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Volume 3. Air Operator Technical Administration

CHAPTER 16. CABIN SAFETY AND FLIGHT ATTENDANT MANAGEMENT

SECTION 6. FLIGHT OPERATIONS

2355. SERVICE OF ALCOHOLIC BEVERAGES. Theboarding of a passenger who appears to be intoxicated is aviolation of Title 14 of the Code of Federal Regulations (14CFR).

A. Further, passenger non-compliance with FederalAviation Administration (FAA) safety regulations mayresult in interference with a crewmember. This is a violationof 14 CFR part 121 and may also be a criminal violationunder 49 United States Code (U.S.C.) section 46318(a). AirCarriers should have procedures in their manuals to ensurethat crewmembers know what actions to take if a passengerdoes not comply with the safety regulations and/or interfereswith a crewmember.

B. 14 CFR part 121 requires air carriers to reportpassenger disturbances associated with alcohol within 5working days. Due to safety implications, 14 CFR part 135air carriers should also report these disturbances to the FAAwithin 5 days. The appropriate air carrier manuals shouldcontain the crewmember procedures used to report theseoccurrences. The FAA suggests the following procedures:

(1) The pilot-in-command (PIC) and/or the flightattendant in charge of the cabin should fill out a report that,if feasible, both of them should sign.

(2) The report should include:

The name and address of the individual

A physical description of the individual, indi-vidual's seat number

The location of the individual's boarding anddestination

Names, addresses, and phone numbers ofwitnesses

Names, addresses, and domiciles of the othercrewmembers

A brief narrative of the incident, the airline,flight number, and date

(3) This report should be sent to the designatedpersonnel, which will be in the air carrier's and crew-member's manuals.

C. Air carriers should have adequate procedures

contained in crewmember manuals and training programsoutlining the specific duties of crewmembers and groundpersonnel regarding the use and service of alcohol. Forexample:

Procedures to handle disturbances that may occurinvolving the service of alcoholic beverages

Procedures regarding the removal of a passengerwho appears to be intoxicated

Procedures to handle passengers who may havebrought their own alcoholic beverages onboard

2357. CARRY-ON BAGGAGE. A s a r e s u l t o f t h eSeptember 11, 2001 terrorist attacks, the U.S. Congresspassed The Aviation and Transportation Security Act.Section 122 of the Act, entitled Sense of Congress, clearlystates its desire for the FAA to maintain its current restric-tion on carry-on baggage of one bag and one personal item.The Transportation Security Administration (TSA) web sitehas information as to items that are permitted and prohibitedin carry-on baggage as well as provides examples of whatconst i tu tes a personal i tem. The TSA web s i te i swww.tsa.dot.gov.

A. 14 CFR part 121 prohibits an air carrier from closingthe passenger entry door in preparation for taxi or pushback,takeoff, or landing an airplane unless each article of carry-on baggage is stowed in a suitable baggage or storagecompartment under a passenger seat.

B. An air carrier may not allow the following:

(1) The boarding of carry-on baggage unless eachpassenger's baggage has been scanned to control the sizeand amount carried on board in accordance with anapproved carry-on baggage program. Additionally, nopassenger may board an airplane if his/her carry-on baggageexceeds the baggage allowance prescribed in the aircarriers approved program.

(2) All passenger entry doors of an airplane to beclosed in preparation for taxi or pushback unless at least onecrewmember verifies that each article of carry-on baggage isproperly stowed. Baggage is neither properly stowed norrestrained unless the over-head bin door is closed and

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latched. The same requirements apply for stowing carry-onbaggage before takeoff and landing.

(3) Stowage of carry-on baggage or cargo that couldhinder the use of any emergency equipment. Air carriersshould provide suitable storage space for all required emer-gency equipment.

C. When air carriers allow the stowage of cargo andbaggage in passenger seats, they should include thisinformation in their FAA-approved carry-on baggageprogram. The information about this practice shouldinclude:

The types of cargo that may be restrained in theseat

Location of the seat(s) where it may be stowed

D. Carry-on baggage may be stowed against a passengerclass divider or bulkhead if both are stressed for inertialoads and the baggage is restrained from shifting by FAA-approved tiedown straps or cargo nets. A principaloperations inspector (POI) must approve the stowage ofcarry-on baggage against the bulkhead or divider. The POIwill coordinate this approval with the Aircraft EvaluationGroup (AEG) and other elements within the FAA, asneeded. Carry-on baggage may be stowed in coat closets orother compartments that the FAA approves.

E. The operation of an airplane with carry-on baggage,cargo, or trash stowed in uncertified receptacles, such aslavatories, is contrary to 14 CFR part 121 and thecertification basis of the aircraft. If a receptacle in the cabinof the airplane, including the lavatory, is intended for thestowage of carry-on baggage, cargo, or trash, it must beshown to meet the applicable requirements in the airplanecertification basis. These requirements include:

The structural requirements pertaining to therestraint of the receptacle's contents for flight,ground, and emergency landing load conditions

Requirements pertaining to fire containment

NOTE: The certification requirements are con-tained in 14 CFR part 25.

F. Part 121 121.589 stipulates that each air carriermust have a carry-on baggage program approved by theFederal Aviation Administration (FAA). Carry-on baggageprograms must comply with existing regulations.

(1) A description of carry-on baggage articles mustbe in the program. This description shall provide informa-tion about the types of articles which could be exempt fromthe carry-on baggage count. This could include such thingsas child restraints, canes, assist devices for people who arephysically challenged, articles of personal clothing, etc.Some air carriers believe that exempted articles do nothave to be restrained. Therefore, information that all articles(including those exempt from the carry-on baggage count)

must be properly restrained shall also be stipulated in thecarry-on baggage program.

(2) Proper stowage of carry-on baggage is a majorsafety issue. AC 121-29, as amended, asks the airlines toinclude in their carry-on baggage programs a definition ofproperly stowed. Ensuring that baggage does not interferewith emergency equipment is an important part of the infor-mation about proper stowage. In addition, nothing can bestowed in the seat pockets except magazines and passengerinformation cards. It is not a good safety practice to stowmeals, either brought onto the airplane by passengers orserved by the air carrier, in seat back pockets. The FAAconsiders meals carried on by passengers to be carry-onbaggage. Even though meals may be exempt by the aircarrier from the number of bags permitted, they still must bestowed in accordance with the regulations pertaining tocarry-on baggage. Nothing may be stowed in the lavatories,unless lavatories meet all the requirements for approvedcargo stowage areas.

(3) The program should specify the crewmemberposition responsible for ensuring that carry-on baggage isproperly stowed. While each crewmember should ensurecarry-on baggage procedures are followed, it is importantthat a specific crewmember be identified to be responsiblefor insuring carry-on baggage is properly stowed for eachcabin or each cabin area. Specific and clear crew assign-ments are an important part of safety.

(4) The air carriers shall provide information topassengers about their carry-on baggage programs. Thisinformation should include advice about the types of articlesthat should not be carry-on baggage. Many air carriers dothis as part of their telephone announcements when reserva-tions are made. In addition, some air carriers provide thisinformation through public address announcements andsigns at the airport. A variety of methods used by the aircarrier are acceptable, but the public should be able toreadily obtain the information.

(5) Carry-on baggage programs should:

Comply with existing regulations and appli-cable programs such as the FAA approvedweight and balance program

Provide information about preventingbaggage, which cannot be stowed as carry-onbaggage, from reaching the aircraft as carry-on baggage

Ensure that carry-on baggage which is broughtto the airplane, but not carried in the cabin, isassigned the same weight as other baggagecarried in the cargo compartment

Define carry-on baggage, including thoseitems that might be exempt

Provide information about size and numberaccepted

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Define properly stowed, to include overheadbin stowage and under seat stowage. Forproper under seat s towage of carry-onbaggage, there must be forward and siderestraints to prevent bags from sliding into theaisle.

Ensure that carry-on baggage does not inter-fere with emergency equipment, and thatnothing is placed in front of or directly on tipof emergency equipment

Address stowage of unusual articles such asmusical instruments

Prohibit the stowage of carry-on baggage andother items in the lavatories and seat backpockets (the only items allowed in seat backpockets should be magazines and passengerinformation cards)

Provide specific crewmember assignments forthe verification that carry-on baggage is prop-erly stowed

Address procedures in appropriate manuals

Provide crewmember training on carry-onbaggage, and

Ensure that information is available to thepublic about the air carriers carry-on baggageprogram

(6) Air carriers should use approved procedures toensure compliance with their carry-on baggage program.These procedures should include the following items:

Preboarding scanning to ensure that size andamount of passenger carry-on baggage is inaccordance with the allowances prescribed inthe approved carry-on baggage program

Closing and latching each overhead bin beforeall passenger doors are closed in preparationfor taxi or pushback and before takeoff andlanding

Closing, latching, or installing each restraintdevice for each cargo compartment located inthe passenger cabin before all passenger doorsare closed and before takeoff and landing

Stowing each piece of under seat carry-onbaggage

Removing all carry-on baggage that cannot bestowed properly in the passenger cabin, beforeclosing all passenger entry doors in prepara-

tion for taxi or pushback, and reloading it aschecked luggage in a cargo compartment

(7) Each air carrier may decide if they will allowpassengers to travel with their pets in the passenger cabin. Ifan airline does allow cabin pets, then the pet container isconsidered to be carry-on baggage and must conform to allcarry-on baggage regulations.

The pet container must be small enough to fitunderneath the seat without blocking anypersons path to the main aisle of the airplane

The pet container must be stowed properlybefore the last passenger entry door to theairplane is closed in order for the airplane toleave the gate

The pet container must remain properlystowed the entire time the airplane is movingon the airport surface, and for take off andlanding

Passengers must follow flight attendantinstructions regarding the proper stowage ofthe pet container

Additional information on traveling with petsin the passenger cabin can be found on theFAA Cabin Safety web site (www.faa.gov/avr/afs/cabinsafety)

2 3 5 9 . S T O W A G E O F N O N - C O L L A P S I B L EFLEXIBLE TRAVEL CANES. The Department of Trans-portation (DOT) issued an Order of Dismissal to certaincomplainants against a U.S. air carrier dismissing thecomplainants allegation that the air carrier violated 14 CFR382, which prohibits discrimination against qualified handi-capped persons. The complainants, who are legally blind,alleged that the carrier's failure to allow them to stow theirlong white flexible canes at their seat constituted unlawfuldiscrimination under DOTs rules.

A. The current rules require air carriers to allow stowageof flexible canes near passengers in a manner consistentwith FAA safety regulations.

B. Part 121 requires all carry-on items, other thanarticles of loose clothing, to be stowed in a suitable closet,baggage or cargo stowage compartment, including anoverhead rack having doors or restraints, or under apassenger seat that is fitted with a means to prevent stowedarticles from sliding forward in the passenger compartmentor sideward into the aisle. In addition, part 121 allows

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flexible travel canes to be stowed:

(1) Latera l ly under two or more connectedpassenger seats in the same row, if the cane does notprotrude into an aisle and is flat on the floor.

(2) Longitudinally between a non-emergency exitwindow seat and the fuselage, if the cane is flat on the floor.

(3) Longitudinally beneath any two non-emergencyexit row window seats, if the cane is flat on the floor.

(4) In accordance with any other method theAdministrator approves.

C. The thrust of part 121 is to ensure that all carry-onitems are properly restrained in the event of an emergency.The FAA requires that passenger seats, under whichbaggage is allowed to be stowed, must be equipped withunderseat restraints sufficient to prevent articles of baggage,including flexible travel canes and other thin profile items ofbaggage, from sliding forward. Also, aisle seats, underwhich the FAA allows baggage to be stowed, must beequipped with underseat restraints to prevent baggage fromsliding forward. POIs and/or CSIs (as applicable) shallcontact their assigned air carriers to:

Inform them of these thin profile baggage restraintproblems

Require them to take action to ensure that the FAAapproved carry-on baggage program of each aircarrier operating under part 121 has policies thatensure proper restraint of all carry-on baggage,including non-collapsible flexible travel canes

2361. STOWAGE OF GALLEY SERVICE ITEMS. Part121 121.577, prohibits an air carrier from moving on thesurface, taking off, or landing an airplane when any food,beverage, or tableware, furnished by the air carrier, islocated at any passenger seat. In an emergency situationrequiring evacuation, litter from food service of any kind(including coffee and rolls) can be hazardous due to poorfooting. Accordingly, part 121 prohibits serving any food orbeverage, regardless of the type of containers used, duringmovement on the surface, takeoff, and landing. In addition,any food item or container that the passenger carries onboard the aircraft would be considered carry-on baggageand must be properly stowed, in accordance with part 121,for movement on the surface, takeoff, and landing.

A. Part 121 also states that, during movement on thesurface, takeoff, and landing, the following items must besecured in their stored positions (i.e., correctly positionedand fastened in their storage compartment and restraintmeans, if any):

Passenger food and beverage trays

Serving carts

Each movie screen that extends into an aisle

NOTE: If there is a question regarding the stowageof a particular item, and it must be stowed for take-off and landing, then that item must also be stowedfor movement on the surface.

B. Air carriers may arrange to provide limited beverageand food service to their passengers when the aircraft is nolonger moving on the surface (e.g., while the aircraft isstationary on a taxiway in a long queue awaiting takeoff.) Insuch cases, the air carrier should have specific proceduresfor flight crewmembers and flight attendants to follow,including coordination and communication between theflight deck and the passenger cabin(s), to ensure that theserequirements are met before aircraft movement on thesurface resumes.

C. In addition, the FAA considers that galley suppliesstowed outside the galley are cargo. These supplies must bestowed in accordance with part 121. If galley supplies orother cargo, weighing over 20 pounds, are placed under aseat, the FAA must approve the container or restraintusually, through a supplemental type certificate.

2363. RETENTION OF ITEMS OF MASS. P a r t 1 2 1refers to galley equipment, serving carts, and crew baggage.However, the FAA did not intend to list all items of mass.Crewmembers must restrain any item that can become ahazard by shifting under the load factors of an emergencylanding.

A. Particular attention should be given to compliancewith part 121 regarding restraints for any baggage carried onthe flightdeck. Flightcrew flight-kits are not items of crewbaggage. This policy also applies to aviation safetyinspectors (ASI) and additional flight crewmembers. Whileit is logical that flight kits be placed so that movement isrestricted, the FAA does not intend that they be restrained ina manner that would interfere with the needs and functionsof the flightcrew.

NOTE: This is only applicable to flight kits.

B. I t i s recommended tha t a i r car r ie rs inc ludeinstructions to flight attendants that all serving carts, inaddition to being stowed for takeoff and landing and when itis not in use, be properly restrained when in use but notbeing moved from one location to another. Air carriersshould expand this policy to require restraint of all galleyequipment (including supplies) that are not being used, sothey will not become hazards during periods of inflightturbulence.

2365. POTENTIAL PROBLEMS ASSOCIATEDWITH FOOD AND BEVERAGE SERVICE.

A. Reports are received regarding passengers and flightattendants burned by the of spillage of hot liquids. Aircarriers should have procedures discontinuing service of hotliquids when turbulent air is encountered that is not severe

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enough for the flight attendants to discontinue all service. Inaddition, containers for hot liquids should have lids that canbe securely closed. Additional service items and areas ofconcern that could cause injuries are:

Carts with sharp corners or projections that maycause injury

Brakes on the carts that are hard to operate, inade-quate, or non-existent

When flight attendants carry food and beveragecontainers (bottles, glasses, trays, hot water andcoffee containers, etc.) loosely on the cart and inturbulence, they may become dislodged and strikeor scald passengers and crewmembers

B. Flight attendants should not leave carts unattended.Air carriers should have procedures which ensure that flightattendants are no more than10 feet (3 rows) away from thecarts left in the aisles. Flight attendants should not park cartsout of their normal galley take off/landing positions unlessthey can be properly restrained. Some aircraft are equippedwith restraint devices such as mushrooms, which willproperly hold carts in other areas. When this is the case,flight attendants may leave them unattended. However, mostitems should be cleared from the top of the carts. During asudden directional change of the aircraft, items leftunrestrained on the top of the carts can become dislodgedand cause injuries.

C. Air carriers should have procedures for reporting cartand cart restraint deficiencies. Flight attendant manualsshould contain information about the procedure for cartstowage and restraint.

2367. PROBLEMS WITH LOWER LOBE GALLEYS.

A. The FAA requires air carriers to provide instruction toflight attendants on electrical equipment and related circuitbreakers located in the cabin area of aircraft, which includesall galleys, service centers, and lifts. A good understandingof the function of these circuit breakers could eliminate aproblem before it becomes a safety hazard. Air carriersshould assure that this subject is adequately covered in flightattendant training for all aircraft so equipped.

B. The FAA received information concerning passengershaving access to the lower lobe galleys. They either letthemselves down in the lifts or the flight attendant tookthem down. There is no justifiable reason for passengers tobe in the galley where they would interfere with the flightattendant duties. In addition, there is no provision foroxygen masks and safety belts for extra persons. Air carriersshould incorporate into their manuals and training programsprohibition against passengers being allowed in the lowerlobe. Hence, they should placard each lift.

C. Some air carriers have conducted training and/orinstructions in the lower lobe during flight with five or sixf l ight a t tendant t ra inees . They have a lso a l lowed

deadheading crewmembers to occupy or visit the lower lobeduring flight. Due to the number of oxygen masks andseatbelts, only two flight attendants should be allowed in thelower lobe at any time during flight. One additional personmay be allowed for instruction, evaluation, or inspectionduties.

D. It is very difficult to hear the public address (PA)system announcements in the lower galley because ofaerodynamic noise and other noise emitting from nearbysystems. The flight attendant working in the galley cannothear the captain's warning of clear air turbulence or 10-minute warning of descent. In addition, there have beenreports of numerous failures of the intercom systems.Sometimes, flight attendants in the galleys rely on the otherflight attendants to pass the warning. Air carriers shouldincorporate flight attendant procedures to assure that allwarnings are passed to and acknowledged by persons inlower galleys.

E. En route inspections have revealed a nonconformitythroughout the aviation industry in training and proceduresfor flight attendants who have to work in lower lobe galleys.Air carriers emergency procedures pertaining to the lowerlobe should include procedures and training on the locationand use of emergency equipment . The emergencyprocedures should also include the removal of an injuredflight attendant in the lower section.

F. Minimum Equipment Lists (MEL) between differentaircraft (DC-10, L-1011, and B-747) are not alwayscompatible. In one instance, if the personnel l ift isinoperable, the flight attendant will not perform foodservicing during flight. In another instance, if the personnellift is inoperable, the flight attendant may go down to thelower galley, but the service is limited to a number of cartsthat can be delivered and stowed in the passenger cabin. Inaddition, flight attendants have sustained serious injuriescaused by certain lift malfunctions that occurred duringflight. Air carriers should include procedures in their flightattendant manuals and training programs to assure that thereare adequate instructions throughout their system ondispatching aircraft with inoperable personnel or cart lifts.Additionally, they should have procedures in the event theselifts become inoperable during flight. Further, assuranceshould be sought to determine that each air carrier iskeeping flight attendants informed on conditions andprocedures, which are set forth in the MELs, that affectthem.

G. Some airlines do not have a sufficient number ofmushrooms in the cabin in order for crewmembers to tiedown each serving cart in the event of turbulence. Thesecarts can weigh up to 250 pounds and should be anchoredwhen not being transferred to or from the cart lifts. Aircarriers' procedures and training should include instructionsto the flight attendants that all carts must be properly stowed

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for:

Movement on the surface

Takeoff

Landing

Whenever they are not being moved from one loca-tion to another

H. The FAA has found some retractable mushrooms inlower galleys inoperable. They are either jammed in thedown position or, when lifted to the up position, will fallback down when the cart is placed over it. The automaticbrakes are insufficient to keep the carts from moving aboutduring takeoff and landing. Air carriers should conductinspections periodically in the lower lobe to see that themushrooms are operable and that crewmembers adhere toprocedures requiring each cart to be tied down or stowed.Air carrier maintenance programs should ensure thatmushroom restraints and other types of floor tie downs arenot worn down. The thickness and circular diameter must bemaintained in order for the mushroom-type of restraints toproperly secure the cart.

2369 . PREDEPARTURE CABIN EQUIPMENTCHECKS BY FLIGHT ATTENDANTS. S o m e a i rcarriers assign flight attendant tasks for making a predepar-ture check of the normal and emergency equipment in thepassenger cabin.

A. In reviewing this situation, we found that in mostcases the flight attendants on the wide-body aircraft havepredeparture equipment check assignments. On otheraircraft, the flight crewmembers and flight attendantssometimes share the predeparture check of passenger cabinnormal and emergency equipment. In each case, the POI and/or CSI (as applicable) indicated that the flight attendantsreceived training on the equipment and the operationsmanual contained appropriate procedures.

B. When an air carrier elects to have the flight attendantsaccomplish a predeparture check of normal and emergencyequipment in the cabin, the POI and/or CSI (as applicable)should be fully aware of the specific tasks assigned to theflight attendants. These tasks should be reviewed to ensurethat they are not in the areas which require an airmancertificate. Generally, the predeparture assignments of theflight attendants should be relative to the type of equipmentused in connection with their regular and emergency duties.Appropriate initial and recurrent training is required toensure the flight attendants are properly qualified. Aircarriers must also include adequate procedures andinstructions in their manuals so that the applicable personnelwill be able to properly perform their assigned tasks.

C. The assignment of the flight attendants by an aircarrier to conduct a predeparture check of the cabin does notrelieve the air carrier from training flight crewmembers on

normal and emergency equipment in the passenger cabin.

2 3 7 1 . P A S S E N G E R B R I E F I N G O N F L O O RPROXIMITY LIGHTING. Briefing airline passengersregarding the presence of floor proximity lighting is a goodsafety practice and should be encouraged. Part 121 requiresthe installation of floor proximity emergency escape pathmarking. The purpose of this lighting is to provide emer-gency evacuation guidance for passengers when all sourcesof illumination, more than 4 feet above the cabin aisle floor,are totally obscured.

A. Many airline passengers are not aware of this lighting.Therefore, many air carriers include a statement about thelighting in the passenger briefing required by part 121 anddepict it on the passenger information cards.

B. Information that should be included in the passengerbriefing includes the actual location of the lights, such asfloor level or seat level. In addition, the briefing shouldinclude the change in pattern, such as color and/or design ofthe lights, that indicate the location of emergency exits.

2373. CABIN DOOR OPERATING MECHANISMS.

A. A t t i m e s , p a s s e n g e r s h a v e c o n s c i o u s l y o rinadvertently moved door operating mechanisms, evenwhen the mechanisms are located under protective plasticcovers. In at least one case, a passenger removed a plasticcover before the door operating handle was moved. Ahandle that is moved during flight could accidentally causean aircraft door to open during landing. In one situation,when a door opened, the slide was deployed. This wasunsafe and caused considerable expense to the air carrier.

B. POIs and /or CSIs (as applicable) should ensure thattheir assigned air carriers:

(1) Inform crewmembers of the potential problem ofand the need to be alert to the possibility of passengersmoving an exit mechanism.

(2) Have procedures for crew members to check theposition of the door handles periodically during flight.

2375. FOKKER 28-4000 PASSENGER SAFETYINFORMATION CARDS.

A. The National Transportation Safety Board (NTSB)believes that there may be a problem with the dooroperation depiction on some Fokker 28-4000 passengerinformation cards. The NTSB requested that the FAAreview the Fokker 28-4000 passenger information cards toensure the following:

That the cards accurately show the procedure foroperation of the two forward doors

That the cards show the procedure for the removalof the overwing emergency exit handle cover

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That the cards contain a warning to passengers thatthe plastic cover should only be removed in emer-gency situations

B. Even though the passenger information cards aresupplementary to the oral briefings required by part 121,POIs and/or CSIs (as applicable) assigned to air carriersoperating the Fokker 28-4000 should review pertinentpassenger safety information cards to ensure that they showthe correct information. In the event that the cards aredeficient, the proper information should be displayed whenthe cards are replaced.

2 3 7 7 . M I S C E L L A N E O U S O P E R A T I O N A LAMENDMENTS, AIR CARRIER CABIN SAFETYOPERATIONS PROVISIONS. In this rule , there areseveral amendments to parts 121 and 135 that affect thefollowing areas of air carrier cabin safety operations:

Safety belt security during movement on the surface

Stowage of service items during movement on thesurface

Passenger information and passenger briefing provi-sions

Passenger compliance with signs, placards, and crew-member instruction

Emergency evacuation assisting means readiness

A. Passenger Information.

(1) Parts 121 and 135 require passenger informationsigns to be illuminated during any movement on the surface.In addition, these regulations require passengers to obey theinstructions of signs and placards and the instructions ofcrewmembers regarding these signs and placards.

(2) Regulations require that:

Passengers be briefed on prohibitions againstsmoking and

A statement be added to the pre-takeoffannouncements stating that passengers mustcomply with the instructions conveyed bylighted passenger information signs and plac-ards and of crewmembers regarding the signsand placards

B. Arming Doors. Part 121 requires that any time thereare passengers on board, one door must be ready for evacua-tion. If the jetway or stairs are pulled back, then at least onedoor must be armed (for example, for certain door slide/raftinstallations, the girt bar must be in place).

C. Movement on the Surface.

(1) Parts 121 and 135 require that all service items(including food, beverage, tableware, beverage trays,serving carts and movie screens) are in their stowed positionfor movement on the surface. If there is a question regarding

the stowage of a particular item, and it must be stowed fortakeoff and landing, then it must also be stowed for move-ment on the surface. It should be noted that air carriers mayarrange to provide limited beverage and food service to itspassengers when the aircraft is no longer moving on thesurface (e.g., when the aircraft is stationary on a taxiway ina long queue awaiting takeoff or in the airport penalty box).In such cases, the air carrier should have specific proceduresfor flight crewmembers and flight attendants to follow,including coordination and communication between theflight deck and the passenger cabin. This will ensure thatthese new requirements are met before aircraft movementon the surface resumes.

NOTE: AFS-200 is reviewing the implications foroperations of the requirement that air carriersdelay taxiing on a flight to prevent aircraft move-ment while food and beverages are being stowed.AFS-200 is considering changes to this requirement.POIs and/or CSIs (if applicable) should informtheir assigned air carriers that picking up food andbeverages before movement on the surface will notbe part of the compliance schedule at this time.

(2) Parts 121 and 135 now require all occupants ofan aircraft to be seated with their safety belts fastenedduring movement on the surface.

2 3 7 9 . U S E O F C H I L D / I N F A N T R E S T R A I N TSYSTEMS IN AIRCRAFT. This paragraph prov idesadditional information on the use of child/infant restraintsystems in aircraft. The FAA and the National HighwayTraffic Safety Administration (NHTSA) have agreed upon asingle government performance standard that will satisfyboth aviation and highway safety requirements for child/infant restraint systems. Information regarding most CRSmanufacturers is maintained at the NHTSA web site(www.nhtsa.dot.gov/people/injury/childps/csr2001/csrhtml/csmanufacturers.html).

A. Part 121 requires that during takeoff, landing, andmovement on the surface of an airplane, each person onboard shall occupy an approved seat or berth with a separatesafety belt properly secured about him/her. However, aperson who has not reached his/her second birthday may beheld by an adult who is occupying a seat or berth.

B. A person under the age of two may be held in anadults lap or placed in a regular passenger seat for takeoffand landing. However, because of the safety benefits, theFAA encourages the use of approved child/infant restraintsaboard aircraft (for more information, see: www.faa.gov/index.cfm/apa/1268).

C. Air carriers are encouraged to allow the use of emptyseats to accommodate CRSs. However, air carriers are underno obligation to allow unticketed children to occupy emptypassenger seats, regardless of whether the child is to be

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placed in a CRS.

D. Air carrier personnel, specifically flight attendants,should be aware of the following items pertaining to CRSs:

The CRS should have a solid back and seat

The CRS should have internal restraint strapsinstalled to securely hold the child to the CRS

The CRS should be labeled stating that it has beenapproved for aviation use, and

The CRS should have instructions on the labelwhich must be followed; (labels for approval fromother countries are allowed and therefore mayvary)

E. Federal Motor Vehicle Safety Standard (FMVSS) 213defines booster seats as seats NOT having backs. Based onthis definition, the use of such automotive booster seats arenot authorized in air carrier operation. Unfortunately, somemanufacturers market and label their approved aviationchild restraint seats as booster seats, even though theseseats have backs. Thus, aviation booster seats with backsand labeled approved for aviation use can be used for allphases of flight provided the label instructions are followed.

NOTE: Children who fit in an automotive boosterseat usually can be properly restrained in an airlinepassenger seat without a CRS.

F. Belly belts and vest type devices are not approved foruse during take-off, landing, and movement on the surface.These devices usually attach the child to the accompanyingadult and could contribute to injuries when the adult rotatesover his/her seat belt during deceleration. Other suchdevices tie the child to the passenger seat and since a solidback is not provided, the child may be injured when theback of the aircraft seat back rotates forward. Althoughsome foreign airlines have approved the use of belly beltsand other devices that do not have solid backs and solidseats, they are not approved for take-off, landing, ormovement on the surface.

G. Child restraint systems must be installed in forwardfacing aircraft seats, and in accordance with instructions onthe label. This includes placing the child restraint in either aforward or aft facing direction in the passenger seat. TheCRS should not be installed in the same row of anemergency exit nor in the row forward or aft of anemergency exit. A window seat is the preferred location;however, other locations may be acceptable, provided theCRS does not block any passengers (including the parent orguardian of the child) egress to the aisle used to evacuate theaircraft. A responsible adult should occupy a seat next to thechild.

H. Parts 121 and 135 require air carriers to acceptapproved CRSs when the parent/guardian/attendant has

purchased a ticket for their use.

(1) These regulations require air carriers to ensurethat the child is properly secured in the CRS, the CRS isproperly secured in a forward facing seat, the child does notexceed the weight limits of the CRS, and the CRS isapproved and has the proper labels.

(2) These regulations do not permit the use of safetybelt extensions (commonly referred to as belly belts), theuse of vest and harness type devices that attach to the parentor to the parents restraint system or the use of booster-typechild restraint systems (even though certain of these typedevices bear appropriate labels showing that they meetapplicable United Nations standards or are approved by aforeign government).

(3) If the approved CRS is supplied by the parent orguardian, they are primarily responsible for ensuring that theCRS is approved, the child is the right size and weight forthe CRS, and the CRS is properly installed in a forwardfacing passenger seat. In this case, flight attendant responsi-bility is limited to checking with the childs parent orguardian to ensure that the above conditions have been met,that the child appears to be properly restrained in the CRS,and that the CRS appears to be properly installed in thepassenger seat. Finally, it is the responsibility of the parentor guardian to ensure that the CRS is free of any obviousdefects and that it functions properly.

(4) In cases where the approved CRS is supplied bythe air carrier, properly trained personnel should ensure thatthe CRS is free of any obvious defects and functions prop-erly. The trained personnel should also ensure that the childdoes not exceed the weight limits of the CRS, is properlyrestrained in the CRS, and the CRS is properly installed in aforward facing passenger seat.

I. To improve emergency evacuation capabilities, theFAA recommends the following precautions:

The air carriers training program should cover theuse of child restraint systems

The CRS should be secured to a regular passengerseat at all times or, if not in use, stowed as carry-on baggage

The CRS should not be located in an aisle seat or ina row of seats immediately forward of, aft of, or inthe same row as an emergency exit

During an emergency evacuation the CRS shouldremain attached to the passenger seat, and only thechild should be removed from the aircraft

No other passenger may occupy the samepassenger seat with the CRS

CRSs are not approved for use in sideward facingpassenger seats

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The child should always be properly secured in theCRS whenever other passengers are required tohave their safety belts fastened

J. In the event that a parent/guardian is traveling withmore than one child in a CRS or is traveling with severalsmall children, only one of whom is occupying a CRS, goodjudgment should be used regarding placement of the CRS.At a minimum:

The CRS should be placed so that it does not blockany passengers (including the parent/guardians)egress to the aisle used to evacuate the airplane

The CRS should be placed so that the parent/guardian can reach the child in the CRS to releaseand evacuate with the child, should an emergencyevacuation be necessary

NOTE: As long as the above conditions are met,this may result in the CRS being placed between apassenger (including the parent/guardian) and theaisle and/or the CRS being placed in a seat otherthan a window seat.

K. The majority of individuals who use CRSs oncommercial aircraft are young children who typically weigh40 pounds or less. However, there are some individualswho, because of physical challenges, need the support andsecurity that a restraint system provides in order to travelsafely on aircraft. The scope of the CRS regulations that arecontained in 14 CFR parts 91, 121, 125, and 135 apply toany individual who is a child (i.e., under age 18) who doesnot exceed the specified weight limit for the CRS, isproperly secured in the CRS, and is in a CRS that bears theproper labels. Air carriers should ensure that flightattendants are aware that larger children (who have notreached their eighteenth birthday) may use a properlyapproved CRS that is appropriate for that childs size andweight. In this case the air carrier may not prohibit the useof the CRS. There are several companies that manufactureCRSs approved for use on aircraft that are specificallydesigned for larger children who are physically challenged.Information regarding some of those manufacturers isposted on a list maintained by NHTSA (www.nhtsa.dot.gov/people/injury/childps/csr2001/csrhtml/safetyFeatures.html).

NOTE: No air carrier may prohibit the use of aCRS by any child under the age of 18 as long as theCRS is properly labeled, the child does not exceedthe specified weight limit of the CRS, and the childis properly secured in the CRS.

L. In the case of an adult (i.e., 18 years old or older) whobecause of physical challenges needs the support andsecurity that a restraint system provides in order to travelsafely on aircraft, the individual or the air carrier (on theindividuals behalf) may request an exemption to 121.311(b). There are several companies that manufacture

restraint systems that may be used by adults.

(1) To find out how to submit a petition for exemp-tion, go to www.faa.gov/avr/arm/index.cfm.

(2) Exemption information is available for yourreview on the FAAs Automated Exemption System website. To review a previously granted exemption regardingthis issue, go to http://aes.faa.gov and type 12485 in theblank Docket Search field.

M. On July 16, 2002, the FAA published TechnicalStandard Order (TSO) C100b, Child Restraint Systems,which contains minimum performance standards that a childrestraint system must meet in order to obtain approval andbe identified with the applicable TSO marking. The TSOwas published for review and comment prior to its adoption.This TSO can be accessed at http://av-info.faa.gov/tso/Tsocur/current.htm.

N. Current operating rules in part 91, 121, 125, and 135require that child restraint systems used on aircraft bear twolabels: This child restraint system conforms to allapplicable Federal motor vehicle safety standards andTHIS RESTRAINT IS CERTIFIED FOR USE INMOTOR VEHICLES AND AIRCRAFT, in red lettering,or must bear either a label showing approval of a foreigngovernment o r a l abe l showing tha t the sea t wasmanufactured under the standards of the United Nations.However, under current operating rules, a CRS that isspecifically designed for use on aircraft under theperformance standards of TSO-C100b, as amended, and isnot certified under the standards of FMVSS 213, will nothave the labeling required by current regulations to be usedon aircraft.

O. In order to use a CRS that has been marked incompliance with TSO C100b, as amended, on any aircraft,the CRS must also bear the labeling required by currentregulations. In order to use the CRS without the properlabeling, an exemption from the regulations would berequired. The exemption process in discussed in paragraphK above.

2380. THE USE OF NON-APPROVED CHILD/INFANT RESTRAINT SYSTEMS IN AIRCRAFT. Theregulations that are contained in 121.311 prohibit the use ofcertain types of child restraint systems during ground move-ment, takeoff, and landing.

A. During the cruise portion of the flight, however, thereis no regulatory prohibition regarding the use of any type ofchild restraint, including those that are prohibited from useduring ground movement, takeoff, and landing.

B. There is also no regulatory requirement that an aircarrier permit the use of non-approved CRS during the cruiseportion of flight. If an air carrier decides to implement anoperational policy that is not inconsistent with the regulations,

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they have the operational flexibility to do so.

2381. DOOR/SLIDE ARMING. Crewmembers should beable to evacuate passengers from an aircraft whether it ismoving on the surface or parked at the gate.

A. In accordance with existing regulations, air carriersmust have procedures to ensure that immediately after thestairs or jetway are pulled back from the airplane, at leastone floor level exit is armed. At least one air carrier hasexpressed concern that this practice could result in anevacuation where the slide would inflate and perhaps hitsomeone on the ground. If this concern is of primaryimportance to an air carrier, then the air carrier should havea policy that ensures that all ground vehicles are out of thepossible slide strike area before the jetway or stairs arepulled back.

B. In the past, the requirement stipulated that thecrewmembers must arm doors before the pilot taxied theaircraft. However, the present requirements mandate thatcrewmembers arm each floor level exit be armed beforemovement on the surface. The ideal time to arm the doors isimmediately before the aircraft begins to move. Proceduresto arm doors simultaneously with the start of pushback arealso acceptable.

2383. PASSENGER SEATBELT DISCIPLINE. Passen-gers unfastening their seatbelts when the seatbelt sign is illu-minated concerns the FAA. The Regulations require aircarriers to illuminate the seatbelt sign:

Before movement on the surface

During takeoff and landing

At any other time when considered necessary by thepilot in command

A. Regulations also require all passengers to occupytheir seat with their seatbelt fastened when the seatbelt signis illuminated and to comply with crewmember instructionsregarding the Fasten Seat Belt sign.

B. When the seatbelt sign is turned on, crewmembersshould make an announcement. The announcement shouldemphasize that when the seatbelt sign is illuminated,regulations require passengers to fasten their seatbelts. Inaddition, as long as the sign is illuminated, crewmembersshould periodically remind passengers that the seatbelt signis lighted. Crewmembers should make additional andforceful announcements if passengers stand and the seatbeltsign is illuminated, especially during turbulent airoperations.

C. Many passengers regard the illumination of theseatbelt sign prior to landing as a signal to prepare forlanding by going to the lavatory, standing, or stowingbaggage. This is not a safe practice. Some crewmembershave adopted the des i rable pract ice of making anannouncement before turning on the seatbelt sign for

landing. They announce that:

The flight will be landing shortly, now is the timeto go to the lavatory or move about the cabin

Once the seatbelt sign is illuminated, passengersshould be in their seats with their belts fastened

D. Historically, most airlines ensured passengers wereseated during movement on the surface. However, duringthe 1980's, at least one airline allowed its aircraft to betaxied with passengers standing. The FAA Administratordefined this practice as a careless and reckless operation.The FAA filed violations and the courts upheld them.Therefore, the FAA incorporated into the FAR therequirement that the seatbelt sign must be turned on prior tomovement on the surface. This does not mean that pilotsmust stop an aircraft when a passenger stands. Pilots mustweigh the safety alternatives before determining if it isappropriate to stop an airplane because a passenger standsup during taxi. Pilots may elect to stop the aircraft when it ispulling up to a gate and several passengers stand. However,there may be other times when stopping the aircraft couldcause a more serious safety problem.

E. The regulations do not require all passengers to beseated before the passenger loading door is closed.Requiring passengers to be seated before the passengerloading door is closed is one way air carriers have chosen toobtain passenger compliance with the lighted seatbelt sign.This is a good practice, but not one that the FAA requires.

F. Crewmembers must give an announcement when theseatbelt sign is turned off inflight that passengers shouldkeep their seatbelts fastened when seated. The POI and/orCSI (as applicable) should emphasize the requirement forthis announcement. In addition, POIs and/or CSIs (asapplicable) should encourage air carriers to establishadditional procedures to emphasize the importance ofpassengers wearing their seatbelts at all times when seated.These procedures could include:

Additional announcements

Video presentations

Articles in air carrier publications or pamphlets inseat pockets

G. POIs and/or CSIs (as applicable) should encourageair carriers to use announcement techniques that serve toforewarn passengers of pending situations that will requirethem to comply with the seatbelt sign when it is illuminated.Examples of these situations include expected turbulenceand approaching destination. These techniques should bedesigned to preclude any passenger movement once theseatbelt sign is illuminated.

H. Standup bars on wide-bodied air carrier aircraft havecaused considerable concern for the safety of passengerswhen turbulence is encountered. On occasion, bothpassengers and flight attendants have disregarded the

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seatbelt sign when it was turned on and continued tocongregate near the bar. This results in a potentiallyhazardous situation, not only for those passengers standing,but also for others seated in the area adjacent to the bar.From a safety viewpoint, whenever the seatbelt signs are on,all passengers, including those in the vicinity of the standupbar, should be secured in their seats. Air carriers havingstandup bars installed in their aircraft should issue suitableinstructions for the flight attendants regarding seatbeltdiscipline procedures.

2 3 8 5 . F L I G H T A N D C A B I N C R E W M E M B E RCOORDINATION AND COMMUNICATION ANDSAFETY DURING POTENTIALLY HAZARDOUSCONDITIONS OF FLIGHT. A review of aircraft acci-dents/incidents and cabin en route inspections reports indi-cates that there is a need for better communication betweenflight and cabin crewmembers. Also, there is a need forbetter seatbelt discipline by passengers and flight attendants.

A. Due to the nature of their cabin duties, flightattendants are susceptible to turbulence-related injuries.Close coordination between cabin and flight crewmemberscan facilitate the timely completion of cabin services andpreclude the exposure of flight attendants to potential injuryduring known or anticipated encounters with turbulence.

B. During flight, the PIC is responsible for the safety ofpassengers and crewmembers. Therefore, the PIC shouldensure that:

The cabin crewmembers complete their safetyduties as appropriate for each phase of flight

During takeoff and landing, the flight attendantsare seated at their duty station with safety beltsand shoulder harnesses fastened

During movement on the surface, unlessperforming safety-related duties, flight attendantsmust sit with safety belts and shoulder harnessesfastened

C. During emergency conditions, the flightcrew isprimarily responsible for maintaining control of theairplane. However, as conditions permit, the flightcrewshould brief the flight attendants on the nature of theemergency, the approximate amount of time for cabinpreparation, and the contemplated course of action. Thiswill enable the flight attendants to more effectively carry outtheir duties.

D. Air carriers should be reminded that it is advisable tomake a public address announcement to remind passengersthat Federal regulations require them to fasten their seatbelts

when the seatbelt sign is turned on. Additionally, part 121,sections 121.415 and 121.417 specify that training programsmust ensure that each crewmember remains adequatelytrained. The training program should include:

Instruction on coordination among crewmembersin abnormal/emergency situations

Review and discuss previous aircraft accidents andincidents pertaining to actual emergency situations

E. Coordination and communication between the flightand cabin crewmembers during all phases of flight concernsthe FAA. The FAA requests that POIs review their assignedair carriers training program and operational manuals toensure that the air carrier establishes a safe and effectivemeans of coordination and communication between theflight and cabin crewmembers. POIs should address theoperation, coordination, and communication procedures.

Guidance to flight crewmembers on the importanceof a predeparture briefing of the senior flightattendant, which includes forecast turbulencerelated weather conditions, scheduling of cabinservices, clean up, securing of galley and cabin,carry-on baggage, and passengers

Use of the public address system to alert flightattendants and passengers of anticipated inflightturbulence

Guidance for notifying flight attendants when theyare to cease inflight services, secure the galley, sitwith their restraints fastened, and/or resume duties

Standardization notification to the flightcrew fromthe cabin crew when the cabin crew completes allpretakeoff and prelanding duties and the cabin hasbeen secured

Standardized pretakeoff and prelanding signalsfrom the flightcrew, which the flightcrew uses toallow sufficient time for flight attendants to beseated

2387. BRACE FOR IMPACT POSITIONS.

A. The Aeromedical Research Branch of the CivilAerospace Medical Institute (CAMI), Protection andSurvival Laboratory, has conducted research and tests withrespect to establishing brace for impact positions forpassengers and flight attendants.

B. In order to establish a best brace for impact positionfor each person, it would be necessary to know the size andphysical l imitat ions of the individual , the seat ingconfiguration, the type of emergency, and many other

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factors.

C. There are two primary reasons for bracing for impact.

(1) To reduce flailing. Having the occupant flex,bend, or lean forward over their legs can reduce flailing.

(2) To reduce secondary impact. Repositioning thebody (particularly the head) against the surface it wouldstrike during impact can reduce secondary impact.

D. Todays aircraft may have seating arrangements thatresult in very small seat pitches (the space between seats) ora combination of small and large seat pitch spacing (i.e., anaircraft with a first class/coach seating arrangement). Also,amendments to part 121 have upgraded the airworthinessstandards for f l ight a t tendant seats , including therequirement for shoulder harnesses. In view of thisinformation, this provides the best possible information formost emergency situations.

E. Passengers should take a brace position in one ofseveral ways. In all cases, the seatbelt should be worn, astight and as low on the torso as possible.

(1) In aircraft with low-density seating or seatsspaced relatively far apart, passengers should, as depicted inIllustration A or B, rest their head and chests against theirlegs. Passengers can reduce flailing by grasping their anklesor legs, as depicted in Illustration A, or if they are unable todo that, wrapping their arms under their legs, as depicted inIllustration B. Their heads should be face down in their lapsand not turned to one side.

(2) In aircraft with high-density seating or in caseswhere passengers are physically limited and are unable toplace their heads in their laps, they should position theirheads and arms against the seat (or bulkhead) in front ofthem, as depicted in Illustration C.

(3) Passengers in aft facing seats should rest theirheads on the seat back (or bulkhead) behind them asdepicted in Illustration D. The passengers should not placetheir hands in back of their heads, as has been recommendedin the past. Rather, passengers should either place theirhands in their laps or grasp the side of their seats.

(4) The passengers should place their feet flat on thefloor and slightly in front of the edge of the seat.

(5) Passengers should not use pillows or blanketsbetween their bodies and the object they are bracing against(either a seat back or their own body). Pillows and blanketsprovide little, if any, energy absorption and increase thepossibility of secondary impact injury. Also, pillows andblankets could create additional clutter in the aisles whichcould be a detriment in an emergency evacuation.

(6) Children that occupy approved child restraintdevices should be braced in accordance with the manufac-turer's instructions. Children in passenger seats shouldutilize the same brace position as adults. Adults holdinginfants should provide uniform support to the infants head,

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neck, and body and lean over the infant to minimize thepossibility of injury due to flailing.

(7) Pregnant or handicapped passengers may or maynot need the assistance of another person in taking a braceposition, but should, in general, attempt to take the samebrace position as the other passengers. If aft facingpassenger seats are available, these passengers may benefitfrom being located to those seats.

F. The brace positions for flight attendants will dependon the direction their seats face and type of restraint systemthose seats are equipped with.

(1) In forward facing seats equipped with an inertialreel shoulder harness, the flight attendants should sit back inthe seat, as depicted in Illustration D, and rest their chin ontheir sternum, as depicted in Illustration E. If the seats areequipped with noninertial reel-type shoulder harnesses, theflight attendants should fasten their shoulder harnesses astight as possible, lean against them, and rest their chins ontheir sternums as depicted in Illustration E. The flight atten-dants should position their arms and hands in their laps orhold on to the side of their seats, but should not be holdingonto their restraint systems.

(2) In rear facing flight attendant seats, the flightattendants should sit back in their seats, rest their headsagainst their seat backs or headrests, and have the restraintsystems, inertial or noninertial type, as tight as possible, asdepicted in Illustration D. They should not clasp their handsbehind their heads, but position them as in a forward facingseat.

G. Helicopter brace for impact positions are the sameas those for airplanes. Flight attendants, if present, shouldutilize either the brace position for passengers or flightattendants depending on their seats and restraint systems.

H. In the case of an anticipated emergency landing, thepassengers should be briefed on the above information. Inthe case of an unanticipated emergency, the flight attendantsmay only have enough time to give a short command, suchas lean over or grab your ankles. Experience has shownthat in an attempt to take a brace position of some sort, the

passengers will end up in a position that could result in lessinjury than if they make no attempt at all.

I. The air carrier's crewmember emergency trainingprogram should contain bracing information appropriate tothe aircraft and seat spacing used by that air carrier.

2389. EMPHASIS ON TIME MANAGEMENT ANDCREW COORDINATION IN PREPARATION OFCABIN FOR IMPENDING EMERGENCY LANDING.

A. On July 19, 1989, a DC-10-10 experienced acatastrophic failure of the number 2 tail-mounted engineduring cruise flight. The separation, fragmentation, andforceful discharge of stage one fan rotor assembly partsfrom the number two engine led to the loss of the threehydraulic systems that powered the airplanes flightcontrols. The flightcrew experienced severe difficultiescontrolling the airplane, which subsequently crashed duringan attempted landing at Sioux Gateway Airport, Iowa. Therewere 285 passengers and 11 crewmembers onboard. Oneflight attendant and 110 passengers were killed.

B. The NTSB investigation resulted in recommendationsto the FAA. They included recommendation A-90-172:Issue an Air Carrier Operations Bulletin for all air carrierflightcrew training departments to review this accidentscenario and reiterate the importance of time management inthe preparation of the cabin for an impending emergencylanding.

C. POIs and/or CSIs (if applicable) should ensure thattheir assigned air carrier's training department reviews theaccident scenario of United Airlines, Inc., Flight 232.Emphasis should be on time management and crewcoordination and/or communication in emergency cabinpreparation. Lessons learned in this accident may be veryuseful for developing air carrier's training curriculums. Inany case, each emergency training program should provideflight attendants, who may be required to act in rapidlychanging emergency conditions, with a knowledge of the aircarrier's policies and procedures. CRM training, withpractice and feedback sessions, is recommended forbuilding communication, situational awareness, problemsolving, and stress management skills.

2391. FLIGHT ATTENDANT RESTRAINT DURINGA C R A S H A N D E M E R G E N C Y E V A C U A T I O NSECOND CHOICE EXIT DETERMINATION.

A. On February 1, 1991, a B-737-300 collided with aFairchild Metroliner while the B-737 was landing. TheMetroliner was positioned on the same runway awaitingclearance for takeoff. As a result of the collision, bothairplanes were destroyed. All 10 passengers and 2crewmembers aboard the Metroliner and 20 passengers and2 crewmembers aboard the B-737 were killed.

B. The NTSB investigation resulted in recommendations

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to the FAA. They included recommendation A-91-117:Direct the emergency evacuation subcommittee of theAviation Rulemaking Advisory Committee to examineflight attendant emergency procedures regarding the 2ndchoice exit assignments to ensure that such assignmentsprovide for use of the nearest appropriate exit point. Theyalso included recommendation A-91-118: Issue an AirCarrier Operations Bulletin directing principal operationsinspectors to emphasize that during a crash sequence, flightattendants must remain properly restrained and seated intheir crew seats until the airplane has come to a completestop.

C. The NTSB believes that POIs and/or CSIs (asapplicable) should ensure that air carriers emphasize thefollowing:

(1) During flight attendant training, the air carriersthat have a second choice exit assignment for flight atten-dants (e.g., overwing Type III exits) should emphasize theneed to evaluate personal risk in a decision to use a closerescape path rather than using the assigned second choiceexit. For example, another door or any opening in the fuse-lage may be more acceptable and more appropriate.

(2) That during a crash sequence, flight attendantsmust remain properly restrained and seated in their crewseats until the airplane has come to a complete stop.

D. Procedures in flight attendant manuals and trainingprograms that provide for second choice exit assignmentsfor aircraft emergency evacuation should be reviewed. Thisreview should ensure that such assignments also provide forthe use of the nearest available exit or fuselage openingwhen appropriate.

E. Air carrier training programs often emphasize theneed for rapid evacuation following takeoff and landingaccidents. On the other hand, it is often difficult for flightattendants involved in such accidents to determine when anai rcraf t comes to a complete s top. This lack of acombination of cues (e.g., motion, deceleration, etc.) canresult in f l ight at tendants releasing their seatbel tsprematurely . I f the a i rcraf t exper iences a suddendeceleration while a crewmember is unsecured, the resultmay be incapacitation to that crewmember and an increaseof passenger evacuation time. Therefore, crewmembertraining should emphasize the importance of crewmembersremaining seated and properly restrained until the aircraftcomes to a complete stop. It should also identify techniquesto aid crewmembers in making that determination.

F. During training in a crash scenario, air carriers shouldemphasize the following to their flight attendants:

The need for them to evaluate personal risk in adecision to go to a second choice exit

The need for them to remain seated and properlysecured until the aircraft comes to a complete stop

2395. ACCIDENT NOTIFICATION AND MANIFESTACCOUNTING PROCEDURES.

A. On September 20, 1989, a B-737-400 was an extrasection passenger flight to replace the regularly scheduledbut cancelled flight from New York Citys LaGuardiaAirport. As the first officer began the takeoff on runway 31,he felt the airplane drift left. The captain noticed the leftdrift also and used the nosewheel tiller to help steer. As thetakeoff run progressed, the aircrew heard a bang and acontinual rumbling noise. The captain then took over andrejected the takeoff but did not stop the airplane beforerunning off the end of the runway into Bowery Bay. Theaccident occurred in darkness. Both pilots and the four cabincrewmembers had minor injuries. Two of the 57 passengerswere killed and 15 had minor or serious injuries.

B. The NTSB investigation resulted in recommendationsto the FAA. They included recommendation A-90-105:Require airlines to provide airport crash/fire rescuepersonnel accurate and timely numbers of all persons aboardan accident/incident aircraft, and to provide assistance indetermining the disposition of persons who have beenrecovered from the scene of an accident.

C. The problems associated with the recovery effortsinvolving an air carrier accident, in which a night take offwas aborted and the airplane ended up running off the endof the runway and into a body of water, were compoundedbecause rescue personnel did not know exactly how manypersons were onboard the airplane. This situation wasdetrimental to the rescue effort because it created anuncertainty as to how many persons the rescuers had toaccount for during the rescue operation. The NTSBrecommended that the FAA require air carriers:

Provide airport rescue personnel accurate and timelynumbers of all persons aboard an aircraft involved inan accident or incident

Assist in determining the whereabouts of personswho have been recovered from the scene of an acci-dent

D. The FAA agrees with the NTSB that air carriersshould be able to provide accurate and timely information toan appropriate and/or Government authority with respect tothe total number of persons on an aircraft and that aircarriers should assist the appropriate authorities indetermining the whereabouts of persons who have beenrecovered from the scene of an accident. The sum of thepersons on board an aircraft includes:

Crewmembers

Revenue passengers

Non-revenue passengers

Children being held in the lap of an adult

Persons occupying cabin or flightdeck jumpseats

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E. Part 121 requires that all air carriers prepare a loadmanifest that includes, at the time of takeoff, the names ofpassengers (unless the passenger names are maintained bysome other means). Part 135 requires, for multiengineaircraft, a load manifest that includes, at the time of takeoff,the number of passengers. On December 30, 1988, the FAAissued Action Notice 8430.29, the primary purpose of whichwas to provide guidance concerning a recent legalinterpretation of part 121 regarding the manifest accountingfor all non-crewmembers and the recording of passengernames.

(1) Part 121 requires that air carriers include, as partof the load manifest, the names of passengers, unless suchinformation is maintained by other means by the air carrier.Other means could be ticket stubs or a computer source. Theprincipal reason for this regulation is to facilitate the rapidand accurate determination of how many passengers are onboard an aircraft and who they are in the event of an emer-gency situation, such as an accident or hijacking. Not havingan accurate record of all passengers could, for example,hamper the efforts of rescue workers during a post-accidentrescue operation.

(2) The word passenger, as used throughout theRegulations, means any passenger regardless of age. Thatinterpretation also states that the word passenger, as used inpart 121, is not qualified and means any passenger. Acrewmember, as defined in 14 CFR part 1, means a personassigned to perform duty in an aircraft during flight time.

(3) Any person provided transportation on an aircarrier aircraft, who is not a crewmember assigned by the aircarrier to perform duties during flight time, must berecorded as a passenger and listed.

(a) Crewmembers include:

The pilot-in-command

The second in-command (SIC)

Other required flight crewmembers [suchas flight engineers, navigators, relief pilots,required and non-required flight attendants(who are ass igned dut ies by the a i rcarrier)]

Any other persons (e.g., pursers, customerservice agents, etc.) assigned duties duringflight time

(b) All other persons are passengers. Thefollowing are examples.

Non-revenue passengers

Children (regardless of their age andwhether they occupy a seat)

Deadheading crewmembers or othercompany employees not assigned dutiesduring flight time

FAA or NTSB safety inspectors

Law enforcement officials

F. In addition to the load manifest required by theseregulations, the air carrier should also have a procedure thatensures that the total number of persons on board anyaircraft, including the total number of crewmembers, isavailable at the time of takeoff. The procedures should, as apart of the manual requirements of parts 121 and 135(accident notification procedures) contain guidance,instructions, and procedures regarding the local authorities(e.g., airport police, management, and/or fire department),who the air carrier's personnel should contact in the event ofan accident or incident. The procedures should also includewhat information to give in the notification, including thetotal number of persons on board the aircraft. The air carriershould also have a procedure that provides assistance tothose authorities in determining the whereabouts of personsthat the air carrier knows have been recovered from thescene of an accident.

G. If an airport is certificated in accordance with 14 CFRpart 139, it must have an airport emergency plan. Aircarriers and commercial air carriers should review the plansof those certificate airports to which they operate to ensurethat the procedures they develop, in accordance with theRegulations, are consistent with the airport emergency planthat the airport air carriers developed. FAA ACs in the 150series (e.g., 150/5210-14, Airport Emergency Plans) containadditional information concerning airport emergency plans.

2397. POLICY FOR PASSENGER AND FLIGHTA T T E N D A N T U S E O F S E A T B E L T S D U R I N GTURBULENCE. This paragraph provides guidance aboutpassenger and crewmember use of seat belts during turbu-lence. Additionally, air carriers should include proceduresregarding communication and coordination in all crew-member manuals and training programs.

A. Regulations require the air carrier to ensure thefollowing:

That each passenger has an approved safety beltproperly fastened around him/her during move-ment on the surface, takeoff, and landing

Passengers have their seatbelt fastened any time theseatbelt sign is illuminated

Signs are installed so they are visible (usually onthe back of passenger seat), advising each passen-gers to keep their seatbelts fastened when seated

B. In 1993, the FAA issued an air carrier operationsbulletin emphasizing the importance of passenger seatbeltdiscipline and asking air carriers to establish specialemphasis programs to highlight the importance of this issue.Many airlines cooperated by making innovative changes toannouncements and placing articles in publicationsinforming passengers of the dangers associated with sitting

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in a seat without their seatbelts fastened. In spite of all theseefforts, passengers and flight attendants continue to sustaininjuries in flight during turbulence, evasive maneuvers, orother inflight disturbances. Many of these injuries areserious and result in broken bones (especially ankle bones)and head injuries.

C. Part 121 requires that a crewmember give anannouncement after each takeoff, immediately before orimmediately after turning the seatbelt sign off, thatpassengers should keep their seatbelts fastened, whileseated, even when the seatbelt sign is off. POIs and/or CSIs(as applicable) should emphasize the requirement for thisannouncement. POIs and/or CSIs (as applicable) should alsoremind a i r ca r r i e r s tha t making a pub l ic addressannouncement to remind passengers that Federal regulationsrequire them to fasten their seatbelts when the seatbelt signis turned on is advisable. POIs and/or CSIs (as applicable)should encourage their assigned air carriers to establishadditional procedures to emphasize the importance ofpassengers wearing their seatbelts at all times while seated.These procedures could include additional announcements,video presentations, and articles in air carrier publications orpamphlets in seat pockets.

D. Coordination and communication between the flightcrewmembers and the flight attendants during all phases offlight concerns the FAA. POI's should ensure that theirassigned air carrier's training programs and operationalmanuals contain the safe and effective procedures forcoordination and communication between all crewmembers.These procedures should address:

(1) Guidance to flight crewmembers on the impor-tance of a predeparture briefing of the flight attendants,which includes:

Forecast turbulence related weather conditions

Securing the galley and cabin

Carry-on baggage

Passengers

Scheduling of cabin service and pick up

(2) Use of the public address system or other signalto alert flight attendants and passengers of anticipatedinflight turbulence.

(3) Guidance and specific signals to notify flightattendants when they are to cease inflight services, securegalley, sit with their restraints fastened, and/or resumeduties.

(4) Guidance for flight attendants regarding flightattendant determination that turbulence is too severe for thecontinuing of service and taking their seats with their

restraints fastened and that they are to notify the flight crew-members regarding this action.

(5) Standardized notification to the flightcrew fromthe flight attendants when they complete all pretakeoff andprelanding duties and have secured the cabin.

(6) Standardized signals from the flightdeck crewbefore takeoff and before landing, which they use to allowsufficient time for the flight attendants to be seated.

2399. GALLEY SECURITY. R e p o r t e d i n c i d e n t s o fgalley carts not properly secured or galley service items notproperly managed have caused concern that there is a needto have additional guidance regarding galley carts andgalley supplies. Notwithstanding the Miscellaneous Opera-tional Amendments final rule, effective on October 15,1992, the compliance schedule for enforcing Section121.577 regarding the pick up of PAPER cups andPLASTIC glasses prior to movement of the aircraft, has notbeen established at this time. Inspectors have reportedfinding that proper restraints were no longer available forgalley equipment and that galley components could not berestrained by the existing latches. Inspectors have alsoreported finding latching devices that did not work properlyfor stowage compartments or drawers. The only latchesavailable or the latches that were identified as the primarylatches were not long enough to keep the doors properlyclosed. Certificated air carriers should have procedures toaddress the following areas:

A. Responsibility for Galley Restraint. A s p e c i f i e dcrewmember should be responsible for each galley.However, all crewmembers are responsible for ensuringgalley security. Crewmembers have been known to enter asecured galley and open a compartment and inadvertentlyforget to resecure the galley. Therefore, crewmembersshould:

(1) Ensure that the galley and restraints are availableand function properly.

(2) Report malfunctioning galley equipment andrestraints by following the specific procedures; and

(3) Check the proper stowage of items of mass, asreferenced in 121.576, and equipment in the galley.

B. Availability of Proper Restraint.

(1) The primary restraint should be identified.

(2) The primary restraint should be in good workingorder and available for use during each take-off and landing.

(3) Air carriers should have procedures to ensurethat the primary restraint performs the function for which itwas intended.

NOTE: Not all latches required to be in the lockedposition provide the primary restraint.

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C. Malfunction in Galley Equipment. T h e a i r c a r r i e rshould have specific procedures for reporting galley equip-ment and restraints that have malfunctions. These proce-dures should include a method identifying the person (orposition) who will receive the report. The procedures shouldbe a part of the required flight attendant manual.

D. Checking Galley Restraints. The responsible flightattendant should check the galley and galley components toensure proper restraints, including:

(1) Actions such as pulling vigorously on carts,oven doors, drawers, and other components. This is a goodmethod of ensuring that they are secured.

(2) Ensuring the safe and correct parking of carts onmushrooms.

(3) Ensuring that brakes are operational on carts thatuse brakes.

(4) If keys are applicable to the container thenensuring that the key is in the locked position should be partof the actual checking procedures;

(5) Galley curtains are secured open for take-off andlanding; and

(6) Visual checking of galley, galley components,and galley cart security when possible.

E. Phases of Flight. The procedures should include, atleast, the following information for each phase of flight.

(1) Prior to movement on the surface. P r i o r t omovement on the surface the responsible flight attendantshould ensure that all primary galley restraints are availableand are in working order.

(2) Movement on the surface.

(a) All galley items with the exception of papercups and plastic glasses should be picked up and properlystowed prior to movement on the surface. Extension of thecompliance schedule for the pick up of paper cups andplastic glasses should not result in the safety problem ofhaving galley components unrestrained. When an air carrierwishes to serve food or beverages while the airplane isstationary, the air carrier should ensure that this service willnot affect galley security.

(b) The air carrier should either serve beveragesin containers which can be thrown in a garbage receptacle orensure that all items which are not disposable are picked upprior to movement on the surface. Pick up of service items isconsidered safety related and therefore all flight attendantsassigned duties on that flight may pick up galley serviceitems during movement on the surface.

(3) Prior to Take-off. Fl igh t a t t endan t s shou ldensure that the galley and galley components are properlystowed and restrained.

(4) Procedures for Galley Security Inflight. P r o c e -dures for galley security inflight include the following:

(a) Carts are not to be left unattended.

(b) Air carriers should have procedures whichensure that flight attendants are no more than 10 feet away(approximately three rows) from the carts left in the aisles.

(c) Flight attendants should not park carts out oftheir normal galley takeoff/landing positions unless they canbe properly restrained. Some aircraft are equipped withrestraint devices such as mushrooms which will properlyhold carts in other areas. When this is the case, they may beleft unattended; however, most items should be cleared fromthe top of the carts. If left unrestrained, items on the top ofthe carts can become dislodged and cause injuries shouldthere be a sudden directional change of the aircraft. It isrecommended that all cart restocking should be done in thegalley as this is a good safety practice.

(d) During service, other than when the cart isbeing moved, the brake (if applicable) must be engaged. Ifthe cart is parked out of the galley during the flight, then isshould be on the mushroom.

(e) Galley carts and the galley itself should bemaintained in an orderly fashion because of the possibility ofturbulence or evasive actions. This means that as manysupplies as possible should be stowed or left in theircontainers. It is recommended that the top of the carts bekept as clear as possible. During light turbulence, whenservice can continue, it is still advisable to discontinue theservice of hot liquids and these liquids should be removedfrom the tip of the cart.

(5) Pre-landing. Flight attendants should ensure thatall galleys are properly restrained and that galley compo-nents are properly stowed and secured.

(6) Post-landing. Flight attendants should ensurethat all reports of malfunctioning galley restraints, galleycomponents, and galley carts are properly recorded and/orreported.

2401. ENSURING THAT CHILDREN WHO HAVEREACHED THEIR SECOND BIRTHDAY AREPROPERLY RESTRAINED.

A. On June 8, 1995, a DC-9-32 was operated as ascheduled, domestic passenger flight under the provisions ofpart 121. The flight was cleared for takeoff on runway 27R.Five crewmembers and 57 passengers were on board.

B. As the airplane began its takeoff roll, the airplaneoccupants and air traffic control heard a loud bang. Theright engine fire warning light illuminated, the flightcrew ofthe following airplane reported to the crew that the rightengine was on fire, and the takeoff was rejected. Shrapnelfrom the right engine penetrated the fuselage and the rightengine main fuel line, and a cabin fire erupted. The airplane

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was stopped on the runway, and the captain ordered theevacuation of the airplane.

C. The flight attendant seated in the aft flight attendantjumpseat received puncture wounds from shrapnel andthermal injuries. Another f l ight at tendant and fivepassengers received minor injuries. The pilots, the thirdflight attendant, and 52 passengers were not injured. Theairplanes fuselage was destroyed.

D. The NTSB investigation of this accident resulted inrecommendations to the FAA. These recommendationsincluded A-96-84: Provide guidance on how to implementthe requirement that occupants who are more than 24months old are restrained during takeoffs, landings, andduring turbulence.

E. During this NTSB investigation, it was determinedthat one child who had reached its second birthday waslisted as a lap child, despite regulations that require allpassengers who have reached their second birthday to berestrained during takeoffs and landings. The Safety Boardhas long been concerned about the inadequacy andenforcement of this regulation, and in the last several years,has identified at least six accidents and one enforcementaction, in which children who had reached their secondbirthday, were unrestrained because they were held insomeones lap. The ages of these children ranged from 26months to 5 years old.

F. Present regulations allow parents/guardians ofchildren who have not reached their second birthday theoption of holding these children in their laps. Children whohave reached their second birthday must be restrained in anapproved restraint system. As pointed out in the backgroundto the NTSB recommendation, the problem appears to bethat some parents/guardians want to hold children who havereached their second birthday in their lap. This is not anacceptable procedure.

G. In order to preclude this occurrence, many air carriersask the age of the lap-held child when the child is presentedto be placed on the load manifest. In addition, many aircarriers instruct crewmembers to ask parents the age of lapheld children. These procedures complement each other andare recommended.

2403. FLIGHT ATTENDANT APPAREL WHILEPERFORMING DUTIES ASSOCIATED WITHFLIGHT

A. On June 8, 1995, a DC-9-32 was operated as ascheduled, domestic passenger flight under the provisions ofpart 121. The flight was cleared for takeoff on runway 27R.Five crewmembers and 57 passengers were on board.

B. As the airplane began its takeoff roll, the airplaneoccupants and air traffic control heard a loud bang. Theright engine fire warning light illuminated, the flightcrew ofthe following airplane reported to the crew that the right

engine was on fire, and the takeoff was rejected. Shrapnelfrom the right engine penetrated the fuselage and the rightengine main fuel line, and a cabin fire erupted. The airplanewas stopped on the runway, and the captain ordered theevacuation of the airplane.

C. The flight attendant seated in the aft flight attendantjumpseat received puncture wounds from shrapnel andthermal injuries. Another f l ight at tendant and fivepassengers received minor injuries. The pilots, the thirdflight attendant, and 52 passengers were not injured. Theairplanes fuselage was destroyed.

D. The NTSB investigation of this accident resulted inrecommendations to the FAA. These recommendationsi n c l u d e d A - 9 6 - 8 8 : I s s u e a n o p e r a t i o n s b u l l e t i nrecommending that POIs advise their air carriers todisseminate FAA safety guidance on airline passenger attireto their flight attendants.

E. The NTSB investigation of this accident disclosedthat the flight attendant who received the most seriousinjuries was wearing shorts and a short-sleeved shirt. Safetyexperts agree that in order to decrease the chance ofsustaining burns, it is better to wear long sleeves and pants,than it is to wear short sleeves and short pants. In addition,fabrics such as wool and cotton are better than syntheticfabrics. Also, it is better to have low heeled shoes which areenclosed. Straps or laces are encouraged while sandals arediscouraged.

F. Air carriers should ensure that those charged withdeveloping the criteria for the attire crewmembers wearwhile performing duties associated with flight are aware ofthese safety considerations.

G. Air carriers should ensure that crewmembers areaware of the information regarding the safety considerationsfor the apparel they wear during flights.

2405. ADOPTION OF FLIGHT CREWMEMBERF L I G H T T I M E L I M I T A T I O N R U L E S T OESTABLISH FLIGHT ATTENDANT DUTY ANDF L I G H T T I M E L I M I T A T I O N S A N D R E S TRESTRICTIONS. The flight attendant duty period limita-tions and rest requirements final rule allows air carriers toadopt the flight crewmember rules for their flight attendants.This rule provides additional scheduling flexibility andeliminates the need for an air carrier to have two sets ofscheduling requirements for its flight crewmembers andflight attendants. This provision also will permit flight atten-dants on such operations to be scheduled with the samelimitations as the flight crewmembers. This option appearsin 14 CFR 121.467(c) and 135.273(c) of the final rule.

A. In order to adopt the flight crewmembers flight, duty,and rest requirements for its flight attendants, the air carriermust establish written procedures which are approved by theAdministrator and referenced in the air carriers operations

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specifications. (A sample is attached.) The procedure aswrit