CABIN SAFETY QUARTERLY
Q1 - Q2 REPORT 2014
PURPOSE OF THIS REPORT
The sole objective of this report is to share cabin safety related information with the Cabin Crew
community, and to provide a means for the promotion and enhancement of safety culture by the
communication of lessons learned from operational experience. It is not the purpose of this publication
to apportion any blame or liability whatsoever.
CONFIDENTIALITY
All information contained in this report is strictly confidential and is for Etihad Airways internal
distribution only. No part of this report may be published without prior written permission of Etihad
Safety & Quality, Legal Affairs and Corporate Communications.
INCIDENTS AND OCCURRENCES SUMMARY AND STATISTICS DATA SOURCE
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Dear Team,
Welcome to the first edition of the Cabin Safety Quarterly (CSQ)!! We are
delighted to introduce a vibrant new e-publication, created specifically for
Cabin Crew, which features interesting and relevant cabin safety incidents
and lots more.
An important aspect of Etihad Airways Safety Management System is to
share safety information in a transparent way, to understand the importance
of sustaining a high level of safety conduct, and to learn from operational
experience. This, in turn, helps promote a safety culture throughout the
organisation.
The information in this quarterly is presented in three sections.
The first section consists of a dashboard which displays various cabin safetyrelated statistics in an easy to understand format. Study the dashboards in
each quarterly and you’ll be able to follow the trends in 2014!
The second section highlights noteworthy incident and occurrence
summaries taken from the company’s Intelex Safety Management System
database. Each quarter we will share with you cabin safety and medical
incidents - and the learning points from each incident.
The third section features an introduction to the concept and structure of
a Safety Management System, along with news and information about our
Cabin Crew Safety Forum events in 2014.
This first CSQ is a combined issue for Q1 and Q2 and is packed with twice the
safety information and statistics.
Always fly safe!!
Aubrey Tiedt
Vice President Guest Services
GS/CSQ/Q1-Q2/Jul2014
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CABIN SAFETY DASHBOARD Q1
CSRs received Q1 2014 - by fleet
CSRs received Q1 2014 – by aircraft type
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MIRs received Q1 2014 - by submission mode
CABIN SAFETY DASHBOARD Q2
CSRs received Q2 2014 - by fleet
MIRs received Q2 2014 - by submission mode
CSRs received Q2 2014 – by aircraft type
GS/CSQ/Q1-Q2/Jul2014
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CABIN-RELATED SAFETY AUDIT & FINDING STATUS (JAN-JUN 2014)
Audits & Inspections
Total Findings Raised
Finding
Documentation error, improper completion
of paperwork/records – Recency Record in
CCQRH not completed
Finding
Procedure not followed – Cabin Crew
not monitoring passenger use of mobile
phones during refuelling
Level 1 Findings
0
Repeat Findings
0
Findings Categorisation
Level 1
Any significant non-compliance with the procedures/regulation/requirement which lowers the safety/operational standards
and hazards seriously the flight safety
Level 2
Any non-compliance with procedures/regulation/requirement which could lower (directly or indirectly) the safety/
operational standard and possibly hazard flight safety
Level 3
Recommendation or observation based on industry best practices. Corporate Safety & Quality department recommends
internal evaluation of a suitable corrective action in order to improve organizational procedures and practices
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SIGNIFICANT INCIDENTS AND OCCURRENCES – CABIN SAFETY
THEFT OF BAR ITEMS
EY 674
A6 – AGA
LOS - AUH
While counting the bars at TOD the galley operator observed one drawer was missing along with 04 bottles of champagne.
Opening stock was not available; only closing stock paperwork was completed. Green seal number on the rear side of the bar
cart did not tally with the ROB seal form.
Cabin Safety Procedures
Informed LOS Duty/Airport Manager and intimated Security Operations Centre (SOC) to initiate an investigation.
Duty Manager investigated this matter with the security company and the duty ground staff on that day; and informed us that
security personnel were onboard and noted all the seal numbers before outbound crew disembarked. They also monitored
catering personnel at the door. DM indicated that there was only a 5 min. gap between the outbound and inbound crew.
Nevertheless, DM acknowledged and advised the security company to be more stringent with their procedures. No reports of
pilferage received since.
SAFETY RISK RELATED TO CHILDREN ACTIVITY PACK
EY 454
A6 – ETK
AUH - SYD
We received a report regarding an inconsistency in handing out activity packs by crew. Some crew removed the plastic covering
before handing out the packs which is a guest-friendly gesture and helps to maintain an immaculate cabin appearance,
however some crew do not remove the same as the plastic wrapper has instructions regarding the age limit and warnings
for the use of activity packs which is necessary information for the parents for safety and medical reasons, should a child
accidentally ingest a small toy. CS suggested an age limit should be printed on the packs so that the airline would not be
blamed for negligence.
Cabin Safety Procedures
Cabin Safety Procedures
Contacted Product & Service Standards (PSS) and as per their response provided feedback to the CS which was based on
previous reminders issued to cabin crew.
Cabin crew must offer the children’s activity pack with the plastic intact and must make the parents aware of the warning on
the outside of the plastic wrapper. They may then offer to remove the plastic bag and proceed to do so if the parents agree.
This would mitigate the risk of accidental ingestion of toy parts as well as maintain immaculate cabin appearance while
coming across as thoughtful, proactive and friendly at the same time.
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GUEST FILMING ONBOARD
EY 428
A6 – ETA
AUH - MNL
As per CSR CM observed a guest using the camera on his mobile phone to secretly film other guests in compromising
positions while they were asleep.
CM verbally confirmed the guest’s actions and informed him it was illegal to do so.CM confiscated the phone on the guests
consent and deleted the videos while issuing a firm warning to refrain from
Cabin Safety Procedures
Contacted SOC, Legal Affairs and AVSEC to determine:
• If the crew have the right to delete video/pictures from a guest’s phone? (SEPM chapter 10 advises crew to take action only
when dealing with guests with media and marketing backgrounds)
• If the guest did not comply with instructions could the crew highlight this as a disruptive incident citing the reason as “noncompliance to crew instructions”?
AVSEC confirmed that crew members do not have the authority to search or confiscate passengers’ property, unless it is a
prohibited item and/or the item is/has/or is about to be used in the commission a serious harmful event inside the aircraft
cabin. As such, crew may ask a passenger to turn off the phone based on a safety sensitive period of flight (i.e. take-off and
landing). Feedback was provided to the CM. This information will be communicated to all crew in due course.
GUEST 40 WEEKS PREGNANT
EY 653
A6 – EIQ
AUH - CAI
Guest was not observed to be pregnant during boarding and only informed crew after takeoff that she was 40 weeks pregnant. Guest
spoke only Arabic and when the medical certificate was verified it did not have an official Etihad stamp. PIC was informed and the crew
monitored her throughout the flight.
Cabin Safety Procedures
Contacted CS for more information, CS confirmed that she was aware of EY pregnancy restriction procedure and that the pregnancy
was not overtly visible. CS was made aware of the seriousness of the finding as it was an advanced stage of pregnancy; feedback was
provided to be more vigilant during boarding. Also taking into consideration the flying time and advanced stage of pregnancy, CM
was advised that available resources such as contacting MedLink, keeping the pregnancy kit handy and initiating a PA for a medical
practitioner should have been implemented – as a precaution.
CATERING DOOR OPENING PROCEDURE
EY XXX
A6 – XXX
STN - STN
Catering Manager entered the aircraft via L1 door and requested the R1 crew member to open the door. There was no
positive clearance as there were no personnel in the truck outside the door. R1 crew member opened the door and the
Catering Manager and his staff entered the truck through the R1 door and commenced offloading/loading of catering items.
Identical process was followed at R2 door; it was opened without positive clearance. At R2 door the catering truck was too
close to the A/C and, as there was no personnel outside the door to monitor door opening, when R2A opened the door it
touched the catering truck.
Cabin Safety Procedures
CSP conducted an investigation with the crew members for the non-compliance with SOPs and were informed that this was apparently
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common practice at TRV. However, onboard leaders had not been documenting this non-compliance.
CSP also contacted the Airport Manager/Duty Manager to determine why they were not in compliance with the procedure for ‘Cabin
Doors Normal Operations’ (OM-A 8.2.5.7.3 & SEPM 7.2.3.8.5.) which requires a catering staff to give positive clearance to the cabin crew
member prior to opening the door.
APM stated that he was not aware of the procedure and that this was common practice at this particular station. CSP ensured that APM
was made aware of SOPs in this regard. APM/DM acknowledged and liaised with the catering manager to ensure at least one catering
personnel is present in the truck prior to aligning it to doors and positive clearance is given to the operating crew as per procedure. CSP
followed up with TRV station and received confirmation of compliance from APM and Catering Manager.
This communication was also sent to Manager Process Development & Quality, Airport Operations to ensure all airports in the Indian
Subcontinent are reminded of the correct procedure. CSP is also reviewing the procedure to be able to encompass abnormal/ad hoc
cabin door operations, if required.
NEAR DEPLOYMENT OF SLIDE
EY 472
A6 – ETI
AUH - CGK
On CM’s announcement to arms doors & cross check, L2 CCM armed L2 door as per procedure. While cross checking, the R2 observed
that L2 was about to rotate the door handle to the open position. R2 shouted "STOP" which drew the attention of the CM at L1 station.
Captain received a notification in the cockpit and called the CM. CM explained that the L2 had nearly opened the door during the door
arming process but was stopped in time. After takeoff, CM debriefed L2; crew member admitted to being momentarily confused with the
door arming procedure as he/she had not flown on the B777 recently. L2 was apologetic and concerned about the fact he nearly caused
an inadvertent slide deployment. CM debriefed L2 on door procedures and checks.
Cabin Safety Procedures
CSP team debriefed the crew members involved in the incident. CM was advised:
• L2 crew member should have been reassigned an additional position, allowing him/her to review door operating procedures
and refer to the SEPM with the onboard leaders to gauge level of understanding
• Once the crew member has regained confidence and has rectified gaps in understanding, he/she may be reassigned to the
door position on the return sector
L2 was debriefed on the importance of being focused and vigilant whenever executing any safety related duties and was given the
following safety action plan:
•
•
•
•
•
•
Prior to each flight, consistently read-up on SEPM/CCQRH to refresh memory.
Highlight unfamiliarity with a/c type to onboard leader in Pre-flight Briefing
Plan ahead and avoid rushing to complete tasks in order to remain focused when managing safety related duties.
Mentally review specific aircraft door type and safety features of each type
Get assistance from colleagues when in doubt
Be situationally aware at all times when on flying duty
GS/CSQ/Q1-Q2/Jul2014
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SEVERE TURBULENCE
EY 604
A6 – AGB
AUH - JNB
One and a half hours prior to TOD, cabin crew were preparing their carts in the aft galley for service and suddenly there was severe
turbulence which resulted in 5 cabin crew getting injured. R4 and CS sustained severe injuries and L3; R3 & L4A sustained minor injuries
inflicted by service cart and service items.
2 guests sustained minor injuries. A female guest fell in the aisle as she was walking to the lavatory and a male guest injured his finger
while he was seated. First Aid was administered to the injured guests and cabin crew. Captain was kept informed of the situation.
As CS and R4 were not fit to operate a door, an ABP was assigned to R4 door and the L4 door was assigned to L4A. The ABP was not
comprehensively briefed.
Cabin Safety Procedures
An investigation was conducted with the cabin crew and lapses in compliance with SOPs were identified. These were addressed
in order for the onboard leaders to have a broader understanding of the situation and achieve desired levels of compliance - as
follows:
• Effective communication - could have been established between CM and the rest of the CCM during turbulence via an ALL
ATTENDANT CALL to check on crew wellbeing or any injuries sustained. This would have allowed the CM to intimate the Flight
Crew on the condition in the cabin in a timely manner.
• MedLink should have been contacted immediately regarding the guests and cabin crew injuries, particularly considering the
nature of injuries and body parts affected. Crew should avoid self-assessment and should always seek professional advice.
• ABP briefing should have included the use of the jump seat, seatbelt and shoulder harness operation including brace position
and emergency operation of the door.
GO AROUND
EY 396
A6 – EII
DOH - AUH
At TOD PIC made a PA informing guests that aircraft had commenced descent into AUH. CS and R1 commenced cabin clearance. R1
proceeded to secure the J Class galley. PIC looked through the camera and noticed that CS was still busy securing cabin. As the CS was
still finalizing cabin secure she realized the aircraft started to climb. PIC made a PA that aircraft was doing a go around because the cabin
was not secured. After go around, CS managed to pass cabin secure in a timely manner for second approach
Cabin Safety Procedures
CSP conducted an investigation which revealed that the crew were rushing on ground in DOH to have a quick turnaround
to avoid further delays. There was a communication breakdown between CS and R1. The lack of coordination resulted in
flight deck not being checked during the DOH-AUH sector. R1 was unable to effectively execute her duties as it was her first
operating flight in the J Class as galley operator. There was a lack of confidence in carrying out the galley operator duties.
There was a lapse in time management from R1 as she was not able to secure her galley in a timely manner.
CS was debriefed by CSPC and MCSI on the following points:
CS must adhere to the SEPM/ SOP for TOD procedures. CS must ask the PIC for flight time during the pre-flight briefing and
confirm the same while in transit. During the cruise phase of the flight, CS must verify with the flight crew
• Estimated time for TOD
• Estimated time for 10 minutes to arrival
• Estimated arrival time
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CS and R1 must communicate and remind each other to check on flight crew at intervals not exceeding 30 minutes as per SOP.
CS should try to prioritize her task during the flight and should encourage a two way communication with the rest of the team
to prevent a lapse on situational awareness and time management.
6 EXTRA PO LOADED
EY 460
A6 – ETN
AUH - MEL
CM reported 6 extra POs loaded by engineer without notification or Cabin Manager Alert message. CM accepted them; and after landing
in MEL she checked with CM on inbound flight that he had any information regarding the POs; which he claimed he did not.
Cabin Safety Procedures
CSP contacted CM to obtain more information and to remind CM that it is a security issue. CSP also contacted MCC to
provide an explanation about the incident as it was not standard procedure to load unsecured PO bottles in the cabin. MCC
responded that there was a request for medical usage and also confirmed the loaded bottles were Zero Two Plus oxygen
cylinders. CSP investigated further with CM and discovered that CM actually meant Zero Two Plus oxygen not Portable
Oxygen. The importance of not accepting unaccounted for equipment was reiterated as this was a serious security issue
and feedback was also provided to use correct terminology when submitting a CSR.
GUEST REFUSED TO TAKE BABY OUT FROM
BABY BASSINET DURING TURBULENCE
EY 460
A6 – ETN
AUH - MEL
While securing the cabin during turbulence, L3 and R3 that guests in seats 15FG had not removed their baby from the baby bassinet. They
instructed the guests to remove the baby from bassinet as per procedure. Guests refused to comply even though they were briefed on
baby bassinet usage at the time of installation. CM and CS were informed who addressed the situation; however, the guests insisted that
they would take the responsibility of their own baby and asked the on board leaders not to disturb them any further. The baby remained
in the bassinet during the turbulence event.
Cabin Safety Procedures
CSP provided feedback to all cabin crew members to assertively enforce all safety regulations onboard the aircraft in order
to ensure guests compliance as per SEPM 1.3
Cabin crew were made aware of disruptive levels, which in this case was a LEVEL 1 DISRUPTIVE BEHAVIOUR (SEPM 10.4.10.2)
CCM advised that guest must be explained that such noncompliance endangers their own safety and at no point are they
allowed to leave the baby in the baby bassinet during turbulence, regardless of the inconvenience. This is where cabin crew
must be decisive.
Also as stated in the report “parents mentioned they would take responsibility of their baby” cabin crew were also made
aware that there is no procedure of ‘decanting’ responsibility to the guests/parents for the use of the baby bassinet based on
our procedural requirements and during turbulence; it is primarily the cabin crew member who is and will be held responsible
for the safety of the aircraft and its occupants, therefore this practice is also strongly discouraged.
GS/CSQ/Q1-Q2/Jul2014
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SIGNIFICANT INCIDENTS AND OCCURRENCES – MEDICAL
DEATH ON BOARD (ON GROUND IN JED)
EY 341
A6 – ETF
JED-AUH
Casualty boarded the aircraft from the high loader at R2 door in a wheelchair and appeared very weak. When cabin crew
inquired about his condition, his wife stated that he was tired but fit to travel. Cabin crew informed PIC and asked ground
staff for medical assistance. While monitoring the casualty’s condition, cabin crew found no pulse and started CPR. They
performed CPR for a period of 20 min till the medical assistance came onboard and declared the casualty deceased due
to cardio-respiratory arrest.
Cabin Safety Procedures
CSP received the MIR and took the following action: Contacted ground staff in JED to reiterate the importance of prescreening guests. As the guest boarded the aircraft in a semiconscious state, they should have identified this and
initiated a call to MedLink for clearance to travel. On the other hand cabin crew were vigilant and did their job effectively
in identifying the guest’s condition and providing appropriate first aid to the casualty.
CABIN CREW INJURY
EY 266
A6 – EIT
AUH-CMB
While in the crew transport from CMB airport to the hotel the bus hit a hump, and the driver failed to apply the brakes
in time. The cabin crew member seated at the rear of the bus was thrown from the seat; hit the right part of the head
twice against the seat handles and fell down between the seats. Crew member complained of shoulder and back pain.
Duty Manager in CMB was informed and recommended that the crew should consult a doctor but cabin crew member
refused and stated that she is fine and fit to fly back and will visit EAMC once in AUH. CS monitored her during the layover.
Cabin Safety Procedures
CSP reviewed the MIR and informed the respective Performance Manager to follow up with duty of care. In the feedback
provided to CS and injured crew member, CSP highlighted the importance of calling SOS/MedLink in such situations.
This is mandatory as the cabin crew suffered shoulder and back injuries. It has been noticed that often crew neglect to
contact MedLink whenever they get injured, as the crew fail to recognize the seriousness of the medical situation when
they injury is inflicted upon themselves. of incident needs to be reported more thoroughly. Noticeable trends could also
be mentioned, if applicable.
UNCONSCIOUS CASUALTY DURING DISEMBARKATION
EY 272
A6 – EIR
AUH - TRV
Post-landing, after most guests had disembarked, CS noticed that the guest seated in 2C was trying to wake up his
brother seated in 2A. CS reacted promptly and went to check for breathing and pulse but found none. While ground staff
moved the casualty to the R1 galley floor, CS obtained the pocket mask from the EMK, L2 brought the AED and CPR was
initiated. Paramedics came onboard and once the high loader was in place, casualty was offloaded and taken to the
hospital. MIR was not submitted for over 48 hours.
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Cabin Safety Procedures
CSP contacted the CS to submit the MIR immediately, as it is a legal document which may be required in case the guest
pursues legal action. The CS was debriefed on the following medical SOPs:
• cabin crew are not required to check for pulse when a casualty is unconscious and breathing is the only sign of circulation
the crew need to check on an unconscious casualty
• Any type of report must be submitted as soon as possible and not later than 24 hours from the time of the occurrence
Captain sent an appreciation email to Guest Services to recognize the effort and professionalism displayed by the cabin
crew during this stressful situation.
MEDICAL CLEARANCE FROM GROUND IN LOS
EY 674
A6 – AGA
LOS-AUH
At the check-in counter CM was informed by LOS ground staff that there were 8 medical cases on the flight; 3 with EY
certificate and 5 MedLink fit to fly cases. CM was also informed that one case was a guest with lung cancer. MedLink
approval was taken and reference number recorded. Guest arrived at the door in a wheelchair and CM noticed a bandage
around his neck. As the guest had no trouble walking to his seat CM carried out her other duties. During the flight, the CM
found the guest seated at R4A jump seat and one of the CCM changing his bandage as it was soaked. The CCM informed
the CM that the guest cannot talk however he is able to communicate by writing and told them that he has larynx cancer
and that his bandage needs to be changed after he eats or drinks. CM together with the CCM changed the guest’s
bandage twice in-flight and assistance was requested on arrival as the guest has an onward connecting flight to DEL.
Cabin Safety Procedures
CSP received a notification from OSH requesting an investigation on how was the guest assessed before departing from
LOS. CM did not submit an MIR; only an OCR was submitted. Therefore, CSP sent an email request to the CM to submit an
MIR and further clarification. The subsequent investigation revealed that in this case, the ground staff in LOS did not fully
understand the guest’s medical condition and even though MedLink was contacted to clear him for the flight the guest
was not assessed properly. When the CM questioned the ground staff regarding why he had a patch on his throat, if he
had lung cancer; they were unsure. At the same time, CM should have established communication with the guest while
boarding in order to have a better understanding of the medical case. Reminder was sent to the ground staff to ensure
a proper assessment is carried out before boarding the guest. Also, if during boarding any of the cabin crew members
observe the condition of the guest as suspect, this should be flagged and MedLink contacted for their approval to travel.
CM and LOS APM were de-briefed on all relevant points. Additionally CM was debriefed debriefed on the importance of
independently ascertaining the satisfactory condition of the guest and submitting an MIR in all medical related cases.
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CREW SUSTAINED CHEMICAL BURN
EY 272
A6 – EIR
AUH - TRV
Post-landing, after most guests had disembarked, CS noticed that the guest seated in 2C was trying to wake up his
brother seated in 2A. CS reacted promptly and went to check for breathing and pulse but found none. While ground staff
moved the casualty to the R1 galley floor, CS obtained the pocket mask from the EMK, L2 brought the AED and CPR was
initiated. Paramedics came onboard and once the high loader was in place, casualty was offloaded and taken to the
hospital. MIR was not submitted for over 48 hours.
Cabin Safety Procedures
cabin crew are not required to check for pulse when a casualty is unconscious and breathing is the only sign of circulation
the crew need to check on an unconscious casualty event that a crew member sustains a similar burn, it must be treated
as a chemical burn and the affected area must be flushed with water for at least 20 minutes. And MedLink must be
contacted immediately.
SAFETY MANAGEMENT SYSTEM (SMS)
FIVE important things you should know about SMS…..
1. What is a Safety Management System?
The International Civil Aviation Organisation (ICAO) defines an SMS as “a systematic approach to managing safety,
including the necessary organizational structures, accountabilities, policies and procedures”.
2. Is it a necessary for Etihad Airways to have an SMS?
Yes, it is a regulatory requirement.
3. What are Etihad Airways’ corporate safety objectives?
The goal of Etihad Airways’ SMS is to establish a level of safety in our organisation that goes beyond the traditional
regulatory minims. In order to meet this aspiration, the company has established specific corporate objectives.
Lead – Be an influencer. To continue to strengthen and maintain meaningful operational safety leadership where Senior
Management lead in the delivery of safety strategies, set expectations for other managers, establish safety performance
standards, follow through on those expectations and standards, and commit appropriate resources
Engage – Promote a positive safety culture. To have continuous improvement in embedding a safety culture in all our
activities where people recognise the importance and value of effective safety management, and acknowledge at all
times that safety is paramount
Adopt – Continuous improvement in regulatory compliance. To uphold a safety management system which identifies,
meets and incorporates any changes in the statutory and regulatory regime, and remains integral to all our operations
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to help eliminate, or control risk to an acceptable level;
Drive – Measure and monitor safety performance. To ensure that measurement of organizational safety performance by setting performance indicators is
established, and that there is a continuous improvement in operational safety performance.
Overriding Goal – To have zero accidents involving fatality
4. Which web-based software tool does Etihad Airways use for its Safety Management processes?
Intelex
5. What are the four components of a Safety Management System?
Can you correctly identify to which component this Cabin Safety Quarterly e-publication belongs??? Check your answer in the next CSQ!!
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FIRST CABIN CREW SAFETY FORUM – MARCH 2014
FIVE important things you should know about SMS…..
The first CC Safety Forum in 2014 was held on 27th March at the Training
Academy Auditorium and was attended by over 220 cabin crew and HQ staff,
including Vice President Guest Services, Aubrey Tiedt. As in previous forums,
this was a fantastic opportunity to learn about the multi-dimensional approach
to cabin safety.
Topics and presenters on the day were:
ORD Medical Double Diversion
Imen Mhalla (Safety Training Facilitator)
KUL Turbulence Incidents
Monica Nemet (Cabin Safety Procedures Assistant)
Go-Arounds
Ashfaque Khan (Cabin Safety Procedures Controller)
Safe Manual Handling
Janine Matier (Manager Health & Safety)
Attendees were taken through a step-by-step deconstruction of the incidents,
and had an opportunity to participate in Q&A sessions after each presentation.
There was a fun raffle, and 4 lucky winners went home with exciting duty free
prizes!!
Well done to all those who participated in the event and helped to make it a
success!! Thank you to those of you who completed our survey. We’ve taken
your comments and suggestions on board; here are the results.
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We asked...“How relevant was the Safety Forum to your role as cabin crew?”
You answered…
We asked...“Did you benefit from the presentation of the ORD Double
Medical Diversion incident?”
You answered…
We asked...“Did you benefit from the presentation of the Go-Around topic?”
You answered…
We asked...“Did you benefit from the presentation of the KUL Turbulence
incident?”
We asked...“Did you benefit from the presentation on Safe Manual
Handling?”
You answered…
You answered…
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SECOND CABIN CREW SAFETY FORUM – JULY 2014
FIVE important things you should know about SMS…..
The second CC Safety Forum in 2014 was held on 10th July at the Training
Academy Auditorium and was attended by over 200 cabin crew and HQ staff,
including Vice President Guest Services, Aubrey Tiedt. It was encouraging to
see so many familiar faces from the first Safety Forum in March!
Topics and presenters on the day were:
Safety Performance Indicators (SPIs) Overview
Elaine Ramos (Manager Cabin Safety Procedures)
DUS Medical Emergency on Landing
Laura Davies (Facilitator)
Intelex Live Reporting Demonstration
Ashfaque Khan (Cabin Safety Procedures Controller) &
Monica Nemet (Cabin Safety Procedures Assistant)
MEL Lavatory Smoke Diversion
Ashfaque Khan
Particularly informative and useful were the SPIs Overview and the Intelex Live
Reporting Demonstration which brought our cabin crew another step closer to
understanding their role in the company’s Safety Management System.
Thank you to those of you who completed our short survey; we’ve taken your
comments and suggestions on board. We asked how beneficial the Safety
Forum was to your role and here is the result
Both the DUS Medical Emergency and the MEL Lavatory Smoke Diversion topics
had the attendees riveted as they watched an emotionally charged realistic
re-construction and a truly professional video documentary – that will serve
as a valuable learning tool for years to come. Attendees had an opportunity to
participate in Q&A sessions after each presentation.
There was a fun raffle, and 2 lucky winners went home with exciting duty free
prizes!!
Well done to all those who participated in the event and helped to make it
a success!! Your attendance is indicative of your commitment to safe cabin
operations. And each and every one of you who completed our survey said you
would attend the next CC Safety Forum!!
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We welcome your feedback on this e-publication.
Write to us at CabinSafetyProcedures@etihad.ae
GS/CSQ/Q1-Q2/Jul2014
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