Confidential Human Factors

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FEEDBACK

CCFB 80

Tired? Know your limits

All crew members should be aware of their maximum flight time limitations (Max FTLs) and check their rosters are compliant

This summer the volume of flights is returning to 2019 levels, but staffing issues and industrial action could cause another period of disruption. Cabin crew frequently report to CHIRP that they are approaching their maximum hours which leaves little flexibility in a busy roster. UK Retained Regulations (EU) AMC1 ORO.FTL.110 states:

‘Scheduling has an important impact on a crew member’s ability to sleep and to maintain a proper level of alertness. When developing a workable roster, the operator should strike a fair balance between the commercial needs and the capacity of individual crew members to work effectively’.

All crew members should be aware of their maximum flight time limitations (Max FTLs) and should check that their rosters are compliant. Each crew member is responsible for ensuring that these Max FTLs are not exceeded and for alerting their operator if they think this is likely to happen.

It is equally important that crew plan and utilise their rest periods at home and down  route effectively. UK Retained Regulations (EU) ORO.FTL.115 Crew member Responsibilities states:

‘(b) make optimum use of the opportunities and facilities for rest provided and use rest periods properly’.

It can be challenging to maintain healthy sleep habits when working shifts, studies by NASA have found that short power naps can increase performance, vitality, and productivity. For information and advice on sleep please click on this link  How to fall asleep faster and sleep better – Every Mind Matters – NHS (www.nhs.uk)

Who are CHIRP? 

In light of the recent inflow of crew into the cabin crew community, I thought it would be useful to remind our readers who we are and why it is important to report to CHIRP.

CHIRP (Confidential Human-factors Incident Reporting Programme) provides confidential reporting for individuals in the aviation and maritime sectors. The CHIRP Aviation Programme team is made up of a small group of specialists with professional and technical expertise in aviation operations and Human Factors. More information can be found in the ‘About Us’ area of our website Aviation Programme – CHIRP

CHIRP is recognised by the UK State Safety Programme as the UK’s independent, confidential, voluntary reporting programme that provides an essential safety net for gathering reports that would otherwise have gone unwritten with associated safety problems not being reported, and for providing another way to promote change if necessary.

In order to promote the resolution of safety-related issues raised, we draw on the assistance and counsel of a wide range of independent experts and specialist bodies from across the spectrum of aviation through the Advisory Boards. There are four CHIRP Aviation Advisory Boards: Air Transport, Cabin Crew, Drones/UAS (Unmanned Aerial Systems) and General Aviation.

The majority of the Cabin Crew Advisory Board (CCAB) members work for airlines in safety / operational roles, but they participate in meetings as independent members largely to share their personal knowledge and expertise (not as representatives of their sponsoring organisations or employers). Information is provided to the Advisory Boards on a confidential basis, and all means of identifying the individual reporter are removed from reports prior to any discussion. The Board’s purpose is to provide guidance to the Cabin Crew Programme Manager on cabin crew reports that have been received through the programme and provide advice and information to be used in the CHIRP comments that are published in Cabin Crew FEEDBACK. Additionally, CCAB members can share generic learnings from CHIRP with their own operators for continuous improvement and to overall benefit safety in the UK commercial aviation sector.

The CHIRP CCAB, also includes independent operational flight crew, the UK Civil Aviation Authority (CAA), the UK Flight Safety Committee (UKFSC) and the trade union Unite. Details of the Cabin Crew Advisory Board can be found on the CHIRP website at  Aviation Advisory Board Members – CHIRP

Why Report?

Things are unlikely to change unless reported (and the company is aware of it) – grumbles and moans during a chat in the galley rarely result in change so operators need to be advised of any safety issues in order to analyse, track trends and, if necessary, take appropriate action. Operator’s safety management systems (SMS) recognise a ‘Just Culture’ – A ‘Just Culture’ aims to encourage employees to openly and freely disclose crucial safety-related information and to encourage ongoing learning from past mistakes. Reporters are therefore always urged to voice their concerns to their operator in the first instance if they feel able to since this frequently leads to the quickest resolution.  We can engage with operators and the regulator on your behalf if you wish to remain anonymous to them but always consider using the formal company reporting processes first.

 

  • CC6153

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    Evacuation Alarm
    Evacuation Alarm

    Initial Report

    The Forward Attendant Panel (FAP) had been inoperative for 8 days, I was assured this is OK for up to 10 days, but unable to sound evacuation alarm from cabin either FAP or AAP (Additional Attendant Panel), also not able to use toilet lights or pax reading lights also unable to adjust cabin lighting for take-off landing in darkness.

    CHIRP Comment

    Manufacturers’ risk assessments determine what is and what isn’t a no-go item and these items are specified in the aircrafts’ Minimum Equipment List (MEL) . It is not ideal for aircraft to be dispatched with inoperative equipment, but such operations are permitted only as a result of careful analysis of each item to ensure that an acceptable level of safety is maintained. The Minimum Equipment List (MEL) also lists the equipment that may be temporarily inoperative, subject to certain conditions, at the commencement of a flight. In the event of any defects being notified or arising before take-off, the Commander must review them against the MEL to ensure the aircraft can still be safely dispatched.

    Defects in the cabin are less than desirable especially when they impact the comfort of the passengers on board. If there is a defect in the cabin mitigations or alternative measures may be in place, for example, if the FAP is in-op (and there is no other method available) it is permissible not to dim the cabin lights for take-off and landing.

    Regarding the evacuation alarm, if the this was suddenly in-op during the flight, and then in the event of an evacuation, what would you do? If a loud-hailer is available, use it. Otherwise, shout; while automation has many advantages, it shouldn’t always be relied upon. Alternative measures should be discussed with the crew during the briefing, if the defect only becomes apparent onboard, make sure you take the opportunity to address any alternative measures to aid your situational awareness.

  • CC6119

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    Contaminated water
    Contaminated water

    Initial Report

    Aircraft keeps being dispatched with contaminated water.

    Advised not to use the water from G1, G2 & G4

    Have to tell passengers not to clean their teeth with water out of the taps.

    Crew are told to use anti-bac after washing their hands.

    Advised we can serve hot drinks but we didn’t.

    The aircraft conditions are also absolutely freezing as they have disabled the underfloor heating in galleys so we couldn’t warm up with a hot drink on a 9.5 hour flight.

    CHIRP Comment

    The lack of potable water will have been an inconvenience and extra burden on the crew. Sufficient bottled water should be loaded for passenger and crew use and hand gel made available. The legislation, ICAO, WHO, Guide to Hygiene and Sanitation in Aviation 2009.  2.1.5 Page 11, state that one use for potable water is emergency medical use.

    This report has been ongoing since 18th October 2022 and a further communication in May 2023 recorded another contaminated aircraft. The Operator has reported that oversight, sampling and possible preventative action are still subject to review. It is unclear why the crew decided not to serve hot drinks as they had been advised that hot drinks could have been served and so be cautious about restricting yourself more than is required.

    The floor heating seems to be an issue that is going to be around for some time and CHIRP has ascertained that not all operators of the same aircraft type have carried out a blanket deactivation of the galley floor system. Please continue to report regarding these issues via your operator as they are best placed to resolve your concerns.

  • CC6209

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    Too high a percentage of inexperienced crew
    Too high a percentage of inexperienced crew

    Initial Report

    I checked in briefing a crew of 10 (11 including myself) – I was allocating positions in the economy cabin first as there was 3 crew (3 required) who were only trained in the economy service – during allocation it became aware that these 3 crew members were also on their first trips on long haul having only just joined the company. I considered it risky to have these inexperienced crew potentially on their own during the flight and also having to operate doors
a pair of doors was operated by two crew who were on their first trip.

    The company service standard states that there should be no crew operate in either of the premium cabins if they haven’t done the respective courses.

    I alerted our cabin crew managers to this dilemma and I was told that because more than 60% of the crew were experienced then it was “ legal”. This ignores the point entirely. The percentage of inexperience being made to operate in economy was 75%.

    As the senior crew member I took it upon myself to move one crew member into a premium cabin (against the company’s service standards), but felt it necessary purely on a safety basis. I was confident with my experience I could coach and mentor this crew member to work the cabin appropriately.

    CHIRP Comment

    UK Retained Regulation (EU) AMC1 ORO.CC.100 states: ‘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’.

    Some operators stipulate that 50% of the cabin crew on board must have over 3 months experience, some operators do not.

    From a safety perspective, experience should be distributed evenly throughout the aircraft and the SSCM did the correct thing in ensuring this was the case. Safety must come before service.

  • CC6263

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    Fatigue due to inadequate cabin crew rest provision
    Fatigue due to inadequate cabin crew rest provision

    Initial Report

    My operator operates aircraft with no cabin crew bunks. The provision for cabin crew rest is taken on aircraft jump seats that are located close to aircraft doors and in particular passenger aisle areas. This means that crew whilst taking rest are constantly disturbed, on my flight a passenger fell onto a crew member taking rest because the space between the passenger aisle and crew rest is extremely tight and only separated by an extremely thin curtain. On my last flight all of the cabin crew rest periods were disrupted by passengers banging into crew whilst taking rest. We were left fatigued and exhausted and this potentially can have an impact on safe operation by cabin crew.

    CHIRP Comment

    Just because a flight is long and there is the time available for a ‘rest/break’ (in addition to a meal opportunity) this doesn’t mean that ‘inflight rest’ is required to operate the duty.

    If the flight duty period (FDP) does not need to be extended then inflight rest is not required. However, in accordance with UK Retained Regulation ORO.FTL.240 Nutrition, a meal opportunity is required (although the provision of food is not).

    If the maximum FDP does need to be extended, then ‘inflight rest’ is required.

    An aircraft’s rest facilities can restrict what routes an aircraft operates due to the length of the FDP. Not all operators have all the below facilities available onboard.

    ‘Class 1 rest facility’ means a bunk or other surface that allows for a flat or near flat sleeping position. It reclines to at least 80° back angle to the vertical and is located separately from both the flight crew compartment and the passenger cabin in an area that allows the crew member to control light, and provides isolation from noise and disturbance;

    ‘Class 2 rest facility’ means a seat in an aircraft cabin that reclines at least 45° back angle to the vertical, has at least a pitch of 55 inches (137.5 cm), a seat width of at least 20 inches (50 cm) and provides leg and foot support. It is separated from passengers by at least a curtain to provide darkness and some sound mitigation, and is reasonably free from disturbance by passengers or crew members;

    ‘Class  3  rest  facility’  means  a  seat  in  an  aircraft  cabin  or  flight  crew compartment that reclines at least 40° from the vertical, provides leg and foot support and is separated from passengers by at least a curtain to provide darkness and some sound mitigation, and is not adjacent to any seat occupied by passengers.

    Please remember that whether at home base or down route, it is an individual’s responsibility to manage their rest accordingly and to ensure that they are ‘fit’ to operate the duty, cabin crew should not be operating when they are unfit to do so. This report states that the crew were fatigued and exhausted, please ensure if you are suffering from the effects of tiredness and/or fatigue, that you report this to your operator.

  • CC6250

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    Passenger Bags
    Passenger Bags

    Initial Report

    Onboard SCCMs consistently tell me to stow bags that are heavy – I have told the SCCMs I am not lifting the bags and that they should be offloaded if the pax can’t lift them. However, when a pax boards as a PRM the SCCMs typically tell me it’s not a choice as the pax is disabled. I have sought legal advice regarding our manuals and the legislation followed, stowing bags should be done by the airport managing body/its contracted staff.

    Recently I pushed a very heavy bag and I felt a shooting pain in my neck, I winced as I pushed the bag. During my break I cried, I hid as to not be seen by the other crew. I was in pain and so hurt and disappointed with my colleagues. I am still experiencing pain in my head and neck. I cannot report sick for due to being on a temporary contract, I have a mortgage and family to think about and cannot risk not being employed further.

    CHIRP Comment

    All cabin crew should receive manual handling training. Good practice prior to assisting lifting a bag is to test the load of the bag first; crew must not lift bags that are beyond their lifting capabilities and should ask for assistance if it is required. For PRMs the special assistance staff should be available to assist with putting the passengers’ bags into the overhead lockers.

    CAP757 states: ‘As far as possible, cabin crew should provide minimal assistance with passenger carry-on baggage and encourage passengers to stow their own baggage. Where possible, cabin crew should avoid lifting carry-on baggage into overhead lockers but, if no other solution can be found, the crew member should assess the baggage and, if necessary, request assistance before lifting it’.

    Any bags that are beyond your lifting capabilities and/or your operator’s weight restrictions should be off loaded and put into the aircraft hold. If you are offloading passenger bags, then please ensure that you ask the customer if they have everything they need for the flight prior to taking the bag; including consideration for dangerous good restrictions, and passport and medication are must haves.

    The safety implications of operating as crew when unfit to do so are clear. Safety may be being compromised by crews feeling pressured to operate when they are unfit to do so, whether it is perceived pressure from your operator or personal pressures. Although the reporter’s injuries occurred after they had commenced their duty, an assessment still needs to be made as to whether you are fit to continue to operate because flying when you are unfit may lead to the exacerbation of your symptoms and/or injury.

  • CC6321

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    ULEZ support solution and FTL
    ULEZ support solution and FTL

    Initial Report

    The Mayor of London is bringing ULEZ into enforcement in August 2023, the LHR long stay car park is within the charging zone.

    HAL have put together a guide to ‘support employees’ however I have concerns regarding one suggested park and Ride and FTL for crew and pilots. This makes a commute that is 90 mins now 140 mins.

    I know that this decision is not the companies, but I would like to know if this park and ride impacts at all on our FTL? Also, the facilities/frequencies aren’t sufficient for very early report times/late arrival times.

    Park and ride Timetable, in order to make a 0600 report with staff search landside you’d have to catch the 04:18 bus. I don’t think this is viable option for crew from HAL or the company as we are stipulated by commute times unlike our ground based colleagues. The suggested new park and ride location outside the ULEZ would extend the commute by 60mins.

    CHIRP Comment

    The Ultra Low Emission Zone (ULEZ) is planned to expand across all London boroughs from 29 August 2023. If you drive anywhere within the ULEZ, including the expanded area from 29 August 2023, and your vehicle does not meet the emissions standards, you will likely face a daily charge of ÂŁ12.50. To check if your vehicle meets the emissions standards, visit tfl.gov.uk/check-your-vehicle.

    This report was discussed in depth at the CHIRP Cabin Crew Advisory Board meeting in June and the reporter’s concerns were raised with the CAA. We have sympathy with those who have previously ensured that their personal circumstances meet their operators travel requirements and now find that they may face extended journey times or increased costs through no fault of their own. Unite the Union confirmed that they are campaigning at the highest levels for a postponement of the ULEZ program’s implementation until better infrastructure is in place, and we urge those who might be affected to check whether their vehicle is compliant with the ULEZ at the earliest opportunity. It is reported that less than 10% of vehicles will be affected but, if yours is affected, speak with your company/line management to discuss options – they may be able to assist. The ULEZ charge’s financial effects will extend beyond the crew to include all airport staff, which could have an impact on Heathrow’s staffing levels. Low emission zones, commonly known as “clear air zones”, are being implemented in many UK cities, and soon additional airports may also be impacted.

    Regarding Flight Time Limitations (FTLs) as per any duty, if you think you could be suffering from the effects of fatigue please ensure you complete a fatigue report and assess whether you are fit to operate the planned duty period.  There is a responsibility on each cabin crew member to ensure that should they not be able to perform the duties expected of them, that they report this to their operator.