high heeled shoes and sharp objects from your pockets.” “Ensure your seatbelt is fastened low and tight around your hips.” “Ensure that all your electric equipment is completely switched off including devices in airplane or flight mode.” “Your life jacket is under your seat/in the panel above your head*.” “Remove it now and put it on. DO NOT INFLATE IT! I REPEAT, DO NOT INFLATE YOUR LIFE JACKET UNTIL YOU ARE OUTSIDE THE AIRCRAFT.” “Adopt the brace position shown on your safety card.” “You must stay in this position until the aircraft stops.” “When the aircraft stops, undo your seatbelt quickly, leave everything behind and follow the lights along the aisle floor to the nearest exit. The primary exits will be the 2 front main door and the over-wing exits.” “Look at the exits now, they may be behind you. Stay calm and study the nearest safety card to you.” “Passengers occupying over-wing exits, please ensure you know how to open the exit. You must check the outside conditions to verify that it is safe to leave the aircraft through the exit if required.”


page 5–103


5.11.4.3

No Time Available Ditching No Time Available Ditching

Condition: A no time available emergency situation has occurred, with an Emergency Evacuation anticipated on water. CC actions. 1.

Brace position ..........................................................................................HOLD

2.

Passengers ...................COMMAND “Heads down, grab ankles, stay down!” After aircraft has come to complete stop. No need to wait for Captain’s command as catastrophic.

3.

Jumpseat ...........................................................................................UNSTRAP

4.

ELS ..................................................................................................... ON (No 2)

5.

Life jacket ...................................................................................................DON No 1/No 4

No 2/No 3

6.

Outside conditions/slide armed......CHECK

7.

Door.................................................OPEN

8.

Manual inflation handle....................PULL

9.

Detachment handle...........................PULL

10.

ABPs......SEND (Two to assist in the water)

11.

Evacuation.............................COMMENCE

Passengers.................REDIRECT

Once all passengers are out. 12.

Assigned area........................................................................................CHECK

13.

Assigned equipment ................................................... TAKE (if time permits)

14.

Self ................................................................................................. EVACUATE After evacuation.

15.

Ditching survival plan................................................................COMMENCE

Note:

page 5–104

The above drill is a general procedure and would have to be adapted to specific CC allocation as outlined below.



Assigned Areas

Emergency Equipment

No 1

L1 (CC to evacuate self via L1)


- ELT type C (if fitted) (under No 1’s j/s). - Loudhailer – if time permits (Fwd Bulkhead Stowage).

No 2

L2 Guard L2 and redirect PASSENGER to Overwing (CC to evacuate self via Left Overwing Exits).


- ELT type A/B (L2 stowage). - White first aid kit – if time permits (Hatbin 33 DEF).

No 3



- Loudhailer – if time permits (Hatbin 33 DEF). - Green first aid kit – if time permits (Hatbin 33 DEF).

No 4


Rows 1-10.

- White first aid kit – if time permits (Hatbin 14 DEF).


page 5–105


5.11.5

Rejected Take-off 1.

Once the aircraft has come to a complete stop or the aircraft has taxied clear of the active runway, the No 1 will make the following passenger PA:

“Ladies and Gentlemen, the Captain has decided to reject our take-off on this occasion. Please remain in your seats with your seat belts securely fastened. We will give you more information as soon as we have it. Thank you.” 1.

No 1 calls the Captain and says “Cabin to Flight Deck, No 1 standing by”.

2.

No 2 picks up aft interphone and says “Cabin to Flight Deck, No 2 standing by”.

3.

Inform Captain of any relevant information.

4.

No 1 will inform No 4, and No 2 will inform No 3.

5.

All CC remain at their stations and check inside and outside conditions.

6.

Be prepared to evacuate should an evacuation be required.

7.

Captain will make a PA advising reason for RTO.

Note:

There may be a time delay before the call is answered as the Flight Crew will be doing their own drills.

In a rejected take-off where the aircraft veers off the runway, all CC must shout the command “Head Down, Grab Ankles, Stay Down” and await Captain’s command. If it is necessary to evacuate the aircraft the command would be “This is an emergency, evacuate the aircraft using all available exits”.

5.11.6

Go Around/Missed Approach 1.

When engine noise has increased and the climb can be felt, the No 1 will make the following passenger PA: “Ladies and Gentlemen, the Captain has decided not to land the aircraft on this occasion. Please remain in your seats with your seat belts securely fastened. We will give you more information as soon as we have it. Thank you”.

page 5–106

2.

After 4-5 minutes, the No 1 calls the Captain and says “Cabin to Flight Deck, No 1 standing by”.

3.

No 2 picks up aft interphone and says “Cabin to Flight Deck, No 2 standing by”.

4.

Inform Captain of any relevant information.

5.

No 1 will inform No 4, and No 2 will inform No 3. Issue: 1, Revision: 0, Date: 28-Oct-2014


5.11.7

6.

All CC remain at their stations and check inside and outside conditions.

7.

Captain will make a PA advising reason for Go Around.

Tail Strike Cabin Crew Tail Strike Procedure Should CC suspect that a tail strike has occurred the below procedure must be applied: •

No 2 shall immediately contact the No 1 via interphone informing him/her of the situation.

•

No 1 shall contact the Flight Crew via interphone and inform the Captain of suspected tailstrike including details of the situation that may include: –

The type of sound heard – scraping sound/loud bang.

–

Any noticeable damage to the aircraft.

–

Any noticeable sounds, e.g. whistling around door seals.

–

Security of the cabin – has anything become dislodged, etc.

–

Injuries to passengers/aircrew.

•

CC would stay in their assigned stations and observe inside and outside conditions.

•

CC will await further instructions from the Captain.


page 5–107


5.11.8

Pilot Incapacitation Drill Protect the Aircraft Controls 1.

Remove the pilot from the controls, ensure airway is open.

2.

Ensure seat belt is fastened and shoulder harness is secured.

3.

Cross the pilot’s arms and secure them behind the shoulder harness.

4.

Engage inertia reel lock.

5.

Ensure seatback is in the fully upright position (Recline lever).

6.

Slide seat fully aft (“H” lever).

7.

Remove pilot’s feet from rudder pedals, cross the legs behind the yoke.

Care of the Pilot 1.

Check airway is clear (if choking, i.e. back slaps).

2.

Check for normal Breathing for 10 seconds.

BREATHINGABSENT

BREATHINGNORMAL

(orONLYOCCASIONALGASP)

Considermovingpilottotheforward galley(exerciseextremecaution)

FirstAidandMonitor,Consideruseof emergencyOxygenbottlefromthe cabin.

CommenceCPR

AssistOperatingPilot AssistOperatingPilot

If breathing of the incapacitated pilot is normal, consider administering oxygen to the operating pilot (may require oxygen due to hypoxia). Note:

Should a pilot be incapacitated following a decompression, Quick Don Oxygen shall be used on Emergency.

If breathing is not normal and subject to approval from the remaining pilot and depending on the phase of flight, 2 CC will remove incapacitated pilot from his seat and commence CPR immediately at forward of aircraft. The No 1 will assign CC to this task (normally No 2 and No 3) taking account of the physical size of the pilot to be removed.

page 5–108


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES The remaining Flight Crew member will declare the emergency to ATC, i.e. “MAYDAY – MAYDAY – MAYDAY – RYR 123 – PILOT INCAPACITATION – STANDBY”. A pilot involved in an incapacitation incident shall not be permitted to resume crew member function on that flight and must be certified fit by an AME (Aero Medical Examiner) before being reassigned to flight duty.


page 5–109


5.11.9 5.11.9.1

Incapacitation of Cabin Crew Incapacitation of Cabin Crew In-flight Revised CC Positions: The reduced CC complement will be Nos 1, 2, and 4 (No 3 Jumpseat shall be unoccupied). CC positions will be re-assigned as outlined in the following table: Incapacitated CC

Action Required

Seat Position

No 1.

No 2 becomes No 1. No 3 becomes No 2. No 4 remains in position.

L1 jumpseat outboard. L2 jumpseat inboard. L1 jumpseat inboard.

No 2.

No 1 remains in position. No 3 becomes No 2. No 4 remains in position.


No 3.

No 1 remains in position. No 2 remains in position. No 4 remains in position.


No 4.

No 1 remains in position. No 2 remains in position. No 3 becomes No 4.


Specific Procedures: If there is a positioning, qualified Ryanair CC available and fit to operate: 1.

They may sit in the R2 jumpseat wearing a hi-viz jacket and assume the responsibilities of No 3, under the direction of No 2. (Make a PA, re: hiviz.)

If there is not a positioning, qualified Ryanair CC available and fit to operate:

page 5–110

1.

The No 3 jumpseat will remain unoccupied.

2.

The No 2 will now be alone at the rear of the aircraft and will be responsible for both the L2 and R2 doors.

3.

It will not normally be necessary to brief an ABP for the R2 door in routine circumstances, however in an emergency situation ABPs shall be selected and briefed for that particular area.

4.

The assigned No 2 shall be responsible for both No 2 and No 3`s duties under normal and emergency situations.



5.11.9.2

Incapacitation of Cabin Crew Prior to Departure Revised CC positions: No’s 1, 2, & 4. (No 3 Jumpseat shall be unoccupied) CC positions will be reassigned as outlined in the following table: Incapacitated CC

Action Required

Seat Position

No 1.

No 2 becomes No 1, if qualified. No 3 becomes No 2. No 4 remains in position.


No 2.

No 1 remains in position. No 3 becomes No 2. No 4 remains in position.


No 3.

No 1 remains in position. No 2 remains in position. No 3 remains in position.


No 4.

No 1 remains in position. No 2 remains in position. No 3 becomes No 4.


Specific Procedures: If there is a positioning, qualified Ryanair CC available and fit to operate: 1.

They may sit in the R2 jumpseat wearing a hi-viz jacket and assume the responsibilities of No 3, under the direction of No 2. (Make a PA, re: hiviz.)

If there is not a positioning, qualified Ryanair CC available and fit to operate: 1.

The No 3 jumpseat will remain unoccupied.

2.

The No 2 will now be alone at the back of the aircraft and will be responsible for both the L2 and R2 doors.

3.

It will not normally be necessary to brief an ABP for the R2 door in routine circumstances, however in an emergency situation ABPs shall be selected and briefed as per procedures outlined in section 4 of this manual.

4.

The assigned No 2 shall be responsible for both No 2 and No 3`s duties under normal and emergency situations.

5.

When conducting the safety demonstration with 3 CC, the No 1 shall verbally do the safety demonstration PA. The remaining CC shall conduct the safety demonstration in rows 1 and 16.


page 5–111


If there are only 3 CC onboard, boarding cannot commence until refuelling has been completed. All 3 CC must be on board at all times when passengers are boarding, on board or disembarking. Note:

page 5–112

If the No 1 is incapacitated the flight can only depart, if a qualified No 1 (can be Junior CSS or JU PU) is taking the incapacitated No 1 position. This new No 1 will occupy the L1 jumpseat outboard for take-off and landing.



5.11.10

Cabin Crew Duties in a Decompression, Specific to Aircraft Type Decompression

Condition: One or more of the following conditions: • There is a loss of cabin pressure. • Passenger Oxygen masks deploy during the flight. • The command “emergency decent (three times)” is received from the Flight Crew. 1.

Oxygen mask................................................................................................. ON (Use nearest available mask, command passengers to do same)

2.

Sit down ...................................................... if necessary, sit on passengers lap

3.

Strap in ........................................................................... PUT SEATBELT ON When command “No 1 to the flight deck” is heard:

4.

Oxygen masks ................................................................................... REMOVE

5.

NITS....................................................................................... No 1 RECEIVED

6.

Trolleys .................................................................................................... STOW

7.

Crew meet at forward galley

8.

No smoking and reassurance PA ............................................... COMPLETE

9.

NITS.............................................................................. RECEIVE (from No 1)

10.

Toilets ...........................................................................CHECK (Number 3 /4)

11.

First aid ..................................................................................... ADMINISTER

12.

Fire or structural damage.................................................... CHECK (No 1 /2)

13.

ABPs ..............................................................BRIEF (Assigned doors No 1 /2)

14.

ABPs ............................................................... BRIEF (Overwing exit No 3 /4)

Note:

If passenger oxygen masks have dropped and after 60 seconds (one minute) “emergency decent” PA is NOT received, emergency decent is not initiated, or “No 1 to the flight deck” is not heard: • Therapeutic oxygen...ON (use other available drop-down oxygen masks) • Forward interphone..............................................CALL FLIGHT DECK • If no response.....................................................ENTER FLIGHT DECK • Quick don oxygen masks.......................ON EMERGENCY (if required)


page 5–113


5.11.11 5.11.11.1

Fire Equipment Carried On-board On the aircraft we carry the following fire fighting equipment: •

7 × PBEs.

•

4 × Halon Extinguishers.

•

1 × Water Glycol Extinguisher.

•

4 × Fire Gloves.

•

1 × Crash Axe.

All equipment is detailed in Chapter 3.

5.11.11.2

Cabin Crew Roles in Fire Fighting If a cabin fire or smoke condition is detected in flight, the CC must take up the following roles in this order, immediately. The Fire Fighter •

This is the first person to arrive at the scene.

•

Press call bell 3 times to alert other CC.

•

Collect necessary equipment.

•

Implement the appropriate fire drill.

•

When the fire is out, report to the Captain giving accurate details of the situation.

First Communicator 1.

Inform the Captain via the interphone (222) and give PAA briefing using the following format: Problem There is a fire (state location and affected area). Action What action is being taken by the CC. Additional Information

page 5–114

•

What is burning? Report any smells.

•

Severity of fire. Amount and colour of smoke.



Passenger reaction.

•

Remind of Electrics. (This will remind the Flight Crew to switch off any electrics associated with the fire area.)

2.

Collect Halon, Crash Axe and Fire Gloves from the flight deck and pass to the backup.

3.

Collect QRG.

4.

Update the Captain regularly.

Note:

CC shall ensure the No 1 is informed immediately. The initial information to the Flight Crew may not be accurate, as the communicator may not have seen any fire or smoke themselves. The Captain must make a PA to the passengers advising them that he is aware of the problem in the cabin and that the CC are dealing with the situation and are trained to do so. (If the Captain has initiated a diversion he must inform the passengers that the fire services at the diversion airport are aware of the problem and are awaiting our arrival). The Captain’s decisions for the safety of the flight will depend on your accurate assessment of conditions in the cabin. The Captain will decide whether an emergency landing at the nearest suitable airport is required. CC must be prepared for an emergency evacuation after landing.

The Back Up •

Collect equipment from the first communicator.

•

Collect other fire fighting equipment from the cabin.

•

Collect an empty bar box.

•

Be ready to take over from the fire fighter (Don PBE and Fire Gloves).

•

When Fire Fighter reports to the Captain, put item/debris into bar box and dampen down with water, check the area for signs of heat or fire.

Second Communicator •

Make a reassurance PA to passengers.

•

Move passengers and anything that could fuel the fire, e.g. portable oxygen bottles, bottles of alcohol.

•

Distribute wet towels for passengers to breathe through. The No 1 must monitor and take control of the situation and be aware the CC may have to prepare the cabin for an emergency landing, if required.


page 5–115


5.11.11.3 5.11.11.3.1

Specific Incident Fire Drills Fire on Taxiing Description: If while the aircraft is taxing and a fire is discovered the priority is to stop the aircraft and get all passengers off as quickly as possible. The fire service will fight the fire.

5.11.11.3.2

•

The CC who sees the fire first goes straight to the interphone, presses 222 and tells the captain:

•

“Stop the A/C there is a fire…………………”(State location).

•

All CC will be checking the conditions inside and outside the Aircraft.

•

Be ready to evacuate if necessary.

Fire During Boarding If during boarding a fire is discovered, the priority is to stop the boarding process and get all passengers off as quickly as possible. The fire service will fight the fire.

5.11.11.3.3

•

The CC who sees the fire first goes straight to the interphone, presses 222 and tells the captain: “There is a fire ………” (State location).

•

All CC will be checking the conditions inside and outside the Aircraft.

•

Be ready to evacuate if necessary.

•

For any passengers boarding use the command “Stop, go back”.

Other Fire Drills Refer to Section 4.18.7 of this Manual.

page 5–116



5.12

Bomb Warnings Sabotage or bomb warnings are received by all airlines and usually turn out to be false. However, all warnings must be taken seriously. The warning and its risks are considered and appropriate action taken, depending on whether it is a red, amber or green alert. Bomb Warnings may come in either written form or over the telephone. A supervisor must be advised immediately and he/she will make immediate contact with the Ryanair Operations Controller who is a trained bomb warning assessor. Bomb Warning Assessment Operations Controllers are trained to conduct bomb warning assessments. He/she will utilise an approved procedure to decide on what, if any, action is required as follows: RED.

A specific warning which permits identification of a specific target; or The caller has positively identified himself or the organisation involved and is judged credible. COUNTERMEASURES REQUIRED.

AMBER. Warning can be related to one or more targets but doubt about its credibility; or Doubt about the effectiveness of existing countermeasures. AUGMENTED COUNTERMEASURES REQUIRED. GREEN. A warning which may not identify a target or a specific group of targets; or Lacks credibility. NO EXTRA PRECAUTIONS REQUIRED. Cabin Crew Find Note On-board In the event that CC find a note onboard he/she must immediately report the matter to the Captain who will action as necessary.

5.12.1

Basic Procedure – On Ground, Parked on Stand “No 1 to the flight deck”. •


•


•

All Aircrew to be briefed on NITS.

•

On Captain’s command, disembark passengers - steps will be used where possible.

•

Check your area for any remaining passengers.


page 5–117


5.12.2

•

Aircrew disembark.

•

Await further instructions.

Basic Procedure – On Ground, Taxiing “No 1 to the flight deck”. •


•


•

All Aircrew to briefed on NITS.

•

Captain will taxi the aircraft to designated area as instructed by ATC.

•

Captain will make a PA to passengers.

•

On Captain’s command, disembark passengers - steps will be used where possible.

•

Check your area for any remaining passengers.

•

Aircrew disembark.

•

Await further instructions.

Captain’s PA Just prior to reaching the designated area, the Captain will make the following PA: “Ladies and gentlemen, we have received a message that a threat has been made against one of our aircraft. Airlines receive many such threats. However, we intend to take all possible precautions, therefore, we shall park the aircraft and ask that everyone gets off promptly. Please do/do not take personal belongings with you*. Please follow the Cabin Crew’s instructions.” * “Do not take” in all circumstances unless Captain decides otherwise.

5.12.3

Basic Procedure – In-flight “No 1 to the flight deck”

page 5–118

•


•

All crew to be briefed on NITS.

•

Captain will make a PA to passengers.

•

CC await further instructions (sterile search/ least risk bomb location).



5.12.4

Sterile Search Method This search method shall only be implemented on the Captain’s instructions. It is designed to cover all areas of the aircraft accessible by Aircrew in order to locate a suspicious object. If a suspicious object is discovered, the search must continue as there may be more devices planted. The flight deck will be searched by Flight Crew. The No 1 will supervise the search of the cabin, rotating the CC duties involved in the search procedure if required. •

No 1 stands at the fwd and is the OBSERVER.

•

No 4 stands between the STERILE and UNSTERILE area and is the BARRIER.

•

No 2 and No 3 are the SEARCHERS.

•

Begin the search in the rear galley and toilets bottom to top, left to right, every area must be fully searched.

•

Move the last 3 rows of passengers and all belongings to the front of the aircraft.

•

No 4 will move to row 30.

•

Search fully all 3 rows, from aisle to window and bottom to top.

•

If nothing has been found the area is now STERILE.

•

Before the passengers return to the STERILE area all baggage must be searched by the BARRIER.

•

Continue with this procedure 3 rows at a time.

•

During the search, if a SUSPICIOUS object is found, DO NOT TOUCH IT, ask passengers to identify the item.

•

If the object is not identified by a passenger, inform Flight Crew and treat as SUSPICIOUS.

•

Continue with search (as there may be more items).

•

At front of the aircraft, check galley and toilet.

•

Flight Crew will search the flight deck.

•

Each CC will search the crew bag of another CC.


page 5–119


Particular attention shall be paid to galleys, toilets, emergency equipment stowage, jumpseats and any recesses including recess panel in the ceiling in the AFT galley.

•

The Flight Crew shall be kept informed of the progress of the search and anything found or not claimed shall be treated as SUSPICIOUS. Note 1:

A Torch and a mirror can be used to assist in searching hard to reach areas.

Note 2:

If, following passenger disembarkation, a sterile search is required on the ground Aircrew may be required to conduct the search as they are familiar with the cabin layout and location of equipment.

Suspicious Object In order to identify what is suspicious you must first be able to recognise what is normal. As CC you are familiar with the aircraft cabin and contents of stowage areas. •

If you find something which is in any way suspicious, DO NOT TOUCH IT!

•

Inform the No 1 and Flight Crew immediately.

•

Give detailed description including size, colour, marking, smell, noise, stains, etc.

•

If possible a digital photo of the suspicious object to be taken and given to the Captain.

•

A drawing of the suspicious object should be in the form of a diagram as this makes it easier for description and analysis on the ground.

•

Where possible, move passengers away from the area. Instruct them to sit with their heads below the tops of seat backs.

•

If the captain considers it is essential to move the suspicious object for the safety of the aircraft, he will give instructions for it to be moved to the least risk bomb Location, which is at the R2 Door.

The reason for moving a suspicious object to the least risk bomb location is to minimise any damage in the event of a device exploding. The location is decided by the aircraft manufacturer and damage should be limited to the immediate vicinity. The route from the location of the suspicious object to the least risk bomb location must be clear of all obstructions and loose equipment. Passengers shall be seated and asked to cover their heads.

page 5–120



5.12.5

Preparation of Least Risk Bomb Location (LRBL) The least risk bomb location at the R2 Door will be prepared on the Captain’s command. •

Disarm slide (R2).

•

Remove safety equipment such as, O2 bottles, fire extinguishers and other equipment which could become a projectile or hazard should there be an explosion.

•

Empty 2 trolleys and lay them down flat on the floor against R2 door.

•

Pad the area with cushions, coats and any kind of soft materials to the height of the window.

•

Place the suspicious object against the window.

•

Cover it with a plastic bag to keep it dry.

•

Cover with a layer of dampened material.

•

Continue to pad with cushions until it reaches the ceiling and the whole right hand side of the rear galley area is filled.

•

Move the last 6 rows of passengers.

•

Put 4 passengers in a row if necessary.

•

No 3 and No 2 sit directly behind the last row of passengers.

Note:

5.12.6

If the Captain decides that the suspicious object is to remain where it is found, the surrounding area must be prepared in the same manner as described above, i.e. build the LRBL around the item.

Moving the Suspicious Object •

Slide a stiff card under the object in case it is fitted with an anti-lift device.

•

Keep the object in the same attitude in which it was found, i.e. do not turn the object over or around.

•

One CC will carry the object.

•

One CC will walk in front of the CC carrying the object to prevent any interference from passengers.

•

One CC will walk behind the CC carrying the object to prevent any interference from passengers.


page 5–121


INTENTIONALLY BLANK

page 5–122



6

FIRST AID

6.0

Physiology of Flight Including O2 Requirements and Hypoxia

6.0.1

The Requirement for First Aid On-board CC should appreciate that there will be many occasions when their skills as First Aiders will be called upon, the likelihood of managing medical emergencies on board the aircraft being far greater than dealing with any other type of emergency. CC shall be aware that their skills in delivering First Aid may be needed by: •

Passengers who board the aircraft already suffering from an existing medical condition.

•

Passengers who suddenly become ill in-flight with little or no warning.

•

Passengers who become injured due to an in-flight incident (e.g. scalds or fractures and soft tissue injuries following turbulence) or passengers suffering a variety of injuries following an emergency landing or ditching.

•

Fellow Aircrew who injure themselves in-flight due to turbulence or receiving burns or scalds from ovens or boilers.

Passengers who board the aircraft already suffering from an existing medical condition are usually expert in managing it and require little intervention from the CC. The majority of passengers who become ill in flight are usually suffering from non life threatening conditions that can be managed fairly easily.

6.0.2

Physiology of Flight Jet aircraft perform most efficiently at high altitudes: unfortunately, human beings do not! The reason that jet and most turbo propelled aircraft are designed to operate at high altitudes is to economise on fuel, maintain high speed and avoid adverse weather conditions. Fit human beings function very well at altitudes up to 10,000 feet: at altitudes higher than this, the molecules of oxygen in the atmosphere move further apart due to a decrease in pressure (gravity) as the gravitational pull which is greatest nearer to the earth diminishes. As a result, jet and turbo propelled aircraft are normally pressurised. Briefly, cabin air is taken from the outside atmosphere, compressed and adjusted to a comfortable temperature. This enables the passengers to enjoy an environment equivalent to a much lower altitude than that found outside the fuselage. At a typical cruising altitude of 37,000 ft, the cabin pressure will be maintained at 6-8,000 ft.


page 6–1


6.0.3

Oxygen and the Body The percentage of gases in the troposphere (the “friendly” layer of atmosphere surrounding planet earth) is always the same, namely 21% oxygen and the rest consisting mainly of nitrogen. Oxygen is essential to support life: nitrogen is an inert gas that fulfils no useful function as far as human life is concerned.

6.0.4

Hypoxia Hypoxia, lack of sufficient oxygen in the environment due to the reduction of pressure holding the oxygen molecules together, will result if a failure of the pressurisation system occurs. Even in normal flight, passengers with existing heart or lung disease may experience mild hypoxia as a result of flying in relatively diminished air pressure. In any event, oxygen is available to compensate for the hypoxia.

6.1

Objectives of First Aid Preserve Life Be prepared to carry out life saving treatment such as performing resuscitation or controlling bleeding. Prevent Condition from Worsening Treat the casualty with TLC – Tender Loving Care. Promote Recovery Ask the Flight Crew to request Paramedic support on landing and if necessary, request a diversion if the situation is deteriorating. You may also wish to make a PA asking if there are any medically qualified persons on board who may be able to assist in a medical emergency. To ensure passenger’s recovery CC should consider completing the following steps in First Aid emergencies: •

Inform the Captain.

•

PA for medically qualified person.

•

Comfort the casualty.

•

Ambulance on arrival.

•

Observation Chart.

•

Captain may divert.

Depending on the specific emergency CC may need to complete all or only some of these steps. page 6–2


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Ages of Adult, Child and Infant for First Aid Purposes:

6.2

6.3

•

The definition of an infant is from birth to 1 year.

•

The definition of a child is from 1 year to puberty.

•

The definition of an adult is puberty and over.

Protecting Yourself •

Check for danger before starting first aid, e.g. Passenger fighting, fire/smoke or toxic substances.

•

Use Barriers – protective gloves, pocket mask.

•

Use antiseptic wipes to clean your own skin if exposure to bodily fluids has occurred.

First Aid Roles If a first aid incident is detected in flight, the CC must take up the following roles in this order, immediately. The First Aider •

This is the first CC to arrive at the scene.

•

Press call bell three times to alert other CC.

•

Assess the casualty.

•

Give first aid required.

Communicator: 1.

Inform the Captain via the interphone (222 if major medical emergency) and give PAA briefing using the following format: Problem State the problem, Age, Sex, Condition (of casualty i.e. heart attack) and level of consciousness. Action What action is being taken by the CC. Additional Information Any assistance required on arrival, e.g. wheelchair assistance/ambulance.

2.

PA for medically qualified person (if necessary).

3.

Move passengers away from the area (if necessary).

4.

Collect QRG


page 6–3

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES The Back Up: •

Immediately collect both types of first aid kits and portable oxygen and take to First Aider.

•

Remain at the scene and be on hand to open/locate any items from the First Aid kits that may be required.

Other CC: •

Continue with normal duties

Note:

6.4

Unless the No 1 is the First Aider he/she must continue to supervise all passengers and CC on board as well as any other duties required (e.g. backup/communicator/preparing the cabin for landing etc.).

Coping with Emergencies Assisting in any emergency is stressful. After an event you may feel a great deal of satisfaction, or elation, but it is also common to feel upset or guilty. It may help greatly to talk over your experience with a partner, friend or family member or you may want to talk to an Instructor/Manager/Chief Instructor – Safety.

6.5

Informing the No 1 Always ensure the No 1 is informed of any medical situation on board. The No 1 is responsible for coordination of resources to ensure the team works effectively in managing the medical situation.

6.6

Informing the Captain It is important that the Captain is alerted immediately of any serious medical emergency on board. Continue to liaise with the Flight Crew.

6.7

Making a PA for a Medically Qualified Person This person must not be allowed to assist or administer medication to the casualty before it is confirmed that he/she is medically qualified or the Captain has given permission. Should the person be lacking medical identification, they can advise the CC on a course of action but should not administer any medication.

page 6–4



6.8

Deciding what Aftercare may be Necessary The following can be arranged by the Flight Crew in advance: Wheelchair Assistance Assistance is available at the gate with a wheelchair. They will assist the passenger, and take them to the medical centre if necessary. They have extra training in manual handling, care of the ill and disabled passengers (and some First Aid knowledge). Airport Medical Centre Most airports have medical facilities for use by passengers and Aircrew. They are usually open 24 hours. Some may make a charge for a consultation. Always advise a passenger who is ill or injured in flight to seek medical attention when they reach their destination. Paramedics/Ambulance The service may vary considerably at each out-station from fully trained personnel to a service that only transports casualties from an aircraft to a medical centre. If a medical emergency happens on descent, then Air Traffic Control must be informed who will organise deployment of paramedics/ambulance. This service shall only be used when a casualty requires urgent medical care i.e. serious injuries or illness e.g. fractures, heart attack. The paramedics/ambulance will arrive at the aircraft. The Captain will normally plan to disembark an incapacitated passenger at a pre-designated stand (not a taxiway or runway). A door nearest to the casualty shall be opened once the steps have arrived and the paramedics are allowed to board. Liaise with the paramedics and allow them to see the casualty immediately. All other passengers should remain seated. A PA may be necessary and the Captain may leave the seat belt sign on to facilitate this. Once the casualty has been taken off the aircraft the relatives may also depart and the ground staff will ensure that their baggage is removed as quickly as possible. Other passengers will be able to disembark the aircraft when it arrives at the gate or, if this is an unscheduled landing, they will remain on board until the final destination. Port Health (Public Health) Every international airport in the world has a Port Health Unit. The function of the unit is: •

Health control – The prevention of importation of communicable diseases.

•

Medical surveillance of all immigrants.

As a matter of routine they will only meet flights if they have been requested to do so by an airline’s Operations Department. Issue: 1, Revision: 0, Date: 28-Oct-2014

page 6–5

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES When to Ask the Captain to Call Port (Public) Health The Port Health Unit shall be called when you suspect that a passenger onboard the aircraft may have a communicable disease e.g. Cholera, Typhoid, Yellow Fever, or there has been a death on the flight. You may not be able to make an accurate diagnosis of the suspected communicable disease but certain signs, symptoms and a history may suggest that the passenger is suffering from an infectious disease such as: •

Diarrhoea and vomiting.

•

Rash and spots.

•

Fever (high temperature above 38°C).

•

A passenger known to have contact with Cholera, Typhoid, Yellow Fever, Dysentery or any other communicable diseases.

•

A passenger has fleas or lice.

•

Glandular swelling.

•

Coughing up blood.

•

Death onboard.

A request for Port Health will usually cause a short delay at the end of the flight. Doctors from Port Health will assess the nature of the illness, the number of people affected, the flight details, and where the aircraft has come from, before allowing any passengers or Aircrew to disembark. They may then refer the suspected passengers to isolation and may take details of nearby passengers, e.g. four rows in front and four behind. The Public Health Inspector will give surveillance forms to those who require them. The staff from the Port Health Unit may take the casualty off the aircraft to hospital and place them in isolation. If they feel the casualty does not have a communicable disease, they will allow them through the airport with other passengers, or take them to the airport medical centre. Port Health has the power to detain an aircraft for 3 hours (in case of fumigation). They can also impose penalties on an airline if they suspect that Aircrew have deliberately withheld information.

page 6–6



6.9

Equipment Available to Assist in a First Aid Incident Equipment available to assist the CC when dealing with a first aid incident is first aid kits, oxygen bottles and pocket masks. Note:

6.9.1

CC are not permitted to administer any medication to passengers.

Observation Chart An observation chart may be completed by the No 1 and passenger details should be recorded on the Medical Report. A copy of the observation chart is also useful to the paramedics upon arrival at the aircraft as it may assist medical professionals in their diagnosis of the casualty.

6.9.2

Conscious Passengers The majority of passengers on board the aircraft needing First Aid will be conscious and will be able to communicate with you, possibly through others if you do not share a common language.

6.9.3

Assessing the Casualty The casualty may be conscious and able to tell you what is wrong. Asking 3 simple questions may assist you in determining what to do: 1.

“What is the matter?”.

2.

“Have you had this condition before?”.

3.

“Do you have any medication with you?”.

Asking questions of onlookers, friends or relatives may assist you. Look for any injuries, bleeding or limbs at odd angles. Look for clues such as a syringe, medication, inhalers and nasal sprays. Medical warnings may be detailed on bracelets, medallions, lockets or key rings. A hospital card may be in a diary or wallet.


page 6–7

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Also note the following: Age, Sex, Condition and level of consciousness as this shall be passed to the Flight Crew. Note:

If checking baggage of casualty it must be done in front of passengers. When assessing a casualty, remember that in most cases the passenger will display some or all of the signs and symptoms of shock. You may wish to monitor the persons pulse and breathing rate to determine whether both are gradually increasing. Pulses and breathing rates continuing to accelerate are an indication that the person’s condition is deteriorating and may prompt you to ask the Captain to call for Paramedic support on landing. Age

Breathing Rates (Breaths Per Minute)

Pulse Rates (Beats Per Minute)

ADULT.

Puberty +.

12-20.

60-100.

CHILD.

1 year – Puberty.

15-30.

70-140.

Birth – 1 year.

25-50.

90-150.

INFANT.

Do not tell the casualty that you are assessing their breathing, as the depth and rate of breathing can be changed voluntarily. Subtly watch the casualty’s chest rise and fall after taking the pulse. Feel for the pulse for 15 seconds and multiply by 4. Never use your thumb to check for pulse. Watch for the chest rising and falling for 15 seconds and multiply by 4 (four). Record details on observation chart at 10 minute intervals. There are two pulse points which can be used to check the pulse: Radial Pulse.

At the wrist, below the thumb.

Conscious casualties.

Brachial Pulse.

On the upper inside of the arm.

Conscious casualties, obese, neck injury or very young passengers.

Note:

Taking the pulse is only a means of assessing a conscious casualty for the purpose of checking if the casualty is getting better or worse. The pulse must not be taken if the casualty is unconscious.

Comfort the Casualty – 5 General Points in First Aid In order to make the casualty as comfortable as possible, the following points should be carried out in all First Aid incidents:

page 6–8

1.

Explain what you are doing.

2.

Tender Loving Care. (TLC.)

3.

Reassure. Issue: 1, Revision: 0, Date: 28-Oct-2014


6.10 6.10.1

4.

Loosen tight/restrictive clothing.

5.

Open air vents.

Medical Emergencies Choking Airway obstruction may occur when the airway is partially or totally obstructed. This may be due to: •

Something going down the windpipe rather than the food pipe and causing either total or partial blockage.

•

The tongue of an unconscious casualty relaxing and blocking the airway.

•

Allergic reaction – Anaphylactic Shock.

•

Adults can choke on pieces of food, which have been inadequately chewed and ineffectually swallowed.

•

Young children are at risk because they like putting objects into their mouths.

If the casualty is able to breathe and speak, instruct them to try and cough up the object, remain with them until the airway is cleared. If the casualty cannot cough or speak, shows signs of distress and grasps their throat, this is a complete airway obstruction and must be dealt with immediately. Back Slaps Firm back slaps between the shoulder blades may expel the object or move it further up the windpipe. If the object is visible in the mouth, a finger sweep can be done to remove the object. Never push your fingers down a casualty’s throat in an attempt to ‘find’ the object. Abdominal Thrusts If the back slaps do not work, you may carry out the abdominal thrust. The aim of this procedure is to push the air out of the lungs, up the windpipe expelling the object. 1.

Stand behind the casualty, put both arms around the waist.

2.

Make a fist with one hand and place the thumb side between the navel and the bottom of the breastbone, grasp the fist with the other hand.

3.

Pull sharply inwards and upwards, watching to see if object is forcefully expelled from the mouth. Repeat if necessary up to 5 times.


page 6–9


Never perform abdominal thrusts on a pregnant choking casualty as this could cause problems with the unborn child. Note:

5.

Extreme caution should be taken when dealing with a pregnant passenger who is choking.

NEVER perform abdominal thrusts on pregnant or obese passengers who are choking, only perform chest thrusts.

Care - Choking Adult Encourage them to cough, if the coughing becomes ineffective ask “Are you choking?” If the casualty cannot speak or cough:

page 6–10

1.

Bend the casualty over, head lower than the chest.

2.

Give 5 backslaps between the shoulder blades.

3.

Check airway.

4.

Give 5 abdominal thrusts.

5.

Check airway.

6.

Give 5 backslaps.

7.

Give 5 abdominal thrusts.

8.

Repeat until item is dislodged.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Techniques for Dealing with Adult Choking

Abdominal Thrusts

Hand posi on of rescuer for Abdominal Thrusts

If the Casualty Becomes Unconscious Begin CPR. (You are attempting to relieve the obstruction by carrying out chest compressions). Care - Choking Child: Encourage them to cough, if the coughing becomes ineffective: 1.

Bend the casualty over, head lower than the chest.

2.

Give 5 backslaps between the shoulder blades.

3.

Check airway.

4.

5 (five) abdominal thrusts.

5.

Check airway.

6.


If the Choking Child becomes Unconscious: 1.

Open the mouth and remove any visible obstructions.

2.

Open the airway and attempt 5 rescue breaths.


page 6–11


If there is no response, (resumption of normal breathing) start chest compressions and rescue breaths at a ratio of 30:2.

Care - Choking Infant: Encourage them to cough, if the coughing becomes ineffective: 1.

Put the infant in the head down, face down position across your knee and give 5 back slaps between the shoulder blades. Maintaining the infant in the head down position, turn the infant over.

2.

Check airway.

3.

5 (five) chest thrusts.

4.

Check airway.

5.


If the Choking Infant becomes Unconscious:

6.10.2

1.

Open the mouth and remove any visible obstructions.

2.

Open the airway and attempt 5 rescue breaths.

3.

If there is no response, (resumption of normal breathing) start chest compressions and rescue breaths at a ratio of 30:2.

Stress Reaction and Allergic Reactions Airway obstruction can be due to other causes rather than a foreign object, the casualty’s own tongue for example. People may have a severe allergic reaction to substances such as peanuts, different types of drugs or stings. An allergic reaction can kill due to the airway becoming very swollen and inflamed. This condition is known as Anaphylactic Shock. Signs and Symptoms: •

Pale skin.

•

Difficulty in breathing.

•

Swelling of lips, face, neck, tongue.

•

Difficulty in swallowing.

•

Rash.

•

(Pulse may be rapid, weak and/or irregular).

Care – Stress Reaction and Allergic Reaction:

page 6–12

1.

Own medication – “epi-pen”.

2.

Maintain an open airway, using the head tilt chin lift method. Issue: 1, Revision: 0, Date: 28-Oct-2014


6.10.3

3.

Keep airway open.

4.

Be prepared to resuscitate.

5.

Administer oxygen.

6.

Promote recovery.

Hyperventilation Hyperventilation is a condition where a casualty is over-breathing. Too much oxygen is being taken into the body, therefore washing out Carbon Dioxide (CO2). To survive we need a mixture of gases, therefore if we wash out all our CO2, this can cause us to have problems. Even though CO2 is a waste product of respiration, we still need it in our body, as it is the presence of CO2 in our blood that stimulates our respiratory centre in the brain to breathe normally. People hyperventilate usually due to excitement or stress. It is often seen in someone who is scared of flying. These people subconsciously breathe faster and this washes out CO2 from the body. Signs and Symptoms: •

Anxiety.

•

Over-breathing.

•

Flushed skin.

•

A feeling of light-headedness and the casualty may eventually faint.

•

Tingling and spasms in the hands and feet. The hands and feet may eventually assume a claw like or over extended position.

•

The casualty may collapse.

Care - Hyperventilation: 1.

Explain what has happened and why.

2.

Call for another CC to try and sort out any problem that the casualty has.

3.

Reassure and try to calm the casualty.

4.

It may take 5-10 minutes to reverse the symptoms.

5.

Monitor the casualty for the rest of the flight in case it happens again. Note:

Do not use a paper bag for the casualty to breathe through as CC might not be able to accurately diagnose the condition. The use of therapeutic oxygen should be considered if the passenger’s condition deteriorates.


page 6–13


6.10.4

Gastro Intestinal Disturbance The cause of pain in the abdomen may be relatively trivial (indigestion) but, alternatively, may indicate a very serious condition. Causes: •

Appendicitis.

•

Gallstones.

•

Food Poisoning.

•

Internal bleeding.

•

Ulcers.

•

Kidney stones.

•

Gynaecological disorders.

•

Period pains.

•

Gas expansion (wind).

Signs and Symptoms: •

Pain.

•

Swollen abdomen.

•

Nausea and vomiting.

•

Shock if pain is severe.

Care – Gastro Intestinal Disturbance:

6.10.5

1.

Encourage the casualty to lie down in the foetal position with their legs brought up to their chest.

2.

Keep nil by mouth.

3.

Administer oxygen.

4.

Promote Recovery.

Air Sickness Our inner ear is filled with fluid that is sensitive to motion disturbance. Any abnormal motion disturbance can cause us to feel sick. The casualty may feel nervous and feel very unwell. Care – Air Sickness:

page 6–14

1.

Make sure sick bags are available.

2.

If the passenger vomits, ensure that it is removed quickly. Issue: 1, Revision: 0, Date: 28-Oct-2014


Instruct the casualty to breathe slowly and deeply through their mouth. (This is so that they have to concentrate on their breathing and their thoughts may be diverted from their nausea.)

4.

6.10.6

Give sips of water.

Epilepsy A person suffering from epilepsy is usually on medication to control the fits. However, fits can occur if there is a problem with the medication, or an epileptic attack can be triggered by a head injury, drug or alcohol overdose, or by prolonged use of video games. An epileptic fit can take several forms: Minor Fit: •

Switching off or staring blankly.

•

Twitching or jerking of lips, eyelids, head or limbs.

•

“Automatic”, repetitive movements such as lip smacking.

•

Chewing or making noises.

If you notice a person behaving in this manner: 1.

Stay with them until they are fully conscious. (They may be confused or disorientated).

2.

Suggest they see a doctor as soon as possible.

Major Fit: A major fit will take the form of a full body convulsion. The sufferer may have a brief warning period (aura), and may sit or lie down to prevent injury from falling. 1.

If possible, pad the area around the head to protect from injury.

2.

Time the fit.

3.

Time the sleep.

4.

When the casualty wakes, show them to the toilet.

5.

Ask if it’s the first time they’ve had a fit: •

Answer “yes” – Ambulance on arrival. –

• 6.

Observation chart.

Answer “no” – Advise them to see a Doctor.

In both cases, pass on fit and sleep times.


page 6–15


6.10.7

Heart In order for the heart to function efficiently it requires two elements: Oxygen via the blood supply. The heart has its own independent blood supply transported by the coronary arteries (blood vessels). Electricity via the pacemaker, to stimulate the heart to beat. Coronary Arteries The coronary arteries sit on the outside of the heart and constantly feed the muscle with blood and therefore oxygen. The largest of these blood vessels has an inner diameter the size of a drinking straw. When healthy, the coronary arteries will supply oxygen on demand to the heart i.e. during exertion more oxygen will be provided. Heart disease causes the inside of the coronary arteries to narrow by lining them with a fatty substance called cholesterol. This narrowing reduces the blood flow and thus the oxygen to the heart muscle. This usually does not cause too many problems except when the oxygen demand is increased. Heart disease is the biggest killer in the western world. The following risk factors will increase the likelihood of someone developing the disease:

6.10.7.1

•

Smoking.

•

Family history of heart disease.

•

High fat diet.

•

High blood pressure.

•

Obesity.

•

High alcohol consumption.

•

Stress.

•

Lack of exercise.

Angina Angina is a condition that results in a reduced amount of oxygen to the heart muscle, usually when the heart is over worked e.g. during physical exercise/ stress. The heart muscle becomes temporarily starved of oxygen, resulting in cramping chest pain and breathlessness. Angina is brought on by exertion and relieved by rest. Signs and Symptoms:

page 6–16

•

Cramping chest pain which sometimes spreads to the left arm and jaw.

•

Breathlessness.

•

Weakness. Issue: 1, Revision: 0, Date: 28-Oct-2014


Pale in colour.

Care - Angina:

6.10.7.2

1.

Semi-sitting position.

2.

Own medication (Glycerine Trinitrate – GTN).

3.

Encourage to breathe slowly and deeply.

4.

Administer Oxygen.

5.

Promote Recovery.

6.

If the attack lasts longer than 10 mins/GTN does not work/or first experience of this: Treat as heart attack.

Heart Attack When the necessary arteries are already narrowed by cholesterol, blood flowing through it may become sticky and a blood clot may form which completely blocks the blood supply to a portion of the heart muscle. This is called a heart attack. Signs and Symptoms: •

Very constricting chest pain (vice-like), often radiating down either arm and into the jaw. Often the worst pain the casualty has ever suffered.

•

Difficulty in breathing.

•

Ashen, cold and clammy skin.

•

Weak, rapid pulse.

•


•

The casualty will be very frightened and may fear death.

Note:

With a minor heart attack some casualties may describe this pain as heartburn or acid indigestion. They also may complain of jaw pain or toothache. Always take a good history before giving first aid.


page 6–17

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Care – Heart attack: Conscious.

Semi-sitting position.

Unconscious.

Check ABC’s.

In both cases.

1. Administer Oxygen. 2. Promote Recovery.

Cardiac Arrest The heart has its own individual electrical supply, a collection of specialised cells called the pacemaker. It is positioned at the top right hand side of the heart and it sends an electrical impulse across the heart muscle. This happens in a fraction of a second and stimulates the heart to contract and relax, which in turn produces the pulse. The heart repeats this 60-80 times per minute, in normal conditions, pushing blood around the body. If there is a substantial amount of muscle death due to a heart attack, this electrical impulse may be interrupted causing electrical chaos. This is called Ventricular Fibrillation. When this occurs the heart muscle cannot contract efficiently, therefore, there is no pulse and oxygen will not be transported around the body. Brain tissue will start to die within 3 to 5 minutes. The electrical system can also become desynchronised due to electrocution, drug overdose and shock. The heart’s electrical supply can also stop altogether; this is called Asystole (Flat Line). Ventricular Fibrillation will only last for a maximum of 20-25 minutes. It will then deteriorate into Asystole (Flat Line). Signs and Symptoms:

page 6–18

•

Collapsed casualty with no response.

•

No breathing.

•

No pulse. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Care – Cardiac Arrest:

6.10.8

1.

CPR.

2.

Promote Recovery.

Stroke A Stroke (Cerebrovascular Accident) is a condition where the blood supply to part of the brain is suddenly reduced or completely blocked by a blood clot (Cerebral Thrombosis) or a ruptured artery (Cerebral Haemorrhage). Strokes are more common in later life and the effects of a stroke depend on how much, and which part of the brain is affected. Strokes can be fatal but most people make a good recovery. Signs and Symptoms: •

Weakness or paralysis usually (but not always), on one side of the body.

•

Slurred speech, or inability to talk or control mouth.

•

Noisy breathing, slow bounding pulse.

•

Skin on the face appears flushed.

•

A sudden severe headache (not always).

•

A confused mental state, casualty may appear distressed and tearful.

•

Loss of bladder or bowel control.

•

A sudden or progressive loss of consciousness.

•

Grip test – Ask casualty to hold out their arms in front of them and hold them there, now ask them to squeeze your hands, if one arm is unable to stay up and one grip is weaker than the other, this would normally indicate a stroke.

Care - Stroke: Conscious.

Lie casualty down and slightly raise head and shoulders If thirsty, wet lips.

Unconscious.

Check ABC’s.

In both cases.

1. Administer Oxygen. 2. Promote Recovery.


page 6–19


6.10.9

Diabetes This is a condition in which the body is unable to control its own blood sugar (glucose) levels. When we eat sugar it is absorbed into the blood stream and will remain in the blood stream until the hormone insulin enables it to be absorbed into the body’s tissues. Insulin is produced in an organ called the pancreas. Some people do not produce enough insulin, where others do not produce any at all. Insulin enables absorption and utilisation of blood sugar. Diabetics have to balance their sugar intake in their diet with either tablets, if they do not produce enough insulin, or insulin by injection if they do not produce any at all. Injections are usually taken approximately 30 minutes prior to food being taken. Insulin brings down the sugar level in the blood, therefore a diabetic injecting himself or herself with insulin must have access to sugar. Most people manage to balance this correctly, but occasionally things can go wrong. Hypoglycaemia The most serious condition which may affect the casualty is a dangerously low amount of blood sugar and too much insulin. This condition may be due to the casualty: •

Injecting too much insulin.

•

They may have taken their insulin and then not eaten at the time they estimated.

•

The person may have had the correct amount of insulin and food, but then vomited so the insulin level is too high.

•

If the person does a lot of exercise they have to take extra sugar to supplement this, if they do not, the sugar level will drop leaving the insulin level too high.

•

Hypoglycaemia can be a serious condition and unconsciousness or death may occur within a few hours. If you suspect hypoglycaemia, act quickly.

Medi-alert Bracelet The casualty may be wearing a bracelet or a chain with medical information on it. Hyperglycaemia This is the opposite of hypoglycaemia. It is where the casualty has prolonged high levels of sugar in the body or perhaps because the casualty has not taken their medication/insulin for a while which could eventually result in illness and unconsciousness. This will take several days to occur and hospital treatment is required to regulate their insulin levels. If you are not sure which condition the casualty is suffering from, still give them a sugary drink, as this will not harm someone with hyperglycaemia. If they do not improve, follow the below: page 6–20


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Signs and Symptoms: •

Weakness.

•

Fainting.

•

Sweating profusely.

•

Casualty has a ‘waxy’ look to the skin.

•

Rapid pulse.

•

Shallow breathing.

•

Confusion.

•

Pale and cold.

•

The limbs may tremble.

•

Slurred speech.

•

A deteriorating level of response.

•

Strange behaviour, casualty may become aggressive, may easily be mistaken for someone who has taken too much alcohol.

•

Acetone smell from breath.

Care - Diabetes: Conscious.

1. Own medication (insulin) if casualty requires it. (DO NOT inject insulin). 2. Give sugary drink (dissolve 3-4 sugars in warm water).

Unconscious.

6.10.10

Improvement after sugary drink.

No improvement after sugary drink.

1. Give another sugary drink.

1. Nil by mouth.

2. Give oxygen if necessary.

2. Give oxygen if necessary.

3. Advise to see a Doctor.

3. Promote recovery.

Check for medi alert jewellery. Check ABC’s.

Emergency Childbirth A full term pregnancy is considered to be any time between 38-42 weeks of pregnancy. Date of delivery is estimated by adding 40 weeks to the date of the first day of the last menstrual period. The foetus develops in a sac inside the uterus (womb), floating in a clear liquid, which gives it protection. While in the uterus, the baby develops by obtaining all necessary nourishment and oxygen through the mother’s blood supply, which passes from the placenta (the afterbirth) via the umbilical cord, to the baby. The


page 6–21

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES majority of all births do not threaten the lives of the mother or baby. A woman who goes into labour unexpectedly may become very anxious and you must do your best to reassure and calm her. Labour does usually last several hours and this should enable the Captain to divert to the nearest airport to ensure the mother receives immediate medical attention. However, some babies can arrive very quickly. A birth shall never be delayed, ensure the delivery proceeds with as little interferences as possible until the baby’s head is born. If the baby’s position has changed and the bottom is present first (breech), this requires urgent medical attention if possible. Premature Baby A premature baby is one born between 24 and 36 completed weeks of pregnancy. All systems are immature and so the baby may be born unwell. Air Travel During Pregnancy Expectant mothers are acceptable for air travel up to and including the 36th week of pregnancy for uncomplicated single pregnancies and up to and including the 32nd week of pregnancy for uncomplicated twins, triplets etc. pregnancy. An expectant mother should have a “fit to fly letter” signed by her doctor or midwife stating the duration of pregnancy on the date of travel and confirming that she is fit to travel by air. The certificate is retained by the passenger. Extra attention must be paid to expectant mothers during the flight, especially if they are in the later stages of pregnancy. Preferably, they shall be seated in an aisle seat close to a toilet, as they may need to pass urine frequently. To aid their circulation the expectant mother should be encourage to move her legs regularly, e.g. walk around the cabin. Oxygen may be required during the flight if she becomes very short of breath. There are Three Stages of Labour First Stage (Around 3-12 hours) From the onset of regular painful contractions to full dilation of the neck of the womb (cervix). Second Stage (Up to 2 hours) From full dilation of the cervix to the birth of the baby. Third Stage (Up to 30 minutes) From the birth of the baby to complete expulsion of the afterbirth, cord and membranes.

page 6–22


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES First Stage Signs and Symptoms: •

Low backache.

•

Regular contractions in the lower part of the back and abdomen. This will increase in strength and the period between each contraction will gradually become shorter.

•

A show of stained mucous. Towards the end of the first stage of labour, when the cervix is fully dilated, the sac of fluid surrounding the baby will burst and a gush of blood stained fluid will appear (the waters break). This, however, may not happen until advanced labour.

Care – Labour: 1.

Talk to the mother and assess the situation i.e. how many weeks pregnant, how long she has been in labour, how often the contractions are, any previous births?

2.

PA for a midwife or doctor.

3.

Inform the Flight Crew and keep them updated.

4.

Stay with her and constantly reassure her.

5.

Allow her to walk around the cabin if she wants to.

6.

When her waters break encourage her to wash herself and change clothing.

7.

Select an appropriate area which will afford maximum privacy.

Preparing the Area Collect together any equipment that you may need. Place some seat cushions on the floor. Cover the cushions with an unopened clean black bag. This is to try to keep the area where she is sitting as sterile as possible. Allow mother to sit with her back against the jumpseat or door. It must be stressed that dirt and infection are a serious danger to both the mother and baby. Wash your hands before attending the mother and wear gloves. Although working in a confined space with limited facilities, try to ensure that everything is kept as clean as possible. Do not allow anyone with a sore throat or cold to attend the birth. Towards the end of the first stage of labour the mother should be in a comfortable position in the prepared area with her back against the R2 door. All lower garments should be removed but she should be kept covered. The genital area should be wiped clean. Any discharge must be repeatedly wiped away from front to back using a fresh swab each time. At all times endeavour to maintain the dignity of the mother.


page 6–23

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Equipment Required: •

Cushions.

•

Black bag.

•

Hand towels.

•

Sterile triangular bandages.

•

Bandages.

•

Scissors.

•

Gauze swabs.

•

Prepare oxygen bottles for use.

Second Stage (Birth) When the cervix is dilated, the second stage begins. The contractions will be very frequent and extremely strong. The second stage lasts until the baby is delivered. Care – Birth:

page 6–24

1.

Put on your gloves.

2.

Place absorbent material under the mother in case of incontinence.

3.

Do not give the woman anything to eat or drink.

4.

Inspect the vaginal area. When the area between the vagina and anus bulges, the baby’s head should be visible.

5.

Support the head with your hand as it emerges.

6.

When the widest part of the head is through tell the mother to stop pushing and pant during contractions.

7.

Check that the umbilical cord is not around the neck. If it is, pass it over the baby’s head but do not pull.

8.

Support the head. The baby’s head will turn to face the side.

9.

Once the first shoulder is clear, lift the head upwards towards the mother’s abdomen.

10.

The rest of the baby will be expelled rapidly.



Care – The Baby: 1.

Pick up the baby by holding it under the armpits and gently lay the baby on the mother.

2.

Wrap the baby in triangular bandages and warm clothing.

3.

Clean out the baby’s mouth with a gauze swab.

4.

If the baby does not cry, carry out ABC and resuscitate if necessary.

5.

Record the time of delivery and date.

6.

It is better to allow Paramedics or hospital staff to clamp and cut the cord using sterile instruments.

DO NOT PULL THE UMBILICAL CORD – THIS CAN CAUSE INTERNAL BLEEDING. DO NOT SMACK (SLAP) THE BABY. Third Stage (Delivery of the Afterbirth) 1.

Give the baby to the mother and encourage her to breast feed as this stimulates the expulsion of the afterbirth.

2.

The third stage of labour deals with the period after the birth of the baby until the afterbirth is expelled.

3.

To aid delivery of the afterbirth, encourage the mother to sit/squat.

4.

Coughing slightly may also help to expel it.


page 6–25


Place a receptacle between the mother’s thighs to hold the afterbirth as it comes away.

6.

The mother will have a few contractions just before the afterbirth is expelled.

7.

Place afterbirth in a plastic bag and hold it above the mother and baby. The cord will seem to lengthen and a quantity of blood will be passed (1 pint is quite normal). The average safe time of delivery of the afterbirth is 10 minutes – 1 hour after the birth. Never pull on the cord to assist the expulsion of the afterbirth as this may cause tearing and severe bleeding.

Care – the Mother: 1.

Clean up the mother as much as possible and fix an absorbent pad in position.

2.

Make her comfortable and give her a warm drink.

3.

Check pulse rate and record it every 10 minutes. A rising pulse rate may indicate internal bleeding (haemorrhage). Note:

6.10.11

If severe bleeding should continue after the birth of the baby, put the baby to feed at the mother’s breast. This helps to control bleeding.

4.

The mother’s legs must not be elevated, as this will inhibit the contraction that expels the afterbirth. (This instance, (including during a miscarriage) is the only time where the casualty’s legs should not be elevated in the event of bleeding)

5.

Administer oxygen.

6.

Promote Recovery.

Asthma Asthma is a distressing condition in which the muscles of the air passages go into spasm and swell, making breathing (particularly breathing out) difficult. Asthma attacks can be triggered by an allergy, anxiety or no obvious cause. Regular asthma sufferers generally know how to cope with an attack and usually carry their own medication with them in the form of an inhaler (puffer). Causes of Asthma: Asthma can be caused by the following:

page 6–26

•

Pollen.

•

Dust mites.

•

Nervousness. Issue: 1, Revision: 0, Date: 28-Oct-2014


Fear of flying.

•

Some drugs e.g. Aspirin.

•

Some foods.

•

Weather – hot, dry, damp or cold.


Difficulty in breathing especially breathing out.

•

Wheezing.

•

The casualty may speak with difficulty.

•

Blueness of the skin (cyanosis) especially the lips and fingernails.

Care - Asthma/Difficulty in Breathing: 1.

Own medication (inhaler).

2.

Sit the casualty up with their elbows on the tray table in front.

3.

Encourage them to breathe slowly and deeply.

4.

Do not encourage to speak.

5.

Give oxygen.

6.

Inform Captain.

Note:

If casualty does not have inhaler, PA for medically qualified person. People who suffer with asthma usually carry their own medication which relieves the spasm inside the lungs and therefore makes it easier to breathe. An inhaler that is blue in colour is called a reliever inhaler and if assisting an asthmatic having an asthmatic attack, let them concentrate on their breathing.


page 6–27


6.11

Basic First Aid and Survival

6.11.1

The Unconscious Most passengers requiring First Aid on board an aircraft are conscious and able to communicate with the CC either directly, or through others if you do not share a common language. However, one of the biggest challenges to CC is dealing with persons who are unconscious. Unconsciousness is the result of an illness or injury that interferes with the brain’s normal activity. The severity of the unconscious state may vary but if you are unable to get a response from a passenger to various stimuli, you must be aware that the passenger is experiencing a degree of unconsciousness, and you must also be aware of the DANGERS of unconsciousness: •

The tongue may relax and block the airway.

•

The casualty cannot cough.

•

The casualty cannot swallow.

Conditions Which May Cause Unconsciousness:

6.11.1.1

•

Shock.

•

Severe Heart Attack.

•

Poisoning.

•

Convulsions.

•

Excessive Heat.

•

Hypothermia.

•

Hypoxia.

•

Diabetes.

•

Stroke.

•

Head injury.

The ABC of Life There are three elements involved in getting oxygen to the brain:

page 6–28

1.

The air passage or Airway must be open.

2.

Breathing must take place so oxygen can enter the blood stream in the lungs.

3.

Blood must travel around the body’s Circulation taking oxygen to all the tissues, including those of the brain. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES IN THE EVENT OF ANY OF THE ABOVE FAILING, THEY MUST BE DONE ARTIFICIALLY, THIS IS CALLED RESUSCITATION. CPR is vital to keep the brain oxygenated; otherwise it will begin to die within 3 to 5 minutes. Anyone who has a cardiac arrest will require early access to medical facilities and hospitalisation. The Captain may make an unscheduled landing.

6.11.1.2

Dealing with an Unconscious Adult Passenger 1.

Danger.

2.

Response.

3.

Send.

4.

Airway.

5.

Breathing.

6.

Circulation.

Danger Make sure there is no danger present such as other passengers fighting. Ensure your own personal safety. Response: •

Speak loudly to the passenger “Hello can you hear me?” Use their name if you know it.

•

Shake gently on the shoulder (you may have to move other passengers to reach the casualty).

•

Pinch the casualty’s earlobe if you get no response to “Speak” and “Shake”. If there is no response to any of these stimuli, you know the passenger is unconscious and they may not be able to keep their own airway open, to cough or to swallow.


page 6–29

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Send For help – press the nearest call bell 3 times to alert the rest of the CC. Other CC shall: 1.

Collect the pocket mask (mouth barrier) and assemble it and have it ready in case you need to give rescue breaths.

2.

Inform the Captain and regularly update the Flight Crew on the condition of the casualty.

Airway Open the airway by performing, the head tilt, chin lift method. This stops the tongue from obstructing the air passages.

Place one hand on the top of the head and gently tilt the head back. With your fingertips under the point of the chin, lift the chin towards you to open the airway. ClosedAirway Headforwardthetongueisblockingtheairway

OpenAirway Headtiltedbackandlowerjawforward

page 6–30


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES If you find the passenger on the floor:

Open the airway using the same method, i.e. place one hand on the top of the head and gently tilt the head back. With your fingertips under the point of the chin, lift the chin towards you to open the airway. Breathing: Keeping the airway open, look, listen and feel for normal breathing: •

Look for chest movement.

•

Listen at the passenger’s mouth for breath sounds.

•

Feel for exhaled air on your cheek.

In the first few minutes after cardiac arrest, a casualty may be barely breathing, or taking infrequent noisy gasps. Do not confuse this with normal breathing.


page 6–31

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Look, listen and feel for no more than 10 seconds (by counting “One, one thousand. Two, one thousand, Three, one thousand....”) to determine if the casualty is breathing normal. If you have any doubt whether breathing is normal, act as if it is not normal. If the passenger is breathing normally, place him into the Recovery Position:

6.11.1.3

page 6–32

The Recovery Position – Adult/Child 1.

Place arm nearest you at a right angle.

2.

Move the other arm, with the back of their hand against their cheek. Then get hold of the knee furthest from you and pull up until foot is flat on the floor.

3.

Pull the knee towards you, keeping the person’s hand pressed against their cheek, and position the leg at a right angle.

4.

Make sure that the airway remains open by tilting the head back and lifting the chin. Check breathing.

5.

Monitor the casualty’s condition until help arrives.



If the passenger is not breathing normally you will need to start chest compressions immediately. Refer to Artificial Respiration and Cardiopulmonary resuscitation (CPR) in Section 6.12. Issue: 1, Revision: 0, Date: 28-Oct-2014

page 6–33


6.11.1.4

The Recovery Position – Infant If a baby is unconscious and breathing, hold them on their side, head tilted, as if you were giving them a cuddle, with their head lower than their tummy.

If the infant is not breathing normally you will need to start chest compressions immediately. Refer to Artificial Respiration and Cardiopulmonary Resuscitation (CPR) in Section 6.12.

6.12 6.12.1

Artificial Respiration and Cardiopulmonary Resuscitation (CPR) CPR – Adults Pushing vertically down on the breastbone squeezes the heart against the backbone, expelling blood from the heart’s chambers and forcing it into the tissues, including the brain. The brain can only survive for 3-5 minutes without a supply of oxygenated blood before brain damage followed by brain death occurs. As pressure is released, the chest rises and replacement blood is “sucked” in to refill the heart; this blood is then forced out of the heart by the next compression.

page 6–34



It is essential that Compressions are carried out with the passenger lying face up and their back supported on a firm surface. Removing Passenger to a Firm Surface (e.g. the Aisle from a Seat) Lift up all arm rests (where possible) to allow ease of movement from seat to aisle. The CC who stands behind the unconscious passenger, supporting the head and neck, is called the team leader, the move will only occur on the team leaders command. The other CC grasp hands and place underneath passenger or place their hands at the lower back or waist band, gather and hold the material (e.g. jeans) and use this to support the move. Place their free hands under the passenger knees. The team leader will ask “Is everyone in position?” If the CC answer, “Yes”, the team leader will use the command “Prepare to Move, and MOVE!”.


page 6–35


To Carry Out Chest Compressions:

page 6–36

•

Kneel by the side of the casualty – if you cannot do this due to restricted space, e.g. the passenger is lying in the aisle, kneel at the head of the passenger looking down towards his feet.

•

Lean forwards and place the heel of one hand in the centre of the casualty’s chest.

•

Place the heel of your other hand on top of the first hand.

•

Interlock the fingers of your hands and position yourself vertically over the casualty’s chest.

•

Keep elbows straight, shoulders in direct line over the wrists.

•

Keeping your arms locked straight, press down on the breastbone 4 – 5 cm.

•

After each compression, rock yourself back releasing the pressure on the chest without removing your hands from the chest.

•

Repeat at a rate of 100 times per minute (a little less than 2 compressions a second). Issue: 1, Revision: 0, Date: 28-Oct-2014


•

After 30 chest compressions, give 2 effective rescue breaths.

•

Use the Pocket Mask as a protective barrier.

Note:

Ensure that you change over after 5 cycles (approximately 2 minutes) to prevent exhaustion.


page 6–37

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Operating Instructions of Pocket Mask Note:

Medical Professionals may ask for a “Laerdal” mask. This is the manufacturer of the pocket mask.

To Assemble the Pocket Mask:

page 6–38

•

Take the mask out of the case (be careful not to drop the one-way valve on to the floor).

•

Push the middle section of the mask out with your thumbs and attach the oneway valve to the housing.

•

Kneel behind the casualties head (ensure to maintain open airway, i.e. Head tilt, chin lift method).

•

Place the mask over the casualties’ nose and mouth (pointed end of the mask fits over the nose and the wide end fits between the lower lip and chin).

•

Press firmly to form an air tight seal using the “CE” hand position. The “C” is formed by using your thumbs and index fingers to hold the pocket mask in place. The “E” is formed by using the remaining fingers, allowing you to at the same time, keep the passengers airways open.



Note:

If vomiting or airway obstructed ensure to turn head to the side to allow the obstruction to fall out.

To carry out rescue breaths (artificial respiration):

•

After the 30 initial compressions, give the casualty 2 effective rescue breaths.

•

Using the Pocket Mask, maintain an open airway and blow steadily until you see the chest rise.

•

Allow air to leave the chest then give a 2nd breath. Take about 1 second to make the chest rise – this is an effective rescue breath.

•

Continue with chest compressions and rescue breaths at a ratio of 30:2.

Stop to recheck the casualty only if he starts breathing normally, otherwise, do not interrupt resuscitation. Continue CPR during the landing sequence with permission from the Captain (as in the interests of safety he may deviate from rules, SOPs and methods). Continue CPR Until: •

Qualified help arrives.

•

You become exhausted.

•

The casualty starts breathing normally.


page 6–39

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES If another CC can assist, you can work as a team of 2, one crew giving compressions and one delivering rescue breaths, still at a ratio of 30 compressions:2 breaths. Both CC must count aloud (count up to 10 three times) the number of compressions to ensure there is no delay in delivering the breaths.

6.12.2

CPR – Children and Infants It is not critical to establish whether or not a child has reached puberty – it is sufficient to make an informed guess! The sequence of resuscitation is very similar to that of adults. The main difference is that once you have carried out your checks for Danger, Response, Send and Airway, if BREATHING is not normal after looking, listening and feeling for 10 seconds, you shall give 5 effective rescue breaths before considering giving chest compressions. If the child/infant fails to breathe normally after the 5 effective rescue breaths, compressions shall be carried out on a firm surface at a ratio of 30 compressions to 2 breaths, just as for an adult. If the child is small, e.g. approximately under 8 years of age, you may wish to use the heel of one hand only in order to achieve adequate compressions, instead of using two hands. For an infant, use 2 fingers only to achieve compressions, placing your fingers just below an imaginary line between the nipples, in order to compress the breastbone to one third of its depth. Mouth to Stoma (Neck Breather) A stoma is a small hole in the throat, which has been made surgically because the casualty has had their voice box removed. Breathing can only take place through the throat. There may be a metal/plastic hollow fitting over the hole. If they stop breathing, breaths will have to be delivered through that fitting. The Pocket Mask can be used for carrying out this procedure. DRSABC – Summary Danger.

Is it safe to approach?

Response.

Speak – “Hello, can you hear me?”. Shake – The shoulder gently. Pinch – The earlobe.

No response – Passenger is unconscious.

page 6–40


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Send.

For help (Call bell 3 times).

Airway.

Open passenger airways (Chin tilt).

Breathing.

Check for normal breathing for 10 seconds: Look – For chest rising. Listen – For breath. Feel – For breath with your cheek.

If breathing is normal – Recovery position. If breathing is not normal – Circulation. Circulation.

Commence CPR 30 compressions: 2 Breaths.

Children/Infants (DRSAB as above) If breathing is not normal – 5 rescue breaths. No response – Circulation. Circulation.

Note:

Commence CPR 30 compressions: 2 Breaths.

Compressions:

•

Adult – 2 hands.

•

Child – 1 hand.

•

Infant – 2 fingers.

6.13

Use of First Aid Kits and Use of O2

6.13.1

Oxygen Bottles Refer to Section 3.9.1 and Section 5.7.3 for illustrations, pre-flight serviceability and use and operation.

6.13.2

First Aid Kits Refer to Section 3.10 for illustrations, pre-flight serviceability and use and operation.

6.13.3

Dressing and Bandages Dressings cover a wound, prevent infection from entering it and help the closing process. Although they may stick to the wound, the benefits outweigh any discomfort that may be caused later, on removal of the dressing. The First Aid kits contain several types of sterile dressings:


page 6–41

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Lint/Gauze: Dry folded layers of gauze or lint may be used to form a soft covering for wounds. Cover the gauze with cotton wool or any clean material (paper towels) to absorb blood or discharge. (The gauze dressings may or may not be impregnated with a sterile gel, i.e. Vaseline.) Propax Dressings: A Gauze with a layer of propax, a shiny material that does not stick to wounds yet can let blood and discharge pass through. Wound Dressings: A dressing pad consisting of a piece of gauze or lint backed by a layer of cotton wool padding. This is attached to a roller bandage and sealed in a sterile wrapping. Bandages: Bandages have several purposes. They are used to: •

Hold dressings over wounds.

•

To control bleeding.

•

To support and immobilise injuries and fractures.

There are two types of bandages inside the First Aid kits: •

Roller bandages, for securing dressings and supporting injured limbs.

•

Triangular bandages, usually made of cloth, they are used as slings, to secure large dressings and to immobilise limbs.

To Apply a Bandage:

page 6–42

1.

Reassure the casualty and explain what you are going to do.

2.

Make the casualty comfortable, support the injured part – you may need to ask the casualty to do this.



If the casualty is lying down, pass the bandages under the body’s natural hollows at knees.

4.

Apply bandage firmly, but not too tightly as to impede circulation.

5.

Leave fingers and toes exposed on a bandaged limb so you can check the circulation.

6.

If bleeding, place another bandage on top of the original bandage, never remove original bandage as it could make the bleeding more severe.

7.

Do not tie the knot over a bony area, and ensure that the knot does not cause discomfort.

8.

Regularly check the circulation to the extremities of a bandaged limb.

Loosen the bandage if necessary. Bandaging an Immobilised Limb: 1.

Place soft, bulky padding between an arm and the body, or between the legs, so that the bandaging does not disturb any broken limbs.

2.

Bandage around the limb at intervals, avoiding the injury as much as possible.

3.

Tie the knots on the uninjured leg, or against the upper body in the case of an arm injury.

4.

Check the circulation every 10 minutes.

To Check Circulation Immediately after bandaging a limb or using a sling the circulation must be checked for colour, movement, sensation and warmth of limb every 10 min and record same on observation chart until medical help arrives. Limbs can swell after receiving an injury, therefore, the bandage could become too tight and the circulation impeded. Symptoms of impeded circulation are: Initially: •

A swollen and congested limb.

•

Blue skin with prominent veins.

•

Pain.

Later: •

Pale skin and numbness.

•

Tingling and pain.


page 6–43


Loss of movement.

•

Press a nail, or the skin of a finger or toe, until it is pale.

•

When you release the pressure, the skin should return to a normal colour.

•

If the colour does not return, the bandage has become too tight.

•

Loosen the bandage until warmth and colour return to the limb.

•

Re-apply the bandage as necessary.

6.14

Other Medical Emergencies

6.14.1

Head Injury A head injury is a potentially dangerous condition, especially when the casualty becomes unconscious or has impaired consciousness. They may have injuries to their skull, blood vessels or the brain itself. These injuries may be visible by looking at the casualty but often there is little evidence of the deeper, more serious damage inside the skull. Straw coloured fluid or watery blood from the nose or ear (cerebro-spinal fluid) may be visible. This is fluid that is present around the brain and spinal cord. If the membrane holding it breaks due to an injury, it will leak out through orifices such as the nose, ears and mouth. Remember that impaired consciousness may mask other injuries so it is important to examine the whole casualty thoroughly when doing the initial assessment. Concussion may result following a head injury: Signs and Symptoms of Head Injury:

page 6–44

•

Straw coloured fluid or watery blood from nose or ear.

•

A wound or bruise on the head.

•

A soft boggy area of depression of the scalp.

•

Deterioration in the level of response.

•

Lack of symmetry of the head or face.

•

An intense headache.

•

Noisy slow breathing.

•

Slow strong pulse rate.

•

Unequal pupils.

•

Flushed face.

•

There may be weakness or paralysis down one side of the body. Issue: 1, Revision: 0, Date: 28-Oct-2014


Possible nausea and vomiting.

Care – Head Injury: 1.

Lie down, head and shoulders slightly raised.

2.

Control bleeding (do not put direct pressure on the brain).

3.

If there is discharge from the ear, lie casualty down with the affected side downwards. Place a dressing under the ear – do not plug the ear. Observe the amount of fluid lost every 10 minutes. Keep stained dressings for hospital inspection.

4.

Promote recovery.

Do not administer medication or alcohol. Following a head injury, all casualties should seek medical attention after a period of unconsciousness. Note:

If you suspect neck injuries: •

Passenger is conscious DO NOT move the passenger also keep the casualty from moving too much.

•

Passenger is unconscious and breathing DO NOT move the passenger.

•

Passenger is unconscious and NOT breathing  CPR

Concussion Because there is some space allowing the brain to move about in the skull, it is possible for the brain to be shaken badly from a violent blow causing concussion. This is an unpleasant, but usually a temporary condition. Signs and Symptoms of Concussion: •

Brief or partial loss of consciousness following a blow to the head.

•

Dizziness.

•

Nausea.

•

Loss of memory.

•

A mild generalised headache.

•

Eyes will react to light.

Following a concussion and unconsciousness a casualty should regain full consciousness within 10 minutes. If not, suspect further injury.


page 6–45


6.14.2

Shock Shock is a medical condition that results in insufficient oxygen reaching the body’s organs and tissues. It is always secondary to a failing circulatory system and a subsequent drop in blood pressure, causing a lack of oxygen to the brain. The Circulatory System may fail In two ways: •

The heart’s pumping mechanism is damaged.

•

The amount of circulating blood and other body fluids are considerably reduced.

When the circulation fails, the body attempts to compensate for the loss by diverting essential blood to the vital organs, i.e. the brain, heart and lungs. In order to circulate the reduced amount of blood and fluids around the whole body the heart will automatically pump faster. All passengers experiencing illness or anxiety on board an aircraft will exhibit a degree of shock. This is quite normal, and to be expected. Causes: •

Heart attack.

•

Severe bleeding (internal and external).

•

Severe burns.

•

Severe fractures.

•

Severe vomiting and diarrhoea.

Signs and Symptoms:

page 6–46

•

Pale, cold and clammy skin.

•

Cyanosis (blue tinge) to the lips, earlobes and nail beds due to hypoxia.

•

Weak, rapid pulse.

•

Shallow, rapid breathing.

•

Dizziness.

•


•

The casualty may become agitated or dull and quiet.

•

Thirsty.

•

Unconsciousness.

•

The casualty may go into cardiac arrest secondary to shock.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Care - Shock: Conscious.

Lie casualty down and elevate legs (Sit upright for heart attack or chest injury).

Unconscious.

Check ABCs.

In both cases.

1. Treat any bleeding, fractures or burns. 2. Do not give anything to eat or drink. 3. Administer oxygen. 4. Promote recovery.

6.14.3

Fainting This is a temporary and harmless condition. It is a brief loss of consciousness caused by a temporary reduction of blood flow to the brain. Recovery is usually rapid and complete. A faint should not usually last longer than 60 seconds. Causes: •

Pain.

•

Emotional upset.

•

Long periods of physical inactivity, especially in a warm environment.

•

Witnessing a disturbing event.


Brief loss of consciousness.

•


•

Nausea.

•

Pulse becomes slow. (You may see the body twitch and the eyes roll; this is normal.)

Care - Feels Faint: 1.

Sit and bend head down between the knees.


page 6–47

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Care - Has FAINTED: 1.

Lay casualty down and elevate the legs.

On recovery (usually within 60 seconds): 1.

Encourage them to take deep breaths.

2.

Oxygen may be given if the casualty still feels unwell.

If the casualty does not recover: •

6.14.4

Checks ABCs.

Swallowing a Sharp Object People are at risk of swallowing sharp objects such as fish bones, money, toys etc. These can become stuck in the food pipe and cause a great deal of discomfort. Care – Swallowing a Sharp Object:

6.14.5

1.

Advise the casualty to eat a portion of dry bread. This coats and protects the object.

2.

Never hit the casualty on the back to try to dislodge the object, but keep them as still as possible.

3.

Monitor the casualty throughout the flight for any signs of breathing difficulties.

4.

Promote recovery.

Emotional Trauma Emotional trauma is sometimes experienced by people who are under emotional pressure and feel that they have been wronged in some way. They tend to express this aggression by temporary loss of control such as shouting, screaming, uncivilised behaviour and attention seeking behaviour with hyperventilation. Care – Emotional Trauma:

page 6–48

1.

Ensure that there is no other medical reason for this behaviour.

2.

Remove the passenger to the galley away from onlookers.

3.

Find out the cause of the problem and try to resolve this. Issue: 1, Revision: 0, Date: 28-Oct-2014


6.14.6

4.

Always make promises that you can fulfil.

5.

Talk calmly but firmly to the passenger, stay with casualty quietly until they have recovered.

6.

Remain calm and professional at all times.

Panic Attack Some people may be stressed or anxious due to fear of flying. The anxiety they feel is out of proportion to the stress that they are actually experiencing. Although they are distressing, panic attacks are harmless and only last a few minutes. Signs and Symptoms: •

Headaches, backache and pressure in the chest.

•

Palpitations.

•

Trembling.

•

Sweating.

•

Hyperventilation.

Care – Panic Attack Treat as for emotional trauma. However, advise the casualty to see a doctor so that the cause of the attack can be treated.

6.14.7

Foreign Body in the Eye Dust, grit or an eyelash can be removed easily from the eye, however a foreign body, which adheres to, or penetrates eye shall not be removed. Care – Foreign Body in the Eye: 1.

Take a history from the casualty.

2.

Wash your hands apply gloves from First Aid kit.

3.

Ensure any contact lenses are removed if possible.

4.

Tilt the casualty’s head back and examine the eye in a good light by parting the eyelids with the index finger and thumb.

5.

Ask the casualty to look up, down, left and right.

6.

If a foreign body is seen, dampen a piece of gauze from the First Aid kit with some bottled water and gently pass the gauze from the corner to the outside of the eye.

7.

Look at the gauze for any signs of the foreign object.

8.

Dispose of the gauze.


page 6–49


Use a fresh piece of gauze, repeat the procedure again.

Washing Out the Eye: 1.

Wash your hands and put gloves on.

2.

Protect the person’s clothing by covering their shoulders with tissues.

3.

Tilt their head to the affected side.

4.

Open a bottle of mineral water, hold it well above the passenger’s head and slowly drip into the corner of the affected eye at the nose end. (This is to prevent the possible infection from travelling to the other eye and contaminating it). This procedure should flush out the foreign body that is causing the irritation.

5.

You may use part of the bottle, or all of it, but must dispose of any remaining fluid that has not been used.

6.

If the foreign body cannot be removed, cover with an eye pad from the First Aid kit and advise them to see a doctor as soon as possible. For the casualty’s comfort during the flight you may want to cover both their eyes as this promotes more comfort.

Note:

6.14.8

Never remove a foreign body if you think it is stuck onto the eye.

Febrile Convulsions A convulsion, or fit, is caused by abnormal electrical activity in the brain, which can produce simultaneous muscular contractions through the whole body. This can impair consciousness or can cause total loss of consciousness. A fit cannot be stopped. In addition to all the conditions that affect adults, children and infants can suffer from convulsions due to a high temperature mostly due to illness. This is called a febrile convulsion. Signs and Symptoms: •

Fever (temperature above 38°C).

•

Flushed skin.

•

Sweating.

•

There may be a rash.

Care – Febrile Convulsions:

page 6–50

1.

Remove any dangerous items that may cause injury.

2.

Time the fit.

3.

When the fit is finished, check ABC and place in the recovery position. Issue: 1, Revision: 0, Date: 28-Oct-2014


Administer oxygen.

5.

Promote recovery.

If the child or infant has temperature, ask parents to: 1.

Remove clothes to cool (do not over cool).

2.

Fan the child/infant with a magazine or safety instruction card. Too rapid cooling destabilises the hypothalamus of the infant and can cause the situation to worsen.

3.

6.14.9

If shivering occurs, cover them with a light covering.

Poisoning Poisoning is often accidental, involving substances in everyday use, but can also be deliberate (attempted suicide). Features of poisoning vary depending on the poison, method of entry and the amount taken. Causes: •

Eating contaminated food or drink.

•

Eating poisonous plants.

•

Drugs and alcohol.

•

Inhalation of fumes.

•

Chemical absorption or spillage.

•

Injection (i.e. syringes, insect).

•

Overdose of tablets/medication.



•

Abdominal pain.

•

Diarrhoea.

•

Confusion.

•

Delirium.

•

Convulsions.

•

Unconsciousness.

Care - Poisoning: 1.

Keep casualty still and stay with them.


page 6–51


Try to find out what the poison/overdose is and keep a sample. Document the name and quantity ingested.

3.

Nil by mouth.

4.

Administer oxygen.

5.

Promote recovery.

If unconscious: 1.

Check ABCs.

2.

Be prepared to resuscitate.

NEVER INDUCE VOMITING. Note:

6.14.10

If corrosive substance has been swallowed give the conscious casualty milk, (if not available give water) to dilute the corrosive in the stomach. Wipe away any corrosive substance around the mouth, try to discover what the corrosive is and keep a sample.

Food Poisoning Food poisoning may be caused by eating food that is contaminated, either by bacteria or by toxins produced by bacteria that were present in the food at some stage. Symptoms may appear within a few hours or may take several days to manifest. Signs and Symptoms: •


•

Cramping abdominal pain.

•

Diarrhoea.

•

Headache.

•

Fever.

•

Shock.

•

Collapse.

CC must ensure that each member of the Flight Crew selects and receives a different meal to avoid the risk of one or more Flight Crew members succumbing to food poisoning. Care – Food Poisoning:

page 6–52

1.

Assist the casualty to relax in a comfortable position.

2.

Encourage the casualty to drink plenty of clear fluids.



Supply sick bags, tissues and plastic bags.

4.

Keep a sample of any suspect food for testing.

5.

Keep the casualty warm.

6.

Do not give anything to eat.

7.

The casualty may go into shock due to dehydration.

8.

Promote Recovery.

If the casualty becomes unconscious: 1.

Check ABCs.

Note:

6.14.11

If it is necessary to keep a sample of vomit ensure the casualty’s name, address, telephone number and flight number is on the sick bag. Place the sick bag in a “clearly labelled” plastic bag.

Headache Headaches, or pains in the head may occur at any time and for a multitude of reasons. Contributing factors may be: •

Worry, anxiety, strain.

•

Inflammatory conditions affecting the teeth, nose, sinuses, the eye or the ear.

•

Eye strain.

•

Excessive alcohol intake.

•

General disorders such as indigestion and constipation can also give rise to headaches.

•

Continuous, repetitive headaches may be a symptom of a more serious complaint.

Care – Headache:

6.14.12

1.

Try to find the potential cause of the headache.

2.

Resting and relaxing may reduce stress and anxiety.

3.

Using eyeshades and keeping in a dark environment may reduce pain.

4.

Reduce excessive alcohol intake.

Toothache Toothache may occur due to the following reasons: •

Individual tooth problems due to the onset of tooth decay.


page 6–53


Generalised pain in the mouth due to many teeth being involved.

•

Transferred pain due to other conditions in the nose or sinuses that are supplied by the same nerve.

•

Inflammation of the gum due to gum disease causing prolonged toothache.

Care – Toothache: 1.

6.14.13

Advise to see a dentist as soon as possible, preferably before their next flight.

Earache The ear is the organ of hearing and balance; we may have problems with pain in the ears due to the following conditions: •

Changes in atmospheric pressure.

•

Excessive wax in the ears.

•

A foreign body in the ear.

•

Infection.


Pain.

•

Raised temperature (sometimes).

•

Discharge of pus.

•

Temporary loss of hearing.

Care - Earache: 1.

Advise to seek medical help on arrival at destination/see their own GP.

Earache Due to Pressure Change Yawning, chewing, swallowing, holding the nostrils and blowing gently through the nose (valsalva manoeuvre) should equalise the pressure in the ears of a healthy person. If an infant is suffering from this condition advise the parent/ guardian to feed them or give them a drink. In a person suffering from a cold, sore throat or catarrh, the nasal passages and eustachian tubes may be blocked or swollen and so it would not be possible to equalise the pressure. If this occurs, there is danger that the drum will become perforated. If a passenger is suffering from earache during a flight give them a glass of water to sip or if they have chewing gum or sweets get them to chew. The aim is to get the swallowing action of the throat working which unblocks the ears.

page 6–54



6.14.14

Indigestion Indigestion is wind pain or discomfort in the stomach or chest. This can be brought on by over eating, indigestible food, excessive fats or spices, or alcohol. These can irritate the stomach lining and cause an upset to the digestive system. Certain drugs can also cause indigestion and many have warnings to users to take the tablets with food to avoid this problem. Care – Indigestion:

6.14.15

1.

Get a good history from the casualty as indigestion is sometimes confused with heart pain. People with straightforward indigestion will be a normal colour. People who have a heart condition will be pale and possibly cold and clammy to touch.

2.

Encourage the casualty to move around the cabin as this may help to break up the wind and relieve the discomfort.

Miscarriage A miscarriage is the loss of the embryo or foetus at any time before the 24th week of pregnancy. Approximately 20% of all pregnancies end in miscarriage, many women miscarry without being aware that they are pregnant. Most miscarriages occur between the 8th and 12th week of pregnancy and is nature’s way of getting rid of an embryo that is not forming properly. Occasionally they can occur after a severe illness, trauma or as a result of an abnormality of the womb (cervix). Some women experience a ‘threatened’ miscarriage with only slight vaginal bleeding. Complete miscarriages carry the danger of severe bleeding and shock. Signs and Symptoms: •

Cramp like pains in the lower abdomen or pelvic area.

•

Excessive, sudden vaginal bleeding.

•

Signs of shock if bleeding is severe.

•

Passage of the foetus and contents of the uterus. The casualty may be very distressed and anxious if she thinks she is miscarrying.

Care – Threatened or Complete Miscarriage: 1.

Lie the casualty down in a semi-reclining position.

2.

Prop her knees up with cushions to ease the strain on the abdomen.

3.

Give casualty paper towels/absorbent dressings.

4.

Discourage casualty from going to the toilet.

5.

Monitor ABCs.


page 6–55


Keep any expelled products in a bag (out of woman’s sight if possible) for medical inspection.

7.

Administer oxygen.

8.

Promote recovery.

Note:

6.15

Never elevate the legs even if the bleeding is quite heavy.

Burns and Scalds The approach to an accident resulting in burns is sometimes complicated by the presence of fire, explosions, electricity, toxic fumes or other hazards. Always make sure there is no danger to yourself. Prevention of Burns and Scalds CC are often working closely together, under tight time restraints in limited spaces. Each Aircrew has a duty to ensure the health and safety of others who may be affected by what they do or fail to do. The kettle of hot water shall be the last thing you prepare and place on the trolley, before the bar service; and the first thing you remove and empty after the in flight bar service. Water Boilers All hot water boilers must be purged on the ground prior to switching the power on. To purge the boiler turn on each boiler tap until the water flows continuously with no air present. If this is not done the air will expand at altitude and can cause hot water to splutter out of the tap and cause scalds. If the boilers have not been used for some time, in flight purging them again should prevent spluttering. House Keeping When making hot drinks ensure that the nozzle is well inside the pot so that any spluttering is contained inside the pot. Do not overfill the pots. Be vigilant for drips, spluttering, etc., and report any issues with the boiler in the cabin defects log. During the trolley service and whenever hot drinks are being served, ensure maximum visibility is available to CC using the galley and also to passengers. This may prevent collisions. Ensure lids are securely placed on cups before handing them to passengers: •

Place cup in cup holder section of tray table.

•

Never hand a hot drink to a child, always pass to the parent/ guardian to avoid scalds.

•

Advise passenger to keep lid on the cup.

Causes of Burns: • page 6–56

Dry Burns - Flames, hot metal, friction, e.g. rope burns. Issue: 1, Revision: 0, Date: 28-Oct-2014


6.15.1

•

Scalds - Steam, tea, coffee, hot fat.

•

Electrical Burns - Low and high voltage currents, lightning strikes.

•

Chemical Burns - Acid and alkalis, e.g. bleach, aviation fuel, hydraulic fluid.

•

Radiation Burns - Sunburn, radioactive substances.

•

Cold Burns - Frostbite, contact with freezing metals or vapours, e.g. liquid nitrogen, dry ice. (Carbon Dioxide).

Types of Burns •

Superficial Burns These involve only the outer layer of the skin. The skin will redden and swelling and tenderness will occur. Examples of these types of burns can include mild sun burn or a scald with hot tea or coffee. Superficial burns usually heal well and if cooled correctly will not require medical attention.

•

Partial Thickness Burns A burn that damages several layers of the skin usually requires medical attention. The skin will look raw and blisters will form. These burns usually heal well, but if extensive they can be serious. Partial thickness burns covering 10% or more of the body’s surface will cause shock to develop and burns covering more than 50% of the body (less in children and the elderly) can be fatal.

•

Full Thickness Burns In full thickness burns all layers of the skin are affected. Damage may also affect nerves, muscle and fat. This type of burn of any size will always need medical attention and will usually require specialist treatment. Effects of Burns –

Pain: Sometimes very severe, especially with partial skin loss and where nerve endings are exposed.

–

Shock: Extensive burns will cause shock to develop as: Tissue fluid will seep from the burnt tissue and be replenished by fluids from the circulatory system. Blisters will cover the burn and the fluid within the blisters comes from the circulatory system.

The greater the extent of the burn, the more severe the shock will be. The degree of shock depends on the extent of the burn and the area of the body affected. Head and upper body burns are the most serious. The age of the casualty and their general state of health are also factors. Children and the elderly are the most seriously affected. Infection is common, as wet areas and dead tissue are an ideal breeding ground for germs.


page 6–57


6.15.2

Care Superficial Burns: 1.

Cool the burn with cold water immediately for at least 10 minutes.

2.

Remove any jewellery or constrictive clothing from the area before swelling occurs.

3.

If pain persists after cooling, use cooling gel.

4.

If necessary cover with a burns dressing (wear gloves).

5.

Elevate injured area to reduce swelling.

6.

Encourage the passenger to drink water.

7.

Promote recovery. Note 1:

All available equipment shall be used. If more burns dressings (or cooling gel) are required the white first aid kit must be used.

Note 2:

It is important to supply the casualty with water. (if necessary from the bar)

Partial/Full Thickness Burn: 1.

All of the above, except “burns dressing” and “cooling gel”

2.

Cover burns with dry sterile bandage (wear gloves).

Do Not:

page 6–58

1.

Break blisters or otherwise interfere with the injured area.

2.

Apply lotions, ointments or fats to the injury; they can further damage the tissues and increase the risk of infection.

3.

Remove anything sticking to the burn; you may cause further damage and introduce infection into the wound.



Chemical Burns (Corrosives) Signs and Symptoms: •

Intense stinging pain.

•

Redness, blistering and peeling.

Care – Chemical Burns: Follow major burns and scalds, in addition: 1.

Wear gloves.

2.

Flood the affected area with water for at least 20 minutes to disperse the chemical and stop the burning.

3.

Remove any contaminated clothing while flooding the injury. Be sure not to contaminate yourself.

4.

Burns to the face and within the mouth or throat are very dangerous as they can cause rapid swelling and inflammation of the air passages. Clean the face and mouth to wash away traces of any chemicals.

5.

If chemicals or corrosive substances are swallowed, dilute the poison by giving sips of water to drink.

6.

Promote recovery.

Chemical/Corrosive Burns to the Eye (Hydraulic Fluid) Flight Crew are especially vulnerable to getting aviation fuel or hydraulic fluid in their eyes whilst examining the underneath of the aircraft.


page 6–59

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Signs and Symptoms: •

Intense pain in the eye.

•

Inability to open the injured eye.

•

The eye will be red and swollen.

•

Excessive watering of the eye.

Care – Chemical/Corrosive Burn to the Eye: 1.

Keep the affected area downwards not to contaminate the unaffected eye.

2.

Pour water or milk to remove the chemical from the affected eye.

3.

Cover with bandage.

4.

Seek medical attention.

Sunburn If a casualty has been over exposed to the rays of the sun, burning of the skin can occur. Sunburn can also occur on overcast days and by reflection from snow in winter. The effects of sunburn can take 8 hours to develop. Signs and Symptoms: •

Redness.

•

Itching.

•

Blistering.

•

Pain and tenderness.

•

Shivering.

Care – Sunburn:

page 6–60

1.

Cool the skin with running water or cool wet compress (e.g. ice wrapped in cloths).

2.

Cover the burn to prevent infection if necessary.

3.

A dry dressing can be used if severe.



6.16

Wounds and Bleeding A wound is any abnormal break in the skin or body surfaces. Most wounds are open with a break in the skin through which blood and other body fluids may escape. An open wound also allows germs to enter which can then cause infection. A closed wound allows blood to escape from the circulatory system but will not be visible externally. This condition is known as internal bleeding. Wounds come in many different forms: contusion, abrasion, laceration, incised wounds, puncture wounds and gunshot. For open wounds prompt action is needed to reduce blood loss and shock. Priorities:

6.16.1

•

Protect yourself (gloves).

•

Control blood loss by applying pressure.

•

Cover open wounds to prevent infection.

Types of Bleeding There are three types of blood vessels: arteries, veins and capillaries. The different types of bleeding are defined according to which vessel is damaged: Arterial Bleeding These blood vessels carry oxygenated blood, which is bright red and under pressure as it is pumped around from the heart. Therefore if an artery is severed it spurts out a jet of blood several feet into the air. Arterial bleeding is dangerous as it can quickly empty the circulating blood. Venous Bleeding These blood vessels carry blood without oxygen which is now dark red as it travels back to the heart. Blood tends to pool in the elastic like veins, therefore, a severed major vein would cause the blood to gush profusely. Capillary Bleeding Capillaries are tiny vessels that join veins and arteries together in a vast network that lies beneath the skin and throughout the body. This type of bleeding is characterised as oozing and occurs at the site of the wounds. If capillaries rupture beneath the surface of the skin, it causes bleeding into the tissue, most commonly known as a bruise.


page 6–61


6.16.2

6.16.3

6.16.4

Care – Contusion (Severe Bruise): 1.

Rest the area.

2.

Cool with ice (wrapped in hand towels).

3.

Elevate to reduce swelling.

Care – Bleeding: 1.

Put gloves on.

2.

Sit the casualty down.

3.

Apply direct pressure over the wound.

4.

Remove jewellery or tight clothing.

5.

Elevate and support to reduce swelling.

Care – Minor External Bleeding: 1.

Follow Care – Bleeding.

2.

Apply a plaster or dry sterile dressing.

3.

If the wound is dirty, clean by rinsing under lightly running water or by using sterile wipes before applying a plaster or dry sterile dressing.

4.

If there is a risk of infection advise the casualty to see a doctor on arrival.

6.16.5

page 6–62

Care – Major External Bleeding: 1.

General Care of Bleeding.

2.

Apply a dry sterile dressing and bandage firmly.

3.

If the bleeding seeps through the dressing, apply another dressing firmly over the top.

4.

Advise to see a doctor on arrival. Issue: 1, Revision: 0, Date: 28-Oct-2014

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES When the Bleeding Stops: 1.

Put a clean bandage on top of the stained bandages.

2.

Treat for shock.

3.

Check circulation to the extremities i.e. fingers and toes.

4.

If the casualty becomes unconscious, check ABCs.

5.

If the major bleeding fails to stop after 10 minutes of direct pressure, apply indirect pressure.

6.

Administer oxygen.

7.

Promote recovery.

If There is a Foreign Object in the Wound: 1.

Do not attempt to remove the foreign object.

2.

Apply pressure on either side of the embedded object (gloves).

3.

Build up padding around the object until you can bandage over it without pressing down on the foreign object.

4.

If it is a big object, bandage around it to secure it in place.

Indirect Pressure When direct pressure on a wound does not stop the bleeding, indirect pressure may also be applied. There are four indirect pressure points: •

In each groin.

•

In each upper arm (where you would take a baby’s pulse).

To apply indirect pressure, press very firmly on the pressure point, this will stop the blood supply to the limb. Indirect pressure may only be applied for a maximum of 10 minutes (it may not be possible for the first aider to apply indirect pressure for as long as this) at a time. It must then be released to allow blood supply to the extremities. When the fingers/toes have regained their colour, reapply indirect pressure.


page 6–63

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Always maintain direct pressure

6.16.6

Internal Bleeding Bleeding within the body’s cavities may follow injury e.g. a fracture, but can also occur spontaneously e.g. from a stomach ulcer. Internal bleeding is serious; although blood may not be spilled from the body it is lost from the circulation and shock can develop. In addition, accumulated blood can exert damaging pressure on organs such as the lungs or brain and can leak out via the nearest orifice. Site MOUTH.

EAR.

RECTUM.

page 6–64

Appearance

Cause

Bright red, frothy, coughed up blood.

Bleeding in the lungs.

Vomited blood, dark reddish brown, resembling coffee grounds.

Bleeding within the upper digestive system.

Fresh, bright red blood.

Injury to the inner ear; perforated eardrum.

Straw coloured fluid or thin watery blood.

Leakage of cerebrospinal fluid following head injury.

Fresh, bright red blood.

Injury to the anus or lower bowel.

Black tarry, offensive smelling faeces.

Injury or disease to the upper bowel.

URETHRA.

Urine with a red or pink appearance.

Bleeding from the bladder or kidneys.

VAGINA.

Either fresh or dark blood.

Menstruation, miscarriage, disease of or injury to the vagina or womb.


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Sometimes there is no exit for the build-up of blood, so bruising, abdominal swelling and pain may be present, also signs and symptoms of shock. Signs and Symptoms: •


•

Cyanosis.

•

Weak, rapid pulse.

•

Shallow rapid breathing.

•

Dizziness.

•


•

The casualty may become agitated or dull and quiet.

•

Thirst.

•

There may be bruising around or bleeding from an orifice.

•

There may be a rise in temperature.

•

Pain.

•

Unconsciousness.

Care - Internal Bleeding: Conscious.

Lay casualty down and elevate legs (If chest is injured, sit reclined.).

Unconscious.

Check ABC’s.

In both cases.

1. If there is obvious bleeding from an orifice allow natural drainage, do not plug the orifice, but collect on a dressing or into a plastic bag. 2. Nil by mouth. 3. Administer oxygen. 4. Promote recovery.

6.16.7

Nose Bleeds Nose bleeds occur when blood vessels inside the nostrils have ruptured. Infections such as a cold or flu make the blood vessels in the nose more fragile. They may also occur as a result of high blood pressure and can sometimes be dangerous as a casualty can lose a large quantity of blood which can result in shock. Care - Nose Bleed: 1.

Put on gloves.

2.

Sit the casualty down with their head forward.


page 6–65


Get the casualty to pinch the soft part of their nose (below the bridge).

4.

Encourage the casualty to spit the blood out.

5.

Give the casualty tissues and sick bags, damp cloths.

6.

Tell the casualty to try not to speak, swallow, cough or sniff as this may disturb blood clots.

7.

After 10 minutes tell the casualty to release the pressure.

8.

If bleeding persists, re-apply the pressure for a further 10 minutes. If bleeding persists beyond 20 minutes and is not normal for the casualty:

9.

Promote recovery.

It is very important to dispose of tissues very carefully. Get the casualty to place the used tissues in a sick bag and place the sick bag in a plastic bag. Tie a knot in the plastic bag and place in another bag and tie a knot in that bag too. Place in the gash bag. If bleeding is excessive this must be handed over to the paramedics for further examination at hospital.

6.16.8

Bleeding Tooth Socket For a bleeding tooth socket following extraction, ask the passenger to bite on something hard e.g. a rolled up gauze swab. Alternatively, give them some ice to suck.

page 6–66



6.17

Fractures and Soft Tissue Injuries The body is built on a framework of bones called the skeleton, which supports the muscles, blood vessels and nerves of the body, and gives protection to certain other organs. Movement is made possible by muscles attached to the bones, and by moveable joints where bones meet. This section deals with the following injuries: •

Fractures.

•

Dislocations.

•

Soft Tissue Injury (sprains, strains).

A fracture is any break or crack in a bone. Bones are usually tough and resilient. Considerable force is required to break a bone. However, old and diseased bones become brittle and can easily break under stress. Young bones that are still growing bend and crack easily like young twigs. How Fractures are Caused: •

Direct Force. When a bone breaks at the spot where force is applied (e.g. a kick or blow to the ribs).

•

Indirect Force. When a bone breaks some distance from the spot where the force is applied (e.g. a fall on an outstretched hand may cause a fracture to the collarbone).

6.17.1

Types of Fractures There are generally three types of fractures: •

Closed Fractures The bone breaks but does not protrude through the skin.

•

Open Fractures The broken bone protrudes through the skin.

•

Complicated Fractures A complicated fracture may be open or closed. The broken bone may break into fragments, damaging nerves, blood vessels and/or underlying organs e.g. a fractured rib may pierce a lung or a spinal fracture may cause nerve damage leading to paralysis.


page 6–67


ClosedFractureComplicatedFractureOpenFracture Assessment of Fractures Take a history, there may have been a recent violent blow or fall. Signs and Symptoms:

page 6–68

•

Pain at or near the site of injury made worse by movement.

•

Deformity – the bone is at an unusual position.

•

Swelling and bruising.

•

Signs of shock, especially in the case of a fracture of the thighbone, rib cage, or pelvis or with multiple fractures.



6.17.2

Care – Fracture: 1.

Immobilise the affected area immediately with hands if necessary, then use bandages to immobilise.

2.

Immobilise the limb using a sling or by splinting the injured part to an uninjured part of the body with bandages.

3.

Dress any wounds on the fracture.

4.

Treat for shock.

5.

Remove tight clothing/jewellery.

6.

Elevate the injured part if possible.

7.

Check extremities for circulation, warmth and colour every 10 minutes.

8.

If unconscious check ABCs.

9.

Administer oxygen.

10.

Promote recovery.

If Open Fracture Also: 1.

Apply indirect pressure around the fractured bone to stop the bleeding.

2.

Place a sterile dressing over the wound.

3.

If the bone is protruding out through the skin, build up pad of material or bandages around the protrusion. Secure with bandages.

Slings


page 6–69


6.18

Documentation Medical Report If a first aid incident occurs on board an aircraft a Medical Report must be completed detailing flight number, date and all relevant details about the casualty. The Medical Report shall be completed on www.cabincrewdock.com and submitted to the In flight Safety Administrator. Refer to Section 1.15.10 ‘Medical Report Form’ of this manual. Cabin Defects Log Book If a first aid kit is opened it must be logged in the ‘Cabin Defects log’ detailing which kit has been used and what has been removed from the kit. Refer to Section 1.15.10 ‘Medical Report Form’ of this manual.

page 6–70



7

SURVIVAL SEARCH AND RESCUE

7.0

Search and Rescue Procedures It may not always be possible to make an emergency landing near an airport. Therefore as CC we must be aware of the search and rescue procedures and how to survive in remote areas. If you have an emergency landing in a remote area, once you have dealt with the more urgent tasks, thought shall be given as to how best you can help the rescue services to find you. In the majority of cases your approximate position will be known and search aircraft should be in the vicinity within a matter of hours. By International agreement, most of the world’s land and sea areas have air-sea rescue coverage – this cover is usually provided by the various countries military forces. The area of responsibility is normally that of the Flight Information Region (FIR) boundaries but can be extended by mutual and International agreement. All Ryanair’s aircraft carry information detailing the location and capability of search and rescue facilities in our area of operation. To control any search and rescue operation there are Rescue Co-ordination Centres (RCCs), which are permanently manned by minimum staff with other staff on stand-by. These RCCs have direct links to ATC and other civil and military agencies. The RCC will have information on all search and rescue services within his area of responsibility and has authority to direct them as Rescue & Recovery. Once alerted the RCC is fully activated and has at its disposal all military and civil aircraft, plus all the units of the Navy, Merchant Navy (all non-military ships and boats but not fishing and research boats), Army, Police Forces, Coast Guards and Trinity House lighthouses (the authority for lighthouses) and vessels within the area of responsibility to use as it sees fit. If the RCC feels there is a need for extra rescue forces it can call on the resources of the neighbouring RCCs. The RCC will direct search operations until an aircraft or ship arrives on scene. Rescue and Recovery will search until all hope of survival has passed, in which case the search is then continued for the debris or wreckage. REMEMBER – because the search forces have found you, you are not RESCUED out of your survival environment, which may happen sometime later. The initial search is normally carried out by aircraft flying at high altitude in the hope of hearing the survivors Emergency Locator Transmitter signal (Radio Beacon).


page 7–1

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Subsequent searches are carried out at lower altitude and the most common technique is called CREEPING LINE AHEAD. Creeping Line Ahead •

The search aircraft goes to the last known position for the aircraft it is looking for.

•

It then flies a track, the average track being the same as the missing aircraft.

•

Whilst flying this pattern, the search aircraft projects GREEN pyrotechnics at regular intervals every 10 to 15 minutes and always before and after turning.

•

As soon as the survivors see GREEN pyrotechnics, they must try to attract the aircrafts attention by all means at their disposal.

•

When the rescue aircraft has seen the survivors signal, to acknowledge it will: –

During hours of daylight – rocking its wings.

–

During hours of darkness – flash its landing/navigation lights ON and OFF TWICE.

Absence of the above signals from the aircraft indicates that the ground signal has not been understood.

7.1

Basic Principles of Survival

7.1.1

Attracting Attention

page 7–2

•

Use any object with a bright colour, e.g. Lifejackets or seat covers.

•

Lay out ground air visual signals, these must be as large as possible. Use fabric, pieces of wood, stones or life jackets.

•

Flash a light, such as torch.

•

Use a mirror to flash sunlight.

•

Fly anything in the form of a flag.

•

Fire – light fires in the shape of a triangle (international distress signal). Smokey fires during the day and bright fires at night.

•

ELT – Emergency Locator Transmitter (radio beacon).

•

The aircraft itself – stay as near to the aircraft as possible if safe to do so.



7.1.2

Ground – Air Signal Code Message Code

Symbol

Require Assistance.

V.

Require Medical Assistance.

X.

No or Negative.

N.

Yes or Affirmative.

Y.

Proceeding in this Direction.



The symbols in the table shall be at least 2.5 metres (8 ft) long, and be as conspicuous as possible. The symbols may be formed from strips of fabric, pieces of wood, stones or similar materials; by marking the surface, by trampling or staining with oil etc; or by other means. Attention shall be drawn to them by other means such as radio, smoke, reflected light etc. An aircraft will acknowledge that the ground air signals have been understood by: •

During the hours of daylight - rocking its wings.

•

During the hours of darkness - flashing its landing lights or navigation lights ON and OFF twice.

Absence of the above signals from the aircraft indicates that the ground signal has not been understood.

7.1.3

International Distress Signal for Search Aircraft


page 7–3


7.1.4

Immediate Survival After a Forced Landing After the crash and after you have completed your drill, following these procedures will help you minimise the pitfalls made by other survivors:

7.1.5

a.

Keep a safe distance from the wreckage until you judge any explosion risk has passed.

b.

Make contact with the other survivors.

c.

Apply First Aid to the injured in the following order: •

Breathing difficulties.

•

Major bleeding, wounds and fractures.

•

Shock.

d.

Separate the dead from the living.

e.

Investigate the wreckage for salvageable items but take no risks from fire or explosion.

f.

Take stock of the situation and decide whether to stay or move. Remember that the crash site itself is probably the best aid to location.

g.

Then apply the Basic Principals of Survival. See Section 7.1.1 of this Manual.

The Will to Survive The will to survive varies considerably in human beings. Throughout history, evidence has shown that individuals have withstood extreme conditions for a considerable time. We are all different, but if we keep the following points in mind, our survival chances are increased: •

Have and maintain a positive mental attitude.

•

Keep occupied – mentally and physically.

•

Push negative thoughts out of your mind.

•

Conserve energy.

Considerations

page 7–4

•

Exercises are necessary to prevent painful stiffness and to maintain body warmth. They must be done slowly and frequently and should not become exhausting.

•

Protect the body from cold and damp.

•

Prevent boredom and depression. Keep yourself and passengers occupied – allocate a task, however simple, to everyone.



7.2

•

Provide positive and firm leadership.

•

Make effective use of supplies and equipment.

•

Prevent hostility/aggression/anger/unfriendliness between people (common in confined areas).

•

Separate people showing signs of aggression.

•

Carry out first aid – loss of blood and infection can kill if not dealt with properly.

Protection, Location, Water and Food In order to survive and be rescued, certain basic considerations apply in a definite order of priority. They are:

7.2.1

•

Protection.

•

Location.

•

Water.

•

Food.

Protection Immediate steps must be taken to protect yourself from the elements and to protect your health. A shelter of some sort is needed, especially for the injured. Make the most of natural shelter and be aware of using the airplane, if it is intact. Aluminium aircraft skin is a very poor heat retainer and initially fuel, oil and other lubricants may be a fire risk. Wreckage, of course, can be used as shelter building material. In snow, use the excellent insulation properties of the snow itself to build a snow hole. (temperatures inside a snow hole can reach from -7 up to +16 even if the temperature outside is much lower). Remember that shelter is not only important in cold climates. Heat stroke needs to be looked out for just as much as hypothermia. The injured will need urgent attention, the survival time for the badly injured is limited but their odds are increased if they can be protected from wind and rain quickly. Administer First Aid.


page 7–5


7.2.2

Location Having ensured that passengers and Aircrew are protected from the elements as far as possible, it is important to ensure that the search and rescue services can locate the landing or ditching site. The authorities will have a good idea from the airplanes’ equipment of its location before impact. The ELT which is fitted to the aircraft, once ON, will alert rescuers by distress transmissions via satellites, of the location of the aircraft. Consideration shall be given to remaining in the vicinity of the wreckage (if no apparent danger) for this reason. The ELT shall be taken by survivors if relocation is required. In land survival situations, it is rarely sensible to try to walk to safety. Wait for the rescuers to come to you. Only when it is absolutely obvious that moving is the most sensible decision, make clear to the searchers the direction in which you are heading. You must be convinced that your reserves of energy and supplies of food and water are sufficient and that all members of your party who opt for movement are physically fit enough to do so.

7.2.3

Water You will die of dehydration much quicker than by starvation. Therefore water is more important than food. Your aim shall be to drink at least 2 pints per day but it is more likely that immediately available supplies will be limited and rationing will have to be implemented. While no hard and fast rules can be laid down for water rationing, the following is recommended: First Day. 2

nd th

to

4th

day.

5 day onwards.

Nothing. 14 ounces (ca 400 ml, or 1 ½ cup) per person. 2-8 ounces (ca 50-250 ml, or ¼ to ½ cup) per person.

When drinking, moisten the lips, tongue and throat before swallowing.

page 7–6


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Some sources of water: •

Rain Water. Always be prepared to collect rain using any form of canopy, and have containers ready for its stowage.

•

Old Sea Ice. Blue-grey in colour, it can be melted or sucked safely because old sea ice loses its salt after about a year.

•

Water from Fish. Drink the aqueous fluid found along the spine of large fish and in the eyes. If you are so short of water that you need to do this, do not drink any of the other body fluid because they contain proteins and fats which need more water to digest than they supply.

•

Snow. Snow shall be melted. If you have no fire, suck snow after it has thawed sufficiently to mould into a bath. Beware of eating ice, it can cause mouth and lip injuries.

•

Ground Water. Look for water trickling from rock fissures. Ferns and mosses are a sign of water. Be careful of ponds or rock pools with no signs of green vegetation growing around or nearby. Test for salt . Always boil ground water for at least 8 minutes before drinking.

•

Plants. Roots, palms and cacti are common sources of water, but it is unlikely that you have the knowledge to recognise the safe ones, let alone where to find them. If you do track down a likely source avoid sticky milk sap/juice/liquid/ fluid, it may be poisonous. CAUTION: Never drink sea-water, urine or alcohol. Do not eat if water is unavailable.


page 7–7


7.2.4

Food Initially you can live off your accumulated fat - this in essence is what dieters do to lose weight. Depending on your metabolism and the amount of energy you are forced to expend, a lack of food will make it more and more difficult to work hard, or keep warm or resist illness and diseases. Preparing and eating food is itself a morale booster. When the other priority has been satisfied, and especially in long term survival situations, the collecting and catching of food, and the obtaining of a balanced diet, becomes important. It is important when planning the search for food to remember that in survival as in ordinary domestic life, a balanced diet is vital. Some hunters have starved to death eating only rabbits, when around them vegetation was available, but unrecognised, to provide the other components of a life saving diet. These components are: •

Carbohydrates. Carbohydrates are the energy most easily converted by the body and they need little water to digest. The two main types are:

•

a.

Sugars – found in syrups, honey and fruits.

b.

Starches – found in roots, tubers and cereals. Starches are insoluble in cold water so they will have to be cooked.

Fats. Chemically similar to carbohydrates but as an energy source they are much more concentrated. They are found in animals, fish, eggs, milk, nuts and some vegetables. In animals, fats are found stored under the skin and around the organs.

•

Proteins. The nitrogen content of proteins plays an essential part in cell growth. They are found in fish, eggs and dairy products as well as in grains. One animal’s proteins will provide all the amino acids needed by a human but a wide range of plants will need to be eaten to provide the same level of nutrition.

•

Others. Minerals, trace elements and vitamins are of great importance to a balanced diet but their distribution is of academic interest. They all can be found in the plants, insects and animals that provide carbohydrates, fats and proteins.

page 7–8



7.3

Sea/Ditching Survival Body heat reduces rapidly once a person is wet, so keeping as dry as possible will prolong survival time considerably. Water and food supplies will be limited so careful allocation of these must be enforced. Protection •

Keep together in a circle and adopt the foetal position. This will help conserve body heat.

•

Put injured into the centre of the circle.

•

Consider using the fwd slides as flotation devices.

Location •

Keeping in a circle will make it easier to be spotted from the air.

•

Move the circle towards the nose or the tail end to check for land on the other side of the aircraft.

•

Activate the ELT.

Water •

Never drink sea water.

•

Drink the watery fluid found along the spine and in the eyes of large fish.

Food •

7.4

If supplies from the aircraft are unavailable or limited, the only available source of food is fish.

Polar Survival The principles of winter survival must be applied to any region where low temperatures, high winds and a covering of snow prevail at various times. The terrain can range from the bare ice cap to the coniferous forests with some sort of tundra between. Cold regions present serious problems for survivors, the greatest of which is death from exposure. It is essential to conserve heat, grouping people together in small spaces is the best option. Protection •

Leave the aircraft and find shelter until the risk of fire has passed and then if safe, you may return to the aircraft and construct a shelter. The quality of snow and ice will determine the type of shelter you can construct. If there is snow and ice, snow caves or communal trenches are very effective. If there is no snow or ice, then an open shelter of blankets, curtains supported by a wooden frame should be constructed.


page 7–9


Extra clothing should be worn, available baggage shall be opened and items shared.

Location •

Fire is a basic need for survival. Set three fires in a triangle for recognition by air.

•

The aircraft is a valuable location aid, highlight the area as much as possible. If it snows, the aircraft and wings shall be brushed clear to avoid merging with the background.

Water •

Where there is snow and ice, the amount of drinking water available is limited only by the ability to melt it. Melted ice is preferable as it produces more water and takes less time to melt.

•

Snow and ice must not be eaten as this will reduce the body temperature and cause soreness to lips, gums and the tongue.

Food

7.5

•

Since there is no shortage of water, whatever food was gathered shall be used.

•

Fish, seals, birds, rabbits and berries can supplement available aircraft food.

•

When experimenting with new/unknown food forms, it is advisable to take a small quantity at first and see if there is an adverse body reaction such as pain or cramp, before preparing a general meal for everyone.

Desert Survival Deserts are large, dry, barren (harsh) areas of land where the temperature is hot during the day and cool at night. The surface of a desert can be rippling sand, gravel, shrub covered, mountainous, have a river or river bed, have plant life and even pools and oasis. However all deserts have two things in common, they are hot and water is scarce. Protection

page 7–10

•

Improvise a shelter to protect against sun and heat. Between what’s left of the aircraft and what is available in your surroundings, you have an endless variety of possibilities. Wings, skin panels and other metal or large fabric surfaces can be combined to make an effective shelter from either heat or cold, wind and rain. Also use whatever natural shade you can find (i.e. cave, rock ledge). It is most important to control your perspiration.

•

Protect your head and eyes from the sun and do not allow the back of your neck to be exposed.



Keep your body covered during the daytime, wear long trousers and shirts with sleeves rolled down. Loose clothing will assist in trying to remain cool.

•

Relax during the heat of the day but stay out of the aircraft wreckage as the heat will be unbearable. At night-time seek shelter inside the aircraft wreckage.

Location •

Stay in a group and as near to the aircraft wreckage as possible.

•

The possibility of using the aircraft radio should not be overlooked but this may require running an engine.

•

If possible, build a fire at night to keep warm. During the day, the smoke will be noticeable to rescuers.

Water •

A lack of water will be your biggest problem, so do not waste it.

•

Stay in the shade and conserve your energy.

•

Ration water supplies.

•

Additional water may be available from rain and condensation.

Food •

7.6

In addition to food supplies from the aircraft there is animal life in the desert in the form of snakes, lizards, desert rats, locusts (a form of grasshopper) all of which are edible. It is worth remembering that food intake should be limited to the amount of water available.

Jungle Survival Jungle terrain can range from large trees up to 200 ft (70 meters) in height growing closely together with relatively little undergrowth, (this is primary jungle) to trees varying in height with dense undergrowth and creepers(vines) (this is known as secondary jungle). Protection •

Make a camp area on high ground away from swamp areas associated with mosquitoes. The ground will be drier and there will be more chance of a breeze.

•

Build shelters so that the floor is raised off the ground. Damp soil/foliage (vegetation) will cause a loss of body heat even in the tropics.

•

Cover cuts and scratches as chances of serious infection increase significantly in jungle environments.


page 7–11


Keep your body covered to prevent bites and sunburn. Clothes should be worn loosely to assist cooling.

•

Attempt to dry wet clothes before nightfall as this may cause discomfort.

•

Wash clothes daily, especially socks. Dirty clothing not only rots, it may lead to skin diseases.

Location •

Stay in vicinity of aircraft.

•

In dense jungle, cut a clearing and scatter lifejackets, clothes for contrasting colours to aid visibility from the air.

•

Set up fire and other ground/air signals.

Water •

Most tropical jungle offers plenty of water from streams, rivers or lakes. It is safe to drink only after it has been purified/cleansed/disinfected by boiling or straining (filtering).

•

Water can also be found in plants or fruits and can usually be consumed by eating it, e.g. green unripe coconuts contain generous and refreshing quantities of water.

•

Collect rain water by digging a hole in the ground and lining it with rubberized fabric or improvise containers under dripping trees.

Food •

There is no shortage of food in the jungle, but you should not rely on it too much as animals/insects are difficult to catch. Some examples of food sources are rats, lizards, snakes, fish, grubs (larva/maggots/caterpillar/bugs), plants fruit.

•

If you are unsure of foods undertake an edibility test:

•

page 7–12

–

Avoid bright colours.

–

Don’t eat anything with a milky sap (liquid/juice/fluid).

–

Avoid jungle fungi.

–

Do not eat anything that causes an unpleasant drying of the mouth.

–

If ok on the above, take a small piece, chew it well and swallow. If after 2–3 hours you are not experiencing any ill effects, you may continue to eat the food you have tested.

It is really more important to drink water than to eat. Avoid eating food that is likely to make you ill or sick as this will drain the body of fluid.



7.7

Survival, First Aid and Hygiene

7.7.1

Dangers to the Body – Cold •

7.7.1.1

7.7.1.2

7.7.2

7.7.2.1

7.7.3

Death usually occurs if body temperature falls below 95°F (35°C).

Causes of Loss of Body Heat •

Exposure to cold winds.

•

Contact with cold surfaces.

•

Contact with cold water.

Actions and Considerations •

Insulate shelters as much as possible.

•

Mental function reduces, keep awake and keep the person talking.

•

Reduced motor function causes difficulties in speaking, walking and use of hands, keep warm by huddling together, wear extra layers of clothes if available, keep muscles exercised.

•

Use body heat to thaw areas affected by frostbite.

Dangers to the Body – Overheating •

Contact with hot surfaces.

•

The rays of the sun.

•

The hot wind.

Actions and Considerations •

Drink water where available to avoid dehydration.

•

Cover head from the sun.

•

Cool down sunburn.

•

Reserve energy, salt is lost from the body when you exert yourself therefore you need more water.

•

Stay in the shade.

•

If suffering from heat stroke – treat, keep ventilated and cool down, use cold compresses if available. If person is conscious give water.

Frostbite Frostbite affects particularly the exposed parts of the body and regions which being furthest from the heart, have the least blood circulation e.g. the face, nose, hands and feet.


page 7–13


7.7.3.1

7.7.3.2

Prevention •

Keep wrinkling your face and forehead to make sure that stiff patches have not formed.

•

Watch your hands for signs of frostbite.

•

Watch each other’s faces and ears for signs of frostbite.

•

Do not handle cold metal with bare hands.

•

Avoid tight clothing which will reduce circulation.

•

Avoid exposure to the wind.

•

Avoid spilling fuel on bare flesh. In sub-zero temperatures this will freeze almost at once.

•

Do not go out of the shelter even for short periods without adequate clothing.

•

Do not let your clothing become wet from perspiration (sweating) or water if it does dry promptly.

Symptoms •

Frostbite first appears as a small patch of white or cream - coloured frozen skin.

•

The skin will be firm to the touch and feel stiff.

•

May be a feeling of slight prickling sensations as the skin freezes.

•

May not notice anything. If treated at this stage the consequences will not be serious. If the process goes further:

7.7.3.3

•

Tissues of muscle and bone are frozen (deep frostbite).

•

The blood vessels become clotted and so much tissue may be destroyed that part of a limb, an ear or a nose may be lost.

Mild Frostbite •

page 7–14

When the area is warmed up there will be some swelling and redness of the skin with a little pain and as the condition heals the skin may scale off.



7.7.3.4

7.7.3.5

7.7.4

Deep Frostbite •

Swelling and pain will occur.

•

Blisters will form.

•

These may become infected.

•

In serious cases the tissues will become grey, then black and dead and will eventually fall off.

Care – Frostbite •

A small area may be warmed by placing a bare hand over it covering the outside of the hand with a glove.

•

Frost bitten hands should be thrust inside the clothing against the body.

•

Frost bitten feet should be thrust inside a companion’s clothing.

•

NEVER rub frostbite with snow.

•

Treat for exposure – get them into a shelter.

•

DO NOT burst blisters – cover them with a dry dressing.

•

NEVER rub a frost bitten area.

•

NEVER warm up frostbite quickly, e.g. in front of a fire or by dipping into hot water or any other means.

•

Use body heat only.

•

Very severe pain is usually an indication that the frost bitten parts have been made too hot and further damage is occurring.

Hypothermia This is a condition, which exists when the body temperature falls below that necessary to sustain life (about 95°F or 35°C).

7.7.4.1

Prevention •

7.7.4.2

Avoid exposure to extreme cold, wet, dampness and winds above (about 5 knots = around 9 kmh).

Symptoms •

Decreasing resistance to cold, excessive shivering and low vitality.


page 7–15


7.7.4.3

7.7.5

Care - Hypothermia •

Re-warming the body should start without delay.

•

Provide the best shelter possible.

•

Remove wet clothing and wrap in dry clothes or blankets if possible.

•

If improvised hot bottles (e.g. plastic water bottles filled with hot water) are available apply to the body in order of priority. –

Stomach.

–

Back.

–

Armpits.

–

Neck.

–

Between the thighs.

•

Hot drinks will help if conscious.

•

Hypothermia causes reduced vital signs and the heartbeat slows.

•

Warm the centre of the body and head first, then the whole body.

•

Do not rub hands or feet of hypothermic person as this can cause the heart to stop beating.

•

A person can stay alive for considerable lengths of time, although they appear unconscious or dead.

•

Shared body heat is very effective.

Sunstroke Caused by over-exposure to the sun and can lead to very serious results.

7.7.5.1

page 7–16

Symptoms •

Hot dry skin.

•

Sweating stops.

•

The face is flushed and feverish.

•

The temperature rises.

•

Pulse rate becomes fast and strong.

•

Severe headache.

•

Vomiting.

•

Unconsciousness may follow.



7.7.5.2

7.7.6

Care – Sunstroke •

Lower the body temperature as soon as possible.

•

Lay the person in the shade with head and shoulders slightly raised.

•

Remove outer clothing.

•

Cool the body by wetting the underclothing with water if available and fanning.

Malaria Although mosquitoes can be found almost anywhere in the world the Malaria-bearing types appear in warm and hot climates. They usually fly by night but in dense jungles, which are usually quite dark, they may be active through the day. Those who have taken Malaria tablets (Larium) should be well protected.

7.7.6.1

7.7.6.2

7.7.7

Prevention •

Avoid getting bitten by day or night.

•

Use insect repellent on any part of the body.

•

Wear clothes where possible.

•

Improvise mosquito nets.

•

Tuck the trouser legs into your socks.

•

Tie the bottom of your shirt sleeves.

•

Stay away from the swamp and stagnant (standing) water.

•

If possible light a smoky fire to keep the mosquitoes away.

Symptoms •

At first the patient feels chilly and shivers and then a burning fever.

•

The attacks alternate in this manner.

•

The attacks occur at regular intervals.

Dysentery This is caused by using polluted food or water and is easily confused with ordinary diarrhoea because of the similar symptom.

7.7.7.1

Prevention •

Ensure that all doubtful food is cooked and water is boiled for 8-10 minutes.


page 7–17


7.7.7.2

7.7.8

Symptoms •

Severe inflammation of the bowels leading to abdominal pain.

•

Severe diarrhoea can be accompanied with green faeces streaked with blood.

Sore Eyes Often caused by exposure to direct or reflected sunlight or by glare from snow and water, can lead to temporary blindness.

7.7.8.1

7.7.8.2

Prevention •

Shelter from the glare.

•

Sunglasses.

•

Improvise with suitable material to make sunshades.

Care – Sore Eyes •

7.8

page 7–18

Relief can be given by smearing any soothing cream around the eyes or by using a damp bandage. These can be found in the first aid kits.

Survival Table Polar

Desert

Jungle

Sea

Leave the A/C until risk has passed.



ü





Shelter from sun.









Use the A/C to help construct a shelter.









Wear extra clothes.









Set three fires in a triangles.









Stay in vicinity of the A/C.









Set up ground to air signals.









Activate ELT.









Possibility of using the A/C radio.









Get water and food from A/C.









Ration water.











8

DANGEROUS GOODS AIR OPS Ref. CAT.GEN.MPA.200 Refer to Ops Manual Part A Chapter 9 for more details.

8.0

Dangerous Goods Carried by Passengers and Aircrew Certain items of dangerous goods may be carried on-board an aircraft by passengers and Aircrew, in limited quantities only, and are exempt from the provisions of the Technical Instructions. Note:

The attached table refers to revised IATA Regulations.

Provisions for Dangerous Goods Carried by Passengers or Crew (IATA DGR Table 2.3.A) 2014 Dangerous goods must not be carried in or as passengers or crew, checked or carry-on baggage, except as otherwise provided below. Permitted in or as carry-on baggage Permitted in or as checked baggage Permitted on one’s person The approval of the operator(s) is required The pilot-in-command must be informed of the location NO

NO

NO

N/A N/A Disabling devices such as mace, pepper spray, etc. containing an irritant or incapacitating substance are forbidden on the person, in checked and carry-on baggage.

NO

NO

NO

N/A N/A Electro shock weapons (e.g. Tasers) containing dangerous goods such as explosives, compressed gases, lithium batteries, etc. are forbidden in carry-on baggage or checked baggage or on the person.

NO

NO

NO

N/A N/A Security-type attaché cases, cash boxes, cash bags, etc. incorporating dangerous goods, such as lithium batteries and/or pyrotechnic material, except as provided in IATA DGR 2.3.2.6 are totally forbidden. See entry in IATA DGR 4.2 - List of Dangerous Goods.

NO YES NO YES NO Ammunition (cartridges for weapons), securely packaged (IN Div. 1.4S, UN 0012 or UN 0014 only), in quantities not exceeding 5 kg gross weight per person for that person’s own use. Allowances for more than one person must not be combined into one or more packages. NO YES NO YES NO Battery-powered wheelchairs or other similar mobility devices with non-spillable wet batteries or with batteries which comply with Special Provision A123, (see IATA DGR 2.3.2.2). NO YES NO YES YES Battery-powered wheelchairs or other similar mobility devices with spillable batteries or with lithium batteries (see IATA DGR 2.3.2.3 and 2.3.2.4 for details).


page 8–1

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Permitted in or as carry-on baggage Permitted in or as checked baggage Permitted on one’s person The approval of the operator(s) is required The pilot-in-command must be informed of the location YES NO

NO YES YES Battery-powered mobility aids with lithium ion batteries (collapsible), lithium-ion battery must be removed and carried in the cabin (see IATA DGR 2.3.4 (d) for details).

NO YES NO YES NO Camping stoves and fuel containers that have contained a flammable liquid fuel, with empty fuel tank and/ or fuel container (see IATA DGR 2.3.2.5 for details). NO YES NO YES NO Security-type equipment containing lithium batteries (see IATA DGR 2.3.2.6 for details). YES YES YES YES NO Lithium ion battery powered equipment containing batteries over 100 Wh but not exceeding 160 Wh. YES NO YES YES NO Spare lithium ion batteries with a Watt-hour rating exceeding 100 Wh but not exceeding 160 Wh for consumer electronic devices. Maximum of two spare batteries may be carried in carry-on baggage only. These batteries must be individually protected to prevent short circuits. YES NO

NO YES YES Mercury barometer or thermometer carried by a representative of a government weather bureau or similar official agency(see IATA DGR 2.3.3.1 for details).

YES NO YES YES NO Portable medical eletronic devices (Automated External Defibrillators (AED), Nebulizer, Continuous Positive Airway Pressure (CPAP), etc.) containing lithium metal or lithium ion cells or batteries may be carried (see IATA DGR 2.3.4.7 for details). YES YES NO YES NO Avalanche rescue backpack, one (1) per person, containing a cylinder of compressed gas in Div. 2.2. May also be equipped with a pyrotechnic trigger mechanism containing less than 200 mg net of Div. 1.4S. 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. YES YES NO YES NO Carbon dioxide, solid (dry ice), in quantities not exceeding 2.5 kg per person when used to pack perishables not subject to these Regulations in checked or carry-on baggage, provided the baggage (package) permits the release of carbon dioxide gas. 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. YES YES NO YES NO Chemical Agent Monitoring Equipment, when carried by staff members of the Organization for the Prohibition of Chemical Weapons on official travel (see IATA DGR 2.3.4.4). YES YES NO YES NO Heat producing articles such as underwater torches (diving lamps) and soldering irons. (See IATA DGR 2.3.4.6 for details) YES YES YES YES YES Oxygen or air, gaseous, cylinders required for medical use. The cylinder must not exceed 5 kg gross weight. Note: Liquid oxygen systems are forbidden for transport.

page 8–2


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Permitted in or as carry-on baggage Permitted in or as checked baggage Permitted on one’s person The approval of the operator(s) is required The pilot-in-command must be informed of the location YES YES YES YES NO Small non-flammable gas cylinders, containing carbon dioxide or other suitable gas in Division 2.2. Up to two (2) small cylinders fitted into a life jacket, and up to two (2) spare cartridges per person, not more than four (4) cylinders up to 50 mL water capacity for other devices. 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.

NO YES NO

NO

NO Aerosols in Division 2.2, with no subsidiary risk, for sporting or home use.

YES YES YES

NO

NO Non-radioactive medicinal or toilet articles (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 or 2 L, and the net quantity of each single article must not exceed 0.5 kg or 0.5 L. Release valves on aerosols must be protected by a cap or other suitable means to prevent inadvertent release of the contents.

YES YES YES

NO

NO Energy efficient light bulbs when in retail packaging intended for personal or home use.

YES YES YES

NO

NO Fuel cells, and spare fuel cartridges powering portable electronic devices (e.g. cameras, cellular phones, laptop computers, and camcorders), see IATA DGR 2.3.5.10 for details.

YES YES NO

NO

NO Hair curlers containing hydrocarbon gas, up to one (1) per passenger or crew-member, provided that the safety cover is securely fitted over the heating element. These hair curlers must not be used on board the aircraft at any time. Gas refills for such curlers are not permitted in checked or carry-on baggage.

YES YES NO

NO

NO Insulated packagings containing refrigerated liquid nitrogen (dry shipper), fully absorbed in a porous material containing only non-dangerous goods.

NO YES NO

NO

NO Internal combustion or fuel cell engines, must meet A70 (see IATA DGR 2.3.5.15 for details).

YES YES YES

NO

NO Medical or clinical thermometer, which contains mercury, one (1) per person for personal use, when in its protective case.

YES YES YES

NO

NO Non-flammable, non-toxic 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.

YES YES NO

NO

NO Non-infectious specimens packed with small quantities of flammable liquid, must meet A180 (see IATA DGR 2.3.5.14 for details).

NO YES NO

NO

NO Permeation devices, must meet A41 (see IATA DGR 2.3.5.16 for details).


page 8–3

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Permitted in or as carry-on baggage Permitted in or as checked baggage Permitted on one’s person The approval of the operator(s) is required The pilot-in-command must be informed of the location YES YES NO

NO

NO Portable electronic devices containing lithium metal or lithium ion cells or batteries, such as watches, calculating machines, cameras, cellular phones, lap-top computers, camcorders, etc., when carried by passengers or crew for personal use.

YES NO YES

NO

NO All spare batteries, including lithium metal or lithium ion cells or batteries, for such portable electronic devices must be carried in carryon baggage only. These batteries must be individually protected to prevent short circuits.

YES YES NO

NO

NO Portable electronic devices containing non-spillable batteries, batteries must meet A67 and must be 12 V or less and 100 Wh or less. A maximum of 2 spare batteries may be carried (see IATA DGR 2.3.5.13 for details).

NO

NO YES

NO

NO Radioisotopic cardiac pacemakers or other devices, including those powered by lithium batteries, implanted into a person, or radiopharmaceuticals contained within the body of a person as the result of medical treatment.

NO

NO YES

NO

NO Safety matches (one small packet) or a cigarette lighter that does not contain unabsorbed liquid fuel, other than liquefied gas, intended for use by an individual when carried on the person. Lighter fuel and lighter refills are not permitted on one’s person or in checked or carry-on baggage. Note: “Strike anywhere” matches, “Blue flame” or “Cigar” lighters are forbidden.

Note:

N/A means not applicable.

Ryanair may have stricter regulations (variations) on some items listed on the provisions for dangerous goods carried by passengers or Aircrew table. See below;

8.1

Restrictions AIR OPS Ref. CAT.GEN.MPA.200 Ammunition Under no circumstances will ammunition be carried on Ryanair flights either as checked in baggage or cargo. Ryanair will no longer carry guns for sporting purposes or any other firearm.

page 8–4


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Medical Oxygen Ryanair as an operator does not allow passengers to carry their own medical oxygen on board. They must contact the company prior to travel. Ryanair will supply a bottle of portable oxygen for the passenger as Ryanair carry more than the minimum requirement of portable oxygen. There is a charge for this facility. This extra bottle is not for the passenger to take with them at their destination. Human Remains Ryanair only carry human remains on the London Stansted-Knock route. Organs Organs that are NOT packed in dry ice are to be stowed in the flight deck. Organs that are packed in dry ice are to be stowed in the cabin either in an empty bar box, hatbin or behind trolleys (size permitting) and subject to the Captain’s approval. Ashes The carriage of ashes is permitted. Passengers must ensure that they are packed securely in a suitable container. Ashes can only be carried as hand baggage (may be carried in addition to the usual baggage allowance). The urn/casket must have a secure screw top/lid. Articles and substances which would otherwise be classed as dangerous goods are excluded from the provisions of AIR OPS Subpart R provided they are carried for use in flight for medical aid for a patient, (Gas cylinders, drugs, medicines, other medicinal material (such as sterilising wipes) and lithium batteries are the dangerous goods which are normally provided for use in flight as medical aid for a patient. However, what is carried may depend on the needs of the patient. These dangerous goods are not those which are part of the normal equipment of the aeroplane) provided that: 1.

Gas cylinders have been manufactured specifically for the purpose of containing and transporting that particular gas;

2.

Drugs, medicines and other medical matter are under the control of trained personnel during the time when they are in use in the aeroplane;

3.

Proper provision is made to stow and secure all the equipment during takeoff and landing and at other times when deemed necessary by the Commander in the interests of safety; or

4.

They are carried by passengers or crew members (as listed in the appendix and to the extent specified in the Technical Instructions).


page 8–5

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Battery Powered Wheelchairs/Mobility Aids (see IATA DGR 2.3.2.4) Wet-cell (spillable) batteries are not permitted for carriage on any Ryanair aircraft due to the danger of corrosion and/or electrical shorting in case of spillage. Dry/gel cell batteries may be accepted for carriage on the following conditions: •

The battery terminals are protected from short circuits, e.g. by being enclosed within a battery container.

•

The battery is securely attached to the wheelchair or mobility aid.

•

Electrical circuits have been inhibited.

Where a battery-powered wheelchair or other similar mobility aid is specifically designed to allow its battery(ies) to be removed by the user (e.g. collapsible): •

The battery(ies) must be removed.

•

Removal of the battery must be performed by the owner or assistant.

•

The removed battery(ies) must be protected from damage (e.g.) by placing each battery in a protective pouch.

•

The battery(ies) must be carried in the passenger cabin.

•

The battery must be placed at the passenger’s feet, underneath the seat in front.

•

The battery must not exceed 300 Wh.

•

Ryanair does not permit spare wheelchair batteries for carriage.

The Captain must be informed of the location of the mobility aid with an installed battery or the location of the lithium battery when removed and carried in the cabin. It is recommended that passengers make advanced arrangements via the special assistance line. Note:

From time to time it may be necessary the CC to remove bags from the cabin and have them placed in the hold. In such circumstances the passenger must be asked if there are any spare batteries for the mobility aid and the passenger must be instructed to remove the battery before placing the bag in the hold. The spare batteries will then remain with the passenger in the cabin for the duration of the flight.

Portable Oxygen Concentrators (POCs) Full details on carriage of portable oxygen concentrators can also be found on www.ryanair.com (see Section 2.18.8.6 of this manual). page 8–6



8.2

Emergency Procedures Emergency Response Guidance There is an EMERGENCY RESPONSE GUIDANCE (RED BOOK) located in the flight deck of every aircraft. It is used to guide/ assist Aircrew in the event of a dangerous goods spillage. The NOTOC (Notification to Captain) contains the substance’s proper shipping name and UN number. The ERG book contains all Dangerous Goods in both numerical and alphabetical order in the white pages. When substance is found, a Drill Code and the risks are given in the Pink pages of the book which is relevant in how to deal with the substance.

8.2.1

Cabin Crew Awareness The biggest problem with dangerous goods are the items or substances that passengers bring on board the aircraft without the prior approval of the airline. The general public are not aware of the regulations regarding their carriage and use, even though they are printed on passenger’s reference sheet. Possible signs of their presence could be determined by:

8.2.2

•

A bad smell.

•

Abnormal noise, e.g. escaping gas.

•

Could be present in certain types of passenger carry- on bags e.g. backpacks may have camping gas equipment.

•

Sales representatives may have reinforced sample cases containing vaccines or industrial chemical samples.

•

Extremely hot spots on the cabin floor may indicate a problem with dangerous goods in the cargo hold.

•

Liquid dripping from an overhead bin.

Dangerous Goods Spillage in the Cabin The first sign of a problem in the cabin may be brought to the CC’s attention by the passengers. If there is liquid dripping from an overhead bin move passengers from the area immediately. Certain types of dangerous goods produce/ release toxic fumes and some may be flammable so the use of a PBE smoke-hood is advisable. Always be aware of your nearest Halon extinguisher. If fire-fighting procedures are used, do not dampen down with water, as there may be a chemical reaction. If fumes are present, distribute wet hand towels to passengers to breathe through and get them to bend their heads low.


page 8–7

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Dangerous Goods Spillage Condition: Spillage of a dangerous good in the cabin is suspected and/or one of the following occurs: •

Extreme hotspots on the cabin floor.

•

Liquid dripping from overhead bin.

•

Abnormal noise (e.g. escaping gas) accompanied by bad smell or odour.

1.

Captain ......................................................................................NOTIFY

2.

Item.......................................................................................... IDENTIY

3.

Gloves (latex and fire gloves) ........................................................ DON

4.

PBE (if fumes present) ................................................................... DON

5. Passengers ..................................................MOVE away from the area In case of fire: initiate appropriate fire drill (check use of water). 6.

Distribute wet towels/clothes (if necessary).

7.

Collect dry absorbent material (newspapers, paper towels), at least two large gash bags and a metal bar box.

8.

Roll up the sides of the gash bags (polyethylene) and place dangerous goods item into one gash bag and expel air. (Ensure the side that is leaking is kept upright).

9.

Remove gloves and place them in the second gash bag and then gently place the gash bag containing the dangerous goods into the second gash bag and stow in metal bar box, place in rear toilet.

10.

Monitor the toilet for the remainder of the flight.

11.

Treat affected seat cushions/covers in the same manner as dangerous goods item.

12.

Cover spillage on carpet/floor with gash bags.

13.

Regularly inspect items stowed away/contaminated furnishings.

After Landing

page 8–8

•

Identify to ground personnel where the dangerous goods is stowed and what it is (if known).

•

Make appropriate entry into tech log book/cabin defects log.



In case of spillage of known or suspected dangerous goods in powder form.

•

Leave everything undisturbed.

•

Do not use any fire extinguisher or water.

•

Cover area with plastic bags.

•

Keep area isolated until after landing.

In-depth Cabin Crew Dangerous Goods Spillage Drill Dangerous Goods CC checklist for incidents in the passenger cabin during a flight. Initial Action Inform the Captain Any incident concerning dangerous goods shall immediately be reported to the Captain who shall be kept informed of all actions taken and of their effect. It is essential that the CC and the Flight Crew coordinate their actions and that each is kept fully informed of the other’s actions and intentions. Identify the Item Ask the passenger to identify the item and indicate its potential hazards. The passenger may be able to give some guidance on the hazard(s) involved and how this could be dealt with. If the passenger can identify the item, refer to ERG. In Case of Fire Use Standard Procedure/Check Use of Water Standard emergency procedures must be used to deal with any fire. In general, water shall not be used on a spillage or when fumes are present since it may spread the spillage or increase the rate of fuming. Consideration shall also be given to the possible presence of electrical components when using water extinguishers. In Case of Spillage or Leakage Collect Useful Items for Use in Dealing with the Spillage •

A supply of paper towels or newspapers or other absorbent paper or absorbent fabric. (e.g. seat cushion covers, head rests protectors.)

•

Latex gloves and fire resistant gloves if available.

•

At least two large gash bags.


page 8–9

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Don Gloves and Smoke Hood The hands shall always be protected before touching suspicious packages or items. Put on latex gloves and then fire resistant gloves, this is likely to give suitable protection. A PBE shall always be worn when attending to an incident involving smoke, fumes or fire. Move Passenger Away from the Area The use of therapeutic masks with portable oxygen bottles or the passenger drop down oxygen system to assist passenger in a smoke or fume-filled passenger cabin shall not be considered since large quantities of fumes or smoke would be inhaled through the valves or holes in the masks. A more effective way to help passenger in a smoke or fume-filled environment would be the use of a wet towel or cloth held over the nose and mouth. A wet towel or cloth helps in filtering and is more effective at doing this than a dry towel or cloth. CC shall take quick action if smoke or fumes develop, move passenger away from the area involved and, if necessary, provide wet towels or cloths and give instructions to breathe through them. With No Emergency Response Kit (Applicable to Ryanair Operation) Pick up the item and place it in a plastic bag. Ensure the container the dangerous good is in is kept upright or the area of leakage is at the top. Using paper towels, newspaper, etc., mop up the spillage, after having discovered that there will be no reaction between what is to be used to mop up and the dangerous goods. Place the soiled towels, etc., in another plastic bag. Place the gloves and bags used to protect the hands either in a separate small plastic bag or with the soiled towels. If extra bags are not available, place the towels, gloves, etc., in the same bag as the item. Expel excess air from the bags and close tightly so as to be secure but no too tight so that pressure equalization can still take place. Stow Plastic Bags If there is a catering or bar box on board, empty any contents and place the box on the floor, with the door upward. Place the bag(s) containing the item and any soiled towels, etc., in the box and close the door. Take the box or if there is no box, the bag(s) to a position as far away as possible from the flight deck and passengers. If a galley or toilet is fitted, consider taking the box or bag(s) there, unless it is close to the flight deck. Use a rear galley or toilet wherever possible, but do not place the box or bag(s) against the pressure bulkhead or fuselage wall. If a galley is used, the box or the bag(s) can be stowed in an empty waste bin container. If a toilet is used, the box can be placed on the floor or the bag(s) stowed in an empty waste container. The toilet door should be locked from the outside. In a pressurized aircraft, if a toilet is used, any fumes will be vented away from passengers. However, if the aircraft is unpressurised there may not be positive pressure in a toilet to prevent fumes from entering the passenger cabin. Ensure when moving a box that the opening is kept upward or when moving a bag that either receptacle containing the dangerous goods is kept upright or the area page 8–10


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES of leakage is kept at the top. Wherever the box or bag(s) have been located, wedge them firmly in place to prevent them from moving and to keep the item upright. Ensure that the position of the box or bag(s) will not impede disembarkation from the aircraft. Treat Affected Seat Cushions/Covers in the Same Manner as Dangerous Goods Item Seat cushions, seat backs or other furnishing materials, which have been contaminated by a spillage, shall be removed from their fixtures and placed in a large bin bag or other plastic bag, together with any bags used initially to cover them. They shall be stowed away in the same manner as the dangerous goods item causing the incident. Cover the Spillage on the Carpet/Floor Cover any spillage or furnishings with a gash bag or other plastic bags, if available. If not, use airsickness bags opened out so that the plastic side covers the spillage or use the plastic covered emergency safety cards. Carpet which has been contaminated by a spillage and which is still causing fumes despite being covered, shall be rolled up, if possible, and placed in a large bin bag or other plastic bag. It shall be placed in a waste bin and stowed, when possible, either in the rear toilet or rear galley. If the carpet cannot be removed it shall remain covered by a large bin bag or plastic bags, etc., and additional bag(s) shall be used to reduce the fumes. Regularly Inspect Items Stowed Away/Contaminated Furnishings Any dangerous goods, contaminated furnishings or equipment, which have been removed and stowed away or covered for safety, shall be subject to regular inspection. After Landing Inform Ground Personnel of the Dangerous Goods Item and Where Stowed Upon arrival, take necessary steps to identify to the ground staff where the item is stowed. Pass on all the information about the item. Make the Appropriate Entry in the Tech Log Make an entry in the aircraft tech log so that engineering can check and replace or repair the aircraft/cabin if necessary.


page 8–11


8.3

Prohibited Articles The carriage of guns (including sporting weapons), firearms and ammuinition is not permitted on Ryanair Aircraft. Passengers are not permitted to carry the following articles into security restricted areas of airports or on-board an aircraft. •

•

•

page 8–12

Guns, firearms and other devices that discharge projectiles – devices capable, or appearing capable, of being used to cause serious injury by discharging a projectile, including: •

Firearms of all types, such as pistols, revolvers, rifles, shotguns.

•

Toy guns, replicas and imitation firearms capable of being mistaken for real weapons.

•

Component parts of firearms, excluding telescopic sights.

•

Compressed air and CO2 guns, such as pistols, pellet guns, rifles and ball bearing guns.

•

Signal flare pistols and starter pistols.

•

Bow, cross bows and arrows.

•

Harpoon guns and spear guns.

•

Slingshots and catapults.

Stunning devices, devices designed specifically to stun or immobilise, including: •

Devices for shocking, such as stun guns, tasers and stun batons.

•

Animal stunners and animal killers.

•

Disabling and incapacitating chemicals, gases and sprays, such as mace, pepper spray, capsicum sprays, tear gas, acid sprays and animal repellent sprays.

Objects with a sharp point or sharp edge objects with a sharp point or sharp edge capable of being used to cause serious injury, including: •

Items designed for chopping, such as axes, hatchets and cleavers.

•

Ice axes and ice picks.

•

Razor blades.

•

Box cutters.

•

Knives with blades of more than 6cms.

•

Scissors with blades of more than 6cms as measured from the fulcrum. Issue: 1, Revision: 0, Date: 28-Oct-2014


•

•

•

•

Martial arts equipment with a sharp point or sharp edge.

•

Swords and sabres.

Workmen tools, tools capable of being used either to cause serious injury or to threaten the safety of the aircraft, including: •

Crowbars.

•

Drills and drill bits, including cordless portable power drills.

•

Tools with a blade or a shaft of more than 6 cm capable of use as a weapon, such as screwdrivers and chisels.

•

Saws, including cordless portable power saws.

•

Blowtorches.

•

Bolt guns and nail guns.

Blunt instruments, objects capable of being used to cause serious injury when used to hit, including: •

Baseball and softball bats.

•

Clubs and batons, such as billy clubs, blackjacks and night sticks.

•

Martial arts equipment.

Explosive and incendiary substances and devices explosives and incendiary substances and devices capable, or appearing capable, of being used to cause serious injury or to pose a threat to the safety of aircraft, including: •

Ammunition.

•

Blasting caps.

•

Detonators and fuses.

•

Replica or imitation explosive devices.

•

Mines, grenades and other explosive military stores.

•

Fireworks and other pyrotechnics.

•

Smoke-generating canisters and smoke generating cartridges.

•

Dynamite, gunpowder and plastic explosives. Liquids, Aerosols and Gels (LAGs) can only be carried into the security restricted area of an airport in accordance with European security legislation (as amended).


page 8–13

RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES Passengers are not permitted to carry the following articles in their hold baggage: Explosives and incendiary substances and devices explosives and incendiary substances and devices capable of being used to cause serious injury or to pose a threat to the safety of aircraft, including:

page 8–14

•

Ammunition.

•

Blasting caps.

•

Detonators and fuses.

•

Mines, grenades and other explosive military stores.

•

Fireworks and other pyrotechnics.

•

Smoke-generating canisters and smoke-generating cartridges.

•

Dynamite, gunpowder and plastic explosives.



8.4

Accident and Incident Reporting In the event that any dangerous good/contaminant is suspected to have been carried in an aircraft cabin or hold, this must be reported immediately to either Ryanair Engineering or Operations Department. They will advise of appropriate precautionary measures and action to be taken. In the event that a Dangerous Goods Incident is confirmed, the Technical Instructions require all licensed operators to follow strict regulations regarding the reporting of accidents and incidents involving dangerous goods. These are summarised as follows: 1.

An operator (airline) must report dangerous goods accidents and incidents to the appropriate authority of the State in which the accident or incident occurs. An initial report shall be sent out within 72 hours unless exceptional circumstances prevent this.

2.

An operator (airline) must report any occasion when undeclared or misdeclared dangerous goods are discovered in cargo or when unpermitted dangerous goods are discovered in passengers’ baggage. A report must be made to the appropriate authority of the State in which this occurred.

3.

The airline carrying dangerous goods which is involved in an aircraft accident must inform the State in which the aircraft accident occurred of:

4.

•

The dangerous goods carried.

•

Their proper shipping name(s).

•

Class and subsidiary risks for which labels are required.

•

The compatibility group for Class 1.

•

The quantity and location on board the aircraft.

The airline carrying dangerous goods when an incident or accident happens must, when asked, give the State any asked information. This is to reduce the risk created due to possible damage to the aircraft.


page 8–15


INTENTIONALLY BLANK

page 8–16



9

SECURITY INCLUDING HI-JACKS AND BOMB WARNINGS

9.0

Security Requirements The primary objective of Security Requirements and the Ryanair Security Programme is to safeguard the safety and security of Ryanair employees, passengers, and other airport users.

9.1

Organisation Behind Security Countermeasure

9.1.1

International ICAO (International Civil Aviation Organisation) Annex 17 of the Chicago Convention - primary objective is to safeguard international civil aviation against acts of unlawful interference. European Union (EU) Regulation (EC) 300/2008 (and supporting legislation as issued) came into effect on 29th April 2010. The purpose of this Legislation is to establish and implement common community measures in order to prevent acts of unlawful interference against civil aviation. European Civil Aviation Conference (ECAC) ECAC is the regional arm of ICAO in Europe founded to “promote the continued development of a safe, efficient and sustainable European air transport system by harmonising civil aviation policies and practices amongst its Member States and other parts of the World”.

9.1.2

National Irish Aviation Authority In accordance with the Requirements of ICAO Annex 17 and Regulation (EC) 300/2008 the Irish Government has designated the IAA as the Authority with responsibility for aviation security in Ireland. In this role the IAA is responsible for the implementation of the National Civil Aviation Security Programme. National Civil Aviation Security Programme (NCASP) The objectives of the NCASP are: •

The security and safeguarding of civil aviation in the State; and

•

The promotion of international standards of civil aviation security.


page 9–1


9.1.3

Industry Airlines are required to draw up, apply and maintain a security programme. The Ryanair Security Programme has been validated by the IAA. All entities, including airports, involved in aviation security are required to draw up, apply and maintain a security programme.

9.1.4

Local EU Member States are allowed, on the basis of a risk assessment, to apply additional security measures to those required by International and European Security Regulations. Ryanair is required to comply with these additional security measures when operating in that EU Member State.

9.2

Airport Security The following areas will be established at airports: •

Landside.

•

Airside.

•

Security restricted areas.

•

Critical parts of security restricted areas.

Access to airside, security restricted areas and critical parts of security restricted areas is restricted in order to prevent unauthorised persons and vehicles from entering these areas. Access will only be granted to persons and vehicles that have a legitimate operational reason to be there. Persons must present one of the following authorisations in order to be granted access to security restricted areas: •

Valid boarding card;

•

Valid Aircrew identification card;

•

Valid airport identification card; or

•

Valid National Authority identification card.

Aircrew are required to successfully complete a background check before being granted an Aircrew identification card or airport identification card which allows them unescorted access to security restricted areas and/or critical parts of security restricted areas. To prevent the introduction of a prohibited article into a security restricted area: • page 9–2

Persons, including Aircrew, and items carried are screened; and Issue: 1, Revision: 0, Date: 28-Oct-2014


Vehicles are examined; and

•

Hold baggage is screened prior to entering a security restricted area.

Airport Operators are required to undertake surveillance and patrols and implement physical controls at airports to identify suspicious behaviour and breaches/attempted breaches of airport security. Airports may use several types of screening equipment/methods including:

9.3

•

Walkthrough metal detection (WTMD) equipment.

•

Hand search.

•

X-ray equipment.

•

Explosive detection systems (EDS) equipment.

•

Explosive trace detection (ETD) equipment.

•

Security scanners.

Airport Identification Card/Company Identification Card Identification cards must be worn and be visible at all times when in a security restricted area. Identification cards must be presented to staff controlling access to security restricted areas. Loss or theft of an Identification Card must be reported to your base supervisor.

9.4

Reporting Aircrew are required to report attempted breaches and breaches of security in accordance with established Ryanair reporting procedures. Line managers are required to report attempted breaches and breaches of security to the Ryanair Security Officer. The Ryanair Security Officer will report attempted breaches and breaches of security to the IAA in accordance with the Requirements of the Irish National Civil Aviation Security Programme.

9.5

Challenging of Person in Restricted Areas •

You must challenge all persons in the vicinity of/attempting to board Ryanair Aircraft.

•

You must challenge all persons not displaying a valid identification card in security restricted areas.


page 9–3


9.6

•

You must report unauthorised persons or vehicles identified in security restricted areas.

•

You must not hold security doors open for anyone unless you have confirmed that they hold a valid identification card.

Protection of Aircraft Unattended Ryanair Aircraft must be protected as follows: •

External doors must be closed.

•

Airstairs must be retracted.

•

Steps and access aids must be removed and placed sufficiently far from the aircraft to prevent access. If there are personnel on the aircraft when you board you must confirm that they are in possession of a valid identification and are authorised to be there.

9.7

page 9–4

Aircrew Security •

CC must be in possession of a valid ID, passport and CC certificate of competence when on duty.

•

Personal belongings and/or bags must not be left unattended. When operating bags must be stowed behind the trolleys. Where trolleys are not loaded CC shall stow their bags in an overhead locker close of crew stations and monitor for the duration of the flight. For type specific information refer to Section 5.1.3.1.

•

All items of missing uniform must be reported to the Base Supervisor or Base Captain immediately.

•

If over-nighting it is imperative that baggage is not accessible to the public, Hotel room numbers must not be disclosed. Contents of baggage must be checked before leaving the hotel room.

•

Be prudent with information regarding flights you are operating.

•

Do not disclose information regarding company policies and procedures.

•

Do not carry letters or parcels for passengers or other CC however innocent they may appear.

•

Remain vigilant at all times.



9.8

Internal/External Security Audit/Inspection You may be subject to an internal or external security audit/inspection. If this happens:

9.9

•

Challenge the Auditor/Inspector – ask who they are, why they are boarding the aircraft and ensure they show you valid identification card.

•

All CC are required to carry External Audit Forms. You must complete two copies – one must be given to the Auditor/Inspector and one to your Base Supervisor.

•

All sections of the form must be completed.

•

The External Audit/Inspection must also be reported via a Security Report on www.cabincrewdock.com.

•

If the Auditor/Inspector boards the aircraft after you have commenced the security check/search you must inform him/her as to what elements of the check/search have been completed prior to him/her boarding the aircraft.

•

Auditors/Inspectors may place a test piece onboard the aircraft.

Baggage Reconciliation A headcount is performed at the boarding gate. If a passenger with checked in baggage fails to show up at the boarding gate on time, their hold baggage must be located and off-loaded prior to departure. Refer to Section 2.3.5 of this manual for Headcount procedure.

9.10

A Passenger Boards the Wrong Flight In the event that a passenger boards an aircraft and disembarks pre-fight the following procedure applies: •

The No 1 informs the Captain and the Dispatcher.

•

The passenger is identified.

•

The passenger collects all their belongings and is escorted back to the terminal.

•

The CC check the row in which the passenger was sitting, 3 rows in front and 3 rows behind. Other passengers seated in these areas are asked to identify their hand luggage.

•

The CC confirm that the head count on board is correct.

•

The No 1 informs the Captain that the procedure is complete.


page 9–5


9.11

Baggage Identification Hold baggage is reconciled by Ground Handling Personnel. In the event of a discrepancy a full baggage identification process may be necessary as follows: •

Ground staff will remove all bags from the hold and place them on the ramp.

•

When instructed by the Captain, the No 1 will ask the last 3 rows of passengers to disembark the aircraft using the forward stairs, identify their own bags on the ramp, and re-enter the aircraft using the rear stairs.

•

When these passengers are boarding the aircraft again, the No 1 will ask the next 3 rows of passengers to follow this procedure.

•

The No 1 will ensure a steady flow of passengers. A CC should be assigned to direct passengers in the cabin.

•

This process continues until all passengers who have checked in baggage have identified their hold bags.

•

The No 1 will inform the Captain once the process is complete.

9.12

Hijack

9.12.1

Policy A hijack may occur at any time. Each set of circumstances will be different. The primary objective in a hi-jack situation is “the safe release of all passengers and crew”.

9.12.2

Types of Hijacker There are five main types of hijacker:

9.12.3

•

Criminals.

•

The mentally unbalanced.

•

Refugees.

•

Terrorists.

•

Political Hijackers.

Cabin Crew Response One CC should be the sole communicator between the hijacker(s) and the Captain. It is usually wise to sympathise with the hijacker(s) but never to condone their actions. There may be others members of the hijack team seated amongst the passengers so as not to disclose themselves, i.e. sleepers.

page 9–6


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES DO: •

Try to warn the Flight Crew when the incident begins. Use the interphone and say, “A passenger demands to see the Captain”.

•

Obey hijackers orders.

•

Ensure that only one CC at a time approaches the hijacker(s) at any one time.

•

Wherever possible, close and lock bars.

•

Be observant at all times (your information may help the authorities when the incident is concluded).

•

Negotiate patiently.

•

Follow the 9 point plan. (ref Section 9.12.4)

DO NOT:

9.12.4

•

Antagonise or argue.

•

Talk down to them or appear clever.

•

Refer to insanity or mental disorders, even in an attempt to ease the tension by making a joke.

•

Give alcohol unless demanded.

•

Make any sudden move likely to be misunderstood.

•

Try to disarm the hijacker.

•

Suggest a course of action (you may be blamed if it goes wrong).

‘9 Point Plan’ To contain the situation on board and assist the authorities and your rescuers, the following nine point plan should be followed: 1.

2.

3.

Remain seated in take-off/landing positions. •

Rescuers expect you to be there.

•

Communication at hand.

•

Available to help with evacuation.

Keep aisles clear. •

In case of evacuation.

•

Allows rescuers easy access through the cabin.

Serve passengers with trays. •

If food is delivered to the aircraft – it will be on trays.


page 9–7


If there are no trays onboard use empty bar trolley drawers.

•

Keep aisle clear.

4.

Keep passengers under control.

5.

Keep passengers movement to a minimum. •

6.

Make mental note of passenger movement. •

7.

8.

•

Number of hijackers.

•

Details of clothes, shoes, accents, weapons, ammunition, radios, etc.

Be prepared to evacuate. Evacuation drills.

Review emergency procedures. •

9.12.5

May help to identify “Sleepers”.

Collect information.

• 9.

To avoid hijackers feeling threatened.

Response to emergencies such as first aid or fire.

Cabin Crew Relationships with the Passengers CC should aim to keep the passengers as quiet and as comfortable as possible:

9.12.6

•

If able to move around, speak to the passengers and try to allay their fears. Passengers are usually compliant but it may be necessary to try and calm the aggressive or hot-headed individual.

•

Pay particular attention to the elderly, sick and passengers with children. Obtain the hijackers permission before enlisting the aid of any other passenger for example, if a doctor or other medically qualified person onboard is needed to administer first aid or medication.

•

Keep the cabin as clean and tidy as possible.

•

Ration available food and water. When on the ground, negotiate with the hijackers for more food and water to be brought on board, and ask for toilet servicing to be provided.

Resolution of Hijack If attempts to resolve a hijack through negotiation fail, the authorities may consider a resolution by force. In such circumstances, you will be treated as a possible Hijacker until the authorities verify that you are part of the Aircrew. When the incident has been resolved you will be fully debriefed by the authorities. Any information you can give will be useful.

page 9–8


RYANAIR OPERATIONS MANUAL PART A SAFETY AND EMERGENCY PROCEDURES You are likely to be pursued by the Press and other media groups. You must adopt the policy of “NO COMMENT” and refer all questions to the Company Press Officer. Never give any information regarding the incident to the Press. Remember, your unguarded comments could be of use to would-be hijackers.

9.13

Jumpseat Travel There are two jumpseats in the flight deck and two jumpseats in the rear galley (vacant jumpseats). Ryanair shall not take revenue passengers on a jumpseat under any circumstances. Jumpseat passengers and their baggage shall be subject to the same security controls as fare paying passengers. Subject to his discretion, the Captain should accept an allocated person but may refuse to do so only for safety reasons. The Captain shall satisfy himself that: •

A jumpseat passenger is not of any known or apparent mental instability.

•

Is not under the influence of alcohol or drugs or any prohibited or prescribed substances.

•

Is able bodied/not prevented through any infirmity from reacting correctly to instructions and reacting correctly in an emergency situation.

The Captain of the aircraft is ultimately responsible for the safety and security of the aircraft and must satisfy himself with the identity of all jumpseat passengers prior to departure. All dead-heading CC and Flight Crew must be in full uniform and must notify the operating Aircrew that they are onboard the aircraft. Deadheading CC and Flight Crew must never occupy reserved seats or direct access seats unless there are no other seats available.

9.13.1

Persons Entitled or Authorised to Use Aircraft Jumpseats Inspectors of the Irish Aviation Authority have rights of access and use of the jumpseat in the exercise of their official duties. Members or employees of aviation organisations or aeronautical agencies may be specifically approved to travel in the jumpseat for specific observation duties or familiarisation by the Nominated Person Flight Operations.


page 9–9


9.13.2

Flight Deck Jumpseats All flight deck jumpseat passengers shall satisfy one of the following criteria: •

Irish Aviation (or NAA-National Aviation Authority) flight operations personnel carrying out their official duties;

•

Authorised Officials of the Irish Department of Transport, Tourism and Sport carrying out their official duties;

•

Ryanair Compliance Auditors, Ryanair Management Pilots;

•

Technical and other aviation industry personnel approved by the Nominated Person – Flight Operations;

•

Ryanair personnel on duty travel carrying valid company identification;

•

Ryanair personnel travelling on concession travel carrying valid Company identification;

•

Be a Ryanair pilot in uniform on privilege travel; or

•

Be a Ryanair instructor travelling to SIM locations to carry out their duties.

Qualifying personnel will only use a cockpit jumpseat in the following circumstances:

9.13.3

1.

The Captain is given advance notification of the name of the person who intends to travel on the flight deck jumpseat.

2.

The passenger is in possession of a valid concessionary/duty travel ticket issued by Ryanair, with the exception of Management Pilots, Ryanair Pilots in uniform on privilege travel and Ryanair instructor travelling to SIM locations to carry out their duties.

Cabin Jumpseats (Rear Galley) A person travelling on Ryanair concession travel may occupy a jumpseat in the rear galley of the aircraft subject to the following restrictions: 1.

The Captain is given advance notice of the name of the person who is travelling on the concession/duty travel ticket who intends to occupy the jumpseat.

2.

The passenger is in possession of a valid concession ticket issued by Ryanair.

Note:

page 9–10

Qualifying personnel will only use a jumpseat if there is no seat in the cabin.



9.14

Flight Crew Compartment (Flight Deck) Security ORO.SEC.100a

9.14.1

Flight Deck Door The lockable flight deck security door is installed to resist forcible entry by unauthorised personnel. The door meets the requirements for resistance to ballistic penetration and intruder entrance. PDIs: •

No 1 – check that the ‘emergency access code’ unlocks the door.

•

Flight Crew – check that the ‘deny’ feature is operational.

Note:

No 1 must notify all CC of the emergency access code.

Description The flight deck door opens into the cabin. A one way viewer is installed in the door to allow the Flight Crew to scan the passenger cabin area. Operation The flight deck door may be electrically locked from the inside the flight deck. When electrical power is lost, the door unlocks. Collapsible Panel Feature Should the door become jammed or blocked and therefore unable to be opened in an emergency evacuation there is a collapsible emergency feature installed. To use pull on the “emergency handle” on the top panel and/or push on the clips at either sides of the bottom panel from the inside of the flight deck in order to exit the flight deck. Decompression Blow Out Panel Feature Should a decompression occur in the aircraft the sensors will detect this and release and detach the decompression panels in order to equalise the cabin pressure with the flight deck.


page 9–11


page 9–12

1.

Deadbolt and Deadbolt Placard.

2.

Release Pins – Pull pins inward, manually separates decompression panel from a jammed door to allow panel opening and egress.

3.

Decompression Panel – Provides emergency egress path and automatically opens during airplane decompression.



9.14.2

Normal Flight Deck Access Before the first flight, a password should be agreed on between the Captain and The No 1. This password must be communicated to the rest of the Aircrew. The No 1 enters the flight deck, places the “kill switch” in the “NORM” position and locks the flight deck door immediately prior to closing the L1 door. Once the kill switch has been engaged, the door cannot be opened from the cabin.

Off

Kill switch in “off” position. NORM

The Flight Crew will formally confirm that the flight deck door has been locked during their ‘BEFORE TAKE OFF CHECKLIST‘. All communications between the cabin and flight deck after this time will be via the cabin interphone. Should the No 1 need to gain entry to the flight deck during the flight, the password must be given. If this password is missing the Captain will assume that the request is being made under duress. The flight deck door must not be opened if the password is not given or if the password is incorrect. The flight deck door will not be unlocked until the aircraft has parked on stand and the L1 door has been opened. When flying in the hours of darkness, the area and entry lights must be turned OFF before entering the flight deck.


page 9–13


9.14.3

Non-normal Door Locking System The Flight Crew must exercise caution when using the door lock deadbolt system. Splitting the deadbolt with the vertical and horizontal indication will enable the key function opening. Having the horizontal indication only will disable the key function.

If flight deck door access system fails in flight, engage deadbolt slides into door position to lock doors.

9.14.4

Opening the Flight Deck Door During the Flight If the flight deck door must be opened during the flight the following procedure must be followed: •

The Flight Crew will switch on the ‘fasten seatbelt sign’.

•

The No 1 will make the ‘fasten seatbelt’ PA.

•

The Flight Crew will establish communication with the No 1.

•

The No 1 will confirm that the ‘fasten seatbelt’ PA has been made and that all passengers are in their seats via the interphone.

•

The Pilot Monitoring (PM) in the flight deck will look through the viewing window and verify the identity of the CC.

•

The password MUST be given to the Captain before the door is opened.

•

The door will only be opened with the agreement of both pilots.

•

Should any passenger leave their seats or should an incident of any kind occur in the cabin, the No 1 must inform the Flight Crew immediately and the door must be closed immediately/left closed. If a pilot needs to leave the flight deck the following procedure applies:

•

page 9–14

The pilot exits the flight deck and a CC (never the No 1) enters the flight deck and closes the flight deck door.



9.14.5

•

When the pilot is ready to return to the flight deck he/she will establish communication with the pilot via the interphone. The password must be given before the door is opened.

•

The CC in the flight deck will look through the viewing window and verify the identity of the pilot.

•

The door will then be opened.

•

The CC will exit the flight deck and the pilot will enter.

•

The door is then closed.

•

The No 1 must remain in the forward galley area during the time that the pilot has vacated his/her seat.

Opening the Flight Deck Door During Non-normal Procedures The “No 1 to the flight deck” call will be answered by the No 1 via the interphone. The door may be unlocked to allow the NITS briefing to take place in the flight deck. This decision is at the sole discretion of the Captain. Should a situation develop in the cabin that could potentially risk the security of the aircraft and passengers, the Captain should declare an emergency and take whatever action deemed necessary.


page 9–15


9.14.6

Flight Deck Emergency Access Panel A flight deck emergency access panel is located on the cabin side door of the flight deck door post and is used to gain access to the flight deck in case of emergency or Flight Crew incapacitation. The flight deck emergency access panel contains a six button keypad and red, amber and green lights. A red light indicates that the door is locked. An amber light indicates that the correct access code has been entered. A green light indicates that the flight deck door is unlocked.

The following procedure applies: •

Attempt to contact the flight deck via the forward and rear cabin interphone.

•

If there is no response from the Flight Crew, the No 1 will enter the 5 digit numeric access code and press “ENT” (amber light will illuminate).

•

If the correct code is entered the Flight Crew will be alerted (chime sounds in the flight deck).

•

The Flight Crew will deny access to the flight deck and will establish communication with the No 1 via the interphone.

•

If the Flight Crew does not deny access the door will unlock after 30 seconds (green light will illuminate) and will remain unlocked for 5 seconds. ALL CC must be aware of the emergency access code prior to commencing a flight. (The No 4 needs to go straight to the gate before the first flight – the No 1 needs to inform the No4 of the emergency access code discreetly as soon as back on board.)

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10

ADDITIONAL MATERIAL

10.0

The Phonetic Alphabet A.

ALPHA.

B.

BRAVO.

C.

CHARLIE.

D.

DELTA.

E.

ECHO.

F.

FOXTROT.

G.

GOLF.

H.

HOTEL.

I.

INDIA.

J.

JULIET.

K.

KILO.

L.

LIMA.

M.

MIKE.

N.

NOVEMBER.

O.

OSCAR.

P.

PAPA.

Q.

QUEBEC.

R.

ROMEO.

S.

SIERRA.

T.

TANGO.

U.

UNIFORM.

V.

VICTOR.

W.

WHISKEY.

X.

X-RAY.

Y.

YANKEE.

Z.

ZULU.


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INTENTIONALLY BLANK

page 10–2


SEP - Manual - Part A

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