ORO.CC.100 Number and composition of cabin crew
Regulation (EU) 2019/1384
(a) For the operation of aircraft with an MOPSC of more than 19, at least one cabin crew member shall be assigned when carrying one or more passenger(s).
(b) For the purpose of complying with point (a), the minimum number of cabin crew members shall be the greatest number amongst the following:
(1) the number of cabin crew members established during the aircraft certification process in accordance with the applicable certification specifications, for the aircraft cabin configuration used by the operator;
(2) if the number under point (1) has not been established, the number of cabin crew members established during the aircraft certification process for the maximum certified passenger seating configuration reduced by 1 for every whole multiple of 50 passenger seats of the aircraft cabin configuration used by the operator falling below the maximum certified seating capacity;
(3) one cabin crew member for every 50, or fraction of 50, passenger seats installed on the same deck of the aircraft to be operated.
(c) For operations with more than one cabin crew member, the operator shall nominate one cabin crew member accountable to the pilot-in-command or the commander.
(d) By way of derogation from point (a), non-commercial operations with aircraft with an MOPSC of more than 19 may be performed without an operating cabin crew member, subject to the prior approval by the competent authority. To obtain the approval, the operator shall ensure that all of the following conditions are fulfilled:
(1) there are maximum 19 passengers on board;
(2) the operator has developed procedures for that operation.
DETERMINATION OF THE NUMBER AND COMPOSITION OF CABIN CREW
(a) When determining the minimum number of cabin crew required to operate aircraft engaged in CAT operations, factors to be taken into account should include:
(1) the number of doors/exits;
(2) the type(s) of doors/exits and the associated assisting evacuation means;
(3) the location of doors/exits in relation to cabin crew stations and the cabin layout;
(4) the location of cabin crew stations taking into account direct view requirements and cabin crew duties in an emergency evacuation including:
(i) opening floor level doors/exits and initiating stair or slide deployment;
(ii) assisting passengers to pass through doors/exits; and
(iii) directing passengers away from inoperative doors/exits, crowd control and passenger flow management;
(5) actions required to be performed by cabin crew in ditching, including the deployment of slide-rafts and the launching of life-rafts;
(6) additional actions required to be performed by cabin crew members when responsible for a pair of doors/exits; and
(7) the type and duration of the flight to be operated.
(b) When scheduling cabin crew for a flight, the operator should establish procedures that take account of the experience of each cabin crew member. The procedures should specify that the required cabin crew includes some cabin crew members who have at least 3 months experience as an operating cabin crew member.
MINIMUM NUMBER OF CABIN CREW
(a) When determining the minimum required cabin crew for its specific aircraft cabin configuration, the operator should:
(1) request information regarding the minimum number of cabin crew established by the aircraft type certificate (TC) holder or other design organisation responsible for showing compliance with the evacuation requirements of the applicable Certification Specifications; and
(2) take into account the factors specified in AMC1 ORO.CC.100, as applicable.
(b) The number of cabin crew referred to in ORO.CC.100(b)(1) means either:
(1) the number of cabin crew who actively participated in the aircraft cabin during the relevant emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, carried out by the aircraft TC holder when demonstrating the maximum passenger seating capacity (MPSC) of the aircraft type at the time of initial type certification; or
(2) a lower number of cabin crew who actively participated in a subsequent emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, and for which approval has been obtained for a cabin configuration other than the MPSC, either by the TC holder or by another design organisation. The operator should obtain a clear indication of that number which is specified in the related documentation.
AMC1 ORO.CC.100(d)(2) Number and composition of cabin crew
ED Decision 2019/019/R
PROCEDURES FOR NON-COMMERCIAL OPERATIONS WITH NO OPERATING CABIN CREW ON BOARD AN AIRCRAFT WITH AN MOPSC OF MORE THAN 19 AND MAXIMUM 19 PASSENGERS
The operator should asses the risk of operating a flight with no cabin crew member and ensure that the following procedures mitigate the risks and provide appropriate level of protection of the aircraft occupants:
(a) Flight crew members assigned to these flights should receive training on operations where no cabin crew is required in accordance with ORO.FC.220 and ORO.FC.230.
(b) The operator should consider the categories of passengers to be carried on such flights, who may be knowledgeable or not about the aircraft type and procedures in normal, abnormal and emergency situations.
(c) The procedures should cover at least the following elements, if applicable:
(1) communication and coordination between flight crew members and passengers;
(2) flight crew member incapacitation;
(3) cabin surveillance;
(4) rapid egress from the aircraft in case of rapid disembarkation or evacuation;
(5) operation and use of emergency exits and assisting evacuation means;
(6) location and use of oxygen;
(7) location and use of life jackets;
(8) passenger seating in order to maintain:
(i) an easy access to emergency exits;
(ii) timely communication with flight crew member(s); and
(iii) the required mass and balance of the aircraft;
(9) passenger briefing in accordance with Annex IV (Part-CAT), including information on the location and use of equipment not displayed in the operator’s safety briefing material, such as a fire extinguisher, first-aid equipment (e.g. first-aid kit, defibrillator), smoke hood, etc.; and
(10) any additional safety instructions that are deemed necessary to ensure passenger protection.
GM1 ORO.CC.100(d)(2) Number and composition of cabin crew
ED Decision 2019/019/R
CATEGORIES OF PASSENGERS
(a) The operator should adapt the procedures for non-commercial operations with an aircraft with an MOPSC of more than 19 and maximum 19 passengers and no operating cabin crew on board to the categories of passengers to be carried on such flight. This includes but is not limited to the following groups:
(1) Passengers who are already familiar with the aircraft environment, the procedures in normal operations, abnormal and emergency situations or trained on the aircraft type, e.g. non-operating aircrew members, maintenance personnel, etc.
(2) Passengers who are not familiar with the aircraft environment or procedures in normal operations, abnormal and emergency situations, e.g. operator’s guests, employees, etc.
(3) Passengers who travel frequently on such flights. The operator may consider providing these passengers with training covering all safety and emergency procedures for the given aircraft type as described in AMC1.1 CAT.OP.MPA.170. The operator should be able to show evidence of their training. These passengers may also be provided with an extended briefing to facilitate communication with flight crew and coordination of all passengers in case of an abnormal or emergency situation.
(4) Special categories of passengers (see CAT.OP.MPA.155).
(b) The operator may include in its procedures a ratio of the categories of passengers described in (a) above that can travel on the same flight.
ORO.CC.110 Conditions for assignment to duties
Regulation (EU) No 965/2012
(a) Cabin crew members shall only be assigned to duties on an aircraft if they:
(1) are at least 18 years of age;
(2) have been assessed, in accordance with the applicable requirements of Annex IV (Part-MED) to Regulation (EU) No 1178/2011, as physically and mentally fit to perform their duties and discharge their responsibilities safely; and
(3) have successfully completed all applicable training and checking required by this Subpart and are competent to perform the assigned duties in accordance with the procedures specified in the operations manual.
(b) Before assigning to duties cabin crew members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart are complied with, taking into account all services rendered by the cabin crew member to any other operator(s), to determine in particular:
(1) the total number of aircraft types and variants operated; and
(2) the applicable flight and duty time limitations and rest requirements.
(c) Operating cabin crew members, as well as their role with regard to the safety of passengers and flight, shall be clearly identified to the passengers.
ORO.CC.115 Conduct of training courses and associated checking
Regulation (EU) No 965/2012
(a) A detailed programme and syllabus shall be established by the operator for each training course in accordance with the applicable requirements of this Subpart, and of Annex V (Part-CC) to Regulation (EU) No 1178/2011 where applicable, to cover the duties and responsibilities to be discharged by the cabin crew members.
(b) Each training course shall include theoretical and practical instruction together with individual or collective practice, as relevant to each training subject, in order that the cabin crew member achieves and maintains the adequate level of proficiency in accordance with this Subpart.
(c) Each training course shall be:
(1) conducted in a structured and realistic manner; and
(2) performed by personnel appropriately qualified for the subject to be covered.
(d) During or following completion of all training required by this Subpart, each cabin crew member shall undergo a check covering all training elements of the relevant training programme, except for crew resource management (CRM) training. Checks shall be performed by personnel appropriately qualified to verify that the cabin crew member has achieved and/or maintains the required level of proficiency.
(e) CRM training courses and CRM modules where applicable shall be conducted by a cabin crew CRM instructor. When CRM elements are integrated in other training, a cabin crew CRM instructor shall manage the definition and implementation of the syllabus.
EQUIPMENT AND PROCEDURES
The following definitions apply for the purpose of training programmes, syllabi and the conduct of training and checking on equipment and procedures:
(a) ‘Safety equipment’ means equipment installed/carried to be used during day-to-day normal operations for the safe conduct of the flight and protection of occupants (e.g. seat belts, child restraint devices, safety card, safety demonstration kit).
(b) ‘Emergency equipment’ means equipment installed/carried to be used in case of abnormal and emergency situations that demand immediate action for the safe conduct of the flight and protection of occupants, including life preservation (e.g. drop-out oxygen, crash axe, fire extinguisher, protective breathing equipment, manual release tool, slide-raft).
(c) ‘Normal procedures’ means all procedures established by the operator in the operations manual for day-to-day normal operations (e.g. pre-flight briefing of cabin crew, pre-flight checks, passenger briefing, securing of galleys and cabin, cabin surveillance during flight).
(d) ‘Emergency procedures’ means all procedures established by the operator in the operations manual for abnormal and emergency situations. For this purpose, ‘abnormal’ refers to a situation that is not typical or usual, deviates from normal operation and may result in an emergency.
TRAINING METHODS AND TRAINING DEVICES
(a) The operator should establish training methods that take into account the following:
(1) training should include the use of cabin training devices, audio-visual presentations, computer-based training and other types of training, as most appropriate to the training element; and
(2) a reasonable balance between the different training methods should be ensured so that the cabin crew member achieves the level of proficiency necessary for a safe performance of all related cabin crew duties and responsibilities.
(b) When assessing the representative training devices to be used, the operator should:
(1) take into account that a representative training device may be used to train cabin crew as an alternative to the use of the actual aircraft or required equipment;
(2) ensure that those items relevant to the training and checking intended to be given accurately represent the aircraft or equipment in the following particulars:
(i) layout of the cabin in relation to doors/exits, galley areas and safety and emergency equipment stowage as relevant;
(ii) type and location of passenger seats and cabin crew stations;
(iii) doors/exits in all modes of operation, particularly in relation to the method of operation, mass and balance and operating forces, including failure of power-assist systems where fitted; and
(iv) safety and emergency equipment of the type provided in the aircraft (such equipment may be ‘training use only’ items and, for oxygen and protective breathing equipment, units charged with or without oxygen may be used); and
(3) assess the following factors when determining whether a door/exit can be considered to be a variant of another type:
(i) door/exit arming/disarming;
(ii) direction of movement of the operating handle;
(iii) direction of door/exit opening;
(iv) power-assist mechanisms; and
(v) assisting evacuation means such as slides and ropes.
CHECKING
(a) Checking required for each training course should be accomplished by the method appropriate to the training element to be checked. These methods include:
(1) practical demonstration;
(2) computer-based assessment;
(3) in-flight checks;
(4) oral or written tests.
(b) Training elements that require individual practical participation may be combined with practical checks.
RESOURCE MANAGEMENT (CRM) TRAINING – MULTI CABIN CREW OPERATIONS
(1) Training environment
CRM training should be conducted in the non-operational environment (classroom and computer-based) and in the operational environment (cabin training device and aircraft). Tools such as group discussions, team task analysis, team task simulation and feedback should be used.
(2) Classroom training
Whenever possible, classroom training should be conducted in a group session away from the pressures of the usual working environment, so that the opportunity is provided for cabin crew members to interact and communicate in an environment conducive to learning.
(3) Computer-based training
Computer-based training should not be conducted as a stand-alone training method, but may be conducted as a complementary training method.
(4) Cabin training devices and aircraft
Whenever practicable, relevant parts of CRM training should be conducted in representative cabin training devices that reproduce a realistic operational environment, or in the aircraft. During practical training, interaction should be encouraged.
(5) Integration into cabin crew training
CRM principles should be integrated into relevant parts of cabin crew training and operations, including checklists, briefings and emergency procedures.
(6) Combined CRM training for flight crew and cabin crew
(i) Operators should provide combined training for flight crew and cabin crew during recurrent CRM training.
(ii) The combined training should address at least:
(A) effective communication, coordination of tasks and functions of flight crew and cabin crew; and
(B) mixed multinational and cross-cultural flight crew and cabin crew, and their interaction, if applicable.
(iii) Combined CRM training should be conducted by flight crew CRM trainer or cabin crew CRM trainer.
(iv) There should be an effective liaison between flight crew and cabin crew training departments. Provision should be made for transfer of relevant knowledge and skills between flight crew and cabin crew CRM trainers.
(7) Management system
CRM training should address hazards and risks identified by the operator’s management system described in ORO.GEN.200.
(8) Competency-based CRM training
Whenever practicable, the compliance-based approach concerning CRM training may be substituted by a competency-based approach. In this context, CRM training should be characterised by a performance orientation, with emphasis on standards of performance and their measurement, and the development of training to the specified performance standards.
(9) Contracted CRM training
If the operator chooses not to establish its own CRM training, another operator, a third party or a training organisation may be contracted to provide the training in accordance with ORO.GEN.205. In case of contracted CRM training, the operator should ensure that the content of the course covers the specific culture, the type of operations and the associated procedures of the operator. When crew members from different operators attend the same course, the CRM training should be specific to the relevant flight operations and to the trainees concerned.
(b) Operator’s CRM training
The operator’s CRM training should cover all elements listed in Table 1 of (g). Several training elements are specified as ‘not required’ for the operator’s CRM training, since they are covered under the introductory CRM course for cabin crew as required in Annex V (Part-CC) to Commission Regulation (EU) No 1178/2011.
(c) Operator aircraft type conversion CRM training
If the cabin crew member undertakes the operator’s conversion training on an aircraft type, the applicable CRM training elements should be covered as specified in Table 1 of (g).
(d) Annual recurrent CRM training
(1) Annual recurrent CRM training should be provided in such a way that all CRM training elements specified for the annual recurrent training in Table 1 of (g) are covered over a period not exceeding 3 years.
(2) Operators should update their recurrent CRM training programme over a period not exceeding 3 years. The revision of the programme should take into account information from the operator’s management system.
(e) Senior cabin crew member course
(1) CRM training for senior cabin crew members should be the application of knowledge gained in previous CRM training and operational experience relevant to the specific duties and responsibilities of a senior cabin crew member. The operator should ensure that for the senior cabin crew member course the CRM training elements are integrated into the training, as specified in Table 1 of (g).
(2) During the training the senior cabin crew member should demonstrate the ability:
(i) to manage the operation; and
(ii) to take appropriate leadership and management decisions.
(f) Training elements
The CRM training elements to be covered are specified in Table 1 of (g). The operator should ensure that the following aspects are addressed:
(1) Resilience development
CRM training should address the main aspects of resilience development. The training should cover:
(i) Mental flexibility
Cabin crew should be trained to:
(A) understand that mental flexibility is necessary to recognise critical changes;
(B) reflect on their judgement and adjust it to the unique situation;
(C) avoid fixed prejudices and over-reliance on standard solutions; and
(D) remain open to changing assumptions and perceptions.
(ii) Performance adaptation
Cabin crew should be trained to:
(A) mitigate frozen behaviours, overreactions and inappropriate hesitation; and
(B) adjust actions to current conditions.
(2) Surprise and startle effect
CRM training should address unexpected, unusual and stressful situations including interruptions and distractions. Therefore, CRM training should be designed to prepare cabin crew to master sudden events and associated uncontrolled reactions.
(3) Cultural differences
CRM training should cover cultural differences of multinational and cross-cultural crews. This includes recognising that:
(i) different cultures may have different communication specifics, ways of understanding and approaches to the same situation or problem;
(ii) difficulties may arise when crew members with different mother tongue communicate in a common language which is not their mother tongue; and
(iii) cultural differences may lead to different methods for identifying a situation and solving a problem.
(4) Operator’s safety culture and company culture
CRM training should cover the operator’s safety culture, its company culture, the type of operations and the associated procedures of the operator. This should include areas of operations that may lead to particular difficulties or involve unusual hazards.
(5) Case studies
(i) CRM training should cover aircraft type-specific case studies, based on the information available within the operator’s management system, including:
(A) accident and serious incident reviews to analyse and identify any associated non-technical causal and contributory factors, and instances or examples of lack of CRM; and
(B) analysis of occurrences that were well managed.
(ii) If relevant aircraft type-specific or operator-specific case studies are not available, the operator should consider other case studies relevant to the scale and scope of its operations.
(g) CRM training syllabus
Table 1 below specifies which CRM training elements should be covered in each type of training. The levels of training in Table 1 can be described as follows:
(1) ‘Required’ means training that should be instructional or interactive in style to meet the objectives specified in the CRM training programme or to refresh and strengthen knowledge gained in a previous training.
(2) ‘In-depth’ means training that should be instructive or interactive in style taking full advantage of group discussions, team task analysis, team task simulation, etc., for the acquisition or consolidation of knowledge, skills and attitudes. The CRM training elements should be tailored to the specific needs of the training phase being undertaken.
Table 1 — Cabin crew CRM training
|
CRM training elements |
Operator’s CRM training |
Operator aircraft type conversion training |
Annual recurrent training |
Senior cabin crew member (SCC) course |
|
General principles |
||||
|
Human factors in aviation; General instructions on CRM principles and objectives; Human performance and limitations; Threat and error management. |
Required |
Not required |
Required |
Required |
|
Relevant to the individual cabin crew member |
||||
|
Personality awareness, human error and reliability, attitudes and behaviours, self-assessment and self-critique; Stress and stress management; Fatigue and vigilance; Assertiveness, situation awareness, information acquisition and processing. |
Required |
Required |
Required (3-year cycle) |
Required |
|
Relevant to the entire aircraft crew |
||||
|
Shared situation awareness, shared information acquisition and processing; Workload management; Effective communication and coordination between all crew members including the flight crew as well as inexperienced cabin crew members; Leadership, cooperation, synergy, delegation, decision-making, actions; Resilience development; Surprise and startle effect; Cultural differences; Identification and management of the passenger human factors: crowd control, passenger stress, conflict management, medical factors. |
In-depth |
Required when relevant to the type(s) |
Required (3-year cycle) |
In-depth |
|
Specifics related to aircraft types (narrow-/wide-bodied, single-/multi-deck), flight crew and cabin crew composition and number of passengers |
Required |
In-depth |
Required (3-year cycle) |
In-depth |
|
Relevant to the operator and the organisation |
||||
|
Operator’s safety culture and company culture, standard operating procedures (SOPs), organisational factors, factors linked to the type of operations; Effective communication and coordination with other operational personnel and ground services; Participation in cabin safety incident and accident reporting. |
In-depth |
Required when relevant to the type(s) |
Required (3-year cycle) |
In-depth |
|
Case- studies |
In-depth |
Required when relevant to the type(s) |
In-depth |
In-depth |
CREW RESOURCE MANAGEMENT (CRM) TRAINING — SINGLE CABIN CREW OPERATIONS
For single cabin crew operations, AMC1 ORO.CC.115(e) should be applied with the following differences:
(a) Relevant training elements
CRM training should focus on the elements specified in Table 1 of (g) of AMC1 ORO.CC.115(e) which are relevant to single cabin crew operations. Therefore, single cabin crew CRM training should include, among others:
(1) situation awareness;
(2) workload management;
(3) decision-making;
(4) resilience development;
(5) surprise and startle effect; and
(6) effective communication and coordination with
(i) the flight crew; and
(ii) other operational personnel and ground services.
(b) Virtual classroom training
Notwithstanding (a)(2) of AMC1 ORO.CC.115(e), classroom training may take place remotely, using a videoconferencing tool for a cabin crew member operating on aircraft with a maximum operational passenger seating configuration of 19 or less. The tool should permit real-time interaction between the trainees and the trainer, including speech and elements of body language. It should also be capable of transmitting any document to the trainee that the trainer wishes to present. The CRM trainer should establish the list of trainees in advance. Their number should be limited to 6 to ensure a sufficient level of interaction during the training session.
CABIN CREW CRM TRAINER
(a) Applicability
The provisions described herein:
(1) should be fulfilled by cabin crew CRM trainers responsible for classroom CRM training; and
(2) are not applicable to trainers or instructors conducting training other than CRM training, but integrating CRM elements into this training. Nevertheless, trainers or instructors who are integrating CRM elements into the aircraft type training, recurrent training or senior cabin crew member training should have acquired relevant knowledge of human performance and limitations, and have completed appropriate CRM training.
(b) Qualification of cabin crew CRM trainer
(1) A training and standardisation programme for cabin crew CRM trainers should be established.
(2) The cabin crew CRM trainer, in order to be suitably qualified, should:
(i) have adequate knowledge of the relevant flight operations;
(ii) have received instructions on human performance and limitations (HPL);
(iii) have completed an introductory CRM course, as required in Annex V (Part-CC) to Commission Regulation (EU) No 1178/2011, and an operator’s CRM training, as specified in AMC1 ORO.CC.115(e);
(iv) have received training in group facilitation skills;
(v) have received additional training in the fields of group management, group dynamics and personal awareness; and
(vi) have demonstrated the knowledge, skills and credibility required to train the CRM training elements in the non-operational environment, as specified in Table 1 of AMC1 ORO.CC.115(e).
(3) An experienced CRM trainer may become a cabin crew CRM trainer if he/she demonstrates a satisfactory knowledge of the relevant flight operations and the cabin crew working environment, and fulfils the provisions specified in (2)(ii) to (2)(vi).
(c) Training of cabin crew CRM trainer
(1) Training of cabin crew CRM trainers should be both theoretical and practical. Practical elements should include the development of specific trainer skills, particularly the integration of CRM into day-to-day operations.
(2) The basic training of cabin crew CRM trainers should include the training elements for cabin crew, as specified in Table 1 of AMC1 ORO.CC.115(e). In addition, the basic training should include the following:
(i) introduction to CRM training;
(ii) operator’s management system; and
(iii) characteristics, as applicable:
(A) of the different types of CRM trainings (initial, recurrent, etc.);
(B) of combined training; and
(C) related to the type of aircraft or operation.
(3) The refresher training of cabin crew CRM trainers should include new methodologies, procedures and lessons learned.
(4) The training of cabin crew CRM trainers should be conducted by cabin crew CRM trainers with a minimum of 3 years’ experience. Assistance may be provided by experts in order to address specific areas.
(d) Assessment of cabin crew CRM trainer
(1) A cabin crew CRM trainer should be assessed by the operator when conducting the first CRM training course. This first assessment should be valid for a period of 3 years.
(2) Assessment is the process of observing, recording, interpreting and debriefing the cabin crew CRM trainer. The operator should describe the assessment process in the operations manual. All personnel involved in the assessment must be credible and competent in their role.
(e) Recency and renewal of qualification as cabin crew CRM trainer
(1) For recency of the 3-year validity period, the cabin crew CRM trainer should:
(i) conduct at least 2 CRM training events in any 12-month period;
(ii) be assessed within the last 12 months of the 3-year validity period by the operator; and
(iii) complete CRM trainer refresher training within the 3-year validity period.
(2) The next 3-year validity period should start at the end of the previous period.
(3) For renewal, i.e. when a cabin crew CRM trainer does not fulfil the provisions of (1), he/she should, before resuming as cabin crew CRM trainer:
(i) comply with the qualification provisions of (b) and (d); and
(ii) complete CRM trainer refresher training.
CRM – GENERAL
(a) CRM is the effective utilisation of all available resources (e.g. crew members, aircraft systems, and supporting facilities) to achieve safe and efficient operation.
(b) The objective of CRM is to enhance the communication and management skills of the crew member, as well as the importance of effective coordination and two-way communication between all crew members.
MINIMUM TRAINING TIMES
(a) The following minimum training times are appropriate:
(1) multi cabin crew operations:
(i) combined CRM training: 6 training hours over a period of 3 years or, for EBT operators which have implemented a competency framework for cabin crew (e.g. ICAO PANS-TRG), a minimum of 3 training hours within 3 years; and
(ii) operator’s CRM training: 6 training hours;
(2) operator’s CRM training for single cabin crew operations: 4 training hours for a cabin crew member operating on aircraft with a maximum operational passenger seating configuration of 19 or less;
(3) cabin crew CRM trainer:
(i) basic training:
(A) 18 training hours when the operator can justify that the trainee already has received sufficient and suitable instruction on training skills in order to conduct CRM training courses; or
(B) 30 training hours for trainees not fulfilling (A); and
(ii) refresher training: 6 training hours.
(b) ‘Training hours’ means actual training time excluding breaks.
GM3 ORO.CC.115(e) Conduct of training courses and associated checking
DESIGN, IMPLEMENTATION AND EVALUATION OF CRM TRAINING
The checklist in Table 1 provides guidance on the design, implementation and evaluation of CRM training, and on their incorporation into the operator’s safety culture. Elements of the operator’s management systems and the competency-based approach are incorporated in the checklist.
Table 1 — Checklist for design, implementation, evaluation and incorporation of CRM training
|
Step No |
Description |
Element |
|
1 |
Needs analysis |
Determine the necessary CRM competencies |
|
Develop CRM training goals |
||
|
Ensure the organisation is ready for CRM training |
||
|
2 |
Design |
Develop CRM training objectives |
|
Determine what to measure and how to measure it |
||
|
3 |
Development |
Describe the CRM learning environment |
|
Develop full-scale prototype of training |
||
|
Validate and modify CRM training |
||
|
4 |
Implementation |
Prepare trainees and environment |
|
Set a climate for learning (e.g. practice and feedback) |
||
|
Implement the CRM training programme |
||
|
5 |
Evaluation |
Determine training effectiveness |
|
Evaluate CRM training at multiple levels |
||
|
Revise the CRM training programme to improve effectiveness |
||
|
6 |
Incorporation |
Establish an environment where CRM training is positively recognised |
|
Reinforce CRM behaviours in daily work |
||
|
Provide recurrent CRM training |
GM4 ORO.CC.115(e) Conduct of training courses and associated checking
ED Decision 2022/014/R
(a) The main aspects of resilience development can be described as the ability to:
(1) learn (‘knowing what has happened’);
(2) monitor (‘knowing what to look for’);
(3) anticipate (‘finding out and knowing what to expect’); and
(4) respond (‘knowing what to do and being capable of doing it’).
(b) Operational safety is a continuous process of evaluation of and adjustment to existing and future conditions. In this context, and following the description in (a), resilience development involves an ongoing and adaptable process including situation assessment, self-review, decision and action. Training on resilience development enables crew members to draw the right conclusions from both positive and negative experiences. Based on those experiences, crew members are better prepared to maintain or create safety margins by adapting to dynamic complex situations.
(c) The training topics in (f)(1) of AMC1 ORO.CC.115(e) are to be understood as follows:
(1) Mental flexibility
(i) The phrase ‘understand that mental flexibility is necessary to recognise critical changes’ means that crew members are prepared to respond to situations for which there is no set procedure.
(ii) The phrase ‘reflect on their judgement and adjust it to the unique situation’ means that crew members learn to review their judgement based on the unique characteristics of the given circumstances.
(iii) The phrase ‘avoid fixed prejudices and over-reliance on standard solutions’ means that crew members learn to update solutions and standard response sets, which have been formed on prior knowledge.
(iv) The phrase ‘remain open to changing assumptions and perceptions’ means that crew members constantly monitor the situation, and are prepared to adjust their understanding of the evolving conditions.
(2) Performance adaptation
(i) The phrase ‘mitigate frozen behaviours, overreactions and inappropriate hesitation’ means that crew members correct improper actions with a balanced response.
(ii) The phrase ‘adjust actions to current conditions’ means that crew members’ responses are in accordance with the actual situation.
CABIN CREW CRM TRAINER ASSESSMENT
(a) For assessing cabin crew CRM trainers, the operator may nominate experienced cabin crew CRM trainers who have demonstrated continued compliance with the provisions for a cabin crew CRM trainer and capability in that role for at least 3 years.
(b) An operator that does not have the resources to conduct the assessment may employ a contractor. The standard as regards the assessment is confirmed on a 3-year basis by the operator.
(c) The checklist in Table 1 provides guidance on the assessment of a cabin crew CRM trainer. If a cabin crew CRM trainer is competent in his/her role, the response to the questions in Table 1 should be ‘yes’. When answering the questions in Table 1, justifications and examples related to the responses given should be provided.
Table 1 — Cabin crew CRM trainer assessment checklist
|
Questions to assess a cabin crew CRM trainer |
Response yes/no |
|
Did the CRM trainer demonstrate the knowledge required for the role? |
|
|
Did the CRM trainer support CRM concepts? |
|
|
Did the CRM trainer encourage trainees to participate, share their experiences and self-analyse? |
|
|
Did the CRM trainer identify and respond to the trainees’ needs relative to expertise/experience? |
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Did the CRM trainer show how CRM is integrated in technical training? |
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Did the CRM trainer incorporate company CRM standards when appropriate? |
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Did the CRM trainer identify and discuss the non-technical reasons involved in accidents, incidents and events included in case studies? |
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Did the CRM trainer regularly check for understanding and resolve ambiguities? |
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Did the CRM trainer demonstrate effective instruction and facilitation skills? |
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GM6 ORO.CC.115(e) Conduct of training courses and associated checking
ED Decision 2022/014/R
CRM TRAINING — VIRTUAL CLASSROOM TRAINING — SINGLE-CABIN CREW OPERATIONS OF AIRCRAFT WITH AN MOPSC OF 19 OR LESS
(a) A successful virtual classroom training relies on the ability of the trainer to make best use of the associated technologies in the context of CRM training. The cabin crew CRM trainer may need to receive appropriate training covering the following:
(1) learning style;
(2) teaching method associated with virtual classroom instruction, such as videoconferencing, and a familiarisation with the virtual classroom instruction system in use, including management of time, training media and equipment and tools.
(b) The requirement of ORO.GEN.140 for the operator to grant access to the competent authority also applies to the virtual classroom training.
(c) More information on virtual classroom training is provided in the EASA Guidance for allowing virtual classroom instruction and distance learning.
ORO.CC.120 Initial training course
Regulation (EU) No 965/2012
(a) Each new entrant who does not already hold a valid cabin crew attestation issued in accordance with Annex V (Part-CC) to Regulation (EU) No 1178/2011:
(1) shall be provided with an initial training course as specified in CC.TRA.220 of that Annex; and
(2) shall successfully undergo the associated examination before undertaking other training required by this Subpart.
(b) Elements of the initial training programme may be combined with the first aircraft type specific training and operator conversion training, provided that the requirements of CC.TRA.220 are met and any such element(s) are recorded as elements of the initial training course in the training records of the cabin crew members concerned.
NEW ENTRANTS IN OPERATIONS OTHER THAN CAT OPERATIONS
(a) When a new entrant to an operator conducting operations other than CAT is a cabin crew member, not holding a valid cabin crew attestation, who has already acquired experience as cabin crew in operations other than CAT, credit may be granted to the elements of the initial training programme he/she has previously completed if such training elements are documented in his/her training records.
(b) In such a case, the operator should ensure that:
(1) the full training programme, as specified in Appendix 1 to Part-CC, has been covered, and
(2) the new entrant successfully undergoes the examination required by ORO.CC.120(a)(2).
ORO.CC.125 Aircraft type specific training and operator conversion training
Regulation (EU) No 71/2014
(a) Each cabin crew member shall have completed appropriate aircraft type specific training and operator conversion training, as well as the associated checks, before being:
(1) first assigned by the operator to operate as a cabin crew member; or
(2) assigned by that operator to operate on another aircraft type.
(b) When establishing the aircraft type specific and the operator conversion training programmes and syllabi, the operator shall include, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012.
(c) The aircraft type specific training programme shall:
(1) involve training and practice on a representative training device or on the actual aircraft; and
(2) cover at least the following aircraft type specific training elements:
(i) aircraft description as relevant to cabin crew duties;
(ii) all safety equipment and systems installed relevant to cabin crew duties;
(iii) operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency doors and exits in the normal and emergency modes;
(iv) demonstration of the operation of the other exits including flight crew compartment windows;
(v) fire and smoke protection equipment where installed;
(vi) evacuation slide training, where fitted;
(vii) operation of the seat, restraint system and oxygen system equipment relevant to pilot incapacitation.
(d) The operator conversion training programme for each aircraft type to be operated shall:
(1) involve training and practice on a representative training device or on the actual aircraft;
(2) include training in the operator’s standard operating procedures for cabin crew members to be first assigned to duties by the operator;
(3) cover at least the following operator specific training elements as relevant to the aircraft type to be operated:
(i) description of the cabin configuration;
(ii) location, removal and use of all portable safety and emergency equipment carried on-board;
(iii) all normal and emergency procedures;
(iv) passenger handling and crowd control;
(v) fire and smoke training including the use of all related fire-fighting and protective equipment representative of that carried on-board;
(vi) evacuation procedures;
(vii) pilot incapacitation procedures;
(viii) applicable security requirements and procedures;
(ix) crew resource management.
TRAINING PROGRAMME — AIRCRAFT TYPE SPECIFIC TRAINING
The following aircraft type specific training elements should be covered as relevant to the aircraft type:
(a) Aircraft description
(1) type of aircraft, principal dimensions, narrow or wide bodied, single or double deck;
(2) speed, altitude, range;
(3) passenger seating capacity;
(4) flight crew number and minimum number of required cabin crew;
(5) cabin doors/exits location and sill height;
(6) cargo and unpressurised areas as relevant;
(7) aircraft systems relevant to cabin crew duties;
(8) flight crew compartment — general presentation, pilot seats and their mechanism, emergency exits, storage;
(9) required cabin crew stations;
(10) flight crew compartment security — general: door components and use;
(11) access to avionics bay where relevant;
(12) lavatories — general: doors, systems, calls and signs; and
(13) least risk bomb location.
(b) Safety and emergency equipment and aircraft systems installed
Each cabin crew member should receive realistic training on, and demonstration of, the location and use of all aircraft type specific safety and emergency equipment and aircraft systems installed, with emphasis on the following:
(1) slides, and where non-self-supporting slides are carried, the use of any associated assisting evacuation means;
(2) life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft;
(3) drop-out oxygen system; and
(4) communication equipment.
(c) Operation of doors and exits
This training should be conducted in a representative training device or in the actual aircraft and should include failure of power assist systems where fitted and the action and forces required to operate and deploy evacuation slides. Training should also include operation and actual opening of the flight crew compartment security door when installed.
(d) Fire and smoke protection equipment
Each cabin crew member should be trained in using fire and/or smoke protection equipment where fitted.
(e) Evacuation slide training
(1) Each cabin crew member should descend an evacuation slide from a height representative of the aircraft main deck sill height.
(2) The slide should be fitted to a representative training device or to the actual aircraft.
(3) A further descent should be made when the cabin crew member qualifies on an aircraft type in which the main deck exit sill height differs significantly from any aircraft type previously operated.
(f) Operation of equipment related to pilot incapacitation
The training should cover any type specific elements or conditions relevant to cabin crew actions to be taken in case of pilot incapacitation. Each cabin crew member should be trained to operate all equipment that must be used in case of pilot incapacitation.
TRAINING PROGRAMME — OPERATOR CONVERSION TRAINING
The following training elements should be covered as relevant to the aircraft type and the related operator’s specifics:
(a) Description of the cabin configuration
The description should cover all elements specific to the operator’s cabin configuration and any differences with those previously covered in accordance with AMC1 ORO.CC.125(c), including:
(1) required and additional cabin crew stations — location (including direct view), restraint systems, control panels;
(2) passenger seats — general presentation and associated operator’s specific features and equipment;
(3) designated stowage areas;
(4) lavatories — operator’s specific features, equipment and systems additional to the aircraft type specific elements;
(5) galley — location, appliances, water and waste system, including shut-off, sinks, drains, stowage, control panels, calls and signs;
and where applicable
(6) crew rest areas — location, systems, controls, safety and emergency equipment;
(7) cabin dividers, curtains, partitions;
(8) lift location, use, controls;
(9) stowage for the containment of waste;
(10) passenger hand rail system or alternative means; and
(11) in-flight entertainment (IFE) system, if installed (e.g. central system or hand-held device(s) such as PEDs for the use by passenger(s) as applicable) and its safety aspects.
(b) Safety and emergency equipment
Each cabin crew member should receive realistic training on and demonstration of the location and use of all safety and emergency equipment carried, including:
(1) life jackets, infant life jackets and flotation devices;
(2) first-aid and drop-out oxygen, including supplementary systems;
(3) fire extinguishers and protective breathing equipment (PBE);
(4) crash axe or crowbar;
(5) emergency lights including torches;
(6) communication equipment, including megaphones;
(7) slide rafts and life rafts’ survival packs and their contents;
(8) pyrotechnics (actual or representative devices);
(9) first-aid kits, emergency medical kits and their contents; and
(10) other portable safety and emergency equipment, where applicable.
(c) Normal and emergency procedures
Each cabin crew member should be trained on the operator’s normal and emergency procedures as applicable, with emphasis on the following:
(1) passenger briefing, safety demonstration and cabin surveillance;
(2) severe air turbulence;
(3) non–pressurisation, slow and sudden decompression, including the donning of portable oxygen equipment by each cabin crew member;
(4) other in-flight emergencies; and
(5) carriage of special categories of passengers (SCPs).
(d) Passenger handling and crowd control
Training should be provided on the practical aspects of passenger preparation and handling, as well as crowd control, in various emergency situations as applicable to the operator’s specific aircraft cabin configuration, and should cover the following:
(1) communications between flight crew and cabin crew and use of all communications equipment, including the difficulties of coordination in a smoke-filled environment;
(2) verbal commands;
(3) the physical contact that may be needed to encourage people out of a door/exit and onto a slide;
(4) redirection of passengers away from unusable doors/exits;
(5) marshalling of passengers away from the aircraft;
(6) evacuation of special categories of passengers with emphasis on passengers with disabilities or reduced mobility; and
(7) authority and leadership.
(e) Fire and smoke training
(1) Each cabin crew member should receive realistic and practical training in the use of all fire-fighting equipment, including protective clothing representative of that carried in the aircraft.
(2) Each cabin crew member should:
(i) extinguish an actual fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used; and
(ii) exercise the donning and use of PBE in an enclosed simulated smoke-filled environment with particular emphasis on identifying the actual source of fire and smoke.
(f) Evacuation procedures
Training should include all the operator’s procedures that are applicable to planned or unplanned evacuations on land and water. It should also include, where relevant, the additional actions required from cabin crew members responsible for a pair of doors/exits and the recognition of when doors/exits are unusable or when evacuation equipment is unserviceable.
(g) Pilot incapacitation procedures
Unless the minimum flight crew is more than two, each cabin crew member should be trained in the procedure for pilot incapacitation. Training in the use of flight crew checklists, where required by the operator's standard operating procedures (SOPs), should be conducted by a practical demonstration.
(h) CRM
(1) The operator should ensure that all applicable CRM training elements, as specified in Table 1 of AMC1 ORO.CC.115(e), are covered to the level required in the column ‘Operator aircraft type conversion training’.
(2) The operator's CRM training and the CRM training covered during the operator aircraft type conversion training should be conducted by at least one cabin crew CRM instructor.
AMC1 ORO.CC.125 & ORO.CC.130 Aircraft type specific training and operator conversion training & differences training
TRAINING PROGRAMMES
The programmes and syllabi of aircraft type specific training, operator conversion training and differences training should take into account the cabin crew member's previous training as documented in his/her training records.
AMC1 ORO.CC.125(b) & ORO.CC.130(c) Aircraft type specific training and operator conversion training & differences training
NON-MANDATORY (RECOMMENDATIONS) ELEMENTS OF OPERATIONAL SUITABILITY DATA
When developing the training programmes and syllabi for aircraft-type specific training and for differences training, the operator should consider the non-mandatory (recommendations) elements for the relevant type that are provided in the operational suitability data established in accordance with Commission Regulation (EU) No 748/201269 OJ L 243, 27.9.2003, p. 6..
ORO.CC.130 Differences training
Regulation (EU) No 71/2014
(a) In addition to the training required in ORO.CC.125, the cabin crew member shall complete appropriate training and checking covering any differences before being assigned on:
(1) a variant of an aircraft type currently operated; or
(2) a currently operated aircraft type or variant with different:
(i) safety equipment;
(ii) safety and emergency equipment location; or
(iii) normal and emergency procedures.
(b) The differences training programme shall:
(1) be determined as necessary on the basis of a comparison with the training programme completed by the cabin crew member, in accordance with ORO.CC.125(c) and (d), for the relevant aircraft type; and
(2) involve training and practice in a representative training device or the actual aircraft as relevant to the difference training element to be covered.
(c) When establishing a differences training programme and syllabus for a variant of an aircraft type currently operated, the operator shall include, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012.
AMC1 ORO.CC.125 & ORO.CC.130 Aircraft type specific training and operator conversion training & differences training
TRAINING PROGRAMMES
The programmes and syllabi of aircraft type specific training, operator conversion training and differences training should take into account the cabin crew member's previous training as documented in his/her training records.
AMC1 ORO.CC.125(b) & ORO.CC.130(c) Aircraft type specific training and operator conversion training & differences training
NON-MANDATORY (RECOMMENDATIONS) ELEMENTS OF OPERATIONAL SUITABILITY DATA
When developing the training programmes and syllabi for aircraft-type specific training and for differences training, the operator should consider the non-mandatory (recommendations) elements for the relevant type that are provided in the operational suitability data established in accordance with Commission Regulation (EU) No 748/201270 OJ L 243, 27.9.2003, p. 6..
Regulation (EU) No 965/2012
After completion of aircraft type specific training and operator conversion training on an aircraft type, each cabin crew member shall complete appropriate supervised familiarisation on the type before being assigned to operate as a member of the minimum number of cabin crew required in accordance with ORO.CC.100.
FAMILIARISATION FLIGHTS AND AIRCRAFT FAMILIARISATION VISITS
(a) For CAT operations, familiarisation of cabin crew to a new aircraft type or variant should be completed in accordance with the following, as relevant:
(1) New entrant cabin crew
Each new entrant cabin crew member having no previous comparable operating experience should participate in:
(i) a familiarisation visit, as described in (c), to the aircraft to be operated; and
(ii) familiarisation flights, as described in (b).
(2) Cabin crew operating on a subsequent aircraft type
A cabin crew member assigned to operate on a subsequent aircraft type with the same operator should participate either in:
(i) a familiarisation flight, as described in (b); or
(ii) a familiarisation visit, as described in (c), to the aircraft type to be operated.
(b) Familiarisation flights
(1) During familiarisation flights, the cabin crew member should be assigned in addition to the minimum number of cabin crew required in accordance with ORO.CC.100 and if applicable ORO.CC.200.
(2) Familiarisation flights should be:
(i) conducted under the supervision of the senior cabin crew member;
(ii) structured and conducted with the cabin crew member participating in pre-flight, in-flight and post-flight safety duties;
(iii) operated with the cabin crew member wearing the operator’s cabin crew uniform; and
(iv) recorded in the training record of the cabin crew member.
(c) Aircraft familiarisation visits
(1) Aircraft visits should enable the cabin crew member to become familiar with the aircraft environment and its equipment. Accordingly, aircraft visits should be conducted by appropriately qualified persons. The aircraft visit should provide an overview of the aircraft’s exterior, interior and aircraft systems with emphasis on the following:
(i) interphone and public address systems;
(ii) evacuation alarm systems;
(iii) emergency lighting;
(iv) smoke detection systems;
(v) safety and emergency equipment;
(vi) flight crew compartment;
(vii) cabin crew stations;
(viii) lavatories;
(ix) galleys, galley security and water shut-off;
(x) cargo areas if accessible from the passenger compartment during flight;
(xi) circuit breaker panels located in the passenger compartment;
(xii) crew rest areas;
(xiii) doors/exits location and environment; and
(xiv) IFE system used for conveying safety-related information.
(2) An aircraft familiarisation visit may be combined with the aircraft type specific training or operator conversion training required by ORO.CC.125.
(d) For cabin crew members assigned to operations other than CAT, familiarisation should be completed by means of an aircraft familiarisation visit, or a familiarisation flight, as appropriate taking into account the aircraft type to be operated by the cabin crew member.
Regulation (EU) No 965/2012
(a) Each cabin crew member shall complete annually recurrent training and checking.
(b) Recurrent training shall cover the actions assigned to each member of the cabin crew in normal and emergency procedures and drills relevant to each aircraft type and/or variant to be operated.
(c) Aircraft type specific training elements:
(1) Recurrent training shall include annually touch-drills by each cabin crew member for simulating the operation of each type or variant of normal and emergency doors and exits for passenger evacuation.
(2) Recurrent training shall also include at intervals not exceeding three years:
(i) operation and actual opening by each cabin crew member, in a representative training device or in the actual aircraft, of each type or variant of normal and emergency exits in the normal and emergency modes;
(ii) actual operation by each cabin crew member, in a representative training device or in the actual aircraft, of the flight crew compartment security door, in both normal and emergency modes, and of the seat and restraint system, and a practical demonstration of the oxygen system equipment relevant to pilot incapacitation;
(iii) demonstration of the operation of all other exits including the flight crew compartment windows; and
(iv) demonstration of the use of the life-raft, or slide raft, where fitted.
(d) Operator specific training elements:
(1) Recurrent training shall include annually:
(i) by each cabin crew member:
(A) location and handling of all safety and emergency equipment installed or carried on board; and
(B) the donning of life-jackets, portable oxygen and protective breathing equipment (PBE);
(ii) stowage of articles in the passenger compartment;
(iii) procedures related to aircraft surface contamination;
(iv) emergency procedures;
(v) evacuation procedures;
(vi) incident and accident review;
(vii) crew resource management;
(viii) aero-medical aspects and first aid including related equipment;
(ix) security procedures.
(2) Recurrent training shall also include at intervals not exceeding three years:
(i) use of pyrotechnics (actual or representative devices);
(ii) practical demonstration of the use of flight crew checklists;
(iii) realistic and practical training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft;
(iv) by each cabin crew member:
(A) extinguishing a fire characteristic of an aircraft interior fire;
(B) donning and use of PBE in an enclosed simulated smoke-filled environment.
(e) Validity periods:
(1) The annual recurrent training validity period shall be 12 calendar months counted from the end of the month when the check was taken.
(2) If the recurrent training and checking required in (a) are undertaken within the last three calendar months of the validity period, the new validity period shall be counted from the original expiry date.
(3) For the additional triennial training elements specified in (c)(2) and (d)(2), the validity period shall be 36 calendar months counted from the end of the month when the checks were taken.
TRAINING PROGRAMMES
(a) Elements of the annual recurrent training programme
(1) Training on the location and handling of safety and emergency equipment should include all relevant oxygen systems, and any equipment such as defibrillators if carried on board.
(2) Training on emergency procedures should cover pilot incapacitation procedures and crowd control techniques.
(3) CRM training should satisfy the following:
(i) the applicable training elements specified in Table 1 of AMC1 ORO.CC.115(e) should be covered within a 3-yearcycle to the level required by column ‘Annual Recurrent Training’;
(ii) the definition and implementation of the CRM training programme should be managed by a cabin crew CRM trainer; and
(iii) when CRM training is provided by stand-alone modules, it should be conducted by at least one cabin crew CRM trainer.
(b) Additional triennial elements of recurrent training programme
(1) Training on the operation of normal and emergency doors/exits should cover failure of power assist systems where fitted. This should include the actions and forces required to operate and deploy evacuation slides, and additional training when relevant for cabin crew members responsible for a pair of doors/exits.
(2) Training in the use of all firefighting equipment, including protective clothing, representative of that carried in the aircraft should include individual practice by each cabin crew member to extinguish a fire characteristic of an aircraft interior fire except that, in the case of halon extinguishers, an alternative extinguishing agent may be used. Training should place particular emphasis on identifying the actual source of fire or smoke.
(3) Training on normal and emergency procedures for special categories of passengers (SCPs) should cover the specific procedures established by the operator for the carriage of SCPs. The operator may determine that such training is to be completed at shorter intervals, taking into account the route structure, passenger profiles, aircraft types operated, seasonal demands and operations.
Regulation (EU) No 965/2012
(a) When a cabin crew member, during the preceding six months within the validity period of the last relevant recurrent training and checking:
(1) has not performed any flying duties, he/she shall, before being reassigned to such duties, complete refresher training and checking for each aircraft type to be operated; or
(2) has not performed flying duties on one particular aircraft type, he/she shall, before being reassigned to duties, complete on that aircraft type:
(i) refresher training and checking; or
(ii) two familiarisation flights in accordance with ORO.CC.135.
(b) The refresher training programme for each aircraft type shall at least cover:
(1) emergency procedures;
(2) evacuation procedures;
(3) operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency exits and of the flight crew compartment security door in the normal and emergency modes;
(4) demonstration of the operation of all other exits including the flight crew compartment windows;
(5) location and handling of all relevant safety and emergency equipment installed or carried on-board.
(c) The operator may elect to replace refresher training by recurrent training if the reinstatement of the cabin crew member’s flying duties commences within the validity period of the last recurrent training and checking. If that validity period has expired, refresher training may only be replaced by aircraft type specific and operator conversion training as specified in ORO.CC.125.
TRAINING PROGRAMME
(a) Training on emergency procedures should include pilot incapacitation procedures and crowd control techniques as applicable to the aircraft type; and
(b) Operation of doors and exits by each cabin crew member should include failure of power assist systems where fitted as well as the action and forces required to operate and deploy evacuation slides.
FREQUENCY OF REFRESHER TRAINING
For aircraft with complex equipment or procedures, the operator should consider the need for refresher training to be completed by cabin crew members who have been absent from flying duties for less than 6 months.