Proposal for a Council Directive on safety requirements and attestation of professional competence for cabin crews in Civil Aviation
Date: 1997-07-22
Institutions: European Commission
Subjects: civil aviation, crew, liberalisation of the market, professional qualifications, safety standard

COMMISSION  OF THE EUROPEAN  COMMUNITIES 

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Brussels,  22.07.1997 
COM(97)382  final 

97/0212 (SYN) 

Proposal  for a 

COUNCIL  DIRECTIVE 

on safety  requirements and 
attestation of professional  competence 
for cabin crews  in Civil  Aviation. 

(presented  by the Commission) 

Explanatory  Memorandum. 

1.  The  adoption  of  the third  aviation  package1  by  the Council  of  Transport  Ministers  on 23 
July  1992  marks  the  final  stage  in  the  liberalisation  process  of  the  air  transport  sector 
within  the  context  of  the  completion  of  the  Single  Market.  The  liberalisation  of  the  air 
transport  sector  is also  a  response  to  the  globalisation  of  this  sector  and  the  increasingly 
competitive  international  market. 

2.  The  Commission  has  always  maintained  that  the  liberalisation  of the civil  aviation  sector 
should  be  accompanied  by  complementary  measures  in  the  technical,  safety  and  social 
fields  in  order  to  ensure  fair  competition,  maintain  high  safety  standards  and  limit 
socially regressive consequences. 

3.  To  attain these  goals  implies,  in particular,  that common  rules  on the technical  fitness  of 
air  operators  should  be  adopted  to  meet  the  provision  of  Annex  6  of  the  Chicago 
Convention  (I.C.A.O.).  The  JAA  has  developed  technical  requirements  known  as  JAR 
OPS,  which  were  adopted  on  28  March  1995  and  which  could  be  transposed  into 
Community  law in order to harmonise such requirements throughout the Community. 
Such 
crews. 
alia 
These  requirements  provide  that  an  operator  must  ensure  that  this  category  of  personnel 
is capable  of  conducting  a number  of  safety  related  functions  e.g.  emergency  procedures 
in the event of an accident,  the outbreak  of a fire  on-board  an aircraft,  depressurisation of 
the  cabin,  medical  disorder  amongst  passengers.  It  also  provides  that  cabin  crew  should 
undergo certain medical examinations to ensure their fitness  to carry  out their duties. 

requirements 

standards 

training 

include 

cabin 

inter 

for 

4.  When  the  Commission  started  to  examine  how  the  JAR  OPS  could  be  transposed  into 
Community  law  the union  representatives  of  cabin  crews  opposed  a simple  transposition 
of  the  provisions  of  JAR  OPS  (Sub  Part  0).  They  consider  that  the  traditional  ICAO 
approach  as described  hereabove  is no longer  satisfactory  and  believe  that,  as  is the case 
for  cockpit  crew,  although  air  operators  have  a  role  to  play  in  the  training  of  their 
employees,  they  should  not  be  the  only  ones  empowered  to evaluate  the  fitness  of  cabin 
crews.  They  therefore  proposed  a system  of  licensing.  They  also  argued  that  the  content 
of JAR-OPS (Sub part 0) was not adequate to ensure a high level of  safety. 

5.  Current provisions  for  the training  and  attestation  of competence  of cabin crew  personnel 
within  the  Community  vary  widely.  In  some  Member  States  training  requirements  and 
facilities  are highly  organised  and professional  competence  is recognised  by the issue of a 
State  licence.  In  other  Member  States  the  training  of  cabin  attendants  is  left  entirely  to 
airline  operators  who  organise  and  administer  their  own  authority  approved  courses  and 
for  which no official  recognition and/or certification  is given. 

Regulation (EEC) Nos. 2407/92, 2408/92 and 2409/92 of 23.7.92. 
OJN°L240 of 24.8.92. 

JAA  =  Joint Aviation  Authority 

Given  this  disparity  of  approach  and  the  diversity  of  existing  systems  within  the 
Community,  the  Commission  sought  expert  advice  to  establish  if  there  are  objective 
arguments to support  one or other of the approaches. 

A  meeting  of  Government  experts  was  convened  in  March  1995.  They  concluded  that 
there  are  no  safety  reasons  to justify  a  licensing  system.  Some  experts  even  suggested 
that  common  safety  training  standards  should  be  kept  to  a  minimum  since  much  of  the 
training required  is specific  to each airline and even to the type of plane to be flown.  The 
general  consensus  was  to  stay  with  the  ICAO/JAA  approach  to  develop  common 
standards  as  done  in  JAR-OPS  and  leave  it  to  each  Member  State  to  decide  its  own 
system of  implementation. 

In  parallel  with  this  meeting  of  national  experts  the  Commission,  through  the  Joint 
Aviation  Committee,  sought  the  opinion(s)  of  the  social  partners  who  after  length}' 
discussions  failed  to  agree.  The  employer  organisations  strongly  favour  the  JAA/ICAO 
approach  but  can  accept  common  provisions  for  harmonised  safety  training.  The  unions 
on the  other  hand  consider  that  to ensure  a high  level  of  safety  and  facilitate  mobility  of 
labour within a single aviation  market a licensing  system  is necessary. 

In  the  light  of  the  opinions  received,  and  after  careful  examination  of  the  iatesi  ICAO 
training manual and current practices  in Member  States and the Industry,  the  Commission 
has  reached  the  following  conclusions  which  it  considers  will  provide  a  fair  and  neutral 
evaluation  of  the  fitness  of  cabin  crew  and  facilitate  the  mobility  of  this  category  of 
personel. 

The  common  safety  training  standards  as  laid  down  in  JAR  OPS  (Sub  Part  0)  compare 
favourably  with  internationally  recommended  standards  and  the  better  training  practices 
of industry.  They are adequate to ensure a high level of  safety. 

However,  the JAA provisions  are not clear enough  on the conditions  to be fulfilled  by  air 
operators,  or  any  other  training  organisation,  to  be  recognised  as  suitable  for  training 
cabin crew to the above standards.  This  latter  phenomenon  is growing  as more  and  more 
organisations  develop  commercial  training 
courses  for  cabin  crews  which  they 
themselves  do  not  intend  to  employ.  For  these  reasons  it  is  not  possible  to  rely  only  on 
air  operator  certification  to  ensure  that  cabin  crews  receive  the  appropriate  training  to 
fulfil  their  safety  tasks.  Therefore,  to maintain high  safety  standards  it  is considered  that 
there is a need to ensure that the training  organisation,  be  it company  or  otherwise  based, 
the  training  programme  and  facilities  provided,  be  duly  approved  and  given  formal 
recognition.  Requirements  for  approval  and of  recognition  should  be  left  to the  Member 
States themselves. 

For  these  reasons  the  Commission  considers  it  appropriate  to  fix  common  safety 
requirements  for  cabin  crews  in  a  text  separate  from  the  one  dealing  with  air  operators 
certification,  in the same logic which prevails for cockpit crew. 

It is also proposed  that  some form  of attestation  (recognition)  should  be given  to  confirm 
that  the  appropriate  training  has  been  given  and  the  necessary  standards  have  been 
achieved.  The  wording  "attestation  of  professional  competence"  has  been  chosen  with 

A 

care,  and  after  profound  reflection,  as  indicating  a concept  within  which current  existing 
national practices- be they licensing, company certification,  or authority approval  - can be 
accommodated  and the principle of proportionality  be fully  respected. 

Finally,  as  the  JAR  OPS,  (Sub  part  0),  rightly  acknowledges,  there  is  a  need  to  ensure 
that  cabin  crew  meet  certain  medical  requirements  in order  to  fulfil  their  tasks.  In  order 
to  maintain  fitness  standards  it  is  also  necessary  to  require  that  cabin  crew  member 
undergo regular medical examinations, although the details of medical requirements  could 
be  left  to  National  Authorities.  It  is  therefore  proposed  that  each  National  Aviation 
Authority  establish criteria for demonstrating  and mantaining  medical  fitness. 

8.  As  a conclusion  the Commission  considers  it apposite  to extract  the elements  concerning 
training  standards  and  medical  fitness  from  the  JAR  OPS  (Subpart  0),  the  remaining 
provisions  of  which  will  be  considered  for  transposition  pursuant  of  Article  4  (1)  of 
Regulation  3922/91  on  the  harmonization  of  technical  requirements  and  administratives 
procedures  in the fields  of civil  aviation3  and propose  a separate  legal  instrument  to meet 
the fitness  requirement  for cabin crews. 

9.  It  has  to  be  understood  nevertheless,  that  this  proposal  is  without  prejudice  to  other 
Community  rules  on  the  respective  responsibilities  of  employers  and  employees.  It  is 
recalled  in  particular  that  Directive  89/391/EEC  of  June  1989  on  the  introduction  of 
measures  to  encourage  improvements  in  the  safety  and  health  of  workers  at  work  states 
that  the  employer  has  a duty  to  ensure  the  safety  and  health  of  workers  in  every  aspect 
related  to  work,  including  training.  This  Directive  states  also  that  measures  related  to 
safety,  hygiene  and  health  at  work  may  in  no  circumstances  involve  the  workers  in 
financial  cost. 

Accordingly,  the safety  and health training 
•  on  recruitment, 
• 
• 
• 
has to be organized  and financed  by the employer. 

in the event of a transfer  or a change of job, 
in the event of the introduction of new work equipment or a change in equipment, 
in the event of the introduction of any new technology, 

In addition,  workers  or their representatives  shall take part  in or  shall be consulted  by the 
employer on the planning and organization of such training. 

10.  The  Commission  has  considered  the  compatibility  of  the  proposal  with  the  principle  of 

subsidiarity  by adressing the following  questions. 

(a) What  are  the  objectives  of  the  proposal  in relation  to the obligations  of  the  Community 

and what  is the Community  dimension of the problem? 
The  third  aviation  package  has created  a single  aviation  market  in which  the  operational 
rules  for  air  services  have  been  largely  harmonised.  It  is also  a part  of  the  Community 
's  civil  aviation  policy  to  harmonize  the  rules  for  social,  safety  and  technical  aspects. 
Cabin  crew  perform  an  integral  safety  role  in  air  transport  operations.  It  is  therefore 
important  if high standards  of  safety  are to be  maintained  as competition  intensifies  and 

OJN°L  373/4 of 31.12:91 

new  operations  enter 
training  standards  and  medical 
that  uniform 
requirements  are  established.  Moreover  Uniform  standards  will  assist  the  mobility  of 
this category  of personnel  in the single aviation market. 

the  market 

(b)  Does  competence  for  the  planned  activities  lie  solely  with  the  Community  or  is  it  still 

with the Member  States? 
The proposed  action does not relate to an exclusive Community  competence. 

(c)  Which  solution  is  most  efficient  in  comparison  between  Community  measures  and 
measures  of the members  States,  what added  value does the proposed  Community  action 
provide and what are the costs of no action? 
It  has  already  been  widely  recognised  that  in this  domain  common  action  is  preferable 
to individual  action of Member  States. It is the reason why  the JAA  have developped  its 
JAR-OPS  to  which  all  Member  States  suscribe.  Nevertheless  the  Commission  admits, 
that,  consistent  with  the  principle  of  subsidiarity,  common  action  should  be  limited  to 
common  requirements  for  training  and  medical  fitness  whereby  the  mobility  of  this 
category  of staff  will be  increased. 

(d)  What kind of action  is at the disposal of the Community ? 

As  already  admitted  when  adopting  Regulation  3922/91  on  the  harmonisation  of 
technical  rules  and  administrative  procedures  in  the  field  of  civil  aviation,  common 
safety  requirements  must be established by legislative measures. 

(e)  Is uniform  regulation  necessary  or  is  it sufficient  to draft  a directive  which  outlines  the 

general objectives  whilst leaving execution to the Member States ? 
Contrary  to  other  safety  related  requirements  and  bearing  in  mind  the  answers  to  the 
above  question  (c),  as  well  as  the  various  practices  of  Member  States  as  far  as 
recognition  of professional  competence  is concerned,  it  is considered  sufficient  to use a 
directive  setting  goals  that  will  apply  with  a degree  of  freedom  for  the  Member  States. 
The  provisions  thus  respect  the  different  traditions  of  the  Member  States  whilst  setting 
uniform  standards and requirements. 

The  Commission,  for  the  above  reasons,  concludes  that  its  proposal  is  consistent  with  the 
principle of  subsidiarity. 

11.As  far  as  entry  into  force  of  the  national  measures  is  concerned,  the  Commission 
considers  appropriate  to  keep  the  date  of  entry  into  force  of  common  requirements  as 
foreseen  by  the  JAA  for  the  JAR-OPS.  This  is  the  reason  why  the  proposed  directive 
foresees  that national  transposition  measures  should  be adopted  by Member  States  before 
the  1st April  1998. This  could  appear  to be a short  delay  for  transposition,  but  since  the 
Commission's  proposal  is  similar  in  its  substance  to  the  requirements  contained  in  JAR-
OPS, this should be feasible  for Member States. 

Accordingly  the  Commission  has  prepared  a  draft  Council  Directive  covering  safety 
requirements for cabin crews and submits  it for  adoption. 

Contents of the Directive 

Article  1 - Scope 
The  Directive  shall  apply  to  all  cabin crew  assigned  on  safety  functions  on  aircraft  used by 
Community carriers and shall apply without prejudice  to the fullfillment  of obligations under 
Council Directive  89/391/EEC. 

Article 2 -  Definitions 

Article 3. 
Respective responsibilities of the Operators and the Cabin Crews. 

Article 4. 
Sets down the minimum age requirements and  medical  provisions 

Article 5. 
Lays down the initial, conversion and recurrent training  provisions 

Article 6. 
Specifies  the need for  the approval  of the training  courses  and  organisations  by the  National 
Civil Aviation Authority. 

Article 7. 
Provides  for  the  checking  and  recording  of  training  carried  out  and  for  official  recognition 
of the training undertaken. 

Article 8. 
Provides  for  acceptance  by  a Member  State  of  the training  carried  out  in  another  Member 
State of the Community. 

Article 9. 
Implementation measures. 

Article  10. 
Provides for penalties in event of infringement  of the provisions laid down in this Directive. 

Article 11. 
Entry  into  force. 

Article 12. 
Formality. 

f 

Proposal  for  a 

COUNCIL  DIRECTIVE 

on safety  requirements  and 
attestation of professional  competence 
for  cabin crews  in Civil  Aviation. 

The Council of the European Union 

Having regard to the Treaty establishing the European Community  and  in particular  Article 
84 (2)  thereof. 

Having regard to a proposal from  the Commission1 

Acting  in  accordance  with  the  procedure  referred  to  in  Article  189  C  of  the  Treaty  in  co 
operation with the European  Parliament 

Having regard  to the opinion of the Economic and Social Committee3 

Whereas  the  completion  of  the  single  market  requires  the  existence  of  an  efficient  sir 
transport system based on free  and fair  competition. 

Whereas  a  primary  objective  of  Community  Aviation  Policy  is  the  maintenance  of  high 
safety  standards. 

Whereas  to  ensure  a  high  level  of  safety,  minimum  training  and  medical  requirements 
should be prescribed for  all cabin crew assigned to safety  functions. 

Whereas  training  requirements  for  cabin  crew  differ  between  Member  States,  whereas  in 
order  to  provide  for  common  standards  and  ensure  a  uniform  level  of  safety  and  fair 
competition  in  the  single  market  and  to  promote  mobility  within  the  Community  cf  this 
category  of  personnel,  it  is better,  regard  being  had  to  the  principle  of  subsidiarity  to  take 
action at Community  level. 

Whereas  it  is  necessary  to  check  and  record  all  training  undertaken  and  to  attest  that  such 
training has been successfully  achieved. 

Whereas  attestations  of  professional  competence  issued  in  conformity  with  this  directive 
shall be accepted by other Member States. 

Whereas Council Directive 89/391/EEC of  12 June  1989 on the introduction of measures to 
encourage  improvements  in  the  safety  and  health  of  workers  at  work4  imposes  that 

O.J. N °L  183 of 29.6.1989 

employers ensure the safety  and health of workers  in every  aspect related to work,  including 
training,  and bear the related financial  burden. 

has adopted this Directive. 

ARTTCLE 1 

Scope 

1.  This directive shall  apply to all cabin crew when assigned  to safety  functions  on  aircraft 
used by  Community  air  carriers,  whether  the aircraft  is registered  in a third  country  or 
not. 

2.  The  application  of  this  directive  is  without  prejudice  to  the  fulfillment  of  obligations 

derived  from  Council  Directive 89/391/EEC. 

ARTICLE 2 

Definitions 

For the purposes of this directive 

a. 

b. 

c. 

d. 

e. 

"Community  air  carrier  means  an  air  transport  undertaking  within  the  meaning  of 
Council Regulation (EEC) N°2407/92". 

"Cabin  crew"  means  any  crew  member,  other  than  a  flight  crew  member  assigned  by 
an  operator  to duties  in  the passenger  compartment  of  an  aircraft  except  for  additional 
crew members  solely  assigned to non-safety  duties. 

"Safety  functions"  means  all  duties  related  to  the  safe  operation  of  an  aircraft  and  the 
safety  of the passengers. 

"Attestation  of  professional  competence"  means  a  formal  recognition  of  the  training 
undertaken  by  a  national  Civil  Aviation  Authority  of  a  Member  State  or  any  other 
organisation designated  and approved by that Authority. 

"Officially  approved  organisation"  means  the  competent  national  Civil  Aviation 
Authority  or  any  other  organisation  approved  by  that  authority  to  carry  out  training  in 
conformity  with the  provisions  of  Annexes  I,  II  and  III  and  to  issue  the  corresponding 
attestation of professional  competence. 

ARTICLE 3 

No  operator  shall  assign  a  cabin  crew  member  to  safety  functions  and  no  cabin  crew 
member  shall accept such duties unless  the requirements  set out  in articles 4,  5,  6 and 7 
have been  fulfilled. 

> 

ARTICLE 4 

Age and medical requirements 

1.  A cabin crew member shall be at least  18 years of age. 
2.  A  cabin  crew  member,  assigned  to  safety  functions  shall  pass  a  medical  examination  or 
assessment  at  regular  intervals  so  as  to  check  the  medical  fitness  to  discharge  his/her 
duties. 

ARTICLE 5 

Initial, conversion and recurrent training 

1.  A  cabin  crew  member  assigned  to  safety  functions  must  have  successfully  completed  an 

initial course of safety  training covering at least the subjects  listed in Annex  1. 

2.  A  cabin  crew  member  assigned  to  safety  functions  on  a  specific  aircraft  must  have 
completed  a  conversion  or  differences  training  covering  at  least  the  subjects  listed  in 
Annex H. 

3.  A cabin crew member assigned to safety  functions  shall undergo recurrent training  in line 

with the provisions of Annex III. 

ARTICLE 6 

Approval of training courses and organisations 

The  programme  and  organisation  of  the  training  courses  referred  to  in  article  5  shall  be 
approved  by  the competent  National  Civil  Aviation  Authority.  The  training  shall  be  carried 
out by an officially  approved  organisation. 

ARTICLE  7 

Checks, records  and attestation  of professional  competence 

1.  During or following  completion of the training required,  each cabin crew  member  shall 
undergo  a check covering  the training  received  in order  to verify  his/her  proficiency  in 
carrying out safety  and emergency  duties. These checks must be performed  by  qualified 
personnel. 
Checks  shall be carried out following  : 
a. 

Initial training. 

<£ 

b.  Conversion  and differences  training. 
c.  Recurrent training. 

2. 

It  shall  be  compulsory  for  the  training  organisation  and  each  individual  cabin  crew  to 
maintain records of all training and checking. 

3.  An  attestation  of  professional  competence  shall  be  issued  by  an  officially  approved 
organisation  describing  the training successfully  undergone by a cabin crew  member. 

ARTICLE 8 

Attestations  of  professional  competencies  issued  in  conformity  with  the  present  directive 
shall be  accepted  by  all  Member  States  for  exercising  the corresponding  safety  functions  on 
board aircraft  operated by Community  air carriers. 

ARTICLE 9 

Implementation, 
1.  The  Member  States  shall  bring  into  force  the  laws,  regulations  and  administrative 
provisions  necessary  for  them to comply  with this directive before  1st April  1998. They 
shall forthwith  inform  the Commission thereof. 

2.  When  Member  States  adopt  these  provisions,  these  shall  contain  a  reference  to  this 
Directive  and  shall  be  accompanied  by  such  reference  at  the  time  of  their  official 
publication.  The procedure for  such reference  shall be adopted by Member States. 
3.  The  Member  States  shall  communicate  to  the  Commission  the  texts  of  the  main 
provisions of national  law which they adopt in the field  governed by this Directive. 

ARTICLE 10 

Member  States  shall  lay down  the systems  of penalties  for  breaching  the national  provisions 
adopted  pursuant  to  this  Directive  and  shall  take  all  the  measures  necessary  to  ensure  that 
those penalties  are  applied.  The penalties  thus provided  for  shall be effective,  proportionate 
and dissuasive. 

ARTICLE 11 

This  Directive  shall enter  into  force  on  the twentieth  day  after  its publication  in the  Official 
Journal  of the European  Community. 

ARTICLE 12 

This Directive  is addressed to the Member States. 

ANNEX! 

• 

Initial  Training 

A  cabin  crew  member  shall  successfully  complete  initial  training,  in  accordance  with  the 
following  provisions 

a.  Fire and smoke training : 

1.  Emphasis  on  the  responsibility  of  cabin  crew  to  deal  promptly  with  emergencies 
involving  fire  and  smoke  and,  in  particular,  emphasis  on  the  importance  of 
identifying  the actual source of the  fire. 

2.  The  importance  of  informing  the  flight  crew  immediately,  as  well  as  the  specific 
actions  necessary  for  co-ordination  and  assistance,  when  fire  or  smoke  is 
discovered. 

3.  The necessity  for  frequent  checking of potential  fire-risk  areas  including  toilets, and 

the associated  smoke detectors. 

4.  The  classification  of  fires  and  the  appropriate  type  of  extinguishing  agents  and 
procedures 
techniques  of  application  of 
extinguishing  agents,  the consequences  of  misapplication,  and  of  use  in  a  confined 
space, and 

for  particular  fire  situations, 

the 

5.  The general procedures  of ground-based  emergency  services at aerodromes. 

b.  Water  survival  training.  The  actual  donning  and use  of  personal  flotation  equipment  in 
water.  Before  first  operating  on  an  aeroplane  fitted  with  life-rafts  or  other  similar 
equipment,  training  must  be  given  on  the  use  of  this  equipment,  as  well  as  actual 
practice in water. 

c.  Survival  training.  Survival  training  shall  be  appropriate  to  the  areas  of  operation  (e.g. 

polar* desert, jungle or sea). 

d  Medical aspects and first  aid : 

1.  Instruction on first aid and the use of first-aid  kits; 
2.  First aid associated with survival training and appropriate hygiene; and 
3.  The physiological effects  of flying  and with particular emphasis  on hypoxia. 

e  Passenger handling : 

1.  Advice  on  the  recognition  and  management  of  passengers  who  are,  or  become, 
intoxicated with alcohol or are under the influence  of drugs or are aggressive  ; 
2.  Methods  used  to  motivate  passengers  and  the  crowd  control  necessary  to  expedite 

an aeroplane evacuation ; 

3.  Regulations  covering  the  safe  stowage  of  cabin  baggage  (including  cabin  service 
items)  and  the  risk  of  it becoming  a hazard  to  occupants  of  the  cabin  or  otherwise 
obstructing or damaging emergency  equipment  or aeroplane exits ; 

10 

4.  The  importance  of  correct  seat  allocation  with  reference  to  aeroplane  mass  and 
balance.  Particular  emphasis  shall  also  be  given  on  the  seating  of  disabled 
passengers,  and  the  necessity  of  seating  able-bodied  passengers  adjacent 
to 
unsupervised  exits ; 

5.  Duties  to be undertaken  in the event  of encountering  turbulence  including  securing 

the cabin ; 

6.  Precautions to be taken when live animals are carried  in the cabin ; 
7.  Dangerous Goods training ; 
8.  Security procedures. 

f.  Communication.  During  training,  emphasis  shall  be  placed  on  the  importance  of 
effective  communication  between  cabin  crew  and  flight  crew  including  technique, 
common language and terminology. 

a  Discipline and responsibilities : 

1.  The  importance  of  cabin  crew  performing  their  duties  in  accordance  with  the 

Operations Manual ; 

2.  Continuing  competence  and  fitness  to operate as a cabin crew  member  with  special 

regard to flight  and duty time limitations and rest requirements ; 

3.  An  awareness  of the  aviation  regulations  relating  to cabin crew  and  the  role  of  the 

Civil Aviation Authority ; 

4.  General  knowledge  of  relevant  aviation  terminology,  theory  of  flight,  passenger 

distribution,  meteorology  and areas of operation ; 

5.  Pre-flight  briefing  of  the  cabin  crew  and  the  provision  of  necessary  safety 

information  with regards to their specific  duties ; 

6.  The  importance  of  ensuring  that  relevant  documents  and  manuals  are  kept  up-to-

date with amendments provided by the operator ; 

7.  The  importance  of  identifying  when  cabin  crew  members  have  the  authority  and 

responsibility  to initiate an evacuation and other emergency procedures  ; and 

8.  The  importance  of  safety  duties  and  responsibilities  and  the  need  to  respond 

promptly and effectively  to emergency  situations. 

•>•  Crew resource management. 

a 

ANNEX II 

•  Conversion and Differences  Training. 

a.  The training shall cover : 

1.  Conversion training : 

A conversion course to be completed  before  being : 
i.  First  assigned  by the operator to operate as a cabin crew member  ; or 
ii.  Assigned to operate another aircraft  type  ; and 

2.  Differences  training. 

Differences  training to be completed before  operating : 
i.  On a variant of an aeroplane type currently operated  ; or 
ii.  With different  equipment,  equipment  location,  or safety  procedures on currently 

operated aeroplanes types or variants. 

b.  The  content  of  the  conversion  or  differences  training  shall  take  account  of  the  cabin 

crew member's previous training. 

c.  To ensure adequate safety  levels : 

1.  Conversion training must be conducted  in a structured  and realistic manner. 
2.  Differences  training must be conducted  in a structured  manner. 
3.  Conversion  training,  and  if  necessary  differences  training,  includes  the  use  of  all 
emergency  and  survival  equipment  and  all emergency  procedures  applicable  to  the 
type  or  variant  of  aeroplane  and  involves  training  and  practice  on  either  a 
representative training device or on the actual aeroplane. 

4.  During  conversion  and differences  training,  training  shall be given on the  location, 
removal  and use of all emergency  and  survival  equipment carried  on the aeroplane, 
as  well  as  all  emergency  procedures,  and  emergency  training  related  to  the 
aeroplane type, variant and configuration  to be operated. 

I  Fire and smoke training : 

Realistic  and  practical  training  in  the  use  of  all  fire  fighting  equipment  including 
protective  clothing  representative  of  that  carried  in  the  aeroplane.  This  training  must 
include : 

i.  Extinguishing  a  fire  characteristic  of  an  aeroplane  interior  fire  except  that,  in  the 
case of Halon extinguishers, an alternative extinguishing agent may be used  ; and 
ii.  The  donning  and  use  of  protective  breathing  equipment  in  an  enclosed,  simulated 

smoke-filled  environment ; 

41 

e  Operations of doors and exits : 

1.  Operating  and  actually  opening  all  normal  and  emergency  exits  for  passenger 

evacuation in an aeroplane or representative  training device  ; and 

2.  The operation of all other exits must be demonstrated. 

1  Evacuation slide training : 

1.  Descent  of  an  evacuation  slide  from  a  height  representative  of  the  aeroplane  main 

deck sill height ; 

2.  The slide must be fitted  to an aeroplane or a representative training device  ; and 
3.  A  further  descent  must  be  made  when  the  cabin  crew  member  qualifies  on  an 
aeroplane  type in which  the main deck exit sill  height differs  significantly  from  any 
aeroplane type previously  operated. 

<j  Evacuation procedures  and emergency  situations. 

1.  Emergency  evacuation  training  shall  include  the  recognition  of  planned  or 
unplanned  evacuations  on  land  or  water.  This  training  must  include  recognition  of 
when exits are unusable or when evacuation equipment is unserviceable  ; 

2.  Training to deal with the following  : 

i.  An  in-flight  fire,  with  particular  emphasis  on  identifying  the  actual  source  of 

the fire ; 

ii.  Severe air turbulence ; 
iii.  Sudden  decompression,  including  the  donning  of  portable  oxygen  equipment 

by each cabin crew member  ; and 

iiii.  Other  in-flight  emergencies. 

^  Crowd  control.  Training  shall  be provided  on  the  practical  aspects  of crowd  control  in 

various emergency  situations, as applicable  to the aeroplane type. 

t 

Pilot  incapacitation.  Training  to  assist  if  a  pilot  becomes  incapacitated.  This  training 
shall include a demonstration of : 
1.  The pilot's  seat mechanism ; 
2.  Fastening  and unfastening  the pilot's  seat harness ; 
3.  Use of the pilot's oxygen equipment  ; and 
4.  Use of pilot's checklists. 

J.  Safety  equipment.  Realistic  training  on,  and  demonstration  of,  the  location  and  use  of 

safety  equipment  including the following  : 

1.  Slides,  and  where  non  self-supporting  slides  are  carried,  the use  of  any  associated 

ropes ; 

2.  Life-rafts  and  slide-raft,  including  the equipment  attached  to, and/or  carried  in,  the 

raft  ; 

3.  Lifejackets,  infant  lifejackets  and flotation  cots ; 
4.  Dropout oxygen system ; 
5.  First-aid oxygen ; 

i% 

6.  Fire extinguishers ; 
7.  Fire axe or crow-bar ; 
8.  Emergency lights including torches ; 
9.  Communication equipment,  including megaphones ; 
10.  Survival packs, including their contents ; 
11.  Pyrothenic (Actual or representative devices) ; 
12.  First-aid kits, their contents and emergency  medical equipment  ;  and 
13.  Other cabin safety equipment or systems where applicable. 

Passenger briefing/Safety  demonstrations.  Training  must be given  in the preparation of 
passengers for normal and emergency situations. 

m 

ANNEX  m 

•  Recurrent training 

a.  Every year the programme of practical  training must include the following  : 

1.  Emergency procedures  including pilot incapacitation  ; 
2.  Evacuation procedures  including crowd control  techniques : 
3.  Touch-drills  by  each  cabin  crew  member  for  opening  normal  and  emergency 

exits for passenger evacuation ; 

4.  The  location  and  handling  of  emergency  equipment, 

including  oxygen 
systems,  and  the donning  by  each cabin  crew  member  of  lifejackets,  portable 
oxygen and protective breathing equipment (PBE) ; 

5.  First aid and the contents of the first-aid kits ; 
6.  Stowage of articles in the cabin ; 
7.  Dangerous goods procedures  ; 
8.  Security procedures ; 
9. 
10.  Crew Resource  Management. 

Incident and accident review; and 

b.  Every  3 years, recurrent training  shall also include : 

1.  The  operation  and  actual  opening  of  all  normal  and  emergency  exits  for 

passenger  evacuation  in an aircraft  or representative training device ; 

2.  Demonstration of the operation of all other exits ; 
3.  Realistic  and  practical  training  in  the  use  of  all  fire-fighting  equipment, 
including  protective  clothing,  representative  of  that  carried  in  the  aircraft. 
This training must include : 
i.  Extinguishing  a fire characteristic  of  an aeroplane  interior fire except  that, 
in the case  of  Halon extinguishers,  an alternative  extinguishing  agent  may 
be used  ; and 

ii.  The donning and use of protective breathing equipment by each cabin crew 

member  in an enclosed,  simulated  smoke-filled  environment. 

4.  Use of pyrothecnics  (Actual or representative devices)  ; and 
5.  Demonstration of the use of the life-raft,or  slide-raft,  where  fitted. 

16 

ASSESSMENT FORM FOR THE IMPACT ON 
COMPETITIVITE AND  EMPLOYMENT 

Proposal  for  a Council  Directive  on  the  minimum  level  of  safety  training  and  attestation  of 
professional  competence of cabin attendants  in civil  aviation. 

1.  What is the main justification  for  this measure ? 

-  maintenance of high safety  standards in the single civil aviation market 
-  mobility of this category  of personnel 

2.  Characteristics of the enterprises  concerned  : 

In particular : 
^  are a great number of SME's concerned  ? 
^  are there concentrations  in certain regions ? 
^  egibility  for  regional aids in Member  States ? 
<*-  Eligible for  ERDF ? 

NO 
NO 
NO 

NO 

3.  What constraints are imposed on the enterprises  ? 

Additional  Administrative  duties 

4.  What  constraints  are  likely  to  be  imposed  indirectly  on  the enterprises  by  way  of  local 

authorities ? NONE 

5.  Are there special measures for  SMEs ?  NO 

«-  Which? 

6.  What is the foreseeable  impact on : 

^ 

the competitivity  of the enterprises ? 
Additional  administrative burdens 

^  employment ? 

Minimum  impact. 

7.  Have the social partners been consulted  ? 
^  Opinion of the social partners ? 

YES 

Employees  in favour 
Employers against. 

t 

ISSN 0254-1475 

COM(97) 382  final 

DOCUMENTS 

EN 

07  04 

Catalogue  number  :  CB-CO-97-371-EN-C 

ISBN  92-78-22829-X 

Office  for  Official  Publications  of the  European  Communities 

L-2985  Luxembourg