Ism Cab en

✈ IOSA Checklist
ISM Ed 16 Rev 2 - Effective November 2023
NOTICE
DISCLAIMER. The information contained in this publication is subject to constant review in the light of changing
government requirements and regulations. No subscriber or other reader should act on the basis of any such
information without referring to applicable laws and regulations and/or without taking appropriate professional advice.
Although every effort has been made to ensure accuracy, the International Air Transport Association shall not be held
responsible for any loss or damage caused by errors, omissions, misprints or misinterpretation of the contents hereof.
Furthermore, the International Air Transport Association expressly disclaims any and all liability to any person or
entity, whether a purchaser of this publication or not, in respect of anything done or omitted, and the consequences of
anything done or omitted, by any such person or entity in reliance on the contents of this publication.
© International Air Transport Association. All Rights Reserved. No part of this publication may be reproduced, recast,
reformatted or transmitted in any form by any means, electronic or mechanical, including photocopying, recording or
any information storage and retrieval system, without the prior written permission from:
Senior Vice President
Operations, Safety and Security
International Air Transport Association
800 Place Victoria
P.O. Box 113
Montreal, Quebec
CANADA H4Z 1M1
IOSA Checklist
ISM Edition 16 Rev 2
© 2022 International Air Transport Association. All rights reserved.
Montreal—Geneva
Reference: DOC.F34 1 of 85 Issue Date: November 2023

Effective Date: November 2023
✈ IOSA Checklist
Section 5 — Cabin Operations (CAB)

Applicability
Section 5 addresses the safety and security requirements associated with the aircraft passenger cabin. All standards
and recommended practices (ISARPs) in this section are applicable to an operator that conducts passenger flights
with cabin crew.
Individual CAB provisions or sub-specifications within a CAB provision that:
 Do not begin with a conditional phrase are applicable unless determined otherwise by the Auditor.
 Begin with a conditional phrase “If the Operator...” are applicable if the Operator meets the condition(s)
stated in the phrase.
 Begin with a conditional phrase “If the Operator conducts passenger flights with or without cabin crew…” are
applicable if the Operator conducts passenger flights without cabin crew.
Additional ISARPs applicable to an operator that conducts passenger flights without cabin crew are located in Section
2 (FLT) of this manual.
Specifications applicable to the carriage of supernumeraries are located in Section 2 (FLT) of this manual.
Where an operator outsources the performance of cabin operations functions to external service providers, the
operator retains overall responsibility for ensuring the management of safety in such operations and must
demonstrate processes for monitoring applicable external service providers in accordance with CAB 1.10.2.
General Guidance
Definitions of technical terms used in this ISM Section 5, as well as the meaning of abbreviations and acronyms, are
found in the IATA Reference Manual for Audit Programs (IRM).
Refer to the IATA Cabin Operations Best Practices Guide for practical information and guidance related to cabin
safety policies and procedures, (http://www.iata.org/publications/Pages/cabin-safety-guide.aspx).
1 Management and Control
1.1 Management System Overview

CAB 1.1.1
The Operator shall have a management system for the cabin operations organization that ensures control of cabin
crew operations in the passenger cabin and the management of safety and security outcomes. (GM) ◄
Documented and Implemented (Conformity)
Documented not Implemented (Finding)
Implemented not Documented (Finding)
Not Documented not Implemented (Finding)
N/A
Auditor Comments:
Click or tap here to enter text.
Auditor Actions
Identified/Assessed management system structure for cabin operations.
Interviewed manager of CAB operations.
Assessed status of conformity with all other CAB management system ISARPs.
Other Actions (Specify)
Guidance
Refer to the IRM for the definitions of Cabin Crew, Operations and Operator.

✈ IOSA Checklist
Refer to Guidance associated with ORG 1.1.1 located in ISM Section 1.
CAB 1.1.2
The Operator shall have a manager for cabin operations that:
i. If required, is a post holder acceptable to the Authority;

ii. Has the authority and is responsible for the management and supervision of all cabin operations
activities;
iii. Is responsible for the management of safety and security risks to cabin operations. (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified manager for cabin operations.
Examined regulatory requirement for a post holder as manager for cabin operations.
Examined job description of manager for cabin operations (authority/accountabilities/responsibilities).
Interviewed manager of cabin operations.
Guidance
Refer to the IRM for the definition of Post Holder.
The term “manager” is generic; the actual title associated with this position will vary with each operator.
The manager for cabin operations might be referred to as a post holder, director or other title as specified by the
State.
In certain regulatory jurisdictions the individual that fills the position of manager of cabin operations may require
nomination as a director or post holder as specified in ORG 1.1.3.
1.2 Accountability, Authorities and Responsibilities

CAB 1.2.1
The Operator shall ensure the cabin operations management system defines the safety accountability, authorities
and responsibilities of management and non-management personnel that perform functions relevant to the safety
and/or security of cabin operations. The management system shall also specify:
i. The levels of management with the authority to make decisions regarding risk tolerability with respect to
the safety and/or security of cabin operations;
ii. Responsibilities for ensuring cabin operations are conducted in accordance with applicable regulations
and standards of the Operator;

✈ IOSA Checklist
iii. Lines of accountability throughout cabin operations, including direct accountability for safety and/or
security on the part of cabin operations senior management. [SMS] (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed defined safety accountability/authorities/responsibilities (focus: applicable to
management/non-management personnel throughout cabin operations organization).
Interviewed cabin operations manager and/or designated management representative(s).
Examined job descriptions of selected management/non-management personnel in cabin operations.
Guidance
Refer to Guidance associated with ORG 1.3.1 located in ISM Section 1 for expanded information regarding
accountability, authority and responsibility as applicable to management and non-management personnel.
CAB 1.2.2
The Operator shall have a process or procedure for the delegation of duties within the cabin operations
management system that ensures managerial continuity is maintained when operational managers including, if
applicable, post holders are unable to carry out work duties. (GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed processes for delegation of duties when cabin operations managers are absent.
Examined example(s) of delegation of duties due to absence of managers.
Guidance
The intent of this provision is for an operator to have a process or procedure that ensures a specific person (or
perhaps more than one person) is identified to assume the duties of any operational manager that is or is
expected to be, for any reason, unable to accomplish assigned work duties.
For the purpose of this provision, the use of telecommuting technology and/or being on call and continually
contactable are acceptable means for operational managers to remain available and capable of carrying out
assigned work duties.
Refer to Guidance associated with ORG 1.3.2 located in ISM Section 1, which addresses the performance of work
duties and the use of telecommuting technology and/or being on call and continually contactable.

✈ IOSA Checklist
CAB 1.2.3
The Operator shall ensure a delegation of authority and assignment of responsibility within the management
system for liaison with regulatory authorities, original equipment manufacturers and other external entities relevant
to cabin operations. (GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified cabin operations management individuals with authority for liaison with regulators and other external
entities.
Interviewed cabin operations manager/designated management representative(s).
Examined selected records of liaison with regulators and other external entities.
Guidance
CAB 1.2.4
The Operator shall ensure the duties and responsibilities of cabin crew members are defined and described in the
Operations Manual (OM). (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed defined cabin crew member duties and responsibilities in the OM.
Guidance
Refer to the IRM for the definitions of Cabin Crew Member and Operations Manual (OM).
The intent of this provision is that OM documentation describes:
 Duties and responsibilities for cabin crew members, including, if applicable, cabin crew leader;
 Chain and succession of command on board the aircraft.

✈ IOSA Checklist
CAB 1.2.5
The Operator shall ensure cabin crew members maintain familiarity with laws, regulations and procedures
pertinent to the performance of their duties. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed method for ensuring cabin crew members maintain familiarity with applicable laws,
regulation and procedures.
Guidance
An operator might use other methods that complement training to ensure cabin crew members remain
knowledgeable of the laws, regulations, rules, guidelines and other information that is relevant in the performance
of duties. For example, cabin crew members might have destination-specific information or briefing books that
explain the customs and immigration processes associated with flying into foreign destinations. Additionally, laws,
regulations and procedures might be reviewed to the extent necessary during cabin crew briefings prior to duty
assignments.
1.3 Communication
CAB 1.3.1
The Operator shall have a system that enables effective communication of relevant safety and operational
information throughout the cabin operations management system and in all areas where cabin operations are
conducted. Such system shall ensure:
i. Personnel maintain an awareness of the SMS;

ii. Safety-critical information is conveyed;
iii. If applicable, external service providers are provided with information relevant to operations
conducted. [SMS](GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed system(s) for communication of information relevant to operations within the cabin
operations organization.

✈ IOSA Checklist
Examined examples of information communication/transfer in cabin operations.

Interviewed non-management cabin crew members.
Guidance
Refer to Guidance associated with ORG 4.2.1 located in ISM Section 1 for expanded information regarding
methods of communication.
CAB 1.3.2
The Operator shall have processes to ensure information relevant to cabin crew policies, procedures and
responsibilities is communicated to all cabin crew members, and to ensure essential operational information or
guidance is communicated to the cabin crew prior to each flight. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed process(es) for communication of information relevant policies/procedures/responsibilities
to cabin crew members prior to each flight.
Examined examples of information provided to cabin crew members prior to flight.
Observed line cabin operations (focus: cabin crew has received essential operational information/guidance
prior to flight).
Guidance
Processes are in place to ensure information regarding policies, procedures and responsibilities is made available
to cabin crew members on a regular and timely basis. Vehicles for communication typically include the OM,
operations bulletins, bulletin board notices, safety bulletins, electronic platforms, electronic computer messages,
telephone calls or any other effective means.
Also, a process is in place to ensure essential information necessary for the safe conduct of a flight is
communicated to the cabin crew prior to the departure of each flight or series of flights. Such process would
include a means for cabin crew members to acknowledge receipt of essential information. Written or verbal
confirmation to a responsible manager that is recorded is considered an acceptable means of acknowledgement.
1.4 Provision of Resources

CAB 1.4.1
The Operator shall have the necessary facilities, workspace, equipment and supporting services, as well as work
environment, to satisfy cabin operations safety and security requirements. (GM) ◄
Note:
Conformity with this provision does not require specifications to be documented by the Operator.

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Observed/Assessed physical facilities/workspace/equipment/work environment.
Guidance
Implementation (i.e. adequacy of physical resources and work environment) is typically assessed through
observations made by the auditor during the course of the on-site audit.
△ CAB 1.4.2
The Operator shall have a selection process for management and non-management positions within cabin
operations organization that require the performance of functions relevant to the safety or security of cabin
operations. Such process shall ensure candidates are selected on the basis of knowledge, skills, training and
experience appropriate for the position. (GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed standards and processes for selection of personnel in functions relevant to safety/security
in cabin operations.
Interviewed personnel that perform functions relevant to the safety/security of in cabin operations.
Guidance
The operational positions subject to the specifications of this provision typically include those management
personnel required to ensure control and supervision of cabin operations in accordance with CAB 1.1.1, as
defined by the operator or Authority.
A corporate personnel selection policy that applies to all operational areas of the organization serves to satisfy
specifications in this provision.

✈ IOSA Checklist
1.5 Documentation System

△ CAB 1.5.3
The Operator shall have a system for the management and control of documentation and/or data used directly in
the conduct or support of cabin operations. Such system shall ensure documentation:
i. Meets all required elements specified in Table 1.1;

ii. Contains legible and accurate information;
iii. Is presented in a format appropriate for use in cabin operations. (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed management and control system for documentation used in cabin operations.
Interviewed responsible management representative(s).
Examined selected parts of the cabin OM (focus: legibility/accuracy/format; approval as applicable).
Guidance
Refer to the IRM for the definitions of Documentation, Electronic Documentation and Paper Documentation. Refer
to ORG 2.5.1 and associated Guidance, and Table 1.1, located in ISM Section 1.
1.6 Operations Manual (OM)

CAB 1.6.1
The Operator shall have an Operations Manual (OM), which may be issued in separate parts, that contains the
policies, procedures and other guidance or information necessary for cabin crew members to perform their duties
and be in compliance with applicable regulations, laws, rules and Operator standards. The content of the OM shall
be in accordance with specifications in Table 5.1. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed cabin OM or, if applicable, separate documents that comprise the OM.
Examined selected sections or parts of the cabin OM.
Guidance
Refer to the IRM for the definition of Practical Manual.

✈ IOSA Checklist
The complete content of the OM for cabin operations may be issued in more than one document or manual. For
example, an operator might choose to issue a practical manual, which would be a controlled document and
considered part of the OM. A practical manual, which might be referred to as a quick reference handbook (QRH),
typically comprises checklists and other selected information and material taken directly from the OM. Such
document is typically used by cabin crew members in performing onboard duties and procedures during normal,
abnormal and/or emergency operations.
Likewise, whereas the operational and training areas of cabin operations specified in Table 5.1 are all included in
the OM, they are typically issued in separate documents. For example, the cabin crew training program might be
outlined in a training document, while policies, procedures, checklists are specified in operational documents.
CAB 1.6.2
If required by the Authority, the Operator shall have a process to ensure the OM, including updates and revisions,
is submitted for acceptance or approval. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed process(es) for submission of OM, including updates/revisions, to Authority for
acceptance/approval.
Examined examples of acceptance/approvals of recent revisions to the cabin (OM).
Guidance
The OM contains a list of effective pages and, if applicable, displays evidence of approval or acceptance by the
Authority.
The manual (or revisions) is (are) typically accepted or approved, as applicable, prior to issuance to cabin crew
members and before any operational procedures contained in the manual are implemented.
In some states, the regulatory authority might have a passive process for providing acceptance of the manual. In
such case, the process defines the procedural steps and provides a record of the completed steps and date of
acceptance.
CAB 1.6.3
The Operator shall have a process to ensure cabin crew members are issued or have direct access to, as a
minimum, those parts of the OM that address duties and responsibilities relevant to the safety and security of
cabin operations. (GM)
N/A

✈ IOSA Checklist
Auditor Comments:
Auditor Actions
Identified/Assessed process(es) for ensuring cabin crew members are issued or have direct access to
relevant parts of cabin OM.
Examined parts of OM that require direct access by cabin crew members during flight.
Observed line cabin operations (focus: cabin crew has direct access to parts of OM with duties/responsibilities
relevant to safety/security of cabin operations).
Guidance
The specifications in this provision are applicable to the OM whether issued or accessible in paper or electronic
form.
CAB 1.6.4
The Operator shall have a process to ensure holders of the OM enter the most current amendments or revisions
into the manual and maintain the manual in an up-to-date condition. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed process(es) that ensure cabin crew members record/enter revisions/amendments to OM
to maintain up-to-date condition.
Identified/Assessed process(es) for checking cabin crew member OMs (focus: validation that OM are
maintained in up-to-date condition).
Observed line cabin operations (focus: cabin crew member OM amendments/revisions are up to date).
Guidance
When the OM is issued in paper form, a process (checking or other methods) is designed to ensure the manual is
kept up to date by individual cabin crew members. For example, a process could be established whereby a
periodic check of the OM of each cabin crew member is conducted on a scheduled basis (e.g. during recurrent
training, line evaluation or preflight briefing).
When the OM is made accessible in electronic form, a process (checking or other method) is designed to ensure
the electronically accessed manual is up to date.
The operator is responsible for amending onboard paper or electronic manuals. The cabin crew can cross check
updates to either type of manual during their preflight check to ensure it contains the most recent updates,
revisions and information.

✈ IOSA Checklist
CAB 1.6.5
The Operator shall ensure a minimum of one complete version of the OM as specified in CAB 1.6.1 is accessible
on board the aircraft for passenger flights and located in a manner that provides for:
i. If used directly for the conduct of cabin operations, immediate access by each cabin crew member;
ii. If used as a reference document only, unobstructed access by the cabin crew. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed onboard availability/access of OM to cabin crew members.
Observed line cabin operations (focus: onboard accessibility of complete version of OM).
Guidance
Refer to the IRM for the definitions of Electronic Flight Bag (EFB), Practical Manual.
The number of complete OMs on board the aircraft would be determined by how the manual is used by the cabin
crew.
It is not envisaged that the cabin crew would refer to the OM during an emergency situation or when an immediate
response is required (e.g. during critical stages of flight). Therefore, there is no requirement for the OM to be
immediately available to cabin crew members while they are seated in crew seats.
The onboard OM may be in the form of hard printed copies or as electronic media installed on fixed or portable
electronic devices.
Provision of the OM electronically, either within an Electronic Flight Bag (EFB) or installed on cabin crew personal
electronic devices, can offer more immediate availability of the OM to cabin crew members within their working
environment or on their person. In any case, one or more access terminals or devices would be located so the
cabin crew has immediate and/or unobstructed access to the OM as applicable to the way the manual is used, the
size of the aircraft, and the number of cabin crew members.
A safety risk assessment would typically be conducted to determine appropriate mitigations, policies and
procedures to ensure sufficient charging of the device(s) for the duration of the flight and to address the possibility
of a device malfunction preventing access to the OM.
Item (i) specifies the use of the onboard OM directly for the conduct of cabin operational functions (e.g. using
checklists, making cabin announcements). When the OM is used in this manner, because each cabin crew
member will require access at any time to perform their duties, it might be necessary to have more than one copy
available depending on the size of the aircraft and the number of cabin crew members.
Item (ii) specifies the use of the onboard OM only as a reference manual, which would occur when a practical
manual is used directly for the conduct of cabin operational functions (see CAB 1.6.7). For example, the OM might
be used as a reference to perform a more detailed check of a policy or process. Where the OM is used only as a
reference, a minimum of one copy, either electronic or printed, would be required and located so cabin crew
members always has access. The flight deck may be an acceptable location for the OM if there are no other
suitable locations within the cabin.
CAB 1.6.6
The Operator shall ensure information in the OM pertaining to cabin crew duties and responsibilities is published

✈ IOSA Checklist
in the designated common language(s) of the Operator, as specified in CAB 3.1.3.

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed use of designated common language(s) to present OM information pertaining to cabin
crew duties/responsibilities.
Examined parts of OM published in designated common language.
Observed line cabin operations (focus: OM published in designated common language).
CAB 1.6.7
If the Operator publishes a practical manual for use by the cabin crew in the performance of cabin operations
duties, the Operator shall ensure one or more copies of the up-to-date practical manual are on board the aircraft
for passenger flights and located in a manner that provides for immediate access by each cabin crew
member. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed onboard availability/access of practical manual to cabin crew members.
Examined practical manual used by cabin crew members.
Observed line cabin operations (if applicable) (focus: one or more copies of up-to-date practical manual on
board; cabin crew has immediate access to practical manual).
Guidance
Refer to the IRM for the definition of Practical Manual.
A practical manual (or QRH, QRM) is a condensed version of the OM designed for use by personnel in conducting
frontline operations. It contains selected reference information, policies, procedures, illustrations, memory aids,
checklists and/or other material necessary from the OM to ensure standardization in performing normal duties and
addressing non-normal, abnormal and/or emergency situations.
A practical manual is typically required to be in the possession of each individual cabin crew member in electronic
or printed format, or available at each cabin crew station or other location that ensures immediate access by each
cabin crew member.

✈ IOSA Checklist
1.7 Records System

CAB 1.7.1
The Operator shall have a system for the management and control of cabin operations records to ensure the
content and retention of such records is in accordance with requirements of the Authority, as applicable, and to
ensure operational records are subjected to standardized processes for:
i. Identification;
ii. Legibility;
iii. Maintenance;
iv. Retrieval;
v. Protection, integrity and security;
vi. Disposal, deletion (electronic records) and archiving. (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed management and control system for operational records in cabin operations.
Examined regulatory requirement(s) for management/control of operational records in cabin operations.
Examined selected operational records in cabin operations.
Guidance
Refer to guidance associated with ORG 2.6.1 located in ISM Section 1.
CAB 1.7.2
If the Operator uses an electronic system for the management and control of cabin operations records, the
Operator shall ensure the system provides for a scheduled generation of backup record files. (GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed management and control system for electronic records in cabin operations.
Examined selected record(s) of backup files for electronic records.

✈ IOSA Checklist
Guidance
1.9 Quality Assurance Program

CAB 1.9.1
The Operator shall have a quality assurance program that provides for the auditing and evaluation of the cabin
operations management system and operational functions at planned intervals to ensure the organization is:
i. Complying with applicable regulations and standards;

ii. Satisfying stated operational needs;
iii. Identifying areas requiring improvement;
iv. Identifying hazards to operations;
v. Assessing the effectiveness of safety risk controls. [SMS] (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed quality assurance program in cabin operations (focus: role/purpose within
organization/SMS; definition of audit program scope/objectives; description of program elements/procedures for
ongoing auditing of management/operational areas).
Interviewed responsible quality assurance program manager.
Interviewed selected operational managers (focus: interface with quality assurance program).
Examined selected cabin operations audit reports (focus: audit scope/process/organizational interface).
Guidance
Refer to the IRM for the definition of Quality Assurance (QA).
Refer to Guidance associated with ORG 2.1.1 located in ISM Section 1 for typical audit program requirements.
The specifications of this provision would typically apply to periodic audits of the training program, whether training
is conducted by the operator or outsourced to an external service provider.
Audits are conducted at intervals that meet the requirements of the operator and/or the Authority.
CAB 1.9.2
The Operator shall have a process to ensure significant issues arising from cabin operations quality assurance
and risk management are subject to management review in accordance with ORG 4.1.1. [SMS] (GM) ◄

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed process for management review of cabin operations quality assurance issues (focus:
continual improvement of quality assurance program).
Examined selected records/documents of management review of cabin operations quality assurance program
issues (focus: specific issues/changes identified and implemented to improve quality assurance program).
Guidance
Significant issues are typically defined by the individual operator and are regarded as those issues that could
impact the safety, security and/or quality of cabin operations.
Refer to ORG 4.1.1, 4.1.2, and associated guidance located in ISM Section 1.
CAB 1.9.3
The Operator shall have a process for addressing findings that result from audits conducted under the quality
assurance program, which ensures:
i. Identification of root cause(s);

ii. Development of corrective action as appropriate to address findings;
iii. Implementation of corrective action in appropriate area(s) of cabin operations;
iv. Evaluation of corrective action to determine effectiveness. (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed process for addressing/closing cabin operations audit findings.
Examined selected audit reports/records (focus: identification of root cause, development/implementation of
corrective action, follow-up to evaluate effectiveness).
Guidance
CAB 1.9.4

✈ IOSA Checklist
The Operator shall have an audit planning process and sufficient resources to ensure audits of cabin operations
are:
i. Scheduled at intervals to meet regulatory and management system requirements;

ii. Conducted within the scheduled interval. (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed quality assurance audit planning process in cabin operations (focus: audits
planned/scheduled/conducted in accordance with applicable internal/external requirements).
Identified/Assessed audit resources (focus: availability of sufficient auditors/other resources to accomplish
audit plan).
Crosschecked audit plan with selected audit reports to verify adherence to plan (focus: audits conducted in
accordance with audit plan).
Other Action (Specify)
Guidance
1.10 Quality Control of Outsourced Operations and Products

CAB 1.10.1A
If the Operator has external service providers conduct outsourced cabin operations functions, the Operator should
ensure a service provider selection process is in place that ensures:
i. Safety-relevant selection criteria are established;

ii. Service providers are evaluated against these criteria prior to selection. (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed selection process for external service providers.
Interviewed responsible manager in cabin operations.
Examined selected records/documents that demonstrate application of the selection process.
Other Actions (specify)
Guidance

✈ IOSA Checklist
The intent of this provision is for an operator to define relevant safety and security criteria for use in the evaluation
and potential selection of cabin operations service providers. This is the first step in the management of external
service providers and would take place prior to the operator signing an agreement with a provider. The process
need be applied only one time leading up to the selection of an individual service provider.
Refer to the guidance associated with ORG 1.6.1.
CAB 1.10.1B
If the Operator has external service providers conduct outsourced cabin operations functions, the Operator shall
have a process to ensure a contract or agreement is executed with such external service providers. Contracts or
agreements shall identify the application of specific documented requirements that can be monitored by the
Operator to ensure requirements that affect the safety and/or security of cabin operations are being fulfilled by the
service provider. (GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed processes for contract/agreement production/execution with external service providers
that conduct outsourced cabin operations functions.
Interviewed responsible manager(s) in cabin operations.
Examined selected cabin operations outsourcing contracts/agreements (focus: inclusion of or reference to
specific requirements applicable to external service providers).
Guidance
Refer to the IRM for the definition of Operational Function (Aircraft Operations) and Outsourcing.
This provision only addresses cabin operations functions that are voluntarily outsourced to external service
providers. An example of such a function would be the training of cabin crew members conducted by an external
training organization.
Functions that are associated with the aircraft cabin but would not normally be conducted by the cabin operations
organization (e.g. aircraft catering) are not addressed by this provision.
CAB 1.10.2
If the Operator has external service providers conduct outsourced cabin operations functions, the Operator shall
have a process to monitor such external service providers to ensure requirements that affect the safety and/or
security of cabin operations are being fulfilled. (GM) ◄
Note:
IOSA registration as the only means to monitor is acceptable provided the Operator obtains the latest of the
applicable audit report(s) through official program channels and considers the content of such report(s).

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed (focus: monitoring process ensures provider fulfils applicable safety/security
requirements).
Examined selected records/reports resulting from monitoring of cabin operations service providers (focus:
monitoring process ensures provider fulfils applicable safety/security requirements).
Guidance
Monitoring and control of external organizations typically includes random sampling, product audits, supplier
audits, or other similar methods.
If an operator outsources any cabin operations function(s) to external service providers as specified in CAB
1.10.1, then the operator would be required to meet the specifications of this provision.
CAB 1.10.3
If the Operator has external service providers conduct outsourced cabin operations functions, the Operator should
include auditing as a process for the monitoring of external service providers in accordance with CAB
1.10.2. (GM) ◄
Documented not Implemented (Observation)
Implemented not Documented (Observation)
Not Documented not Implemented (Observation)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed auditing processes used for monitoring external cabin operations service providers.
Examined selected records/reports resulting from auditing of cabin operations service providers (focus: audit
process ensures provider is fulfilling applicable safety/security requirements).
Guidance
CAB 1.10.4
The Operator should have a process to ensure equipment or other operational products relevant to the safety of
aircraft operations that are purchased or otherwise acquired from an external vendor or supplier meet the product

✈ IOSA Checklist
technical requirements specified by the Operator prior to being used in the conduct of operations. (GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed processes for acceptance of products acquired for use in cabin operations.
Examined selected product acceptance records (focus: products meet cabin operations technical
requirements).
Guidance
Examples of products addressed by this provision could include:
 Operational manuals produced by external suppliers;

 Cabin door or passenger service unit training devices;
 Video training programs.
1.11 Safety Management
Risk Management
CAB 1.11.1
The Operator shall have a hazard identification program in the cabin operations organization that includes a
combination of reactive and proactive methods of hazard identification. [SMS] (GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed safety hazard identification program in cabin operations (focus: program identifies
hazards to aircraft operations; describes/defines method(s) of safety data collection/analysis).
Identified/Assessed role of cabin operations in the organization-wide, cross-discipline safety hazard
identification program (focus: participation with other operational disciplines).
Interviewed person(s) that perform analysis of cabin operational data for the purpose of identifying hazards.
Examined examples of hazards to aircraft operations that have been identified through data collection and
analysis in cabin operations.

✈ IOSA Checklist

Guidance
Refer to the IRM for the definitions of Hazard (Aircraft Operations), Risk Management and Safety Risk.
Hazard identification is an element of the Safety Risk Management component of the SMS framework.
CAB 1.11.2
The Operator shall have a safety risk assessment and mitigation program in the cabin operations organization that
specifies processes to ensure:
i. Hazards are analyzed to determine corresponding safety risks to aircraft operations;

ii. Safety risks are assessed to determine the requirement for risk mitigation action(s);
iii. When required, risk mitigation actions are developed and implemented in cabin operations.
[SMS] [Eff] (GM) ◄

N/A
Auditor Comments:
Assessment Tool
Desired Outcome
• The Operator maintains an overview of its cabin operations risks and through implementation of mitigation
actions, as applicable, ensures risks are at an acceptable level.
Suitability Criteria (Suitable to the size, complexity and nature of operations)
• Number and type of analyzed hazards and corresponding risks.
• Means used for recording risks and mitigation (control) actions.
• Safety data used for the identification of hazards.
Effectiveness Criteria
(i) All relevant cabin operations hazards are analyzed for corresponding safety risks.
(ii) Safety risks are expressed in at least the following components:
- Likelihood of an occurrence.
- Severity of the consequence of an occurrence.
- Likelihood and severity have clear criteria assigned.
(iii) A matrix quantifies safety risk tolerability to ensure standardization and consistency in the risk assessment
process, which is based on clear criteria.
(iv) Risk register(s) across the cabin operations organization capture risk assessment information, risk
mitigation (control) and monitoring actions.
(v) Risk mitigation (control) actions include timelines, allocation of responsibilities and risk control strategies
(e.g. hazard elimination, risk avoidance, risk acceptance, risk mitigation).
(vi) Mitigation (control) actions are implemented to reduce the risk to a level of “as low as reasonably practical”.
(vii) Identified risks and mitigation actions are regularly reviewed for accuracy and relevance.
(viii) Effectiveness of risk mitigation (control) actions are monitored at least yearly.
(ix) Personnel performing risk assessments are appropriately trained in accordance with ORG 4.3.1.
Auditor Actions
Identified/Assessed safety risk assessment and mitigation program in cabin operations (focus: hazards
analyzed to identify/define risk; risk assessed to determine appropriate action; action implemented/monitored to
mitigate risk).

✈ IOSA Checklist
Identified/Assessed role of cabin operations in cross-discipline safety risk assessment/mitigation program

(focus: participation with other operational disciplines).
Interviewed person(s) that perform safety risk assessments in cabin operations.
Examined selected records/documents that illustrate risk assessment and resulting risk mitigation action(s) in
cabin operations.
Guidance
Refer to the IRM for the definitions of Risk Register, Safety Risk, Safety Risk Assessment (SRA), Safety Risk
Management and Safety Risk Mitigation.
Risk assessment and mitigation is an element of the Safety Risk Management component of the SMS framework.
Potential hazards typically associated within cabin operations include, but are not limited to:
 Inadvertent slide deployment;

 Smoke/fire/fumes;
 Turbulence;
 Unruly passengers;
 Cabin crew injury/incapacitation;
 Carriage of lithium batteries in the cabin;
 Inflight product and services;
 Service of hot food and beverages.
Operational Reporting
CAB 1.11.3
The Operator shall have an operational safety reporting system in the cabin operations organization that:
i. Encourages and facilitates cabin operations personnel to submit reports that identify safety hazards,
expose safety deficiencies and raise safety concerns;
ii. Ensures mandatory reporting in accordance with applicable regulations;
iii. Includes analysis and cabin operations management action to address safety issues identified through
the reporting system. [SMS] (GM) ◄

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed operational safety reporting system in cabin operations (focus: system urges/facilitates
reporting of hazards/safety concerns; includes analysis/action to validate/address reported hazards/safety
concerns).

✈ IOSA Checklist

Interviewed person(s) that perform operational safety report review/analysis/follow-up in cabin operations.
Examined data that confirm an effective cabin operations safety reporting system (focus: quantity of reports
submitted/hazards identified).
Examined records of selected cabin operations safety reports (focus: analysis/follow-up to identify and address
reported hazards/safety concerns).
Guidance
Safety reporting is a key aspect of SMS hazard identification and risk management.
CAB 1.11.4
The Operator should have a confidential safety reporting system in the cabin operations organization that
encourages and facilitates the reporting of events, hazards and/or concerns resulting from or associated with
human performance in operations. (GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed confidential safety reporting system in cabin operations (focus: system urges/facilitates
reporting of events/hazards/safety concerns caused by humans; report/reporters are de-identified; includes
analysis/action to validate/address reported hazards/safety concerns).
Examined records of selected cabin operations confidential safety reports (focus: report/reporter de-
identification; analysis/follow-up to identify/address reported hazards/safety concerns).
Guidance
Safety Performance Monitoring and Management
CAB 1.11.5
The Operator shall have processes in the cabin operations organization for setting safety performance indicators
(SPIs) and, as applicable, safety performance targets (SPTs) as means to monitor the achievement of its safety
objectives and to validate the effectiveness of safety risk controls. [SMS] (GM) ◄

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed program for setting SPIs and SPTs in cabin operations (focus: program defines the
development and implementation of SPIs that are aligned with safety objectives).
Examined selected SPIs (focus: SPIs and SPTs are being used to monitor operational performance toward
effectiveness of risk controls and achievement of safety objectives).
Examined records/documents that identify tracking of cabin operations SPIs and SPTs (focus: tracking used to
assess/monitor operational safety performance, assess/validate risk control effectiveness).
Guidance
Refer to the IRM for the definitions of Safety Assurance, Safety Objective, Safety Performance Indicator (SPI) and
Safety Performance Target (SPT).
Setting SPIs that are consistent with safety objectives is an element of the Safety Assurance component of the
SMS framework.
SPIs are used by an operator to track and compare its operational performance against the achievement of its
safety objectives and to focus attention on the performance of the organization in managing operational risks and
maintaining compliance with relevant regulatory requirements.
SPIs in cabin operations are usually expressed as a reduction in the rate or number of specifically identified
occurrences or conditions, Examples could include inadvertent slide deployments, turbulence-related injuries in
the cabin, fumes or fires, and rapid deplaning/emergency evacuation events.
SPTs define short-term and medium-term safety performance management desired achievements. They act as
‘milestones’ that provide confidence that the organization is on track to achieving its safety objectives and provide
a measurable way of verifying the effectiveness of safety performance management activities. The setting of SPTs
is normally accomplished after considering what is realistically achievable and, where historical trend data are
available, the recent performance of the particular SPI.
It is not always necessary or appropriate to set or define SPTs as there could be some SPIs that are better
monitored for trends rather than against a targeted number. Safety reporting is an example of when having a
target could either discourage people not to report (if the target is not to exceed a number) or to report trivial
matters to meet a target (if the target is to reach a certain number).
Refer to Guidance associated with ORG 1.4.1 (safety objectives) and ORG 1.4.2 (SPIs and SPTs) located in ISM
Section 1.
2 Training and Qualification

General Guidance
Many of the provisions of this subsection contain specifications related to the recurring frequency of training and
evaluation events for cabin crew members. Such provisions, with a few exceptions, define cycles or intervals for the
completion of recurrent training and/or evaluation expressed in months since training was first completed or
qualification was first established. It is important to note, however, that for the purpose of conformance with these
provisions, such intervals are nominal and the actual interval may vary slightly. For example, an operator may adjust
the frequency of evaluations to minimize overlap, provide scheduling flexibility, preserve the original qualification
date, and/or ensure evaluations are consistently completed in accordance with the nominal cycle set forth by the
State and/or applicable authorities. Accommodations of this nature are commonplace and vary widely by regulatory
jurisdiction. In all cases, however, the auditor will make the determination of whether or not such accommodations fit
within the nominal cycles established in each provision.

✈ IOSA Checklist
2.1 Training Program

CAB 2.1.1A
The Operator shall have a training and evaluation program that is approved or accepted by the Authority, and that
ensures cabin crew members understand their responsibilities and are competent to perform the duties and
functions associated with cabin operations. The cabin crew training program shall also, as a minimum, address:
i. Initial qualification;
ii. Continuing qualification;
iii. Re-qualification;
iv. If applicable, aircraft transition or conversion;
v. If applicable, other specialized training requirements;
vi. If applicable, each traditional training program requirement that is replaced by a requirement under an
Advanced Qualification Program (AQP) as approved or accepted by the Authority. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for specified training/qualification courses applicable to each aircraft type in
cabin crew training/evaluation program.
Identified/Assessed program elements under AQP (as applicable); program has regulatory approval.
Examined training/qualification course curriculum (focus: inclusion of applicable training/qualification courses).
Examined training/qualification records of selected cabin crew members (focus: completion of applicable
training/qualification courses).
Guidance
Refer to the IRM for the definitions of Advanced Qualification Program (AQP) and Continuing Qualification.
AQP incorporates the elements and specifications contained in CAB 2.1.1B, Table 5.2 and Table 5.3.
CAB 2.1.1B
If the Operator conducts cabin crew training and evaluation in accordance with an AQP, such AQP shall be
approved or accepted by the Authority and incorporate the applicable elements and specifications contained in
Table 5.2 and Table 5.3. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed cabin crew AQP (focus: regulatory approval, incorporation of elements/specifications in

✈ IOSA Checklist
accordance with Tables 5.2 and 5.3).

Examined initial/recurrent/requalification/aircraft type course curricula/syllabi for training of cabin crew
members.
Examined training records of selected cabin crew members.
Guidance
An operator, in accordance with the requirements of the Authority, typically uses technical guidance for the
development of an AQP. Such guidance might be derived from one or more of the following source references, as
applicable:
 Office of the Federal Register, (2 October 1990), Special Federal Aviation Regulation 58–Advanced
Qualification Program, Federal Register, Vol. 55, No. 91, Rules and Regulations (pp. 40262–40278).
 FAA 14 CFR Part 121, Subpart Y.
 FAA Advisory Circular 120–54A, Advanced Qualification Program (23 June 2006).
 FAA Advisory Circular 120–51 (3 January 1995), Crew Resource Management Training, Federal Aviation
Administration, Washington DC: U.S. Department of Transportation.
 Any equivalent reference document approved or accepted by the Authority for the development of an
advanced training and qualification program designed to conform to the specifications of Table 5.2 and
Table 5.3.
CAB 2.1.2
The Operator shall ensure all cabin crew members complete an initial training course:
i. As part of the cabin crew qualification process for individuals who have not previously been qualified as a
cabin crew member for the Operator;
ii. Prior to being assigned duties as a cabin crew member. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirements for completion of initial training by cabin crew members.
Examined records of initial training of selected cabin crew members.
Guidance
An AQP may allow for deviations and/or an abbreviated curriculum for initial/new hire cabin crew training in a
merger or acquisition situation.

✈ IOSA Checklist
CAB 2.1.3
The Operator shall ensure all cabin crew members complete a recurrent training course once every 12 months or,
if applicable, in accordance with the Operator's AQP as specified in CAB 2.1.1B in order to remain qualified to
perform duties as a cabin crew member. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirements for completion of recurrent training by cabin crew members.
Examined records of recurrent training of selected cabin crew members.
Guidance
An operator typically has a process that tracks qualification requirements to ensure cabin crew members complete
recurrent training in a timely manner to remain qualified.
The nominal cycle for the completion of the recurrent training course by each cabin crew member is 12 months
and, during that period, each cabin crew member receives training in the subject areas applicable to the course for
that 12-month period.
As a means of ensuring flexibility in the scheduling process, in some regulatory jurisdictions an operator may be
permitted to increase the maximum cycle for the completion of recurrent training by cabin crew members up to 15
months with no change to the original training anniversary date of each cabin crew member. Such flexibility,
however, would not alter the requirement for a basic 12-month recurrent training cycle for cabin crew members.
In the event a cabin crew member becomes unqualified for any reason (e.g., extended leave of absence),
completion of re-qualification training would establish a new anniversary date (superseding the original
anniversary date) upon which recurrent training would be based.
An AQP may have an approved extension to the duration of Continuing Qualification cycle if evidence
substantiates the extension maintains or increases the level of safety for the operator. A Continuing Qualification
cycle may be extended up to a maximum of 39 months. Additionally, an individual crewmember may be assigned
an augmented or additional training and/or evaluation schedule based on performance during training,
qualification or in line operations.
CAB 2.1.4
The Operator shall have a cabin crew requalification training course, which shall be completed:
i. By individuals who have failed to remain qualified as a cabin crew member;

ii. As part of the process to regain qualification to perform duties as a cabin crew member;
iii. If applicable, in accordance with the Operator's AQP as specified in CAB 2.1.1B. (GM)


✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirements for completion of requalification training by cabin crew members.
Examined records of requalification training of selected cabin crew members.
Guidance
An operator typically has a process that tracks qualification requirements to ensure, when cabin crew members
become unqualified for any reason, such crew members complete applicable requalification training prior to being
assigned to perform duties as a cabin crew member.
An AQP typically includes remediation methodology in its approved documentation describing strategies that will
be used to remediate unsuccessful testing, validation, or evaluation. Remediation may not require completion of a
requalification course. An AQP may allow for flexibility of requalification requirements based on the Qualification
Standards and additional parameters set by the operator. Any deviations from traditional training requirements will
be included in its approved documentation.
CAB 2.1.1B addresses overall AQP elements and specifications, as well as Authority approval/acceptance
requirements.
CAB 2.1.5
The Operator shall have aircraft type training, which shall be completed by cabin crew members as part of the
process to qualify and remain qualified to perform cabin crew duties on each type of aircraft to which they may be
assigned. As a minimum, subjects covered under aircraft type training shall include:
i. Aircraft systems;
ii. Exit locations and operation;
iii. Emergency equipment locations and operation;
iv. Emergency assignments;
v. Unique features of the aircraft cabin (as applicable for variants of a common aircraft type). (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirements for completion of aircraft type training by cabin crew members.
Examined course syllabus for aircraft type training of cabin crew members.
Examined records of aircraft type training of selected cabin crew members.
Guidance

✈ IOSA Checklist
An aircraft type training course for cabin crew members would include the description, locations and operation of
an aircraft and its equipment.
Instruction in aircraft systems typically includes:
 Aircraft interior, passenger seats and restraints;

 Crew member seats and restraints;
 Aircraft-specific duties and responsibilities;
 Galley systems;
 Communication systems;
 Lighting systems;
 Oxygen systems.
Instruction on exit locations and operation addresses the types of exits on an aircraft.
Instruction on emergency equipment locations and operation addresses slides, rafts, slide/rafts, ramp slide/rafts,
life jackets and other flotation devices.
Sub-specification iv): The term “emergency assignments” refers to specific duties assigned to cabin crew
members during emergency situations.
A process, in accordance with requirements of the Authority, would be used to qualify cabin crew members that
concurrently operate aircraft of different types or operate variants within one aircraft type. The qualification
process would typically address the differences between variants or types.
CAB 2.1.6
The Operator shall require instructors and evaluators that train and/or evaluate cabin crew members to
successfully complete an instructor and/or evaluator training course that ensures such instructors and evaluators
have an adequate level of knowledge and standardization to provide, as applicable, instruction or evaluation in the
cabin crew training program. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirements for completion of instructor/evaluator training by instructors/evaluator that
deliver training courses to or evaluate cabin crew members.
Examined course curriculum/syllabus for training of cabin crew training instructors.
Examined records of instructor training of selected cabin crew training instructors/evaluators.
Guidance
The syllabus for the cabin crew instructor training program typically focuses on instruction techniques and
provides the level of technical knowledge relevant to the areas in which the individual instructor will deliver
instruction.
An AQP typically distinguishes between instructor and evaluator duty positions. However, the instructor/evaluator
role may be assumed by the same person. Distinct training is typically provided focusing on instruction and
evaluation techniques.

✈ IOSA Checklist
CAB 2.1.7
The Operator shall ensure cabin crew training courses include testing or evaluation by written, oral or practical
means to satisfy requirements for cabin crew members to demonstrate adequate knowledge, competency and
proficiency to perform duties, execute normal, abnormal and emergency procedures, and operate emergency and
lifesaving equipment. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed policy/requirement for testing/evaluation in training courses for cabin crew members.
Examined Testing and evaluation options used.
Examined testing/evaluation records of selected cabin crew members.
Guidance
Testing or evaluation, which may be accomplished using oral, written or practical means, ensures a thorough
knowledge of and the ability to perform duty assignments and execute functions in the cabin.
Written tests and practical drills would be sufficiently thorough to ensure adequate coverage of all safety duties
and functions to be performed in an emergency.
Written tests need not be lengthy (e.g. 10 multiple choice questions) provided test questions are drawn from a
large pool of questions that address a broad range of subjects. If tests include questions on commercial subjects
(e.g. procedures associated with food and beverage services), then testing methods would ensure there are a
sufficient number of test questions to adequately evaluate knowledge of safety aspects.
Grading as part of evaluation would be calibrated such that high scores on non-safety issues do not override or
mask low scores on important safety-related material.
Typically, the process includes grading standards that define the minimum passing score for all testing to measure
and indicate the level of safety competency. Similarly, grading standards are needed when evaluating the
performance of cabin crew members during practical training exercises.
Refer to CAB 2.2.5, which contains specifications and guidance that address practical training exercises.
Approved AQP documentation typically identifies applicable testing/validation/evaluation strategies. Such
strategies may include the following: train-to-proficiency, knowledge validation, cognitive skill validation, motor skill
validation and operating experience, as well as first look and line evaluation.
Note:
Train-to-proficiency may occur in the form of instruction, review, practice or performance, and does not require
data collection.
CAB 2.1.8
The Operator shall ensure the completion of required training by cabin crew members is recorded and such
records are retained in accordance with CAB 1.7.1.

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed means of maintaining records of training of cabin crew members.
Examined regulatory requirement for retention of cabin crew member training records.
2.2 Program Elements

General Guidance
Many of the provisions of this subsection make reference to cabin crew training conducted in accordance with an
AQP that is approved or accepted by the Authority as specified in CAB 2.1.1B.
If applicable, AQP allows development of proficiency-based training programs that encourage innovation in the
methods and technologies used during instruction and evaluation, as well as in the efficient management of the
training systems. Since these innovations may require some deviations from traditional regulations, the approved
qualification standards may replace the applicable portions of the existing regulations and/or training guidance. These
deviations or variances will be defined in the approved AQP documentation.
Additionally, an approved AQP Entry Level Analysis may be documented to achieve the most effective use of training
resources. An Entry Level Analysis may also be used to identify where training is not needed or to justify alternative
curriculum tracks or modules targeted at expected differences in entry background.
In an AQP, criticality and currency determination guides how and when training objectives are trained, validated or
evaluated. A task factor analysis will be documented within the approved training qualification standards.
Conformance Applicability (CA) Tables are embedded in certain provisions in this sub-section to indicate how aspects
or factors relevant to cabin crew training and qualification must be addressed or satisfied for an operator to be in
conformity with the provision. Each CA table contains four columns that address the following relevant
aspects/factors:
 Specific to Aircraft Type: Indicates whether the training specified in the provision must account for or be
tailored to aircraft type or crew position.
 Included in Initial/Requalification Training: Indicates whether the training specified in the provision must be
included as part of initial and requalification training.
 Included in Recurrent Training: Indicates whether the training specified in the provision must be included as
part of recurrent training/continuing qualification and, as applicable, specifies the maximum recurrent
interval.
 Conformance through AQP: Indicates whether the specified training and/or evaluation, including the
associated recurrent training/continuing qualification interval, if any, may be replaced by equivalent
requirements as part of, as applicable, the operator’s AQP.
CAB 2.2.1
The Operator shall ensure cabin crew members receive training or orientation to provide familiarity with basic
aviation subjects relevant to cabin operations and cabin crew duties. Such training or orientation shall be part of
the cabin crew initial training course and, as a minimum, address the following subject areas:

✈ IOSA Checklist
i. Applicable regulations;
ii. Aviation terminology;
iii. Basic theory of flight;
iv. Relevant aircraft systems;
v. Altitude physiology;
vi. Standard operating procedures for cabin operations on the ground and all phases of flight. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of training in basic aviation subjects in cabin crew initial
training course.
Examined curriculum/syllabus of initial training course for cabin crew members.
Guidance
Training or orientation in aviation subjects typically would address, on a basic level:
 State, international and company-specific regulations;

 Aviation terminology and theory of flight necessary in the performance of cabin duties;
 Basic flight subjects such as major aircraft components, critical surfaces (including contamination),
pressurization system, weight and balance, meteorology, turbulence, communications equipment and air
traffic control;
 Subjects associated with altitude physiology, such as effects of altitude, hypoxia, the aircraft oxygen
system and operation, gas expansion, depressurization and decompression sickness;
 Philosophy, structure and application of standard operating procedures.
If such training is delivered in a classroom setting, some of the content may be accomplished via distance and/or
e-learning prior to attending the classroom portion.
Under an AQP, initial training may be referred to as indoctrination and qualification training.
CAB 2.2.2
The Operator shall ensure cabin crew members receive training that provides knowledge of safety policies and
procedures associated with the preflight, in-flight and post-flight phases of cabin operations. (GM)
Conformance Applicability

✈ IOSA Checklist
Conformance through
Specific to Aircraft Included in Initial/Requalification Included in Recurrent
AQP/
Type Training Training
ATQP/EBT
Yes* Yes Yes (every 24 months) Yes
* Where multiple aircraft types are operated, this training shall cover all relevant aircraft-specific differences in
safety equipment and/or safety and security procedures.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of preflight/inflight/post-flight safety training for cabin crew
initial/requalification/recurrent training courses.
Examined curriculum/syllabus of initial/requalification/recurrent training courses for cabin crew members,
including regulatory requirement for frequency of recurrent training courses.
Guidance
Training in safety policies and procedures typically addresses:
 Crew coordination and communication;

 Sterile flight deck;
 Mandatory briefings;
 Safety checks;
 Passenger acceptance and handling;
 Cabin baggage;
 Personal electronic devices;
 Fueling with passengers on board;
 Turbulence;
 Flight and cabin crew member incapacitation;
 Flight deck access.
CAB 2.2.3
The Operator shall ensure cabin crew members receive training that provides the knowledge required to execute
emergency procedures. Such training shall, as a minimum, address emergency procedures associated with:

✈ IOSA Checklist
i. Cabin fires;
ii. Smoke and fumes;
iii. Emergency landing (land and water);
iv. Planned cabin evacuation (land and water);
v. Unplanned cabin evacuation (land and water);
vi. Medical emergencies.
Specific to Aircraft Included in Initial/Requalification Included in Recurrent Conformance through

Type Training Training AQP
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of cabin emergency procedures training in cabin crew
Examined curriculum/syllabus of initial/requalification/recurrent emergency procedures training courses for
cabin crew members, including regulatory requirement for frequency of recurrent training courses.
CAB 2.2.4
The Operator shall ensure cabin crew members receive training that provides the knowledge required to
understand the function and operation of cabin emergency equipment and to execute associated preflight
checks. (GM)

✈ IOSA Checklist

Yes Yes Yes (every 24 months) Yes

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of cabin emergency equipment training in cabin crew
initial/requalification/recurrent training courses (focus: function/operation of equipment).
Examined curriculum/syllabus of initial/requalification/recurrent emergency equipment training courses for
cabin crew members, including regulatory requirement for frequency of recurrent training courses.
Guidance
Aircraft type-training courses may include training in the use of specific emergency equipment such as slides,
rafts, slide/rafts and ramp slide/rafts.
CAB 2.2.5
The Operator shall ensure cabin crew members complete practical training exercises consisting of cabin drills and
hands-on operation of cabin equipment. As a minimum, focus areas within the scope of practical training exercises
shall include:
i. Cabin exit operations (normal and emergency) for each aircraft and exit type;
ii. Cabin emergency evacuation;
iii. If the operator uses aircraft equipped with cabin doors that have emergency egress slides:
a. Initial training: Use of emergency egress slide(s);
b. Requalification and recurrent training: Use of emergency egress slide(s) in accordance with
requirements of the Authority.
iv. Firefighting;
v. Oxygen administration;
vi. If required, ditching. (GM)
Note:
If applicable, cabin crew members may complete practical training exercises through participation in event
management scenarios in accordance with the Operator's AQP as specified in CAB 2.1.1B.

✈ IOSA Checklist

Yes Yes Yes* Yes
* All focus areas within the scope of practical training exercises shall be addressed not less than once every 36
months.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of practical training exercises (cabin drills and hands-on
operation of cabin equipment) in cabin crew initial/requalification/recurrent training courses.
Examined curriculum/syllabus of initial/requalification/recurrent training exercises in courses for cabin crew
members (focus: frequency of exercises/courses and regulatory requirement for frequency of recurrent training
exercises/courses).
Guidance
Refer to the IRM for the definition of Wet Drill.
Practical training exercises to satisfy this provision typically include procedures associated with the use of cabin
systems and equipment, to include the public address and intercom systems, life-rafts, life preservers, PBE/smoke
hoods, as well as operation of the door(s), deployment and use of emergency egress slide(s), fighting an actual or
simulated fire, operation of hand fire extinguishers, passenger briefings and in-flight decompression (group drill).
Personal electronic devices powered by rechargeable lithium-ion (LI) batteries are common in the passenger
cabin. The batteries in such devices have the potential for overheating (thermal runaway), explosion and fire. An
operator might consider a practical training exercise that simulates a LI battery fire in the cabin, thus requiring the
cabin crew members to implement firefighting procedures appropriate for this type of fire.
Hands-on practical training exercises might involve the use of actual aircraft emergency and lifesaving equipment
or might be conducted using realistic and functional simulators or mock-ups.
A requirement for a practical training exercise for ditching is determined by the State. An operator that conducts
over-water and/or long-range over-water flights would typically ensure cabin crew members complete practical
training exercises in ditching.
An operator might elect to include a wet drill as part of initial training as a means of providing hands-on
familiarization with ditching equipment and procedures. A wet drill would require cabin crew members to go into
the water and then climb into a raft, or to board a raft in the water directly from an aircraft exit (with cabin crew
members not going into the water).
When using the actual aircraft to conduct training in emergency exit operations, emergency operation can be
simulated by disarming the exits and having the trainee accomplish all steps as though the door were armed.
Due to challenges and problems associated with using actual aircraft systems, cabin simulators or training mock-
ups are typically used to the extent possible. If cabin exit simulators or training mock-ups are not available,
practical hands-on drills are performed on board actual aircraft, which, to preclude disruption of training, would
necessitate a documented program and aircraft schedule.

✈ IOSA Checklist
CAB 2.2.6
If the Operator uses pressurized aircraft, the Operator shall ensure cabin crew members receive training in high
altitude depressurization. Such training shall provide:
i. An understanding of the effects on crew and passengers;

ii. The knowledge necessary to execute associated emergency procedures. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of high-altitude depressurization training in cabin crew
Examined curriculum/syllabus of initial/requalification/recurrent training courses for cabin crew members
(focus: effects on crew and passengers, execution of associated emergency procedures and frequency of
recurrent training courses).
Guidance
Training in depressurization may be conducted in the classroom, via distance and/or e-learning, as a practical
exercise, or by using a combination of methods.
A video presentation on the effects of hypoxia and a re-enactment of an explosive depressurization to emphasize
the visual effects on the crew and passengers is an example of one means of presenting depressurization training.
A presentation that includes photos, accompanied by a group discussion, is another example of a means of
presenting such material.

✈ IOSA Checklist
CAB 2.2.7
The Operator shall ensure cabin crew members receive training in dangerous goods awareness, recognition and
emergency action. (GM)

No Yes Yes* Yes
* All subjects within the scope of dangerous goods training shall be addressed not less than once within the 24-
month period from the previous training in dangerous goods.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of dangerous goods training
(awareness/recognition/emergency action) in cabin crew initial/requalification/recurrent training courses.
Examined regulatory requirement for frequency of training in dangerous goods in cabin crew recurrent training.
Examined curriculum/syllabus of initial/requalification/recurrent training courses for cabin crew members.
Guidance
This provision specifies the minimum dangerous goods awareness training required for cabin crew members and
is applicable to an operator regardless of whether such operator transports or does not transport dangerous
goods.
The curriculum for dangerous goods training is determined by the operator and may vary depending on specific
responsibilities and duty function(s).
Recurrent training in dangerous goods is completed within a validity period that expires 24 months from the
previous training to ensure knowledge is current, unless a shorter period is defined by a competent authority.
However, when such recurrent training is completed within the final 3 months of the 24-month validity period, the
new validity period may extend from the month on which the recurrent training was completed until 24 months
from the expiry month of the current validity period. If such recurrent training is completed prior to the final three
months of the validity period, the new validity period would extend 24 months from the month the recurrent training
was completed.
Refer to DGR 1.5 and Appendix H.6 for guidance that includes adapted task lists for well-defined job functions.

✈ IOSA Checklist
CAB 2.2.8
The Operator shall ensure cabin crew members receive training in human performance to gain an understanding
of the human factors involved in conducting cabin safety duties and coordinating with the flight crew during the
execution of onboard emergency procedures. (GM)

No Yes Yes (every 36 months) Yes

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of cabin operations human performance training in cabin crew
Examined curriculum/syllabus of initial/requalification/recurrent training courses in human performance for
cabin crew members (focus: cabin safety duties, coordination with flight crew during execution of onboard
emergency procedures, regulatory requirements for frequency of recurrent training courses).
Guidance
Refer to the IRM for the definitions of Crew Resource management (CRM), Human Factors Principles and Human
Performance.
Training in human performance usually includes basic human factors concepts and crew resource management
(CRM).
CAB 2.2.9
If the Operator uses aircraft that require more than one cabin crew member, the Operator shall ensure cabin crew
members receive training that provides the necessary awareness of other cabin crew assignments and
procedures to assure fulfillment of all cabin crew duties in the event of an emergency situation.

✈ IOSA Checklist


N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of cabin crew assignments/procedures awareness training in
cabin crew initial/requalification/recurrent training courses.
Examined curriculum/syllabus of initial/requalification/recurrent training courses for cabin crew members
(focus: awareness of other cabin crew assignments, fulfillment of cabin crew duties during emergency situations,
regulatory requirements for frequency of recurrent training courses).
CAB 2.2.10
The Operator should ensure cabin crew members participate in joint training activities or exercises with flight crew
members for the purpose of enhancing onboard coordination and mutual understanding of the human factors
involved in addressing emergency situations and security threats. (GM)
Note:
If applicable, cabin-flight crew training as specified in this provision may be accomplished through activities or
exercises delivered independently to cabin and flight crew members in accordance with the Operator's AQP as
specified in CAB 2.1.1B.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for joint cabin crew/flight crew training activities/exercises.
Examined curriculum/syllabus of joint cabin crew/flight crew training activities/exercises (focus: onboard
coordination, mutual understanding of human factors involved in emergencies/security threats).

✈ IOSA Checklist
Guidance
Joint training provides a forum to focus on the coordination and communication necessary between the flight and
cabin crews and the subjects associated with emergency procedures, security procedures and human factors. To
the extent possible, such training would include joint practical training exercises. If such exercises are not
possible, joint interactive discussion in the subject areas is an acceptable alternative.
The intent of this provision is that the specified training is delivered jointly to cabin and flight crew members
together in a common location. However, under certain specific conditions, conformity with this provision may be
accomplished through training delivered independently to cabin and flight crew members:
 When approved or accepted by the Authority under an AQP, or

 When the cabin crew training and flight crew training occurs at different geographical locations or on
different training cycles.
When training is delivered independently under the above conditions, learning objectives are determined jointly
through interdepartmental coordination and subsequently incorporated into the respective cabin crew and flight
crew training curricula. It is possible that, although the learning objectives are determined jointly, the development
of curricula and administration of the training occurs independently within each department.
CAB 2.2.11
The Operator shall ensure cabin crew members receive training that provides knowledge in first aid and inflight
medical events. As a minimum, subjects within the scope of first aid training include:
i. Life-threatening medical emergencies;

ii. Cardiopulmonary resuscitation (CPR);
iii. Management of injuries;
iv. Management of illnesses;
v. First-aid equipment and supplies;
vi. If applicable, medical equipment and supplies. (GM)

No Yes Yes* Yes
* All subjects within the scope of first aid training shall be addressed every 36 months.
N/A
Auditor Comments:

✈ IOSA Checklist
Auditor Actions
Identified/Assessed requirement for completion of first aid training in cabin crew initial/requalification/recurrent
training courses.
Examined curriculum/syllabus of initial/requalification/recurrent training in first aid for cabin crew members
(focus: scope/content/frequency of training, regulatory requirements for frequency of recurrent training).
Guidance
Under an AQP, initial training may be referred to as indoctrination and qualification training.
Training typically provides knowledge and skill in five subject areas appropriate for cabin crew members.
Suggested subject areas are as follows:
1. Altitude physiology (working at altitude):

 Changes in atmospheric pressure;
 Relative hypoxia;
 Trapped gas;
 Decompression sickness;
 Cabin depressurization;
 Hyperventilation;
 Cabin air quality.
2. Travel health:
 Immunization;
 Protection against infectious diseases;
 Circadian rhythm and jet lag;
 Fatigue management;
 Personal safety (e.g. use of alcohol, other drugs, traffic safety).
3. Standards and regulations:
 First aid training and equipment (ICAO standards and/or CAA regulations);
 Reporting of communicable diseases (ICAO standards and WHO International Health
Regulations);
 Aircraft disinfection and disinsection (application of insecticide);
 Biohazard waste disposal.
4. Procedures and resources:
 Seeking medical advice (ground and/or in flight);
 Medical equipment (e.g. first aid kit, medical kit, oxygen);
 Death on board;
 Birth on board;
 Documentation to be completed;
 PIC notification and communication.
5. First aid (problem recognition and management):
 Assessing a casualty;
 Lifesaving procedures:
o Assess ABC (adult, child, infant);
o Choking;
o CPR (practical training);
o Recovery position.
 Medical problems:
o The unconscious (underlying causes);
o Suspected communicable diseases;

✈ IOSA Checklist
o Respiratory disorders (asthma, hyperventilation, chronic lung diseases, persistent

coughing);
o Cardiovascular disorders (angina, heart attack, shock, DVT);
o Abdominal problems (vomiting, diarrhea, pain, heartburn, bleeding);
o Nervous system disorders (headache, seizure, stroke);
o Ear, nose and throat problems such as barotrauma (body damage caused by
pressurization difference) and/or epistaxis (nose bleed);
o Behavioral/psychological disorders (panic attack, alcohol intoxication, irrational
behavior);
o Other problems (diabetes, allergic reaction, pregnancy related).
 Trauma:
o Wounds and bleeding (practical training);
o Burns;
o Head and neck injury;
o Eye injury;
o Musculoskeletal injury;
o Chest and abdominal injury.
Initial training would typically address all the subject areas listed above.
Unless there were changes to the altitude physiology, travel health and regulations components, it would not be
necessary to review these areas each year. However, in the event of changes, cabin crew members would
typically be promptly advised, and such changes may then be addressed during the next recurrent training.
The procedures, resources and first aid subject areas may be addressed in recurrent training, to include testing
and evaluation. Selected elements included in these subject areas would be addressed each year in recurrent
training such that all elements are addressed during every 36-month period or, if applicable, in accordance with
the Operator's AQP.
CPR is a lifesaving procedure that requires practice in order to maintain competence. Therefore, it is
recommended that cabin crew members complete recurrent training in the most current CPR procedures on an
annual basis.
It is recommended that elements chosen to be reviewed each year be built into practical scenarios. Scenario-
based training is advantageous because:
 It requires the crew to function as a team;

 Scenarios might be designed to cover multiple aspects of first aid, as well as subjects from other areas,
such as altitude physiology and regulations;
 It stimulates participation and improves retention.
Other training methods would also be acceptable as long as it can be reasonably established that cabin crew
members have the knowledge and skills to apply first aid and lifesaving procedures at any given time.
CAB 2.2.12
The Operator shall ensure cabin crew members complete initial and recurrent security training as approved or
accepted by the State, and in accordance with the Operator's security training program as specified in SEC 2.1.1.
Cabin crew security training shall address the following subject areas:
i. Determination of the seriousness of any occurrence;

ii. Causes of disruptive behavior on board and management of such types of incidents;
iii. Crew communication and coordination;

✈ IOSA Checklist
iv. Policy and procedures associated with flight deck access;

v. Appropriate self-defense responses;
vi. Use of non-lethal protective devices assigned to crew members for use as authorized by the State;
vii. Understanding the behavior of terrorists so as to facilitate the ability to cope with hijacker behavior and
passenger responses;
viii. Situational training exercises regarding various threat conditions;
ix. Flight deck procedures to protect the aircraft;
x. Aircraft search procedures;
xi. As practicable, guidance on least-risk bomb locations. (GM)


Note:
Cabin crew members shall complete initial security training prior to being assigned to operational duties.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed cabin crew security training program (focus: approval/acceptance by the State; meets
applicable requirements of other states).
Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: security training is
included; required subjects are addressed).
Examined selected cabin crew member training/qualification records (focus: completion of security training
training).
Guidance
Refer to the IRM for the definition of Security Program.
Cabin crew members are directly involved in the implementation of security measures and thereby require an
awareness of obligations to the Security Program of the operator.
Crew security training would normally be in accordance with applicable regulations and/or the civil aviation
security program of the State, and where no regulatory guidance exists, in accordance with the policy of the
operator.
Specific subject areas included in recurrent security training are typically identified and derived from an analysis of
actual or likely situations or trends experienced during line operations.
Fight deck access as specified in item (iv) would typically include persons authorized for flight deck access as well
as flight deck entry/exit procedures.
Non-lethal devices as specified in item (vi) typically include handcuffs or restraints.
Training as specified in item (vii) typically addresses topics or tactics as appropriate for the operator that might be
associated with or could be used to facilitate crew-passenger reaction to or interaction with hijackers (e.g. conflict
management, use of passive or non-passive cooperation, understanding Stockholm Syndrome, identification of
and response to hijacker types/motives).
Training exercises as specified in item (viii) are typically interactive in nature, and scenarios or situations (e.g.

✈ IOSA Checklist
bomb threat, hijacking, unruly passenger) may be presented using various accepted training methods (e.g. live
role playing, table top, computer-based training).
Training as specified in item (xi) is applicable to aircraft types that have designated least-risk bomb locations.
CAB 2.2.13
If the Operator uses aircraft that require more than one cabin crew member, the Operator shall ensure applicable
cabin crew members have completed cabin crew leadership training (if applicable, as approved or accepted by the
Authority) prior to being assigned to duties as a designated cabin crew leader, in accordance with CAB 3.1.2.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for leadership training for cabin crew members assigned as cabin crew
leader on aircraft that require more than one cabin crew member.
Examined curriculum/syllabus of leadership training course for cabin crew leaders.
Examined training records of selected cabin crew members designated as cabin crew leader.
2.3 Line Qualification

CAB 2.3.1
The Operator shall ensure cabin crew members complete supervised line flight experience as part of the cabin
crew initial qualification process and prior to being assigned unsupervised duties as a cabin crew member.
Supervised line flight experience shall be completed during one or more actual line flight segments and shall
require a cabin crew member to demonstrate an understanding of all responsibilities and competency to perform
the duties and execute the procedures associated with cabin operations. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for supervised line flight experience as part of initial qualification (focus:
completion required prior to being assigned to unsupervised duties).
Examined criteria/activities/responsibilities included in supervised line experience (initial qualification).
Examined selected cabin crew member training/qualification records (focus: completion of supervised line

✈ IOSA Checklist
training prior to being assigned to unsupervised duties).

Guidance
Supervised line flight experience is typically referred to as a familiarization flight or operating experience.
Where an operator uses more than one aircraft type, such supervised line experience may be accomplished on
any one type.
Line flight experience (or familiarization flights) for cabin crew members, as part of the initial qualification process,
may be conducted under the supervision of cabin crew members assigned cabin leadership responsibilities in
normal line operations (e.g. purser, cabin leader, lead flight attendant, onboard leader or other similar positions) or
specially qualified to conduct these particular supervisory responsibilities. This activity does not require the
presence of a cabin crew instructor or evaluator to provide the necessary supervision; however, it is important the
person conducting the supervision has received training and understands the responsibilities for the cabin crew
position(s) being observed.
Line flight experience is normally conducted using a checklist that contains the duties and procedures that are
being observed. The results of the observation are recorded. The checklist might be, but is not necessarily,
retained with other cabin crew training records.
If permitted by the Authority, a group line indoctrination training flight conducted in the aircraft is an acceptable
means of conforming to this provision if:
 The conduct of such training flight is defined by the Authority, including the training objectives that must
be satisfied by cabin crew members;
 The operator conducts the training flight in accordance with all requirements defined by the Authority.
CAB 2.3.2
If the Operator uses aircraft that require only one cabin crew member, the Operator shall ensure cabin crew
members complete supervised line flight experience on such aircraft as part of the cabin crew qualification or re-
qualification process and prior to being assigned to perform unsupervised duties on an aircraft as the sole
operating cabin crew member. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of supervised line flight experience as part of initial
qualification/requalification of cabin crew members with duties on aircraft that require only one cabin crew member
(focus: completion required prior to being assigned to unsupervised duties).
Examined criteria/activities/responsibilities included in supervised line experience (initial
qualification/requalification single cabin crew member aircraft).
Examined selected cabin crew member training/qualification records (focus: completion of supervised line
training prior to being assigned to unsupervised duties).
Guidance

✈ IOSA Checklist
Requalification training is required when a cabin crew member has been absent from all flying duties for the period
of time as determined by the Authority, and the last recurrent check has expired.
Supervised line flight experience might be referred to as a familiarization flight.
Because there is no backup or support from other cabin crew members on an aircraft requiring only one cabin
crew member, it is important that each cabin crew member has some line experience on such aircraft under
supervision prior to being assigned to duties in line operations as the sole cabin crew member on an aircraft.
Line flight experience for cabin crew members may be conducted under the supervision of cabin crew members
assigned cabin leadership responsibilities in normal line operations (e.g. purser, cabin leader, lead flight attendant,
onboard leader or other similar positions) or specially qualified to conduct these particular supervisory
responsibilities. This activity does not necessarily require the presence of a cabin crew instructor or evaluator to
provide the supervision.
CAB 2.3.3
The Operator should ensure cabin crew members complete supervised line flight experience as part of the cabin
crew re-qualification process and prior to being assigned unsupervised duties on any aircraft requiring more than
one cabin crew member. (GM)
Note:
If applicable, supervised line flight experience for cabin crew member requalification may be accomplished
through use of a modified curriculum in accordance with the Operator's AQP as specified in CAB 2.1.1B.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of supervised line flight experience as part of cabin crew
requalification (focus: completion required prior to being assigned to unsupervised duties).
Examined criteria/activities/responsibilities included in supervised line experience (requalification).
Examined training/qualification records of selected cabin crew members (focus: completion of supervised line
experience prior to being assigned to unsupervised duties).
Guidance
Requalification training is required when a cabin crew member has been absent from all flying duties for the period
of time as determined by the Authority, and the last recurrent check has expired.
Supervised line flight experience is typically referred to as a familiarization flight.
This provision would be applicable to an operator that has aircraft in its fleet that require two or more cabin crew
members.
Line flight experience for cabin crew members as part of the re-qualification training course may be conducted
under the supervision of cabin crew members assigned cabin leadership responsibilities in normal line operations
(e.g. purser, cabin leader, lead flight attendant, onboard leader or other similar positions) or specially qualified to
conduct these particular supervisory responsibilities. This activity does not necessarily require the presence of a
cabin crew instructor or evaluator to provide the necessary supervision.
An approved AQP Entry Level Analysis may be documented to achieve the most effective use of training
resources. An Entry Level Analysis may also be used to identify where training is not needed or to justify
alternative curriculum tracks or modules targeted at expected differences in entry background.

✈ IOSA Checklist
CAB 2.3.4
The Operator should ensure cabin crew members receive a periodic line evaluation or check while performing
their duties during line operations. (GM)
Note:
If applicable, a periodic line evaluation or check may be accomplished through use of a modified curriculum in
accordance with the Operator's AQP as specified in CAB 2.1.1B.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for completion of periodic line evaluation/check of cabin crew members.
Examined process/criteria/content for periodic line evaluation/checks of cabin crew members.
Examined training/qualification records of selected cabin crew members.
Guidance
The line evaluation check of cabin crew members is typically conducted by a cabin crew member who has been
specially qualified and designated to conduct dedicated supervisory activities (e.g. evaluator, instructor, purser or
other similar supervisory position).
The periodic line evaluation or check of cabin crew members is normally conducted using a checklist that contains
the standards for performance that are being evaluated. The results of the evaluation or check would be recorded
on the checklist, which is retained with other cabin crew qualification records.
2.4 SMS Training

CAB 2.4.1
The Operator shall have a program that ensures its cabin operations personnel are trained and competent to
perform SMS duties. The scope of such training shall be appropriate to each individual's involvement in the SMS.
[SMS](GM) ◄
Note:
The specifications of this provision are applicable to personnel of the Operator that perform cabin operations
functions.
N/A
Auditor Comments:
Auditor Actions

✈ IOSA Checklist
Identified/Assessed SMS training program for cabin operations personnel (focus: program ensures training for
the operator’s cabin operations personnel as appropriate to individual SMS involvement).
Interviewed SMS manager and/or designated management representative(s).
Examined selected initial and recurrent training curricula/syllabi for management/non-management personnel
(focus: training in individually relevant SMS duties/responsibilities).
Examined selected management/non-management personnel training records (focus: completion of SMS
training).
Guidance
Refer to the IRM for the definition of Operational Function (Aircraft Operations).
SMS training is an element of the Safety Promotion component of the SMS framework.
△ CAB 2.4.2
△ If the Operator outsources cabin operations functions to external service providers, the Operator should have a
program that ensures personnel of external service providers are trained and competent to perform SMS duties.
The scope of such training should be appropriate to individual involvement in the Operator’s SMS. [SMS](GM) ◄
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed SMS training program for cabin operations (focus: program ensures training for
applicable cabin operations personnel of external service providers as appropriate to individual SMS involvement).
Interviewed SMS manager and/or designated management representative(s).
Examined selected outsourcing contracts/agreements (focus: inclusion of requirement of SMS training for
applicable service provider personnel).
Examined selected records/reports resulting from monitoring of service providers (focus: monitoring process
ensures applicable personnel of service providers have completed SMS training).
Guidance
SMS training is an element of the Safety Promotion component of the SMS framework.
3 Line Operations
3.1 Cabin Crew Requirements

CAB 3.1.1

✈ IOSA Checklist
The Operator shall specify and require a minimum number of cabin crew members for each aircraft type to ensure
a safe and expeditious aircraft evacuation and to perform the necessary functions in an emergency. Such
minimum cabin crew specification(s) shall:
i. Be based on aircraft seating capacity or number of passengers carried;

ii. Be in accordance with minimum cabin crew requirements of the Authority;
iii. If the Operator has procedures for a temporary reduction of minimum cabin crew complement during a
case of incapacitation or unforeseen circumstances at a stopover (layover) point where a replacement
cannot be obtained, require such procedures to be approved or accepted by the Authority. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed minimum cabin crew specification(s) (focus: specifications cover each aircraft type; are
based on aircraft seating capacity or number of passengers carried; are in accordance with requirements of the
Authority).
Identified regulatory requirement for minimum cabin crew complement for each aircraft type.
Examined onboard documentation specifying minimum cabin crew requirements.
Observed line cabin operations (focus: cabin crew complement in accordance with minimum cabin crew
requirements).
Guidance
Refer to the IRM for the definitions of State Acceptance and State Approval.
CAB 3.1.2
If the Operator uses aircraft that require more than one cabin crew member, the Operator shall ensure, for flights
on such aircraft:
i. Designation of a suitably qualified cabin crew leader who has overall responsibility for the conduct and
coordination of normal and emergency cabin procedures.
ii. A defined delegation of leadership duties during inflight rest periods and/or in the event of unexpected
incapacitation of the cabin crew leader. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed means of designating cabin crew leaders for flights with more than one cabin crew

✈ IOSA Checklist
member.
Examined responsibilities cabin crew leaders.
Observed line cabin operations (focus: designation of a cabin crew leader).
Guidance
The position of cabin crew leader might have a different title or name according to the operator (e.g. purser, lead
flight attendant, senior cabin crew member or onboard leader).
Suitably qualified cabin crew leaders are normally those with a prerequisite amount of experience as an operating
cabin crew member, as defined by the operator (e.g. one year of full-time experience) and who have completed
cabin crew leadership training as specified in CAB 2.2.13.
New operators could be required to establish alternative minimum experience requirements.
Leadership duties would normally be delegated during incapacitation or inflight rest periods to a cabin crew
member who has undergone the operator’s cabin crew leadership training course or, if none have had leadership
training, the most experienced cabin crew member.
CAB 3.1.3
The Operator shall have procedures to ensure communication between the cabin crew and flight crew during line
operations is conducted in the designated common language(s) of the Operator, as specified in FLT 3.1.1. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/assessed procedures for use of common language in line operations (focus: requirement that
communication between cabin/flight crew is in designated common language(s).
Observed line cabin operations (focus: cabin crew communication with flight crew in designated common
language).
Guidance
The specifications contained in FLT 3.1.1 require an operator to designate a common language that is used by
flight crew members for communication with the cabin crew during line operations.
In cases when the cabin crew includes members who do not all speak the common language, cabin crew
members would normally be assigned to work positions throughout the cabin to ensure any communication with
the flight crew is conducted by members who speak the common language.
During long haul operations, the crew rest schedule is typically structured so a sufficient number of cabin crew
members who speak the common language are available and in position to communicate with the flight crew when
necessary.
Refer to FLT 3.1.1 in Section 2 (FLT) of this manual.

✈ IOSA Checklist
CAB 3.1.4A
The Operator shall have a methodology for the purpose of managing fatigue-related safety risks to ensure fatigue
occurring in one flight, successive flights or accumulated over a period of time does not impair a cabin crew
member's alertness and ability to perform safety-related cabin duties. Such methodology shall consist of:
i. Flight time, flight duty period, duty period limitations and rest period requirements that are in accordance
with the applicable prescriptive fatigue management regulations of the State, and/or,
ii. If applicable, the Operator's Fatigue Risk Management System (FRMS) approved or accepted by the
State and established in accordance with CAB 3.1.4B. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirements/methodology for cabin crew fatigue management and/or FRMS in
accordance with regulations of the State.
Identified/Assessed FRMS (if applicable) (focus: approved/accepted by State, incorporates elements as
specified in CAB 3.1.4B).
Identified/Assessed tracking/scheduling processes (focus: processes take into account cabin crew time/flight
duty period/duty period/rest period limitations in the duty assignment of cabin crew members).
Interviewed selected scheduling personnel.
Examined selected cabin crew duty assignment records/rosters (focus: examples of application of cabin crew
fatigue management limitations/mitigations).
Observed cabin crew scheduling operations (focus: scheduling includes management of fatigue-related safety
risk).
Guidance
Refer to the IRM for the definition of Fatigue Risk Management System (FRMS).
The intent of this provision is to ensure an operator establishes a methodology for the management of cabin crew
member fatigue in a manner that:
 Is based upon scientific principles and knowledge;

 Is consistent with the prescriptive fatigue management and/or FRMS regulations of the State;
 Precludes fatigue from endangering safety of the flight.
Where authorized by the State, the operator may use a Fatigue Risk Management System (FRMS) in accordance
with CAB 3.1.4B alone or in combination with prescriptive flight time, flight duty period, duty period limitations and
rest period requirements as the means for managing fatigue-related risks.
Guidance for the implementation of an FRMS is contained in the IATA Fatigue Management Guide for Airline
Operators and, as applicable, other reference documents approved or accepted by the State for the purpose of
FRMS implementation (e.g. FAA, AC 120–103A–Fatigue Risk Management Systems for Aviation Safety).

✈ IOSA Checklist
CAB 3.1.4B
If the Operator uses an FRMS to manage cabin crew fatigue-related safety risks, the Operator shall incorporate
scientific principles and knowledge within the FRMS, comply with any applicable requirements for managing cabin
crew fatigue as established by the State or Authority and, as a minimum:
i. Define and document the FRMS policy;

ii. Incorporate risk management processes for fatigue hazard identification, risk assessment and risk
mitigation;
iii. Develop and maintain effective FRMS safety assurance processes;
iv. Establish and implement effective FRMS promotion processes. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed FRMS policy/components/elements, compliance with fatigue risk management
requirements of State/Authority.
Identified/Assessed FRMS processes for cabin crew fatigue-related risk management data
collection/analysis/hazard identification, safety risk assessment, safety risk mitigation/control.
Interviewed selected personnel that perform cabin crew fatigue safety risk management functions.
Examined selected examples of fatigue risk management (focus: hazard identified, risk assessed, mitigation
action developed and implemented).
Observed cabin crew scheduling operations (focus: scheduling includes management of fatigue-related safety
risk in accordance with an approved FRMS).
Guidance
The intent of this provision is to ensure fatigue occurring either in one flight, successive flights or accumulated
over a period of time does not impair a cabin crew member's alertness and ability to safely perform safety-related
cabin duties.
Where authorized by the State, the operator may use an FRMS as a means to determine that variations from
prescriptive fatigue management policies demonstrate an acceptable level of safety. Guidance for the
implementation of an FRMS is contained in the IATA Fatigue Management Guide for Airline Operators and, as
applicable, other reference documents approved or accepted by the State for the purpose of FRMS
implementation (e.g. FAA, AC 120–103A–Fatigue Risk Management Systems for Aviation Safety).
The applicability of this provision is limited to those operations wherein fatigue is managed in accordance with the
FRMS as defined in the operator's FRMS documentation. It is important to note, however, that an FRMS may be
used alone or in combination with prescriptive flight time, flight duty period limitations and rest period requirements
as the means for managing fatigue related risks.
The components of an effective FRMS as specified in this provision are described in the following table.
FRMS Component Item Description
FRMS policy and (i) Policy:

documentation
 Defines FRMS Terms of Reference
 Defines scope of FRMS operations

✈ IOSA Checklist
 Identifies FRMS elements

 Reflects shared responsibility
 States safety objectives
 Declares management commitment
 Identifies lines of accountability
Documentation:
 Policy and objectives

 Processes and procedures
 Accountabilities, responsibilities and authorities
 Mechanism for involvement of all stakeholders
 FRMS training records
 Planned and actual times worked
 Outputs (findings, recommendations, actions)
 Fatigue hazard identification (reactive/proactive/predictive processes)

Fatigue risk  Safety risk assessment
management (ii)
processes  Safety risk mitigation
 FRMS performance monitoring

FRMS safety  Operational and organizational change management
(iii)
assurance processes  Continual FRMS improvement
 Training programs (for management, crew members and all other

involved personnel under the FRMS
FRMS promotion  Communication plan (explains FRMS policies, procedures and
(iv)
processes responsibilities to all relevant stakeholders, and also describes
communication channels)
CAB 3.1.4C
If the Operator uses an FRMS to manage cabin crew fatigue-related safety risks, the Operator should ensure the
organizational activities specified in CAB 3.1.4B related to the management of cabin crew fatigue-related risks are
integrated with the Operator's organizational safety management system (SMS) as specified in ORG 1.1.10. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed integration of FRMS elements in organizational SMS.

✈ IOSA Checklist

Interviewed selected personnel that perform cabin crew fatigue-related safety risk management functions.
Examined selected examples of cabin crew fatigue-related hazards addressed/analyzed under organization-
wide safety risk assessment/mitigation program.
Guidance
The intent of this provision is to ensure the “tactical” organizational activities specified in CAB 3.1.4B interface with
organizational safety risk management activities. This includes interfaces with SMS and Quality systems to ensure
operational systems and processes are subjected to the organization's overarching safety and quality assurance
processes.
Guidance for the integration of FRMS and SMS is described in the IATA/ICAO/IFALPA Fatigue Management
Guide for Airline Operators.
CAB 3.1.5
The Operator shall have a process to ensure flight time, flight duty periods and rest periods for cabin crew
members are recorded and retained for a minimum period of time in accordance with applicable regulations. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified process for retention of duty and rest periods.
Examined time limits for retention of duty and rest periods.
Examined selected records of duty and rest periods.
Guidance
For each cabin crew member, flight/duty time records would typically consist of:
 The start, duration and end of each flight duty period;

 The start, duration and end of each duty period;
 Rest periods;
 Flight time.
If computer software is used for cabin crew planning and scheduling, the operator would ensure the software
provides appropriate warnings when individual flight segments or series of flight segments are projected to exceed
applicable maximum or minimum limits.

✈ IOSA Checklist
CAB 3.1.6
The Operator shall consider the following as duty time for the purpose of determining required rest periods and
calculating duty time limitations for operating cabin crew members:
i. Entire duration of the flight;

ii. Pre-operating deadhead time;
iii. Training period(s) immediately prior to a flight;
iv. Administrative or office time immediately prior to a flight (for cabin crew members that serve in a
management function). (GM)

N/A
Auditor Comments:
Auditor Actions
Identified the means of calculation of duty time limitations for operating cabin crew members.
Examined criteria for calculating duty time and rest period limits.
Examined selected records of duty times and rest periods.
Guidance
Refer to the IRM of the definition of Deadheading.
Training periods and administrative or office time before a flight, without an intermediate rest period before flying
duty, is considered continuous duty time.
The intent of this provision is to ensure an operator considers non-flight duty time that is likely to induce fatigue
into the calculation of duty time limitations and the determination of required rest periods.
CAB 3.1.7
The Operator shall have a policy that ensures cabin crew members, prior to being assigned to duty, will not be
affected by factors that could impair human performance. Such factors include, as a minimum:
i. Pregnancy;
ii. Illness, surgery or use of medication(s);
iii. Blood donation;
iv. Deep underwater diving. (GM)

N/A
Auditor Comments:
Auditor Actions

✈ IOSA Checklist
Identified policy that ensures that, prior to being assigned to duty, cabin crew members will not be affected by
factors that could impair human performance.
Examined selected evidence of implementation of the policy (if available).
Guidance
The intent of this provision is to ensure an operator's policies address the “fitness for duty” of cabin crew
members. Such policy typically assigns responsibility to the individual cabin crew member to report and remain “fit
for duty” in accordance with the specifications.
3.2 Cabin Crew Policies and Procedures

CAB 3.2.1
The Operator shall have procedures that specify cabin crew functions, applicable to each aircraft type, and actions
to be executed during an emergency or situation requiring an emergency evacuation.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed procedures for emergencies and emergency evacuations.
Observed line cabin operations (focus: procedures that specify cabin crew functions/actions for an
emergency/emergency evacuation situation).
CAB 3.2.2
The Operator shall have procedures to ensure a coordinated and expeditious cabin evacuation during aircraft
fueling operations with passengers embarking, on board or disembarking. As a minimum, procedures shall
require:
i. Cabin exits are designated for rapid deplaning or emergency evacuation, and routes to such exits are
unobstructed;
ii. The area outside designated emergency evacuation exits is unobstructed;
iii. One cabin crew member or other qualified person is positioned by the boarding door(s);
iv. Means of communication are established among cabin crew members and with passengers;
v. A suitable method of communication is established between qualified persons that monitor passenger
safety and personnel that have responsibility for fueling operations. (GM)

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified the specified procedures for cabin evacuation during aircraft fueling operations with passengers
embarking, on board or disembarking.
Observed line cabin operations (focus: cabin crew procedures to ensure coordinate/expeditious cabin
evacuation during fueling operations with passengers on board).
Guidance
During fueling operations with passengers on board the aircraft, the designation of exits for rapid deplaning or
evacuation takes into account various factors, which would typically include:
 Aircraft type (e.g. some aircraft types might require the designation of over-wing exits for evacuation);
 Number of cabin crew members on board;
 The method being used for passenger boarding and/or deplaning (e.g. boarding bridge, air stairs);
 Exterior obstructions (e.g. catering vehicle) that might render an exit unusable for an emergency
evacuation;
 Interior obstructions (e.g. catering trolley) that might block the route to one or more emergency
evacuation exits.
Cabin crew procedures ensure a method of communication is established.
 Among cabin crew members positioned throughout the cabin for the purpose of coordination should a
passenger evacuation be required (when more than one cabin crew member is required to be on board);
 Between the cabin crew and passengers (one way) for the purpose of providing instructions should a
passenger evacuation be required;
 Between the cabin crew and the flight crew (when the flight crew is on board) for the purpose of ensuring
notification when fueling operations are in progress and when a passenger evacuation is required;
 Between the cabin crew and the flight crew and/or ground handling personnel for the purpose of ensuring
notification when fueling operations must be discontinued for any reason.
CAB 3.2.3
The Operator shall have a procedure to ensure the cabin crew verifies that:
i. Passenger and crew baggage in the passenger cabin is securely stowed;

ii. If applicable, cargo packages and/or passenger items being transported in passenger seats are properly
secured. (GM)

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified procedure for cabin crew to verify cabin security (focus: baggage and cargo packages/passenger
items are stowed or properly secured).
Observed line cabin operations (focus: cabin crew procedure to verify baggage and cargo
packages/passenger items are stowed or properly secured).
Guidance
The intent of this provision is for an operator to have a procedure for verification by the cabin crew that all
baggage and, if applicable, cargo packages and/or passenger items being transported in passenger seats are
stowed or properly secured.
Some operators might transport smaller cargo packages (e.g. mail, COMAT items) secured in cabin passenger
seats.
Some operators might transport certain passenger items secured in cabin passenger seats. These types of items
are typically large, valuable or fragile articles belonging to passengers that are not conducive to transport as
checked baggage or appropriate for stowage in overhead bins/lockers (e.g. large musical instruments, certain
electronic equipment, prominent trophies, works of art). Such items might thus be secured and carried in a
dedicated cabin passenger seat (which might be purchased by the passenger-owner for the purpose of
transporting the item).
Loading procedures and limitations for securing such items are defined in GRH 3.4.12, which is located in Section
6 (GRH) of this manual.
△ CAB 3.2.4A
The Operator shall have procedures for the opening and closing of aircraft cabin access doors during normal
operations. Such procedures shall define:
i. Who is responsible for opening and closing aircraft cabin access doors;
ii. When doors should be opened and closed;
iii. Appropriate methods of communication and/or coordination between the cabin or flight crew and ground
personnel to ensure safety is maintained during normal door operations. (GM)
Note:
This provision is assessed in conjunction with GRH 3.2.5 and, if applicable, FLT 3.13.11.
N/A
Auditor Comments:
Auditor Actions
△ Identified/assessed procedures for opening and closing cabin access doors in conjunction with GRH 3.2.5

✈ IOSA Checklist
and if applicable FLT 3.13.11.

Observed line cabin operations (focus: cabin crew procedures for opening/closing cabin access doors).
□ Coordinated with FLT and GRH auditors (focus: complementary FLT and GRH procedures for opening and
closing of aircraft cabin access doors).
Guidance
△ Depending on aircraft size and type of operation, procedures may require that the flight crew, cabin crew or
ground handling personnel are assigned responsibility for the opening and/or closing of aircraft cabin access
doors.
△ Procedures and associated responsibilities for opening and closing of cabin access doors can vary according to
the situation (e.g. an operator may have different requirements for a flight with the cabin/flight crew on board
versus an aircraft towing operation without crew on board).
△ Procedures would address and mitigate safety hazards such as fall from height, entrapment and personnel
injury during door operation.
△ Conformity with this provision is assessed in conjunction with GRH 3.2.5 and, if applicable, FLT 3.13.11.
CAB 3.2.4B
If the Operator uses aircraft equipped with cabin doors that have an automatic slide or slide/raft deployment
system, the Operator shall have cabin crew procedures for arming and disarming such door systems. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified procedures for arming and disarming door systems.
Observed line cabin operations (focus: cabin crew procedures for arming/disarming applicable cabin door
slides/slide rafts).
Guidance
This standard addresses door systems that are designed to automatically deploy a slide or slide/raft for
emergency evacuation if the door is opened with the system in the armed mode. Such door systems are typically
armed once the door has been closed for flight and disarmed at the end of a flight and prior to the door being
opened for passenger and/or crew deplaning.
Depending on the type of aircraft and door system, the pack that contains the slide or slide/raft might be mounted
in the door itself, or might be mounted in the fuselage, tail cone or other location.
CAB 3.2.5
The Operator shall require cabin crew members to be seated with their safety harness fastened:

✈ IOSA Checklist
i. During the takeoff and landing phases of flight;

ii. Whenever the pilot-in-command (PIC) so directs. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirements and conditions for cabin crew members to be seated with their safety
harness fastened.
Observed line cabin operations (focus: cabin crew seated/safety harness fastened for takeoff/landing, when
directed by PIC).
Guidance
The safety harness consists of the seat belt and shoulder straps.
CAB 3.2.6
The Operator should require cabin crew members to be seated with their safety harnesses fastened when the
aircraft is taxiing, except to perform safety-related duties. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified means of ensuring cabin crew are seated with safety harness fastened when aircraft is taxiing,
except to perform safety-related duties.
Observed line cabin operations (focus: cabin crew seated/safety harness fastened for taxi operations, except
to perform safety duties).
Guidance
The intent of this provision is to minimize the risk of cabin crew injury and/or incapacitation in the event of a
sudden stop or ground collision during aircraft taxi operations.
During departure taxiing, safety-related duties are those that are directly associated with completion of the
passenger safety briefing and the securing of the cabin as defined in CAB 3.2.7. Safety-related duties also include
any response to an abnormal or medical situation. Duties associated with passenger service should be
discontinued during taxi.
During arrival taxiing, safety-related duties are those that are associated with preparing the aircraft for arrival. Any
passenger service duties should be delayed until after the aircraft has arrived at the gate.

✈ IOSA Checklist
CAB 3.2.7
The Operator shall have procedures for preparation of the cabin prior to takeoff and landing. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed procedures for cabin preparation prior to takeoff and landing.
Observed line cabin operations (focus: cabin crew procedures for cabin preparation prior to takeoff/landing).
Guidance
Preparation of the cabin prior to takeoff and landing would require the cabin crew to visually verify certain
conditions are in effect. Items checked by the cabin crew will vary according to aircraft type and equipment
carried, but typically include:
 Passenger seat belts fastened;

 Tray tables and seat backs in a stowed and upright position;
 Cabin baggage and other carry-on items secure in designated areas;
 As applicable, in-flight entertainment system viewing screens off and stowed;
 Galleys, service carts/trolleys and associated equipment stowed or restrained.
CAB 3.2.8
The Operator shall have cabin crew procedures for providing passengers with instructions for appropriate action in
the case of an in-flight emergency situation.
N/A
Auditor Comments:
Auditor Actions
Identified procedures for providing passengers with instructions for in-flight emergency situations.
Observed line cabin operations (focus: cabin crew procedures for providing safety instructions to passengers).

✈ IOSA Checklist
CAB 3.2.9
If the Operator uses movable carts or trolleys for passenger service in the aircraft cabin, the Operator shall:
i. Ensure such carts or trolleys are equipped with braking devices;

ii. Have a process to ensure braking devices are operative;
iii. Have procedures to ensure unserviceable carts or trolleys are withdrawn for repair or replacement. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified means of ensuring carts/trolleys are equipped with braking devices and undergo serviceability
checks.
Observed line cabin operations (focus: movable service carts/trolleys have operative braking devices;
procedures for withdrawal or replacement of unserviceable carts/trolleys).
Guidance
Braking devices on service carts or trolleys would typically be checked prior to the first flight of the day. If an
operator uses external service providers for catering, the operator may delegate the serviceability of trolleys and
service carts to the caterer(s). Under such circumstances, provisions under CAB 1.10, Outsourcing and Product
Control, would be applicable.
Should a cart or trolley become unserviceable during flight (e.g. defective braking device), procedures would
typically ensure the trolley or cart is stowed and not used for cabin service. Additionally, tagging or labeling
procedures would be implemented to ensure an unserviceable trolley or cart is easily identified and will be
withdrawn for repair or replacement.
CAB 3.2.10
If the Operator uses movable carts or trolleys for passenger service in the aircraft cabin, the Operator shall have
procedures to ensure such carts or trolleys are:
i. Stowed during the takeoff and landing phases of flight;

ii. Stowed when not in use;
iii. Stowed if feasible, or secured, during an emergency situation;
iv. Stowed if feasible, or secured, prior to or during turbulence;
v. Secured with braking device engaged at any time when stationary;
vi. Attended by cabin crew when used within the passenger cabin. (GM)

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed procedures for stowage of carts/trolleys during takeoff/landing/emergencies/turbulence.
Observed line cabin operations (focus: procedures for stowage/securing of movable service carts/trolleys).
Guidance
The term stowed means service carts or trolleys are moved into dedicated compartments (or sleeves) that are
designed to lock such equipment in place and prevent any movement within the cabin.
The term secured means service carts or trolleys are positioned in the cabin, typically with brakes locked, in a
manner that inhibits movement. Such action would be taken only when time constraints or cabin conditions are
such that normal stowage is not feasible.
□ The term attended means that cabin crew members are actively using the cart or trolley in the aisle for onboard
service. Service duties may include moving away from the cart or trolley temporarily, however the cabin crew
member should be able to return to it quickly if necessary.
CAB 3.2.12
If the Operator uses aircraft with electrical system circuit breakers that are accessible to cabin crew members, the
Operator shall have procedures that specify limitations for resetting tripped circuit breakers by cabin crew
members during flight. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed procedures specifying limitations for resetting tripped circuit breakers by cabin crew
members during flight.
Interviewed cabin crew members to confirm awareness of limitations for resetting tripped circuit breakers.
Guidance
Procedures and limitations with respect to resetting circuit breakers typically include:
 Authority to reset (normally from the PIC);

 Applicable type of equipment;
 Applicable conditions;
 Number of resets permitted.

✈ IOSA Checklist
3.3 Flight Deck Coordination

CAB 3.3.1
The Operator shall have a policy and associated procedures that define a sterile flight deck during critical phases
of flight, to include:
i. A procedure for communication between the cabin crew and flight crew;
ii. A procedure for notification of the flight crew in the event of an emergency. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed policy and procedures that define a sterile flight deck during critical phases of flight.
Observed line cabin operations (focus: policy/procedures that define sterile flight deck, address cabin-flight
crew communication).
Guidance
Refer to the IRM for the definitions of Critical Phase of Flight and Sterile Flight Deck.
The phases of flight when the operational state of the flight deck must be sterile would be defined by the operator
or the State.
The operator also typically includes the policy and procedures associated with a sterile flight deck as part of cabin
crew training as specified in CAB 2.2.2.
CAB 3.3.2
If the Operator uses aircraft equipped with a flight deck door, the Operator shall have policies and/or procedures
that are in accordance with requirements of the Authority and, as a minimum, define:
i. When the flight deck door must remain locked;

ii. The means used and actions necessary for cabin crew members to:
a. Notify the flight crew in the event of suspicious activity or security breaches in the cabin;
b. Gain entry to the flight deck. (GM)

N/A

✈ IOSA Checklist
Auditor Comments:
Auditor Actions
Identified/Assessed policies and/or procedures for flight deck access that are in accordance with
requirements of the Authority.
Observed line cabin operations (focus: policies/procedures for cabin-flight crew that address locking/use of
flight deck door, cabin crew entry to flight deck).
Guidance
The intent of this provision is to ensure the security of the flight deck by providing the flight crew and cabin crew
with complementary policies and/or procedures:
 That ensure the flight crew is notified in the event of suspicious activity or a security breach in the cabin;
 For use by cabin crew members to gain entry to the flight deck when a lockable door is installed.
Such policies and/or procedures define the actions necessary to address the specifications of this provision.
The operator also typically includes the policy and procedures associated with a sterile flight deck as part of cabin
crew training as specified in CAB 2.2.2.
Policies and/or procedures related to flight deck security are considered sensitive information and are normally
provided to relevant personnel in a manner that protects the content from unnecessary disclosure.
CAB 3.3.3
The Operator shall have procedures for communication and coordination between the cabin crew and flight crew
to ensure a combined and coordinated process in addressing:
i. Passenger safety information;

ii. Cabin readiness prior to first aircraft movement, takeoff and landing;
iii. Arming or disarming of cabin door slides or slide rafts, if applicable;
iv. Preparation for and an encounter with turbulence;
v. Medical situations;
vi. Flight or cabin crew member incapacitation;
vii. Emergency evacuation;
viii. Abnormal situations;
ix. Emergency situations. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed procedures as specified in the standard for communication and coordination between the
cabin crew and flight crew.

✈ IOSA Checklist
Observed line cabin operations (focus: procedures for cabin-flight crew communication/coordination to address
cabin operational situations).
Guidance
Refer to the IRM for the definition of Sterile Flight Deck.
Communication and coordination between the flight crew and cabin crew might be verbal or non-verbal and could
be included as an integral part of specific normal, abnormal and emergency procedures.
Procedures normally include a flight and cabin crew coordination briefing prior to each flight addresses relevant
safety subjects (e.g. sterile flight deck, security, aircraft technical issues, flight crew incapacitation, cabin
depressurization, onboard fire, emergency evacuation, forced landing or ditching.)
Appropriate communication and coordination between the flight and cabin crews ensures cabin door slides or slide
rafts are armed prior to first movement of the aircraft.
CAB 3.3.4
The Operator shall have procedures to ensure the cabin crew provides notification to the flight crew when a
safety-related situation has been identified. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified procedures to ensure cabin crew notification to the flight crew when a safety-related situation has
been identified.
Observed line cabin operations (focus: cabin crew procedures for safety notifications to flight crew).
Guidance
Examples of safety-related situations that typically require notification to the flight deck include:
 Unruly behavior by passenger(s);

 Injury to passenger or crew member;
 Medical emergencies, use of first aid or medical equipment;
 Fire, smoke or toxic fumes in the cabin;
 Failure of any emergency system or equipment.
In general, any occurrences that could pose danger to the aircraft or its occupants would be considered reportable
to the flight deck.
Procedures typically specify certain critical phases of flight during which the cabin crew is prohibited from initiating
any communication to the flight crew (e.g. takeoff and landing).

✈ IOSA Checklist
CAB 3.3.5
The Operator should have a policy and procedures that define and specify the requirements for standard wording,
terminology, signals and/or verbal commands used for communication between cabin crew and flight crew during
normal, abnormal and emergency situations. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed policy and procedure for a standardized means of communication between cabin crew
and flight crew during normal, abnormal and emergency situations.
Observed line cabin operations (focus: procedures for standardized cabin-flight crew communication).
Guidance
The intent of this provision is that communication between cabin crew and flight crew during abnormal and
emergency situations is conducted using standardized methods of communication identified and defined in
documentation available to applicable crew members.
Examples of such situations include:
 Cabin depressurization;
 Severe turbulence;
 Emergency evacuation;
 “Before impact” notification (forced/emergency landing or ditching);
 Crew member incapacitation;
 Unlawful interference.
CAB 3.3.7
The Operator shall have procedures that ensure the cabin crew is notified:
i. When to be seated and secure themselves for takeoff;

ii. When the flight is in the descent phase;
iii. When to be seated and secure themselves for landing. (GM)

N/A
Auditor Comments:
Auditor Actions

✈ IOSA Checklist
Identified/Assessed procedures for cabin crew notifications (focus: cabin crew is notified when to be seated
and secure themselves for takeoff/descent/landing).
Observed line cabin operations (focus: cabin crew notified prior to takeoff/descent/landing).
Guidance
The intent of this provision is to ensure the cabin crew has adequate time to prepare the cabin and secure
themselves at their assigned crew station before takeoff and landing.
Notification may be provided through cabin announcements, interphone or other signals (e.g. cycling of fasten
seatbelt signs/chimes) and may originate from the flight crew or be delivered by the cabin crew leader.
Notification of descent may be given at top of descent and/or later in the descent phase according to the
operation.
On very short flights, notification of time of descent may be included in a briefing between the flight and cabin
crew.
3.4 Cabin Operations Policies and Procedures

CAB 3.4.1
△ The Operator shall have a policy and procedures for the acceptance or non-acceptance, as well as onboard
handling, of passengers who might require special handling by the cabin crew. Such policy and procedures shall
be in accordance with applicable regulations and, as a minimum, address:
i. Passengers with disabilities or reduced mobility;

ii. Passengers with injuries or illness;
iii. Persons on stretchers;
iv. Infants and children, including unaccompanied children (UMNR) if accepted;
v. Inadmissible passengers, deportees, or persons in custody. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed the policy and associated procedures as specified in the standard for the acceptance and
onboard handling of passengers requiring special attention by the cabin crew.
Observed line cabin operations (focus: procedures for addressing passengers that require special handling).
□ Coordinated with FLT and CAB auditors (focus: complementary policy/procedures for passengers which
require special handling).
Guidance
△ A policy and associated procedures typically address the acceptance and onboard handling of passengers that
might require special handling, or perhaps the refusal to board certain categories of passengers. For example,
such policy and procedures might specify:
⨂

✈ IOSA Checklist
 For passengers with disabilities: acceptance, refusal or limitations in accordance with requirements of the
Authority; specific seat allocation; specialized equipment that would need to be available (e.g. onboard
wheelchair); onboard safety briefing as applicable to the particular passenger's disability.
 For infants and children: limitations, accepted supplemental restraint devices; specific seat allocation.
 If unaccompanied children are accepted: Maximum number, minimum age, any special arrangement
while on board, specific seat allocation.
 If stretchers are accepted: Maximum number, escort requirements, associated equipment that would
need to be available.
 If deportees or passengers in custody are accepted: Maximum number, number of escort officers,
specific seat allocation.
CAB 3.4.2
The Operator shall have a policy and associated procedures for addressing passengers that exhibit unruly
behavior and/or interfere with a crew member prior to or during flight. Such policy and procedures shall be in
accordance with local laws and regulations, and also specify reasonable measures for ensuring passengers obey
lawful commands from the PIC and/or cabin crew for the purpose of securing the safety of the aircraft, persons on
board and their property. As a minimum, the policy and procedures shall address:
i. Identification of passenger unruly behavior and interference;

ii. Identification of passengers showing signs of intoxication, whether from alcohol or other substances,
which might contribute to unruly behavior and interference;
iii. Conditions under which passengers may be denied boarding, disembarked or restrained in accordance
with the authority of the PIC;
iv. Reporting of instances of unruly behavior. (GM)

N/A
Auditor Comments:
Auditor Actions
△ Identified/Assessed the policy and associated procedures for identifying and addressing passengers that
show signs of intoxication, exhibit unruly behavior and/or interfere with a crew member prior to or during flight.
Observed line cabin operations (focus: procedures for handling of unruly passengers, crew member
interference).
Guidance
Policy and associated procedures would typically be published to ensure awareness by all applicable ground and
flight personnel.
△ To ensure procedures are effective, guidelines are typically created to address all aspects of managing unruly
behavior including recognition of intoxication, de-escalation techniques, different levels of unruly behavior and the
appropriate responses for each.

✈ IOSA Checklist
□ An example policy and associated procedures to address unruly passengers is provided in the IATA Cabin
Operations Safety Best Practices Guide.
△ The intent of item (iv) is that instances of passenger unruly behavior or interference are reported internally in
accordance with SEC 1.12.1 and SEC 4.3.1. Such reporting is usually done for the purpose of performing trend
analysis and developing appropriate mitigation measures. In addition, depending on the severity, some instances
may be required to be reported to the applicable aviation security authority in accordance with SEC 4.3.2.
⨂
CAB 3.4.4
The Operator shall have cabin crew procedures that require all passengers to be seated with their seat belts (or
harness or other restraint provided) fastened:
i. For the taxi, takeoff and landing phases of a flight;

ii. Prior to and/or during turbulence;
iii. When the PIC considers it necessary for the safety of the flight. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified procedures that ensure all passengers are seated with seat belts/harnesses fastened during the
flight phases specified in the standard.
Observed line cabin operations (focus: procedures for ensuring passengers seated/seat belt fastened for
defined phases of flight/conditions).
Guidance
Procedures for turbulence normally require at least one briefing to passengers.
Briefings may be delivered using a variety of methods including passenger announcement, discussion,
demonstration, audio/visual media or automated seat messages where such systems exist. Briefings may be
directed to individual passengers, small groups or all passengers simultaneously.
On longer flights where multiple periods of turbulence might occur, operators typically determine a required
number and frequency of briefings and/or visual checks by the cabin crew.
CAB 3.4.5
If the Operator conducts passenger flights with or without cabin crew, the Operator shall have procedures that
require the secure restraint of infants during the phases of flight and conditions specified in CAB 3.4.4. (GM)

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified procedures to ensure infants are securely restrained during the flight phases or conditions specified
in CAB 3.4.4.
Observed line cabin operations (focus: procedures for ensuring secure infant restraint for defined phases of
flight/conditions)
Guidance
The term “infant” refers to small children as defined by the Authority. If the Authority does not have a definition, the
operator would publish its own definition in the OM. An “infant” is typically defined as a child that is less than two
years of age.
Some regulatory authorities require the use of child restraint devices, for which there is no universally accepted
definition. The term “restraint devices” refers to any device that is accepted by the Authority and is used
specifically to keep small children restrained in the aircraft cabin. Automobile seats approved for use on an
aircraft, “loop belts” and “infant seat belts” are examples of child restraint devices.
Procedures would be in place to ensure infants are securely restrained. Such procedures typically include the use
of infant restraint devices or could specify other means of restraint. If the Authority requires specific procedures
(e.g. infants held by an adult who is occupying an approved seat or berth) or identifies an approved type of
restraint device, the operator is required to be in compliance with those requirements.
CAB 3.4.6
If the Operator conducts passenger flights with or without cabin crew and uses aircraft that have passenger seats
adjacent to cabin emergency exits, the Operator shall have guidance and procedures to ensure passengers
seated in such seats meet any applicable requirements and restrictions.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed guidance and procedures to ensure passengers seated in seats adjacent to cabin
emergency exits meet any applicable requirements and restrictions.
Observed line cabin operations (focus: procedures that address passengers seated adjacent to emergency
exits).

✈ IOSA Checklist
CAB 3.4.8
If the Operator conducts passenger flights with or without cabin crew, the Operator shall have guidelines and
associated procedures to ensure control of the use of portable electronic devices in the passenger cabin. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed guidelines and associated procedures to ensure control of the use of portable electronic
devices (PEDs) in the passenger cabin.
Observed line cabin operations (focus: guidance/procedures that address control of PED usage).
Guidance
Some portable electronic devices might adversely affect the performance of aircraft systems or equipment. An
operator would typically have published guidelines that define relevant electronic devices, as well as associated
procedures to ensure the use of such devices is controlled.
CAB 3.4.10
The Operator shall have cabin crew procedures that ensure passengers are briefed on matters related to safety,
including turbulence, normal, abnormal and emergency situations. (GM)
N/A
Auditor Comments:
Auditor Actions
Identified procedures for briefings to passengers for situations as specified in the standard.
Observed line cabin operations (focus: procedures for passenger safety briefings as applicable to the
situation).
Guidance
Briefings may be delivered using a variety of methods including passenger announcement, discussion,
demonstration, audio/visual media or automated seat messages where such systems exist. Briefings may be
directed to individual passengers, small groups or all passengers simultaneously.

✈ IOSA Checklist
CAB 3.4.11
The Operator shall have guidance and associated cabin crew procedures to ensure passengers:
i. Are informed and receive instruction on all restrictions pertaining to onboard smoking;
ii. Comply with the Fasten Seat Belt sign and, if applicable, the No Smoking sign.

N/A
Auditor Comments:
Auditor Actions
Identified guidance and procedures to ensure passengers are informed of all restrictions and instructions
pertaining to on onboard smoking and Fasten Seat Belt/No Smoking signs.
Examined documentation of guidelines, PAs, safety video & associated procedure(s).
Observed line cabin operations (focus: guidance/procedures to communicate smoking restrictions to
passengers, address compliance with fasten seat belt/no smoking signs).
CAB 3.4.12
The Operator shall have cabin crew procedures and guidance to ensure passengers are familiar with location and
use of:
i. Seat belts;
ii. Emergency exits;
iii. Life jackets (individual flotation devices), if required;
iv. Oxygen masks, where applicable;
v. Other emergency equipment provided for individual use, including safety information cards. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed guidance/cabin crew procedures to ensure passengers are familiar with the location and
use of the safety and emergency equipment as specified in the standard.
Examined documentation of guidelines, PAs, safety video & associated procedure(s).
Observed line cabin operations (focus: procedures for ensuring passengers are familiar with cabin emergency
equipment/systems).

✈ IOSA Checklist
Guidance
A demonstration video or an announcement on the cabin public address system are methods that ensure
passengers are familiar with locations and the use of the specified items.
A safety information card, which is made available to each passenger, is typically used to supplement a
demonstration or announcement.
Seat cushions that are designed to float are considered individual flotation devices.
CAB 3.4.13
The Operator shall have a cabin crew policy and procedures that ensure, as applicable to aircraft type and
configuration, the delivery of oxygen to passengers:
i. Immediately following a depressurization;

ii. For treatment during a medical event where oxygen is required. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed policy/cabin crew procedures for the administration of oxygen.
Observed line cabin operations (focus: procedures for administration of oxygen from portable bottles/cabin
system as applicable to aircraft type).
Guidance
Emergency oxygen for use following depressurization events may be available through automatically deployed
oxygen masks. Cabin crew procedures during a depressurization on such aircraft usually require fitting their own
mask first and instructing passengers to self-administer oxygen using the deployed masks.
For aircraft that are not fitted with automatically deployed oxygen masks, cabin crew procedures usually ensure
that passengers who still require oxygen following the event are provided with oxygen from a portable supply or a
mask fitted to a fixed aircraft system.
During a medical event where oxygen is appropriate for treatment, cabin crew procedures include using portable
oxygen bottles or other oxygen supplying equipment, as applicable for the type of aircraft.
CAB 3.4.14
The Operator shall have a policy that defines the acceptance or non-acceptance of passengers that have the
potential need for supplementary oxygen and, if such passengers are accepted, procedures for the administration
and stowing of supplementary oxygen. (GM)

✈ IOSA Checklist

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed policy for the acceptance or non-acceptance of passengers needing supplementary
oxygen (focus: for acceptance of such passengers, cabin crew procedures for the administration/stowing of
supplementary oxygen.
Interviewed cabin crew members (focus: confirmation of the awareness of the procedures for administration of
supplemental oxygen).
Guidance
A policy would define whether the operator does or does not accept passengers with a pre-existing medical
condition that requires the potential need for oxygen. If such passengers are accepted, the operator would
normally have a process that permits arranging for and boarding an adequate oxygen supply prior to a flight.
Additionally, procedures would ensure:
 The proper administration of such oxygen by crew members when needed;

 Oxygen equipment is properly stowed when not in use or when the seat belt sign is illuminated.
In some circumstances, if approved by the operator and the Authority, passengers may be allowed to carry on
board and use their own oxygen equipment.
If an operator does not accept passengers that have the need for supplementary oxygen, the policy would clearly
state such non-acceptance in order to ensure awareness among applicable passenger handling personnel.
CAB 3.4.15
The Operator shall ensure the immediate availability of procedures and associated checklist(s), applicable to each
aircraft type, to be used for an in-flight search or inspection to discover concealed weapons, explosives, or other
dangerous devices when sabotage or other type of unlawful interference is suspected. Such procedures shall
contain:
i. Guidance for the course of action to be taken if a bomb or suspicious object is found;
ii. Least risk location(s) for a bomb or explosives specific to each aircraft type, if so designated by the
manufacturer. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed procedures the operator uses for onboard bomb search or security inspection when an
act of unlawful interference or sabotage is suspected.

✈ IOSA Checklist
Examined selected records of completion of security searches, as appropriate.

Interviewed responsible manager(s).
Guidance
In order to address the need to conduct a timely search or inspection of an aircraft, a checklist or other form of
guidance (e.g. Bomb Threat Search Checklist, Aircraft Search Instructions) applicable to each aircraft type is
immediately available, either located on board the aircraft or readily accessible through other means, for use by
the cabin crew or other qualified personnel. Such checklist or instructions assist qualified personnel in carrying out
a systematic search of the flight deck and/or cabin during flight to identify suspected or potentially dangerous
devices or explosives. Instructions, which are specific to the aircraft type, specify predetermined structurally safe
locations to move, if deemed appropriate, dangerous or potentially explosive articles. (Note: some aircraft types
may not have designated least risk locations.)
The capability to undertake a systematic search for such items on board a cargo aircraft may be difficult due to
limited access to many parts of the aircraft in flight. Opening containers and accessing pallets of cargo in flight
also may not be possible and the availability of flight crew or other trained personnel to undertake such a search
may be limited.
4 Cabin Systems and Equipment
4.1 Preflight Inspection/Non-serviceable Equipment Reporting

CAB 4.1.1
The Operator shall have procedures to ensure the availability, accessibility and serviceability of aircraft cabin
emergency systems and equipment for passenger flights. Such procedures shall include a preflight inspection of
systems and equipment, which, as a minimum, shall be conducted by the cabin crew or, if applicable, by the flight
crew prior to the first flight:
i. After a new cabin crew has assumed control of the aircraft cabin unless there is a procedure for an
onboard handover briefing (e.g. during transit stops) between a departing/inbound crew and a
replacement/outbound crew that includes verification of the status of emergency systems and equipment;
ii. After an aircraft has been left unattended by a flight crew or cabin crew for any period of time unless the
Operator has a process or procedure that ensures cabin emergency systems and equipment remain
undisturbed while crew members are temporarily absent from the cabin. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed procedures to ensure the availability/accessibility/serviceability of aircraft cabin
emergency systems and equipment for passenger flights.
Observed line cabin operations (focus: procedures for preflight inspection of cabin emergency
systems/equipment).

✈ IOSA Checklist

Guidance
The intent of this provision is to ensure an operator has procedures for a preflight inspection of cabin emergency
systems and equipment that is accomplished by either the cabin crew or, as applicable, the flight crew under the
circumstances specified.
Cabin preflight inspection procedures normally define the specific conditions of the preflight checks, including:
 The systems and equipment to be checked by the cabin and/or flight crew;
 The extent of such checks required to ensure availability, accessibility and serviceability.
The check of some cabin emergency systems and equipment may be accomplished by other operational
disciplines (e.g. engineering and maintenance) as defined by the operator.
In some cases, emergency systems are continually monitored by built-in test equipment that is designed to alert
the crew to a fault condition.
An operator typically includes associated guidance to ensure action is taken to address a condition where
equipment is discovered as faulty, missing or does not satisfy operational requirements.
Discrepancies involving cabin systems and equipment are typically documented in a cabin log book or equivalent
recording medium.
The cabin unattended period as specified in item (ii) is intended to apply to short periods of time during the same
continuous crew duty period (e.g. crew temporarily leaving the aircraft while maintenance procedures are
performed or for aircraft immigration checks during a turnaround).
CAB 4.1.2
The Operator shall have a process that permits the cabin crew to report the existence of non-serviceable aircraft
equipment prior to and after the completion of a flight.
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed process for cabin crew to report the existence of non-serviceable aircraft equipment prior
to/after the completion of a flight.
Check for process alignment with flight operations and Operations/cabin crew manuals.
Observed line cabin operations (focus: process for cabin crew to report non-serviceable aircraft equipment
prior to/after flight).
4.2 Safety Equipment Requirements

✈ IOSA Checklist
CAB 4.2.1
If the Operator conducts passenger flights with or without cabin crew, the Operator shall ensure all passenger
aircraft in its fleet are provisioned with a safety information card accessible to each passenger, which contains
appropriate information, instructions, restrictions or locations relevant to:
i. Seat belts;
ii. Emergency exits;
iii. If applicable, emergency escape path lighting;
iv. Life jackets (personal flotation devices), if required;
v. Passenger oxygen masks;
vi. Smoking restrictions.

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for safety information cards containing the items specified in the standard.
Observed line cabin operations or inspected static aircraft (focus: safety information card accessible to each
passenger; contains appropriate information/instructions/restrictions).
CAB 4.2.2
If the Operator uses aircraft with more than 100 passenger seats on flight sector lengths of more than two hours,
the Operator should ensure all such passenger aircraft in its fleet are equipped with a minimum of one medical kit,
stored in a secure location, for use by medical doctors or individuals with appropriate qualifications or training.
(GM)
N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for installation and locations of medical kit(s).
Examined aircraft emergency equipment list(s)/diagram(s).
Observed line cabin operations or inspected static aircraft (focus: equipped with medical kit; secure location).
Guidance
See Table 5.8 for the typical equipment contents of a medical kit on passenger aircraft.

✈ IOSA Checklist
CAB 4.2.3
The Operator should ensure all passenger aircraft in its fleet are equipped with one or more universal precaution
kits for use by cabin crew members in managing:
i. Episodes of ill health associated with a case of suspected communicable disease;

ii. Cases of illness involving contact with body fluids. (GM)

N/A
Auditor Comments:
Auditor Actions
Identified/Assessed requirement for installation and locations of universal precaution kit(s).
Examined aircraft emergency equipment list(s)/diagram(s).
Observed line cabin operations or inspected static aircraft (focus: equipped with universal precaution kit).
Guidance
See Table 5.9 for the typical contents of a passenger aircraft universal precaution kit.
Table 5.1–Operations Manual (OM) Content Specifications
The content of the OM shall address the following areas of cabin operations:
i. Compliance or conformity with:

a. Applicable laws, regulations and rules;
b. Standard operating procedures for each phase of flight.
ii. Administration of first aid, to include guidelines for:
a. Life threatening medical emergencies;
b. Cardiopulmonary resuscitation (CPR);
c. Injuries and illnesses;
d. Use of medical equipment (e.g. Automatic External Defibrillator, if applicable).
iii. Response to emergency, abnormal, suspected security situations:
a. Aircraft emergency evacuation;
b. Cabin decompression, if applicable;
c. Onboard fires, smoke and fumes;
d. Emergency landing, ditching;
e. Leakage or spillage of suspected dangerous goods;
f. Suspected bomb or explosives, least risk bomb locations (specific to aircraft type);

✈ IOSA Checklist
g. Cabin search;
h. Hijacking or unlawful intervention.
iv. Use of cabin systems and equipment, to include malfunctions:
a. Oxygen systems, if applicable;
b. Communication systems;
c. Entry and exit doors;
d. Lifesaving equipment.
v. Dangerous goods manual or parts relevant to the cabin crew, to include:
a. Dangerous goods prohibited in passenger and crew baggage;
b. Information/instructions for dangerous goods permitted in passenger and crew baggage;
c. Action to be taken in the event of an emergency.
vi. Use of emergency, survival equipment.
vii. Cabin crew training program:
a. Abnormal and emergency situations, emergency evacuation;
b. Use of emergency and lifesaving equipment;
c. Lack of oxygen, loss of pressurization (as applicable);
d. Other cabin crew member assignments and functions;
e. Dangerous goods;
f. Human performance, crew resource management (CRM).
viii. Limitations pertaining to flight time, flight duty periods and rest periods.
Table 5.2–Elements of an Advanced Qualification Program (AQP)
The following elements shall be included as part of an AQP as specified in CAB 2.1.1B:
i. Training program and curricula approved or accepted by the State.

ii. Training and/or evaluation which is conducted to the maximum extent possible in a cabin crew
environment. Qualification and continuing qualification curricula must include an event management
evaluation (EME), which consists of a partial or full phase of flight scenario systematically designed to
target specific technical and crew resource management (CRM) skills.
iii. Mandatory evaluation of CRM proficiency and substandard performance on CRM factors must be
corrected by additional training. For pass/fail purposes, flight attendants must also demonstrate
proficiency in an EME, which tests both technical and CRM skills together.
iv. Specific training for instructors and/or evaluators, together with explicit training and evaluation strategies
to verify the proficiency and standardization of such personnel for crew oriented, scenario-based training
and evaluation tasks.
v. Integrated use of cabin training equipment, including cabin procedures trainers. Operators are
encouraged to use a suite of equipment matched on the basis of analysis to the training requirements at
any given stage of a curriculum.
vi. Curriculum elements that are:
a. Defined;
b. Crew member-specific or personnel-specific;
c. As applicable, specific to aircraft type. (see Note 1)
Note 1: Applicable curricula must specify the make, model and series aircraft (or variant) and each crew
member position or other positions to be covered by that curriculum. Positions to be covered by the
program must include all flight attendant positions, instructors and evaluators and could include other
positions, such as flight crew, aircraft dispatchers and other operations personnel.
vii. Separate curricula for indoctrination, qualification and continuing qualification.

viii. CRM Training/Evaluation and Data Collection (feedback) to determine program effectiveness to include:
a. State-approved or -accepted Crew Resource Management (CRM) Training applicable to
positions for which training is provided under the program;
b. State-approved or -accepted training on and evaluation of skills and proficiency of each person

✈ IOSA Checklist
being trained under the program to use their crew resource management (CRM) skills and their
technical skills in an actual or simulated operations scenario. As applicable, training and
evaluation is conducted via CBT and/or in an approved training device;
c. Data collection procedures that will ensure the certificate holder provides information from its
crew members, instructors and evaluators that will enable the State to determine whether the
training and evaluations are working to accomplish the overall objectives of the curriculum;
d. Performance proficiency data collection on students, instructors, and evaluators and the conduct
of airline internal analysis of such information for the purpose of curriculum refinement and
validation.
ix. Training devices and simulators used under the program are evaluated against applicable published
standards and approved or accepted by the State to ensure adequacy for training/qualification performed.
x. Program approval to include:
a. A demonstration to the Authority of how the program will provide an equivalent or superior level
of safety for each curriculum item that differs from traditional training programs approved or
accepted by the State.
b. For every requirement that is replaced by the program curriculum, a demonstration to the
Authority of how the new curriculum provides an equivalent or superior level of safety for each
requirement that is replaced. Each traditional training program requirement that is not specifically
addressed in the program curriculum continues to apply to the Operator.
c. A requirement that training, qualification, or evaluation by a person who provides training by
arrangement: “Training Centers” must be approved or accepted by the State.
xi. Records in sufficient detail to establish the training, qualification and certification of each person qualified
under the program in accordance with the approved training, qualification and certification requirements.
Table 5.3–Requirements of an Advanced Qualification Program (AQP)
AQP allows development of proficiency-based training programs that encourage innovation in the methods and
technologies used during instruction and evaluation, as well as efficient management of the training systems.
Since these innovations may require some deviations from traditional regulations, the approved qualification
standards may replace the applicable portions of the existing regulations and/or training guidance. These
deviations or variances will be documented in the approved AQP documentation.
Additionally, an approved AQP Entry Level Analysis may be documented to achieve the most effective use of
training resources. An Entry Level Analysis may also be used to identify where training is not needed or to justify
alternative curriculum tracks or modules targeted at expected differences in entry background.
In an AQP, criticality and currency determination guides how and when training objectives are trained, validated or
evaluated. A task factor analysis will be documented within the approved training qualification standards.
The specifications in this table apply to an AQP as specified in CAB 2.1.1B, and are in addition to those delineated
in Table 5.2:
i. Proficiency Objectives
The Operator shall conduct a job task analysis beginning with the development of a comprehensive task
listing for each duty position. The task listing covers the full range of conditions and contingencies -
internal to the aircraft, external to the aircraft, normal, abnormal, and emergency - to which the cabin crew
could be exposed within the Operator's sphere of operations. Proficiency objectives are then extracted
from the task and subtask analysis, respectively, for each duty position, and include identification of
applicable performance, standards, and conditions. The documentation of proficiency objectives also
identifies the references used, respectively, in defining performance, standards, and conditions for each.

✈ IOSA Checklist
An operator may elect to categorize certain proficiency objectives as currency items. Currency items refer
to activities on which proficiency is maintained by virtue of frequent exercise during routine operations.
Such items do not need to be addressed for training or proficiency evaluation purposes in periodic
training sessions. However, verification is required that proficiency on such items is being maintained.
Such verification might be obtained during line checks.
An operator could also elect to categorize proficiency objectives, including currency items, as critical or
non-critical, based on operational significance and the consequences of error. This categorization is
employed to determine the time interval within which training and evaluation on such items must occur for
continuing qualification curricula. Critical proficiency objectives are trained and evaluated during an
evaluation period the initial duration of which cannot exceed thirteen months. Each such evaluation period
includes at least one training session. Non-critical terminal proficiency objectives may be distributed over
a continuing qualification cycle the initial duration of which cannot exceed twenty-six months.
ii. Continuing Qualification Cycles and Evaluation Periods
After initial qualification, which incorporates training and evaluation on all proficiency objectives, follow-on
training will occur within a scheduling interval called a continuing qualification cycle. This is the time
period during which all terminal and supporting proficiency objectives are trained, validated, or evaluated.
The initial approval for a continuing qualification cycle is no more than 26 months in duration, divided into
two 13-month evaluation periods. All critical proficiency objectives are accomplished during each
evaluation period, and all currency proficiency objectives are accomplished during each continuing
qualification cycle.
The initial duration of a continuing qualification cycle is 26 months, which may be subsequently and
incrementally extended by the Authority to a maximum of 39 months, contingent upon the results of
performance proficiency data from each such cycle.
iii. Training Sessions
Each evaluation period must include a minimum of one training session but may include more. Initially,
training sessions cannot be more than 13 months apart.
iv. Proficiency Evaluations
A proficiency evaluation must be completed during each evaluation period. Typically, the proficiency
evaluation will occur during a required training session; however, if more than one training session is
completed during an evaluation period, the proficiency evaluation may be divided among training
sessions or otherwise allocated to one or more such sessions.
Tables 5.4–5.7 (Intentionally open)
Table 5.8–Guidance Material: Medical Kit Contents
The equipment contents of a medical kit on passenger aircraft would typically include:
 List of contents;
 Stethoscope;
 Sphygmomanometer (electronic preferred);
 Airways, oropharyngeal (appropriate range of sizes);

✈ IOSA Checklist
 Syringes (appropriate range of sizes);

 Needles (appropriate range of sizes);
 Intravenous catheters (appropriate range of sizes);
 System for delivering intravenous fluids;
 Antiseptic wipes, gloves (disposable);
 Sharps disposal box;
 Urinary catheter with sterile lubricating gel;
 Venous tourniquet;
 Sponge gauze;
 Tape adhesive;
 Surgical mask;
 Emergency tracheal catheter (or large gauge intravenous cannula);
 Umbilical cord clamp;
 Thermometers (non-mercury);
 Basic life support cards;
 Bag-valve mask;
 Torch (flashlight) and batteries (operator may choose to have one per aircraft in an easily accessible
location).
The carriage of AEDs would be determined by an operator on the basis of a risk assessment, taking into account
the particular nature of the operation.
The drug contents of a medical kit would typically include:
 Epinephrine 1:1000;
 Epinephrine 1:10,000 (can be a dilution of epinephrine 1:1,000);
 Antihistaminic (injectable);
 Anti-psychotic drug (e.g. haloperidol);
 Dextrose (50% injectable), 50 ml (single dose ampule or equivalent);
 Nitroglycerine (tablets or spray);
 Major analgesic (injectable or oral);
 Sedative anticonvulsant (injectable);
 Antiemetic injectable, or oral dissolvable (e.g. Ondansetron);
 Bronchial dilator inhaler with disposable collapsible spacer;
 Atropine (injectable);
 Adrenocortical steroid (injectable or similar oral absorption equivalent);
 Diuretic (injectable);
 Sodium chloride 0.9% (1000 ml recommended);
 Acetyl salicylic acid (aspirin) for oral use;
 Oral beta blocker.
Note: Auto-injectors are easier to use and, when available and cost effective, could be used by the cabin crew
under orders from the operator’s ground medical advisor (if there are no health professional on board).
Note: Where legally and economically possible and where technically available and as effective, new methods of
administration (e.g. nasal spray, sub-lingual spray, oral dissolving) should be considered as a replacement for
injections (e.g. intra-nasal rather than injectable sedative anticonvulsant). Such new methods would facilitate
treatment by an assisting volunteer that might not have been trained to administer injections (this could include a
cabin crew member under direction from ground based medical services).
Table 5.9–Guidance Material: Universal Precaution Kit Contents

✈ IOSA Checklist
One or two universal precaution kits per aircraft would typically be adequate for normal operations; additional kits
would be carried at times of increased public health risk (e.g. an outbreak of a serious communicable disease with
pandemic potential).
The contents of an aircraft universal precaution kit would typically include:
 Dry powder that can convert small liquid spill into a granulated gel;
 Germicidal disinfectant for surface cleaning;
 Skin wipes;
 Face/eye mask (separate or combined);
 Gloves (disposable);
 Impermeable full-length long-sleeved gown that fastens at the back;
 Large absorbent towel;
 Pick-up scoop with scraper;
 Bio-hazard disposal waste bag;
 Instructions.


Ism Cab en

Uploaded by

Copyright:

Available Formats

Ism Cab en

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ism Cab en

Uploaded by

Copyright:

Available Formats

✈ IOSA Checklist

ISM Ed 16 Rev 2 - Effective November 2023

Reference: DOC.F34 1 of 85 Issue Date: November 2023

Section 5 — Cabin Operations (CAB)

1 Management and Control

1.1 Management System Overview

Reference: DOC.F34 2 of 85 Issue Date: November 2023

Refer to Guidance associated with ORG 1.1.1 located in ISM Section 1.

i. If required, is a post holder acceptable to the Authority;

Documented and Implemented (Conformity)

1.2 Accountability, Authorities and Responsibilities

Reference: DOC.F34 3 of 85 Issue Date: November 2023

Documented and Implemented (Conformity)

Reference: DOC.F34 4 of 85 Issue Date: November 2023

Reference: DOC.F34 5 of 85 Issue Date: November 2023

i. Personnel maintain an awareness of the SMS;

Documented and Implemented (Conformity)

Reference: DOC.F34 6 of 85 Issue Date: November 2023

Examined examples of information communication/transfer in cabin operations.

1.4 Provision of Resources

Reference: DOC.F34 7 of 85 Issue Date: November 2023

Documented and Implemented (Conformity)

Reference: DOC.F34 8 of 85 Issue Date: November 2023

1.5 Documentation System

i. Meets all required elements specified in Table 1.1;

Documented and Implemented (Conformity)

1.6 Operations Manual (OM)

Reference: DOC.F34 9 of 85 Issue Date: November 2023

Reference: DOC.F34 10 of 85 Issue Date: November 2023

Reference: DOC.F34 11 of 85 Issue Date: November 2023

Documented and Implemented (Conformity)

Reference: DOC.F34 12 of 85 Issue Date: November 2023

in the designated common language(s) of the Operator, as specified in CAB 3.1.3.

Reference: DOC.F34 13 of 85 Issue Date: November 2023

1.7 Records System

Documented and Implemented (Conformity)

Reference: DOC.F34 14 of 85 Issue Date: November 2023

1.9 Quality Assurance Program

i. Complying with applicable regulations and standards;

Documented and Implemented (Conformity)

Reference: DOC.F34 15 of 85 Issue Date: November 2023

Not Documented not Implemented (Finding)

i. Identification of root cause(s);

Documented and Implemented (Conformity)

Reference: DOC.F34 16 of 85 Issue Date: November 2023

i. Scheduled at intervals to meet regulatory and management system requirements;

Documented and Implemented (Conformity)

1.10 Quality Control of Outsourced Operations and Products

i. Safety-relevant selection criteria are established;

Documented and Implemented (Conformity)

Reference: DOC.F34 17 of 85 Issue Date: November 2023

Reference: DOC.F34 18 of 85 Issue Date: November 2023

Implemented not Documented (Finding)

Reference: DOC.F34 19 of 85 Issue Date: November 2023

 Operational manuals produced by external suppliers;

Refer to Guidance associated with ORG 2.3.1 located in ISM Section 1.

1.11 Safety Management

Reference: DOC.F34 20 of 85 Issue Date: November 2023

Click or tap here to enter text.