Advisory 

Circular

 

Subject: EMERGENCY MEDICAL 

EQUIPMENT TRAINING 

Date: 1/12/06

Initiated by: AFS-220 

 AAM-210 

AC No: 121-34B 

1. What is the purpose of this advisory circular (AC)? 

This AC provides guidance regarding crewmember training programs (flight attendant training 

programs in particular) that incorporate Automated External Defibrillators (AED) and enhanced 

Emergency Medical Kits (EMK). The FAA expects and anticipates some variation among the 

training programs air carriers establish for crewmember emergency medical training. (Also see 

AC 121-33B, Emergency Medical Equipment.) 

2. Does this AC supersede any existing ACs? 

This AC supersedes AC 121-34A, Emergency Medical Equipment Training, dated May 9, 2003. 

It also relates to existing AC 120-44A, Air Carrier First Aid Programs 

(http://www.faa.gov/avr/afs/cabinsafety/acidx.cfm), which is also a good reference source. 

3. What FAA regulations does this AC cover? 

Title 14 of the Code of Federal Regulations (14 CFR) part 121, subpart X; part 121, appendix A. 

(http://www.gpoaccess.gov/ecfr). 

4. Who should read this AC? 

FAA aviation safety inspectors (cabin safety and operations), part 121 air carrier certificate 

holders, directors of operations, directors of safety, crewmembers, AED manufacturers and 

suppliers, EMK suppliers, as well as people involved in the development of air carrier 

procedures and training programs. This AC may also be valuable to people associated with 

operations under 14 CFR part 125, part 135, and subpart K of part 91 (fractional ownership 

programs). 
AC 121-34B 1/12/06 

5. What emergency medical equipment training must the certificate holder provide to all 

crewmembers? 

All crewmembers must receive initial and recurrent training on the following: 

• Emergency medical event procedures, including coordination among crewmembers. 

• Location, function, and intended operation of emergency medical equipment. 

• Recognizing EMK content. (This instruction for flight attendants would also need to include 

the requirement to coordinate with the Captain regarding what items might need to be 

replaced at the end of a flight if an EMK is used during a flight. All crewmembers must 

understand that EMKs and AEDs are “no-go” items and must be carried as indicated on the 

Minimum Equipment List. 

6. What training must the certificate holder provide only to flight attendants? 

In addition to the initial and recurrent training described in paragraph 5, flight attendants must 

receive the following: 

• Initial instruction, to include performance drills, in the proper use of AEDs. 

• Initial instruction, to include performance drills, in Cardiopulmonary Resuscitation (CPR). 

• Recurrent training, to include performance drills, in the proper use of AEDs and in CPR at 

least once every 24 months. 

7. Does the FAA require a standard curriculum? 

No. The FAA does not require a standard curriculum or standard testing. Instruction should

conform to national programs such as those offered by the American Heart Association or the 

American Red Cross. (For information about these national programs, contact the local chapters 

of these organizations.) The intent of the rule is to allow air carriers to incorporate training on 

these specific subjects into the context of their approved training programs. There is no 

requirement for separate curricula or separate knowledge tests. 

8. Does the FAA require specified hours of instruction? 

No. The FAA does not require a minimum number of program hours for emergency medical 

equipment and procedures training contained in crewmember emergency training or flight 

attendant recurrent training. Although times may vary between programs, the American Heart 

Association curriculum combining Basic Life Support (BLS) and AED training requires 

approximately 31⁄2 to 4 hours as does subsequent recurrent training. BLS training may be 

conducted separately from the AED instruction or in a combined session. (It should be noted 

that BLS instruction does not necessarily need to lead to official BLS certification.) 

Many air carriers conduct performance drills in CPR and proper use of AEDs during recurrent 

training once every 12 months, which is desirable. (Some air carriers may also conduct 

performance drills in BLS once every year.) Because the FAA does not want to deviate from

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1/12/06 AC 121-34B 

existing practice by establishing a separate training schedule for “hands-on” performance drills 

for recurrent training for flight attendants, the performance drills in CPR and proper use of AEDs 

are required for flight attendants once every 24 months. 

9. What issues should we address in an emergency medical training program? 

• A segment on personal procedures protecting against blood-borne pathogens is 

recommended. (This guidance is elaborated in AC 120-44A.) 

• The need for CPR and an AED whenever the passenger is breathless, pulseless, and 

unconscious. 

• The difference between a heart attack (myocardial infarction or MI) and cardiac arrest 

(ventricular fibrillation) and similar events (e.g., stroke). 

• An introduction to the concept of the “Chain of Survival” (Access to Care, Early CPR, 

Defibrillation, Advanced Cardiac Care). 

• The importance of practical CPR skills as a necessary part of care. 

• Information regarding medications in the EMK (as discussed under paragraphs 6 and 7 of 

AC 121-33B) and what qualified health care professionals might use them for. 

• Passenger-specific issues (e.g., when to discontinue resuscitative measures; ground transport 

issues; do-not-resuscitate orders and living wills; post-incident analysis and discussion). 

• Protocols for responding to passengers when no onboard voluntary, professional medical 

assistance is available. 

• The ability to contact and coordinate with ground-based medical care providers, if available. 

• That no oxygen (including portable oxygen bottles, portable oxygen concentrators, 

compressed oxygen cylinders and aircraft oxygen systems) should be used within 10 feet of 

an AED at the moment the AED is being used to deliver a shock to a person. 

10. What venue is most appropriate for conducting instruction? 

Simulated AED practice scenarios should, to the greatest extent possible, take place in the cabin 

environment. This venue is most appropriate for drilling problems that may be encountered 

when flight attendants assist stricken passengers within the confines of an aircraft cabin. 

11. Who should provide the instruction? 

Training instructors who are certified in BLS instruction. If you need to find a certified BLS 

instructor, contact the local chapter of the American Heart Association or American Red Cross. 

12. How many participants should be in a given session? 

During the portion of training where there is a “hands-on” application of practical skills, we 

recommend no more than 15 students per instructor. 

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AC 121-34B 1/12/06 

13. Is physician oversight necessary? 

While close supervision by a physician is not necessary, it is advisable to have a physician 

oversee the training program to maintain minimum quality standards. In many cases, this 

physician may be the airline medical director; however, it may vary with different circumstances. 

14. Who is covered under “Good Samaritan” protection? 

The Aviation Medical Assistance Act of 1998 covers liability to the extent defined as follows 

(quoted verbatim from the Act): 

 “(a) Liability of Air Carriers. An air carrier shall not be liable for damages in any 

action brought in a Federal or State court arising out of the performance of the air carrier in 

obtaining or attempting to obtain the assistance of a passenger in an in-flight medical emergency, 

or out of the acts or omissions of the passenger rendering the assistance, if the passenger is not 

an employee or agent of the carrier and the carrier in good faith believes that the passenger is a 

medically qualified individual. 

“(b) Liability of Individuals. An individual shall not be liable for damages in any action 

brought in a Federal or State court arising out of the acts or omissions of the individual in 

providing or attempting to provide assistance in the case of an in-flight medical emergency 

unless the individual, while rendering such assistance, is guilty of gross negligence or willful 

misconduct.” 

Air carriers should address their employees concerning the company policy on the provision of 

medical assistance to passengers. While an employee who chooses to provide assistance may be 

protected under Federal law from claims from passengers, the company may or may not have a 

policy of providing legal protection. Employees also should understand that they may be subject 

to disciplinary action if found in violation of company policy. There is no obligation under 

Federal law to provide medical assistance to passengers. The FAA does not have the authority 

to require employees to provide assistance or to defend employees sued for acts or omissions in 

the performance of duties. 

15. What is the FAA’s position regarding the air carrier and its agents choosing to offer 

medical assistance to passengers during critical phases of flight (such as during landing)? 

(For example, § 121.391 requires flight attendants to be located as near as practicable to 

required floor level exits during takeoff and landing.) 

The goal of all FAA regulations is to maintain a safe flying environment for all passengers and 

crew. Emergency situations could occur in flight that may affect the ability of the crewmembers 

or the passengers to comply with FAA regulations, such as those that require them to be secured 

in a specific location. An example of such a situation is a flight attendant deciding to administer 

CPR to a passenger during landing. Air carriers should develop procedures regarding such 

situations and incorporate them into its crewmember’s manuals and training programs.

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1/12/06 AC 121-34B 

Procedures should address the airline’s policy toward the following: expected crewmember 

performance; efficient communication and coordination among crewmembers; passenger briefing 

procedures (if needed); protocols for requesting assistance from medically qualified passengers (if 

needed); even distribution of flight attendants throughout the cabin; and, in the case of one flight 

attendant on board, procedures to ensure that the safest cabin environment possible is maintained. 

16. What prompted requirements for emergency medical enhancements? 

The Aviation Medical Assistance Act (the Act) of 1998 [Pub. L. 105-170, 49 U.S.C. 44701] 

directed the FAA to determine whether current minimum requirements for air carrier emergency 

medical equipment and air carrier crewmember emergency medical training should be modified. 

As directed in the Act, the FAA conducted a year-long data collection on death or near-death inflight medical events. It revealed 188 total events resulting in 108 deaths (119 of these 188 total 

incidents were cardiac-related resulting in 64 deaths). For cardiac-related events on the aircraft, 

an AED was reported as “not available” for 40 events. An AED was available and used to 

deliver at least one shock in 17 separate events. From these events, four passengers were 

reported as having survived. Subsequent to the data collection, further investigation revealed 

that more passengers, and a flight crewmember, had also survived after having been shocked 

with an AED. Based on these events, it was determined that part 121 should be amended to 

require emergency medical enhancements, such as performance based training for flight 

attendants on the use of AEDs and CPR, enhanced EMKs, and AEDs. 

ORGINAL SIGNED BY 

CHESTER D. DALBEY (for) 

James J. Ballough 

Director, Flight Standards Service 

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