Crew Briefing.

Introductions. PURSER, SFS1, SFS2. (who are the important crew)

- Are we all here? Gen Dec match? Who was called out?

Discussion Points. (Intro)

- Dangerous Goods: - Whats your level of awareness? - What is Dangerous? Used Oxy/Extinguishers. - What is forbidden? Mercury Thermometers - Who has the information? We do! - Where is the DG Emergency Response Kit? - DGoods & Fumes / Fire ER Codes. - Safety/Security: - Take it Seriously. Set the Standard for others. - Password Usage in front of Pax. - Coming to the flight deck with pax at the toilets. - Intercom Usage: - Crew Alert vs Normal Call. (Disc. Or Group Call) - Why didnt we answer? (Disconcerting for You) - Why didnt you wait? (Disconcerting for Us) - Can we call you back? - Rejected Takeoff: - Why would we reject? High vs Low Speed. - Braking will be severe this is Normal. - Attention Crew At Stations we are alive! - When could you hear this call? (Taxi, Takeoff, Ldg) - How Long? What are we doing? What should you be doing? Pax Panic. - If we say Revert to Normal Ops and you see a problem what should you do? - Turbulence Inflight: - Seat Belt Signs On what happens? How do we know? - If I say Cabin Crew take your seats immediately what does this mean to you? - Secure any carts (Brake/Jam). Drinks on the floor. Nearest seat. - Passengers? the seat belt sign will already be on they should be down already. - Look after yourself first we need you around to pick up the pieces afterward. - Cabin Fire: - Communication Crucial how far from the nearest airport? - Real time reports the best if resources permit. - Halon Extinguishers very effective and empty quickly. Use them right the first time. - Air Rage: - Its not all Air Rage, is it? - Alcohol/PEDs often the trigger, not the cause. - When do we want to know the cause (Prior to Action) - Passengers have the right to be upset, uncomfortable, angry, frustrated. What are they not allowed to do? - FOM clearly defines: Abusive language, Intoxicated, Drugged, Indecent exposure/proposals, Threats of violence, Theft. Weapons, interfering with the safety of the crew, conveying false safety information, aerial piracy. Do we want them all arrested? - Captain has full authority over any safety related issue on the flight safety of the angry passenger and everyone else as well. - This authority devolves to the CSD, the SFSs and all of you. This is the reason Im not back there using the restraints you are using my legal authority to Calm, Warn or restrain disruptive passengers. - CRM: - How many people do you want to work on the problem -> Team - Who are the Important Crew? (Seniority Bias) - Team who is the team? Who can help - Flt Deck, Cabin, Gnd Staff, ATC, Company, Passengers ANYONE. - Portable Elect Devices (PED) - Who believes the threat is valid (minority) - Historical 1963 to present Legislation. - Restrictions based on Incidents that have generally been un-reproducible in the Lab. - Latest recommendation: - Known Problem PEDs restricted Tkoff/Ldg. - Unknown PEDs should be prohibited. - 2nd most common trigger for Air Rage. - Another important Cabin Crew Function.

Follow the Flight.

- Aircraft, Parking, Leaving together. Whats the Load, 2/3 class. - Refuelling, Seat Belts signs on after completion. - Taxi Time, Flight Time, Cruise Level, Service? Enroute Weather. - Late/Early Arrival, Destination Weather. - Turn Around/Transits : Times/Altitudes. Refuelling. Pax Getting Off? Security Customs Officials with/without ID.

Security : Camera/Intercom/Buzzer/Knock. PAs L1 or Purser please confirm reception. Discussion. Intercom Usage.
Sterile Cockpit Important Calls only during Climb/Descent. Call any time, for any reason. Call us early. Share your problems turbulence down the back etc. Use Crew Alert (**) if Safety related. Why Priority Discs Others (Beware on Takeoff). - This is a Safety Related Problem - Face to Face is best if its important.

Night Departure/Arrival Cabin Blinds Up.

- Why? Safety & Legal Requirement (FAA AFM)

Crew Rest
- Pursers discretion. Dont have to talk to us. Clean up afterwards. Share it around.

Specials
- Layovers : Going Home? Both Purser and I need contact details. - Short Sectors : 20 minute call. Cabin Ready (SFSs) tell us early.

Lets Have a Safe Flight.

CSD Briefing.
Communication.
- I need to know your problems as early as possible. Dont care what they are. I want to be part of your problem solving process, I dont just want to hear about it afterwards. - In any event tell me about it afterwards as well. - Tell me when and how I can help. - CSD -> CM1 Comms more important than ever before.

Specials from Me.

- Password (to L1), Refuelling, Tech Problems.

Specials from You.

- DEPO/INAD (I need to know), tell me your problems early. - Crew Called Out Most limiting?

Refuelling.
- Armed Door Crew Member Tasked? - Dont rely on the Seat Belt Sign come ask me please.

Boarding.
- Call me when you start boarding. - Call me when Boarding is almost finished please (Delays & PA)

Doors Closed.
- Id like the passengers seated and the aisles as clear as possible when you come to ask me to close the last door.

Red Cap/Ground Staff

Introduction (FO too.) Specials.
- Delays? Connecting? Cargo? Transfer Bags? DEPO/INAD.

Communication.
- Tell me your problems early. I wont get mad I just want to be in the picture. - Come back to me whatever happens at around 10 mins prior to departure please.

Communication.

Comms (verbal & Non-

verbal) during Normal Ops Id like to speak briefly about communication. During our we do it well. normal operations, we as crew communicate with each other all the Comms NNM often breaks time. Information is passed up and down the length of the aircraft down why? continuously. Some of this information is not verbal by the timing Stress, Tunnel Vision, of PAs that take place, by actions such as dimming of the lights, the Procedures,e tc. various occurrence during the normal flight sequences all Yet Comms during NNM is communicate information to the entire crew. more important. But a lot of information is verbal, face to face or through the Seniority why are we intercom. Considering how far apart the various groups work from ranked the way we are? each other on this very long aircraft, an astounding amount of time in service. information is passed back and forth. Good communication is vital Ignores individual skills and to the normal operation of our flight and normally we do it very, very knowledge. well. The Solution to the Problem can come from the most When things are going wrong, when they are Non-Normal, junior crew member, or the however simple or complex the problem is, communication often most unlikely crew member slows or sometimes stops all together. even the Captain! Can anyone tell me why this might be so? Thats why we need to Tunnel Vision losing the big picture communicate. Procedures tend to stifle creativity and information sharing. Why do the Flight Deck need Stress to know? Etc. Legal, Big Picture, But communication becomes MORE important during nonOperational, Experienced, Learn from the Situation. normal events. By definition, non-normal events are something we may not see regularly, or may not have seen before. Communication between us all at this point can be crucial we need to fight to keep the communication going. For me this leads on to a look at Seniority and an inherent weakness in the system that grades us all against each other. What is the primary ingredient in determining our Seniority, who are the SFSs, the Grade Ones, the Purser? Primarily its time in service with the company. Time in service ignores who we are as individuals, what our skills are outside of those given to us by our training, what we were before we arrived at Emirates. If theres anything Id like you to take from this discussion, its that the rankings and positions of authority with respect to each other are as much based on seniority as our skills and knowledge or anything else. What this means for me, is that all of you, no matter how new you are to the company bring skills and gifts to your job that make you all important members of team. The solution to a problem can come from the most junior member of the crew, or from the most unlikely member of the crew, the quite crew member, the loud crew member. It can even come from the Captain. While the Purser in conjunction with the Business class SFS and two Grade Ones could definitely handle the passenger whos just collapsed in the front, getting the brand new Grade Three, who used to be a Registered Nurse in the loop could well make their life easier This is why communication all the time, but especially when something abnormal is happening, is crucial. Share the problem. Share it early and keep updating. Finally, lets discuss communication with the flight deck. Why is it important the flight deck are kept in the loop. Why do you think that I as Captain insist on knowing what is going on?

Im Captain its a Legal requirement! Greater experience in the Industry. Flt Deck have big picture view of the BECAUSE WE CAN LEARN FROM YOU. problem. For me this last point is crucial. I as a Captain isolated from the cabin have a lot to learn about dealing with cabin problems. By definition many of you will have far greater skills and much better experience at solving these types of problems. I want to learn from you. So involve us early in the problem, because maybe you can learn from us what we learnt from the previous crew.

Rejected Takeoff :
There are several reasons for rejecting a takeoff. Can you give me some examples? How likely is it the Cabin Crew will know why weve stopped?
Rejected takeoffs can be generally broken down into two flight safety regimes: Low Speed Rejects and High Speed Rejects. There are very few problems for which we would stop the takeoff at high speed. Can anybody tell me why? In essence, there is very little margin for error when you are trying to stop the aircraft at high speed. We have only a few seconds at best to decide whether to continue the takeoff or stop it during the latter part of the takeoff roll. This is a big ask of a Human Being. Our onboard computer systems are designed to filter out problems that dont directly affect the ability of the aircraft to continue the takeoff and return for a landing. Often the computer wont tell us about these problems until the aircraft is at a safe height after takeoff. This is a crucial few minutes of the flight and distractions are kept to a minimum. Im now going to touch briefly on the Pilot/Crew Alert function of the intercom system how do you dial the flight deck using Pilot Alert? (**) When would you choose to use this function? So why have I raised Crew Alert in a discussion of Rejecting the Takeoff? Answer: Crew Alert is not inhibited, Low or High Speed, during the takeoff. As pilots we are trained to believe that the only reason a chime will sound during the high speed takeoff regime is because an assessment has been made by the computers onboard that we must know this information NOW. Boeing has chosen to include the Crew Alert Chime. This places a serious responsibility on you as the cabin crew, sitting down the back during the takeoff, armed with the Flight Interphone. I think your procedures at the moment say not to call the Flight Deck during takeoff for any reason. Is this correct? Bear in mind its very difficult for you to determine how fast we are going. Our critical decision speed can vary by as much as 50 knots on the 777 you just cant tell from down the back how late in the takeoff we are. But generally speaking, by the time the engines have stabilised stop building up in pitch, volume and vibration we are in the high speed regime. Is there anything you want to tell us during the takeoff role that cant wait until we are airborne? Are you sure? Lets move onto the Rejected Takeoff itself. Whats the first thing as crew youll feel? Heavy Braking. Has anyone here felt the braking associated with a high speed rejected takeoff? Let me tell you now that those of you whove felt heavy landings with strong braking action in the past have no idea whats in store for you during a high speed reject. Those of you facing backwards will be hanging in your shoulder straps, completely unable to put your back against the seat. Its severe. From a design point of view, our ability to stop in this situation directly affects how much weight, how much payload and passengers the aircraft can carry. The better we can stop, the greater the weight they can put on the aircraft. So our braking system consists of everything Boeing could throw onto the aircraft to make it stop in a hurry. Once weve stopped, there will be a second or two when all is quiet - except for the pounding of your heart and the call of anxious passengers. What is happening in the Cabin at this point? What will happen next? Attention Crew At Stations by the Captain. What does this mean to you the crew? What are you going to do now that this call has been made? What does it mean if this call does not come? What are you going to do if it doesnt? By the way when else could you hear this call? Could you hear it during taxi for takeoff? What does it mean then what do you do? Same goes for taxi in how about when we are about to park and you have already been given Cabin Crew Prepare Doors For Arrival.? So what are you going to do now? What are the flight crew doing now? How long could you be sitting there, staring out the window, re-assuring the passengers, waiting for the pilots? What should happen if this period goes on too long? What about if the aircraft begins to move? Revert to Normal Operations what does this mean? Does this mean that all the danger is over? Does this mean we are not going to evacuate? Can we Relax? No! Things are normal, yes, but something to remember is the expression It isnt over until its over After a rejected takeoff, maintain your aware state until were parked at the gate and the passengers are gone. Continue to look around and monitor, inside and out. You may see something that someone else should know about Communicate.

Turbulence In-flight :
Procedure Review : When we turn on the Seat Belt signs what do you guys do down the back? As Flight Deck Crew, how do we know when youre finished? Cabin Ready. What does Cabin Ready mean for the Flight Crew? It means the passengers are seated, or in the very least, have been warned. Legally it means that our duty of care to our passengers has been fulfilled. It also means you the crew have been warned and are aware of the potential for a problem. What will we as the flight deck crew do if we are entering an area of known Strong turbulence? Cabin Signs, Brief Purser, Everyone sits down. As flight crew, we are taught to that turbulence comes in three main forms - can anyone tell me what these three feel like : Light Move down the aisles with small difficulty. Drinks consumed with difficulty. Seat Belt Signs are probably On. Moderate Difficult to move in the Aisles. Signs On. Service has stopped. Crew are almost certainly strapped in and no one moves around because no one feels its safe to do so. Severe Difficulty in flying the aircraft. Anyone and Anything not strapped down goes flying. Everybody Vomits. These categories differ from what is commonly understood by the terms Light, Moderate and Severe. Obviously we rarely, if ever, see genuine severe turbulence. There are two other ways we tend to divide turbulence in two different categories: Forecast Few pilots rely on the forecast to use the seat belt signs, or warn the crew. Often forecasts are too general and would result in seat belts on for large portions of the flight, unnecessarily. (Todays Flight?) We use Pilot reports and our own eyes to minimize the impact of turbulence on the cabin. If we hear/see turbulence, we turn the signs on or call the Purser. This is obviously a problem when there are few aircraft ahead, its dark or we are continuously in cloud. What about Weather Radar? WXR detects water droplets essentially dense clouds. Turbulence is often associated with these water droplets, but it is not uncommon to fly through rain without turbulence. It is also very common to fly through turbulence when not in Rain or even Cloud WXR does not always help. Un-Forecast Sometimes we are caught unaware. We can be in clear skies or flying through innocuous looking cloud when turbulence begins. Cabin Crew Take Your Seats Immediately what does this mean? It means we may be about to encounter (or already have) Moderate or possibly Severe Turbulence. It means that we havent seen it coming or wed have gone round it. It means we have concerns about your safety and that of the passengers. It means that we had no warning, or youd already be sitting down and strapped in. What should you do as crew? Sit Down, Belt Up. What do you do if youre in the middle of the cabin? Take a passenger seat. What if you have trolleys out? Jam them in place, put the brake on. Get into a seat and a seat belt. Hot Drinks? Put them on the floor. What should you do if passengers are moving about at this point? Tell them to sit down but keep yourself seated. Statistically the majority of passenger injuries that occur with moderate or severe turbulence do so after the seat belt signs were turned on. Weve warned them to remain in their seats and fasten their seat belts. Our duty of care has been served its time to look after our own. Remember that as Pilots we dont make this PA lightly. Our preference is to fly round turbulence, or if we have to go through, to turn the seat belt signs on early and tell the Purser to sit you down. As the captain I want all my crew safe and sound at this point. Why? Because later we going to need everyone available to pick up the pieces and clean up. So when you hear that announcement think Safety - especially your own.

Refuelling with Passengers On Board.

Can anyone tell me what is the significance of the Fasten Seat Belt signs being turned on while we are boarding passengers pre-departure? Answer : Refuelling is complete. As a group (FO included) can we work out what are the rules our operation is required to observe when refuelling with passengers onboard?

Discuss briefly each of the following:

Captain advised when refuelling with pax onboard is planned.
Captain advised/advises when refuelling starts/stops. Captain advised when passenger boarding starts/stops.

Local Rules and Procedures Check with Ground Engineer.

Flight Crew pre-co-ordinate with Engineer. Check Route Manual. Some stations do not permit.

Sufficient Personnel onboard One Flight Crew, sufficient Cabin Crew for each available exit.
Emirates keeps all crew onboard during turn arounds.

Fire extinguisher near refuelling point sufficient for initial fire fighting.
Ground Engineer involved in Refuelling. Captain looks during walk around.

Passengers warned that refuelling is taking place; not to smoke / operate electrical switches / photographic flash equipment / otherwise produce sources of ignition.
Passengers briefed with PA. Cabin Crew monitor in cabin.

No Smoking Signs illuminated. Fasten Seat Belt Signs NOT illuminated.

Done by Flight Crew. Captain turns on Fasten Seat Belt signs when refuelling complete.

Seat Belts Unfastened.

Right! Cabin Crew to monitor. Enforced? No.

Cabin aisles kept clear.

Hmm Cleaning Staff? Passengers boarding? Other obstructions?

Minimum two normal exits clear. At least one with Steps/Bridge. Second exit may be armed door with crew member in attendance.
Armed door commonly forgotten at stations where single door boarding is the norm. Responsibility of the Flight Crew / Purser / SFS / Cabin Crew. Checks & Balances.

Areas outside all available exits must be kept clear.

Ground Staff supposedly briefed. Cabin crew can check. Flight Crew should check. Engineer/Refueller do check.

When disembarking via stairs passenger route must keep clear of refuelling area.
Less common now. B777 normally fuels on the LHS. Boarding is normally LHS!

Two way communications between Flight Crew and Ground Crew established.
Part of normal procedure but possibly not checked.

Do we observe all of these regulations? : Sometimes No Aisles blocked by cleaning staff. Who is ultimately responsible for compliance? Captain. Actual duties are divided amongst Purser/SFS/Crew/Engineer/Ground Staff Captain remains responsible. How many aircraft burst into flames during refuelling? Very Very Few (BA 777) How many fuel spills occur during refuelling? Occasionally. In the event of a Fuel Spill, Fire and Evacuation with One bridge exit and an armed door How would we get off the aircraft? Answer: every available exit. Who makes up the rules for refuelling with passengers onboard? Answer: Everyone. GCAA, Emirates, Local GCAA, Airport Authority, Refuelling Company, Crew on the day.