How to transport cargo in the aircraft cabin during COVID-19 outbreak? Reference: 00.00.00370 Issue date: 06-APR-2020 Last check date: 08-APR-2020 Status: Open A/C type/serie: A300, A300-600, A310, A318, A319, ... ATA: 00-00 Engine manufacturer: Supplier: Purpose / Reason for revision: Correction of chapters numbering, addition of referenced documents as attachments Flight Operations and Training Status: Open Modification on Operational Impact: NO General Overview Due to the COVID-19 crisis, the passenger transportation by air has drastically decreased. In the meantime the demand for cargo transport rapidly increases. Combined with the natural cargo capabilities of the Airbus aircraft, the passenger compartments offer a significant additional loading capacity for pure cargo operations. Airbus published general guidance for the transport of cargo in the cabin in the FOT 999-0028-20, clarifying the Airbus position on four possible situations: Operators willing to transport freight in existing approved cabin areas Existing certified cabin areas (under the seats, luggage compartments) offer approximately 4T of extra-transport capability on A320 and 10T on A350. It does not require any approval. Operation can be started immediately. Operators willing to transport medical supply on passengers seats in relation with Covid-19 The transport of cargo on passenger seats requires a major change to aircraft type certificate or an STC. However national authorities can grant exemptions. EASA issued guidelines for exemptions under Article 71(1) of Regulation 2018/1139 valid for the duration of the crisis and not to exceed 8 months. Exemption allowing to consider transport on seat as minor change is limited to the transport of medical supplies. In addition to the information already available in the FOT 999-0028-20 and in this ISI article, Airbus provides on demand through Techrequest on AirbusWorld the additional information to apply for exemption. Operators willing to transport non-medical supply cargo on passengers seats The transport of cargo on passenger seats requires a major change to aircraft type certificate. In the Covid-19 crisis context, EASA committed to process Major Change or STC application with priority. Several STC already exist on the market. Operators are reminded that such operation could generate significant cabin tear and wear. Operators willing to transport any cargo after seat removal The removal of seats to allow fixation of cargo onto the aircraft structure requires a major change to aircraft type certificate or an STC. Airbus launched a task force in order to deliver an option for a service bulletin offering a quick solution. This service bulletin will be made available in the coming days. The Operational aspect of such ad-hoc operations requires to review and adapt the crew procedures and the load control process. In addition, this article provides answers to Frequently Asked Questions relative to the transport of Cargo in cabin. Question How to transport cargo in the cabin during COVID-19 outbreak? Answer 1 CREW AND PROCEDURES The Operator must demonstrate that the crew and the cabin procedures are adapted for the transport of cargo, while no passenger is on board. 1.1 CREW COMPOSITION: Who is a ‘crew member’?: As per EASA’s guidelines below: 3.1 Crew composition a) Operations without passengers shall still require one or more crew members to survey and access all areas of the cabin during all phases of flight. Any fire that might occur must be discovered and extinguished immediately utilizing existing emergency equipment. Airbus’s interpretation of ‘crew members’ refers to airline personnel who are trained or who could be trained with airline procedures in handling normal and abnormal/ emergency operations in the cabin. To be taken into account, the ‘crew member’ must be able to: - conduct preflight/pre landing checks of both the emergency equipment and securing of cabin, - pass the “cabin ready” notification, - correctly secure the cabin in preparation for taxi, take-off and landing (TTOL) or upon the instructions of the operating flight crew, - correctly use the cabin attendant seat (CAS), - provide communication to the operating flight crew by any means, such as the use of the interphone/ PA system, - effectively fight fires according to published procedures and have knowledge of the cabin electrical power supply, - apply turbulence procedures if applicable, - apply depressurization procedures if applicable, - locate and utilize emergency equipment, - conduct an evacuation, inclusive of door and slide operation. 1.2 MINIMUM CREW REQUIREMENT: Based on the EASA guidelines; 3.1 (a)‘Operations without passengers shall still require one or more crew members to survey and access all areas of the cabin during all phases of flight.’ In addition, as per EASA’s guidelines; 3.1 (a) ‘Any fire that might occur must be discovered and extinguished immediately utilizing existing emergency equipment.’ Airbus recommends the minimum number of 2 crew members for the purpose of firefighting. This is based on an adaption of the firefighting roles: Standard firefighting procedures are based on 3 roles: 1. fire fighter, 2. assistant fire fighter and 3. communicator In order to mitigate minimal disruption to the existing firefighting roles and to maintain the firefighting efforts, Airbus recommends to have 2 crew members with the following roles: 1. fire fighter 2. assistant fire fighter and communicator Therefore the process in firefighting roles and firefighting remains unchanged as per the CCOM abnormal procedures (reference material; CCOM 14-20 Firefighting). The benefit of combining the existing firefighting roles: - Minimize or result in no additional training, - Existing cabin crew are already proficient in firefighting procedures, - Minimize updates of airline cabin crew manual. Maintaining the presence of 2 crew members, enables effective task sharing and effective CRM amongst the team. 1.3 CABIN ATTENDANT SEAT (CAS) TO BE UTILIZED FOR TAXI, TAKE-OFF AND LANDING (TTOL): The Airbus recommendation is for the following utilization of CAS for the flight: Twin aisle aircraft: Door 1 Left (1L) and Door 1 Right (1R) Single aisle aircraft: Door 1 (1L) However instructions of alternate CAS may be defined by the pilot in command in compliance with company procedures. The benefit of using the forward cabin attendant seats are as follows: - ease of crew coordination, - communication simplified to the forward area, - minimizing post evacuation duties for a cabin inspection, - vital emergency equipment located within this area, such as crash axe and ELT. In the case of an aircraft that may be dispatched with inoperative slides/sliderafts, the location of CAS and attached slide/ sliderafts to be used for TTOL may be redefined and instructed to the operating crew members as necessary. 1.4 CCOM PROCEDURES UPDATES/ AMENDMENTS: The CCOM will not be updated and all normal and abnormal/ emergency procedures remain unchanged. However the exception is the attribution of firefighting roles as documented above and the allocation of preflight checks. Airbus recommends the following tasks to be equally distributed amongst the 2 crew members: - preflight checks of the entire emergency equipment, and - securing of the cabin for TTOL. 1.5 REQUIRED EMERGENCY EQUIPMENT: As per EASAs guidelines and Airbus FOT (999-028-20) existing emergency equipment should be utilized. In addition, equipment access should not be obstructed by any cargo. The benefit of utilizing existing emergency equipment is as follows: - no change to location, equipment evenly distributed throughout the cabin, - location already documented within the CCOM for reference if necessary, - no training for crew members on new locations for emergency equipment, - knowledge and usage of emergency equipment remains unchanged by the trained crew members. The cargo load should be able to be extinguished with the existing firefighting equipment as per the EASAs guidelines: 3.3.a) The operator shall load the aircraft considering the different levels of available fire protections of the loading areas. 1.6 GENERAL CABIN GUIDELINES: The following guidelines may provide further assistance in the operation of cargo transportation within the passenger cabin: Electrical loads; Electrical loads in the cabin and galleys must be minimized during all flight phases. Therefore all passenger seat power must be turned off via the PAX SYS pb on the FAP or via the IFE terminal or via the cockpit panel. Prior to turning off the passenger seat power, ensure all electrically operated seats are in the TTOL position (reference: CCOM 13-060 “cabin crew safety related duties during taxi before take-off”). Power of galleys that are not in use should be turned off. Galley and Lavatory usage; Airbus recommends to utilize the fwd galley and fwd lavatory only (based on the cabin occupant seating arrangements). Monitoring of cabin; All galleys, lavatories and cabin areas must be monitored during regular intervals (reference: CCOM 13-060 “cabin crew safety related duties during cruise”). This is to ensure that there is no risk of smoke/fire in any of the areas and all cargo items remain restrained. As per CCOM 13-060, Airbus recommends that monitoring of the cabin should be conducted approximately every 15 mins. 2 MMEL ADDITIONAL RELIEF Additional temporary relief can be given for inoperative slides. Airbus can provide relief under certain conditions via an "Approved Deviation to OSD- MMEL" (ADOM), to be requested through Techrequest on AirbusWorld. 3 LOAD CONTROL The Operators have a specific trim sheet (paper Trim Sheet (T/S), AHM 560/565, Flysmart+ Loadsheet) associated with the current cabin layout of the aircraft and their current assumptions. When there are no passengers on board, the cabin may be used to transport cargo. In this case, is it possible to use the current trim sheet and how do you proceed? The EASA provided guidance for the determination of the weight and CG of the cargo loaded in the cabin (Guidelines: Transport of Cargo in Passenger Compartment - exemptions under Article 71(1) of Regulation 2018/1139 (the Basic Regulation)).