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.

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.

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.

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.

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.

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 £12.50. 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.