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Astra airlines operations manual last revisionTRANSCRIPT
Operations Manual
Part D
TRAINING
Manual No.: Master
Holder: Quality Manager
OM
Part D
ADMINISTRATION AND CONTROL OF
OPERATIONS MANUAL
Section 0
Page: 1
TABLE OF CONTENTS
0.1 INTRODUCTION 3 LETTER OF APPROVAL 4
0.2 COPYRIGHT 5
0.3 RESPONSIBILITY OF THE HOLDER 7 0.4 SYSTEM OF AMENDMENTS AND REVISIONS 9
0.4.1 RESPONSIBILITY-TRACEABILITY 9 0.4.2 RECORD OF REVISION 10
0.4.3 CHANGES OR ADDITIONS TO THE TEXT 11 0.4.4 TEMPORARY REVISION (TR) 11
0.5 LIST OF EFFECTIVE PAGES 13
0.6 DISTRIBUTION LIST 21 0.7 PAGINATION 23
0.8 AMENDMENT PROPOSAL FORM 25 0.9 ACKNOWLEDGEMENT RECEIPT 27
0.10 ACKNOWLEDGEMENT STATEMENT 29
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0.1 INTRODUCTION
The manual is broadly sub-divided into the following Parts, which may be supplemented by such other publications as the airplane flight manual or pilot’s operating handbook, and commercially produced
route and airways manuals.
This Operations Manual is specifically written for Astra Airlines. Operations Manual Part D describes the
organization of training within Astra Airlines and the contents of all training programs, procedures and related training forms.
It has been compiled in order to control and regulate all functions necessary to ensure a safe and
efficient Flight Operation. These functions include, but are not limited to:
• Responsibilities
• Training organization
• Training syllabi for initial, conversion, recurrent, refresher, upgrade and differences training
• Criteria for selection of flight crew
• Criteria and appointment procedures for training staff
• Training of training staff It is Astra Airlines philosophy to train to competence. This philosophy applies to all syllabi in this
manual. Nevertheless, average training hours required is included as a guideline where appropriate.
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0.2 COPYRIGHT
This manual contains information, which is proprietary of Astra Airlines. Except for purposes of inspection and approval by the competent authorities (HCAA), its contents
may not be copied, distributed or otherwise disclosed to third parties without the
express written consent of Astra Airl ines
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0.3 RESPONSIBILITY OF THE HOLDER
The manual is distributed to its holders on the basis of controlled copies, and each holder wil l be held responsible to keep the manual up to date. Each copy remains the
property of Astra Airlines and must be returned to the owner by the holder at first
notice.
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0.4.3 CHANGES OR ADDITIONS TO THE TEXT
Are identified by a vertical line to the left of the text concerned In addition a transmittal letter will be issued identifying the revised pages. Personnel should take note of the changes.
0.4.4 TEMPORARY REVISION (TR)
A Temporary Revision (TR) may be issued on an ad-hoc basis. It should be filed in front of the manual, and will be replaced or withdrawn by means of a definitive revision. A Transmittal Letter, containing
detailed information regarding the contents of the TR, will accompany all TR's.
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Dec., 2010
Rev No. Rev. Date Ins. Date Signature
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0.6 DISTRIBUTION LIST
MASTER Quality Manager
Copy 1 HCAA
Copy 2 Crew Training Manager
Copy 3 Flight Operations Manager
The rest of Astra Airlines interested personnel have 24 hour/day access to this O.M. through Astra
Airlines Intranet.
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0.7 PAGINATION
1 2 3
4 5
6 7 8 9 10
1. Company Name and Logo 2. Manual Name 3. Section Title 4. Section Number 5. Page Number 6. Company Name 7. Current Issue 8. Date of Issue 9. Current Revision 10. Date of Revision
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0.8 AMENDMENT PROPOSAL FORM
AMENDMENT PROPOSAL FORM
The following amendment/addition/deletion* is proposed to Part A/B/C/D*
Para. ....................... of the Operations Manual:
*Delete where applicable. Editorial Note:
PROPOSED AMENDMENT (continue on separate sheet if necessary)
REASON FOR AMENDMENT
Name of Proposer:
Position: Signature:
Authorised by: Signature:
Position:
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0.9 ACKNOWLEDGEMENT RECEIPT
An acknowledgement receipt will be sent with each amendment notice, which must be signed and returned to the Flight Operations Manager as soon as possible. The purpose of the Acknowledgement
Receipt is to ensure the Management of company that every holder of the Operations Manual copy, has
received, understand and attached the latest revisions and changes to his/her manual.
Acknowledgement Receipt
…………………………….certifies that has received the latest distribution list Serial No ………....Dated ………………… , and the latest list of effective pages with Serial
No……...Dated………………
Date…..../…..../….... Sign………………………
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0.10 ACKNOWLEDGEMENT STATEMENT
(To be returned To Crew Training Manager)
…………………………states that has received, read, understood and updated the Operation Manual that has under his possession with serial No…………..
Date: …../…../….. Name: ..………………………
Signature: ………………………..
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Part D GENERAL
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TABLE OF CONTENTS
1.1 INTRODUCTION 3
1.1.1 GENERAL 3
1.2 TRAINING AND CHECKING PERSONNEL 5 1.2.1 ORGANIZATIONAL STRUCTURE 5
1.2.2 APPOINTMENT OF FLIGHT CREW TRAINING STAFF 6 1.2.3 AUTHORIZED TRAINING PERSONNEL 6
1.3 AUTHORIZED TRAINING FACILITIES AND ORGANIZATIONS 7 1.3.1 GROUND TRAINING FACILITIES 7
1.3.2 APPOINTMENT OF CABIN CREW TRAINING STAFF 8
1.3.3 GROUND INSTRUCTION 8 1.3.4 OTHER TRAINING PERSONNEL 9
1.3.5 DUTIES AND RESPONSIBILITIES 9 1.3.6 QUALIFICATIONS, EXPERIENCE AND PRIVILEGES OF THE TRAINING
AND CHECKING PERSONNEL 10
1.4 ADMINISTRATION 17 1.4.1 GENERAL 17
1.4.2 MANDATORY REQUIREMENTS 17 1.4.3 RECORDS 17
1.4.4 MINIMUM QUALIFICATION/EXPERIENCE LEVELS (FLIGHT AND CABIN CREW MEMBERS) 18
1.5 PERIODS OF VALIDITY 21
1.6 REVALIDATION AND RENEWAL 25 1.7 TRAINING POLICY 27
1.7.1 GROUND INSTRUCTOR TRAINING 27 1.7.2 LINE TRAINING COMMANDER/CHECKER LTC 27
1.7.3 TRI TRAINING 28
1.7.4 TRE TRAINING 30
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1.1 INTRODUCTION
1.1.1 GENERAL
The Company Training Manual is issued in accordance with OPS 1, FCL and with the terms and conditions of the Air Operator's Certificate.
The Training Manual is for the use of those company personnel who have been appointed to carry
out training and/or checking duties in respect of flight and cabin crew. Copies of the manual will also be made available to authorized non-company personnel to conduct initial/recurrent/conversion
training on the behalf of Astra Airlines.
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1.2 TRAINING AND CHECKING PERSONNEL
1.2.1 ORGANIZATIONAL STRUCTURE
© by Astra Airlines Issue: 2 Nov. 2010 Revision No. 0 Nov. 2010
CREW
TRAINING
MANAGER
TRI
TRE
SFI
SFE
LINE TRAINING
CHECKING
COMMANDERS
GROUND INSTRUCTORS
(COMPANY AND
EXTERNAL)
CABIN CREW
TRAINING
PERSONNEL
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1.2.2 APPOINTMENT OF FLIGHT CREW TRAINING STAFF
Training and Check Commanders will be appointed by the Training Manager in consultation with the
flight operation manager and the chief pilot in the light of the individual's qualifications and overall
experience with particular regard to the duties to be carried out. Selection and appointment of ground instructional staff will be the joint responsibility of the Training Manager and the Fight Operation
Manager. The following listed personnel are the flight crew training management positions:
Training Manager Capt. Vassilios GOURGOURAS
1.2.3 AUTHORIZED TRAINING PERSONNEL
ASSIGNED TRAINING DUTIES; TRAINING TO BE CONDUCTED BY;
Flight Crew Line Flying under Supervision LTC or TRI
Flight Crew Type Rating Training and Instruction SFI or TRI
Flight Crew Type Rating Examination TRE or SFE
Ground Training (Initial and Recurrent) GTI
Cabin Crew Training and Checking CCCM
• TRE Type Rating Examiner
• TRI Type Rating Instructor
• SFI Synthetic Flight Instructor
• SFE Synthetic Flight Examiners
• LTC Line Training and Checking Commander
• GTI Ground Training Instructor
• CCCM Check Cabin Crew Member
The following list reflects the current flight crew authorized Instructors and Examiners for Astra Airlines.
QUALIFICATION NOMINATED PERSON RANK
LTC V. GOURGOURAS CMD
LTC I. LABRIANIDIS CMD
LTC TBN CMD
TRI/TRE N.KOUFOUDAKIS CMD
TRI/TRE L. ENGMAN CMD
TRI/TRE A. WEBBER CMD
TRI/TRE V. COMAN CMD
TRI/TRE IFTC TRTO ----
SFI/SFE OAA TRTO ----
SFI/SFE BRAATHENS TRTO ----
SFI/SFE D. CHANDLER CMD
GTI G. ALEVIZAKIS CMD
GTI I. LABRIANIDIS CMD
GTI V. GOURGOURAS CMD
GTI I. DOUKA SCCM
GTI CH. EFSTRATIOU SCCM
GTI E. KALFOPOULOU SCCM
GTI V. TRAKA SCCM
© by Astra Airlines Issue: 2 Nov. 2010 Revision No.2 Jan. 2012
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1.3 AUTHORIZED TRAINING FACILITIES AND ORGANIZATIONS
1.3.1 GROUND TRAINING FACILITIES
GROUND TRAINING SYLLABUS INITIAL/CONVERSION RECURRENT
BA 146 Ground School
BA 146
Ground School
Appendix A
Astra Airlines-Thessaloniki
OAA TRTO
BRAATHENS TRTO
Astra Airlines-Thessaloniki
OAA TRTO
BRAATHENS TRTO
A320 Ground School
A320
Ground School
Appendix J
Astra Airlines-Thessaloniki IFTC TRTO Istanbul
Astra Airlines-Thessaloniki IFTC TRTO Istanbul
Emergency & Safety OM Part D
Astra Airlines-Thessaloniki
Cyprus Airways Sofia Flight Training TRTO
OAA TRTO
BRAATHENS TRTO
Astra Airlines-Thessaloniki
Cyprus Airways Sofia Flight Training TRTO
OAA TRTO
BRAATHENS TRTO
CRM OM Part D &
Appendix B
Astra Airlines-Thessaloniki
BRAATHENS TRTO
Astra Airlines-Thessaloniki
BRAATHENS TRTO
Dangerous Goods OM Part D Astra Airlines-Thessaloniki HCAA–Athens
Astra Airlines-Thessaloniki HCAA–Thessaloniki
Aviation Security OM Part D Astra Airlines-Thessaloniki
HCAA–Athens
Astra Airlines-Thessaloniki
HCAA-Athens
ASTRA AIRLINES Indoc OM Part D Astra Airlines-Thessaloniki N/A
TCAS OM Part D Astra Airlines-Thessaloniki Astra Airlines-Thessaloniki
RVSM OM Part D Astra Airlines-Thessaloniki Astra Airlines-Thessaloniki
TRI / TRE theoretical OM Part D HCAA-Athens Astra Airlines-Thessaloniki
B-RNAV /P-RNAV OM Part D Astra Airlines-Thessaloniki N/A
TCAS OM Part D Astra Airlines-Thessaloniki N/A
MNPS N/A N/A N/A
RVSM OM Part D Astra Airlines-Thessaloniki N/A
E-TOPS N/A N/A N/A
Fire/Smoke Training OM Part D E’ Fire Department
Thessaloniki Airport
E’ Fire Department
Thessaloniki Airport
Fire/Smoke Training OM Part D Sofia Flight Training TRTO BRAATHENS TRTO
Sofia Flight Training TRTO BRAATHENS TRTO
Flight Simulator Training/Checking Facilities
Type Level Reference Number Operator Approval
BAe 146 D TBN OAA Woodford UK STD 1A
A320 D TBN IFTC Istanbul, Turkey STD 1A
The Training Manager is responsible for ensuring that the approval of these simulators is still valid during planned training sessions.
Before the use of these simulators training centers a detailed briefing shall take place to emphasize
the possible differences in comparison with the aircrafts operated by Astra Airlines. The use of other
simulators training centers than those mentioned below, must be audited and approved by the Training Manager and HCAA when required.
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1.3.2 APPOINTMENT OF CABIN CREW TRAINING STAFF
Training and Check CCM will be appointed by the Training Manager in consultation with the Cabin
Crew Officer and the Chief Pilot in the light of the individual's qualifications and overall experience
with particular regard to the duties to be carried out. Selection and appointment of ground instructional staff will be the joint responsibility of the Training Manager and the Cabin Crew Officer.
The following listed personnel are the cabin crew training management positions:
Training Manager Capt.: Vassilios GOURGOURAS
Cabin Crew Officer SCCM: Ms Ioanna DOUKA
1.3.3 GROUND INSTRUCTION
The following organizations are properly authorized to carry out theoretical and practical instruction for CCM on behalf of Astra Airlines.
• OAA TRTO
• Astra Airlines (for the appropriate courses such as CRM, DG, etc)
• Cyprus AIRWAYS
• BRAATHENS TRTO
• IFTC TRTO Istanbul
• THY Istanbul
• Sofia Flight Training TRTO In addition:
All current approved training Cabin Crew Members are authorized to carry out all ground training on their assigned aircraft type. The syllabus to be covered on the various aspects of ground training is contained in the relevant
section of this Manual. Training relating to the specific aircraft type refers to Cabin Safety Procedures Manual.
Authorized Training Personnel (CCM) The following list reflects the current authorized Instructors and Examiners for ASTRA AIRLINES.
QUALIFICATION NOMINATED PERSON RANK
Ground Instructor G. Alevizakis CMD
Ground Instructor V. Gourgouras CMD
Ground Instructor I. Labrianides CMD
Ground Instructor N.Koufoudakis CMD
Ground Instructor A. Georgakis F/O
Ground Instructor I. Douka SCCM
Ground Instructor Ch. Efstratiou SCCM
Ground Instructor E. Kalfopoulou SCCM
Ground Instructor V. Traka SCCM
CCCM I. Douka SCCM
CCCM Ch. Efstratiou SCCM
CCCM E. Kalfopoulou SCCM
CCCM V. Traka SCCM
The above qualifications and/or authorizations remain in effect as long as the instructor continues employment with Astra Airlines unless sooner amended or revoked by this office.
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1.3.4 OTHER TRAINING PERSONNEL
AVIATION SECURITY (AVSEC), FIRST AID TRAINING, DANGEROUS GOODS (DGR) AWARENESS AND
CREW RESOURCE MANAGEMENT (CRM) - INTERNAL AND EXTERNAL PERSONNEL
NAME COMPANY SUBJECT
Any Instructor nominated by HCAA HCAA DGR
N. Koufoudakis Astra Airlines DGR/CRM
V. Gourgouras Astra Airlines AVIATION SECURITY
A. Georgakis Astra Airlines AVIATION SECURITY
I. Nikolaidis External CRM
K. Maroussis External CRM
A. Evmorfopoulos External DGR
R. Liossi External CRM
C. Michael External CRM
N. Gourtsas EKAB FIRST AID TRAINING
1.3.5 DUTIES AND RESPONSIBILITIES
Training and Check of Flight and Cabin Crew
The Training Manager shall appoint Training and Check of Flight and cabin crew. Each appointee shall be responsible for:
1. Carrying out training or checking as directed for flight and cabin crew members and ensuring
that the applicable standards of proficiency are maintained; 2. Correcting any procedure not in accordance with the Training Manual, Operations Manual or
the Requirements; 3. Supervising ground and en-route training;
4. Familiarizing flight for cabin crew members with the latest operational procedures;
5. Where so qualified, carrying out Line Checks on behalf of the Company; 6. Making proposals for improving safety standards and efficiency in training and line
operations; 7. Completing training and check forms promptly on completion of the training or check and for
forwarding the completed forms to the appropriate office;
Instructors Meeting
To achieve high instructor's standards an Astra Airlines instructors meeting is organized when
deemed necessary by the Crew Training Manager. During these meetings, chaired by the Training Manager and/or Flight Operations Manager, all training standards, objectives and requirements are
discussed and when necessary revised.
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1.3.6 QUALIFICATIONS, EXPERIENCE AND PRIVILEGES OF THE TRAINING AND
CHECKING PERSONNEL
General
Flight and cabin crew members nominated, as TRI, TRE, LTC, SFI, SFE, GTI and CCCM must satisfy the stated requirements.
Prior to appointment to a training position, nominees must have been checked in those duties
applicable to the appointment. A certificate of competence to conduct the duties of the particular training or checking capacity must be verified and evidence retained on the individual's personal
training file.
Flight crew training and check personnel who required occupying either pilot's seat, it is essential that
they are additionally checked and certified in their normal and emergency duties in both seats.
Flight crew nominated to conduct Type Rating and Instrument Rating Renewal Tests have to be
authorized by the HCAA. The authorization permits the nominated examiner to conduct Type Rating and Instrument Rating Tests on the aircraft or on a flight simulator qualified and approved by the
HCAA for that purpose.
TRI (MPA) Rating minimum requirement and privileges An applicant for the initial issue of a TRI (MPA) rating shall have:
a. Successfully completed an approved TRI course at an approved FTO or TRTO.
b. Completed at least 1,500 hours flight time as a pilot of multi-pilot aeroplane. c. Completed within the 12 months preceding the application at least 30 route sectors, to
include take-offs and landings as pilot-in-command, co-pilot on the applicable aircraft type, or a similar type as agreed by the HCAA, of which not more than 15 sectors may be completed
in an approved flight simulator, and
d. Conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of TRI on applicable type of aeroplane and/or flight simulator under the
supervision and to the satisfaction of a TRI notified by the HCAA for this purpose.
Privileges
The privileges of a TRI are: • All LTC privileges,
• Carrying out training to instruct license holders for the issue of a type rating and conversion
training.
• Carrying out recurrent training.
• Carrying out aircraft (circuit) training.
TRI Extension to further MPA types
Before the privileges are extended to further MPA types, the holder shall have: a. Completed within the 12 months preceding the application at least 15 route sectors, to
include take-offs and landings as pilot-in-command or co-pilot on the applicable aircraft type,
or a similar type as agreed by the HCAA, of which not more than 7 sectors may be completed in an approved flight simulator.
b. Satisfactorily completed the relevant technical training content of approved TRI course at an approved FTO or TRTO; and conducted on a complete type rating course at least 3 hours of
flight instruction related to the duties of TRI (MPA) on applicable type of aeroplane and/or
flight simulator under the supervision and to the satisfaction of a TRI (A) notified by the HCAA for this purpose.
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TRE (A) Authorization minimum requirement and privileges
The minimum requirements for authorization as a TRE are as follows: a. Shall hold a License and rating the same or greater than the applicant;
b. Instructor privileges for license or rating required by the applicant;
c. Qualified to act as pilot in command on aircraft used on skill test or proficiency check. d. Meet experience requirements for the role;
e. Complete standardization arrangements made or approved by the HCAA. (See AMC FCL 1.425 and IEM FCL1.4.25)
f. 1,500 hours as pilot on MPA, including 500 hours as pilot in command and g. Holds or has held a TRI (A) rating or authorization.
Privileges The privileges of a TRE are;
• All TRI privileges,
• On aircraft type or Synthetic training device;
o Skills Tests for issue of a type rating for multi-pilot aeroplanes; o Proficiency Checks (PC) for revalidation or renewal, of multi-pilot type and instrument
rating.
o Validating licenses on satisfactory completion of a test or check, by entries in the applicant's license (date of check, valid until, authorization number and signature).
Submit the original of the skill test/ proficiency check form to the HCAA and hold one copy of the check form on personal file.
o Skill test for ATPL (A) issue
TRE Extension to further MPA Types
Before the privileges are extended to further MPA types, the holder shall have:
a. The applicant shall meet the entire stated requirement. c. New application to the HCAA.
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LTC Minimum Requirements and Privileges
Flight crew nominated, as line training/checking commanders shall be nominated by ASTRA Airlines and acceptable to the HCAA.
The minimum requirements to act as an LTC and Line Check Commander are as follows: a. A minimum of 500 hours flying time as CDR on the type.
b. Successfully completed the LTC/Line Check Commander training.
Privileges The privileges of a LTC are:
• Carrying out line flying under supervision and Line checking.
• Carrying out area and airport training.
LTC Extension to further MPA Types Before the privileges are extended to further MPA types, the holder shall have: The applicant shall meet the entire stated requirements.
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SFI (A) Authorization Minimum Requirement and Privileges
Minimum experience for first appointment is: a. Hold or have held a professional pilot license issued by a JAA member state or a non FCL
professional license acceptable to HCAA.
b. Have completed the simulator content of applicable type rating course at an approved FTO or TRTO.
c. Have at least 1500 hours flying experience as pilot on multi-pilot aeroplanes. d. Have completed an approved TRI (A) course.
e. Have conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of TRI (A) on applicable type of aeroplane under the supervision and to the
satisfaction of a TRI (A) notified by the HCAA for this purpose.
f. Have completed within period of 12 months preceding the application a proficiency check on a flight simulator of the applicable type; and
g. Have completed within period of 12 months preceding the application at least three route sectors as an observer on the flight deck of the applicable type.
Privileges The privileges of a SFI (A) are:
• To carry out the training on flight simulator required for the issue and /or the renewal of the
ATPL license and the associated type ratings, as well as the CPL type ratings, • To carry out the training on flight simulator required for conversion and recurrent training
and,
• Performs instructional duties as assigned to him by the Training Manager,
• Carry out all aspects of company simulator training, ensuring that all the flight crewmembers
follow company-operating procedures and achieve a satisfactory level of competence, • Supply the Training Manager with properly completed training records and reports. All the
Synthetic Flight Instructors are also considered Company Ground Instructors.
SFI (A) Extension to Further MPA Types Before the privileges are extended to further MPA types, the holder shall have:
a. Satisfactorily completed the simulator content of the relevant type rating course; and b. Conducted on a complete type rating course at least 3 hours of flight instruction related to
the duties of TRI (MPA) on applicable type of aeroplane under the supervision and to the
satisfaction of TRI (A) notified by the HCAA for this purpose.
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SFE (A) Authorization Minimum Requirement and Privileges
An applicant for a SFE authorization shall: a. Shall hold a License and rating the same or greater than the applicant;
b. Instructor privileges for license or rating required by the applicant;
c. Qualified to act as pilot in command on aircraft used on skill test or proficiency check. d. Meet experience requirements for the role;
e. Complete standardization arrangements made or approved by the HCAA. (See AMC FCL 1.425 and IEM FCL1.4.25))
f. 1,500 hours as pilot on MPA, including 500 hours as pilot in command and g. Holds or has held a SFI (A) rating or authorization
Privileges The privileges of a SFE (A) are:
• All SFI privileges,
• On Synthetic training device;
o Conducting Operator Proficiency Checks (OPC) including Skills Tests for issue of a type rating and/or type rating revalidation and/or renewal,
o Validating licenses on satisfactory completion of a test or check, by entries in the
applicant's license. (Date of check, valid until, authorization number and signature). Submit the original of the skill test/ proficiency check form to the HCAA and hold one
copy of the check form on personal file.
SFE Extension to further MPA Types Before the privileges are extended to further MPA types, the holder shall have:
a. The applicant shall meet the entire stated requirements.
b. New application to the HCAA.
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GTI Minimum Requirement and Privileges
The minimum requirements to act as ground instructor are as follows: a. Holding a type rating for the applicable aircraft type, or
b. Have the appropriate experience in aviation and knowledge of the applicable aircraft type
(E.g. ground maintenance engineer), or
Privileges The privileges of a GTI are:
• To carry out ground training and checking as required to the flight and cabin crew. Ground
instruction includes aircraft systems and procedures, special operating procedures, cold-hot weather operations, all weather operations, etc.
When specific knowledge is necessary GTI will have the following specializations:
• Safety Equipment and Procedures (SEP) Instructor
• Dangerous Goods (DG) Instructor
• Aviation Security (AVSEC) Instructor
• CRM Instructor
• First Aid Instructor
Checking Cabin Crew Member (CCCM)
Refer to OM Part D 2.1.4
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1.4 ADMINISTRATION
1.4.1 GENERAL
The Training Manager in consultation with Chief Pilot and the Cabin Crew Officer (Cabin Crew only) will be responsible for determining the syllabi, contents and time scales for all training courses. He
will ensure that sufficient ground training courses and flying training programs are arranged to accommodate planned operations. He will also be responsible for ensuring that sufficient training and
checking staffs are available to meet the training requirements.
1.4.2 MANDATORY REQUIREMENTS
The Training Manager, assisted by the Chief Pilot and the Cabin Crew Officer, will be responsible for
maintaining a record of the expiry dates of the following checks/tests/training: • Ground and Refresher Training
• Operator Proficiency Check/License Proficiency Check (Flight Crew only)
• Conversion and Recurrent Training
• Line Check (Flight Crew only)
• Familiarization Flights.
• RH Seat Qualification (Flight Crew only)
• Emergency and Safety Equipment Check (annual, and triennial)
• CRM Training
• Dangerous Goods
• Aviation Security
• Area and Airport Qualification (Commanders only)
• Recent experience - retrieved from crew planning and scheduling system. (Flight Crew only)
• TRI, TRE, SFI and SFE revalidation and renewal (Flight Crew only)
• Specific and Special Approval Training TCAS, RVSM and MNPS (Flight Crew only)
• LVO Category II/III (Flight Crew only)
The Training Manager will notify the Crew Rostering Department, which will notify flight crew and cabin crew concerned sufficiently in advance of the expiry of any check/test/training.
1.4.3 RECORDS
Once a training or check has been completed, the authorized person including third party training organization conducting the training or checking will forward the completed forms to the Training
Manager.
The Training Manager assisted by the Chief pilot and the cabin crew manager will ensure that the
forms have been correctly completed and are retained on the individual flight and cabin crewmember’s file. Refer to Section 4 of this manual
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1.4.4 MINIMUM QUALIFICATION/EXPERIENCE LEVELS (FLIGHT AND CABIN CREW
MEMBERS)
Commander- Type rated and Non-Type rated-Direct Entry
WITH TYPE RATING WITHOUT TYPE RATING
Commander
• Minimum 3000 hrs total flying
time of which 200 hrs PIC on the BAe
146 Series/A320 Series • JAA air transport pilot license or
equivalent acceptable to the HCAA.
• Minimum 4000 hrs total flying time,
of which 1000 as captain on multi-
engine jet aircraft. • JAA air transport pilot license or
equivalent acceptable to the HCAA.
Co-Pilot Type rated and Non-Type rated-Direct Entry
WITH TYPE RATING WITHOUT TYPE RATING
Co-pilot
• Minimum 230 hrs total flying time
with the BAe 146 Series / A320 Series type rating.
• JAA commercial pilot license/JAA air
transport pilot license or ATPL Theory credit or equivalent acceptable to the
HCAA.
• Minimum 200 hrs total flying time.
• JAA commercial pilot license/JAA
air transport pilot license or ATPL
Theory credit or equivalent acceptable to the HCAA.
Upgrade to Commander
a) License - ATPL with Type Rating endorsement Pilot in Command; b) Flying hours:
• Total of 3000 hours to include 500 hours on type.
• Co-pilots with less experience who are considered to be of “above average” ability
may be selected for command training at the discretion of the Flight operation
manager and Training Manager. c) Must be recommended and assessed suitable for command training by the Flight Operation
Manager, refer to OM Part D 2.0.3. d) The pilot shall complete the command course given in OM Part D 2.0.3
Cabin Crew/Flight Attendant A cabin crewmember must meet the following requirements:
• Minimum age of 18 years;
• Have passed an initial medical examination or assessment by a medical practitioner
acceptable to the HCAA; • Remain medically fit to discharge the specified cabin crew duties
• Have passed initial and/or conversion training and checking as required. Refer to OM Part D
for details.
• Class II medical
Cabin Crew/Senior Cabin Crew
A senior cabin crew member must have a minimum of one year experience as an operating cabin
crew member and have completed the training course as required refer to OM part D.
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In-flight relief of Flight Crew Members
A flight crewmember (commander and co-pilot) may be relieved in a flight of their duties at the controls by another suitable qualified commander. The relief commander has to be trained and
checked qualified on the right seats.
Operation of more than one type or variant (EU-OPS App.1 to OPS 1.980)
a. The flight crew shall not operate more than two airplane types or variant for which a separate type rating is required
b. Aircraft variants with a single type rating license endorsement, difference training is required first before the flight crewmember is qualified to operate on different variants e.g. RJ/BAe
146.
c. Only airplanes with one license endorsement are flown in any one-flight duty period. d. The minimum flight crew complement specified in the operation manual is the same for each
type or variant to be operated. e. Before exercising the privileges of two license endorsements, the flight crew must have
completed two consecutive Operator’s Checks and must have 500 hours in the relevant crew
position with the same Operator. f. Before commencing training for and Operation of another type or variant,flight crew members
must have completed three months and 150 flight hours on the base airplane and this must include at least one proficiency check.
g. After the completion of the initial line check on the new type, 50 flight hours or 50 sectors must be achieved solely on airplanes of the new type.
h. The period within which line flying experience is achieved is six months.
NOTE: For cabin crewmembers refer to OM Part D 2.1.13
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1.5 PERIODS OF VALIDITY
LICENSE PROFICIENCY CHECK (LPC)
The period of validity of license proficiency check (LPC) shall be 12 calendar months. If conducted within the last 3 calendar months of validity of a previous license proficiency check, the period of
validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous license proficiency check.
OPERATOR PROFICIENCY CHECK (OPC)
The period of validity of an operator proficiency check (OPC) shall be 6 calendar months in addition to the remainder of the month of issue. If conducted within the last 3 calendar months of validity of a
previous operator proficiency check, the period of validity shall extend from the date of issue until 6 calendar months from the expiry date of that previous operator proficiency check.
LINE CHECK
The period of validity of a line check shall be 12 calendar months in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of the previous line check the
period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous line check. The line check must be conducted on the aircraft.
ANNUAL EMERGENCY AND SAFETY EQUIPMENT CHECK
The period of validity of an annual emergency and safety equipment check shall be 12 calendar months in addition to the remainder of the month of issue. If issued within the final 3 calendar
months of validity of a previous annual emergency and safety equipment check, the period of validity
shall extend from the date of issue until 12 calendar months from the expiry date of that previous annual emergency and safety equipment check.
TRIENNIAL EMERGENCY AND SAFETY EQUIPMENT CHECK
The period of validity of a triennial emergency and safety equipment check shall be 3 calendar years in addition to the remainder of the month issue. If issued within the final 3 calendar months of
validity of a previous triennial emergency and safety equipment check, the period of validity shall extend from the date of issue until 3 calendar years from the expiry date of that previous triennial
emergency and safety equipment check.
CREW RESOURCE MANAGEMENT
Flight crewmembers should complete the major elements of the full length CRM course over a Three-
year recurrent training cycle.
GROUND AND REFRESHER TRAINING
Each flight crewmember shall undergo ground and refresher training every 12 calendar months. If the
training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next ground and refresher training must be completed within 12 calendar months of the original
expiry date of the previous ground and refresher training.
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AEROPLANE/ STD RECURRENT TRAINING
Astra Airlines will ensure that each flight crewmember undergoes airplane/STD training at least every
12 calendar months. If the training is conducted within 3 calendar months prior to the expiry of the
12 calendar month’s period, the next Airplane/STD training must be completed within 12 calendar months of the original expiry date of the previous airplane/STD training.
PILOT QUALIFICATION TO OPERATE IN EITHER PILOT'S SEAT
A commander assigned to operate in both LH and RH pilot's seat is to be trained and checked on the
skills of techniques and procedures from both commander and co-pilot seats concurrent with the
OPC/recurrent detailed in this Section.
ROUTE AND AERODROME COMPETENCE QUALIFICATION (PIC ONLY)
The period of validity of the route and aerodrome competence qualification shall be 12 calendar
months in addition to the remainder of: a) The month of qualification, or
b) The month of the latest operation on the route or to the aerodrome.
Route and aerodrome competence qualification shall be revalidated by operating on the route or to the aerodrome within the period of validity described above. If revalidated within the final 3 calendar
months of validity of a previous route and aerodrome competence qualification, the period of validity
shall extend from the date of revalidation until 12 calendar months from the expiry date of that previous route and aerodrome competence qualification.
RECENT EXPERIENCE (COMMANDERS)
A pilot shall not operate an airplane as a commander unless has carried out at least three take-offs and three landings as pilot flying in an airplane of the same type or in flight simulator of the airplane
type to be used, in the preceding 90 days. The 90 days period may be extended up to a maximum of 120 days by line flying under the supervision of a TRI/TRE. For periods beyond 120 days the recency
requirement is satisfied by a refresher course and a training flight or use of a flight simulator of the
airplane type to be used.
RECENT EXPERIENCE (CO-PILOT)
A co- pilot shall not serve at flight controls during take-off and landing unless he has operated the controls as pilot for three take-offs and three landings in an airplane of the same type or in flight
simulator of the airplane type to be used, in the preceding 90 days.
The 90 days period may be extended up to a maximum of 120 days by line flying under the
supervision of a TRI/TRE. For periods beyond 120 days the recency requirement is satisfied by a refresher course and a training flight or use of a flight simulator or the airplane type to be used. A co-
pilot serving at the controls means that that pilot is either pilot flying or pilot not flying. The only
required take-off and landing proficiency for a co-pilot is the operators and JAR-FCL type-rating proficiency checks. IEM OPS 1.970(a) (2) See OPS 1.970(a) (2).
NOTE: When using a [Flight Simulator] for meeting the landing requirements in OPS 1.970(a)(1) and
(a)(2), complete visual traffic patterns or complete IFR procedures starting from the Initial Approach
Fix should be flown.
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A pilot who has not flown for more than 120 days must undergo re-qualification training. This training
program ensures that only those pilots who are current on all procedures which are necessary for a safe operation will be assigned to flight duty.
This training course shall include: • A theoretical review of airplane limitations (duration one day-TRI)
• A two hours flying training (might be done in simulator), that shall include: -- Three instrument approaches
-- Four landings -- One approach and landing with one engine inoperative or simulated that is failed
• Mental review of all emergency procedures during the briefing
• Written test on abnormal and emergency procedures (pass grade is 75%)
RECENT EXPERIENCE (CABIN CREW)
Refer to OM Part D.
DANGEROUS GOODS AWARENESS TRAINING
The period of validity of Dangerous Goods Awareness training is 24 calendar months.
AVIATION SECURITY
The period of validity of Aviation Security training is 36 calendar months.
TRI, TRE, SFI and SFE
The TRI, TRE, SFI and SFE rating/ approval /authorization are valid for a maximum period of three (3) years.
NOTE: Examiners are re-authorized at the discretion of the HCAA.
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1.6 REVALIDATION AND RENEWAL
TYPE RATING REVALIDATION AND RENEWAL
The type rating is valid for one year from the date of issue or the date of expires if revalidated within
the validity period.
For revalidation of the type rating, the applicant shall: 1. Complete a proficiency check within the last 3 calendar months immediately preceding the
expiration date of the rating. The period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous license proficiency check.
2. At least ten (10) route sectors as pilot on the applicable aircraft type, or one (1) route sector
as pilot on the applicable type with a TRE during the period of validity of the rating, and 3. The revalidation of the IR (A) should be combined with the type rating proficiency check.
TYPE RATING RENEWAL
If the type rating has expired:
1. The applicant shall complete a ground refresher course and. 2. Complete minimum of 2 hours simulator training and.
3. Complete proficiency check.
The rating will be valid from the date of completion of the renewal requirement.
TRI (MPA) RATING REVALIDATION AND RENEWAL
For the revalidation of a TRI (MPA) rating the applicant shall within the last 12 months preceding the expiry date of the rating;
1. Conduct one of the following parts of complete type rating/refresher/recurrent training course:
a. One simulator session of at least 3 hours, or
b. One air exercise of at least 1 hour comprising a minimum of 2 take-offs and landings or
2. Receive TRI (A) refresher training acceptable to the HCAA.
TRI RATING (MPA) RENEWAL
If the TRI (MPA) rating has lapsed the applicant shall have: 1. Completed within the 12 months preceding the application a minimum of 30 route- sectors,
including take-offs and landings as pilot-in command, co-pilot on the applicable aircraft type, or a similar type as agreed by HCAA, of which no more than 15 sectors may be completed in
an approved flight simulator, and 2. Successfully completed the relevant parts of an approved TRI (MPA) course according to the
requirements of HCAA.
3. Conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI (MPA) on the applicable type of airplane and/or flight simulator under the
supervision of a TRI notified to HCAA for this purpose.
TRE RE-AUTHORIZATION AND RENEWAL
For revalidation of a TRE authorization the applicant should have conducted at least 2 Skill Tests or Proficiency checks in every yearly period within the 3-year authorization period .One of the skill tests
or proficiency checks given by the TRE within the last 12 months of the authorization period should have been observed by an inspector of the HCAA or senior examiner specifically authorized for this
purpose.
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TRE AUTHORIZATION RENEWAL
For renewal of an expired authorization an applicant must reapply to HCAA.
SFI (A) RE- AUTHORIZATION AND RENEWAL
For revalidation of a SFI (A) authorization the applicant shall have conducted within the last 12 months of the validity of the authorization:
1. Conduct one simulator session of at least 3 hours as a part of a complete type rating/refresher/recurrent course.
2. Have completed a proficiency check on flight simulator of the appropriate type.
SFI AUTHORIZATION RENEWAL
If the authorization has elapsed the applicant shall have: 1. Completed the flight simulator content of the applicable type-rating course.
2. Successfully completed an approved TRI (A) course as agreed by the HCAA and 3. Conducted on a complete type rating course at least 3 hours of flight instruction related to
the duties of a TRI (A) on the applicable type of airplane under the supervision of a TRI (A)
notified by the HCAA for this purpose.
SFE (A) RE- AUTHORIZATION AND RENEWAL For revalidation of a TRE authorization the applicant should have conducted at least 2 Skill Tests or
Proficiency checks in every yearly period within the 3-year authorization period .One of the skill tests or proficiency checks given by the TRE within the last 12 months of the authorization period should
have been observed by an inspector of the HCAA or senior examiner specifically authorized for this
purpose.
SFE AUTHORIZATION RENEWAL For renewal of an expired authorization an applicant must re-apply to HCAA.
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1.7 TRAINING POLICY
1.7.1 GROUND INSTRUCTOR TRAINING
Minimum Requirements Refer to Section 1.2 of this manual.
Ground Instructor Training
Initial Instructor Ground Course
When a potential instructor has been selected, he will be issued with a copy of the Training Manual.
The Training Manager will arrange an introduction course (briefing) to cover fleet training requirements.
The Training Manager will then organize a ground course to cover the principles and techniques of
instruction as specified in Appendix C (including teaching skills, training philosophies, student
evaluation and testing-assessment of student performance, training program development-lesson planning, hazards involved in simulation systems failures and malfunctions in the aeroplane during
flight, technical training skills, multi-crew co-operation and training exercises). If the candidate has extensive previous aviation instructor experience the above part of training may be omitted.
A program of further training will then be arranged in accordance with the requirements of each
category of Ground Instructor.
Ground Instructor Examinations
Ground instructors shall have appropriate experience and shall prove their competency by giving a test lecture in presence of the training manager. Ground instructors of foreign operators,
manufacturers or type rating training organizations may be accepted by the HCAA, provided that
evidence can be shown that they have the appropriate experience.
1.7.2 LINE TRAINING COMMANDER/CHECKER LTC
Minimum Requirements
Refer to the appropriate paragraph of this Section (1.3.6).
Training Personnel selected as Line Training Commanders/Checkers will be required to be familiar with the
concepts of CRM and the assessment of CRM skills and carry out additional training as follows: a) Familiarization with the relevant legislation, record keeping and documentation;
b) Flight simulator training, if available, including the Operator Proficiency Check or test items
flown from the right-hand seat; c) Conducting a minimum of 6 sectors flying the aircraft from both the left and right-hand seats
under the supervision of either a TRI/TRE, or the Training Manager; d) Conducting line flying under supervision and line check.
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1.7.3 TRI TRAINING
Minimum requirements
Refer to Section 1.2 of this manual.
General
The Type Rating Instructor training is intended to train the applicant to the required standard to perform training in accordance with OM Part D 1.2
The objective of the training is for the applicant to instruct flight crew for any MPA type rating for
which the applicant is qualified.
TRI Training Overview
The TRI training comprises the following training elements: 1. Theoretical training,
2. Flight simulator training,
3. Flight simulator operation and programming. 4. Conducting training under supervision, and
5. Aircraft training.
Theoretical Training The objective of this training is to train the applicant TRI to the level of proficiency required for
theoretical knowledge instruction. The theoretical training is outsourced to third party. Refer to OM
Part D Appendix C for course layout.
Technical Training (Flight Simulator Training) 1. The course should be related to the type of aeroplane on which the applicant wishes to
instruct.
2. Identification and application of human factors related to multi-crew co-operation aspects of the training.
3. The content of the instruction program should cover training exercises as applicable to the aeroplane type.
4. The TRI rating applicant should be taught and made familiar with giving instruction from the
seat normally occupied by the co-pilot.
This part of the training is conducted on an approved flight simulator, under the supervision of a TRI approved by HCAA and the TRI conducting the training is to occupy the LH seat.
Training Exercises
a) Use of checklist, setting of radios/navigation aids.
b) Engines start procedures, c) Before take-off procedure and use checklists.
d) Normal instrument take-off (transition to instruments after lift-off) e) Crosswind take-off.
f) Engine failure on take-off between V1 and V2,
g) Rejected take-off before reaching V1, h) High Mach buffeting, specific flight characteristics (if applicable to type)
i) Steep turns. j) Recovery from approach to stall in take-off, clean and landing configuration,
k) Instrument approach to required minimum decision height or minimum descent height/altitude, Manual one engine simulated inoperative during approach and landing or go
around.
l) Rejected landing and go around & Crosswind landing, and on ground emergency.
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Training Elements
1. Normal simulator operation, 2. Weather scenario operation,
3. Normal preparation and simulator positioning,
4. The aircraft system malfunction to program will reflect all major aircraft abnormal and emergency procedures and flight techniques as applicable to the type, and
5. Simulator safety instructions in case of simulator failure.
• Conducting Training under Supervision
The TRI under training is to conduct a minimum of 2 simulator sessions (each of minimum 4 hours) including the related briefing(s) and de-briefing(s) for the purpose of type rating training of a
standard crew (CDR, F/O) under the supervision and to the satisfaction of a TRI/TRE notified by the HCAA for this purpose.
Subjects to be covered and assessed include the following: a) Theoretical Knowledge;
o Aircraft general knowledge, o Flight performance and planning,
o SOPs, o Training administration,
b) Pre-flight briefing;
o Technical accuracy, o Clarity of speech,
o instruction technique, o Student participation,
c) Flight;
o Synchronization of speech with flight phases, o Correction of faults,
o Instructional technique, o Timing and sequence,
o Achieved objectives, d) Post flight de-briefing;
o instruction technique,
o student participation, e) TRI under training;
o Appearance, o Voice and expression,
o Presence,
o Student relation.
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Aircraft Training (not applicable for SFI)
This part of the training is conducted on a company aircraft, under the supervision of a TRI/TRE approved by the HCAA. The TRI under training is to act PF from the RH seat to familiarize with the
(real) aircraft limitations and handling characteristics, and giving instruction from both pilot seats,
during the following exercises: o Perform extended pre-flight checks,
o Pre-flight preparations and use checklists, setting of radios and navigation aids. o Engines start procedures and taxi,
o Simulated one engine inoperative take take-off at V2 + 10 Knots o Simulated one engine inoperative manual instrument approach to category I minimum,
followed by a go-around,
o Simulated one engine inoperative landing.
The TRI conducting the training is to occupy the LH seat during the flight exercises.
Training Records
Each applicant will be provided with personal progress file maintained throughout the course and each applicant teaching abilities should be assessed as satisfactory by the TRI designated by the
HCAA for this purpose before the TRI rating is issued.
1.7.4 TRE TRAINING
Minimum Requirements
Refer to Section 1.2 of this manual.
Training The TRE under training will complete the following training items:
− Observe a minimum of two (2) type rating examinations or two (2) OPC including briefing
and de-briefing under the supervision of an experienced TRE approved by the HCAA,
− Conduct a minimum of two (2) type rating examinations or two (2) OPC including briefing and
de-briefing under the supervision of an experienced TRE approved by the HCAA.
Checking The TRE under training is to be checked by a senior TRE acceptable to the HCAA or a Flight Inspector
form the HCAA, during a Type Rating examination (Skill Test) or PC.
The TRE to be checked will be assessed according the following check items:
1. Familiar with multi pilot cockpit procedures, 2. The necessity to promptly and correctly instruction to the Crew,
3. Responsible for flight safety and safe flight execution, 4. Clearly inform the crew of procedures and techniques to be expected and executed,
5. Maintain and correct (if necessary) briefing notes,
6. Assessment of the crew according the applicable syllabus, Skill Test or OPC scenario, 7. Assessment of the crew in accordance with OM Part D 3.1,
8. Overall fair assessment of the crew; advise on mistakes and mention all relevant briefing notes.
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TRAINING SYLLABUS
AND CHECKING PROGRAMS
Section 2
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TABLE OF CONTENTS
2.0 FLIGHT CREW 5
2.0.1 CONVERSION TRAINING AND CHECKING GENERAL 5
2.0.1.1 New Entrant Training Procedure and Requirements 6 2.0.1.2 Ground Training 6
2.0.1.2.1 Training Goal 6 2.0.1.2.2 Aeroplanes Systems (CBT) 7 2.0.1.2.3 Ground School Examination 7 2.0.1.3 Emergency and Safety Equipment Training 7
2.0.1.4 CRM Training 9
2.0.1.4.1 Introduction 9 2.0.1.4.2 Training Scheme 9 2.0.1.5 Synthetic Training Device and Aeroplane Training 10 2.0.1.5.1 General 10 2.0.1.5.2 Synthetic Training Device-Training 10 2.0.1.5.3 Crew Composition 10 2.0.1.5.4 Approval of Zero Flight Time Training (ZFTT) 11 2.0.1.5.5 Briefing and Debriefing 11 2.0.1.5.6 Instructor 11 2.0.1.5.7 Aeroplane Training 12 2.0.1.6 Flying Tests and Checks 12
2.0.1.7 Line Flying Under Supervision 13
2.0.1.8 Reduced Vertical Separation Minima 13 2.0.1.9 MNPS Training and Checking 14
2.0.1.10 Dangerous Goods Awareness Training 15 2.0.1.11 Security Training 15
2.0.1.12 Astra Airlines Air Indoc 15
2.0.1.13 TCAS Training 15 2.0.1.14 Route Competence Training 15
2.0.1.14.1 Categories of Aerodromes, Area and Airfield Briefings 16 2.0.1.14.2 Differences and Familiarization Training 16 2.0.1.14.3 Differences Training 16 2.0.1.14.4 Familiarization Training 16 2.0.1.14.5 Operation on more than one Type or Variant-Philosophy
and Criteria Philosophy 17 2.0.1.14.6 Operation Difference Requirements (ODRs) 17 2.0.1.15 Low visibility Procedures 2.0.1.15.1 General 18 2.0.1.15.2 Ground Training 19 2.0.1.15.3 Flight Simulator/Flight Training 19 2.0.1.15.4 Flight Crew Qualification 20 2.0.1.15.5 Line Flying Under Supervision 20 2.0.1.15.6 Recurrent Training and Checking 21 2.0.1.15.7 Type and Command 21 2.0.1.15.8 Low Visibility Take-off With RVR Less than 150/200 Meters 21 2.0.1.15.9 Aircrew Certificate of Approval 21
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TRAINING SYLLABUS
AND CHECKING PROGRAMS
Section 2
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2.0.2 RECURRENT TRAINING 22
2.0.2.1 Ground and Refresher Training 22 2.0.2.2 Aeroplane/Synthetic Training Device 22
2.0.2.3 Emergency and Safety Equipment 23
2.0.2.3.1 Annual 23 2.0.2.3.2 Triennial 24 2.0.2.4 CRM 24 2.0.2.5 Dangerous Goods Awareness 24
2.0.2.6 Security Training 24 2.0.2.7 TRI Recurrent 25
2.0.2.7.1 RVSM, TCAS, BRNAV, ETOPS and MNPS Training 25 2.0.2.7.2 Low Visibility Take-off and Category II/III Recurrent Training 25 2.0.2.8 Recurrent Checking 25
2.0.2.8.1 Operator Proficiency Check 26 2.0.2.8.2 Licence Proficiency Check (LPC) 26 2.0.2.8.3 Emergency and Safety Equipment Check 27 2.0.2.8.4 Line Check 27 2.0.3 COMMAND TRAINING 27
2.0.3.1 Qualification 27 2.0.3.2 Ability 28
2.0.3.3 Evaluation Process 28 2.0.3.4 Character 28
2.0.3.5 Command Course 28
2.0.3.5.1 Objective 28 2.0.3.5.2 Ground Training 28 2.0.3.5.3 Flight Simulator Training and Checking 29 2.0.3.5.4 Line Flying Under Supervision 29 2.0.3.5.5 Line Check 29 2.0.3.5.6 Area and Airport Qualification 29 2.0.4 PILOT QUALIFICATION TO OPERATE IN EITHER PILOTS SEAT 29
2.0.4.1 Crewing of Inexperienced Flight Crew Members 30 2.1 CABIN CREW 33
2.1.1 NUMBER AND COMPOSITION OF CABIN CREW 33
2.1.2 MINIMUM REQUIREMENTS 34 2.1.3 SENIOR CABIN CREW MEMBERS 37
2.1.3.1 Senior Cabin Crew Member Training Syllabi (7 Hours) 37 2.1.4 CHECKING CABIN CREWMEMBER 38
2.1.4.1 Check Cabin Crew Member Training Syllabi (5 Hours) 38 2.1.5 GROUND INSTRUCTOR 38
2.1.5.1 Ground Instructor Training Syllabi (1 Day) 39
2.1.6 REPRESENTATIVE TRAINING DEVICES 39 2.1.7 INITIAL TRAINING 39
2.1.7.1 Astra Airlines Introduction (3 hours) 40 2.1.7.2 Initial Training Syllabi (Theoretical) 40
2.1.7.3 Initial Training Syllabi (Practical) 43
2.1.8 CONVERSION AND DIFFERENCES TRAINING 44 2.1.8.1 Reduction of Training Requirements 47
2.1.8.2 New Entrant Training Procedure and Requirements 47 2.1.8.3 Conversion Training Syllabi (Theoretical) 47
2.1.8.4 Conversion Training Syllabi (Practical) 49
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2.1.9 FAMILIARIZATION FLIGHTS 50
2.1.9.1 General 50 2.1.9.2 Conduct of Familiarization Flight 51
2.1.10 RECURRENT TRAINING AND CHECKING 52
2.1.10.1 Recurrent Theoretical and Practical Training 52 2.1.10.2 Recurrent In-flight Checking (Minimum 2 Sectors) 53
2.1.11 REFRESHER TRAINING 54 2.1.12 CHECKING 54
2.1.12.1 Methods of Checking 54 2.1.13 OPERATION ON MORE THAN ON TYPE OR VARIANT 55
2.1.14 TRAINING RECORDS 55
2.2 OPERATIONS PERSONNEL, INCLUDING CREW MEMBERS 56 2.2.1 DANGEROUS GOODS AWARENESS TRAINING 56
2.2.1.1 Purpose and Scope 56 2.2.1.2 Crew, Handling Agents and Other Subcontractors 56
2.2.1.3 Course Schedule 56
2.2.1.4 Instructors 56 2.2.1.5 Review 57
2.2.1.6 Checking Requirements 57 2.2.1.7 Dangerous Goods Training Syllabus 57
2.2.2 SECURITY TRAINING 58 2.2.2.1 Handling Agents and Other Subcontractors 58
2.2.2.2 Astra Airlines Policy 58
2.2.2.3 Course Schedule 58 2.2.2.4 Instructors 58
2.2.2.5 Realization 58 2.2.2.6 Syllabus 59
2.2.3 SAFETY TRAINING 59
2.2.4 QUALITY SYSTEM BRIEFING 59 2.2.4.1 Syllabus 60
2.3.5 COSMIC AND SOLAR RADIATION BRIEFING 60 2.3.5.1 Training Material 60
2.3.5.2 Syllabus 60
2.3 OPERATIONS PERSONNEL OTHER THAN CREWMEMBERS 62 2.3.1 TRAINING 62
2.3.2 GENERAL TRAINING SYLLABUS 62 2.3.3 OPERATIONS MANUAL 62
2.3.4 FUEL POLICY AND FLIGHT PLANNING SYSTEM 62 2.3.5 PERFORMANCE AND MASS AND BALANCE 63
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2.0 FLIGHT CREW
2.0.1 CONVERSION TRAINING AND CHECKING GENERAL (OPS 1.945)
A flight crew member shall complete a Type Rating course which satisfies the requirements applicable to the issue of flight crew licenses requirements of FCL when changing from one type of aeroplane to
another type or class of aeroplane for which a new type or class rating is required. A flight crewmember will be required to complete a conversion course before commencing unsupervised
line flying: a) On joining the Company, or
b) When changing to an aeroplane for which a new type or class rating is required.
Type rating training, when required, may be conducted separately or as part of the conversion
training. When the type rating training is conducted as part of conversion training, the conversion-training program will include all the licensing requirements.
The minimum standards of qualification and experience required of flight crewmembers before undertaking a conversion course are as given in Para 1.4.4.
The amount of training required will be determined after due note has been taken of the
flight crewmembers previous training and experience.
The Conversion course shall include:
a) Ground training and checking including aeroplane systems, normal, abnormal and emergency procedures;
b) Emergency and safety equipment training and checking which must be completed before aeroplane training commences,
c) CRM training (Elements of CRM training are integrated into the conversion course, and
conducted by suitably qualified personnel). d) Aeroplane/(STD) flight simulator training and checking, and
e) Line flying under supervision and line check. f) Conversion Training to be conducted by properly qualified personnel, as described in Astra
Part D, Section 1.
The conversion course shall be conducted in the order above.
When a flight crewmember has not previously completed an operator's conversion course, the flight crewmember shall undergo general first aid training and, if applicable, ditching
procedures training uses the equipment in water. Once a flight crewmember has commenced a conversion course he shall not undertake flying
duties on another type or class of aeroplane until the course is completed or terminated.
In the case of a flight crewmember changing aeroplane type or class, the operator proficiency check (OPC) may be combined with the type or class rating skill test required by
FCL.
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2.0.1.1 New Entrant Training Procedure and Requirements
PREVIOUS EXPERIENCE
GRND SCHL
EMERG& SAFETY
C R
M
D G
AVIATION SECU
RITY
ASTRA AIRLINES
INDOC
TCAS RVSM
EWIS SIM TRNG
A/C TRNG
LINE TRNG
WINTER OPS
Type
rated, JAA
operator
X1 X2 X2 X2 X X X3 X2 X4 X5 X6
Type rated,
non JAA
operator
X1 X X X X X X3 X X4 X5
X6
Non-
Type
rated, JAA
operator
X X X2 X2 X X X3 X2 X X X
X6
Non-
Type
rated, non JAA
operator
X X X X X X X3 X X X X
X6
Notes: 1. An abbreviated Aeroplane system course (system refresher) will be conducted.
2. For candidates holding a valid certificate from a previous JAA operator, certificates may be validated, provided that not Expiring in that period, and that the company specifics are covered in the Astra
Airlines Indoc, OM Part A 9 and 11 3. RVSM & TCAS; if applicable for relevant Aeroplane type.
4. An abbreviated flight simulator-training program consists of 1 session (OPC).
5. For type rated candidates a minimum of 10 sectors is required, including the Line Check. 6. Required before the start of winter operations.
2.0.1.2 Ground Training All flight crew will attend a ground-training course prior to being examined by or on behalf of the
TRTO and/or Astra.
Ground training should comprise a properly organized program of ground instruction by training staff with adequate facilities. The course of ground instruction will incorporate formal tests on aeroplane
systems, performance and flight planning.
The syllabus for the course is held by the Training Manager and will be issued to Instructors and
students at the appropriate time.
2.0.1.2.1 Training Goal Upon Completion of the ground Training the student will be able to: a) Describe the purpose/operation of the aeroplane systems stated below.
b) Identify and locate the cockpit controls and indicators for the aeroplane systems listed below. c) Describe and demonstrate the purpose and correct operation of each of the aeroplane
system's cockpit control.
d) Understand the normal and non-normal operation of each system, and describe the corrective action needed to resolve the abnormal condition.
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2.0.1.2.2 Aeroplanes Systems (CBT) This part of the ground training is based on computer-based training (CBT). In addition the student will receive classroom reviews conducted by ground instructors (See Appendix A).
The ground instructor will deliver and explain the Aeroplane manuals prior to the commencement of the ground school training.
The list of operating procedure and systems description, OM Part B:
1. Airplane General 2. Air-condition and pressurization
3. Automatic flight
4. Auxiliary power unit 5. Communications
6. Electrical 7. Engines
8. Fire Warning & Protection
9. Flight controls 10. Fuel
11. Hydraulic 12. Ice and rain protection
13. Instrumentation & Navigation 14. Landing gear & Brakes
15. Pneumatics
16. Procedures & Techniques
The list of subjects, MOM I: 1. Limitations.
2. Normal procedure
3. NON-Normal Procedure
The list of subjects, M Part B: 1. Performance and flight planning
2. Mass and balance
2.0.1.2.3 Ground School Examination • The Training Manager will be responsible to make all necessary administration arrangements
with the approved TRTO and the HCAA.
• The syllabi for the type related ground school training/checking is published in the Appendix A of this manual.
The ground school will be concluded with a Company written examination comprising of 100
questions, of which the pass grade is a minimum of 75%. • For type rating endorsement, HCAA written examination is required.
• Pilots not holding a type rating, training and checking shall be done by a TRTO.
2.0.1.3 Emergency and Safety Equipment Training On the initial conversion course and subsequent conversion courses as applicable, the following
program will be given by the appropriate Astra Airlines ground instructor or external training
organisation approved by HCAA or a combination of the two.
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a. Instruction on First Aid in General (Initial Conversion Only): Instruction on first aid as
relevant to the aeroplane type of operation and crew complement including where no cabin crew are required to be carried. Aero medical topics including:
• Hypoxia,
• Hyperventilation,
• Contamination of the skin or eyes by aviation fuel or hydraulic or other fluids,
• Hygiene and food poisoning,
• Malaria and
• Crew incapacitation
b. Evacuation of the Aeroplane by use of a slide if fitted and the exercise will occur on the
specific aeroplane. The crew (cockpit and cabin) will simulate their action from the moment the
aircraft comes to a complete stop until the end of evacuation.
NOTE: The use of the slide need not be practiced except when converting to an aeroplane with higher sill height than that which the crewmember was previously qualified. Touch drill are to be
substituted for actual practice.
c. Water Survival Training a comprehensive drill to cover all ditching procedures where flotation
equipment is carried. This includes practice of the actual donning and inflation of a lifejacket, together with a demonstration or film of the inflation of life rafts and/or slide-rafts and associated
equipment if fitted. This practice will, on an initial conversion course, be conducted using the
equipment in water, although previous certificated training with another operator or the use of similar equipment will be accepted in lieu of further wet drill ground instructor or external training
organisation approved by HCAA. d. Smoke Training (3 years). The effect of smoke in an enclosed area and actual use of all
relevant equipment in a simulated smoke-filled environment. Astra Airlines ground instructor or external training organisation approved by HCAA will conduct this training.
e. Actual Fire Fighting using equipment representative of that of the aeroplane.
f. The Operational Procedures of Security, rescue and emergency services, conducted by Astra Airlines ground instructor.
g. Survival information appropriate to the areas of operation, (e.g. mountainous, or sea) and training in the use of any survival equipment required to be carried, conducted by Astra Airlines
ground instructor.
h. Location of Emergency and Safety Equipment: Classroom Instruction on the correct use of location of emergency and safety equipment with appropriate drills and procedures practiced in the
actual aeroplane that could be required of flight crew in different emergency situations, conducted by Astra Airlines ground instructor.
The instructors will, as far as is practicable, provide combined training for flight crew and cabin crew.
Provision should be made for flight and cabin crew instructors to observe and comment on each
other training.
The successful resolution of aeroplane emergencies requires interaction between flight crew and cabin crew and emphasis will be placed on the importance of effective co-ordination and two-way
communication between all crewmembers in various emergency situations.
Checking
Upon completion of the above training a written test of 30 questions will be given by an Astra Airlines ground instructor, covering all aspects of emergency and safety equipment and procedures. Pass rate
is 75%.
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2.0.1.4 CRM Training
If the flight crewmember has not previously completed an operator's conversion course then a full length CRM course must be completed. If the flight crewmember undergoes a subsequent
conversion course he shall complete the appropriate elements of the CRM course.
The student will not be assessed either during or on completion of specific CRM training, courses or
exercises.
2.0.1.4.1 Introduction Crew Resource Management (CRM) is the effective utilization of all available resources (E.g.
crewmembers, aeroplane systems and supporting facilities and persons) to achieve safe and efficient
operation.
The objective of CRM is to enhance the communication and management skills of the flight crewmember concerned. The emphasis is placed on the non-technical aspects of flight crew
performance.
CRM training will include the following elements:
a) Human Error and reliability, error chain, error prevention and detection. b) Company safety culture, SOP, organizational factor.
c) Stress management, fatigue and vigilance. d) Information acquisition and processing, situation awareness, workload management.
e) Decision-making.
f) Communication and co-ordination inside and outside the cockpit. g) Leadership and team behavior, synergy.
h) Automation and philosophy of the use of automation. i) Specific type-related differences.
j) Case based studies.
k) Use of Automation and philosophy and use. l) Additional areas, which warrant extra attention as identified by accident prevention and flight
safety program.
CRM will also address the nature of the company's operations as well as the associated crew
operating procedures. This will include areas of operation, which produce particular difficulties, adverse climatological conditions and any unusual hazards.
2.0.1.4.2 Training Scheme CRM training will include both: a) Classroom training;
b) Practical exercises including group discussions and accident reviews to analyze
communication problems and instances or examples of a lack of information or crew management.
An initial Crew Resource Management (CRM) course will be provided for all pilots in accordance with
requirements. Initial Courses will be of two days duration, subsequent recurrent courses one day.
The CRM course will be conducted in house or by an approved training organization.
CRM Assessment will be an important part of the Company Proficiency Check. (See Appendix C).
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2.0.1.5 Synthetic Training Device and Aeroplane Training
2.0.1.5.1 General Flying training will be structured and sufficiently comprehensive to familiarize the flight crewmember
thoroughly with all aspects of limitations and normal / abnormal and emergency procedures
associated with the aeroplane and will be carried out by suitably qualified TRI/SFI and/or TRE/SFE. Additional training will be required for specialized operations such as steep approaches, ETOPS or
Category II operations (QFE operation).
Aeroplane/Flight Simulator training, particular emphasis should be placed on the practice of line orientated flying training (LOFT) with emphasis on crew resource management CRM.
The same training and practice in flying of the aeroplane will be given to co-pilots as well as to the commanders. The flight handling sections of the syllabus for commanders and co-pilots alike will
include all the requirements of the operator proficiency check, as required by EU OPS 1.965.
Unless the type rating training Program has been carried out in a flight simulator usable for zero
flight time (ZFT) conversion, the training should include 4/ 6 takeoffs and landings in the aeroplane.
A flight simulator, subject to its qualification level and approval, may be used for all or part of the checks given in this Section, except for the Line Check, subject to the approval of the Authority.
2.0.1.5.2 Synthetic Training Device-Training The Synthetic Training Device conversion syllabus is designed to provide a progressive sequence of
training appropriate to the average pilot. The Company courses are as follows:
BAe 146 Series: See Appendix A of this Manual A320 Series: See Appendix J of this Manual
The aims of the Synthetic Flight Training are to: a) Provide environmental training in instrument flying and normal/abnormal/emergency in-flight
procedures so that the pilot will react without error or loss of control to any given situation; b) Inspire pilot confidence in his own ability and in the integrity of the airplane and its systems;
c) Provide realistic and complete practice of abnormal drills;
d) Certify those licensing or operator items for which the simulator is approved; e) Achieve a high standard of overall pilot performance.
2.0.1.5.3 Crew Composition
• The conversion flight simulator training is established for the simultaneous qualification of a flight
crew consisting of a commander and co-pilot.
• In case the crew consists of (2) commanders or (2) co-pilots, the course may be completed with
both crewmembers taking turns acting as commander and co-pilot, provided, PF duties are
trained and completed from the seat for which the crew member is being trained.
• During LOFT sessions, the crewmember must be trained from the seat that he is being trained
for and the other crew seat must be occupied by a crewmember qualified for, or under training for that seat.
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2.0.1.5.4 Approval of Zero Flight Time Training (ZFTT) 1. For Approval of Type Rating Course-using ZFTT the following criteria will apply:
a) The flight simulator to be used shall be qualified in accordance with STD and user
approved by the HCAA.
b) The flight simulator shall be fully serviceable during ZFTT. c) Additional take off and landing exercises shall be included in the type rating course
and at least six take off and landings shall be conducted under the instruction of a TRI (A).
d) For initial approval to conduct ZFTT an operator shall have held a OPS air operators certificate for not less than one year.
e) Approval for ZFTT for further type of aeroplane shall only be given if the operator has
not less than 90 days operational experience of that aeroplane type. f) Approval for ZFTT will only be given to a training organisation provided by an
operator or a training organisation having a specific approved arrangement with an EU OPS 1 air operating assuring that student pre-requisites are met and type rating
be restricted to that operator until flying under supervision has been accomplished.
2. Required Pilot Experience ZFTT will only be approved for type rating training for pilots of multi-pilot aeroplanes who meet the
minimum flying experience specified for the level of flight simulator to be used on the course as follows:
a) Pilot undertaking ZFTT shall have completed not less than 1500 hours flight time or 250 route sectors on a relevant aeroplane type if flight simulator qualified to level CG
or C is used during the course. If level DG, Interim D or D qualified flight simulator is
used the pilot shall have not less than 500 hours flight time or 100 route sectors on relevant type.
b) A relevant type of aeroplane is a turbo-jet transport category aeroplane with a MTOM of not less than 10 tons or an approved passenger-seating configuration for not less
than 20 passengers.
c) Instructor qualification: for additional specific take off and landing exercises the instructor shall hold a TRI (A) rating.
3. Line Flying after ZFTT
a) Line flying under super vision shall commence as soon as possible but not later than
21 days after completing the ZFTT. b) The first four take off and landing carried out by a pilot following ZFTT shall be flown
under the supervision of TRI (A) occupying a pilot’s seat. 2.0.1.5.5 Briefing and Debriefing
Normally consist of 1½ hours briefing and ½ hours debriefing. Where possible full use is made of wallboards and visual aids to help reinforce the instruction. Students are being encouraged to make
brief notes and answer questions to ensure their participation and full attention throughout the briefing.
2.0.1.5.6 Instructor Initial/conversion flight simulator training is conducted by a TRI or SFI. The flight simulator check is
conducted by a TRE/SFE, not being the TRI/SFI who conducted the training.
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2.0.1.5.7 Aeroplane Training With the exception of courses approved for zero flight time, the amount of flight time in the airplane should be adequate for the completion for the skills test.
A pilot without a type rating of another airplane, should complete at least 6 landings including full stop landings.
A pilot with a type rating of another airplane should complete at least 4 landings.
Airplane training is conducted by a TRI/TRE.
Airport and Weather Minimums for Circuit Training:
• Airport Elevation Not exceeding 2000’ Pressure Altitude.
• Runway Length Minimum 2500 m (‘Stop way’ may be included).
• Ceiling Height Not lower than 2000’ AAL.
• Visibility Not lower than 5000 m.
• X-Wind component Not exceeding 10 kts.
• Turbulence Not exceeding Light intensity.
• Precipitation Not exceeding light rain.
• Runway Condition No contamination is allowed.
Of course common sense must be used at all times.
2.0.1.6 Flying Tests and Checks The following mandatory tests and checks will be carried out on or prior to completion of the
conversion training and prior to commencing Line Flying under Supervision:
a) Emergency and Safety Equipment Check; b) Type rating Skill Test;
c) Operator Proficiency Check;
The Emergency and Safety Equipment Check must be completed before the candidate flies the
airplane.
When the Operator Proficiency Check is conducted in an approved synthetic flight trainer crews shall also demonstrate their proficiency in conducting ILS approaches to Category II aerodrome operating
minima, when applicable.
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2.0.1.7 Line Flying Under Supervision
Line flying under supervision provides the opportunity for a flight crew member to carry into practice the procedures and techniques he has been made familiar with during the ground and flying training
of the conversion course. At the end of line flying under supervision the respective flight crewmember
should be able to perform a safe and efficient flight conducted within the terms of reference of his flight crewmember station.
Following completion of synthetic training device/aeroplane training and checking each flight
crewmember shall operate a minimum number of sectors and/or flying hours under the supervision of a LTC or a TRI.
The Training Manager shall determine the minimum number of sectors after taking into account the following:
a) Previous experience of the flight crew member, b) Complexity of the aeroplane, and
c) The type and area of operation.
The minimum sectors to be flown under supervision are as follows:
LINE TRAINING/REQUIRED ROUTE SECTORS
TRAINEE MINIMUM SECTORS
Co-pilot, already type rated 10
Co-pilot, First conversion training Total 100 hours or minimum 40 sectors
Co-pilot Upgrading to Commander New Type Rating 20
Co-pilot Upgrading to Commander With Type Rating 10
Commander training, Without Type Rating 20
Commander, already type rated 10
Aeroplane Variant Commanders and Co-Pilots 2
Conversion on New Type, within Astra Commander 20
Conversion on New Type, within Astra Co-pilot 50
When a flight crewmember (commander or co-pilot) with no/or very little previous experience on the
type, begins line flying under supervision a fully qualified commander/co-pilot (Safety Pilot) shall be
carried in addition, until the LTC feels that, he is no longer required.
A line check will be completed upon completion of line flying under supervision conducted by an approved LTC, TRI or TRE.
2.0.1.8 Reduced Vertical Separation Minima
If flight crew members are to operate an airplane type, which is RVSM, approved on the Astra
Airlines AOC, they have to be trained for RVSM operations. This training is incorporated in the conversion training for the applicable type.
The training consists of the following phases:
Self study.
Classroom instruction by an Astra Airlines Ground Instructor. It includes a DVD film. Completions of the RVSM Questionnaire with a minimum pass mark of 75%.
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RVSM qualification is obtained by completion of the above. The subjects, which will be reviewed
during this training as follows: • Knowledge and understanding of standard ATC phraseology.
• The importance of Crosschecking to ensure that ATC clearances are promptly and correctly
complied with.
• Limitations and correction charts for the use of standby altimeter in contingencies.
• Problems of visual perception of other aeroplane at 1000 ft separation during darkness, when
encountering local phenomena such as northern lights, for opposite and same direction traffic and during turns.
• Characteristics of altitude capture system, which may lead to overshoots.
• Relationship between primary altimeter systems, automatic altitude control and transponder
systems in normal and abnormal conditions.
• Any airframe restrictions, if required for a particular type, related to RVSM airworthiness
approval. • Awareness of problems due to wake vortex encounters at TCAS operations in RVSM airspace.
• Awareness about Transitions problems and safety issues.
(See Appendix D/RVSM).
2.0.1.9 MNPS Training and Checking
Scope
Operation into MNPS requires a high degree of navigation accuracy obtained through dedicated crew operating procedures and practices.
Purpose The MNPS clearance program is designed to provide trainee with the briefing and flight training
required by the authorities to operate into MNPS airspace. Training aids
Classroom briefing, Astra Airlines Audio/Visual training modules and FFS or a FBS simulator will be
used. Syllabus
Items covered during the MNPS classroom and Astra Airlines and Audio/Visual training modules briefing will be:
-- MNPS area of application.
-- Crew and equipment certification requirements. -- Acceptable navigation equipment.
-- ICAO flight plan.
FMS lateral navigation procedures, including cross-checking of proper route Loading Procedures
following partial or total loss of long range navigation capabilities: -- North Atlantic
-- Canada Procedures following in flight contingencies
NAT organized track system (NAT OTS) MACH number technique
Communications
Crossing clearance procedures and frequencies Position reporting procedures
Transponder operation.
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Items covered during the FSS/FBS program will be:
FMS lateral navigation procedures FMS route landing procedures
Re-routing
In-flight contingencies. (See Appendix D/RVSM/MNPS).
Administration:
Although no specific examination or check will be administered the trainee must demonstrate his thorough understanding of the various MNPS requirements and his ability to manage in flight
contingencies in relation to MNPS.
Attendance to classroom briefing and the FFS period will be annotated in the pilot's technical file.
2.0.1.10 Dangerous Goods Awareness Training Pilots will receive training in their responsibilities in the transport of dangerous goods, no matter
whether the goods are carried as cargo or in the possession of passengers. The training will cover the
syllabus given in Astra Part D, Appendix F.
2.0.1.11 Security Training If the flight crewmember has not previously completed an initial aviation security course then he shall
complete a full Security training course according to 2.3.2 below.
2.0.1.12 Astra Airlines Air Indoc
During this course the flight crewmember is familiarized (indoctrination) with the various aspects of the company. The following persons and or department heads conduct the initial introduction:
Astra Airlines Organization Structure FOM SOPs Training Manager or FOM
Flight Planning and work and rest regulations OCC
Operations Manuals Training Manager
The OM introduction is instructed according the Astra Airlines OM Part A, B, C and D. Duration of one day.
2.0.1.13 TCAS Training The training program and documentation consists of the following;
• Refer to the TCAS session in the CBT program;
• AOM, describing the system components and procedures;
• Practical training include in the Simulator program.
2.0.1.14 Route Competence Training
Prior to being assigned as commander or as a pilot to whom the conduct of the flight may be delegated by the commander, the pilot shall undergo training to ensure that he has obtained
adequate knowledge of the route to be flown and of the aerodromes (including alternates), facilities
and procedures to be used.
Route competence training will include knowledge of: a) Terrain and minimum safe altitudes;
b) Seasonal meteorological conditions;
c) Meteorological, communication and air traffic facilities, services and procedure; d) Search and rescue procedures, and
e) Navigational facilities associated with the route along which the flight is to take place.
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Depending on the complexity of the route, as assessed by Astra Airlines, the following methods of
Familiarizations are used: 1. For the less complex routes, familiarization by self-briefing with route documentation, or by
means of programmed instruction; and
2. For more complex routes, in addition to sub-paragraph (1) above. In-flight familiarization as a commander, co-pilot or observer under supervision, or familiarization in a synthetic training
device using a database appropriate to the route concerned.
Route and Area briefings are to be found in Section 3 of the Airfield/Area Briefings part of the Route Manual OM part C. Route Competence training is conducted by LTC.
2.0.1.14.1 Categories of Aerodromes, Area and Airfield Briefings Aerodromes in the Company Area of Operations are categorized according to their characteristics of
terrain difficulties, approach aids and approach patterns, weather conditions or performance limitations etc.
The details of aerodrome categorizations and the requirements for briefings are given in the Operations Manual Part C (The Route Manual-Airfield/Area Briefings).
The aerodrome briefings are given in Section 2 of the Airfield/Area Briefings part of the Route
Manual.
2.0.1.14.2 Differences and Familiarization Training Differences and familiarization training is conducted by an approved TRI/LTC.
2.0.1.14.3 Differences Training A flight crewmember shall complete differences training which requires additional knowledge and
training on an appropriate training device or the airplane when:
a) Operating another variant of an airplane of the same type or another type of the same class currently operated; or
b) A change of equipment and/or procedures on types of variants currently operated.
2.0.1.14.4 Familiarization Training Familiarization training is conducted by an approved LTC.
A flight crewmember shall complete familiarization training when: a) Operating another airplane of the same type or variant; or
b) A change of equipment and/or procedures on types or variants currently operated requires the acquisition of additional knowledge.
Familiarization courses are given in the appropriate Appendix for the airplane type in this Manual, where applicable.
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2.0.1.14.5 Operation on more than one Type or Variant-Philosophy and Criteria Philosophy • The concept of operating more than one type or variant depends upon the experience,
knowledge and ability of the operator and the flight crew concerned.
• The first consideration is whether or not the two airplane types or variants are sufficiently similar to allow the safe operation of both.
• The second consideration is whether or not the types or variants are sufficiently similar for the training, checking and recent experience items completed on one type or variant to
replace those required on the similar type or variant. If these aeroplanes are similar in these respects, then it is possible to have credit for training, checking and recent experience.
Otherwise, all training, checking and recent experience
Note: See also Part D, Section 1, 1.4.4
2.0.1.14.6 Operation Difference Requirements (ODRs) Training and checking levels
• Level A
- Training: Level “A” Training can be adequately addressed through self-instruction by a crew member through
page revisions, bulletins or differences handouts. Level A introduces a different version of a system or component which the crew member has already shown the ability to use and understand. The
differences result in no, or only minor, changes in procedures. - Checking:
A check related to differences is not required at the time of training. However, the crew member is
responsible for acquiring the knowledge and may be checked during proficiency checking.
• Level B - Training:
Level B training can be adequately addressed through aided instruction such as slide/tape
presentation, computer based instruction which may be interactive, video or classroom instruction. Such training is typically used for part-task systems requiring knowledge and training with, possibly,
partial application of procedures (e.g. fuel or hydraulic systems etc.). - Checking:
A written or oral check is required for initial and recurrent differences training.
• Level C
- Training: Level C training should be accomplished by use of “hands on” STDs qualified according to STD 2A,
Level 1 or higher. The differences affect skills, abilities as well as knowledge but do not require the use of “real time” devices. Such training covers both normal and non-normal procedures (for example
for flight management systems).
- Checking: An STD used for training level C or higher is used for a check of conversion and recurrent training.
The check should utilize a “real time” flight environment such as the demonstration of the use of a flight management system. Maneuvers not related to the specific task do not need to be tested.
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• Level D
- Training: Level D training addresses differences that affect knowledge, skill~ and abilities for which training will
be given in a simulated flight environment involving, “real time” flight maneuvers for which the use of
an STD qualified according to STD 2A, Level 1 would not suffice, but for which motion and visual clues are not required. Such training would typically involve an STD as defined in STD 2A, Level 2
- Checking: A proficiency check for each type or variant should be conducted following both initial and recurrent
training. However, credit may be given for maneuvers common to each type or variant and need not be repeated. Items trained to level D differences may be checked in STD5 qualified according to STD
2A, Level 2. Level D checks will therefore comprise at least a full proficiency check on one type or
variant and a partial check at this level on the other.
• Level E - Training:
Level E provides a realistic and operationally oriented flight environment achieved only by the use of
Level C or D Flight Simulators or the aeroplane itself. Level E training should be conducted for types and variants which are significantly different from the base aeroplane and/or for which there are
significant differences in handling qualities - Checking:
A proficiency check on each type or variant should be conducted in a level C or D Flight Simulator or the aeroplane itself. Either training or checking on each Level E type or variant should be conducted
every 6 months. If training and checking are alternated, a check on one type or variant should be
followed by training on the other so that a crew member receives at least one check every 6 months and at least one check on each type or variant every 12 months 2.1.1.15 Low visibility operations
consist of take-off, where the RVR is less than 400 meters, and Category II/III approaches. The training and checking is conducted in accordance with a detailed syllabus approved by the Authority
and included in the Operations Manual.
2.0.1.15 Low Visibility Procedures 2.0.1.15.1 General Flight crew members with no previous experience with Low Visibility (LowVis) operations will be
required to complete the full training course specified in this section, consisting of the following elements.
Flight crew members with previous experience with Category II/III operations with another JAA
operator will not be required to undertake the full ground training course but will undertake an abbreviated ground training course as determined by the Manager Crew Training. Flight crew
members with or without previous experience shall study the Life Line Aviation Study Guide 1.
Flight crew members with Category II or III experience with Life Line Aviation may undertake an
abbreviated include the following elements: 1. an abbreviated ground course taking into account the flight crew members previous CAT
II/III training and experience;
2. a minimum of eight approaches and/or landings in an approved flight simulator; (initial and recurrent training will be performed on specific type simulator)
3. A check to be conducted on each flight crew member before conducting CAT II or III operations.
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Pilots will be trained in low visibility operations during initial conversion to type or, if already type
rated, during recurrent training. This training is to be conducted by a TRI (A).
The TRE will sign the Proficiency Check training form and the Flight Crew Validation Certificate on
completion of both the Simulator and Line sector requirements.
2.0.1.15.2 Ground Training The full ground audio visual training course for Low Visibility Operations shall cover, at least, the
following syllabus: 1. The characteristics and limitations of the ILS and/or MLS;
2. The characteristics of the visual aids;
3. The characteristics of fog; 4. The operational capabilities and limitations of the particular aircraft;
5. The effects of precipitation, ice accretion, low level wind shear and turbulence; 6. The effect of specific aeroplane malfunctions;
7. The use and limitations of RVR assessment systems;
8. The principles of obstacle clearance requirements; 9. Recognition of and action to be taken in the event of failure of ground equipment;
10. The procedures and precautions to be followed with regard to surface movement during operations when the RVR is 400 meters or less (Low Visibility Procedures) and any additional
procedures required for take-off in conditions below 150 meters; 11. The significance of decision heights based upon radio altimeters and the effect of terrain
profile in the approach area on radio altimeter readings and on the automatic
approach/landing systems; 12. The importance and significance of Alert Height if applicable and the action in the event of
any failure above and below Alert Height; 13. The LowVis initial and recurrent qualification requirements and
14. The importance of correct seating and eye position.
2.0.1.15.3 Flight Simulator/Flight Training The Flight simulator and/or Flight training should comprise a minimum of eight approaches and/or landings in a flight simulator approved for the purpose.
The approved flight simulator and/or flight training for Low Visibility Operations shall include: a) Checks of satisfactory functioning of equipment, both on the ground and in-flight;
b) Effect on minima caused by charges in the status of ground installations; c) Monitoring of automating flight control systems and autoland stats annunciators with
emphasis on the action to be taken in the event of failures of such systems; d) Actions to be taken in the event of failures such as engines, electrical systems, hydraulics or
flight control systems;
e) The effect of known unserviceabilities and use of minimum equipment lists; f) Operating limitations resulting from airworthiness certification;
g) Guidance on the visual cues required at decision height together with information on maximum deviation allowed from glide path or localizer; and
h) The importance and significance of alert Height, if applicable, and the action to be taken in
the event of any failure above and below Alert Height.
Each flight crew member must be instructed on the coordination required with other crew members.
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The training will be divided into phases covering normal operation with no aeroplane or equipment
failures but including all weather conditions which may be encountered and detailed scenarios or airplane and equipment failure which could affect Category II or III operations. Flight Crew practice
incapacitation procedures appropriate to Low Visibility Take-Offs and Category II or III operations.
Initial Category II and III training shall include at least the following exercises:
a) approach using the appropriate flight guidance, autopilots and control systems installed in the aeroplane, to the appropriate decision height and to include transition to visual flight and
landing; b) approach with all engines operating using the appropriate flight guidance systems, autopilots
and control systems installed in the aeroplane down to the appropriate flight guidance
systems, autopilots and control systems installed in the aeroplane down to the appropriate decision height followed by missed approach; all without external visual reference;
c) where appropriate, approaches utilizing automatic flight systems to provide automatic flare, landing and roll out;
d) normal operation of the applicable system both with and without acquisition of visual cues at
decision height; e) approaches with engine failure at various stages of the approach;
f) approaches with critical equipment failures (e.g. electrical systems, auto flight systems, ground and/or airborne ILS systems and status monitors);
g) approaches where failures of auto flight equipment at low level require either: 1. reversion to manual flight to control flare, landing and roll-out or misses approach; or
2. reversion to manual flight or a downgraded automatic mode to control missed
approaches from, at or below decision height including those which may result in a touchdown on the runway;
h) failures of the systems which will result in excessive localizer and/or glide slope deviation, both above and below decision height, in the minimum visual conditions authorized for the
operation; and
b) Failures and procedures specific to the aeroplane type or variant.
The training program must provide practice in handling faults which require a reversion to higher minima. The training program must include the handling of the aeroplane when, during a fail passive
Category III approach, the fault causes the autopilot to disconnect at or below decision height when
the last reported RVR is 300m or less. Where take-offs are conducted in RVRs of 400 meters and below, training must be established to cover systems failures and engine failure resulting in
continued as well as rejected take-off.
2.0.1.15.4 Flight Crew Qualification Satisfactory completion of the specified Company Low Visibility Operations training program as given
in this Section will constitute a check of a pilot’s competence. Low Visibility training is to be recorded
in the Low Visibility Operations Approach Log and the Low Visibility Operations Qualification Form.
2.0.1.15.5 Line Flying Under Supervision Each flight crewmember must undergo the following line flying under supervision in order to be
cleared for category II/III operations.
a) For CAT II when a manual landing is required, a minimum of 3 landings from autopilot disconnect.
b) A minimum of three auto-lands under supervision from an auto-approach actual or simulated Category II/III in line service.
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2.0.1.15.6 Recurrent Training and Checking An operator must ensure that, in conjunction with the normal recurrent training and operator proficiency checks, a pilot’s knowledge and ability to perform the tasks associated with the particular
category of operation for which he is authorized is checked. The required number of approaches
within the validity period of the operator proficiency check (as prescribed in OPS 1.965(b)) is to be a minimum of three, one of which may be substituted by an approach and landing in the aeroplane
using approved Category II or III procedures.
One missed approach shall be flown during the conduct of the operator proficiency check. If the operator is authorized to conduct take-off with RVR less than 150/200 m, at least one LVTO to the
lowest applicable minima shall be flown during the conduct of the operator proficiency check (See
IEM OPS 1.450(b) (i).)
2.0.1.15.7 Type and Command Where a Commander is new to the airplane type the following additional qualification must be met:
a) 50 hours or 20 sectors as pilot in command before performing any Category II operations.
b) 100 meters must be added to the applicable Category II minima until the flight crewmember has achieved 100 hours or 40 sectors as pilot in command, unless the pilot has previously
qualified for category II or III operations with another JAA operator. c) The Authority may authorize a reduction in the above command experience requirements for
flight crew members who have Category II or Category III command experience.
2.0.1.15.8 Low Visibility Take-off With RVR Less than 150/200 Meters Before being authorized to conduct a low visibility take-off in RVR less than 150 meters, pilots must complete the following training in an approved simulator:
a) Normal take-off in minimum authorized conditions; b) Take-off in minimum authorized conditions with engine failure between V1 and V2 or as soon
as safety conditions permit, and
c) Take-off in minimum authorized conditions with engine failure before V1 resulting in a rejected take-off.
A check of the pilot’s competence to carry out a LVTO in less than 150 m RVR is required before
conducting LowVis Take-offs in RVR’s of less 150m unless the training described above is carried out
on initial type conversion.
2.0.1.15.9 Aircrew Certificate of Approval On completion of initial Category II/III initial or recurrent training, the Training Captain will complete
and sign the Low Visibility Operations Rating Validation/Revalidation certificate as appropriate. The certificate is to be retained by pilots in their licence. For low visibility operations both pilots must have
a current Certificate of Approval.
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2.0.2 RECURRENT TRAINING
A flight crewmember shall undergo recurrent training that is relevant to the type or variant aeroplane
on which he is certificated to operate.
2.0.2.1 Ground and Refresher Training
The annual ground and refresher training is conducted by a qualified instructor and consists of: e) Two days CBT training supervised by ground instructor and
f) Completing the yearly Technical Refresher Questionnaire.
The training includes:
g) Aeroplane systems; all aeroplane systems are reviewed within a 3-year cycle and this part of the training verified by a questionnaire, for which a pass mark of 75% is required,
h) Accident/incident occurrence review. i) Operational procedures and requirements including ground de/anti icing and pilot
incapacitation
3-YEAR CYCLE OF THE TECHNICAL REFRESHER/QUESTIONNAIRE
2009, 2012 ⇒ 2010, 2013 ⇒ 2011, 2014 ⇒
Aeroplane General, Water and
Waste Electrical Hydraulic
Fire Protection Fuel Landing Gear
Pneumatics, Air conditioning
and Pressurization
Emergency equipment and
Oxygen Power Plant and APU
Auto Flight Instruments and Recorders Navigation Equipments
Ice and Rain Protection Warning and Cautions Flight Controls
Communications
2.0.2.2 Aeroplane/Synthetic Training Device The flight simulator recurrent training program includes aeroplane system malfunctions and
associated procedures. EU OPS 1 require that all major aeroplane systems failures must be covered within a 3 years cycle.
Flight Simulator Recurrent Training normally consists of one (1) session of 4 hours and is conducted once a year.
Normally the Recurrent Training session is combined with the OPC or LPC at least every 12 months.
The training items covered in the recurrent training will normally be completed using Maneuver
Oriented Flight Training (MOFT). During MOFT repositioning may occur, maneuvers may be repeated,
flight phases may be omitted and non-standard maneuvers (such as touch and go) may be requested, in order to complete required items. The recurrent training is conducted by a TRI or SFI
(simulator only).
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This table serves the master guideline for recurrent training scenarios.
NORMAL AND ABNORMAL & EMERGENCY SYSTEM OPERATION
2009, 2012 ⇒ 2010, 2013 ⇒ 2011, 2014 ⇒
Aeroplane General, Water and Waste
Electrical Hydraulic
Fire Protection Fuel Landing Gear
Pneumatics Air conditioning and Pressurization
Emergency Equipment and Oxygen
Power Plant and APU
Auto Flight Instruments and Records Navigation Equipment
Ice and Rain Protection Warning and Cautions Flight Controls
Communication
SUPPLEMENTARY MANEUVERS AND PROCEDURES
Smoke control/removal Ditching or bomb alert Engine failure(s) and restart
Rapid Decompression and Emergency Descent
Flight Crew incapacitation RVSM
Windshear TCAS/GPWS Jammed flight controls
Cold/Hot weather operation Cold/Hot weather operation Cold/Hot weather operation
OM Part B associated abnormal and emergency procedures to related systems.
2.0.2.3 Emergency and Safety Equipment • The emergency and safety equipment-training program may be combined with emergency
and safety equipment checking and shall be conducted in an airplane or a suitable alternative
training device.
• The successful resolution of airplane emergencies requires interaction between flight crew
and cabin crew and emphasis should be placed on the importance of effective co-ordination and two-way communication between all crewmembers in various emergency situations.
• Emergency and safety equipment training should include joint practice in airplane
evacuations so that all who are involved are aware of the duties other crewmembers should perform. When such practice is not possible, combined flight crew and cabin crew training
should include joint discussion of emergency scenarios.
• Emergency and safety equipment training should, as far as practicable, take place in
conjunction with cabin crew undergoing similar training with emphasis on coordinated procedures and two-way communication between flight deck and cabin.
2.0.2.3.1 Annual Every year the emergency and safety equipment-training program must include the following: a) Actual donning of a lifejacket.
b) Actual donning of protective breathing equipment.
c) Actual handling of fire extinguishers. d) Instruction on the location and use of all emergency and safety equipment carried on the
airplane. e) Instruction on the location and use of all types of exits; and
f) Security procedures.
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2.0.2.3.2 Triennial Every three years the program of training must include the following: a) Actual operation of all types of exits;
b) Demonstration of the method used to operate slides;
c) Actual fire-fighting using equipment representative of that carried in the aeroplane on an actual or simulated fire except that, with Halon extinguishers, an alternative method
acceptable to the Authority may be used; d) The effects of smoke in an enclosed area and actual use of all relevant equipment in a
simulated smoke-filled environment; e) Actual handling of pyrotechnics, real or simulated, where fitted; and
f) Demonstration in the use of life rafts, where fitted.
2.0.2.4 CRM
CRM training will normally be addressed during Line Oriented Flying Training (LOFT). Where LOFT is not available, flight crewmembers will be required to complete elements of CRM every year (see
Appendix B). The flight crewmember will not be assessed during specifically designed CRM training
courses and exercises.
Elements of CRM shall be integrated into all appropriate phases of recurrent training; and a specific modular CRM training program shall be established such that all major topics of CRM training are
covered over a period not exceeding 3 years, as follows: a) Human error and reliability, error chain, error prevention and detection.
b) Company safety culture, SOPs, organizational factors.
c) Stress, stress management, fatigue and vigilance. d) Information acquisition and processing, situational awareness, workload management.
e) Decision Making. f) Communication and co-ordination inside and outside the cockpit.
g) Leadership and team behavior, synergy.
h) Automation and philosophy of the use of automation (if relevant). i) Specific type related differences.
j) Case based studies. k) Additional areas, which warrant extra attention, as identified by an accident prevent and
flight safety program (OPS 1.037).
2.0.2.5 Dangerous Goods Awareness
Dangerous Goods awareness recurrent training will normally be carried out every 2 years.
The training is to cover the same syllabus in refresher form as that given for the initial training (See Appendix F).
2.0.2.6 Security Training Security recurrent training will be carried out every three years. The training should contain the
following: a) Current threat assessment.
b) Review of recent incidents: Lessons to be learned.
c) Reminders of company emergency procedures, manual amendments etc. d) Update of initial training course as appropriate.
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2.0.2.7 TRI Recurrent
• Each TRI will conduct one (1) Simulator Training session under the supervision of a TRE every 12
months.
• Each TRI will receive one (1) day Refresher Training (acceptable to the Authority) by the Training
Manager.
• This training includes all major topics of incidents and accidents. If deemed necessary this part
may be implemented in the six (6) monthly flight simulator recurrent training programs.
• The TRI is to pass the half yearly OPC and yearly LPC in order to maintain TRI privileges.
2.0.2.7.1 RVSM, TCAS, BRNAV,PRNAV,EWIS, ETOPS and MNPS Training The annual ground and refresher training is performed by a qualified instructor. Contents of this training are:
1. Self study guide materials extracted from Part D (see appendices) 2. Material from DVD and CBT
3. The Jeppesen Manual
2.0.2.7.2 Low Visibility Take-off and Category II/III Recurrent Training Recurrent training for low visibility operations is to be included as part of the pilot’s Company Proficiency Check to include a minimum of two low visibility approaches, one of which should be a
missed approach, and a low visibility take-off at the lowest applicable minima. For operations on
aeroplane with a fail-passive auto pilot, a missed approach as a result of auto-pilot failure at or below DH when the last reported RVR was 300 m or less is to be practiced at least once in every 18
months.
2.0.2.8 Recurrent Checking
A flight crewmember will undergo recurrent checking relevant to the type or variant of airplane on which he is certificated to operate. Line checks, route and aerodrome competency and recent
experience requirements are intended to ensure the crew member's ability to operate efficiently under normal conditions, whereas other checks and emergency and safety equipment training are
primarily intended to prepare the crew member for abnormal/emergency procedures.
The line check is performed in the airplane. All other training and checking will be performed in the
airplane or an approved flight simulator or, in the case of emergency and safety equipment training, in a representative training device. The type of equipment used for checking should be representative
of the instrumentation, equipment and layout of the airplane type operated by the flight crewmember.
The OPC and LPC as described in the following paragraphs assume that an approved simulator will be used. When, in exceptional circumstances, these checks are performed in the airplane
The following restrictions apply for safety reasons:
-- Engine failure on take off must be simulated with the throttle closure at V2 or above. -- Rejected take off may not be performed on the airplane. A touch drill should be carried out
instead.
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2.0.2.8.1 Operator Proficiency Check Each flight crewmember shall undergo operator proficiency checks as part of a normal flight crew complement to demonstrate competence in carrying out normal, abnormal and emergency
procedures. The check will be conducted without external visual reference (except that take-offs and
landings should be conducted using the appropriate visual reference). The Operator Proficiency Check shall include the following maneuvers:
a) Rejected take-off; b) Take-off with engine failure between V1 and V2;
c) Precision instrument approach to minima with one engine inoperative; d) Non-precision approach to minima;
e) Missed approach on instruments from minima with one engine inoperative;
f) Landing with one engine inoperative.
When engine out maneuvers are carried out in an airplane, the engine failure must be simulated. Engine failure is to be simulated by closing the thrust lever.
In addition to the checks prescribed above, the requirements of FCL must be completed every 12 months and may be combined with an operator proficiency check.
A Type Rating Examiner (TRE) or (SFE) or (TRI) or (SFI) must conduct the operator proficiency
checks.
When an approved flight simulator is used, the opportunity should be taken, where possible, to use
LOFT.
The mandatory maneuvers (M) and procedures are to be completed each OPC by all flight crewmembers. Commanders and co-pilots are to complete each mandatory item as Pilot Flying (PF).
2.0.2.8.2 Licence Proficiency Check (LPC) Each flight crewmember shall undergo a Licence proficiency check each year. The check includes
normal, abnormal and emergency procedures and incorporates the instrument rating renewal.
The result of this check (revalidation or renewal) shall be entered on LPC/OPC form, refer to (App
Form) and returned to the HCAA and a copy kept for company records.
It is Company policy to combine the LPC with the OPC and the combined check shall include the following maneuvers:
a) Rejected take-off, b) Take-off with engine failure between V1 and V2
c) Adherence to DEP and ARR routes and ATC,
d) ILS to DA with one engine inoperative – manually flown with missed approach from DA, e) NDB or VORLOC approach to minima (Auto-pilot may be used),
f) Landing with one and/or two engine inoperative.
When engine out maneuvers are carried out in the airplane, the engine failure must be simulated by
closing the thrust lever.
License Proficiency Checks must be conducted by a Company approved TRE or SFE.
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2.0.2.8.3 Emergency and Safety Equipment Check Emergency and safety equipment training should, as far as is practicable, take place in conjunction with cabin crew undergoing similar training with emphasis on coordinated procedures and two way
communication between the flight deck and the cabin.
2.0.2.8.4 Line Check The line check is considered a particularly important factor in the development, maintenance and refinement of high operating standards, and can provide a valuable indication of the usefulness of
company training policy and methods. Line checks are a test of a flight crewmember's ability to perform a complete line operation satisfactorily, including pre-flight and post flight procedures and
use of the equipment provided, and an opportunity for an overall assessment of his ability to perform
the duties required. The route chosen should be such as to give adequate representation of the scope of a pilot's normal operations. When weather conditions preclude a manual landing, an
automatic landing is acceptable. The line check is not intended to determine competence on any particular route.
In addition to the above duties, flight crewmembers should be assessed on their CRM skills. The pilot-in-command, or co-pilot acting as pilot-in-command, should also demonstrate his ability to
manage the operation and take appropriate command decisions.
The LTC should normally occupy the observer’s seat.
Each flight crewmember shall undergo a line check on the airplane to demonstrate his competence in
carrying out normal line operations.
Line checks must establish the ability to perform satisfactorily a complete line operation including pre-flight and post-flight procedures and use of the equipment provided.
Where a pilot is required to operate as pilot flying and pilot non-flying, he will be checked on one sector as pilot flying and on another sector as pilot non-flying.
The flight crew will be assessed on their CRM skills.
Line checks must be completed in the airplane.
Line checks must be conducted by commanders (LTC) nominated by Astra Airlines and acceptable to the HCAA.
2.0.3 COMMAND TRAINING
When a command vacancy exists consideration will always be given to the promotion of a company Co-
pilot to fill the position. The role of Commander is a complex one involving a great deal more than the
ability to fly the aeroplane on normal Line operations. The selection of candidates for Command Training will remain the responsibility of the flight operation manager; Training Manager and chief pilot
the final decision on promotion rests with the flight operation manager. The following guidelines may assist the Chief Pilot selection process.
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2.0.3.1 Qualification
For upgrading to Commander a minimum of 3000 hours total flying time including 500 hours on type is required. A Co-pilot with less experience than this who is considered to be of "above-average" ability
may be selected for Command Training at the discretion of the flight operation manager training
manager and Chief Pilot.
For commanders with no pervious experience on the type minimum requirement is 3000 hours total flying time including 500 hours command time on aero planes of MTOM more than 40 tons.
2.0.3.2 Ability
Prior to selection for Command Training the Co-pilot must have completed the previous Proficiency
Check with no "fails" recorded in any section. The Co-pilot must be positively recommended as suitable for Command Training by the TRE who conducted the Proficiency Check.
2.0.3.3 Evaluation Process
To qualify for the commander-training course, the CO-PILOT to be up-graded must successfully pass
the commander evaluation process, which consists of the following stages: 1. Has successfully passed the last OPC with no failure recorded in any section. The candidate
should be recommended for upgrade to command by the TRE conducting the check. 2. Three evaluation flights on the aeroplane during line flying duties, conducted by three
different Commanders appointed by the Training Manager.
The CO-PILOT has to pass both parts of the evaluation before starting Command training.
2.0.3.4 Character
This is a subjective issue but any candidate for Command Training must exhibit recognised standards of dress, behavior, and conduct commensurate with the position.
The pilot must complete the command course prescribed in Para 2.0.3.5 below.
2.0.3.5 Command Course The command course shall include at least the following:
a) Ground training
b) Training in an approved flight simulator to include LOFT and/or flying training; c) An operator proficiency check and/or LPC operating as commander;
d) Commander's responsibilities; e) Line flying under supervision. A minimum of 10 sectors is required for pilots already qualified
on the aeroplane type. f) Completion of a commanders line check and route and aerodrome competence qualifications.
g) CRM training (see Appendix B).
h) Multi crew operation command course required by OPS 1.955
2.0.3.5.1 Objective The objective of this training is to prepare Co-Pilots for the Commander role in the cockpit.
2.0.3.5.2 Ground Training The ground training includes the following subjects:
1) Technical system refresher, followed by an examination. 2) A Review of OM Parts A, B and C; specifically items related to Commander Responsibility and
conducted by the Chief Pilot or The Training Manager. 3) Command training highlighting those subjects affecting the role of the commander.
(See Appendix A).
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2.0.3.5.3 Flight Simulator Training and Checking
1) Crew composition. The commander under training shall act as commander, operating in the LH seat.
2) Instructor.
Simulator training is conducted under the supervision of a qualified TRI. 3) Training elements.
The training program will consist of a maximum of 4 simulator sessions acting as COMMANDER from the LH seat, including:
a) 3 session handling and procedures of each 4 hours, and b) 1 session LOFT including all major topics of CRM, or
c) A combined training syllabus for aeroplane handling and LOFT.
4) Operators Proficiency checks (OPC)/LPC
The crewmember will complete OPC or/and LPC acting as Commander from the LH. (See Appendix A).
2.0.3.5.4 Line Flying Under Supervision 1. General:
a) Before starting Line flying under supervision, the commander under training must have successfully completed the simulator training and checking.
b) Line flying under supervision is conducted in accordance with OM Part D 2.0.1.7 2. Sector required:
a) A minimum of 10/20 sectors is required.
2.0.3.5.5 Line Check After successfully completion of Line flying under supervision and before starting unsupervised line flying duties as a COMMANDER, the crew member will have to complete a line check operating as
commander.
2.0.3.5.6 Area and Airport Qualification Area and Airport Qualification Training and qualification shall be required, in accordance with OM Part D 2.0.3.5.6.
2.0.4 PILOT QUALIFICATION TO OPERATE IN EITHER PILOTS SEAT
Commanders whose duties also require them to operate in the right hand seat and carry out the duties of a co-pilot, or commanders required to conduct training or examining duties from the right
hand seat, shall complete additional training and checking concurrent with the operator proficiency checks. This additional training must include at least the following:
a) An engine failure during take-off;
b) A one engine inoperative approach and go-around; and c) A one engine inoperative landing.
When engine out maneuvers are carried out in the airplane the engine failure must be simulated.
Engine failure is to be simulated by closing the thrust lever.
When operating in the right hand seat, the checks required for operating in the left hand seat must,
in addition, be valid and current.
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2.0.4.1 Crewing of Inexperienced Flight Crew Members
Inexperienced flight crew members defined below must not be crewed together.
A flight crew member is inexperienced following completion of a type rating or command course and
associated line flying under supervision, until he has achieved on the type either:
• 100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive days;
or
• 150 flying hours and flown 20 sectors (no time limit).
A lesser number of flying hours or sectors, subject to any other conditions which the Authority may
impose, may be acceptable to the Authority when: • A new operator is commencing operations; or
• An operator introduces a new airplane type;
• Flight crew members have previously completed a type conversion course with the same
operator.
The Chief Pilot and Crew scheduling is responsible for the supervision of the required flying hours/or sectors. After achieving the above requirements the crew member will be removed from the
restrictions by the FOM.
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Training Matrix
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2.1 CABIN CREW
Astra Airlines shall ensure that all crewmembers, other than flight crewmembers, assigned for duties
in the cabin of an airplane comply with the requirements of EU OPS 1 SUBPART (O), except for
additional crewmembers solely assigned to specialist duties.
The additional crewmembers solely assigned to specialist duties to which the requirements of subpart O are not applicable include the following:
1. Child minders/escort 2. Entertainers
3. Ground engineer
4. Interpreters 5. Medical personnel
6. Secretaries; and 7. Security staff
2.1.1 NUMBER AND COMPOSITION OF CABIN CREW
The minimum cabin crew permitted is in accordance with the number of passenger seats installed. There shall be one cabin crewmember for every 50 or fraction of 50 passenger seats installed in the
aircraft. Each cabin crewmember must be properly trained and have passed the required proficiency checks in the knowledge and completion of their duties. The cabin crew’s primary function is to
perform duties in the interest of safety as specified in the OM, PART A, and the Cabin Safety
Procedures Manual. Each Cabin Crew must have successfully passed initial and conversion or differences training and familiarization flights and must have a valid emergency training/proficiency
certificate on the respective aeroplane type. No person may accept an assignment to duty knowing that she/he is not fully qualified and fit for duty.
The normal cabin crew complement for company passenger operations is as follows: a. BAe 146 Series with 112 seats fitted, 3-cabin crew, which is the legal minimum.
b. A320 Series with 180 seats fitted, 4-cabin crew, which is the legal minimum. In unforeseen circumstances the minimum number of cabin crew may be reduced provided that Astra
Airlines shall ensure that when engaging the services of cabin crewmembers that are self-employed
and/or working on a freelance or part-time basis, the requirements of Subpart O are complied with. In this respect, particular attention must be paid to the total number of aircraft types or variants that
a cabin crew member may fly for the purposes of commercial air transportation, which must not exceed the requirements prescribed in OM Part D Section 2, including when his services are engaged
by another operator. If a cabin crew member has not, during the preceding six months, undertaken flying duties on an aeroplane type, he may not operate as one of the minimum number of Cabin
Crew required until either:
• the refresher training specified in the OM, Part D, or • two familiarization sectors under supervision have been satisfactorily completed.
Astra Airlines will maintain a record of the training undertaken, the initial and recurrent checks
completed and the current qualification status for each cabin crew member as specified in Section 2.
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2.1.2 MINIMUM REQUIREMENTS
A cabin crew member must:
• Be at least 18 years old;
• Have passed an initial medical examination (JAR) and found medically fit;
• Remain medically fit to carry out cabin crew duties specified in the CSPM;
• Have successfully completed initial training, including emergency and first aid training, and the
appropriate conversion course and familiarization flights before operating as a Cabin Crew Member;
• Have completed CRM training and aircraft type related CRM;
• Have a very good command (verbal and written) in Greek and English; and
• Be competent to perform duties as specified in the Cabin Safety Procedures Manual.
The following medical requirements are applicable to each Cabin Crew Member: • Good health;
• Free from any physical or mental illness which might lead lo incapacitation or inability to
perform Cabin Crew Member duties;
• Normal cardio respiratory function;
• Normal central nervous system;
• Adequate visual acuity of 6/9 with or without glasses;
• Normal function of ear, nose and throat;
• Remain medically fit to discharge the specified cabin crew duties;
• Class II medical.
Cabin Crew Members are nominated as Senior Cabin Crew Members, according to his/her seniority
and overall performance in Astra Airlines.
A designated Senior Cabin Crew Member must have:
o At least one year of total flight experience as CCM on the particular aircraft Series or similar type airplanes.
o Completed a SCCM training course successfully in Astra Airlines and then be nominated as SCCM.
Senior Cabin Crew Member Training
Before operating as Senior CCM, a CCM will take part in: -- A theoretical course covering the following points:
1. Pre-flight Briefing. 2. Cooperation within the crew.
3. Review of Astra Airlines regulations and legal requirements.
4. Human Factors and Crew Resource Management. 5. Accident and Incident reporting.
6. Flight and duty time limitations and rest requirements. -- Flight under supervision:
A minimum of 2 sectors, under the supervision of a SCCM. -- Checking
For more details refer to 2.1.3.1
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-- Preparation, Control and Issue of the Training Attestations:
1. Training Attestations are issued by Astra Airlines to the Cabin Crew after the successful completion of the Cabin Crew Initial Safety Training.
2. Training Manager is responsible to check individual trainee’s training records in order
to confirm that the training has been properly carried out, that all the prerequisites for the issue of the appropriate Training Attestation have been fulfilled, and that all
the training standards pertaining to the course have been kept throughout the course.
3. Training Manager receives and checks all relative to the training course records appropriately completed and signed.
4. After Training Manager has confirmed, through the relative training records that the
trainee is entitled to a “Training Attestation” then he issues and signs the Training Attestation, in accordance with HCAA current instructions.
5. Each Training Attestation issued by Astra Airlines has its own unique Training Attestation number. Training Manager maintains a database of all Training
Attestations.
6. Copies of all Training Attestations are filed in the relative file.
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2.1.3 SENIOR CABIN CREW MEMBERS
Where required to carry more than one cabin member, one member will be nominated as senior
cabin crewmember. A Senior Cabin Crew Member (SCCM) must have a minimum of one year of
experience as an operating cabin crewmember and be recommended by the Cabin Crew Officer. SCCM shall have successfully completed the training required before he/she can operate as a senior
cabin crewmember. The SCCM shall have responsibilities to the Commander for the contact and coordination of Normal and Emergency Procedures specified in the OM.
The primary functions and responsibilities of a Senior Cabin Crew Member are:
o Allocate CCM positions and perform the Pre-flight Safety/Cabin Services Briefing.
o Direct, coordinate and organize the functions and tasks of the cabin crew. o Inform the flight crew of all irregularities and malfunctions and at the prescribed times report
"CABIN SECURE" or 'CABIN NOT SECURE". o At the aircraft ensure the orderliness of safety equipments, cabin and galley functions, catering
supplies, and cleaning condition.
o Supervising Familiarization Flights.
Incapacitation of the Senior Cabin Crew Member. When, during flight, the Senior Cabin Crew Member becomes incapacitated or unfit to continue duty, the commander must be informed
immediately. Subject to the commander's decision, the succession of command will be to the Cabin Crew Member, next in rank on company seniority who has the most flight experience.
2.1.3.1 Senior Cabin Crew Member Training Syllabi (7 Hours) Before operating as Senior CCM, a CCM will take part in:
-- A theoretical course covering the following points: 1. Pre-flight briefing:
• Operating as a crew
• Allocation of cabin crew stations
• Consideration of the particular flight including aeroplane type, equipment,
area and type of operation, categories of passengers, including the disabled,
infants and stretcher cases. 2. Co-operation with the crew:
• Discipline, responsibilities and chain of command
• Importance of coordination and communication
• Pilot’s incapacitation
3. Review of operator’s requirements and legal requirements • Passengers’ safety briefing. Safety cards
• Securing galleys
• Stowage of cabin baggage
• Electronic equipment
• Procedures when fuelling with passengers on board
• Turbulence
• Documentation
4. Human factors and CRM
5. Accident and Incident reporting 6. Flight, duty and rest time limitations
-- Flight Under Supervision: A minimum of 2 sectors under the supervision of a CCCM.
Checking according to 2.1.12 below.
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2.1.4 CHECKING CABIN CREWMEMBER
At least 2 years of experience including 1 year as Senior CCM, and completion of the Check CCM
training will be required to operate as a Check Cabin Crew Member. The operator will submit to the
HCAA the name(s) of the Check CCM for acceptance.
His/Hers functions and responsibilities are: • To perform the checks of CCM which follow initial, conversion, difference, recurrent training.
• To perform the checks of CCM and Senior CCM prior to be assigned duties, after the
completion of the Senior CCM/Ground Instructor/Check CCM training.
• To perform the in-flight checks of the CCM and SCCM that follows the Recurrent training
• To perform checks of the safety equipment on board of company aeroplane.
• To carry out his/her checking duties as assigned to him/her by the Cabin Crew Officer.
• To supply the Training Department with training records and reports, as well as appropriate
check forms.
2.1.4.1 Check Cabin Crew Member Training Syllabi (5 Hours)
The Check Cabin Crew Member will be an active Senior Cabin Crew Member appointed to this position by the Cabin Crew Officer.
Before operating as a Check CCM, the SCCM will undertake a theoretical and practical training,
and will follow a written test, according to 2.2.12 below. The SCCM will be assessed prior to be
assigned duties, by a Check CCM.
The course will cover the following subjects: 1. Emergency and evacuation procedures;
2. Safety equipment; type, location, use, operation; 3. First Aid;
4. CRM and Communication;
5. Crowd control; 6. Passenger handling;
7. Paperwork and Documentation.
Checking according to 2.1.12 below.
2.1.5 GROUND INSTRUCTOR
At least 2 years of experience including 1 year as Senior CCM, and completion of the Ground
Instructor training, will be required to operate as a Ground Instructor.
The functions and responsibilities of a Ground Instructor are:
• To perform initial, conversion and recurrent/refresher training of Cabin Crew Members,
• To perform safety equipment and procedures training of Flight Crew Members,
• To co-operate with the Cabin Crew Officer in the publication of the Cabin Safety Procedures
Manual, • To maintain the training materials up to date, as well as the demonstration equipment, films
and other devices.
• To perform her duties as assigned to her by the Cabin Crew Officer.
• To carry out all aspects of training, ensuring that all the Cabin Crew Members complies with
the company operating procedures and achieve a satisfactory level of competence. • To supply the Training Department with training records and reports, as well as appropriate
check forms.
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2.1.5.1 Ground Instructor Training Syllabi (1 Day)
The Ground Instructor will be an active Senior Cabin Crew Member appointed to this position by the Cabin Crew Officer.
Before operating as a Ground Instructor the Senior CCM will undertake a theoretical and practical training, and will follow a course regarding teaching techniques, which will be conducted by the
Training Manager.
The course will cover the following subjects: 1. Emergency and evacuation procedures;
2. Safety equipment; type, location, use, operation;
3. First Aid; 4. CRM and Communication;
5. Crowd control; 6. Passenger handling;
7. Paperwork and Documentation;
8. Checking according to 2.1.12.
2.1.6 REPRESENTATIVE TRAINING DEVICES
A representative training device may be used for the training of cabin crew as an alternative to the use of the actual airplane or required equipment. Only those items relevant to the training and
testing intended to be given, should accurately represent the airplane in the following particulars:
a) Layout of the cabin in relation to exits, galley areas and safety equipment stowage b) Type and location of passenger and cabin crew seats
c) Where practicable, exits in all modes of operation (particularly in relation to method of operation, their mass and balance and operating forces) and
d) Safety equipment of the type provided in the airplane (such equipment may be “training use
only” items and for oxygen and protective breathing equipment, units charged with or without oxygen may be used).
Recurrent Training: operators should ensure that a formalized course of recurrent training is
provided for cabin crew in order to ensure continued proficiency with all equipment relevant to the
Aircraft type that they operate.
Refresher Training: in developing the content of any refresher training program operators should consider (in consultation with the Authority) whether, for Aircraft with complex equipment or
procedures, refresher training may be necessary for periods of absence that are less than the 6 months.
2.1.7 INITIAL TRAINING
Astra Airlines shall ensure that each cabin crewmember successfully completes initial training and checking before undertaking conversion training. The training program must be approved by the
HCAA. Astra Airlines shall also ensure that suitable qualified persons conduct all elements of initial
training.
Initial training consists of:
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2.1.7.1 Astra Airlines Introduction (3 hours)
Exposition of Astra Airlines Organization and Administration; Description of the company’s Operations Manual, especially Parts A and B as are relevant to
cabin crew’s duties;
Cabin crew qualification requirements; Duties, responsibilities and restrictions of cabin crew according to the company’s demands;
Crew health precautions; Introduction to Astra Airlines airplanes;
Description of the aeroplane(s), which will be operated by the Cabin Crew Member.
2.1.7.2 Initial Training Syllabi (Theoretical)
The initial training consists of 60 hours theoretical course. The required course will cover the following subjects:
1. Fire and Smoke Training (5 Hours) • Emphasis on the responsibility of cabin crew to deal promptly with emergencies
involving fire and Smoke and, in particular, emphasis on the importance of
identifying the actual source of the fire;
• The importance of informing the flight crew immediately, as well as the specific
actions necessary for Co-ordination and assistance, when fire or smoke is discovered; • The necessity for frequent checking of potential fire-risk areas including toilets, and
the associated Smoke Detectors;
• The classification of fires and the appropriate type of extinguishing agents and
procedures for Particular Fire situations, the techniques of application of extinguishing agents, the consequences of Misapplication, and of use in a confined
space; and • The general procedures of ground-based emergency services at aerodromes.
2. Water Survival Training (2 Hours) • Use and actual donning of personal flotation equipment in water;
• Use of rafts and slides in water (if installed). 3. Survival Training (2 Hours)
• Search and rescue procedures;
• Basic principles of survival;
• Protection, location, water and food;
• Water survival;
• Polar survival;
• Desert survival;
• Jungle survival;
• Survival first aid and hygiene.
4. First Aid (7 Hours) An initial First Aid and Medical Aspects, theoretical and practical training will be provided for each
cabin crew. The Hellenic Red Cross conducts first aid training. First Aid training will include the following subjects:
a. Physiology of flight including oxygen requirements and hypoxia; b. Medical emergencies in aviation, including:
• Choking;
• Stress and allergic reactions;
• Hyperventilation;
• Gastric-intestinal disturbance;
• Airsickness;
• Epilepsy;
• Heart attacks;
• Stroke;
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• Shock;
• Diabetes;
• Emergency childbirth;
• Asthma.
c. Basic First Aid and Survival training including care of:
• The unconscious;
• Burns;
• Wounds;
• Fractures and soft tissue injuries.
d. Practical cardio-pulmonary resuscitation regarding the aeroplane’s environment by each cabin crewmember and using a specifically designed dummy;
e. The use of appropriate airplane equipment including first aid kits and first aid oxygen. 5. Passenger Handling (7 Hours)
a. Advice on the recognition and management of passengers who are, or become,
intoxicate with alcohol or are under the influence of drugs or are aggressive; b. Methods used to motivate passengers and the crowd control necessary to expedite
an aeroplane evacuation: • Communications between flight and cabin crew and use of all communication
Equipment including the difficulties of co-ordination in a smoke environment.
• Verbal commands.
• The physical contact that may be needed to encourage people out of an exit
and onto a Slide.
• The re-direction of passengers away from unusable exit.
• The marshalling of passengers away from the Aeroplane.
• The evacuation of disabled passenger Authority and leadership.
c. Regulations covering the safe stowage of cabin baggage (including cabin service items) and the risk of it becoming a hazard to occupants of the cabin or otherwise
obstructing or Damaging safety equipment or aeroplane exits; d. The importance of correct seat allocation with reference to aeroplane mass and
balance. Particular emphasis shall also be given on the seating of disabled passengers, and the necessity of seating able-bodied passengers adjacent to
unsupervised exits;
e. Duties to be undertaken in the event of encountering turbulence including securing the cabin;
f. Precautions to be taken when live animals are carried in the cabin; g. Dangerous Goods training; and
h. Security procedures, regarding the following matters:
• Preventing unlawful interference such as sabotage or unlawful seizure of
aeroplane. • Reporting acts of unlawful interference to HCAA and the designated local
Authority.
• Aeroplane search procedure check-list in searching and dealing with
concealed weapons, explosives, or other dangerous devices. • Flight Crew compartment security; flight decks’ door capability of being
locked from within the compartment in order to prevent unauthorized
access. 6. Communication (3 Hours)
Importance of effective Communication between cabin crew and flight crew including techniques,
common language and terminology.
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7. Discipline and Responsibilities (4 Hours)
a. The importance of cabin crew performing their duties in accordance with the Operations Manual;
b. Continuing competence and fitness to operate as a cabin crewmember with special
regard to flight and duty time limitations and rest requirements; c. An awareness of the aviation regulations relating to cabin crew and the role of the
Authority; d. General knowledge of relevant aviation terminology, theory of flight, passenger
distribution, meteorology and areas of operation; e. Pre-flight briefing of the cabin crew and the provision of necessary safety information
with regard to their specific duties;
f. The importance of ensuring that relevant documents and manuals are kept up-to-date with amendments provided by the operator;
g. The importance of identifying when cabin crewmembers have the authority and responsibility to initiate an evacuation and other emergency procedures; and
h. The importance of safety duties and responsibilities and the need to respond
promptly and effectively to emergency situations. 8. Crew Resource Management Training (14 Hours) An initial CRM training will be provided for each Cabin Crew Member. A CRM trainer acceptable to the HCAA will conduct the course. CRM training will, wherever
practicable, include combined flight crew and cabin crew and should utilize all available resources (e.g. airplane systems and supporting facilities).The validity of the course will be three year.
The cabin crew will not be assessed.
The program will include: • Safety statistics relevant to operated airplane type.
• Principles of good crew resource management, synergy and teamwork.
• Case studies of actual cabin accidents and importance of crew coordination.
• Examples of good and bad resource management and case studies.
• Principles of decision-making.
• Human performance and limitations:
- Perceptions.
- Illusions and psychological bases. - Vigilance.
- Workload.
- Circadian rhythmically.
• Principles of good communications procedures:
- Cockpit/cabin communications. - Assertiveness levels.
- Briefings. Leadership principles:
- Personality types. - Attitudes.
- Leadership styles. Stress Management:
- Definitions.
- Physiological and cognitive effects of stress. - Guidelines for stress management. - Conflict resolution and exercises.
9. Dangerous Goods (5 Hours) An initial Dangerous Goods training will be provided for each cabin crewmember. The validity of the
course will be 2 years. It will be conducted by an authorized Astra Airlines ground instructor or by
HCAA. Refer to 2.2.1 below.
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10. Security (8 hours) An initial Security training regarding national requirements will be provided for each CCM. It will be
conducted by an authorized Astra Airlines ground instructor or by HCAA. Refer to 2.2.2 below. Checking according to 2.1.12 below.
2.1.7.3 Initial Training Syllabi (Practical) 1. Smoke and Fire (2 Hours)
Actual fire fighting during training must include use of at least one fire extinguisher and extinguishing agent as used on the aeroplane type.
An alternative extinguisher agent may be used in place of Halon. Fire fighting equipment is required to be handled if it is different to that previously
used.
Where the equipment between aeroplane type is the same, training is not required if within the validity of the 3-year check.
2. Doors and Exits (On the Aeroplane) (1 Hour) Actual opening of all normal and emergency exits.
Demonstration of the operation of all other exits, such as flight decks windows. 3. Evacuation Slide Training (2 Hours)
Actual descent a slide-fitted to an aeroplane or a representative training device- from a height representative of the aeroplane main deck.
4. Evacuation Procedures and other Emergency Procedures (2 Hours) 5. Crowd Control (1 hour) The crowd control training will include the following practical aspects:
The physical contact that may be needed to encourage people out of an exit. The re-direction of passengers away from an unusable exit.
The marshalling of passengers away from the aeroplane. Communication between flight and cabin crew using available communication
equipment in a smoke filled area. Verbal commands.
Evacuation of disabled passengers.
Authority and leadership. 6. Pilot’s Incapacitation (on a/c or a representative training device) (1 Hour) Demonstration of:
Pilot’s seat mechanism.
Pilot’s seat harness.
Pilot’s oxygen equipment. Pilot’s check-list.
7. Safety Equipment (5 Hours) Demonstration of location and use, actual donning of:
Life Vests. First Aid Oxygen.
Fire Extinguishers.
Drop out Oxygen system. Fire Axe.
Torches. Megaphones.
First Aid Kit.
ELT. Survival Packs.
Passenger briefing / Safety demonstration.
Checking according to 2.1.12 below.
8. Aeroplane Visit
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2.1.8 CONVERSION AND DIFFERENCES TRAINING
a. Astra Airlines shall ensure that each cabin crew member has completed appropriate training, as specified in the Operations Manual, before undertaking assigned duties as follows:
A. Conversion Training: A conversion course must be completed before being:
o First assigned by the operator to operate as a cabin crewmember ;or
o Assigned to operate another aeroplane type.
B. Differences Training: Differences training must be completed before operating:
o On a variant of an aeroplane type currently operated; or
o With different safety equipment, safety equipment location, or normal and emergency procedure on currently operated aeroplane type or variants
b. Astra Airlines shall determine the content of the conversion or differences training taking
account of the cabin crew member’s previous training as recorded in the cabin crew member’s training record
Without prejudice to EU-OPS 1.995( c ) , related elements of both initial training (EU-OPS 1.1005) and conversion and differences training (EU-OPS 1.1010) may be combined .
c. Astra Airlines shall ensure that:
1. Conversion training is conducted in a structured and realistic manner.
2. Differences training is conducted in a structured manner; and
3. Conversion training, and if necessary differences training, includes the use of all safety equipment and all normal and emergency procedures applicable to the type or variant of
aeroplane and involves training and practice on either a representative training device or on the actual aeroplane.
d. Conversion and Differences training programmes, must be approved by the Authority.
e. Astra Airlines shall ensure that each cabin crew member before being first assigned to duties, completes the Operator’s CRM Training and Aeroplane Type Specific CRM, Cabin crew who are
already operating as cabin crew members with an operator, and who have not previously completed the Operator’s CRM Training, shall complete this training by the time of the next
required recurrent training and checking including Aeroplane Type Specific CRM, as relevant.
f. Conversion and differences training is conducted by suitably qualified persons; and g. Conversion training and, if necessary, differences training will include the use of all safety
equipment and all normal and emergency procedures applicable to the type or variant of airplane and will include theoretical and practical training on either a representative training
device or on actual the airplane type.
Conversion and Differences Training Consists of:
A. Normal Procedures
Refer to cabin crew manual section Cabin crew safety procedures. During conversion
and differences training, training is given on the location, removal and use of all safety and survival equipment carried on the aeroplane, as well as all normal and emergency procedures
related to the aeroplane type, variant and configuration to be operated.
B. Fire and smoke training: Astra Airlines shall ensure that:
Each cabin crewmember is given realistic and practical training in the use of all fire fighting
equipment including protective clothing representative of that carried in the Aeroplane. This training must include:
-Each cabin crewmember extinguishing a fire characteristic of an Aeroplane interior fire except
that, in the Case of Halon extinguishers, an alternative extinguishing agent may be used; and
- The donning and use of protective breathing equipment by each cabin crewmember in an
enclosed simulated smoke-filled environment.
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C. Operation of doors and exits:
Astra Airlines shall ensure that:
1. Each cabin crew member operates and actually opens each type or variant of normal and
emergency exits in [the normal and emergency modes, including failure of power assist
systems where fitted. This is to include the action and forces required to operate and deploy evacuation slides. This training shall be conducted in an aeroplane or representative
training device; and
2. The operation of all other exits, such as flight deck windows is demonstrated.
D. Evacuation slide training: Astra Airlines shall ensure that:
1. Each cabin crewmember descends an evacuation slide from a height representative of the
Aeroplane main deck sill height;
2. The slide is fitted to an Aeroplane or a representative training device.
3. Conversion training, and if necessary differences training, includes the use of all safety
equipment and all normal and emergency procedures applicable to the type or 50riant of aeroplane and involves training and practice on either a representative training device or on
the actual aeroplane.
A. Evacuation procedures and other emergency situations: Astra Airlines shall ensure that:
1. Emergency evacuation training includes the recognition of planned or unplanned
evacuations on land or water. This training must include recognition of when exits are unusable or when evacuation equipment is unserviceable; and
2. Each cabin crewmember is trained to deal with the following:
• An in-flight fire, with particular emphasis on identifying the actual source of the fire;
• Severe air turbulence;
• Sudden decompression, including the donning of portable oxygen equipment by each cabin
crewmember;
• Other in-flight emergencies.
B. Crowd control:
Astra Airlines should provide training in the application of crowd control in various emergency situations. This training should include:
• Communications between flight crew and cabin crew and use of all communications
equipment, including the difficulties of co-ordination in a smoke-filled environment;
• Verbal commands;
• The physical contact that may be needed to encourage people out of an exit and onto a
slide;
• The re-direction of passengers away from unusable exits;
• The marshalling of passengers away from the aeroplane;
• The evacuation of disabled passengers; and
• Authority and leadership.
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C. Pilot incapacitation: Astra Airlines shall ensure that, unless the minimum flight crew is more than two, each cabin crewmember is trained to assist if a pilot becomes incapacitated. This
training shall include a demonstration of:
1. The pilot’s seat mechanism;
2. Fastening and unfastening the pilot’s seat harness;
3. Use of the pilot’s oxygen equipment; and
4. Use of pilots’ checklists.
D. Safety equipment: Astra Airlines shall ensure that each cabin crewmember is given realistic training on, and demonstration of, the location and use of safety equipment including the
following:
1. Slides, and where non self-supporting slides are carried, the use of any associated ropes;
2. Life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft;
3. Lifejackets, infant lifejackets and flotation cots;
4. Dropout oxygen system;
5. First-aid oxygen;
6. Fire extinguishers;
7. Fire axe or crow-bar;
8. Emergency lights including torches;
9. Communications equipment, including megaphones;
10. Survival packs, including their contents;
11. Pyrotechnics (Actual or representative devices);
12. First-aid kits, their contents and emergency medical equipment; and
13. Other cabin safety equipment or systems where applicable.
E. Passenger Briefing/Safety Demonstrations:
Astra Airlines shall ensure that training is given in the preparation of passengers for normal and emergency situations in accordance with OPS 1.285.Astra Airlines
shall ensure that all appropriate OPS requirements are included in the training of cabin crew
members. F. Crew Resource Management. Astra Airlines shall ensure that:
1. Each cabin crew member completes the Operator’s CRM Training covering the training elements in Table 1, Column (a) to the level required in Column (c) before undertaking subsequent
Aeroplane Type Specific CRM and/or recurrent CRM Training.
2. When a cabin crew member undertakes a conversion course on another aeroplane type, the training elements in Table 1, Column (a) shall be covered to the level required in Column (d),
Aeroplane Type Specific CRM. The Operator’s CRM Training and Aeroplane Type Specific CRM shall be
conducted by at least one cabin crew CRM instructor G. Dangerous goods
All Cabin Crew will receive training in their responsibilities in the transport of
dangerous goods, no matter whether the goods are carried as cargo or in the possession of passengers. The training will cover the syllabus according the training manual.
H. Security Training
Cabin crew members will receive training in aviation security according to training manual.
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2.1.8.1 Reduction of Training Requirements The Cabin Crew Officer may reduce the required training as the following paragraph, after taking into
account the CCM’s previous experience and training records as provided from the CCM’s previous employer(s).
2.1.8.2 New Entrant Training Procedure and Requirements
2.1.8.3 Conversion Training Syllabi (Theoretical) 1. Introduction to the Company
• Exposition of Astra Airlines Organization and Administration.
• Description of the company’s Operations Manual, especially Parts A and B as are
relevant to cabin crew’s duties. • Cabin crew qualification requirements.
• Duties, responsibilities and restrictions of cabin crew according to the company’s
demands.
• Crew health precautions.
• Introduction to Astra Airlines airplanes.
• Description of the aeroplane(s) which will be operated by the cabin crew member.
2. Fire and Smoke Training • Handling of fire fighting equipment.
• Extinguishing a fire characteristic of an aeroplane’s interior.
• Using of protective breathing equipment in an enclosed simulated smoke-filled
environment.
3. Operation of Doors and Flight Deck’s Windows 4. Evacuation Procedures
• Premeditated and unpremeditated evacuation on land or water.
• Evacuation equipment.
© by Astra Airlines Issue: 2 Oct. 2010 Revision No. 2 Jan. 2012
PREVIOUS EXPERIENCE
GROUND SCHOOL
EMERG
ENCY AND
SAFETY
CRM DG
AVIAT
ION SECU
RITY
ASTRA
AIRLINES INDOC
FAM. FLIGHTS
SURFACE
CONTAMINATION
EWIS
Type rated-
Cabin Crew
JAA Oprerator
X1 X2 X2 X2 X X X X2 X2
Type rated-
Cabin Crew Non JAA
Operator
X1 X X X X X X X X
Non-Type
rated Cabin
Crew JAA Operator
X X2 X2 X2 X2 X X X2 X2
Non-Type
rated Cabin Crew Non
JAA Operator
X X X X X X X X X
Astra F/A’s
conversion
to new type
X X
NOTES:
1. An abbreviated Airplane refresher training.
2. For cabin crew holding a valid certificate from a previous JAA operator, Certificates may be validated, provided that not Expiring in that period, and the company specifics are covered in the Astra Airlines Indoc OM Part A 9
and 11.
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5. Emergency Procedures • Decompression.
• Turbulence.
• Fire
6. Crowd Control The crowd control training will include the following subjects:
• Communications between flight crew and cabin crew and use of all communications
equipment, including the difficulties of co-ordination in a smoke-filled environment.
• Verbal commands.
• The physical contact that may be needed to encourage people out of an exit.
• The re-direction of passengers away from an unusable exit.
• The marshalling of passengers away from the aeroplane.
• The evacuation of disabled passengers.
• Authority and Leadership.
7. Pilot’s Incapacitation • Types of incapacitation.
• Warning symptoms.
• Actions to be taken.
8. Safety Equipment • Life Vests.
• First Aid Oxygen.
• Drop out oxygen system.
• Fire extinguishers.
• Portable breathing equipment.
• Fire Axe.
• Torches.
• Megaphones.
• First Aid Kit.
9. Passenger Briefing/Safety Demonstration General 1. During all flights with passengers are on board, passengers are given a verbal briefing about
safety matters. Parts or all of the briefing may be provided by an audio-visual presentation. 2. Passengers are provided with a safety card on which picture type instructions indicate the
operation of emergency equipment and exits likely to be used by passengers. Before Take-Off 1. Passengers are briefed on the following items:
• Smoke regulations;
• Back of the seat to be in the up right position and tray table stowed;
• Location of emergency exits;
• Location and use of floor proximity escape path marking;
• Stowage of hand baggage;
• Restriction on the use of portable electronic devices; and
• The location and content of the safety-briefing card; and
2. Passenger receive a demonstration of the following: • The use of the safety belt and/or safety harnesses, including how to fasten and
unfasten the safety belts and/or safety harnesses;
• The location and the use of oxygen equipment and passengers must also be briefed
to extinguish all smoking materials when oxygen is being used; and • The location and use of the life jackets.
After Take-Off 1.Passengers are reminded of the following:
• Smoke regulations; and
• Use of safety belts and/or safety harnesses.
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Before Landing 1. Passengers are reminded of the following:
• Smoke regulations;
• Use of safety belts and/or safety harnesses;
• Back of the seat to be in the up right position and tray table stowed;
• Re-Stowage of hand baggage; and
• Restriction on the use of portable electronic devices.
After Landing 1. Passengers are reminded of the following
• Smoke regulations; and
• Use of safety belts and/or safety harnesses.
In Emergency during Flight Passengers are instructed in such emergency action as may be appropriate to the circumstances.
10. CRM Training
Refer to OM part D 11. Dangerous Goods
Refer to OM part D 12. Aviation Security
Refer to OM part D
Checking according to 2.1.12 below.
2.1.8.4 Conversion Training Syllabi (Practical) 1. Smokes and Fire A review should be carried out of previous initial training, in order to confirm that no item has been omitted. This is especially important for cabin crewmembers first transferring to aeroplanes fitted
with life-rafts or other similar equipment.
TRAINING
REQUIREMENT/INTERVAL REQUIRED ACTIVITY NOTES
First conversion to aeroplane type (e.g. new entrant)
Actual fire fighting and handling equipment
1
Every year during recurrent training Handling equipment ----
Every 3 year during recurrent training Actual fire fighting and handling equipment
1
Subsequent aircraft conversion (Note 1) (Note 1) 2 and3
New fire fighting equipment Handling
equipment ----
NOTES: 1) Actual fire fighting during training must include use of at least one fire extinguisher and
extinguishing agent as used on the aeroplane type. An alternative extinguisher agent may be
used in place of Halon. 2) Fire fighting equipment is required to be handled if it is different to that previously used.
3) Where the equipment between aeroplane type is the same, training is not required if within the validity of the 3-year check.
2. Doors and Exits (On the Aeroplane) • Actual opening of all normal and emergency exits;
• Demonstration of the operation of all other exits, such as flight decks’ windows.
3 Evacuation Slide Training Actual descend of a slide-fitted to an aeroplane or a representative training device-from a height representative of the aeroplane main deck.
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4 Crowd Control The crowd control training will include the following practical aspects:
• The physical contact that may be needed to encourage people out of an exit;
• The re-direction of passengers away from an unusable exit;
• The marshalling of passengers away from the aeroplane.
5 Pilot’s Incapacitation (On the Aeroplane or a Representative Training Device) Demonstration of: • Pilot’s seat mechanism;
• Pilot’s seat harness;
• Pilot’s oxygen equipment;
• Pilot’s check-list.
6 Safety Equipment Demonstration of location and use, actual donning of:
• Life Vests;
• First Aid Oxygen;
• Fire Extinguishers;
• Drop out Oxygen system;
• Fire Axe;
• Torches;
• Megaphones;
• First Aid Kit;
• ELT;
• Survival Packs.
Checking according to 2.1.12 below.
2.1.9 FAMILIARIZATION FLIGHTS
2.1.9.1 General
Astra Airlines shall ensure that, following completion of conversion training; each cabin crewmember
undertakes familiarization flight prior to operating as one of minimum number of cabin crew required. New entrant cabin crew:
1. Each new entrant cabin crew member having no previous comparable operating experience should:
a. Participate in a visit to the aeroplane to be operated; and
b. Participate in familiarization flights as described in paragraph 3 below.
2. Cabin crew operating on a subsequent aeroplane type
A cabin crew member assigned to operate on a subsequent aeroplane type with the same operator should either:
a. Participate in a familiarization flight as described in 2.1.9.2 below; or
b. Participate in an aeroplane visit to the aeroplane to be operated.
3. Aeroplane visits
The purpose of aeroplane visits is to familiarize each cabin crew member with the aeroplane environment and its equipment. Accordingly, aeroplane visits should be conducted by suitably
qualified persons and in accordance with a syllabus described in the Operations Manual, Part D. The aeroplane visit should provide an overview of the aeroplane’s exterior, interior and
systems including the following:
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a. Interphone and public address systems;
b. Evacuation alarm systems;
c. Emergency lighting;
d. Smoke detection systems;
e. Safety/emergency equipment;
f. Flight deck;
g. Cabin crew stations;
h. Toilet compartments;
i. Galleys, galley security and water shut-off;
j. Cargo areas if accessible from the passenger compartment during flight;
k. Circuit breaker panels located in the passenger compartment;
l. Crew rest areas;
m. Exit location and its environment
4. An aeroplane familiarization visit may be combined with the conversion training
2.1.9.2 Conduct of Familiarization Flight
a. During familiarization flights, the cabin crew member should be additional to the minimum number of cabin crew required by EU- OPS 1.990.
b. Familiarization flights should be conducted under the supervision of the senior cabin crew member.
c. Familiarization flights should be structured and involve the cabin crew member in the participation of safety related pre-flight, in-flight and post-flight duties.
d. Familiarization flights should be operated with the cabin crew member in the operator’s
uniform.
e. Familiarization flights should form part of the training record for each cabin crew member.
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2.1.10 RECURRENT TRAINING and CHECKING (EU-OPS 1.1015 & App1 1.1015)
a. Astra Airlines shall ensure that each cabin crew member undergoes recurrent training, covering
actions assigned to each crew member in normal and emergency procedures and drills relevant to the type(s) and/or variant(s) of Aeroplane on which they operate.
b. Astra Airlines shall ensure that the recurrent training and checking programme, approved by
the HCAA.The recurrent training will include theoretical and practical instruction, in order to ensure continued proficiency with all equipment relevant to the aeroplane types operated by
each CCM. c. The period of validity of the recurrent training and checking is 12 calendar months in addition
to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a pervious check, the period of validity shall extend from the date of issue until 12 calendar
months from the expiry date of the previous check. The duration of the training is 1 day.
d. Astra Airlines shall ensure that recurrent training is conducted by suitably qualified persons. e. The theoretical recurrent training will include the following subjects:
1. Emergency Procedures including Pilot’s incapacitation 2. Evacuation Procedures including crowd control techniques
3. First Aid
4. Crew Resource Management 5. Incident and Accident review
6. Security procedures 7. Dangerous Goods
8. Aviation Security f. The practical recurrent training will include the following subjects:
1. Touch drills for opening normal and emergency exits for passenger evacuation
2. Location and handling of all emergency equipment including oxygen systems and the donning of lifejackets, portable oxygen and protective breathing equipment
3. Stowage of articles in the cabin g. Astra Airlines shall ensure that formalised course of recurrent training is provided for cabin
crew in order to ensure continued proficiency with all equipment relevant to the aeroplane
types that they operate. h. Recurrent Checking according to checking methods
2.1.10 .1 RECURRENT TRAINING AND CHECKING (EVERY YEAR)
Theoretical Training (1 day)
1. Emergency Procedures including Pilot’s incapacitation 2. Evacuation Procedures including crowd control techniques
3. First Aid 4. Incident and Accident review
5. Security procedures
6. Crew Resource Management. Astra Airlines shall ensure that CRM training satisfies the
following:
a. The training elements in Table 1, Column (a) shall be covered within a three year cycle to the level required by Column (e), Annual Recurrent CRM Training.
b. The definition and implementation of this syllabus shall be managed by a cabin crew CRM instructor.
c. When CRM training is provided by stand-alone modules, it shall be conducted by at least
one cabin crew CRM instructor. Note: For more details regarding CRM refer to OM part D
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Practical Training
Astra Airlines shall ensure that every 12 calendar months the programme of practical training
includes the following: 1. Emergency procedures including pilot incapacitation;
2. Evacuation procedures including crowd control techniques;
3. Touch-drills by each cabin crew member for opening normal and emergency exits for passenger evacuation;
4. The location and handling of emergency equipment, including oxygen systems, and the donning by each cabin crew member of lifejackets, portable oxygen and protective breathing
equipment (PBE); 5. First aid and the contents of the first aid kit(s);
6. Stowage of articles in the cabin;
7. Security procedures; 8. Incident and accident review; and
Every two years the Dangerous Goods recurrent course must be received.
Every three years (triennial recurrent training) the practical course will also include: • The operation and actual opening of normal and emergency exits (or passenger evacuation
in an airplane or representative training device;
• Demonstration of the operation of all other exits including F/D windows;
• Each cabin crew member being given realistic and practical training in the use of all fire-
fighting equipment and protective clothing representative of that carried in the airplane, including:
-- Each cabin crewmember extinguishing a fire characteristic of an airplane interior fire except that, instead of Halon, an alternative extinguishing agent will be used;
-- The donning and use of protective breathing equipment by each cabin crew member
in an enclosed, simulated smoke-filled environment -- Use of pyrotechnics actual or representative devices, and
-- Demonstration of the use of the slide. Following completion of recurrent training each cabin crewmember shall undergo a company test
covering the training received in order to verify his proficiency in carrying out safety and emergency
duties. The final written company test requires a pass mark above 75%. Achieving a passing grade in the company written test allows the trainee to continue to perform his assigned duties.
Recurrent Theoretical Checking Checking according to 2.1.12 below.
Every three years Security Training Cabin crew members will receive recurrent training in aviation security every 3 years according to OM
Part D of Astra Airlines. 2.1.10.2 Recurrent In-flight Checking (Minimum 2 Sectors)
The in-flight check will involve the following aspects: • Appearance and grooming
• Acquisition of all necessary current documents
• Attitude while off aeroplane
• Safety equipment and Emergency procedures briefing
• Respect of hierarchy
• Pre-flight emergency and service equipment check
• Cabin and galley preparation
• PA announcements
• Safety demonstration
• Passenger contact
• Knowledge of service flow
• Leadership, direction, planning (SCCM)
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2.1.11 REFRESHER TRAINING
Astra Airlines may substitute training for refresher training if the re-instatement of the Cabin Crew
Member’s flying duties commences within the period of validity of the last recurrent training and
checking. If the period of validity of the last recurrent training and checking has expired, conversion training is required.
Cabin Crew Members shall complete Refresher Training when: 1. Cabin Crew Member who has been absent from all flying duties for more than 6 months and
still remains within the period of validity of the previous check 2. Cabin Crew Member has not been absent from all flying duties, but has not during the
preceding 6 months, undertaken duties on a type of aeroplane as a Cabin Crew Member.
Before undertaking such duties on that type the Cabin Crew Member either: (a) Completes Refresher Training on the type; or
(b) Operates two re-familiarization sectors. Refresher Training will include a theoretical as well as, a practical course and will last minimum of 1
day.
Refresher Theoretical Training includes the following: a) Emergency procedures including pilot incapacitation;
b) Evacuation procedures including crowd control techniques; c) Demonstration of all other exits including F/D windows.
Refresher Practical Training includes the following:
a) Operation and actual opening of all normal and emergency exits for passenger evacuation in
an aeroplane or representative training device; b) Demonstration of the operation of all other exits;
c) Location and handling of emergency equipment, including oxygen systems, and donning masks, use of lifejackets, portable oxygen and Protective Breathing Equipment (PBE).
Checking according to 2.1.12 below. 2.1.12 Checking
Astra Airlines shall ensure that during or following completion of the training required each cabin crewmember undergoes a check covering the training received in order to verify his proficiency in
carrying out normal and emergency safety duties. These checks must be performed by personnel acceptable to the HCAA.
Each cabin crewmember shall undergo checks as follows:
1. Initial Training. 2. Conversion and Differences Training.
3. Recurrent Training. 4. Refresher Training
5. Senior Cabin Crew Member Training 6. Check Cabin Crew Member Training
2.1.12.1 Methods of Checking 1. A written test with 25 questions covering the received training as listed in Section 2 above
will be performed by each CCM. The minimum acceptable result will be 75%. 2. Practical Demonstration.
3. Computer Based Assessment.
4. In-flight Check. 5. Oral Test. A Check Cabin Crew Member will assess the written test.
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2.1.13 OPERATION ON MORE THAN ONE TYPE OR VARIANT
A. Astra Airlines shall ensure that each cabin crewmember does not operate on more than three aeroplane variants except that, with the approval of the HCAA, the cabin crewmember may operate
on four aeroplane variants, provided that for at least two of the variants:
a) Non-type specific normal and emergency procedures are identical; and b) Safety equipment and type specific normal and emergency procedures are similar.
B. For the purposes of sub-paragraph (A) above, variant of an aeroplane type are considered to be different types if they are not similar in each of the following aspects:
1. Emergency exit operation: 2. Location and type of portable safety equipment; and
3. Type specific emergency procedures.
C. For the purposes of (B)(1) above, when determining similarity of exit operation the following factors should be assessed to justify the finding of similarity:
1. Exit arming/disarming; 2. Direction of movement of the operating handle;
3. Direction of exit opening;
4. Power assist mechanisms; 5. Assist means, e.g. evacuation slides.
6. Self-help exits, for example Type III and Type IV exits, need not be included in this assessment.
D. For the purposes of (A)(2) and (B)(2),above when determining similarity of location and type of portable safety equipment the following factors should be assessed to justify the finding of
similarity:
1. All portable safety equipment is stowed in the same, or in exceptional circumstances, in substantially the same location;
2. All portable safety equipment requires the same method of operation; 3. Portable safety equipment includes:
o Fire fighting equipment;
o Protective Breathing Equipment (PBE); o Oxygen equipment;
o Crew lifejackets; o Torches
o Megaphones;
o First aid equipment; o Survival equipment and signaling equipment;
o Other safety equipment where applicable. E. For the purposes of sub-paragraph (A)(2) and (B)(3), type specific emergency procedures
include, but are not limited, to the following: 1. Land and water evacuation;
2. In-flight fire;
3. Decompression;
4. Pilot incapacitation.
F. When changing aeroplane type or variant during a series of flights, the cabin crew safety briefing should include a representative sample of type specific normal and emergency procedures
and safety equipment applicable to the actual aeroplane type to be operated
2.1.14 Training Records
The records of all training and checking activities are kept by the Crew Training Manager. A summary of training on completion of each stage of training and checking is kept.
All records of initial, conversion, recurrent and refresher training and checking are available on request to the cabin crewmembers concerned.
© by Astra Airlines Issue: 2 Oct. 2010 Revision No. 2 Jan. 2012
2.2 OPERATIONS PERSONNEL, INCLUDING CREW MEMBERS
2.2.1 DANGEROUS GOODS AWARENESS TRAINING
2.2.1.1 Purpose and Scope The purpose of this training is to give an understanding of the risk involved when handling dangerous
goods. Since Astra Airlines does not have a permanent permission to transport dangerous goods this course will be focusing on the identification of dangerous goods and the proper action to
be taken in case of any dangerous goods being loaded onboard the airplane by mistake, and the
emergency procedures required.
2.2.1.2 Crew, Handling Agents and Other Subcontractors All personnel involved in passenger and/or cargo handling of Astra Airlines flights shall have received
DGR training according to EU OPS 1 Subpart R. As a minimum this training must cover the areas identified in Column 1 of Table 1 and be to a depth sufficient to ensure that an awareness is gained
of the hazards associated with dangerous goods, how to identify them and what requirements apply
to the carriage of such goods by passengers.
The following personnel: 1. Crew members;
2. Passenger handling staff; and
3. Security staff employed by the Operator who deal with the screening of passengers and their baggage, have received training which, as a minimum, must cover the areas identified
in Column 2 of Table 1 and be to a depth sufficient to ensure that an awareness is gained of the hazards associated with dangerous goods, how to identify them and what requirements
apply to the carriage of such goods by passengers.
The audit procedure, which is the responsibility of the Quality Manager, assures that such training is
performed and documented by the subcontractor.
AREA OF TRAINING 1 2
General Philosophy X X
Limitations X X
Labeling and Marking X X
DG Transport Documents and other Relevant Documents X X
Recognition of Undeclared DG X X
Provisions for Passengers and Crew X X
Emergency Procedures X X
2.2.1.3 Course Schedule The course covers 6 hours for Flight Deck Crew, Operations Personnel and Cabin Crew Members. In
addition computer-based training (CBT) is used as a part of training, plus self-study of the course documentation is required, prior to the lesson.
2.2.1.4 Instructors Astra Airlines authorized Ground Instructor/HCAA DG Instructor or any other Training Organization
approved by the HCAA. Instructor will perform the lessons, must have in mind:
-- Teaching aids. -- Dangerous goods training documentation.
-- IATA DGR, and company operations manual part A Section 9 and ICAO emergency response
guide. -- CBT will be used to enhance the risk awareness of the students.
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2.2.1.5 Review
At the end of the course a review is held. A review is a combination of checking and instruction where the instructor verifies the obtained standards by orally asking questions and discussing the
matters that needs to be highlighted.
2.2.1.6 Checking Requirements
A written test (30 min.) is included in the course schedule. The participants shall take a test, and finish it with a minimum of 75% correct answers to pass.
If the test is failed, additional training will be given to the student concerned and a new test
performed.
2.2.1.7 Dangerous Goods Training Syllabus
SUBJECT FLIGHT CREW
CABIN CREW
General Philosophy - International Organizations (UN/IAEA, ICAO, EASA) issues concerning Safe
Transportation of DG.
- Identification of DG (Classes and Divisions). - Necessity of Reporting IncidentsAccidents.
- The need of training for involving personnel. - Point out general danger/forbidden goods onboard/ways of transportation.
1 1
Limitations - DG onbard aircraft for airworthiness and operating reasons and medical aid
for patient/animal. - Prohibited DG, Exceptions, by mail, limited quantities.
- National and Company Policy.
- Prohibited Radioactive Goods.
1 1
Labelling and Marking - Kind of Labels/Marking and explanation.
½ ½
DG Transport Documents and other Relevant Documents 1 1
Recognition of Undeclared DG ½ ½
Provisions for Passengers and Crew ½ ½
Emergency Procedures - Familiarization of Procedures in conjunction withDG in cargo or baggage area. - Incidents/Accidents with DG and effect on health/safety environment.
½ ½
Review ½ ½
Test ½ ½
TOTAL 6 hours 6 hours
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2.2.2 SECURITY TRAINING
Astra Airlines shall establish and maintain training syllabi and conduct training for the categories
listed below in order to enable the employee to contribute to preventing and minimize the
consequences of an unlawful action against civil aviation: -- Personnel with explicit security responsibilities;
-- Crewmembers; -- Handling personnel;
-- Some categories of personnel involved in cargo processing; and -- Other personnel with access to restricted areas.
The syllabus for the above personnel categories are established in the Security Manual, the syllabus for crewmembers is also presented in 2.2.2.6 below.
2.2.2.1 Handling Agents and Other Subcontractors
All personnel involved in passenger and/or cargo handling of Astra Airlines flights shall have received
security training according to the local national security program, to a minimum level of the company Security Program.
The audit procedure, which is the responsibility of the Quality Manager, assures that such training is
performed and documented by the subcontractor.
2.2.2.2 Astra Airlines Policy
All Astra Airlines personnel shall receive the training required to enable them to fulfill their duties in compliance with the security quality standard described in Astra Airlines Security Program and in the
National Security Program.
All company personnel shall receive the training required to gain knowledge of the airport regulations
regarding access to sterile and restricted areas.
All company personnel shall have the knowledge required in their respective duties in order to handle any type of unlawful action against the civil aviation and to minimize the risk for a/or effects of such
action.
2.2.2.3 Course Schedule
The course covers 4 hours for all crewmembers and operations personnel and 2 hours for all other personnel. Review of videotapes and electronic format files are used as a part of training.
2.2.2.4 Instructors
Astra Airlines authorized ground instructor, HCAA Security Instructor or any other Training
Organization, approved by the HCAA.
2.2.2.5 Realization Means tested training shall be conducted when employing new personnel.
Training results shall be recorded and kept on file.
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2.2.2.6 Syllabus
• Responsibilities and duties for flight deck and cabin crew according to Astra Airlines Security
Program; • Basic knowledge of dangerous and suspicious objects, weapons, bombs and other explosive
objects;
• Procedures for handling gate no-show passengers;
• Procedures for handling of possibly disturbing passengers;
• Procedures for protecting the aeroplane on ground and prevent unauthorized access to the
aeroplane; • Procedures for pre-flight check and aeroplane search;
• Recognizing typical patterns and “modus operandi” of possible perpetrators;
• Action plans for hijacking while on ground and/or during flight;
• Important psychological factors regarding actions towards hijackers;
• Procedures for handling dangerous or suspicious objects and bombs during flight;
• Airplane search procedure checklist;
• Flight crew compartment security;
• Individual duties and responsibilities in risky or acute situations of emergencies and reporting
procedures;
• Understanding of security procedures in the air and on ground (including security regarding
crew and their baggage);
• Understanding of relevant parts of the police organization, objectives and procedures;
• Knowledge of the responsible security authority and its audit responsibilities;
• Knowledge of Astra Airlines information policy towards the media;
• Company information procedures after an occurrence.
2.2.3 SAFETY TRAINING
LESSON TITLE/SUBJECT DURATION LOCATION DOCUMENTATION INSTRUCTOR
1
Accident
Prevention and Flight Safety
Program
2 h 00 Astra
Airlines
Quality Manual
OPS
Doc OACI
Safety Officer
2 A 11 Handling of accidents and
occurrences
2 h 00 Astra
Airlines
Quality Manual OPS
Doc OACI
Safety Officer
TOTAL 4 h 00
2.2.4 QUALITY SYSTEM BRIEFING
All employees shall receive an introduction to the company quality system; its purpose and associated
procedures when first joining the company.
A yearly quality briefing is given to all personnel including a review of last year’s quality activities.
The Quality Manager gives the training/briefing.
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2.2.4.1 Syllabus
LESSON TITLE/SUBJECT DURATION LOCATION DOCUMENTATION INSTRUCTOR
1 General 1 h 00 Astra
Airlines Quality Manual
Quality
Manager
2 Process/Procedure 1 h 00 Astra
Airlines Quality Manual
Quality Manager
3 Quality Manual 0 h 30 Astra
Airlines Quality Manual
Quality
Manager
4 Audit 0 h 30 Astra
Airlines Quality Manual
Quality
Manager
TOTAL 3 h 00
2.2.5 COSMIC AND SOLAR RADIATION BRIEFING
Flight crewmembers accumulating a dose exceeding 1 mSv per year must be informed by the
company of the hazards involved. OM Part A 8.3.17
All flight crewmembers and all personnel involved in crew planning shall participate in this briefing before performing their duties.
2.2.5.1 Training Material For the purpose of informing the affected personnel a leaflet from the Flight Safety Foundation
(HUMAN FACTORS AND AVIATION MEDICINE-MARCH-APRIL 2002) is used together with other available information. A copy is given to each student.
2.2.5.2 Syllabus Duration 2 hours.
• What is cosmic radiation,
• How does it affect the human body,
• Pregnancy,
• Calculation of accumulated dose.
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2.2.5 COSMIC AND SOLAR RADIATION BRIEFING
Flight crewmembers accumulating a dose exceeding 1 mSv per year must be informed by the
company of the hazards involved. OM Part A 8.3.17
All flight crewmembers and all personnel involved in crew planning shall participate in this briefing before performing their duties.
2.2.5.1 Training Material
For the purpose of informing the affected personnel a leaflet from the Flight Safety Foundation
(HUMAN FACTORS AND AVIATION MEDICINE-MARCH-APRIL 2002) is used together with other available information. A copy is given to each student.
2.2.5.2 Syllabus
Duration 2 hours.
• What is cosmic radiation,
• How does it affect the human body,
• Pregnancy,
• Calculation of accumulated dose.
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2.3 OPERATIONS PERSONNEL OTHER THAN CREWMEMBERS
2.3.1 TRAINING
Astra Airlines must make sure that all personnel involved in the company operations (dispatcher,
operation officer, commercial agent, handling agent) have the required competence and knowledge for the duty. If not, they must attend the required training set out below.
All Astra Airlines staff must attend the quality, safety and security training.
The training manager is responsible for managing this training, for establishing and for updating the
list of the concerned staff, for scheduling the required training.
2.3.2 GENERAL TRAINING SYLLABUS
Sub-course name Duration Location
Operations Manual (If Req). 2 h 30 Astra Airlines
Transport of Dangerous Goods by Air. 5 or 4 h Astra Airlines
Safety 4 h 00 Astra Airlines
Security 4 or 2 h Astra Airlines
Quality 3 h 00 Astra Airlines
Fuel policy and Flight Planning System (If Required) 6 h 00 Astra Airlines
Performance and Weight and Balance 3 h 00 Astra Airlines
2.3.3 OPERATIONS MANUAL
LESSON TITLE/SUBJECT DURATION LOCATION DOCUMENTATION INSTRUCTOR
(2)
1 OM A, B, C and D 2 h 00 Astra
Airlines Astra Airlines
OM Part A
Flight Operations
Manager
2 Ground Operation
Manual 2 h 00
Astra Airlines
Astra Airlines
OM Part A
Ground Operations
Manager
3 Documents and
Records 2 h 00
Astra
Airlines Astra Airlines
OM Part A
Flight Operations
Manager
4 Flight Time Limitations
1 h 00 Astra
Airlines Astra Airlines OM Part A
Flight Operations
Manager
TOTAL 7 h 00
2.3.4 FUEL POLICY AND FLIGHT PLANNING SYSTEM
LESSON TITLE/SUBJECT DURATION LOCATION DOCUMENTATION INSTRUCTOR
1
Fuel policy and
Flight Planning System
6 h 00 Astra
Airlines
System Operating
Manual (Provided by the Contractor)
Ground
Instructor
TOTAL 6 h 00
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2.3.5 PERFORMANCE AND MASS AND BALANCE
LESSON TITLE/SUBJECT DURATION LOCATION DOCUMENTATION INSTRUCTOR
1
BAe 146 Series /
A320 Series Performance and
Mass and Balance
3 h 00 Astra
Airlines AOM
Ground Instructor
TOTAL 3 h 00
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TABLE OF CONTENTS
3.1 PROCEDURES GENERAL 3
3.1.1 ASSESSMENT AND CHECKING PROCEDURES 3
3.1.1.1 Checking Tolerances 3 3.1.1.2 Grading System 3
3.1.1.3 Standard plus Performance "S+" 3 3.1.1.4 Standard minus Performance "S-" 4
3.1.1.5 Number of Attempts 4 3.1.1.6 Overall Result 4
3.1.1.7 Additional/Corrective Training 4
3.1.1.8 Written Remarks 5 3.1.1.9 Termination of a Check 5
3.1.2 NEW ENTRANT TRAINING PROCEDURE AND REQUIREMENTS 5 3.2 PROCEDURES TO BE APPLIED IN THE EVENT THAT PERSONNEL DO NOT
ACHIEVE OR MAINTAIN THE REQUIRED STANDARD 7
3.2.1 GENERAL 7 3.2.1.1 Policies and Guidelines 7
3.2.1.2 Decision Making Process 7 3.2.1.3 Stage 1 7
3.2.1.4 Stage 2 8 3.2.1.5 Conversion Training 8
3.2.1.6 Area and Airport Qualification Training 9
3.2.1.7 Recurrent Training and Checking 9 3.2.1.8 Commander Training 9
3.2.1.9 Other Courses 9 3.2.1.10 Summary 10
3.3 PROCEDURES TO ENSURE THAT ABNORMAL OR EMERGENCY SITUATIONS
ARE NOT SIMULATED DURING COMMERCIAL AIR TRANSPORTATION FLIGHTS 11
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3.1 PROCEDURES GENERAL
3.1.1 ASSESSMENT AND CHECKING PROCEDURES
3.1.1.1 Checking Tolerances The flight crewmember to be checked will have to demonstrate the ability to:
1. Operate the aircraft within all limitations as stated in OM Part B of the applicable type, and 2. Complete all maneuvers with smoothness and accuracy, and
3. Exercise good judgment and airmanship, and 4. Apply aeronautical knowledge as required, and
5. Maintain control of the aeroplane at all times in such a manner that successful outcome of a
procedure or maneuver is never in doubt. 6. understand and apply crew co-ordination and incapacitation procedures, if applicable; and
7. And apply correct CRM procedures where relevant.
During all LOFT parts, the following limits for general guidance. The examiner conducting the OPC
and/or LPC shall make allowances for turbulent conditions and the handling and performance of the aircraft type used.
Height
General ± 100 ft
Starting a G/A at DH + 50 ft / - 0 ft
MDA/H + 50 ft / -0 ft
Tracking On radio aids ± 5°
Precision approach Half-scale deflection, LOC and GS
Heading All engines operative ± 5°
N-1 ± 10°
Speed All engines operative ± 5 Kts
N-1 + 10 Kts / - 5 Kts
Systems Operating all aircraft systems within limitations.
3.1.1.2 Grading System Training and checking performance of flight crew is assessed using one of the following system and
terminology.
GRADING ASSESSMENT
S+ Standard plus Acceptable and required level of performance
S- Standard minus Unacceptable level of performance
All training/checking where an assessment is required, the applicable form(s) is/are to be filled-out
using this standard grading system.
3.1.1.3 Standard plus Performance "S+" Standard plus assessment reflects the level of performance as required and acceptable by ASTRA
AIRLINES. This may or may not be the average level of performance by each flight crewmember during training and checking programs. The basis for standard plus assessment is "need to know and
or can do".
A flight crewmember that knows or can do what is expected of him during training and checking
programs operates in the standard plus band.
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3.1.1.4 Standard minus Performance "S-"
Standard minus assessment reflects an unacceptable level of performance, which may be the result of following situations or events:
• The aim of the test/check is not completed.
• The aim of the exercise is completed but at the expense of unsafe flight, violation of rule or regulation, poor airmanship or rough handling.
• An acceptable level of knowledge is not demonstrated.
• An acceptable level of flight management is not demonstrate
• The intervention of the examiner or other pilot is required in the intrerest of safety, or
• A crew member ignores repeated instructions, or
• Failure to initiate a go-around when exceeding the stabilized approach limits, or
• Landing outside the TDZ, or
• Application of incomplete or wrong memory item(s), or
• Memory items all together; or
• If in the opinion of the TRE corrective training is required before the crewmember can start
line-flying duties.
3.1.1.5 Number of Attempts
When graded S-: A the discretion of the examiner, any maneuver or procedure of the test/check may be repeated once
by the applicant.
• If the second attempt is graded S+, the maneuver or exercise will be graded S+, and
• If second attempt is graded S-, the maneuver or exercise will be graded S-.
If any maneuver or exercise in a section is failed, that section is failed. Failure in more than one
section will require the trainee to take the entire test/check again. In case only one section is failed,
the trainee will take that failed section again. Failure in any section of the re-test/re-check including those sections that have been passed at a previous attempt will require the trainee to take the entire
test/check again.
NOTE: The same TRE should not re-examine a failed applicant without the agreement of the applicant.
3.1.1.6 Overall Result The overall assessment will be "Not proficient" in case:
• Two (2) or more items in a subject group have been graded S-,
• More than 30% of the total items have been graded S-,
• The result of a questionnaire is below 75%,
• A flight crewmember fails to complete the required or mandatory maneuvers, exercise or
procedure within reasonable time.
3.1.1.7 Additional/Corrective Training
Corrective training is required for "Not Proficient" performance. Corrective training may be recommended for items that have been graded S-.
Time permitting, required or recommended corrective training may be completed during the recurrent training session.
The LTC/TRI conducting the training is to advice the Training Manager by means of a Training
Remark form stating the specific additional training requirements. When deemed necessary, the
additional training will be implemented as soon as practicable.
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3.1.1.8 Written Remarks
Where space is provided on a Training Record form for a written remarks or on the Training Remark form, these should merely be a repeat of the grading. General statements such as "good
performance" or "nice show" or general disclaimers of responsibility such as "hard to judge" or
"cannot predict" should be avoided at all times.
Where necessary, a Training Remark form may be filled in to state specific training notifications during training and/or checking of flight crew.
3.1.1.9 Termination of a Check
Should an applicant chooses not to continue a test/check for reasons considered inadequate by the
TRE the applicant will be assessed as having failed those items/sections not attempted.
If the test/ check is terminated for reasons considered adequate by the TRE only those items/section not completed will be tested during a subsequent test/check.
At the discretion of the TRE any maneuver or procedure of the test/check may be repeated once by the applicant. The TRE may terminate a test/check at any stage if it is considered that the applicant
competence requires a complete re-test/re-check.
3.1.2 NEW ENTRANT TRAINING PROCEDURE AND REQUIREMENTS See table in 2.0.1.1
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3.2 PROCEDURES TO BE APPLIED IN THE EVENT THAT PERSONNEL DO NOT ACHIEVE OR
MAINTAIN THE REQUIRED STANDARD
3.2.1 GENERAL
In order to ensure a fair and non-biased process when dealing with insufficient training progress
and/or check failure cases, Astra Airlines has established a Flight Standards & Training Committee (FSTC).
The FSTC consists of the following members:
a) Flight Operations Manager (FOM)
b) Training Manager c) Chief Pilot
d) TRE,TRI ,LTC
To come to a decision, a minimum of three of the above persons has to be present at the FSTC
review meeting.
3.2.1.1 Policies and Guidelines The following policies and guidelines will be used when insufficient training progress and/or failure of
a check has occurred: -- The FSTC will make all decisions on a case to case basis
-- Flight crew is not automatically entitled to additional training, re-training or recheck.
-- Flight crew are not automatically entitled to return to their previous position -- The amount of additional training or re-training will be decided on a case-to-case basis.
However, 30% in addition to the original syllabus will be considered the maximum. -- The outcome of the FSTC review meeting is final.
3.2.1.2 Decision Making Process The decision making process of the FSTC can be divided in two stages: Refer to table in 3.2.1.10
3.2.1.3 Stage 1
In stage 1 the Training Manager will be notified by the LTC, TRI or TRE of the candidate’s insufficient
training progress and/or failure of a check. The Training Manager will collect all the training data and arrange a meeting (review meeting 1) with the members of the FSTC in which the case in question
will be discussed. Based on the information provided by the instructor(s) and training remark forms, the FSTC will decide whether additional training and/or re-check will be granted or not.
If additional training and/or re-check is granted and the candidate or flight crewmember passes on
the second attempt, the training can be continued or the flight crewmember can return to flight duty.
If additional training and/or re-check is not granted the Training Manager will arrange immediately
another meeting with the FSTC.
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3.2.1.4 Stage 2
If the candidate/flight crewmember after additional training fails to show improvement and/or fails the re-check, or if additional training and/or re-check was not granted during review meeting 1, the
Training Manager will arrange another meeting with the FSTC (review meeting 2). At this stage, the
candidate or flight crewmember will not be eligible for additional training for the initial position being trained for or previously held and the FSTC will have to decide whether the candidate or flight
crewmember can remain on flying duty with the company or not. If the FSTC decides to keep the candidate or flight crewmember on flying duty, additional training will follow for this new position. If
the FSTC decides not to continue the flying duties of the candidate and/or flight crewmember, the contract with the candidate/flight crewmember will be terminated.
On the next pages differentiation will be made for the different types of training and checking programs and the associated procedures to be used in case of unsatisfactory standard by a trainee or
flight crewmember.
3.2.1.5 Conversion Training
Ground training
If a trainee/flight crewmember fails to reach a pass mark of 75% on the first attempt, a re-exam is allowed. If the trainee fails the re-exam the FSTC will review the case.
Flight Simulator training
Flight simulator training is in principle to competence, not to hours. If the trainee's progress is below
the ASTRA AIRLINES standard or fails for his check, the assigned TRI or TRE will notify the Training Manager by means of a Training Remark form and the case will be reviewed by the FSTC.
Additional training:
If the FSTC has granted additional training, two (2) additional flight simulator training sessions may
be used to reach the required standard.
Aircraft training and checking If a trainee fails to complete the aircraft training syllabus the TRE will notify the Training Manager. If
the FSTC has granted additional training, a second attempt is allowed.
Line Flying under supervision If a trainee fails to complete the line flying under supervision within the minimum number of sectors , the LTC will notify the Training Manager by means of a Training Remark form and the case will be reviewed by the FSTC. The minimum number of sectors may be extended after careful review of the FSTC.
LINE TRAINING/REQUIRED ROUTE SECTORS
TRAINEE MINIMUM SECTORS
First Officer, already type rated 10
First Officer, First conversion training Total 100 hours or minimum 40 sectors
First Officer Upgrading to Commander
New Type Rating 20
First Officer Upgrading to Commander
With Type Rating 10
Commander training Without Type Rating 20
Commander, already type rated 10
Aircraft Variant Commanders and Co-Pilots 2
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Initial Line Check
If the pilot fails the initial conversion training Line Check, the assigned LTC will inform the Training Manager and the case will be reviewed by the FSTC.
If additional training is granted by the FSTC, 4 sectors of corrective training under supervision is
allowed. Thereafter the flight crewmember will attempt a new line check conducted by a LTC not being the
same LTC who failed the flight crewmember on the first attempt.
3.2.1.6 Area and Airport Qualification Training If a flight crewmember fails to qualify for a category C airport, a second attempt is allowed. If the
flight crewmember fails on the second attempt, the FSTC will review the case.
3.2.1.7 Recurrent Training and Checking
LPC/OPC If a flight crewmember fails the LPC or OPC, he will be grounded. The assigned TRE will inform the Fleet Chief Pilot, divisional Chief Pilot and OCC immediately and the case will be reviewed by the FSTC. If re-training is granted by the FSTC, the flight crewmember may receive a maximum of two training sessions in preparation for a re-check. The flight crewmember shall thereafter undergo a new OPC,
conducted by an approved TRE, not being the same that failed the flight crewmember on the first LPC or OPC attempt.
Yearly Line Check If a flight crewmember fails the yearly recurrent Line Check, he will be grounded. The assigned LTC
will inform the Training Manager, Flight operation manager and OCC. Immediately the case will be reviewed by the FSTC.
If re-training is granted by the FSTC, the flight crewmember is scheduled for 4 sectors line flying under supervision. Thereafter the flight crewmember will attempt a new line check conducted by a
LTC not being the same LTC who failed the flight crewmember on the first attempt.
3.2.1.8 Commander Training
First attempt If a CO-PILOT is not admitted to or fails the command evaluation check on a first attempt he will resume flight duties as Co-pilot. The FSTC will review the case, and normally the second attempt may be scheduled after 12 months. If a CDR under training fails the flight simulator training/checking, line flying under supervision or line check on a first attempt, see OM D 3.2.1.10 Second attempt If a CO-PILOT is not admitted to or fails command evaluation check on a second attempt he will be scheduled for review by the FSTC as soon as practicable. If a CDR under training fails the flight simulator training/checking, line flying under supervision or line check on a second attempt, see OM D 3.2.1.10 When the FSTC decides to discontinue command training, the CDR under training is grounded until
retraining as Co-pilot has been completed.
3.2.1.9 Other Courses When a flight crew member fails to reach the required standards during a type rating instructor
course, type rating examiner course, line training instructor course or ground instructor course, the
respective course will normally be discontinued. Normal flight duties shall be resumed without delay.
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3.2.1.10 Summary
FSTC
Review Meeting 1
- Check Failure - insufficient training progress
Additional Training Re-training/Re-check
Pass
Return to flight duty
No Additional Training No Re-training/Re-check
Re-check failure Insufficient Training Progress
FSTC
Review Meeting 2 Return to previous position
Downgrading to Co-pilot
Training
No
Termination Process
Yes
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3.3 PROCEDURES TO ENSURE THAT ABNORMAL OR EMERGENCY SITUATIONS ARE NOT
SIMULATED DURING COMMERCIAL AIR TRANSPORTATION FLIGHTS
Operator Proficiency Checks and Instrument Rating Renewal flight tests may be carried out in total or
in part on an approved flight simulator, during positioning flights or on specially detailed training flights. Abnormal or emergency procedures training requiring the application of part or all abnormal
or emergency procedures and simulation of Instrument Meteorological Conditions by artificial means, are not to be undertaken during commercial air transportation flights.
The procedure is composed of:
e) A specific training during each conversion course.
f) The recalling of this item during the recurrent training;
SIMULATED ABNORMAL SITUATIONS IN FLIGHT
ABNORMAL OR EMERGENCY SITUATIONS REQUIRING THE APPLICATION OF PART OF
ALL OF ABNORMAL OR EMERGENCY PROCEDURES AND SIMULATION OF IMC BY
ARTIFICIAL MEANS ARE STRICTLY FORBIDDEN DURING ALL COMMERCIAL FLIGHTS.
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TABLE OF CONTENTS
4.1 GENERAL 3
4.2 FLIGHT AND CABIN CREW MEMBER TRAINING FOLDER/FILE 5
4.3 CREWMEMBERS RIGHTS 7 4.4 STORAGE PERIODS 9
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4.1 GENERAL
Astra Airlines shall ensure that information/documentation is stored in an acceptable form and
accessible to the HCAA for the period shown in the tables of OM Part D 4.4
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4.2 FLIGHT AND CABIN CREW MEMBER TRAINING FOLDER/FILE
Before starting any training, each trainee will receive from the Training Manager a Flight Crew
Member Training Folder (FCMTF). This folder is to assist the trainee and Instructor/Examiner in
training progress. For each separate training session the progress (or lack of progress) of the trainee may be noted.
The CMTF also is a tool for instructors to clearly overview a trainee's strength and weakness, in case
instructors are inter-changed.
The CMTF comprises the following;
• All Courses detailed syllabuses and if necessary specific written instructions
• All the associated company training records
a) Conversion and differences Training Record b) Simulator Training Record (Flight Crew only)
c) Flight Under Supervision Record (Flight Crew only) d) Area and Airport Qualification (Commanders only)
e) Line Check
f) OPC/LPC/Recurrent Training (Flight Crew only) g) Command Evaluation Check (Flight Crew only)
h) Ground Course Attendance Record i) TRI Training Record (Flight Crew only)
j) TRE Training Record (Flight Crew only)
k) Training Remark l) Recurrent Training Record
m) Familiarization Flight n) Refresher Training
Each CMTF is issued as a personal copy to each trainee. The instructor(s) will sign all relevant training
records as appropriate.
Any Third Party training certificate may be inserted at the end of the folder. Upon completion of
training, the folder will be transferred to the Training Manager, who will file the forms and records as appropriate in the personal Flight Crew Training File.
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4.3 CREWMEMBERS RIGHTS
Records of all conversion courses and recurrent training and checking are available on request to the
flight and cabin crew members concerned on request.
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4.4 STORAGE PERIODS
The Flight and cabin Crew Records Files will contain records stored for certain periods, in the
respective partitions. The Training Manager assisted by the Chief pilot and cabin crew officer are
responsible to keep the Flight and cabin Crew Records Files always updated.
Table-1-Flight Crew Records
FLIGHT CREW RECORDS
Flight, Duty and Rest time 15 months
Licence
As long as the flight crewmember is exercising
theprivileges of the licencefor the operator
Conversion training andchecking 3 years
Command course (including checking) 3 years
Recurrent training and checking 3 years
Training and checking to operate in either pilot’s seat 3 years
Recent experience (OPS 1.970 refers) 15 months
Route and aerodrome competence (OPS1.975 refers) 3 years
Training and qualification forspecific operations when required by OPS (e.g. ETOPS CATII/III operations)
3 years
Dangerous Goods trainingas appropriate 3 years
Table-2-Cabin Crew Records
CABIN CREW RECORDS
Flight, Duty and Rest Time 15 months
Initial training,conversion and differences training(including checking)
As long as the cabincrew
member is employed by the operator
Recurrent training andrefresher (including checking)
Until 12 months after the
cabin crew member has left the employ of the operator
Dangerous Goodstraining as appropriate 3 years
Table-3-Records for other Operations Personnel
RECORDS FOR OTHER OPERATIONS PERSONNEL
Training/qualification records of other personnel for whom an approved
training programme is required by OPS Last 2 training records
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TABLE OF CONTENTS
1.0 GROUND-SCHOOL SYLLABUS 3
2.0 BAe 146 TYPE RATING GROUND SCHOOL (AIRCRAFT SYSTEMS-CBT) 5
3.0 GENERAL INFORMATION 7 4.0 SIMULATOR SESSION 1 9
5.0 SIMULATOR SESSION 2 11 6.0 PROGRESS CHECK 1 13
7.0 SIMULATOR SESSION 3 15 8.0 SIMULATOR SESSION 4 17
9.0 SIMULATOR SESSION 5 19
10.0 SIMULATOR SESSION 6 21 11.0 PROGRESS CHECK 2 23
12.0 SIMULATOR SESSION 7 25 13.0 SIMULATOR SESSION 8 27
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1.0 GROUND-SCHOOL SYLLABUS
Below is the detailed 9 days ground school aircraft systems syllabus:
Week 1 Week 2
Monday
Introduction
MWS
Hydraulics Landing Gear
Wheels, Tyres, Brakes Emergency Equipment
Monday
Powerplant Emulation
Avionic Systems
Flight Deck Overview Basic Instruments
IRS Air Data
Tuesday
Hydraulics and MWS Emulation Water and Waste
Electrical Power Lights
Air Supplies
Tuesday
Aircraft Visit
Avionic Systems Cont. EFIS
VHF and DME ADF
Rad Alt
TCAS
Wednesday
Electrics and Lights Emulation
Air Conditioning
Pressurisation Ice and Rain Protection
Airframe Overheat Oxygen
Wednesday
Door Demonstration
Avionic Systems Cont.
EGPWS Weather Radar
FMS Autoflight
Thursday
Air Supplies Emulation
Flying Controls Communications
APU Fuel
Thursday Test
Friday
Fuel Emulation
Powerplant Engine Starting
Performance
Friday
After the 9 days CBT training a further 5 days training which is followed by a test is conducted:
regarding Flight Planning, EFIS, Performance, Emergency Equipment, Cockpit procedure training.
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2.0 BAe 146 TYPE RATING GROUND SCHOOL (AIRCRAFT SYSTEMS-CBT)
Days 1-5
TIME MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY
09:00-10:00 Introduction Review Review Review Review
10:00-11:00
Technical
Course
CBT
CBT CBT CBT CBT
11:00-12:00 CBT CBT CBT CBT CBT
12:00-13:00 L U N C H
13:00-14:00 CBT CBT CBT CBT CBT
14:00-15:00 CBT CBT CBT CBT CBT
15:00-16:00 CBT CBT CBT CBT CBT
16:00-17:00 CBT CBT CBT CBT CBT
Days 6-10
TIME MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY
09:00-10:00 Review Review Review Review Flight Planning
10:00-11:00 CBT CBT CBT Review Flight Planning
11:00-12:00 CBT CBT CBT Review Flight Planning
12:00-13:00 L U N C H
13:00-14:00 CBT CBT CBT TEST EFIS
14:00-15:00 CBT CBT CBT TEST EFIS
15:00-16:00 CBT CBT CBT TEST EFIS
16:00-17:00 CBT CBT CBT TEST
Days 11-15
TIME MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY
09:00-10:00 Performance Mass and
Balance
Cockpit Procedure
Training
BAe 146
Theory TEST
10:00-11:00 Performance Mass and
Balance
Cockpit Procedure
Training
BAe 146
Theory TEST
11:00-12:00 Performance Mass and
Balance
Cockpit Procedure
Training
BAe 146
Theory TEST
12:00-13:00 L U N C H
13:00-14:00 Performance Mass and Balance
Cockpit
Procedure Training
BAe 146 Theory
14:00-15:00 Performance Emergency equipment
Cockpit
Procedure Training
BAe 146 Theory
15:00-16:00 Performance Emergency
equipment
Cockpit
Procedure Training
BAe 146
Theory
16:00-17:00 Performance Emergency
equipment
Cockpit
Procedure training
BAe 146
Theory
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3.0 GENERAL INFORMATION
TRAINEE BACKGROUND:
Previously flown aircraft’s: ____________________________________________________________
Total hours when training commences: __________________________________________________
Multi-crew and multi-engine experience: _________________________________________________
TRAINEE SEATING POSITION:
Simulator training: ___________________________________________________________________
Simulator PC: _______________________________________________________________________
Line training: _______________________________________________________________________
INSTRUCTION FOR COMPLETION OF THE PROGRESS FOLDER
Grade used for each exercise is: (S) SATISFACTORY At or above required standard.
(D) DEFERRED Exercise not performed.
(R) REPEAT Below required standard, has to be repeated.
Before each session check previous sessions for DEFERRED or REPEAT items. These Items should preferably start the session in order to complete the lesson plan before continuing with following
session.
When deferred or repeat items are performed, use the empty rows on actual simulator session
protocol. This applies in all circumstances even if an exercise is not performed SATISFACTORY.
If exercise is performed up to a SATISFACTORY level and noted in the protocol, return to the
previous session and clear the exercise with initials. If exercise is not SATISFACTORY, note the item again in the REPEAT box.
Use the Comments box for additional information.
NO COMMENTS REQUIRED FOR SATISFACTORY EXERCISES.
In cases where trainee is not progressing satisfactory, Head of Training must be consulted.
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TRAINING SUMMARY
NAME OF TRAINEE License No
TRAINING FOR
Commander position First officer position
ACTIVITY/COURSE Checked/ Completed
Date: Instructor signature/Code
Pilot License Validity
Technical Course
Technical Skill Test
Performance
Flight Planning
Mass and Balance
GNS/FMS System
Standard Operating Procedures
Low Visibility Take-off/CAT II
Emergency and Safety Equipment
Cockpit Resource Management
Synthetic Flight Training
Type Rating Skill Check
Aircraft Flight Training
Documentation filed by CTA
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4.0 SIMULATOR SESSION 1
SIMULATOR SESSION 1 S/R/D
1.1 N/A
1.2 N/A
1.3 Flight deck layout
1.4 Pre-start checklists
1.5 Engine starts
1.6 Taxying
1.7 Normal take-off
1.8 Airwork
1.9 Normal descent/approach
1.10 Automatic ILS with landing
1.11 After landing and shutdown checklists
Satisfactory Repeat Deferred
ITEMS TO BE REPEATED
CLEARED BY ITEMS DEFERRED CLEARED BY
COMMENTS:
Simulator hours This session: Total forward:
Date: Instructor’s Name: Instructor’s Signature:
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5.0 SIMULATOR SESSION 2
SIMULATOR SESSION 2 S/R/D
2.1 N/A
2.2 Prestarts checks
2.3 APU Fire
2.4 Engine starts
2.5 Take-off/TMS handling
2.6 Dutch roll demonstration
2.7 Descent
2.8 Stalls
2.9 ILS approach with Go-around
2.10 Take-off/visual circuit/landing
2.11 After landing and shutdown checklists
Satisfactory Repeat Deferred
ITEMS TO BE REPEATED
CLEARED BY ITEMS DEFERRED CLEARED BY
COMMENTS:
Simulator hours This session: Total forward:
Date: Instructor’s Name: Instructor’s Signature:
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6.0 PROGRESS CHECK 1
Tick and enter grade for each item Grade 0 - 2
√√√√
1.1 Aircraft maneuvering skill
1.2 Standard Operating Procedures
1.3 Crew co-ordination and CRM
1.4 In tune with training schedule
Grade = “0” Satisfactory. Grade = “1” Satisfactory with minor deviations.
Grade = “2” Unsatisfactory. Progress below standard.
Enter item number and comments, for exercise assessed grade 2.
Progress up to standard Progress not up to standard
Date:
Instructor’s Name: Instructor’s Signature:
Pilot’s Name: Pilot’s Signature:
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7.0 SIMULATOR SESSION 3
SIMULATOR SESSION 3 S/R/D
3.1 N/A
3.2 Rejected take-off/Fire/Evacuation
3.3 Take-off.
3.4 ILS approach
3.5 Crosswind take-off
3.6 Air conditioning/Air supply malfunctions
3.7 Cabin pressure malfunction
3.8 Emergency descent
3.9 Outer engine fire
3.10 3-engine ILS with go-around
3.11 3-engine ILS with landing
Satisfactory Repeat Deferred
ITEMS TO BE REPEATED
CLEARED BY ITEMS DEFERRED CLEARED BY
COMMENTS:
Simulator hours This session: Total forward:
Date: Instructor’s Name: Instructor’s Signature:
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8.0 SIMULATOR SESSION 4
SIMULATOR SESSION 4 S/R/D
4.1 Take-off w outer engine failure at V1+
4.2 Engine restart
4.3 Electrical failure demonstration
4.4 Electrical smoke
4.5 ILS approach with landing
4.6 Take-off with outer engine failure at V1+ with flap 30/Icing conditions
4.7 Holding
4.8 3-engine ILS with Go-around
4.9 3-engine ILS with landing
Satisfactory Repeat Deferred
ITEMS TO BE REPEATED
CLEARED BY ITEMS DEFERRED CLEARED BY
COMMENTS:
Simulator hours This session: Total forward:
Date: Instructor’s Name: Instructor’s Signature:
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9.0 SIMULATOR SESSION 5
SIMULATOR SESSION 5 S/R/D
5.1 Take-off with engine failure at V1+
5.2 Fuel system malfunctions
5.3 Hydraulic malfunctions
5.4 NDB approach with landing
5.5 Take-off with engine failure at level altitude
5.6 3-engine LOC-approach with go-around
5.7 Adjacent engine failure at 500 ft AAL
5.8 2-engine ILS-approach with go-around (CMD only) and landing
5.9 0-flap landing
Satisfactory Repeat Deferred
ITEMS TO BE REPEATED
CLEARED BY ITEMS DEFERRED CLEARED BY
COMMENTS:
Simulator hours This session: Total forward:
Date: Instructor’s Name: Instructor’s Signature:
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10.0 SIMULATOR SESSION 6
SIMULATOR SESSION 6 S/R/D
6.1 Take-off
6.2 EFIS malfunctions
6.3 Pylon overheat
6.4 Outer engine low oil pressure
6.5 3-engine VOR-approach/circling/landing
6.6 WAT Take-off with outer engine failure at V1+
6.7 ILS approach with windshear on final
6.8 Pitch oscillation
6.9 Crosswind landing
Satisfactory Repeat Deferred
ITEMS TO BE REPEATED
CLEARED BY ITEMS DEFERRED CLEARED BY
COMMENTS:
Simulator hours This session: Total forward:
Date: Instructor’s Name: Instructor’s Signature:
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11.0 PROGRESS CHECK 2
Tick and enter grade for each item Grade 0 - 2
√√√√
1.1 Aircraft maneuvering skill
1.2 Standard Operating Procedures
1.3 Crew co-ordination and CRM
1.4 In tune with training schedule
Grade = “0” Satisfactory. Grade = “1” Satisfactory with minor deviations.
Grade = “2” Unsatisfactory. Progress below standard.
Enter item number and comments, for exercise assessed grade 2.
Progress up to standard Progress not up to standard
Date:
Instructor’s Name: Instructor’s Signature:
Pilot’s Name: Pilot’s Signature:
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12.0 SIMULATOR SESSION 7
SIMULATOR SESSION 7 S/R/D
7.1 Noise abatement take-off
7.2 Low visibility operations-CAT II
7.3 Control jams
7.4 All engines flame-out
7.5 Raw data flight
7.6 3-engine take-off
7.7 3-engine take-off with engine failure at V1+
Satisfactory Repeat Deferred
ITEMS TO BE REPEATED
CLEARED BY ITEMS DEFERRED CLEARED BY
COMMENTS:
Simulator hours This session: Total forward:
Date: Instructor’s Name: Instructor’s Signature:
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13.0 SIMULATOR SESSION 8
SIMULATOR SESSION 8 S/R/D
8.1 Line oriented flight training (LOFT)
Satisfactory Repeat Deferred
ITEMS TO BE REPEATED
CLEARED BY ITEMS DEFERRED CLEARED BY
COMMENTS:
Simulator hours This session: Total forward:
Date: Instructor’s Name: Instructor’s Signature:
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TABLE OF CONTENTS
1.0 GENERAL 3
2.0 INITIAL CRM TRAINING 5
3.0 CONVERSION COURSE CRM TRAINING 7 4.0 COMMAND COURSE CRM TRAINING 9
5.0 RECURRENT CRM TRAINING 11 6.0 IMPLEMENTATION OF CRM 13
7.0 CO-ORDINATION BETWEEN FLIGHT CREW AND CABIN CREW TRAINING 15 8.0 ASSESSMENT OF CRM SKILLS 17
8.1 CREW RESOURCE MANAGEMENT (CRM) 17
8.2 ASSESSMENT OF CRM SKILLS 17 8.3 CREW RESOURCE MANAGEMENT-USE OF AUTOMATION 18
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1.0 GENERAL
Objective
To create awareness of the problems and possibilities of aspects of
Human interactions and herewith achieve the highest level of safety,
service and well being through development of human potential.
Target group Cockpit and Cabin personnel, Flight Dispatch
Duration 2 days
Group size Min 4/Max 30 candidates per group
Training cycle Max 3 Years
Prerequisites None
Instruction Stand-up instruction
Documentation A hand-out will be provided
Crew Resource Management (CRM) is the effective utilization of all available resources (e.g. crew members, aeroplane systems and supporting facilities) to achieve safe and efficient operation.
The objective of CRM is to enhance the communication and management skills of the flight crew
member concerned. The emphasis is placed on the non-technical aspects of flight crew performance.
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2.0 INITIAL CRM TRAINING
Initial CRM training programs should provide knowledge of and familiarity with human factors
relevant to flight operations. The course duration should be a minimum of two days. It should cover
all the elements in Table 1, column (a), to a level required by column (b).
(a) A CRM trainer should possess group facilitation skills and should at least: (i) Have current commercial air transport experience as a flight crew member; and have
either: (A) Successfully passed the Human Performance and Limitations (HPL)
examination whilst recently obtaining the ATPL (see the requirements
applicable to the issue of Flight Crew Licences); or, (B) If holding a Flight Crew Licence acceptable under EU OPS 1.940(a)(3) prior
to the introduction of HPL into the ATPL syllabus, followed a theoretical HPL course covering the whole syllabus of the HPL examination.
(ii) Have completed initial CRM training; and
(iii) Be supervised by suitably qualified CRM training personnel when conducting their first initial CRM training session; and
(iv) Have received additional education in the fields of group management, group dynamics and personal awareness.
(b) Notwithstanding paragraph (a) above, and when acceptable to the HCAA; (i) A flight crew member holding a recent qualification as a CRM trainer may continue to
be a CRM trainer even after the cessation of active flying duties;
(ii) An experienced non-flight crew CRM trainer having knowledge of HPL, may also continue to be a CRM trainer;
(iii) A former flight crew member having knowledge of HPL may become a CRM trainer if he maintains adequate knowledge of the operation and aeroplane type.
ASTRA AIRLINES must ensure that initial CRM training should address the nature of the operations of the company concerned, as well as the associated procedures and the culture of the company. This
will include areas of operations which produce particular difficulties or involve adverse climatic conditions and any unusual hazards.
If the operator does not have sufficient means to establish initial CRM training, use may be made of a course provided by another operator, or a third party or training organization acceptable to the HCAA.
When crew members from several companies follow the same course, CRM core elements should be specific to the nature of operations of the companies and the trainees concerned.
A flight crew member’s CRM skills should not be assessed during initial CRM training.
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3.0 CONVERSION COURSE CRM TRAINING
If the flight crew member undergoes a conversion course with a change of aeroplane type, all
elements in Table 1, column (a) should be integrated into all appropriate phases of the operator’s
conversion course and covered to the level required by column (c) (conversion course when changing type).
If the flight crew member undergoes a conversion course with a change of operator, all elements in
Table 1, column (a) should be integrated into all appropriate phases of the operator’s conversion course and covered to the level required by column (d) (conversion course when changing operator).
A flight crew member should not be assessed when completing elements of CRM training (which is part of Astra Airlines conversion course).
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4.0 COMMAND COURSE CRM TRAINING
Astra Airlines shall ensure that all elements in Table 1, column (a) are integrated into the command
course and covered to the level required by column (e) (command course).
A flight crew member should not be assessed when completing elements of CRM training (which is
part of the command course), although feedback should be given.
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5.0 RECURRENT CRM TRAINING
Astra Airlines shall ensure that:
(a) Elements of CRM are integrated into all appropriate phases of recurrent training every year;
and that all elements in Table 1, column (a) are covered to the level required by column (f) (recurrent training); and that modular CRM training covers the same areas over a maximum
period of 3 years. (b) Relevant modular CRM training is conducted by qualified CRM trainers.
A flight crew member should not be assessed when completing elements of CRM training which are
part of recurrent training.
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6.0 IMPLEMENTATION OF CRM
The following table indicates which elements of CRM should be included in each type of training:
Table 1
CORE
ELEMENTS (A)
INITIAL
CRM
TRAINING (B)
OPERATORS CONVERSION
COURSE,
WHEN CHANGING
TYPE (C)
OPERATORS CONVERSION
COURSE,
WHEN CHANGING
OPERATOR (D)
COMMAND
COURSE (E)
RECURRENT TRAINING
(F)
Human error and reliability,
error prevention and detection
In depth
In depth Overview Overview
Overview
Company safety
culture, SOPs, organizational
factors
Not required
In depth
In depth
Stress, stress management,
fatigue & vigilance
Not required
Information
acquisition and processing
situation awareness,
workload
management
Decision making Overview
Communication
and coordinating
inside and outside of the
cockpit Overview
Leadership and team behavior
synergy
Automation philosophy of
the use of automation As required
In depth
In depth
As required As required
Specific type
related differences
Not required
Case based
studies In depth In depth In depth
As
appropriate
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7.0 CO-ORDINATION BETWEEN FLIGHT CREW AND CABIN CREW TRAINING
Astra Airlines shall, as far as is practicable, provide combined training for flight crew and cabin crew
including briefing and debriefing.
There shall be an effective liaison between flight crew and cabin crew training departments. Provision
should be made for flight and cabin crew instructors to observe and comment on each other’s training.
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8.0 ASSESSMENT OF CRM SKILLS
(IEM 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) para 4)
Assessment of CRM skills should: (a) Provide feedback to the individual and serve to identify retraining; and
(b) Be used to improve the CRM training system.
Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology including terminology used, acceptable to the HCAA, should be published in the Operations Manual.
Astra Airlines has established procedures to be applied in the event that personnel do not achieve or maintain the required standards (OM Part D 3.2).
If the operator proficiency check is combined with the Type Rating revalidation check, the assessment
of CRM skills will satisfy the Multi Crew Co-operation requirement of the Type Rating renewal. This
assessment will not affect the validity of the Type Rating.
8.1 CREW RESOURCE MANAGEMENT (CRM)
IEM 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) AMC 1.943/1/945(a)(9)/1.955(b)(6)/1.965(e)
CRM training should reflect the culture of the operator and be conducted by means of both classroom training and practical exercises including group discussions and accident and serious incident reviews
to analyze communication problems and instances or examples of a lack of information or crew management.
Whenever it is practicable to do so, consideration should be given to conducting relevant parts of CRM training in synthetic training devices.
It is recommended that, whenever possible, initial CRM training be conducted in a group session
outside the company premises so that the opportunity is provided for flight crew members to interact
and communicate away from the pressures of their usual working environment.
8.2 ASSESSMENT OF CRM SKILLS
Assessment is the process of observing, recording, interpreting and evaluating, where appropriate, pilot performance and knowledge against a required standard in the context of overall performance.
It includes the concept of self-critique, and feedback which can be given continuously during training
or in summary following a check.
CRM skills assessment should be included in an overall assessment of the flight crew member’s performance and be in accordance with approved standards. Suitable methods of assessment should
be established, together with the selection criteria and training requirements of the assessors and
their relevant qualifications, knowledge and skills.
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Individual assessment is not appropriate until the crew member has completed the full cycle of CRM
recurrent training. For individual CRM skills assessment, the following methodology is considered satisfactory.
(a) Astra Airlines shall establish the CRM training program including an agreed terminology. This
should be evaluated with regard to methods, length of training, depth of subjects and effectiveness.
(b) A training and standardization program for training personnel should then be established. (c) For a transition period, the evaluation system should be crew rather than individually based.
8.3 CREW RESOURCE MANAGEMENT-USE OF AUTOMATION
1.945(a)(9), AMC 1.945(a)(9)
The conversion course should include training in the use and knowledge of automation and in the recognition of systems and human limitations associated with the use of automation. Astra Airlines
shall therefore ensure that a flight crew member receives training on:
(a) The application of the operations policy concerning the use of automation as stated in the Operations Manual; and
(b) System and human limitations associated with the use of automation.
The objective of this training should be to provide appropriate knowledge, skills and behavioral patterns for managing and operating automated systems. Special attention should be given to the
way in which the different modes associated with the automated systems function and interact.
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Instructor Training
Appendix C
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TABLE OF CONTENTS
1.0 TRI THEORETICAL TRAINING 3
2.0 INITIAL GROUND INSTRUCTORS COURSE 5
2.1 FUNDAMENTALS OF TEACHING AND LEARNING 5 2.2 EFFECTIVE TEACHING METHODS 5
2.3 FLIGHT INSTRUCTOR RESPONSIBILITIES 6 2.0 INITIAL GROUND INSTRUCTORS COURSE ANALYSIS 7
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1.0 TRI THEORETICAL TRAINING
TRAINING TRI THEORETICAL TRAINING
Course code TRI
Objective
To prepare TRI for forthcoming duties as an
instructor in the a classroom environment, simulator and on the aircraft.
Target group Applicant TRIs and ground instructors
Duration 3 days
Group size Max. 6 candidates per group
Training cycle None, if applicant stays current
Prerequisites
A candidate having passed the selection process shall be given the following training before
commencing TRI duty:
• TRI Theoretical course
• Administration course (Astra Airlines)
• Simulator Operators Course (Astra Airlines)
• Conducting training under supervision (Astra Airlines)
• Aircraft training (Astra Airlines)
Course contents according to JAR-FCL
1.365 (a)(1)
Instructor ratings
• The learning process
• The teaching process
• Training philosophies
• Techniques of applied instruction
- Theoretical knowledge
- Flight Instruction
• Student evaluation and testing
• Training program development
• Human performance and limitations relevant to flight instruction
• Hazards involved in simulating system
failures and malfunctions in the aircraft during flight
Training Administration in General
Instruction Stand-up classroom instruction
Documentation A hand-out will be provided including: 1) TRI Training Syllabus
2) TRI course handout
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2.0 INITIAL GROUND INSTRUCTORS COURSE
2.1 FUNDAMENTALS OF TEACHING AND LEARNING
• How People Learn.
• Motivation.
• Obstacles to Learning.
• Habits and Transfer.
• Levels of Learning.
• Rates of Learning.
• Advances and Plateaus in Learning.
• Typical Learning Curve.
• Memory and Forgetting.
• Common Misconceptions about Learning.
• Role of the Flight Instructor.
• Perception and Insight.
2.2 EFFECTIVE TEACHING METHODS
• Teaching to Help Students Learn.
• The Instructor-Student Relationship.
• Safety Practices.
• The Teaching Process.
• Preparation.
• Explanation and Demonstration.
• Trial and Practice.
• Review and Evaluation.
• Planning Instructional Activity.
• Determination of Overall Objectives.
• Identification of Blocks of Learning.
• The syllabus.
• The Lesson Plan.
• Use of Training Aids.
• Evaluation.
• Oral Quizzing.
• Demonstration of Ability.
• Applying Appropriate Standards.
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2.3 FLIGHT INSTRUCTOR RESPONSIBILITIES
• Instruction of Students.
• Providing Adequate Instruction.
• Demanding an Adequate Standard of Performance.
• Student Supervision and Surveillance.
• The Flight Instructor Image.
• Sincerity.
• Acceptance of the Student.
• Personal Appearance and Habits.
• Strong Language.
• Demeanor.
• Self-improvement.
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2.0 INITIAL GROUND INSTRUCTORS COURSE ANALYSIS
Course Objective
The course should be designed to give adequate training to the applicant in theoretical knowledge
instruction, flight instruction and synthetic flight instruction in order to instruct for any multi-pilot aeroplane type rating for which the applicant is qualified.
Course Administration
Each applicant should have a written personal progress report maintained throughout the course and each applicant’s teaching abilities should be assessed as satisfactory by the TRI designated by the
HCAA for this purpose before the TRI rating is issued.
2.1 TEACHING AND LEARNING (PART ONE)
2.1.1 The Learning Process
• Motivation
• Perception and understanding • Memory and its application
• Habits and transfer • Obstacles to learning
• Incentives to learning • Learning methods
• Rates of learning
2.1.2 The Teaching Process
• Elements of effective teaching • Planning of instructional activity
• Teaching methods
• Teaching from the ‘known’ to the ‘unknown’ • Use of “lesson plans”
2.1.3 Training Philosophies
• Value of a structured (approved) course of training
• Importance of a planned syllabus • Integration of theoretical knowledge and flight instruction
2.1.4 Techniques of Applied Instruction
I) Theoretical knowledge-Classroom instruction techniques • Use of training aids
• Group lectures
• Individual briefings • Student participation/discussion
II) Flight-Airborne instruction techniques • The flight/cockpit environment
• Techniques of applied instruction
• Post flight and inflight judgment and decision making
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2.1.5 Student Evaluation and Testing
I) Assessment of student performance • The function of progress tests
• Recall of knowledge
• Translation of knowledge into understanding • Development of understanding into actions
• The need to evaluate rate of progress II) Analysis of student errors
• Establish the reason for errors • Tackle major faults first, minor faults second
• Avoidance of over criticism
• The need for clear concise communication
2.1.6 Training Program Development • Lesson planning
• Preparation
• Explanation and demonstration • Student participation and practice
• Evaluation
2.1.7 Human Performance and Limitations Relevant to Flight Instruction • Physiological factors
• Psychological factors
• Human information processing • Behavioral attitudes
• Development of judgment and decision making
2.1.8 Hazards Involved in Simulating Systems Failures and Malfunctions in the Aeroplane
During Flight • Selection of a safe altitude • Importance of ‘touch drills’
• Situational awareness
• Adherence to correct procedures
2.1.9 Training Administration • Flight theoretical knowledge instruction records
• Pilot’s personal flying log book • The flight/ground curriculum
• Study material
• Official forms • Aircraft Flight/Owner’s Manuals/Pilot’s Operating Handbooks
• Flight authorisation papers • Aircraft documents
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2.1.10 Flight Instructor Responsibilities
• Instruction of Students. • Providing Adequate Instruction.
• Demanding an Adequate Standard of Performance.
• Student Supervision and Surveillance. • The Flight Instructor Image.
• Sincerity. • Acceptance of the Student.
• Personal Appearance and Habits. • Strong Language.
• Demeanor.
• Self-improvement.
2.1.11 Effective Teaching Methods • Teaching to Help Students Learn.
• The Instructor‐Student Relationship.
• Safety Practices.
• The Teaching Process. • Preparation.
• Explanation and Demonstration.
• Trial and Practice. • Review and Evaluation.
• Planning Instructional Activity. • Determination of Overall Objectives.
• Identification of Blocks of Learning.
• The syllabus. • The Lesson Plan.
• Use of Training Aids. • Evaluation.
• Oral Quizzing. • Demonstration of Ability.
• Applying Appropriate Standards.
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2.2 TECHNICAL TRAINING (PART TWO)
The course should be related to the type of aeroplane on which the applicant wishes to instruct. A
training program should give details of all theoretical knowledge instruction. Identification and
application of human factors related to multicrew cooperation aspects of the training.
The content of the instruction program should cover training exercises as applicable to the aeroplane type. The TRI rating applicant should be taught and made familiar with giving instruction from the
seat normally occupied by the co-pilot.
2.2.1 Training Exercises Flight Simulator
Items marked with an asterisk (*) should be performed in an aeroplane in case a flight simulator is not available.
i. use of checklist, setting of radios/navigation aids* ii. starting engines*
iii. take-off checks*
iv. instrument take-off, transition to instruments after lift off* v. crosswind take-off
vi. engine failure during take-off between VI and V2 vii. aborted take-off prior to reaching VI
viii. high mach buffeting, specific flight characteristics (if necessary) ix. steep turns
x. recovery from approach to stall/take-off, clean, landing configuration
xi. instrument approach to required minimum decision height or minimum descent height/altitude, manual one engine simulated inoperative during approach and landing or go
around xii. rejected landing and go around; and
xiii. Crosswind landing
2.2.2 Category II and Ill Operations (If Applicable)
• precision approaches, automatic with auto‐throttle and flight director go-around caused by
aircraft or ground equipment deficiencies;
• go around caused by weather conditions; • go around at DH caused by offset position from centerline; and
• one of the CAT II/CAT III approaches must lead to a landing.
2.2.3 Aeroplane (Not Applicable for Applicants for SFI (A) Authorization [Or Zero Flight
Time Training by a TRI (A)] • familiarization with controls during outside checks
• use of checklist, setting of radios and navigation aids, starting engines • taxiing
• take-off
• engine failure during take-off shortly after V2, after reaching climb out attitude • other emergency procedures (if necessary)
• one engine simulated inoperative go around from required minimum DH; and • one engine (critical) simulated inoperative landing
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RVSM Training
Appendix D
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TABLE OF CONTENTS
1.0 RVSM TRAINING 3
1.1 INTRODUCTION 3
2.0 DEFINITIONS 5 3.0 FLIGHT PLANNING 7
4.0 PRE-FLIGHT PROCEDURES 9 4.1 TECHNICAL LOGS & FORMS 9
4.2 EXTERNAL INSPECTION 9 4.3 ALTIMETER CHECKS 9
4.4 BEFORE TAKE-OFF 9
5.0 NORMAL PROCEDURES 11 5.1 PRIOR TO ENTERING RVSM AIRSPACE 11
5.2 IN RVSM AIRSPACE 11 6.0 ABNORMAL PROCEDURES 13
6.1 GENERAL 13
7.0 EQUIPMENT FAILURES 15 7.1 GENERAL 15
7.2 FAILURE OF ALL AUTOMATIC ALTITUDE CONTROL SYSTEMS 15 7.3 LOSS OF REDUNDANCY OF ALTIMETRY SYSTEMS 16
7.3.1 One Primary Altimeter System Fails 16 7.3.2 All Primary Altimeter Systems Fail 16
7.3.3 Primary Altimeters Vary by more than +/-200 ft 16
7.3.4 Loss of Thrust on an Engine - Necessitating Descent 17 7.3.5 Any other equipment failure affecting the ability to maintain cleared
flight level 17 7.4 SEVERE TURBULENCE 17
8.0 REPORTING AND INVESTIGATING OF ERRORS 19
8.1 GENERAL 19 8.2 PARAMETERS TO BE USED FOR INVESTIGATION 19
8.2.1 Reduced Vertical Separation Minima 19 9.0 RVSM QUESTIONNAIRE 21
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1.0 RVSM TRAINING
1.1 INTRODUCTION
Since the early eighties ICAO, the FAA, EUROCONTROL and the JAA have studied the possibility of opening up more economic airspace to commercial aviation, by reducing the vertical separation
between FL 290 to FL 410 from 2000 ft to 1000 ft. This concept is referred to as “Reduced Vertical Separation Minimums” (RVSM).
Airspace where RVSM is applied is considered special qualification airspace. Both the individual
operator and the specific aircraft types intended to be used shall be approved by the authority before
the operator conducts flights in RVSM airspace. Flight crews must be trained and qualified for operations in RVSM airspace.
Obtaining RVSM approval includes:
• Airworthiness requirements
• Continued airworthiness requirements
• Flight crew training and qualification requirements
• Establishing a program for investigating and reporting of errors
• Specific operational procedures.
Operational approval for RVSM operations will be included in the Air Operators Certificate (AOC).
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2.0 DEFINITIONS
Altimetry System Error (ASE)
The difference between the pressure altitudes displayed to the flight crew when referenced to ISA
standard ground pressure setting (1013.25 hPa) and free stream pressure altitude.
Assigned Altitude Deviation (AAD) The difference between the transponder Mode C or S altitude and the assigned flight level.
Basic RVSM Envelope
The range of Mach numbers and gross weights within the altitude ranges FL 290 to FL 410 (or
maximum certified altitude) where an aircraft can be reasonably expected to operate most frequently.
Full RVSM Envelope The entire range of Mach numbers, gross weights and altitudes over which an aircraft can be
operated within RVSM airspace.
Height-Keeping Capability
Aircraft height keeping performance that can be expected under nominal environmental conditions, with proper aircraft operating practices and maintenance.
Height-Keeping Performance
The observed performance of an aircraft with respect to adherence to a flight level.
Total Vertical Error (TVE)
Vertical geometric difference between the actual pressure altitude flown by an aircraft and its assigned pressure altitude (flight level).
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3.0 FLIGHT PLANNING
During flight planning the flight crew should pay particular attention to conditions that may affect
operations in RVSM airspace. These include but may not be limited to the following:
• Verifying that the airframe is approved for RVSM
• Aircraft Flight Manual
• Air Operator's Certificate
• Reported and forecasted weather on the route of flight
-- In order to brief flight crews on en route weather conditions, a current significant weather chart (SWC) must be available to the flight crew for all flights planned
through RVSM airspace. -- Minimum equipment requirements pertaining to height keeping and alerting systems.
In order to meet these requirements, the following minimum equipment is required and to be operative:
• 2 ADC’s and 2 main altimeters
• 1 ATC transponder
• 1 Master Warning System (for altitude alert system)
• 1 Auto-Pilot/Flight Director Longitudinal Computer
• 1 Auto-Pilot/Flight Director Logic/Monitoring/Computer
• AFCS Control Panel-Altitude Module.
• Any airframe or operating restrictions related to RVSM approval. -- The MEL’s are adapted and approved for RVSM by the authority. Items related to
RVSM (such as altimetry, altitude alerting, altitude keeping, auto-flight, etc.) may require more restrictive dispatch requirements for flights through RVSM airspace.
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4.0 PRE-FLIGHT PROCEDURES
4.1 TECHNICAL LOGS & FORMS
Review technical logs and forms to determine the conditions of equipment required for flight in the
RVSM airspace. Ensure that maintenance action has been taken to correct defects to required equipment.
4.2 EXTERNAL INSPECTION
During the external inspection of aircraft, particular attention should be paid to the condition of static sources and condition of the fuselage skin near each static source and any other component that
affects altimetry system accuracy. This check may be accomplished by a qualified and authorized
person other than a pilot (e.g. flight engineer or ground engineer).
4.3 ALTIMETER CHECKS Before take-off, the aircraft altimeters should be set QNH of the airfield and should display a known
altitude within the limits specified in the aircraft operating manuals. The two primary altimeters
should also agree within limits specified by the aircraft operating manual. An alternative procedure using QFE may also be used. Any required functioning checks of altitude indicating systems should be
performed.
NOTE: The maximum value for these checks sited in operating manuals should not exceed 23m/75ft.
4.4 BEFORE TAKE-OFF
Before take-off, equipment required for flight in RVSM airspace should be operative and any indications should be resolved.
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5.0 NORMAL PROCEDURES
The following procedures are considered ready knowledge for all pilots involved in operations through
RVSM airspace. The flight planning requirements are considered ready knowledge for both pilots and
dispatchers involved in RVSM operations.
5.1 PRIOR TO ENTERING RVSM AIRSPACE Entry into RVSM airspace is prohibited unless the following equipment is operative:
• Two primary altitude measuring systems (must agree within + or – 200 ft)
• One automatic altitude control system
• One altitude alerting system
• One operative transponder.
NOTE: Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the
pilot should request a new clearance to avoid entering this airspace.
Prior to entering the RVSM airspace the following shall be accomplished:
• Record the two primary altimeter system indications and the standby altimeter indication on
the operational flight plan.
• Re-check the primary and standby altimeter settings 29.92 in. Hg / 1013.2 (hPa)
• Select the transponder that corresponds to the altimeter system used to control the aircraft
altitude for reporting altitude to ATC.
5.2 IN RVSM AIRSPACE
When entering or operating in RVSM airspace the following guidelines should be adhered to:
• Except when re-trim or turbulence requires disengagement, the automatic altitude control system should be used and autopilot shall be in command during operations in RVSM
airspace.
• In level cruise it is essential that the aircraft is flown at the cleared flight level. This requires
that particular care is taken to ensure that ATC clearances are fully understood and followed.
The aircraft should not intentionally depart from cleared flight level without a positive clearance from ATC unless the crews are conducting contingency or emergency maneuvers.
• Changing flight levels shall always be accomplished using the auto-flight system. The aircraft
should not be allowed to overshoot or undershoot the cleared flight level by more than 45m (150 ft).
• At intervals of approximately one hour, cross checks between primary altimeters should be
made and must agree within +/-200 ft. Failure to meet this condition requires notification of ATC.
• If the pilot is advised that the aircraft has been identified by a height monitoring system as
exhibiting a TVE greater than +/-300 ft or an ASE greater than + /-245 ft, then the pilot should follow the regional contingency procedures.
• If the pilot is notified by ATC of an AAD error, which exceeds +/-300 ft, then the pilot should take action to return to the Cleared Flight Level (CFL) as quickly as possible.
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6.0 ABNORMAL PROCEDURES
6.1 GENERAL
The following guidance material is provided for actions in case of equipment failure and encounters with severe turbulence while in RVSM airspace:
• For certain equipment failures or turbulence encounters the safest course of action may be for the aircraft to continue RVSM airspace while the pilot and controller take precautionary
action to protect separation.
• For extreme cases of equipment failure or turbulence, however, the safest course of action may be for the aircraft to leave RVSM airspace by obtaining a revised clearance, or, if unable
to obtain prior ATC clearance, to execute the regional contingency maneuver to leave the
assigned route, track or flight level.
Guidance for contingency procedures should not be interpreted in any way that prejudices the final authority and responsibility of the CDR for safe operation of the aircraft.
If the pilot is unsure of the vertical or lateral position of the aircraft or the aircraft deviates
intentionally from its assigned altitude or track, without prior ATC clearance, then the pilot must take
action to reduce the potential for collision with other aircraft on adjacent routes or flight levels. In this situation, the pilot should alert adjacent aircraft by making maximum use of aircraft lighting and
broadcasting position, flight level and intentions on 121.5 or on the regional air-to-air frequency as a back-up.
Unless the nature of the contingency dictates otherwise, the pilot should advise ATC as soon as possible and request an ATC clearance before deviating from the assigned route or flight level.
If a revised ATC clearance cannot be obtained in a timely manner and action is required to avoid
potential conflict with other aircraft, then the aircraft should be flown at an altitude and/or a track where other aircraft are least likely to be encountered. This can be accomplished by:
• Offsetting half the lateral distance between routes or tracks.
• Offsetting half the vertical distance between altitudes normally flown.
• Descending below or climbing above RVSM airspace.
When executing a contingency manoeuvre the pilot should:
• Watch for conflicting traffic.
• Continue to alert other aircraft using 121.5 or regional air-to-air frequency as a back up.
• Continue to fly tracks or altitudes, which are likely to be unoccupied.
• Obtain an ATC clearance as soon as possible.
Taking into account the above this results in the following specific contingency procedures.
NOTE: Pilot actions as described below are available in the RVSM quick reference checklist in the
Route Guide.
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7.0 EQUIPMENT FAILURES
7.1 GENERAL
The following equipment failures and associated action should be reported to ATC while operating in RVSM airspace;
• Failure of all automatic altitude-control systems aboard the aircraft
• Loss of redundancy of altimetry systems
• Loss of thrust on an engine necessitating descent
• Any other equipment failure affecting the ability to maintain cleared flight level.
7.2 FAILURE OF ALL AUTOMATIC ALTITUDE CONTROL SYSTEMS
Pilot actions:
• Maintain CFL.
• Evaluate capability to maintain altitude through manual control.
• Watch for conflicting traffic.
• Alert nearby traffic by:
-- Making maximum use of exterior lights.
-- Broadcast position, flight level and intentions on 121.5 (or air-to-air frequency as a back-up).
• Notify ATC of the failure and intended course of action:
-- CFL can be maintained: continue in RVSM airspace. -- CFL cannot be maintained and ATC cannot establish increased vertical or lateral
separation: Request clearance to climb above or descend below RVSM airspace. -- CFL cannot be maintained and prior ATC clearance cannot be obtained: Execute the
regional contingency maneuver to leave assigned track or route, as published in the Jeppesen Airway Manual.
ATC actions:
• Obtain the pilot’s intentions.
• If the pilot intends to continue in RVSM airspace, consider establishing increased vertical or
lateral separation.
• Pass traffic information.
• If the pilot requests clearance to exit RVSM airspace, accommodate request expeditiously, if
possible.
• If increased vertical or lateral separation cannot be established and it is not possible to
accommodate the pilot’s request to exit RVSM airspace, ATC will notify nearby aircraft and
continue to monitor the situation.
• Advise adjoining ATC facilities / sectors of the situation.
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7.3 LOSS OF REDUNDANCY OF ALTIMETRY SYSTEMS
7.3.1 One Primary Altimeter System Fails
Pilot actions:
• Couple automatic altitude control system and switch transponder to o operative system.
• Notify ATC.
• Maintain vigilance of altitude keeping.
ATC actions:
• Acknowledge the situation and continue to monitor progress.
7.3.2 All Primary Altimeter Systems Fail
Pilot actions:
• Maintain altitude by reference to standby altimeter.
• Watch for conflicting traffic.
• Alert nearby traffic by:
-- Making maximum use of exterior lights. -- Broadcast position, flight level and intentions on 121.5 (or air-to-air frequency as a
back-up).
• Notify ATC of the inability to meet RVSM performance requirements:
• Consider declaring an emergency and request clearance to exit RVSM airspace.
• If ATC clearance cannot be obtained in a timely manner: Execute the regional contingency
maneuver to leave assigned track or route.
ATC actions:
• Accommodate the request to exit RVSM airspace in an expeditious manner, if possible.
• If unable to accommodate request to exit RVSM airspace, request pilot’s intentions and advise
nearby traffic of the situation and continue to monitor the situation.
7.3.3 Primary Altimeters Vary by more than +/-200 ft
Pilot actions:
• Attempt to determine the defective system, if applicable by comparing primary altimeters to
(corrected) standby altimeter indications.
• Defective system can be determined: refer to ONE PRIMARY ALTIMETER SYSTEM FAILS.
• Defective system cannot be determined: refer to ALL PRIMARY ALTIMETER SYSTEMS FAIL.
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7.3.4 Loss of Thrust on an Engine - Necessitating Descent
Pilot actions
• Notify ATC
-- Declare Emergency -- State requirement to descent
• If unable to notify ATC, alert nearby traffic by:
-- Execute the regional contingency maneuver to leave assigned track or route. -- Making maximum use of exterior lights.
-- Broadcast position, flight level and intentions on 121.5 (or air-to-air frequency as a back-up).
7.3.5 Any other equipment failure affecting the ability to maintain cleared flight level
Any equipment failure which leads to abnormal or emergency situations requiring descend, should be reported to ATC as soon as possible.
7.4 SEVERE TURBULENCE
When unable to maintain CFL the following guidelines should be followed.
Pilot actions:
• Watch for conflicting traffic.
• Alert nearby traffic by:
• Making maximum use of exterior lights.
• Broadcast position, flight level, nature and severity of turbulence and intentions on 121.5 (regional air-to-air frequency may be used as a back-up).
• Notify ATC as soon as possible and request level change if necessary.
• If the CFL cannot be maintained, execute the regional contingency procedure to leave assigned track or route, as published in the Jeppesen Airway Manual.
ATC actions:
• If possible, establish increased vertical or lateral separation.
• Accommodate the request for change in altitude, if possible.
• If neither of the above actions is possible, notify other aircraft in the vicinity and monitor the situation.
• Consider suspending RVSM operations in the affected area.
NOTE: It should be understood that any ATC center may request an increase in separation minima
due to adverse weather conditions. This could lead to the temporary suspension of RVSM in
selected areas. In the MNPS airspace this may be effective during active periods of the Organized Track System (OTS) or may be effective prior to the publication of the OTS.
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8.0 REPORTING AND INVESTIGATING OF ERRORS
8.1 GENERAL
Height-keeping errors fall into two broad categories:
• Caused by malfunction of aircraft systems
• Caused by operational error.
If errors of either variety are committed consistently, the RVSM operational approval may be
removed. If a problem is identified which is related to one aircraft type, then RVSM approval may be removed for that specific type. Each error will be investigated in a timely and effective manner with
initial analysis of causal factors and measures taken to prevent further events.
Operators are required to take immediate action in the form of investigation and report errors within 72 hours to the authority.
Errors which are to be reported by Trip Report are:
• TVE greater than +/- 300 ft
• ASE equal to or greater than +/- 245 ft
• AAD equal to or greater than +/- 300 ft.
8.2 PARAMETERS TO BE USED FOR INVESTIGATION
The following parameters should be recorded when height keeping error are observed:
• Primary and standby readings
• Altitude selector settings
• Subscale setting on altimeter
• Auto-pilot used and any differences when an alternative auto-pilot system was selected
• Differences in altimeter readings, if alternate static ports selected
• Use of Air Data Computer (ADC) selector for fault diagnosis procedure
• The transponder selected to provide altitude information to ATC and any difference noted
when an alternative transponder was selected.
8.2.1 Reduced Vertical Separation Minima
If flight crew members are to operate an aeroplane type, which is RVSM, approved on the Astra
Airlines AOC, they have to be trained for RVSM operations. This training is incorporated in the conversion training for the applicable type.
The training consists of the following phases:
• Self study
• Classroom instruction by a Astra Airlines Ground Instructor. It includes a video film produced by Euro control.
• Completions of the RVSM Questionnaire with a minimum pass mark of 75%.
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RVSM qualification is obtained by completion the above. The subjects, which will be
reviewed during this training as follows:
• Knowledge and understanding of standard ATC phraseology.
• The importance of Crosschecking to ensure that ATC clearances are promptly and correctly
complied with.
• Limitations and correction charts for the use of standby altimeter in contingencies.
• Problems of visual perception of other aeroplane at 1000 ft separation during darkness, when
encountering local phenomena such as northern lights, for opposite and same direction traffic
and during turns.
• Characteristics of altitude capture system, which may lead to overshoots.
• Relationship between primary altimeter systems, automatic altitude control and transponder
systems in normal and abnormal conditions.
• Any airframe restrictions, if required for a particular type, related to RVSM airworthiness
approval.
• Awareness of problems due to wake vortex encounters at TCAS operations in RVSM airspace.
• Awareness about Transitions problems and safety issues.
Also refer to appendix D / RVSM.
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9.0 RVSM QUESTIONNAIRE
1) How does an operator obtain RVSM approval: a) Meet airworthiness requirements.
b) Training flight crew, including specific operational procedures c) Establishing a program for investigating and reporting of errors.
d) All the above.
2) The purpose of Reduced Vertical Separation Minima airspace is: a) Increase revenue for the major airlines.
b) Provide increase capacity in the European (and the North Atlantic) airspace
c) Reduce the lateral separation on the organized track system to 60 NM. d) Reduce the longitudinal separation in the North Atlantic OTS to 10 minutes.
3) Altimetry System Error (ASE) means: a) The difference between the pressure altitude displayed to the flight crew when referenced to
ISA standard ground pressure setting (1013, 25 hPa) and free stream pressure altitude. b) The difference between the transponder Mode C or S altitude and the assigned flight level.
c) The entire range of Mach numbers, gross weights and altitudes over which an aircraft can be operated within RVSM airspace.
d) None of the above.
4) The Air Operator Certificate (AOC) which certificates that the operator is qualified to operate aircraft in RVSM airspace is valid for what duration?
a) 12 months.
b) 24 months. c) Indefinitely
d) As long as the AOC is valid.
5) Which statement(s) are true regarding operations in RVSM airspace? a) An RVSM-certified crew can operate any aircraft in RVSM airspace. b) Any RVSM-certified aircraft can be operated in RVSM airspace by an aircraft qualified crew.
c) Both crew and aircraft must be certified to operate in RVSM airspace.
d) None of the above.
6) During the Pre-Flight phase, you should review the tropopause charts and wind charts to ensure that you do not exceed performance capability of the:
a) Altitude keeping equipment. b) Auto throttle system.
c) Long Range Navigation System (LNRS).
d) Performance management system.
7) In the Pre-Flight phase, the CDR should insure that particular attention is paid to : a) The pitot tubes.
b) The static ports and surrounding skin area.
c) The stall warning guide vanes. d) The angle of attack indicator.
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8) In the Pre-Flight phase, the prescribed exterior RVSM items may be checked by: a) The CDR. b) The F/O.
c) Qualified maintenance personnel.
d) The limit stated in the operation manual.
9) When the CDR and F/O are checking their altimeters at a point of known elevation, the difference between the readings should not exceed:
a) 25 feet. b) 50 feet.
c) 75 feet.
d) The limit stated in operation manual (FCOM).
10) Special emphasis should be placed on the prompt setting of on the primary and standby altimeters after passing the transition altitude:
a) QED
b) QFE c) QNE
d) QNH
11) Prior to entering RVSM airspace, the CDR is responsible to perform certain checks of the equipment. The following equipment should be operational:
a) All navigation and landing lights.
b) All warning and caution lights to monitor air data computers. c) Mode C transponders with functioning altitude reporting capability.
d) Two primary altitude measurement systems, one automatic altitude control system and one altitude reporting system.
12) At intervals of approximately 1 Hrs, a cross check of the altimeters should be accomplished. A minimum of two should agree within.Failure to meet this condition mandates a report to ATC declaring the altimetry system defective:
a) 75 feet.
b) 200 feet.
c) 300 feet d) Varies with aircraft system.
13) The active transponder shall: a) Be selected to standby. b) Be selected to altimetry system being used to control the aircraft.
c) Be set to a Code 3100 to indicate RVSM operations.
d) None of the above.
14) During the cruise portion of flight in RVSM airspace, the altitude hold system fails on your auto pilot. The CDR should:
a) Leave the assigned track and descent 500 feet.
b) Maintain the CFL and evaluate the ability to maintain by manual means. c) Squawk code 770 on the transponder.
d) All of the above.
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15) During the cruise portion of flight in RVSM airspace, you experience a loss of both
redundancy in the primary in the primary altimetry systems. The CDR should: a) Fly with reference to the standby altimeter.
b) If the remaining primary altimeter is functioning normally, couple that system to the autopilot
altitude control. c) Leave your assigned track and descent 500 feet.
d) Turn off the remaining primary altimeter so they much.
16) During the cruise portion of flight in RVSM airspace, you experience a loss of both primary altimeters. The CDR should:
a) Alert nearby aircraft.
b) Maintain altitude by reference to the standby altimeter. c) Notify ATC of situation and advise you are unable to comply with RVSM performance
requirements. d) All the above.
17) Aircraft encounters greater that moderate turbulence which affects aircraft’s ability to maintain assigned flight level:
a) Broadcast call sign, position, flight level, nature and severity of turbulence and intentions on 121, 5 MHz(regional air to air frequency as back up).
b) Watch for traffic, make maximum use of exterior lights. c) Notify ATC and request flight level change if necessary and if unable to maintain flight level
consider other contingency procedures.
d) All the above.
18) Crew Resource Management procedures should emphasize: a) That altitude-related actions and procedures de carefully monitored by both crewmembers.
b) That crewmembers should crosscheck each other to ensure that ATC clearances are promptly
complied with. c) That CDR has fully authority over the aircraft
d) a) and d).
19) During transition between levels the aircraft should not be allowed to Overshoot or undershoot the cleared flight level by more than:
a 150 feet
b 300 feet c 145 meters
d 300 meters
20) The incidence of height keeping errors which can be tolerated in a RVSM environment is very small. Errors which should be reported and investigated are:
a) Altimetry System Error (ASE) equal to or greater than + 245 feet.
b) Assigned Altitude Deviation (AAD) equal to or greater than + 300 feet. c) Total Vertical Error (TVE) equal to or greater than +300 feet.
d) All the above.
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RVSM Training
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NAME/3LC TYPE
RJ/BAe 146 Series or Airbus series
LICENSE No Training: RVSM Qualification
RANK DATE
CDR F/O
Circle the correct answer with a black pen.
1 A B C D
2 A B C D
3 A B C D
4 A B C D
5 A B C D
6 A B C D
7 A B C D
8 A B C D
9 A B C D
10 A B C D
11 A B C D
12 A B C D
13 A B C D
14 A B C D
15 A B C D
16 A B C D
17 A B C D
18 A B C D
19 A B C D
20 A B C D
To be filled in by Examiner:
RESULT CORRECT ANSWERS MARK PASS MARK - 75%
OVERALL ASSESSMENT
Qualified:
Not Qualified:
EXAMINER’S NAME SIGNATURE
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TABLE OF CONTENTS
FLIGHT CREW TRAINING FORMS 3
FLIGHT CREW TRAINING FILE 5
FLIGHT OPS DEPARTMENT PERSONNEL CONTINUATION TRAINING PROGRAM 7
LINE FLYING UNDER SUPERVISION RECORD FORM BAe 146 SERIES 9 HCAA FORM JAR-FCL No. 14 11
LINE CHECK FORM BAe 146 SERIES (PF) 15 LINE CHECK FORM BAe 146 SERIES (PNF) 16
FLIGHT UNDER SUPERVISION FORM BAe 146 SERIES (PF) 19 FLIGHT UNDER SUPERVISION FORM BAe 146 SERIES (PNF) 20
SUBJECT ITEMS TRAINING FORM 22
AERODROME AND AREA QUALIFICATION/COMPETENCE, BAe 146 SERIES 23 FAMILIARIZATION TRAINING FOR FLIGHT CREW BAe 146 SERIES 25
GROUND COURSE ATTENDANCE RECORD 27 TRE TRAINING RECORD 29
TRI TRAINING RECORD 31
OPC RECURRENT TRAINING FORM BAe 146 series 33 COMMAND EVALUATION BAe 146 series 37
CABIN CREW TRAINING FORMS 41
FAMILIARIZATION FLIGHTS BAe 146 series 43
CABIN CREW OVERALL TRAINING RECORD FORM 45
INFLIGHT CHECK RECORD FORM 47
OPERATIONS PERSONNEL TRAINING FORMS 49
OPS PERSONNEL OTHER THAN CREW MEMBERS TRAINING RECORD FORM 50
CERTIFICATE OF TRAINING COMPLETION 51
CERTIFICATE 52
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FLIGHT CREW TRAINING FORMS
Following are the Forms required for different Flight Crew Training and Checking activities.
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FLIGHT CREW TRAINING FILE
No RECORDS INTERVAL STORAGE PERIOD
1
LICENSE
MEDICAL
12 Months
12 Months MCC
As long as the crew member is
exercising the license privileges
for the company.
2 LPC/OPC RH Seat Qualification
Recurrent Training
6 Months (Remainder of the month) 6 Months (Remainder of the month)
12 Months (Remainder of the month)
3 Years
3 Line Check Line Flying Under Supervision
12 Months (Remainder of the month) Interval Not Applicable
3 Years
4 Ground and Refresher Training 12 Months (Remainder of the month) 3 Years
5 Area and Airport Qualification 12 Months (Remainder of the month) 3 Years
6 Emergency and Safety Training Annual (Remainder of the month)
Triennial (Remainder of the month)
12 Months
3 Years
7 CRM 12 Months (Remainder of the month) 3 Years
8 Dangerous Goods 24 Months (Remainder of the month) 3 Years
9 Aviation Security 36 Months (Remainder of the month) 3 Years
10 RVSM 12 Months (Remainder of the month) 3 Years
11 MNPS 12 Months (Remainder of the month) 3 Years
12 ETOPS 12 Months (Remainder of the month) 3 Years
13 BRNAV 12 Months (Remainder of the month) 3 Years
14 TCAS 12 Months (Remainder of the month) 3 Years
15 CAT II/III 6 Months (Remainder of the month) 3 Years
16 First Aids Only One Time is Required 3 Years
17 Evaluation and Command
Training For Upgrading Only 3 Years
18 TRI Training and Validation Rating Valid for 36 Months
Every 12 Months Recurrent
As long as the crew member is
exercising the TRI privileges.
19 TRE Training and Validation Authorization Valid for 36 Months Every 12 Months Recurrent
As long as the
crew member is exercising the
TRE privileges.
PERSONNEL AND ADMINISTRATIONS RECORDS
20 Passport/Civil ID/Language Certificates/etc
As long as the crew member is
employed by the company.
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LINE FLYING UNDER SUPERVISION RECORD FORM BAe 146 SERIES
Name/3LC: Total Time:
Function: Total Time on Type:
License
Number:
N° Date Instructor Sector
From/To
Left
Hand Seat
Right
Hand Seat
N°
Landing
Total
Time PF PNF PF PNF
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
PILOT Signature
FLIGHT OPERATIONS
MANAGER Signature
CREW TRAINING MANAGER Signature
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LINE CHECK FORM (PF)
Name/3LC: Date:
Function: CDR COP Routes:
Licence Number:
PILOT FLYING (PF)
PRE-FLIGHT S+ S- APPROACH S+ S-
Weather Analysis Procedure
Flight Plan and Fuel Analysis Auto-pilot Operation
Walk-Around Speed Control
Technical Log Altitude Control
Take-off Data and Load Sheet Minima Compliance
Crew Flight Briefing Use of Radio Equipment
Cockpit Set-up Use of Navigation Aids
Start Procedure LANDING S+ S-
Taxi Landing Procedure
Clearance Speed Control
TAKE-OFF S+ S- Use of Reverse Thrust
Briefing Braking Technique
V1, Vr, V2 Compliance AFTER LANDING &
SHUTDOWN S+ S-
Thrust Settings Taxi
Engine Monitoring Procedure and Checklist
CLIMB S+ S- GENERAL & CRM S+ S-
Noise Abatement Procedure Behavior
Flap Retraction Schedule Communication/ATIS
Speed and Altitude Control Aircraft System
Climb Procedure/SID Adherence to SOP
Clearance Compliance Checklists
CRUISE S+ S- Callouts
En route Procedures Knowledge of Emergency
Equipment
Fuel Management Postflight Paperwork
RVSM/BRNAV Procedures Fight Deck Discipline
Weather Management COMMENTS:
DESCENT S+ S-
Briefing
Procedure/STAR
Landing Data
Procedure Compliance
Notes:
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable Page 1 of 3
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LINE CHECK FORM (PNF)
Name/3LC: Date:
Function: CDR COP Routes:
Licence Number:
PILOT NOT FLYING (PNF)
PRE-FLIGHT S+ S- APPROACH S+ S-
Weather Analysis Procedure
Flight Plan and Fuel Analysis Auto-pilot Operation
Walk-around Speed Control
Technical Log Altitude Control
Take-off Data and Load Sheet Minima Compliance
Crew Flight Briefing Use of Radio Equipment
Cockpit Set-up Use of Navigation Aids
Start Procedure LANDING S+ S-
Taxi Landing Procedure
Clearance Speed Control
TAKE-OFF S+ S- Use of Reverse Thrust
Briefing Braking Technique
V1, Vr, V2 Compliance AFTER LANDING &
SHUTDOWN S+ S-
Thrust Settings Taxi
Engine Monitoring Procedure and Checklist
CLIMB S+ S- GENERAL & CRM S+ S-
Noise Abatement Procedure Behavior
Flap Retraction Schedule Communication/ATIS
Speed and Altitude Control Aircraft System
Climb Procedure/SID Adherence to SOP
Clearance Compliance Checklists
CRUISE S+ S- Callouts
En route Procedures Knowledge of Emergency
Equipment
Fuel Management Postflight Paperwork
RVSM/BRNAV Procedures Fight Deck Discipline
Weather Management COMMENTS:
DESCENT S+ S-
Briefing
Procedure/STAR
Landing Data
Procedure Compliance
Notes:
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable Page 2 of 3
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GENERAL COMMENTS
CRM S+ S-
Crew Coordination
Leadership
Communication
OVERALL ASSESSMENT: Proficient Not Proficient
CORRECTIVE TRAINING: Subject/Item:
(For S- grades: a remark form must be filled and attached to this form.)
PILOT INSTRUCTOR/EXAMINER
FLIGHT
OPERATIONS MANAGER
CREW
TRAINING MANAGER
Notes: S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable Page 3 of 3
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TRAINING REMARK FORM
Name: Type of Aircraft:
Rank: Date:
License
Number: Type of Training/Check:
Training Item:
SIGNATURES
PILOT INSTRUCTOR/EXAMINER
FLIGHT
OPERATIONS
MANAGER
CREW TRAINING MANAGER
Notes: S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable
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FLIGHT UNDER SUPERVISION FORM (PF)
Name/3LC: Date:
Function: CDR COP Routes:
Licence Number:
PILOT FLYING (PF)
PRE-FLIGHT S+ S- APPROACH S+ S-
Weather Analysis Procedure
Flight Plan and Fuel Analysis Auto-pilot Operation
Walk-around Speed Control
Technical Log Altitude Control
Take-off Data and Load Sheet Minima Compliance
Crew Flight Briefing Use of Radio Equipment
Cockpit Set-up Use of Navigation Aids
Start Procedure LANDING S+ S-
Taxi Landing Procedure
Clearance Speed Control
TAKE-OFF S+ S- Use of Reverse Thrust
Briefing Braking Technique
V1, Vr, V2 Compliance AFTER LANDING &
SHUTDOWN S+ S-
Thrust Settings Taxi
Engine Monitoring Procedure and Checklist
CLIMB S+ S- GENERAL & CRM S+ S-
Noise Abatement Procedure Behavior
Flap Retraction Schedule Communication/ATIS
Speed and Altitude Control Aircraft System
Climb Procedure/SID Adherence to SOP
Clearance Pompliance Checklists
CRUISE S+ S- Callouts
En route Procedures Knowledge of Emergency
Equipment
Fuel Management Postflight Paperwork
RVSM/BRNAV Procedures Fight Deck Discipline
Weather Management COMMENTS:
DESCENT S+ S-
Briefing
Procedure/STAR
Landing Data
Procedure Compliance
Notes:
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable Page 1 of 3
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FLIGHT UNDER SUPERVISION FORM (PNF)
Name/3LC: Date:
Function: CDR COP Routes:
Licence Number:
PILOT NOT FLYING (PNF)
PRE-FLIGHT S
+ S-
APPROACH
(Control and Monitoring) S+ S-
Weather Analysis Procedure
Flight Plan and Fuel Analysis Auto-pilot Operation
Walk-around Speed Control
Technical Log Altitude Control
Take-off Data and Load Sheet Minima Compliance
Crew Flight Briefing Use of Radio Equipment
Cockpit Set-up Use of Navigation Aids
Start Procedure LANDING
(Control and Monitoring) S+ S-
Taxi Landing Procedure
Clearance Speed Control
TAKE-OFF (Control and Monitoring)
S+
S- Use of Reverse Thrust
Briefing Braking Technique
V1, Vr, V2 Compliance AFTER LANDING &
SHUTDOWN S+ S-
Thrust Settings Taxi
Engine Monitoring Procedure and Checklist
CLIMB (Control and Monitoring)
S+
S- GENERAL S+ S-
Noise Abatement Procedure Behavior
Flap Retraction Schedule Communication/ATIS
Speed and Altitude Control Aircraft System
Climb Procedure/SID Adherence to SOP
Clearance Compliance Checklists
CRUISE (Control and Monitoring)
S+
S- Callouts
En route Procedures Knowledge of Emergency
Equipment
Fuel Management Postflight Paperwork
RVSM/BRNAV Procedures Fight Deck Discipline
Weather Management COMMENTS:
DESCENT (Control and Monitoring)
S+
S-
Briefing
Procedure/STAR
Landing Data
Procedure Compliance
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable Page 2 of 3
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GENERAL COMMENTS
CRM S+ S-
Crew Coordination
Leadership
Communication
OVERALL ASSESSMENT: Proficient Not Proficient
CORRECTIVE TRAINING: Subject/Item:
(For S- grades: a remark form must be filled and attached to this form.)
PILOT INSTRUCTOR/EXAMINER
FLIGHT
OPERATIONS MANAGER
CREW
TRAINING MANAGER
Notes: S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable Page 3 of 3
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SUBJECT ITEMS TRAINING FORM
FUNCTION OR PROCEDURE Instructor’s Initial
FUNCTION OR PROCEDURE Instructor’s Initial
PLANNING AIRCRFT PRE-FLIGHT
CRM WALK AROUND
PUNCTUALITY COCKPIT SAFETY INSPECTION
ATTIRE AIRCRAFT DOCUMENTATION
NAVIGATION LOG SYSTEMS TEST
FUEL PLAN & CALCULATION ATIS/CLEARANCE
JEPPESEN PREPARATION & INTERPRETATION
AIRCRAFT SETUP
NAV AIDS SETUP
NOTAMS TAKE-OFF BRIEFING
AIS, AIC’s FCI’s LOADSHEET
METARS/TAF’s RTOW CHARTS & PERFORMANCE
SIG WX TAKE-OFF DATA CHART
WIND CHARTS WORK RATE & ANTICIPATION
SNOWTAMS (DISCUSS) DE-ICING PROCEDURES (DISCUSS)
PUSH, START & TAXI TAKE-OFF & CLIMB
ENGINE START BLEEDS OFF TAKE-OFF
AFTER START &PRE-DEPARTURE CHECKS TAKE-OFF ROLL
TAXIING ROTATION
CRUISE SPEED CONTROL & ACCELERATION
NAVIGATION &USE OF CHARTS FLAP RETRACTION SCHEDULE
FLIGHT LOG MAINTENANCE AFTER TAKE-OFF CHECKS
USE OF NAV AIDS SID COMPLIANCE
ALTITUDE, HEADING & SPEED CONTROL ALTITUDE AWARENESS
NON HANDLING (VOLMET, ATIS, HANDLING AGENT)
DESCENT/APPROACH
TCAS
APPROACH BRIEF & DESCENT PLANNING DESCENT CHECKS
DRIFT DOWN PROCEDURE DISCUSS DEPRESSURIZATION DISCUSS EMERGENCY DESCENT DISCUSS WX RADAR/EGPWS
PROFILE AWARENESS
SPEED CONTROL
TMA ARRIVAL
STAR
GPS HOLDING PROCEDURE
APPROACH APPROACH CHECKS/NAV AIDS SETUP
FLAP & GEAR SCHEDULE ALTIMETER SETTING
PRECISION APPROACH SPEED CONTROL
NON PRECISION APPROACH LANDING & TAXI
VISUAL APPROACH APPROACH SPEED
COUPLED APPROACH HEIGHT
MANUAL APPROACH CENTERLINE TRACKING
LOW DRAG APPROACH (1) TOUCHDOWN AREA
LOW DRAG APPROACH (2) LANDING & ROLLOUT
LOW DRAG APPROACH (3) BRAKING/REVERSE THRUST
CAT II/III a APPROACH AS APPLICABLE (1) AFTER LANDING CHECKLIST
CAT II/III a APPROACH AS APPLICABLE (2) COCKPIT DEPARTURE & TIDY-UP
CAT II/III a APPROACH AS APPLICABLE (3)
INFORM TRAINING ADMINISTRATION
GO-AROUND DISCUSS
NOTE: Instructors must not initial any part of this record unless absolute proficiency has been displayed by the pilot under training or the topic has been discussed. If unable to assess a pilot under
a particular category, do not initial that category.
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AERODROME AND AREA QUALIFICATION/COMPETENCE, BAe 146 SERIES
THIS IS TO CERTIFY THAT:
Has completed Aerodrome and Area Qualification training to operate as Commander into the
followings Cat B/C aerodromes and Areas indicated below:
AREA DATE SELF BRIEFING (PILOT SIGNATURE)
EUR (Europe)
ERM (Europe and Med)
EUU (Eastern Europe)
MES (Middle East)
AFR (Africa)
CATEGORY B AIRPORTS (ICAO 4LC)
DATE SELF BRIEFING (PILOT SIGNATURE)
OR VISIT (TRI SIGNATURE)
CATEGORY C AIRPORTS
(ICAO 4LC) DATE SPECIAL BRIEFING AND:
Simulator Visit
Simulator Visit
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FAMILIARIZATION TRAINING FOR FLIGHT CREW
Name/3LC: Total Time:
Function: Total Time on Type:
License Number: Aircraft Variant:
N° DATE CAPTAIN
(Name & Signature) FROM TO TOTAL TIME
1
2
3
4
5
6
7
8
9
10
PILOT Signature
CREW TRAINING MANAGER Name and Signature
Note: S+: Satisfactory; S-: Unsatisfactory; N/A: Not Applicable.
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GROUND COURSE ATTENDANCE RECORD
Instructor’s Name: Type of Training:
Date of Training: Type of Aircraft:
Place of Training:
DAY NAME SIGNATURE DURATION
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
INSTRUCTOR’S Name
INSTRUCTOR’S Signature
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TRE TRAINING RECORD
Name/3 LTC:
Type of Aircraft:
License: Total Time on MPA:
OBSERVE UNDER SUPERVISION
PROGRAM DATE TRE LICENSE SIGN
CONDUCT UNDER SUPERVISION
PROGRAM DATE PROGRESS
+S/-S TRE LICENSE
FINAL CHECK
PROGRAM DATE PROGRESS
+S/-S INSTRUCTOR LICENSE
OVERALL ASSESSMENT QUALIFIED NOT QUALIFIED
APPLICANT’S
Signature
EXAMINER’S
Name
EXAMINER’S
Signature
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TRI TRAINING RECORD
Name/3 LTC:
Type of Aircraft:
License: Total Time on MPA:
THEORETICAL TRAINING
PROGRAM DATE PROGRESS +S/-S
INSTRUCTOR SIGN
FLIGHT SIMULATOR TRAINING
PROGRAM DATE PROGRESS +S/-S
INSTRUCTOR LICENSE SIGN
FLIGHT SIMULATOR OPERATION AND PROGRAMMING
PROGRAM DATE PROGRESS
+S/-S INSTRUCTOR LICENSE SIGN
TRAINING UNDER SUPERVISION
PROGRAM DATE PROGRESS
+S/-S INSTRUCTOR LICENSE SIGN
AIRCRAFT TRAINING
PROGRAM DATE PROGRESS
+S/-S INSTRUCTOR LICENSE SIGN
OVERALL ASSESSMENT QUALIFIED NOT QUALIFIED
APPLICANT’S
Signature
EXAMINER’S
Name
EXAMINER’S
Signature
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OPC RECURRENT TRAINING FORM
Name/3LC: Date:
Function: CDR COP Location: A/C SIM
License
Number: Type of Training: REC Others
1. FLIGHT PREPARATION M S+ S-
1.1 Pre-flight
1.2 Performances
1.3 Use of Checklists X
1.4 Engine Start Normal/Abnormal
1.5 Taxiing
2. TAKE-OFF - CLIMB M S+ S-
2.1 Briefing
2.2 Before Take-off Checks X
2.3 Rejected Take-off X
2.4 Engine Failure between V1 and V2 X
2.5 Normal Take-off including MTOM
2.6 Crosswind Take-off
2.7 Low Visibility Take-off
2.8 Standard Climb
3.
FLIGHT MANEUVERS
INCLUDING NORMAL AND ABNORMAL PROCEDURES Minimum of 3 items from the list
M S+ S-
3.1 Engine Systems X
3.2 Pressurization and Airconditioning X
3.3 Pitot/Static System X
3.4 Fuel System X
3.5 Electrical System X
3.6 Hydraulic System X
3.7 Flight Control/Trim/Yaw Damper X
3.8 Anti-Ice System X
3.9 Autopilot/Flight Director X
3.10 Stall Warning System X
3.11 GPWS X
3.12 Nav/Radios Instr/FMS X
3.13 Landing Gear/Brakes X
3.14 Slats/Flaps System X
3.15 APU X
3.16 TCAS X
3.17 RVSM
Continued on Next Page
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4. ABNORMAL AND EMERGENCY PROCEDURES Minimum of 3 items from the list
M S+ S-
4.1 Fire-Engine/APU/Cockpit/Electrical X
4.2 Smoke Control/Removal X
4.3 Engine Failure X
4.4 Windshear at Take-off/Landing X
4.5 Cabin Pressurization Failure/Emergency Descend X
4.6 Incapacitation of Crewmember X
4.7 Evacuation Procedure X
5. INSTRUMENT FLIGHT PROCEDURES M S+ S-
5.1 Adherence to ATC Instructions X
5.2 Approach Briefing
5.3 ILS Approach (F/D or Autopilot) X
5.4 ILS Approach (Manual) X
5.5 ILS Approach to Minima (1 Engine) X
5.6 Non Precision Approach to Minima (NDB,VOR, LOC) X
5.7 Circling
6. MISSED APPROACH PROCEDURES M S+ S-
6.1 1 Engine Go-Around from ILS Min. X
6.2 Go-Around all Engines
6.3 Rejected Landing
7. AIR WORK M S+ S-
7.1 Low/High Speed Maneuvering
7.2 Steep Turns
7.3 Approach to Stall and Recovery
8 LANDING M S+ S-
8.1 Normal Landing
8.2 Landing with Cross Wind
8.3 Landing with One Engine Inoperative X
8.4 Landing with Abnormal Flight Controls
9 R/H Seat qualification CDR M S+ S-
9.1 Engine Failure between V1 and V2 X
9.2 1 Engine Go-Around from ILS Min. X
9.3 Landing with One Engine Inoperative X
10 CRM M S+ S-
10.1 Crew Coordination
10.2 Leadership
10.3 Communication
Continued on Next Page
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OVERALL ASSESSMENT: Proficient Not Proficient
CORRECTIVE TRAINING: Subject/Item:
(For S- grades: a remark form must be filled and attached to this form.)
PILOT’S
Signature
TRI/TRE/SFI/SFE
Name and Signature
Notes:
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable; M: Mandatory items for LPC and OPC only.
INSTRUCTOR’S COMMENTS:
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COMMAND EVALUATION
Name/3LC: Date:
License
Number: Location: A/C SIM
1. FLIGHT PREPARATION S+ S-
1.1 Pre-flight
1.2 Performances
1.3 Use of Checklists
1.4 Engine Start Normal/Abnormal
1.5 Taxiing
2. TAKE-OFF - CLIMB S+ S-
2.1 Briefing
2.2 Before Take-off Checks
2.3 Rejected Take-off
2.4 Engine Failure between V1 and V2
2.5 Normal Take-off including MTOM
2.6 Crosswind Take-off
2.7 Low Visibility Take-off
2.8 Standard Climb
3.
FLIGHT MANEUVERS
INCLUDING NORMAL AND ABNORMAL PROCEDURES Minimum of 3 items from the list
S+ S-
3.1 Engine Systems
3.2 Pressurization and Airconditioning
3.3 Pitot/Static System
3.4 Fuel System
3.5 Electrical System
3.6 Hydraulic System
3.7 Flight Control/Trim/Yaw Damper
3.8 Anti-Ice System
3.9 Autopilot/Flight Director
3.10 Stall Warning System
3.11 GPWS
3.12 Nav/Radios Instr/FMS
3.13 Landing Gear/Brakes
3.14 Slats/Flaps System
3.15 APU
3.16 TCAS
3.17 RVSM
Continued on Next Page
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4. ABNORMAL AND EMERGENCY PROCEDURES
Minimum of 3 items from the list S+ S-
4.1 Fire-Engine/APU/Cockpit/Electrical
4.2 Smoke Control/Removal
4.3 Engine Failure
4.4 Wind-shear at Take-off/Landing
4.5 Cabin pressurization Failure/Emergency Descend
4.6 Incapacitation of Crewmember
4.7 Evacuation Procedure
Continued on Next Page
5. INSTRUMENT FLIGHT PROCEDURES S+ S-
5.1 Adherence to ATC Instructions
5.2 Approach Briefing
5.3 ILS Approach (F/D or Autopilot)
5.4 ILS Approach (Manual)
5.5 ILS Approach to Minima (1 Engine)
5.6 Non Precision Approach to Minima (NDB,VOR, LOC)
5.7 Circling
6. MISSED APPROACH PROCEDURES S+ S-
6.1 1 Engine Go Around from ILS Min.
6.2 Go Around all Engines
6.3 Rejected Landing
7. AIR WORK S+ S-
7.1 Low/High Speed Maneuvering
7.2 Steep Turns
7.3 Approach to Stall and Recovery
8 LANDING S+ S-
8.1 Normal Landing
8.2 Landing with Cross Wind
8.3 Landing with One Engine Inoperative
8.4 Landing with Abnormal Flight Controls
9 R/H Seat qualification CDR S+ S-
9.1 Engine Failure between V1 and V2
9.2 1 Engine Go Around from ILS Min.
9.3 Landing with One Engine Inoperative.
10 CRM S+ S-
10.1 Crew Coordination
10.2 Leadership
10.3 Communication
Continued on Next Page
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OVERALL ASSESSMENT: Proficient Not Proficient
CORRECTIVE TRAINING: Subject/Item:
(For S- grades: a remark form must be filled and attached to this form.)
PILOT’S
Signature
TRE
Name and Signature
Notes:
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable.
INSTRUCTOR’S COMMENTS:
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CABIN CREW TRAINING FORMS
Following are the Forms required for different Cabin Crew Training and Checking activities.
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FAMILIARIZATION FLIGHTS
GENERAL DATA
Name/3 LC:
Nationality:
Date of Birth:
AIRCRAFT TYPE:
No Date Instructor or
SCCM(3 LC)
Sector
From/To Signature
1
2
3
4
5
6
7
8
9
10
CABIN CREW MEMBER Signature
CABIN CREW OFFICER Signature
CREW TRAINING MANAGER Signature
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CABIN CREW OVERALL TRAINING RECORD FORM
GENERAL DATA
Name:
Surname:
Date of Birth:
PERSONAL DATA
NAME
LAST NAME
FATHER’S NAME
NATIONALITY
DATE OF BIRTH
MARITAL STATUS
I/D Nr
PASSPORT Nr
AIRPORT I.D. Nr
COMPANY CARD Nr
ATTESTATION REF. No
CURRENT ADDRESS
TEL. CONTACTS
FORMAL EDUCATION
FOREIGN LANGUAGES
AIRLINE QUALIFICATIONS
CABIN CREW QUALIFICATIONS
MEDICAL CLASS II-EXPIRY DATE
AIRCRAFT QUALIFICATIONS
INITIAL TRAINING
CRM TRAINING
FIRST AID TRAINING
DANGEROUS GOODS TRAINING
PROFESSIONAL EXPERIENCE
TYPE RATED OPERATOR EXPERIENCE QUALIFICATION
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INFLIGHT CHECK RECORD FORM
GENERAL DATA
3LC: Aircraft Type:
Name: Date:
Qualifications: Flight No.:
Initial Training: Position:
Recurrent Training: Check Cabin Crew Member(3LC):
A. BRIEFING GRADE
1.Punctuality
2.Up-to-date CAM
3.Required documents /equipments
4.Current on new procedures
Flight preparation
B. PRE-FLIGHT GRADE
1.Emergency equipment check
2.Servise equipment check
3.Galley preparation
4.Boarding procedure
C. DURING FLIGHT GRADE
1.Emergency in-flight procedures
2.Knowledge of service flow
3.Cart set up
4.Clean and tidy worker
5.Cart / MEP restoring
6.Duty free
7.Required paper
8.P.A. announcements
D. GENERAL GRADE
1.Appearance, grooming
2.Teamwork
3.Passenger contact
4.Respect of hierarchy
5.Conduct / appearance while off aircraft
6.Leadership / direction / planning (CCA/CC)
CABIN CREW MEMBER Signature
CABIN CREW OFFICER Signature
CREW TRAINING MANAGER Signature
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OPERATIONS PERSONNEL TRAINING FORMS
Following are the Forms required for different Cabin Crew Training and Checking activities.
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OPERATIONS PERSONNEL OTHER THAN CREW MEMBERS TRAINING RECORD FORM
GENERAL DATA
Name: Previous Type of Aircraft:
License No.:
Company Type of Aircraft:
GROUND SCHOOL
Course Date Instructor Signature
Operations Manual
Dangerous Goods
Security
Safety
Quality
Flight Planning System
Weight and Balance
OM Part (s) Issue A C Q AOM
ID Card Issue
TRAINEE’S
Signature
CREW TRAINING MANAGER
Signature
FLIGHT OPERATIONS MANAGER
Signature
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CERTIFICATE OF TRAINING COMPLETION
Following is the Generic Form used for certification of training provided for all Astra Airlines
personnel.
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TABLE OF CONTENTS 1.0 DANGEROUS GOODS TRAINING 3 1.0.1 GENERAL 3 1.0.2 DEFINITION 3 1.1 APPROVAL 5 1.2 POLICY ON THE TRANSPORT OF DANGEROUS GOODS 7 1.2.1 GENERAL 7 1.2.2 EXEMPTIONS 7 1.2.3 VETERINARY EQUIPMENT 7 1.3 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW 9 1.3.1 CREW/PASSENGER LUGGAGE 9 1.3.2 EXCEPTIONS 9 1.3.3 MEDICAL EQUIPMENT 9 1.3.4 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW 9 1.3.5 DANGEROUS GOODS QUICK REFERENCE GUIDE (DGR 2.3 A) 12 1.3.6 STATE OF ORIGIN 16 1.3.7 COMPLIANCE 16 1.3.8 MEASURES TO BE TAKEN TO AVOID TRANSPORT OF FORBIDDEN GOODS 16 1.3.9 LABELS 16 1.3.9.1 Notification Labels 17 1.3.10 GUIDANCE ON THE REQUIREMENTS FOR ACCEPTANCE, LABELLING,
HANDLING, STOWAGE AND SEGREGATION OF DANGEROUS GOODS 20 1.3.10.1 Ground Handling Agent 20 1.3.10.2 Acceptance and inspection of Dangerous Goods 20 1.3.10.3 Before loading/unloading 20 1.3.10.4 Transportation of Dangerous Goods in a cabin occupied of passengers 20 1.3.10.5 Transportation in Cargo Aircrafts only 20 1.3.10.6 Loading, Stowage and Securing 20 1.3.10.7 Information to the Commander 21 1.4 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS 25 1.4.1 IN-FLIGHT EMERGENCY 25 1.4.2 DANGEROUS GOODS DOCUMENTATION ON BOARD 25 1.4.3 SPECIAL NOTIFICATION REQUIREMENTS IN THE EVENT OF AN
ACCIDENT OR OCCURRENCE INVOLVING DANGEROUS GOODS 25 1.4.4 REPORTING 25 1.4.5 DUTIES OF ALL PERSONNEL INVOLVED 29 1.4.5.1 Safety 29 1.4.5.2 Dangerous Goods Awareness Training (EU-OPS1.220) 29 1.4.5.3 Course Schedule 30 1.4.5.4 Instructors 30 1.4.5.5 Review 30 1.4.5.6 Checking Requirements 30 1.4.5.7 Dangerous Goods Training Syllabus 30 1.4.6 SECURITY TRAINING 31 1.4.7 HANDLING AGENTS AND OTHER SUBCONTRACTORS 31 1.4.8 ASTRA AIRLINES POLICY 31 1.4.9 COURSE SCHEDULE 31 1.4.10 INSTRUCTORS 31 1.4.11 REALISATION 31 1.4.12 SYLLABUS 32 © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.5 INSTRUCTIONS ON THE CARRIAGE BY EMPLOYEES OF ASTRA AIRLINES 33 1.5.1 CARRYING EMPLOYEES 33 1.6 CARRIAGE OF WEAPONS AND AMMUNITION 35 1.6.1 GENERAL 35 1.6.2 DEFINITION 35 1.6.3 CARRIAGE OF WEAPONS AND MUNITIONS OF WAR 35 1.6.4 CARRIAGE OF SPORTING WEAPONS, FIREARMS AND AMMUNITION 35 1.6.4.1 General 35 1.6.4.2 Arms 35 1.6.4.3 Ammunition 35 1.6.4.4 Police Officers and Body Guards on Duty 36 1.6.4.5 Additional instructions for Astra Airlines crew members 36 © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.0 DANGEROUS GOODS TRAINING 1.0.1 GENERAL Dangerous goods must never be carried as checked nor unchecked baggage by passenger or crew. Passengers failing to comply with these rules not only put themselves and everyone else in danger but are committing a criminal offence which may result in prosecution. Sometimes passengers insist on carrying dangerous goods as unchecked or checked baggage because the goods is the reason for their travel, Such passengers may even try to approach the Commander directly or through station supervisors to obtain exceptional acceptance. The Commander has, however no authority to accept such dangerous goods at all. Carriage of dangerous goods onboard aircraft is regulated by national legislation based on ICAO provisions. The IATA Dangerous Goods Regulations are published by the IATA Dangerous Goods Board pursuant to IATA Resolutions 618 and 619 and constitute a manual of industry carrier regulations to be followed by all IATA Member airlines. This edition of the IATA Regulations is based on the requirements of Annex 18 to the Convention on International Civil Aviation (Chicago, 1944) and the 2001-2002 Edition of the associated Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284-AN/905) adopted by the Council of ICAO and published by ICAO. Annex 18 to the Chicago Convention and the associated Technical Instructions for the Safe Transport of Dangerous Goods by Air are recognised as the sole authentic legal source material in the air transport of dangerous goods. Consequently, any additional or explanatory material added by IATA does not form part of the authentic text of the ICAO Technical Instructions and does not have the same legal force. In developing its Regulations, IATA has drawn on its extensive experience to give special attention to the format and wording of these Regulations to make this a readily understandable and easy-to-use manual. There are certain differences between the IATA and ICAO regulations which stem from operational considerations and result in a regulatory regime which is necessarily more restrictive than the ICAO requirements. 1.0.2 DEFINITION Dangerous goods are articles and substances which may be a risk to health, safety and property when transported by air. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.1 APPROVAL Astra Airlines is not authorised for transportation of Dangerous Goods. However the company have the option to apply for approval from the authority to transport Dangerous Goods from time to time, thus some of the instruction in this Section may seem to cover more than the “NON PERMANENT APPROVAL” requires. Basic requirement for transportation of dangerous goods is the permanent approval by the authority which will be reflected on the Air Operator's Certificate. Procedures must be at hand to ensure the safe handling of dangerous goods at all stages of air transport. Adequate training must have been given to all staff who is either engaged in the transport of dangerous goods or who may come into contact with them during their duties. The operator is responsible that only those dangerous goods will be transported which are labelled and marked according to the IATA/ICAO regulations. Passengers should be informed in such a manner that they are warned as to the types of dangerous goods that must not be taken on board an aero plane. Warning notices and/or placards should be prominently displayed at ticket- and check in counters, in boarding areas and baggage claim areas. The ticket should also contain a warning on the ticket itself, on the ticket wallet or on a leaflet. This passenger information may include reference to those dangerous goods which may be carried on board an aero plane. Pictographs may be used in addition or as an alternative to providing written information. The commander must be provided with written information according to the Technical Instructions about the dangerous goods carried on the flight. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 2 Jan. 2012
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1.2 POLICY ON THE TRANSPORT OF DANGEROUS GOODS
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1.3 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW 1.3.1 CREW/PASSENGER LUGGAGE Dangerous Goods are not allowed to be carried in or as passenger or crew baggage or carry-on baggage except as otherwise provided in the table “Provisions for Dangerous goods carried by passengers or crew”. 1.3.2 EXCEPTIONS It is permitted to carry those articles and substances which would otherwise be classified as dangerous goods and which are listed in the table on the next page. Items listed below are also allowed for carriage on board: • Articles and substances carried as catering or cabin service supplies • Veterinary aid or substances for putting animals to sleep humanely. • Only with authorisation by the company. • Gaseous oxygen or air in small cylinders for medical purpose • A self inflatable life jacket with a small CO 2 cylinder. For quick reference the table below may be used. 1.3.3 MEDICAL EQUIPMENT An approval is not required for dangerous goods which are carried in flight for medical aid for a patient, such as gas cylinders, drugs, medicines, other medical material (e.g. sterilising wipes) and wet cell or lithium batteries, providing: 1) the gas cylinders have been manufactured specifically for the purpose of containing and
transporting that particular gas; 2) the drugs and medicines and other medical matter are under the control of trained personnel
during the time when they are in use; 3) the equipment containing wet cell batteries is kept and, when necessary secured, in an
upright position to prevent spillage of the electrolyte; and 4) proper provision is made to stow and secure all the equipment during take-off and landing
and all other times when deemed necessary by the commander in the interests of safety. These dangerous goods may also be carried on a flight made by the same aeroplane to collect a patient or after that patient has been delivered when it is impracticable to load or unload the goods at the time of the flight on which the patient is carried. NOTE: The dangerous goods carried may differ from those identified above due to needs of the
patient. They are not those which are a part of the normal equipment of the aeroplane. 1.3.4 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW An approval is not required for those dangerous goods which, according to the IATA DGR, can be carried by passengers or crew members; these are: (a) Alcoholic beverages not exceeding 70% alcohol by volume, when packed in receptacles of
less than 5 litres. (b) Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, perfumes,
medicines containing alcohol); and, in checked baggage only, aerosols which are non-flammable, non-toxic and without subsidiary risk, when for sporting or home use. The net quantity of each single article must not exceed 0.5 litres or 0.5 kg and the total net quantity of all articles must not exceed 2 litres or 2 kg.
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(c) Safety matches or a lighter for the person’s own use and when carried on him. ‘Strike
anywhere’ matches, lighters containing unabsorbed liquid fuel (other than liquefied gas), lighter fuel and lighter refills are not permitted.
(d) A hydrocarbon gas powered hair curler, providing the safety cover is securely fitted over the heating element, gas refills are not permitted.
(e) Small carbon dioxide gas cylinders worn for the operation of mechanical limbs and spare cylinders of similar size if required to ensure an adequate supply for the duration of the journey.
(f) Radio isotopic cardiac pacemakers or other devices (including those powered by lithium batteries) implanted in a person, or radio-pharmaceuticals contained within the body of a person as a result of medical treatment.
(g) A small medical or clinical thermometer containing mercury, for the person’s own use, when in its protective case.
(h) Dry ice, when used to preserve perishable items, providing the quantity of dry ice does not exceed 2 kg and the package permits the release of the gas. Carriage may be in carry-on (cabin) or checked baggage, but when in checked baggage Astra Airlines agreement is required.
(i) When carriage is allowed by Astra Airlines, small gaseous oxygen or air cylinders for medical use.
(j) When carriage is allowed by Astra Airlines, a small carbon dioxide cylinder fitted into a self-inflating life-jacket and a spare cylinder.
(k) When carriage is allowed by Astra Airlines, wheelchairs or other battery-powered mobility aids with non-spillable batteries, providing the equipment is carried as checked baggage. The battery must be securely attached to the equipment, be disconnected and the terminals insulated to prevent accidental short circuits.
(l) When carriage is allowed by Astra Airlines, wheelchairs or other battery-powered mobility aids with spill able batteries, providing the equipment is carried as checked baggage. When the equipment can be loaded, stowed, secured and unloaded always in an upright position, the battery must be securely attached to the equipment, be disconnected and the terminals insulated to prevent accidental short circuits. When the equipment cannot be kept upright, the battery must be removed and carried in a strong, rigid packaging, which must be leak-tight and impervious to battery fluid. The battery in the packaging must be protected against accidental short circuits, be held upright and be surrounded by absorbent material in sufficient quantity to absorb the total liquid contents. The package containing the battery must have on it ‘Battery wet, with wheelchair’ or ‘Battery wet, with mobility aid’, bear a ‘Corrosives’ label and be marked to indicate its correct orientation. The package must be protected from upset by secure in the cargo compartment of the aeroplane. The commander must be informed of the location of a wheelchair or mobility aid with an installed battery or of a packed battery.
(m) When carriage is allowed by Astra Airlines, cartridges for sporting weapons, providing they
are in Division 1.4S (see Note), they are for that person’s own use, they are securely boxed and in quantities not exceeding 5 kg gross mass and they are in checked baggage. Cartridges with explosive or incendiary projectiles are not permitted.
NOTE: Division is a classification assigned to an explosive. It refers to cartridges which are packed or
designed so that any dangerous effects from the accidental functioning of one or more cartridges in a package are confined within the package unless it has been degraded by fire, when the dangerous effects are limited to the extent that they do not hinder fire fighting or other emergency response efforts in the immediate vicinity of the package. Cartridges for sporting use are likely to be within Division 1.4S.
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(n) When carriage is allowed by Astra Airlines, a mercurial barometer in carry-on (cabin) baggage
when in the possession of a representative of a government weather bureau or similar official agency. The barometer must be packed in a strong packaging having inside a sealed inner liner or bag of strong leak-proof and puncture resistant material impervious to mercury closed in such a way as to prevent the escape of mercury from the package irrespective of its position. The commander must be informed when such a barometer is to be carried.
(o) When carriage is allowed by Astra Airlines, heat producing articles (i.e. battery operated equipment, such as underwater torches and soldering equipment, which if accidentally activated will generate extreme heat which can cause a fire), providing the articles are in carry-on (cabin) baggage. The heat producing component or energy source must be removed to prevent accidental functioning.
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1.3.5 DANGEROUS GOODS QUICK REFERENCE GUIDE (DGR 2.3 A)
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1.3.6 STATE OF ORIGIN In addition to the approval referred to in 8.4.1, an exemption is required from all the States concerned when the IATA DGR indicates that the dangerous goods are forbidden for transport in normal circumstances; and an approval is required from the State of origin when the IATA DGR indicates they may only be transported with such an approval. The "States concerned" are those of origin, transit, over flight and destination of the consignment and that of the operator, although for some packages of radioactive materials the State of over flight is not concerned; and the "State of origin" is the State where the dangerous goods were first loaded on an aeroplane. 1.3.7 COMPLIANCE Dangerous goods carried in accordance with an exemption or approval issued under ICAO regulations must comply with the conditions on the exemption or approval, as well as those on the permanent approval unless these have been varied by the exemption or further approval. 1.3.8 MEASURES TO BE TAKEN TO AVOID TRANSPORT OF FORBIDDEN GOODS The IATA DGR identify some dangerous goods as being forbidden for transport under any circumstances and all reasonable measures must be taken to ensure these are not carried. 1.3.9 LABELS Packages containing dangerous goods can be identified by labels; when these labels or similar ones are seen on items not identified as containing dangerous goods it is often an indication that they do contain such goods. The labels indicate the hazard of the goods by their class or division; these are. Class 1 – Explosives generally not permitted on an aeroplane (with bomb symbol) Class 1 – Explosives usually permitted on an aeroplane (without bomb symbol) Division 2.1 – Flammable gases Division 2.2 – Non-flammable, non-toxic gases Division 2.3 – Toxic gases Class 3 – Flammable liquids Division 4.1 – Flammable solids Division 4.2 – Spontaneously combustible substances Division 4.3 – Water reactive substances Division 5.1 – Oxidising substances Division 5.2 – Organic peroxides Division 6.1 – Toxic substances Division 6.2 – Infectious substances Class 7 – Radioactive materials Class 8 – Corrosive substances Class 9 – Miscellaneous dangerous goods
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1.3.9.1 Notification Labels
HAZARD LABELS
CLASS 1. EXPLOSIVES 1.1 1.4 1.5 1.6
CLASS 2. GASES 2.1 2.2 2.3
CLASS 3 FLAMMABLE LIQUIDS
CLASS 4 FLAMMABLE SOLIDS 4.1 4.2 4.3
CLASS 5 OXIDIZING SUBSTANCE 5.1 5.2 5.2 ORGANIC PEROXIDE
CLAS 6 TOXIC SUBSTANCE 6.1 INFECTIOUS SUBSTANCE 6.2 © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
Dangerous
When Wet
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CLASS 7 RADIOACTIVE CAT I CAT II CAT III MATERIAL
CLASS 8 CORROSIVE
CLASS 9 MISCELLANEOUS
HANDLING LABELS
CAO (Cargo Aircraft Only)
ORIENTATION ORIENTATION
MAGNETIZED MATERIAL CRYOGENIC LIQUID © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 2 Jan.2012
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KEEP AWAY FROM HEAT _________________________________________________________________________________
OTHER LABELS MOBILITY AID LABEL DRY ICE BAGGAGE TAG © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.3.10 GUIDANCE ON THE REQUIREMENTS FOR ACCEPTANCE, LABELLING, HANDLING, STOWAGE AND SEGREGATION OF DANGEROUS GOODS 1.3.10.1 Ground Handling Agent In practice a ground handling agent may carry out some or all of the procedures for processing dangerous goods for air transport and nothing herein is intended to prevent this. A ground handling agent must be provided with sufficient information to enable these procedures to be auctioned. 1.3.10.2 Acceptance and inspection of Dangerous Goods Before dangerous goods are only accepted by Astra Airlines when they are packed and labelled as provided in the IATA DGR and the ICAO TI and when they are accompanied by the required documentation. An inspection and acceptance check according to the DG acceptance checklist is always carried out in order to determine that all appropriate requirements are fulfilled and that no package is damaged or leaking. Otherwise the package is not accepted for transportation. 1.3.10.3 Before loading/unloading Before dangerous goods are loaded on an aeroplane and after unloading from an aeroplane of Astra Airlines, packages, over packs and freight containers must be inspected for evidence of damage or leakage, as required by the IATA DGR. Leaking or damaged packages, over packs or freight containers must not be loaded onto an aeroplane. If there is evidence of damage or leakage or contamination, the procedures set down in the IATA DGR must be followed. 1.3.10.4 Transportation of Dangerous Goods in a cabin occupied of passengers Dangerous goods must not be carried in the cabin of an aeroplane occupied by passengers or on the flight deck, except as provided for in the IATA DGR. 1.3.10.5 Transportation in Cargo Aircrafts only Dangerous goods identified as suitable for transport only on a cargo aircraft must not be carried on an aeroplane on which passengers are being carried. In this context ‘passenger’ excludes a crew member, a Sky Wing’s employee, an authorised representative of an Authority and a person with duties in respect of a particular shipment of dangerous goods or other cargo on board. 1.3.10.6 Loading, Stowage and Securing Dangerous goods must be loaded, stowed and secured on an aeroplane as required by the IATA DGR. This includes segregating packages from each other when they contain incompatible dangerous goods, securing packages to ensure their orientation or position does not change to the extent that they may be damaged or affect passengers and, on a cargo aircraft, loading certain packages so they are accessible in flight. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.3.10.7 Information to the Commander The commander of the aeroplane on which dangerous goods are to be carried must be informed before the flight of those dangerous goods, as provided for in the IATA DGR. This information must be on a dedicated form and include: • The proper shipping name and UN number (when assigned). • The class or division, any identified subsidiary risks and, for explosives, the Compatibility Group. • The packing group (when assigned). • The number of packages, net quantity or gross mass per package. • Loading location; and • Confirmation there is no evidence of damaged or leaking packages. • Whether the package must be carried on cargo aircraft only. • The aerodrome at which the package(s) is to be unloaded and • An indication that the dangerous goods are being carried under a state exemption(where
applicable). NOTE: This includes information about dangerous goods loaded at a previous departure point and which are to be carried on the subsequent flight. The written information to the commander must be readily available to him during flight.\the information to the commander must also include confirmation that there is no evidence that any damaged or leaking packages have been loaded on the aircraft. A legible copy of the information to the pilot-in-command must be retained on the ground. This copy must have an indication on it or with it that the pilot-in-command has received the information. The copy, or the information contained in it must be readily accessible to the airport of last departure and next scheduled arrival, until after the flight to which the information refers. In the event of the information to the pilot-in-command being of such a size as to make in flight radiotelephony transmission in practicable in emergency situation, a summary information should also be provided by the operator, containing at least the quantities and class or division of dangerous goods in each cargo compartment. Form “Dangerous Goods Notification to Commander” on next page. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.4 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS 1.4.1 IN-FLIGHT EMERGENCY If an in-flight emergency occurs and the situation permits, the commander must inform the appropriate Air Traffic Services Unit of any dangerous goods on board the aeroplane. This information must include the proper shipping name, the class/division and identified subsidiary risks, the compatibility group for explosives, the quantity and the location on board. 1.4.2 DANGEROUS GOODS DOCUMENTATION ON BOARD For those dangerous goods for which a dangerous goods transport document is required, the commander of an aeroplane carrying such goods must be provided with information which can be used on board to assist in planning the response to an emergency arising in-flight involving the dangerous goods. This information can be provided by the ‘Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods’ (Doc 9481), which is published by the ICAO or by another document giving similar information. 1.4.3 SPECIAL NOTIFICATION REQUIREMENTS IN THE EVENT OF AN ACCIDENT OR OCCURRENCE INVOLVING DANGEROUS GOODS If an aeroplane which is carrying dangerous goods is involved in an accident, information about the dangerous goods on board must be sent to the State where the accident occurred as soon as possible. If an aeroplane which is carrying dangerous goods is involved in an incident, information about the dangerous goods on board must be sent to the State where the incident occurred when they request it. The information must be sufficient to enable any hazards created by the dangerous goods to be minimised and should include: a) the proper shipping name, b) UN number (if assigned), c) class/division, d) any identified subsidiary risks, e) the compatibility group for explosives, and f) the quantity and the location of the dangerous goods on the aeroplane. 1.4.4 REPORTING In the event of a dangerous goods accident or dangerous goods incident occurring, a report must be sent to the Authority within 72 hours, unless exceptional circumstances prevent this. Any type of accident or incident must be reported irrespective of whether the dangerous goods are in cargo, mail, passengers' baggage or crew baggage. The initial report may be made by any means but a written report must be made as soon as possible. It must contain all the information known at the time of compilation, including: g) The date, location, flight number and flight date (when these are applicable) h) The reference number of the Air Waybill, Baggage Tag, Ticket, etc. i) A description of the goods, including the proper shipping name, UN number (when
applicable), class/division, any identified subsidiary risks. j) The type of packaging and the type of packaging specification marking (when applicable) and
the quantity involved. k) The name and address of the shipper, passenger, etc, l) The suspected cause of the accident or incident. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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m) The action taken, if any. n) Any other reporting action taken. o) Any other relevant details and p) The names, title, address and contact number of the person making the report. q) Copies of the relevant documents and of any photographs taken must be attached to the
report. In addition to occurrences mentioned above, a report has to be made to the local Authority in the case of: r) Undeclared Dangerous Goods s) Mist-declared Dangerous Goods © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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ΑΝΑΦΟΡΑ ΣΥΜΒΑΝΤΟΣ ΕΠΙΚΙΝ∆ΥΝΩΝ ΥΛΙΚΩΝ DGOR No:
Η χρήση του εντύπου αυτού καλύπτει τις απαιτήσεις που απορρέουν από το OPS 1.1225 και OPS 3.1225. ∆είτε τις Παρατηρήσεις στην 2η σελίδα. Τα τετραγωνίδια 4-9 & 16-24, πρέπει να συµπληρώνονται µόνο στις περιπτώσεις εκείνες που αυτά έχουν εφαρµογή. 1. Αεροµεταφορέας: Operator:
2. Ηµεροµηνία Συµβάντος: Date of occurrence
3. Τοπική ώρα του συµβάντος Local time of occurrence:
4. Ηµεροµηνία Πτήσεως: Flight Date
5. Αριθµός Πτήσης: Flight no
6. Αερολιµένας αναχώρησης: Departure airport:
7. Αερολιµένας Προορισµού: Destination Airport
8. Τύπος Αεροσκάφους Aircraft type:
9. Σήµατα Εθνικότητας & Νηολόγησης: Aircraft Registration
10. Τόπος Συµβάντος (Location of occurrence):
11. Προέλευση των υλικών Origin of the goods:
12. Περιγραφή του συµβάντος, µε λεπτοµέρειες σχετικά µε τραυµατισµούς, ζηµιές, κλπ. Αν χρειασθεί περισσότερος χώρος συνεχίστε στην πίσω σελίδα. Description of the occurrence, including details of injury, damage, etc (if necessary continue on the reverse of this form):
13. Ειδική Ονοµασία Αποστολής (περιλαµβανοµένης και της τεχνικής ονοµασίας) Proper shipping name (including the technical name):
14. Αριθµός UN/ID (όταν είναι γνωστός) : UN/ID Νο (when known)
15. Τάξη/ Υποδιαίρεση Class/division (when known):
16. ∆ευτερεύουσα Επικινδυνότητα Subsidiary risk(s):
17. Οµάδα Συσκευασίας Packing group
18. Κατηγορία (µόνο για ΥλικάΤάξης 7) Category, (class 7 only)
19. Τύπος Συσκευασίας: Type of packaging:
20. Σήµανση προδιαγραφών συσκευασίας Packaging spec. marking:
21. Αριθµός Συσκευασιών No of packages:
22. Ποσότητα (ή transport index αν έχει εφαρµογή): Quantity (or, ΤΙ if applicable):
23. Αριθµός Παρασταστικού/Φορτωτικής (Reference no of Air Waybill)
24. Αριθµός ταχυδροµικού σάκκου, εισιτηρίου επιβάτη, αυτοκόλητης ταινίας αποσκευής Reference no of courier pouch, baggage tag, or passenger ticket:
25. Όνοµα και ∆ιεύθυνση του αποστολέα, πράκτορα, επιβάτη , κλπ : Name and address of shipper, agent, passenger, etc:
26. Άλλες σχετικές πληροφορίες (περιλαµβανοµένης της πιθανής αιτίας και των ενεργειών στις οποίες έχουµε προβεί) Other relevant information (including suspected cause, any action taken): 27. Όνοµα και τίτλος του ατόµου που συνέταξε την αναφορά : Name and title of person making report:
28. Αριθµός Τηλεφώνου: Telephone no:
29. Εταιρεία: Company:
30. Στοιχεία αναφέροντος : Reporters ref:
31. ∆ιεύθυνση: Address:
32. Υπογραφή: Signature: 33. Ηµεροµηνία: Date:
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Σελ. Περιγραφή του συµβάντος (συνέχεια από την προηγούµενη σελίδα) Description of the occurrence (continuation):
ΠΑΡΑΤΗΡΗΣΕΙΣ 1. Κάθε τύπος συµβάντος που έχει σχέση µε επικίνδυνα υλικά πρέπει να αναφέρεται, ανεξάρτητα του
αν τα υλικά αυτά περιέχονται σε φορτίο, ταχυδροµείο ή αποσκευή επιβάτη. 2. Ατύχηµα µε επικίνδυνα υλικά είναι το περιστατικό που σχετίζεται µε την µεταφορά επικινδύνων υλικών,το οποίο έχει σαν αποτέλεσµα τον θανάσιµο ή τον σοβαρό τραυµατισµό προσώπου ή την πρόκληση µείζονος υλικής ζηµίας.Για τον λόγο αυτό, σοβαρός τραυµατισµός είναι ο τραυµατισµός που υφίσταταται ένα άτοµο συνεπεία ατυχήµατος, και ο οποίος:α) απαιτεί νοσηλεία πέραν των 48 ωρών, αρχοµένης εντός 7 ηµερών από την ηµέρα εκδηλώσεως του τραυµατισµού, ή (β) προκαλεί κάταγµα οποιουδήποτε οστού (εκτός των δακτύλων χεριού/ποδιών ή της µύτης) ή (γ) προκαλεί πληγές που προκαλούν εκτεταµένες αιµορραγίες και ζηµιά στους τένοντες, νεύρα και µυς, ή (δ) προκαλούν βλάβη σε κάποιο
εσωτερικό όργανο, ή (ε) προκαλούν δευτέρου και τρίτου βαθµού εγκαύµατα, ή εγκαύµατα που που προσβάλλουν περισσότερο από το 5% της επιφάνειας τους σώµατος, ή (στ) οδηγεί σε διακριβωµένη έκθεση σε µολυσµατικές ουσίες ή σε επιβλαβή για την υγεία ραδιενέργεια. Ένα ατύχηµα επικινδύνων υλικών µπορεί να είναι επίσης και αεροπορικό ατύχηµα. Στην περίπτωση αυτή θα πρέπει να ακολουθηθεί η συνήθης διαδικασία αναφοράς αεροπορικών ατυχηµάτων.
3. Συµβάν µε επικίνδυνα υλικά, καλείται το περιστατικό εκείνο το οποίο είναι διάφορο του ατυχήµατος µε επικίνδυνα υλικά, το οποίο έχει σχέση µε την µεταφορά επικινδύνων υλικών, και το οποίο δεν λαµβάνει χώρα αποκλειστικά εν πτήσει και έχει σαν αποτέλεσµα τον τραυµατισµό προσώπου, την πρόκληση υλικών ζηµιών, πυρκαϊά, θραύση, διαρροή υγρού ή την ακτινοβολία ή κάποια ένδειξη που να υποδηλώνει την µη διατήρηση της συσκευασίας σε καλή κατάσταση. Κάθε περιστατικό που έχει σχέση µε την µεταφορά των επικινδύνων υλικών που θέτει σε σοβαρό κίνδυνο το α/φος ή τους επιβαίνοντες σε αυτό, θεωρείται επίσης ότι συνιστά ένα συµβάν επικινδύνων υλικών.
4. Αυτό το έντυπο πρέπει επίσης να χρησιµοποιείται για να αναφερθεί κάθε περίπτωση κατά την οποία ανακαλύπτονται αδήλωτα ή δηλωθέντα λανθασµένα επικίνδυνα υλικά ή σε ασυνόδευτη αποσκευή, στο φορτίο του α/φους, το ταχυδροµείο ή όταν µια συνοδευόµενη αποσκευή περιέχει επικίνδυνα υλικά τα οποία οι επιβάτες ή το πλήρωµα δεν επιτρέπεται να φέρουν επί του α/φους.
5. Εντός 72 ωρών από την εκδήλωση του συµβάντος, θα πρέπει να αποσταλεί µια αρχική αναφορά αρµοδία αρχή του κράτους (α) του αεροµεταφορέα, και (β) του συµβάντος , εκτός από καταστάσεις τέτοιες που καθιστούν αδύνατη την αποστολή αυτή. Το παρόν έντυπο αναφοράς συµβάντος, καταλλήλως συµπληρωµένο, θα πρέπει ναν αποστέλλεται το συντοµότερο δυνατόν, ακόµη και όταν δεν είναι διαθέσιµες όλες οι πληροφορίες
6. Αντίγραφα όλων των σχετικών εγγράφων και τυχόν φωτογραφικό υλικό, πρέπει να επισυναφθούν στην παρούσα αναφορά
7. Κάθε επί πλέον πληροφορία ή πληροφορία που δεν περιλαµβάνεται στην αρχική αναφορά, πρέπει να διαβιβάζεται στις αρχές που αναφέρονται στην (5) ανωτέρω.
8. Με την προϋπόθεση τήρησης των ορων ασφαλείας, όλα τα επικίνδυνα υλικά, οι συσκευασίες, τα έγγραφα,κλπ, που έχουν σχέση µε το συµβάν, πρέπει να δεσµεύονται µέχρι την αποστολή της αρχικής αναφοράς στις Κρατικές Αρχές που αναφέρονται στην (5) ανωτέρω, και εφόσον αυτές εκδηλώσουν την επιθυµία τους για την συνέχιση ή µη της δέσµευσης των αποδεικτικών αυτών στοιχείων.
9. Το έντυπο αυτό καταλλήλως συµπληρωµένο και υπογεγραµµένο, διαβιβάζεται στο ΤµήµαΠτητικής Λειτουργίας Α/φών/ Γραφείο Συντονιστή Επικινδύνων Υλικών της ΥΠΑ/∆2.
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1.4.5 DUTIES OF ALL PERSONNEL INVOLVED 1.4.5.1 Safety The duties of all personnel involved are to ensure that:
• Dangerous goods are correctly identified.
• The provisions concerning passengers and dangerous goods are complied with.
• All necessary approvals are held.
• Acceptance procedures for dangerous goods are carried out as required by the IATA DGR.
• Inspection procedures during the processing of dangerous goods for transport are carried out as required by the IATA DGR.
• Action is taken if packages of dangerous goods are found damaged or leaking during processing for transport.
• Dangerous goods are loaded, segregated, stowed and secured on an aeroplane in accordance with the IATA DGR.
• Written information is provided to the commander of an aeroplane about dangerous goods loaded on board.
• If an in-flight emergency occurs and the situation permits, information is passed to the appropriate Air Traffic Services Unit.
• If there is an aircraft incident or accident, information is passed to the State where the incident or accident occurred, as required by the IATA DGR.
• If there is a dangerous goods incident or accident a report is made to the appropriate Authority.
1.4.5.2 Dangerous Goods Awareness Training (EU-OPS1.220) Basic/Recurrent Training All personnel who are engaged in general cargo handling must have received training to carry out their duties in respect of dangerous goods. As a minimum this training must cover the areas identified in the COM part D, and be to a depth sufficient to ensure that awareness is gained of the hazards associated with dangerous goods and how to identify such goods. Refresher training take place every two years. Survey of the Training The following personnel is considered to be involved in the company cargo handling:
• All personnel involved in accepting and booking of flights;
• Crew members;
• Passenger handling staff; and
• Other personnel employed by the company who is involved in the loading and unloading of cargo.
Operator who deal with the screening of passengers and their baggage, have received training which, as a minimum, must cover the areas identified in Column 2 of Table 1 and be to a depth sufficient to ensure that an awareness is gained of the hazards associated with dangerous goods, how to identify them and what requirements apply to the carriage of such goods by passengers. The audit procedure, which is the responsibility of the Quality Manager, assures that such training is performed and documented by the subcontractor. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.4.5.3 Course Schedule The course covers 6 hours for Flight deck crew and Operations Personnel and 4 hours for cabin crew. In addition computer-based training (CBT) is used as a part of training, plus self-study of the course documentation is required, prior to the lesson. 1.4.5.4 Instructors Astra Airlines authorized ground instructor/HCAA DG instructor or any other training organization approved by the HCAA. Instructor will perform the lessons, teaching aids. Dangerous goods training documentation, IATA DGR, and company operations manual part A Section 9 and ICAO emergency response guide. CBT will be used to enhance the risk awareness of the students. 1.4.5.5 Review At the end of the course a review is held. A review is a combination of checking and instruction where the instructor verifies the obtained standards by orally asking questions and discussing the matters that needs to be highlighted. 1.4.5.6 Checking Requirements A written test (30 min.) is included in the course schedule. The participants shall take a test, and finish it with a minimum of 75% correct answers to pass. If the test is failed, additional training will be given to the student concerned and a new test performed. 1.4.5.7 Dangerous Goods Training Syllabus
Subject Flight Crew
Cabin Crew
General Philosophy - International Organizations (UN/IAEA, ICAO, EASA) issues concerning Safe Transportation of DG. - Identification of DG (Classes and Divisions). - Necessity of Reporting IncidentsAccidents. - The need of training for involving personnel. - Point out general danger/forbidden goods onboard/ways of transportation.
1 1
Limitations - DG onbard aircraft for airworthiness and operating reasons and medical aid for patient/animal. - Prohibited DG, Exceptions, by mail, limited quantities. - National and Company Policy. - Prohibited Radioactive Goods.
1 1
Labelling and Marking - Kind of Labels/Marking and explanation.
½ ½
DG Transport Documents and other Relevant Documents 1 1 Recognition of Undeclared DG ½ ½ Provisions for Passengers and Crew ½ ½ Emergency Procedures - Familiarization of Procedures in conjunction withDG in cargo or baggage area. - Incidents/Accidents with DG and effect on health/safety environment.
½ ½
Review ½ ½ Test ½ ½
TOTAL 6
hours 6
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1.4.6 SECURITY TRAINING Astra Airlines shall establish and maintain training syllabi and conduct training for the categories listed below in order to enable the employee to contribute to preventing and minimise the consequences of an unlawful action against civil aviation: t) Personnel with explicit security responsibilities; u) Crewmembers; v) Handling personnel; w) Some categories of personnel involved in cargo processing; and x) Other personnel with access to restricted areas. The syllabus for the above personnel categories are established in the Security Manual. 1.4.7 HANDLING AGENTS AND OTHER SUBCONTRACTORS All personnel involved in passenger and/or cargo handling of Astra Airlines flights shall have received security training according to the local national security programme, to a minimum level of the company Security Program. The audit procedure, which is the responsibility of the Quality Manager, assures that such training is performed and documented by the subcontractor. 1.4.8 ASTRA AIRLINES POLICY All Astra Airlines personnel shall receive the training required to enable them to fulfil their duties in compliance with the security quality standard described in Astra Airlines Security Program and in the National Security Program. All company personnel shall receive the training required to gain knowledge of the airport regulations regarding access to sterile and restricted areas. All company personnel shall have the knowledge required in their respective duties in order to handle any type of unlawful action against the civil aviation and to minimise the risk for a/or effects of such action. 1.4.9 COURSE SCHEDULE The course covers 4 hours for all crewmembers and operations personnel and 2 hours for all other personnel. Review of videotapes is used as a part of training. 1.4.10 INSTRUCTORS Astra Airlines authorized ground instructor, HCAA SEC instructor or any other training organization, approved by the HCAA. 1.4.11 REALISATION Means tested training shall be conducted when employing new personnel. Training results shall be recorded and kept on file. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.4.12 SYLLABUS • Responsibilities and duties for flight deck and cabin crew according to Astra Airlines security
program; • Basic knowledge of dangerous and suspicious objects, weapons, bombs and other explosive
objects; • Procedures for handling gate no-show passengers; • Procedures for handling of possibly disturbing passengers; • Procedures for protecting the aeroplane on ground and prevent unauthorised access to the
aeroplane; • Procedures for pre-flight check and aeroplane search; • Recognising typical patterns and “modus operandi” of possible perpetrators; • Action plans for hijacking while on ground and/or during flight; • Important psychological factors regarding actions towards hijackers; • Procedures for handling dangerous or suspicious objects and bombs during flight; • Airplane search procedure checklist; • Flight crew compartment security; • Individual duties and responsibilities in risky or acute situations of emergencies and reporting
procedures; • Understanding of security procedures in the air and on ground (including security regarding
crew and their baggage). • Understanding of relevant parts of the police organisation, objectives and procedures; • Knowledge of the responsible security authority and its audit responsibilities; • Knowledge of Astra Airlines information policy towards the media; • Company information procedures after an occurrence. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.5 INSTRUCTIONS ON THE CARRIAGE BY EMPLOYEES OF ASTRA AIRLINES 1.5.1 CARRYING EMPLOYEES There is no restriction of the carriage of employees on an aeroplane carrying dangerous goods which are permitted on a passenger aeroplane, providing the requirements of the IATA DGR and the ICAO TI, are complied with. When an aeroplane is carrying dangerous goods which can only be carried on a cargo aeroplane, employees of Astra Airlines can also be carried provided they are in an official capacity. It is intended this be interpreted as meaning they have duties concerned with the preparation or undertaking of a flight or on the ground once the aeroplane has landed, although not necessarily in connection with an aeroplane. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.6 CARRIAGE OF WEAPONS AND AMMUNITION 1.6.1 GENERAL Passengers are not allowed to carry any kind of weapon in the cabin. There are two categories of weapons:
• Firearms
• Other weapons 1.6.2 DEFINITION
• Firearms: y) Rifles z) Shotguns aa) Pistols bb) Machine-guns etc.
• Other weapons: cc) Knifes dd) Scissors ee) Toy guns ff) Base ball bats gg) Harpoons hh) Swords etc.
Other weapons are items that are not accepted as unchecked baggage due to security reasons. 1.6.3 CARRIAGE OF WEAPONS AND MUNITIONS OF WAR Carriage of weapons and munitions of war is not allowed in company aircrafts. 1.6.4 CARRIAGE OF SPORTING WEAPONS, FIREARMS AND AMMUNITION 1.6.4.1 General All transportation of weapons and ammunitions in the cabin or cockpit must be approved by the Commander. 1.6.4.2 Arms Passengers are not permitted to carry any arms nor any articles which could be used as arms in their hand baggage or otherwise on their person in the passenger cabin during flight. Passengers may carry hunting or sporting arms exclusively checked baggage which is loaded In the aeroplane cargo compartment and which must be unloaded and contained in a break proof container (e.g. a marketed gun case). 1.6.4.3 Ammunition Only ammunition for small arms (i. e. hunting and sporting arms) will be accepted up to a maximum of 5 kg /11 Ib gross weight per passenger end only for carriage in or as checked baggage. The quantity not exceeding 5 kg/11 lb must be securely boxed (e. g. customary trade packing). Not permitted is any ammunition with explosive or incendiary projectiles which can never be carried as/in baggage. Amounts will exclusively be carried as air cargo only. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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1.6.4.4 Police Officers and Body Guards on Duty For the above persons carrying side arms on duty the following rule applies: The unloaded and secured weapon will be handed over to the flight crew. In case of private body guards this regulation applies only, if the authorities have determined, that the escorted individual is at high risk. The Commander will store the fire-arm and return it upon arrival. In all other cases, the weapons and the ammunition have to be checked in as baggage. Long-arms are allowed as checked baggage only. 1.6.4.5 Additional instructions for Astra Airlines crew members The police officer or body-guard has to unload the weapon just before entering the aeroplane and to hand it over to check-in personnel. Prior to the departure, if a locking safe box is installed in a cargo compartment, the Commander is to be asked whether he consents to transporting the weapon in the cockpit. Should the Commander refuse to transport the weapon in the cockpit, the unloaded weapon packed in a red "Checked bag" may be put into the board case, for instance, and stowed in the cargo compartment in the locking safe box. If no safe box is installed, the Commander must carry the weapon in the cockpit. The munitions is kept by the police officer or bodyguard. The check-in station has to advise the arrival station by fax of the weapon transport so that it can be handed over after arrival to the police officer or the body-guard either by the Commander or the ramp agent at the aeroplane. If the officer or body-guard flying is on the way to/from his duty, the following regulations for civilians will apply. © by Astra Airlines Issue: 2 Oct. 2010 Revision No. 0 Oct. 2010
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TABLE OF CONTENTS
1.0 PRE FLIGHT INSECTION AND FUELING SUPERVISION TRAINING 3
1.0.1 PROCEDURE 3 1.0.2 FORM FCT1 5
1.0.3 FORM FCT2 7 1.0.4 FORM FCT3 9
1.0.5 FORM FCT4 11 1.0.6 FORM FCT5 13
1.0.7 TRAINING SYLLABUS 15
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1.0 PRE FLIGHT INSECTION AND FUELING SUPERVISION TRAINING
1.0.1 PROCEDURE
Astra Airlines organizes Pre Flight Inspection and Refueling Supervision training courses for flight crew members, when it receives a request from Training Manager.
The Training Manager requests the training course from Part 145 AMO Line Maintenance Manager
using Form FCT1. The Training Manager cooperates with Part 145 AMO Line Maintenance Manager in order to prepare,
plan, and execute the training course.
The Part 145 AMO Line Maintenance Manager prepares the training course syllabus, the material and
nominates an engineer to act as instructor. The Part 145 AMO Line Maintenance Manager submits the above to the Quality Manager for approval.
The Quality Manager approves the training course, the material and the nominated instructor. He submits the approval to the Part 145 AMO Line Maintenance Manager, using Form FCT2. The Part 145 AMO Line Maintenance Manager issues the Training Order (Form FCT3), which contains course details and instructors’ and trainees’ particulars.
The nominated instructor performs the training course (theoretical and practical parts) and the
examinations. Upon successful completion of the training he reports to the Part 145 AMO Line Maintenance Manager and submits to him all the training documents.
The Part 145 AMO Line Maintenance Manager issues, signs and files the “Training Attestation” (Form FCT4). He submits a copy of the “Training Attestation” to the Training Manager and a copy to the Quality Manager.
The Quality Manager upon receiving the “Training Attestation”, issues the “Pre Flight Inspection and Fueling Supervision Authorization” card (Form FCT5), satisfying HCAA/TO/20-125. He submits the original and a copy to the Training Manager and keeps a copy for his Records File.
This “Pre Flight Inspection and Fueling Supervision Authorization” is valid for three
years.
The complete records of the training courses and authorizations are kept by the Quality Department for three years, and are available to HCAA/D2 inspectors.
In case that a modification directly related to the Pre Flight Inspection procedure or refueling was incorporated on an aircraft, then the flight crew should be informed and
the documents must be filed and kept by the Training and Quality Department.
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1.0.2 FORM FCT1
Astra Airlines TRAINING DEPARTMENT
Thessaloniki, (Enter the date)
From: (Enter the name), Training Manager.
To: (Enter the name), Line Maintenance Manager.
Copy: (Enter the name), Accountable Manager, (Enter the name), Quality Manager,
(Enter the name), Flight Operations Manager, (Enter the name), CAMO Manager.
REQUEST FOR PILOTS PRE FLIGHT INSPECTION AND FUELING SUPERVISION TRAINING
Please nominate an Instructor to provide (Enter the type of the aircraft) PFI and Fueling
Supervision training for Pilots to the following:
1. 2.
A “TRAINING ATTESTATION” should be issued by the Line Maintenance Manager, for each one after successful completion of the training.
A “PRE FLIGHT INSPECTION AND FUELING SUPERVISION AUTHORIZATION” card should be
issued by the Quality Manager, for each one after receiving the training records.
(Enter the name) Flight Operations Manager
Head Quarters: 12 Km Thessaloniki Moudania Road/Airport Area. GR 57001–P.O. Box 60804 Telephone: +30 2310 489 390
Fax: +30 2310 489 393 E-mail [email protected]
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1.0.3 FORM FCT2
Astra Airlines QUALITY DEPARTMENT
Thessaloniki, (Enter the date)
From: (Enter the name), Quality Manager.
To: (Enter the name), Line Maintenance Manager.
Copy: (Enter the name), Accountable Manager, (Enter the name), Training Manager,
(Enter the name), Flight Operations Manager, (Enter the name), CAMO Manager.
APPROVAL FOR PILOTS PRE FLIGHT INSPECTION AND FUELING SUPERVISION TRAINING
Please nominate an Instructor, who must be at least (Enter the type of the aircraft) License holder,
to provide PFI and Refueling Supervision training to the following company’s pilots: 1.
2.
Approved PFI form can be used as a reference. You can also find related info in Astra Airlines
approved CAME. Notes and figures extracted from AMM will be also useful.
After successful completion of the training, Part-145 AMO Line Maintenance Manager should issue
a “TRAINING ATTESTATION” and submit to Quality Department all the training documents in order
to issue the “PRE FLIGHT INSPECTION AND FUELING SUPERVISION AUTHORIZATION” card.
(Enter the name) Quality Manager
Head Quarters: 12 Km Thessaloniki Moudania Road/Airport Area. GR 57001–P.O. Box 60804 Telephone: +30 2310 489 390
Fax: +30 2310 489 393 E-mail [email protected]
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1.0.4 FORM FCT3
Astra Airlines LINE MAINTENANCE DEPARTMENT
TRAINING ORDER
DATE:
COURSE TITLE: (Enter the type of the aircraft) Pre-Flight Inspection and Fueling Supervision
Instructors’ Name Position/Title
(Enter the name) Astra Airlines Certifying Staff
Trainees
No First Name Surname Rank License No.
1
2
3
Organizer: Astra Line Maintenance Department
Location: (Enter the place)
Duration: hours
Date: (Enter the date)
(Enter the name) Line Maintenance Manager
Notification: Instructor, Trainees.
Circulation: Training Manager, CAMO Manager, Quality Manager, Accountable Manager.
Head Quarters: 12 Km Thessaloniki Moudania Road/Airport Area. GR 57001–P.O. Box 60804
Telephone: +30 2310 489 390 Fax: +30 2310 489 393
E-mail [email protected]
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1.0.5 FORM FCT4
Astra Airlines LINE MAINTENANCE DEPARTMENT
This is to certify that
…………. ………………..
Has attended and successfully completed the
Pre-Flight Inspection and Fueling Supervision training course,
which was conducted by ASTRA AIRLINES EASA Part 145 AMO,
at (Enter the date)
Course duration: (Enter the number) hours
(Enter the name) Line Maintenance Manager
Date: (Enter the date)
Head Quarters: 12 Km Thessaloniki Moudania Road/Airport Area. GR 57001–P.O. Box 60804 Telephone: +30 2310 489 390
Fax: +30 2310 489 393 E-mail [email protected]
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1.0.6 FORM FCT5
ASTRA AIRLINES
QUALITY DEPARTMENT
AUTHORIZATION CARD
Aircraft Type: (Enter the type of the aircraft)
Authorization: Pre Flight Inspection and Fueling Supervision
Limitations: No rectifications
This Authorization card has been issued in compliance with HCAA/TO/20-125.
Astra Airlines S.A.
12 Km Thessaloniki Moudania Road/Airport Area GR 57001–P.O. Box 60804
Telephone: +30 2310 489 390 Fax: +30 2310 489 393
E-mail [email protected]
ASRA AIRLINES
QUALITY DEPARTMENT
AUTHORIZATION CARD
Flight Crew Name:
Rank:
Date Issued:
This Authorization card expires on
Issued by: Quality Manager
(Enter the name)
Stamp and Signature
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1.0.7 TRAINING SYLLABUS
Duration: 8 hours
Target Population: Astra Airlines Pilots
Prerequisites: None
Course Objectives and Description:
This course has been introduced to address a pertinent HCAA requirement for a standardized procedure
regarding the pilot crew training on Pre flight Inspection (PFI) and Fuelling Supervision.
This training course can be provided in the form of stand-up lecture using computer with projection. It will include one typical pre flight inspection and fuel replenishment demonstration. The Aircraft Technical Logbook System and the Minimum Equipment List/Configuration Deviation Guide of an Astra aircraft will also be demonstrated for practice.
SUBJECTS DESCRIPTION DURATION
Theory Practice Total
INTRODUCTION Training Objective. Overview of the course items:
• Process of performing P.F.I. (PRE-FLIGHT INSPECTION) and A/C
Refueling. • Structure and utilization process of the Minimum Equipment List /
Configuration Deviation guide (MEL/CDG)
• Structure, Utilization and Updating responsibilities of the Aircraft
Technical Logbook System
4 hrs --- 4 hrs
PRE-FLIGHT INSPECTION
On site demonstration of one typical aircraft pre-flight inspection to include the following checks:
Check tires, condition and damage. Check all flight defects rectified carried forward in the Technical
Log.
Carry out a walk around check of engines and airframe for external damage, paying particular attention to the nose skin area for
possible "push-back damage. Check for ice and snow on intakes and fuselage.
Ensure intakes are clear of foreign objects. Check interior for cleanliness ,especially vestibules girt-bar brackets
and lock spring assemblies. Ensure all panels and hatches are closed and secure. Check for
locking indications. Check all engine cowls closed and locked I latched secure.
Check for removal of all blanks and flags from pitot/static inlets and then correct stowage prior to flight.
Pitot heads and static vents unobstructed Remove and stow landing gear ground locks
Check security of Captain's and First Officer' s instrument panels ensuring cam lock fasteners align with "witness marks".
Allow adequate bleeding of the system, operate toilet hand-basin taps until the water flow is steady.
--- 2 hr 2 hr
AIRCRAFT FUELING
Conduct a typical aircraft refueling per the instructions provided in the Aircraft Maintenance Manual (AMM) Task 12-10-28
--- 1 hr 1 hr
AIRCRAFT TECHNICAL LOG SYSTEM PRACTICE Record Pre-Flight checks carried out in Technical Log.
Check Technical Log for correct hours, Entries, Carry Forward Defects, and
Acceptable Deferred Defects. Check Out of Phase requirements and Maintenance Statement.
--- 1 hr 1 hr
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TABLE OF CONTENTS
1.0 DE/ANTI-ICING OF THE AIRCRAFT ON THE GROUND TRAINING
1.0.1 TRAINING AND QUALIFICATION FOR FLIGHT CREW MEMBERS 3
1.0.2 TRAINING AND QUALIFICATION FOR OPERATIONS PERSONNEL 5 1.0.3 TRAINING SYLLABUS FOR FLIGHT CREW MEMBERS 7
1.0.4 TRAINING SYLLABUS FOR OPERATIONS PERSONNEL 9
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1.0.1 TRAINING AND QUALIFICATION FOR FLIGHT CREW MEMBERS
Training and qualification for all Crew Members are described in EU-OPS 1, HCAA/TO 106-01 and
Astra Airlines OM Part D.
Each Crew Member is responsible to adhere to Astra Airlines De/Anti-Icing procedures. Flight
Operations Manager shall request training to be organized by Astra Airlines.
1.0.1.1 EU-OPS 1 Requirements
EU-OPS 1.345 Ice and other contaminants. (a) An operator shall establish procedures to be followed when ground de-icing and anti-
icing and related inspections of the aeroplane are necessary.
1.0.1.2 HCAA/TO 106-01 Requirements
Adequate initial and recurrent training (every twelve months) should be provided (and recorded) to
all Flight Crew Members involved in Ground De/Anti-icing operations, including Cabin Crew members.
1.0.1.3 Astra Airlines Requirements All Crew Members shall receive training and be qualified according to the current regulations and
instructions. Further they shall follow Astra Airlines Operations Manual (OM), Part A, Section 8, Paragraph 8.2.4.
1.0.1.4 Training Training can be based on the following sources:
1. Astra Airlines Operations Manual (OM), Part A, Section 8, Paragraph 8.2.4, 2. “Think Ice”, Icing Awareness for BAE Systems Regional Aircraft Operators Document,
3. ICAO Doc 9640-AN/940 Latest Edition, and
4. Recommendations for De-Icing/Anti-Icing Aeroplanes on the Ground.
1.0.1.5 CCM’s Surface Contamination Training (EU-OPS App. 1, 1.1015)
GENERAL
Definition of surface contamination, i.e. ice and/or snow and associated hazards inflight. Examples of a ‘clean wing’ and visible signs of contamination, both on the ground
and in-flight. Definition of aeroplane critical surfaces for each type of aeroplane to be operated by the cabin crew. Definition of hazards associated with an accumulation of in-flight
aeroplane icing. Definition of aeroplane surfaces, parts or components most likely to show
signs of in-flight ice accumulation.Definition of fluids used for de-icing and associated hazards.
CCM’S
DUTIES
Information to be given to cabin crew whenever de-icing is taking place.
Content of passenger announcements whenever de-icing is taking place.
Responsibility of cabin crew to communicate any safety critical information in relation to surface contamination, to the flight crew as soon as practicable.
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1.0.2 TRAINING AND QUALIFICATION FOR OPERATIONS PERSONNEL
Training and qualification for Operations personnel are described in EU-OPS 1, HCAA/TO 106-01 and
Astra Airlines OM Part D.
Each Contracted Organization is responsible to adhere to Astra Airlines De/Anti-Icing procedures. If
required they shall request training to be organized by Astra Airlines.
1.0.2.1 EU-OPS 1 Requirements
EU-OPS 1.345 Ice and other contaminants. (a) An operator shall establish procedures to be followed when ground de-icing and anti-
icing and related inspections of the aeroplane are necessary.
1.0.2.2 HCAA/TO 106-01 Requirements
Adequate initial and recurrent training (every twelve months) should be provided (and recorded) to
all Flight Crew and Ground personnel involved in Ground De/Anti-icing operations.
1.0.2.3 OPERATORS REQUIREMENTS Exclusively personnel trained and qualified on this subject must carry out De/Anti-icing procedures.
Companies providing de-/anti-icing services should have both a Qualification Program and a Quality Assurance Program to monitor and maintain an acceptable level of competence.
Contracted organizations staff shall receive training and be qualified according to the local Authority and their own regulations and instructions. Further they shall follow Astra Airlines Ground Handling
Manual (GHM), Part 2, Paragraph 2.15, before servicing aircraft operated by Astra Airlines.
1.0.1.4 Training
Training can be based on the following sources: 1. Astra Airlines Operations Manual (OM), Part A, Section 8, Paragraph 8.2.4,
2. “Think Ice”, Icing Awareness for BAE Systems Regional Aircraft Operators Document, 3. ICAO Doc 9640-AN/940 Latest Edition, and
4. Recommendations for De-Icing/Anti-Icing Aeroplanes on the Ground.
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1.0.3 TRAINING SYLLABUS FOR FLIGHT CREW MEMBERS
Duration: 8 hours
Target Population: Astra Airlines Crew Members
Prerequisites: None
Course Objectives and Description:
This course has been introduced to address a pertinent HCAA requirement for a standardized
procedure regarding the pilot crew training on De/Anti-Icing of the Aircraft on the Ground.
This training course can be provided in the form of stand-up lecture using computer with
projection.
SUBJECTS DESCRIPTION DURATION
Theory Practice Total
UNDERSTANDING ICING
Definition of Icing Conditions The Icing Atmosphere
Aircraft Ice Accretion
Aerodynamic Degradation due to Ice Accretion Icing Certification
2 hours --- 2
hours
AIRCRAFT ICE PROTECTION SYSTEMS
Systems Description
Wing and Tail De-icing Systems Anti-icing Systems
1 hour --- 1 hour
GROUND OPERATIONS Facts
De-icing and Anti-icing Fluids De-icing Procedures
Anti-icing Procedures
General Precautions Runway De-icers
Final Check Before Dispatch Maintenance Recommendations
1 hour --- 1 hour
FLIGHT OPERATIONS Taxiing
Pre Take-off Inspection Take-off
Good Operating Practices In-flight
Icing Intensity Criteria Approach and Landing
After Shutdown
3 hours --- 3
hours
APPENDICES
Appendix I: Jets
1 hour --- 1 hour
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1.0.4 TRAINING SYLLABUS FOR OPERATIONS PERSONNEL
Duration: 8 hours
Target Population: De/Anti-Icing Personnel
Prerequisites: None
Course Objectives and Description:
This course has been introduced to address a pertinent HCAA requirement for a standardized
procedure regarding the Operations personnel training on De/Anti-Icing of the Aircraft on the Ground.
This training course can be provided in the form of stand-up lecture using computer with projection.
SUBJECTS DESCRIPTION
DURATION
Theory Practic
e Total
UNDERSTANDING ICING
Definition of Icing Conditions
The Icing Atmosphere Aircraft Ice Accretion
Aerodynamic Degradation due to Ice Accretion Icing Certification
2 hours --- 2 hours
AIRCRAFT ICE PROTECTION SYSTEMS Systems Description
Wing and Tail De-icing Systems Anti-icing Systems
1 hour --- 1 hour
GROUND OPERATIONS Facts
De-icing and Anti-icing Fluids
De-icing Procedures Anti-icing Procedures
General Precautions Runway De-icers
Final Check Before Dispatch Maintenance Recommendations
3 hour --- 3 hour
FLIGHT OPERATIONS Taxiing
Pre Take-off Inspection
Take-off Good Operating Practices In-flight
Icing Intensity Criteria Approach and Landing
After Shutdown
1 hours --- 1 hours
APPENDICES
Appendix I: Jets
1 hour --- 1 hour
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Ground Training
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Appendix “I” - TABLE OF CONTENT
1. INTRODUCTION ................................................................................................ 3
2. DEFINITIONS, ABBREVIATIONS AND ACRONYMS................................................ 4
2.1 Definitions........................................................................................................ 4
2.2 Abbreviations and Acronyms ............................................................................. 7
3 IMPLEMENTATION............................................................................................. 9
4 ROUTE DESIGNATORS ............................................................................................. 9
5 REGULATIONS .................................................................................................. 9
6 ACCEPTABLE NAVIGATION SYSTEMS.................................................................. 9
7 FLIGHT CREW TRAINING ................................................................................. 10
8 OPERATING PROCEDURES ............................................................................... 10
8.1 Turn Performance........................................................................................... 11
8.1.1 Commentary ........................................................................................... 11
8.1.2 Functional Specification ........................................................................... 11
8.1.3 En-Route ................................................................................................ 11
8.1.4 Terminal Operations................................................................................ 138.1.4.1 Turns Defined by Single Waypoint.................................................. 13
8.1.4.1.1 Turn at a “Fly-over” Waypoint................................................138.1.4.1.2 Turn at a “Fly-by” Waypoint...................................................13
8.1.4.2 Turns with Defined Radius ............................................................. 14
8.2 Minimum Requirements .................................................................................. 14
8.2.1 Background ............................................................................................ 14
A.1 RNAV HOLDING AREA DIMENSIONS................................................................ 15
A.2 RNAV HOLDING AREA ENTRY PROCEDURES .................................................... 17
A.3 HOLD EXECUTION.......................................................................................... 20
A.4 RNAV HOLDING AREA EXIT PROCEDURES ....................................................... 20
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1. INTRODUCTIONThe navigation procedures are normally based on the availability of ground navigation aids, e.g. VOR, DME,NDB, as well as corresponding airborne navigation systems which allow navaid point to navaid point navigation.This necessitated large safety margins in aircraft separation and the airspace has become saturated.
The air navigation structure for existing ATS Routes, SID’s, STAR’S, etc., did not take account of availability ofmodern self-contained navigation systems with enhanced performance and accuracy. The International CivilAviation Organization has recognized the need to benefit from RNAV System technology to increase airspacecapacity and achieve fuel savings, direct/parallel tracks, etc. Routes can be planned not necessarily predicatedupon point source navaids.
For this purpose a certain level of navigation accuracy, availability and integrity should be ensured. Thisnavigation element is called “REQUIRED NAVIGATION PERFORMANCE” (RNP) which indicates the navigationsystem required to meet the Area Navigation criteria instead of particular equipment.
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2. DEFINITIONS, ABBREVIATIONS AND ACRONYMS
2.1 DefinitionsFor the purposes of this EUROCONTROL Standard, the following definitions shall apply. Where appropriate,the source document for the definition is identified in brackets at the end of the definition.2.1.1 Accuracy: The degree of conformance between the estimated or measured position and/or thevelocity of a platform at a given time and its true position or velocity. Radio navigation performanceaccuracy is usually presented as a statistical measure of system error and is specified as:
• Predictable: The accuracy of a position in relation to the geographic or geodetic co-ordinates ofthe earth.
• Repeatable: The accuracy with which a user can return to a position whose co-ordinates has beenmeasured at a previous time with the same navigation system.
• Relative: The accuracy with which a user can determine one position relative to another positionregardless of any error in their true position. (RNP MAN) (See also "System Use Accuracy")
2.1.2 Approach Operations: Operations conducted on published Instrument Approach Procedures (IAP)commencing at the Initial Approach Fix (IAF) and terminating at the Missed Approach Point (MAPt), or pointof landing, as appropriate.The Missed Approach begins at (or in some cases before) the MAPt and terminates at an altitude/heightsufficient to permit:
• initiation of another approach; or• return to a designated holding pattern; or• Resumption of en-route flight.
2.1.3 Area Navigation (RNAV): A method of navigation which permits aircraft operation on any desiredflight path. (ICAO Doc. 9613-AN/937)2.1.4 Area Navigation Equipment: Any combination of equipment used to provide RNAV guidance.(ICAO Doc. 9613-AN/937)2.1.5 ATS Route: A specified route designed for channelling the flow of traffic as necessary for theprovision of air traffic services.
NOTES1. The term 'ATS Route' is used to mean variously, airway, advisory route, controlled or uncontrolled
route, arrival or departure route, etc. (ICAO Annex 11)2. This definition of the term 'ATS Route' as it is used in air traffic services documents may not
coincide and should not be confused with the definition of a 'route' provided in Aeronautical RadioIncorporated (ARINC)-424.
2.1.6 Availability: An indication of the ability of the system to provide usable service or the intendedapplication.2.1.7 Containment Value: The distance from the intended position within which flights would be found fora specified percentage of the total flying time, accumulated for all aircraft. (Adapted from ICAO Doc. 9613-AN/937)2.1.8 Continuity of Function: An indication of the ability of the RNAV system to meet the RequiredNavigation Performance whilst within the specified coverage area of the appropriate navigation system. It isdefined as the portion of the time during which the system is capable of being used for navigation duringwhich reliable navigation information is presented to the crew, Automatic Flight Control System (AFCS), orother system managing the flight of the aircraft and is to take due account of the defined continuity offunction of the navigation infrastructure.2.1.9 Crosstrack Deviation: The perpendicular deviation that the aircraft is to the left or right of thedesired track. (RNP MAN)2.1.10 En-Route Operations: Operations conducted on published ATS routes and/or direct point-to-pointoperations between defined waypoints.
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2.1.11 Flight Technical Error: The accuracy with which the aircraft is controlled, as measured by theindicated aircraft position with respect to the indicated command or desired position. It does not includeblunder errors. (RNP Concept)2.1.12 General Air Traffic: For the purposes of this Standard the term " general air traffic" shall compriseany aircraft (e.g. civil, military, customs and police) operating in conformity with the procedures of theInternational Civil Aviation Organisation. (EUROCONTROL International Convention, Article 3)2.1.13 Geodesic: The shortest distance between two points on a model of the earth’s surface defined bythe WGS-84 (or equivalent) ellipsoid. For short distances the geodesic converges to the great circle.2.1.14 Geometric Dilution of Precision (GDOP): The ratio of the standard deviation of the positionerror to the standard deviation of the measurement errors, assuming that all measurement errors arestatistically independent and have a zero mean and the same standard distribution.2.1.15 Integrity: The ability of a system to provide timely warnings to users when the system should notbe used for navigation. (ICAO Doc. 9613- AN/937)2.1.16 Nautical Mile: Throughout this document where distances are expressed in Nautical Miles (NM), itis understood that 1NM = 1.852 kilometres (km).2.1.17 Operational Approval: The process by which an ICAO signatory State has satisfied itself, throughits own established processes, that an operator can safely meet all the requirements for a given operation.”2.1.18 Reference Aid(s): The navigation aid(s) upon which the procedure design has been based.2.1.19 Random RNAV: RNAV operation whereby routes can be flight planned on legs not defined by fixedATS routes. Such operations may be limited to certain Flight Information Regions (FIR)s or parts of FIRswithin the ECAC Area and may be subject to flight level limitations.2.1.20 Required Navigation Performance (RNP): A statement of navigation performance accuracynecessary for operation within a defined airspace.2.1.21 RNP Type: A containment value expressed as a distance in nautical miles from the intended positionwithin which flights would be for at least 95 % of the total flight time.
• RNP I (also called PRNAV) Provides system accuracy of plus or minus I NM.• RNP4 - For future enroute operations, providing a system accuracy of plus or minus 4 NM• RNP 5 (also called BRNAV - Basic Area Navigation) - Represents a navigation accuracy of plus
or minus 5 NM i.e. aircraft will remain within 5 NM corridor from the route centerline for at least 95%of the time. This level is currently achieved by aircraft (without RNAV capability) defined by VOR, orVOR/DME located less than 100 NM apart.
2.1.20 Sensor: A unit capable of providing information for use by the RNAV or Flight Management System(FMS) equipment. (ICAO Doc. 9613-AN/937)2.1.21 State Aircraft: (ICAO Convention) Aircraft operating on military, customs or police activities shallbe deemed to be State aircraft.2.1.22 State of the Operator: The State in which the operator has his principal place of business or, if hehas no such place of business, his permanent residence.2.1.23 State of Registry: The State on whose register the aircraft is entered.2.1.24 System Use Accuracy: The combination of the navigation sensor error, airborne receiver error,display error, and flight technical error. Also called navigation performance accuracy (ICAO Doc. 9613-AN/937)2.1.25 Terminal Operations: Operations conducted on published Standard Instrument Departures (SIDs),or published Standard Arrival Routes (STARs), or other flight operations whilst transitioning to or from theen-route phase of flight.2.1.26 Total System Error: The difference between the true position and desired position. This error isequal to the vector sum of the path steering error, path definition error and position estimation error.These are illustrated below:
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2.1.27 Waypoint: A specified geographical location used to define an Area Navigation Route or the flightpath of an aircraft employing Area Navigation (ICAO Doc. 4444).
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2.2 Abbreviations and AcronymsFor the purposes of this EUROCONTROL Standard the following abbreviations and acronyms shall apply:AEEC Aeronautical Engineering Electronics CommitteeAFCS Automatic Flight Control SystemAIP Aeronautical Information PublicationAIRAC Aeronautical Information Regulation and ControlAMJ Advisory Material JointANT Airspace and Navigation Team (EATMP)ARINC Aeronautical Radio IncorporatedATC Air Traffic ControlATM Air Traffic ManagementATS Air Traffic ServicesB-RNAV Basic Area NavigationCDU Control Display UnitDME Distance Measuring EquipmentDOC Designated Operational CoverageEANPG European Air Navigation Planning GroupEATCHIP European Air Traffic Control Harmonisation and Integration ProgrammeEATMP European Air Traffic Management ProgrammeECAC European Civil Aviation ConferenceEUROCAE European Organisation for Civil Aviation EquipmentEUROCONTROL European Organisation for the Safety of Air NavigationETRF European Terrestrial Reference FrameFANS ICAO Future Air Navigation SystemFEATS ICAO Future European Air Traffic Management SystemFIR Flight Information RegionFMS Flight Management SystemFTE Flight Technical ErrorGAT General Air TrafficGDOP Geometric Dilution of PrecisionGNSS Global Navigation Satellite SystemGPS Global Positioning SystemIAF Initial Approach FixIAP Instrument Approach ProceduresIAS Indicated Air SpeedICAO International Civil Aviation OrganisationICCAIA International Co-ordinating Committee of Aerospace Industries AssociationsIFR Instrument Flight RulesINS Inertial Navigation SystemISA International Standard AtmosphereJAA Joint Aviation AuthoritiesKIAS Knots Indicated Air SpeedKm KilometreMAPt Missed Approach PointMASPS Minimum Aviation System Performance StandardsNAVAID Radio Aid to NavigationNDB Non-Directional Radio BeaconNM Nautical MileP-RNAV Precision Area NavigationRNAV Area NavigationRNP Required Navigation PerformanceRTF Radiotelephony
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SARPs ICAO Standards and Recommended PracticesSID Standard Instrument DepartureSTAR Standard Arrival Route (Annex 11 App 3)TACAN Tactical Air Navigation AidTAS True Air SpeedTGL Temporary Guidance LeafletTMA Terminal Control AreaVOR Very High Frequency Omnidirectional Radio RangeVORTAC VOR-Tactical Air Navigation (A combination of VOR providing and TACAN, the latter
compatible with DME)WGS World Geodetic System
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3 IMPLEMENTATIONEurope; RNP 5 (BRNAV) has been implemented in the European Civil Aviation Conference (ECAC) Area from23rd April 1998. The FIR’s/UIR’s in the following countries are covered, including feeder routes(S ID’s/STAR’s)in/out of TMA:
Armenia, Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Macedonia, Malta, Moldova, Monaco,Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey, U.K.
4 ROUTE DESIGNATORSArea Navigation may be implemented with normal route designators. However, ICAO has assigned thealphabets L, M~ N, P to identify RNAV routes in regional route networks.
5 REGULATIONSIt is mandatory for aircraft operating in European Airspace to comply with BRNAV requirements contained in JAADoc AMJ-20X2 “Guidance Material on Airworthiness Approval and Operational Criteria for use of NavigationSystems in European Airspace designated for RNAV Operations”.
Compliance with these regulations is in two parts.Airworthiness ApprovalAircraft should be equipped with navigation systems meeting the navigation accuracy required under RNP5. Astatement to this effect is normally included in Flight Manuals of respective aircraft.
Operational ApprovalCrew operating procedures and training and contingency procedures are required to be laid down to ensurenavigation accuracy.
6 ACCEPTABLE NAVIGATION SYSTEMSIn general terms RNAV equipment operates by automatically determining aircraft position from one, or acombination of the following, together with the means to establish and follow a desired path:
• VOR/DME• DME/DME• INS with radio update) or IRS• LORAN “C”• GPS/GNS
The functional criteria for BRNAV are laid down as “Minimum” and “Recommended” as under:
Minimum Functionsa) Continuous indication of aircraft position relative to track to be displayed to the pilot flying and pilot
not flying on a navigation display situated in the primary field of view.b) Display of distance and bearing to the active (To) waypointc) Display of ground speed or time to the active (To) waypoint.d) Storage of waypoints (minimum 4).e) Failure indication of the RNAV system, including the sensors.
Recommended Functionsa) Auto pilot and/or Flight director coupling.b) Present position in latitude and longitude.c) “Direct To” function.d) Indication of Navigation accuracy (e.g. quality factor)
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e) Automatic Channel selection of radio navigation aids.f) Navigation database.g) Automatic leg sequencing and associated turn application.
A track keeping accuracy of +/- 5 NM is required to meet BRNAV criteria.
Navigation systems, which comply with specifications contained in following documents, meet BRNAVrequirements: FAA AC 90-45A, AC 20-130, AC 20-138, AC 25-15, JTSO-2C115, TSO-CII5, TSO-C129, E027/28,ED39/40, DO187/ED-58, and DOI8O. Flight Manuals make a reference to the above document or compliancewith RNP is mentioned. FMSequipped aircraft normally meet BRNAV requirement.
MELThe minimum level of BRNAV can be met by a single installed system comprising one or more sensors, RNAVcomputer, control display unit, and navigational display (e.g. ND, EHSI, HSI or CDI), provided that the system ismonitored by flight crew and in the event of failure, the aircraft retains the capability to navigate relative toground-based navigation aids, e.g. VOR, DME and NDB.
Status of Astra Airlines AircraftsBAe146 and A320 are equipped and certified in flight manual, in regard to compliance with BRNAV (RNP)requirements.Airbus is also certified for PRNAV operations.
7 FLIGHT CREW TRAININGDuring Conversion training, RNAV programme shall consist of Theoretical and Practical Training:
Theoretical Training:1. Self study guide (Copy of appendix G of OM part D Area Navigation)2. Instruction Manual for the RNAV system installed in the aircraft.3. Instruction DVD for the RNAV system installed in the aircraft.
Practical Training:1. During line flying under supervision contacted by LTC
8 OPERATING PROCEDURESFlight Planning
• Aircraft status should be checked for compliance with BRNAV requirement, when flight is scheduled tooperate in European airspace.
• Designator “R” will be inserted in field 10 of ICAO Flight Plan to indicate that the aircraft is fitted withRNAV equipment meeting RNP 5 navigation capability.
In-flight ProcedureCorrect operation of RNAV system shall be checked before flight into or before joining and during operation onan RNAV route, which includes:
• Routing is in accordance with the clearance and• RNP 5 requirement is met, i.e., aircraft status should be checked for compliance with system
accuracy.
In case of inability to comply due to a failure or degradation of RNAV System, ATC should be advised and arevised clearance requested by the pilot. Aircraft will normally be allowed to continue in accordance with currentATC clearance; if not, a revised clearance will be issued to revert to VOR/DME navigation.
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Crew should at all times be aware of aircraft position and report accurate position when called for. Be preparedfor offset routes to be flown. Be alert to any deviation from assigned RNAV route and report to ATC and adhereto revised ATC clearance.GPS stand-alone equipment approved in accordance with the guidance provided in JAA Leaflet #2, may beused for the purposes of conducting Basic RNAV operations, subject to the operational limitations containedin OM A, 8.3.2.5.3.
Normal ProceduresThe procedures for the use of navigational equipment on Basic RNAV routes should include the following:(a) During the pre-flight planning phase, given a GPS constellation of 23 satellites or less (22 or less for GPSstand-alone equipment that incorporate pressure altitude aiding), the availability of GPS integrity (RAIM)should be confirmed for the intended flight (route and time). This should be obtained from a predictionprogram either ground-based, or provided as an equipment function (see Annex 1), or from an alternativemethod that is acceptable to the Authority.Dispatch should not be made in the event of predicted continuous loss of RAIM of more than 5 minutes forany part of the intended flight.(b) Where a navigation data base is installed, the data base validity (current AIRAC cycle) should be checkedbefore the flight.(c) Traditional navigation equipment (e.g. VOR, DME and ADF) should be selected to available aids so as toallow immediate cross-checking or reversion in the event of loss of GPS navigation capability.
Abnormal Procedures in the event of loss of GPS navigation capabilityThe operating procedures should identify the flight crew actions required in the event of the GPS stand-alone equipment indicating a loss of the integrity monitoring detection (RAIM) function or exceedance ofintegrity alarm limit (erroneous position). The operating procedures should include the following:(a) In the event of loss of the RAIM detection function, the GPS stand-alone equipment may continue to beused for navigation. The flight crew should attempt to cross-check the aircraft position, where possible withVOR, DME and NDB information, to confirm an acceptable level of navigation performance. Otherwise, theflight crew should revert to an alternative means of navigation.(b) In the event of exceedance of the alarm limit, the flight crew should revert to an alternative means ofnavigation.
8.1 Turn Performance
8.1.1 CommentaryThe turn performance requirements are dependent upon the RNP and upon the phase of flight. The turntypes are set out below.NOTE - EUROCAE ED-75/RTCA DO-236 have adopted the term “transition” as an alternative tothe term “turn”.
8.1.2 Functional SpecificationThe turn type requirements are set out in paragraph 8.2. The detailed functional requirement for each typeis set out in 8.1.1.
8.1.3 En-RouteWhere the ATS route(s) notified for RNP-1 requires controlled turns, a fixed radius, as depicted in Figure 8.1,shall be specified by the ATS route designator and included for all turns on the RNP-1 ATS route. The aircraftshall remain within the allowable RNP-1 tolerance of the tangential arc specified by the radius between thestraight leg segments. If the turn performance is unspecified, the equipment shall determine the turnperformance.
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NOTE - Until further notice, ATS authorities will, when requiring controlled turns, define RNP-1ATS Routes about a tangential arc with radii of 22.5NM or 15NM, dependent on routedesignator. An aircraft executing a controlled turn while transitioning from a route to one witha different designator will continue to turn along the radius used in the beginning of the turn.
Figure 8.1: Controlled Turn - P-RNAV Route (En-route)
For RNP-1 operations where controlled turns are not required and for RNP-5, the system shall provide theability to accomplish turns of up to 120 degrees of track change below FL 195 and 70 degrees at or aboveFL 195 without exceeding the turning area envelope shown in Figure 8.2. Procedural techniques may be anacceptable means of meeting this requirement.
NOTES1. For en-route operations “fly-over” transitions, where the aircraft commences the turn only
upon reaching the waypoint, are not permitted. This limitation may be achieved byoperational means.
2. The containment parameters in the figure are given as a generic RNP-x where, dependingupon operational considerations, RNP-5, RNP-1 or lower may be required. Where thevalues of RNP differ between the entry and departure tracks, the containment valueapplying for the inside of the turn will be the greater of the two values. The containmentboundary on the outside of the turn will be defined by a continuation of the boundary priorto the commencement of the turn as far as the turn waypoint.
Figure 8.2: Fly-by Turn
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8.1.4 Terminal OperationsDependent upon the magnitude of the turn angle and operational requirements, one of two methods will beused for defining the turn performance.
8.1.4.1 Turns Defined by Single WaypointIt shall be possible to execute a turn using either of the following turn types defined by a single waypoint:
8.1.4.1.1 Turn at a “Fly-over” WaypointThe inbound track to the turn shall terminate at the turn waypoint. The turn shall commence on passing thatwaypoint and the RNAV system should seek to maintain the aircraft within the area defined in Figure 8.3 forturns up to 70 degrees. This turn type provides relatively poorly controlled performance. As a result the fly-over turn will only be employed where overflying the transition fix is necessary. In accordance with thefunctionality set out in RTCA DO-236/EUROCAE ED-75, there will be no requirement for the airbornesystemto monitor the performance against the RNP containment limit. The facility to execute the “fly-over”turn may cease to be required once full MASPS compliance is demanded. Where avoidance of an early turnis required this may be achieved by requiring a defined radius turn.
8.1.4.1.2 Turn at a “Fly-by” WaypointThis is equivalent to the turn described in 8.1.1 above and defined in Figure 8.2.
Figure 8.3 Fly-Over Turn
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8.1.4.2 Turns with Defined RadiusThe termination of the track inbounds to the turn and start of the track outbound from the turn will bedefined by waypoints (see Figure 8.4). The turn will be nominally defined around an arc having both theinbound and outbound tracks as tangents. The 95% containment surface will be defined around that arc andwill be defined by the appropriate RNP.The inbound and outbound tracks will define the RNP for these legs. Where the RNP for the inbound andoutbound tracks differs, the less demanding value (i.e. the larger RNP type) may be assumed to beapplicable during the turn execution.
Figure 8.4: TMA Turn with Defined Radius
8.2 Minimum Requirements
8.2.1 BackgroundThe minimum requirements are based upon the following:
• That initial RNAV requirements are to be achieved using Precision and Basic RNAV systems asdefined in edition 1 of this standard. They are established to provide the capability of earlyapplication of RNAV systems with Basic RNAV being required in accordance with the warning tothis Standard, from 1998 and with P-RNAV being the means by which RNP-1 capability is met.
• That from 2005 or such later date as agreed by the ECAC States, RNAV system functionality willbe required to be in accordance with Minimum Aviation System Performance Standards: RequiredNavigation Performance for Area Navigation (EUROCAE ED-75/RTCA DO-236).
This standard demands increased functionality and, in particular, defines system integrity requirementsenabling removal of conventional navigation aids defining ATS routes. The term RNP-(x) RNAV is defined forsuch equipment. The minimum requirements set out below are those required to enable operation in afuture European ATS System, they are a subset of the total system requirements which have been definedon the basis of global requirements.
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Annex A - HOLDING CRITERIA
A.1 RNAV HOLDING AREA DIMENSIONSRNAV holding areas will be defined by:a. A holding waypoint (fix), in WGS-84 latitude and longitude;b. A holding altitude, in feet, relative to mean sea level;c. A maximum holding indicated airspeed, in knots;d. An inbound track to the holding fix, in degrees relative to true north;e. An inbound track to the holding fix length (d1), in nautical miles (Note that d1 shall be equal or greaterthan d2);f. An RNP containment value (d3), equal to 1 or 5NM (95% containment).
A plan-view of the holding area is shown in Figure A1 along with the path definition terms. The inboundtrack length is published but shall be greater than the maximum holding pattern width. Value d4 in Figure A1represents an amount of airspace added to the holding fix-end to protect aircraft during entries from theholding side which have high intercept angles relative to the inbound track.
Figure A.1: RNAV Hold Dimensions
NOTES:1. The turn diameter (d2) is computed at each inbound to the holding fix and is defined to allow the path tobe followed throughout the turn at the True Air Speed (V) at which the hold is being flown. The diameter ofthe holding outbound turn is to take into account the actual wind being experienced and the maximum bankangle.
V is the true airspeed.W is the actual wind speed at the entry to the outbound turn.f is the maximum bank angle.
2. The distance d2 defined by the above formula is conservative with respect to aircraft turn performance inthat the accountable wind speed is assumed to be a tailwind throughout the entire turn.
3. The distance is the protection area for Sector 4 entries, which needs to take into account of the turncompletion distance for a 70° fly-by turn with a diameter of d2 (see sector 4 entry options in appendix A).Thus d4 becomes:
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The bank angle Ø to be used in the calculation of d2 is defined as:Ø = 23° for FL<245Ø = 15° for FL>245
4. The distance d1 is published by the State and shall be greater than d2
5. The aircraft is not required to fly the entire holding track as defined by the above parameters. A smallerracetrack may be flown if desired but the aircraft must over fly the hold point once the entry procedure iscomplete.
6. The holding airspace will be defined on the basis of the above maximum speeds and will take into accountthe ICAO accountable windspeed or an alternative windspeed profile agreed as suitable for the airspaceunder consideration.
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A.2 RNAV HOLDING AREA ENTRY PROCEDURESThe navigation system shall construct a ground track to be used for entry and the aircraft shall be controlledto that track throughout the entry. The procedure shall facilitate entry from any direction and maintain theaircraft within the containment area of the holding pattern during and after entry.The inbound track to the hold point is to be maintained until the aircraft is within the airspace defined by thecontainment area. There is no required entry pattern to be observed however the following would, inter alia,be considered as an acceptable, entry procedure:
Sample Entry ProcedureThe nominal holding pattern is composed of two half circles and two straight segments. C1 and C2 are thecircles of which the outbound and inbound turns form part. (Figure A.2)
Figure A.2: Sample Entry Procedure Boundaries
The holding point is A and the line T through A is at 70o to the inbound track.This line and the inbound track divide the hold into 4 sectors (Figure A.3).
Figure A.3: Sample Hold Entry Sectors
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Sector 1 EntryThe entry path continues toward hold point A until reaching the tangent point of a circle centred on the linebetween the centres of C1 and C2. Thereafter the track continues along the arc of the circle continuingoutbound on the inbound track and returning to the hold point via C2 and the arc of a circle centred on theline between centres of C1 and C2 which touches circle C2 (Figure A.4).
Figure A.4: Sector 1 Entry
Sector 2 EntryThe inbound track continues through the hold point A and turns along arc to intercept C2 tangentially(Figure A.5).
Figure A.5 Sector 2 Entry
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Sector 3 EntryInbound track continues through the hold point A until meeting a circle centred on the line between thecentres of C1 and C2. The track then follows that circle until meeting the outbound track. (Figure A.6)
Figure A.6 Sector 3 Entry
Sector 4 EntryInbound track intercepts tangentially circle C1 (Figure A.7).
Figure A.7 Sector 4 Entry
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A.3 HOLD EXECUTIONWhilst a nominal racetrack pattern, with geographically fixed inbound and outbound legs, has been shown inthe above figures, this does not imply the need for the hold to be executed with fixed tracks.
The basis of the holding procedure is that the aircraft must remain (on a 95 percentile basis) within thecontainment area described. The turns have been defined such that the track can be maintained at themaximum IAS with a tailwind equivalent to the ICAO accountable wind speed. Thus for most of the turn alower bank angle is demanded.
The hold can be flown in a manner corresponding to the conventional Hold procedure. A constant bankangle turn equal to the maximum bank angle defined in section 1 above will result in a smaller turn radius.The outbound straight must however be chosen so as to ensure that there is no overshoot on to the non-holding side in the execution of the inbound turn.
The aircraft is not required to fly over the hold waypoint during entry. However, the aircraft is required to flyover the hold waypoint along the defined inbound track once established in the hold.
The navigation system may use less than the maximum holding track radius (d2) to define either entry intoor execution of the hold.
A.4 RNAV HOLDING AREA EXIT PROCEDURESThe protected area for a hold exit will be the composite of the hold pattern, and the associated transition atthe hold fix.
Recommendation The fly-by transition should use the inbound course to the hold fix and the track to thefollowing leg.
The navigation system shall be capable of exiting the hold by any of the RNAV transitions when sequencingthe holding fix for the final time.
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TABLE OF CONTENTS
02.01 - INTRODUCTION
02.02 - TRAINING FOOTPRINT
02.03 - GROUND PHASE
MFTD A : COCKPIT PRESENTATION .........................................5
MFTD B : SYSTEMS PRESENTATION .........................................7
MFTD 1 .....................................................................................9
MFTD 2 ....................................................................................11
MFTD 3 ....................................................................................13
MFTD 4 ....................................................................................15
MFTD 5 ....................................................................................17
MFTD 6 ....................................................................................19
MFTD 7 ....................................................................................21
MFTD 8 .....................................................................................23
MFTD 9 ....................................................................................25
MFTD 10 ..................................................................................27
02.04 - HANDLING PHASE
FFS 1 .......................................................................................1
FFS 2 .......................................................................................3
FFS 3 .......................................................................................5
FFS 4 .......................................................................................7
FFS 5 .......................................................................................9
FFS 6 .......................................................................................11
FFS 7 .......................................................................................13
02.05 - LOFT ........................................................................................1
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01 - GENERAL
A. PHILOSOPHY OF THE COURSES
The Flight Crew Transition Courses are based on the following three principles :
• Systematic approach to instruction, • Learning by doing, • Training to proficiency.
a. Systematic approach to instruction :
The task of training must be considered as a whole and an instruction system must be defined to achieve the training objectives. These objectives are determined by a task analysis. Methods and means necessary to implement the instruction system are cho- sen for their qualities and adaptability to the objectives.
b. Learning by doing :
Practical systems training is progressively introduced with the implementation of the Standard Operating Procedures (SOP), crew concept and task sharing in a close to real environment using the MFTD (Maintenance and Flight Training Device) functionality.
c. Training to proficiency :
At the end of the training program, each crew must be capable of carrying out his tasks safely and efficiently, in accordance with the training objectives. Therefore, it is not pos- sible to permit a trainee to move up from one phase to the next until he has acquired the skills necessary to complete the objectives.
NOTE : CRM (Crew Resource Management) is fully integrated in the Type Rating courses.
B. PREREQUISITES
(Defined by clause 16 in aircraft purchase contract.)
In order to ensure consistent proficiency at the end of the course, certain experience is required for entry. The prerequisites listed below are the minimum requirements specified for Airbus Training. The entry level prerequisites for the Type Rating courses are mandatory. If pilots do not meet these prerequisites, then Airbus Training may provide ELT (Entry Level Training approved by Airbus Training) at Customer's request.
If the appropriate regulatory agency and/or specific airline policy demands greater or additional requirements, they will also apply as prerequisites.
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01 - GENERAL (END)
B. PREREQUISITES (END)
a. Captain Prerequisites
Previously qualified on JAR / FAR 25 aircraft and commercial operations.
• Valid and current ATPL, • Previous command experience, • Jet experience, • Fluent in English 1, • Flight time : - 1 500 hours as pilot, - 1 000 hours on JAR / FAR 25 aircraft, - 200 hours experience as airline, corporate or military transport pilot.
No jet experience : the pilot must follow a dedicated “jet familiarisation entry level course”
b. First Officer Prerequisites
:
b-1. Already Type Rated on JAR / FAR 25 aircraft and commercial operations.
• Valid and current CPL with IR • Jet experience • Fluent in English, • Flight time : - 500 hours as pilot, - 300 hours on JAR/FAR 25 aircraft, - 200 hours experience as airline, corporate or military transport pilot.
No jet experience : the pilot must follow a dedicated “jet familiarisation entry level course”
b-2. First type rating course for "Ab-initio" pilots who do not hold an airplane Type Rating on their pilot license.
Regulation requirements : • JAR-FCL : Type Rating 1.220 - 1.240 - 1.250, • JAR-FCL : Multi Crew Cooperation (MCC) 1.261. Trainee prerequisites : • Valid and current CPL, • Instrument Rating (IR) on multi-engine airplane, • ATPL : written exam, • Flight experience : 220 hours, - 100 hours as Pilot In Command (PIC),
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- 25 hours of multi-engine airplane (10 hours can be completed in a simulator), - Fluent in English1.
In addition to the above conditions and in accordance to the JAR-FCL and the Airbus training policy, a pilot entering a First Type Rating must have followed :
The Airbus Entry Level Training (ELT) program (combined MCC and Jet Familiarization course).
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02 - TRANSITION COURSES AND FAMILIARIZATION COURSE DESCRIPTION
A. TRANSITION COURSES
• The Standard transition course is the basic transition course
• The Language Adapted course is designed from the Standard course and consists of : - Projected CBT with an instructor, - 1 extra simulator session (spare session).
NOTE : Transition courses are performed on a basic variant aircraft, the A320, which covers the A320 family (A318 / A319 / A320 / A321). When transitioning to another variant than the basic one, refer to paragraph B - FAMILIARIZATION COURSE
B. FAMILIARIZATION COURSE
Same Type Rating permits the carry-over of total credit for crew qualifying from one variant of aircraft type to another, based on common cockpit and flight characteristics. It allows pilots to get a single type rating to fly all the variants of a same aircraft family, provided they performed the relevant Familiarization Course :
A320 Ö A318 Familiarization Briefing * 1.00 of CBT A320 Ö A319 Familiarization Briefing * 1.00 of CBT (with CJ option) A320 Ö A321 Familiarization Briefing * 1.00 of CBT
FMGS differences : FM1 (Honeywell) Ö FM2 (Honeywell) * 2.00 of CBT FM1 (Honeywell) Ö FM2 (Thales) * 2.00 of CBT FM2 (Honeywell) Ö FM2 (Thales) * 1.00 of CBT
NOTE : 2 hours of CBT must be added when the aircraft is not equipped
with the same engine type.
Familiarization course is self-study training. This self-study training shall be completed before the base training session or IOE in case of ZFTT. The level of knowledge will be assessed during the briefing.
C. PERFORMANCE
OPTION
A 4 day “Basic Performance Reminder Course” is also available on request to be taken before starting a Transition course. This course is intended to provide pilots with an insight to the practical problems of jet aircraft performance. As this presumes that the trainees are familiar with some essential physical phenomenon and their effect on practical applications, this course starts with reminders which deal with basic concepts about : •atmosphere properties, •speed measurement, •general equation of motion. Then it continues with a part devoted to : • the JAR and FAR regulatory main limitations,
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• certified aircraft performance established during the various flight phases : - take-off, - en route, - descent and holding, - landing, - fuel planning and management.
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02 - TRANSITION COURSES AND FAMILIARIZATION COURSE DESCRIPTION (END)
C. PERFORMANCE OPTION (END)
In addition we explain the process for diminishing the Direct Operating Cost (D.O.C.) during climb, cruise and descent all engines running. In order to provide a clear understanding of the influence of some parameters and the knowledge of the new Airbus performance calculation software : • the altimetry temperature effect, • the take-off performance optimization principle, • the LPC calculation tool.
The “Getting to grips with aircraft performance” brochure is used as the training support of this course. Its text includes the necessary background information for the specific operation and performance of Airbus commercial jet aircraft.
03 - COURSE ORGANISATION
A. DESCRIPTION
The instruction concept utilised by Airbus uses a program divided into phases. Airbus Airport is used for most of the sessions.
a. Ground phase
• Welcome : general introduction presenting : - Airbus Training Center - Course description - Airbus electronic FCOM
• CRM : Presentation related to Airbus cockpit philosophy, automation and Standard Operating Procedures (SOP's)
1. MFTD • The training is fully integrated which means that all the systems knowledge acquired in the CBT is reinforced and evaluated in the MFTD using the Airbus Standard Operating Procedures : this training device (equipped with tutorial modes) allows to learn the normal and abnormal operations using task sharing and crew coordination which save precious FFS time. The briefings and debriefings are fully integrated in the "tutorial mode". A debriefing will be carried out at MFTD 6 and 10 according to trainee’s performance.
2. PERFORMANCE • One day is dedicated to performance using either paper or LPC concept.
3. CABIN • Doors and slides operations are presented in the CBT and in a cabin training device.
4. SYSTEM KNOWLEDGE AND PERFORMANCE TESTS • At the end of Ground phase the Trainee will be evaluated on : - Systems knowledge using an "electronic" test based on randomized questionnaire, - Aircraft performance using a "paper" test.
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03 - COURSE ORGANIZATION (END)
b. Handling phase
This phase using FFS is mostly dedicated to aircraft handling in Normal and Abnormal operations. All exercises are completed in a realistic environment and allows the crew to practice Standard Operating Procedures previously learned in the MFTD.
c. LOFT phase
A LOFT session is defined to summarize all the exercises learned throughout the course and to give the trainee experience in operating the aircraft in real time scenarios.
d. Skill Test phase
According to the JAR - FCL recommendations, the Skill Test syllabi have been designed in a commercial air transport environment. They consist of : • 1st part : a real time sector with some specific events. • 2nd part : additional part to deal with the remaining items to be performed by the trainee in order to fully satisfy the JAR - FCL requirements.
e. Base training phase
1. Trainees already Type Rated : Two options are provided to the Customer according to regulation requirements and airline request : - Aircraft Base Training (Flight = 0:45 / pilot), OR - Zero Flight Time Training (FFS ZFTT = 4:00 / crew).
B. INSTRUCTOR BRIEFING
The instructor will make a briefing whose duration is stated in the table below within a reasonnable time frame before FFS session :
Briefing / debriefing duration per session :
BRIEFING
DEBRIEFING
- Handling FFS 1:30 At instructor's
discretion1 - LOFT FFS 1:00
- Skill test FFS 1:00
1. According to Trainees' performance
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04 - CRITERIA OF PROFICIENCY
a. Evaluation during CBT Phase :
On completion of this phase, a written multiple choice examination will be completed. The minimum level required, to be declared proficient, is determined by the Airline, but is never below 80%.
b. Unsatisfactory Examination :
Corrective action using the VACBI will be determined by the instructor in coordination with Airbus Training Director. The student will then undertake a VACBI examination.
C. MFTD AND FFS NOTATIONS
NOTE : this chapter is applicable to all Airbus Type Rating courses (Transition courses,
CCQ courses and First Type Rating course). The following sample is from a “Standard course”, but the way to fill a Trainee’s Record remains the same whatever is the Type Rating Course being followed.
Three boxes are used to record the overall trainee’s performance using “Trainee’s Record” file (see Page 9 / Page 10). They are quoted “Satisfactory”, “May need extra training” or “Unsatisfactory”
• When “Satisfactory” box is ticked ( n ) : ----> no specific comments are needed : “None” written indication is required.
Nevertheless, comments may be made at instructor’s discretion.
• When both “Satisfactory” and “May need extra training” boxes are ticked ----> comments are required ( o ), and the following session must be assessed as :
- “Satisfactory” ----> comments must confirm improvements ( p ) : OR
- “Unsatisfactory”
• When “Unsatisfactory” box is ticked ( q ) : ----> use the specific Progress Incident Report (PIR) (see Page 14) to list and
comment the trainee’s difficulties as well as the number of additional training
sessions requested ( r ). It must be reported without delay to Airbus Director of Training.
Additional training sessions (see Page 15 ) have to be commented and use the
same identification as the session involved ( s ).
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02 - STANDARD COURSE
NOTE : There is no time reference for CBT self study since the goal is to complete all CBT modules before day 15 for the examination. The trainees will work at their own pace bearing in mind that it is highly recommended to take all necessary actions to stay ahead of schedule.
Day 1 Day 2 Day 3 Day 4 Day 5
Trainee’s welcome (1:00) Welcome briefing (1:30) FCOM LPC (1:00) CRM (3:00) :
- Cockpit philosophy - SOP's
CBT introduction (1:00)
CBT (6:30)
MFTD A (1:00)
CBT (6:30)
MFTD B (1:00)
Performances
Aircraft Systems (Self study CBT) Electrical Flights Controls
APU
Day 6 Day 7 Day 8 Day 9 Day 10
Aircraft Systems (Self study CBT) Fire Protection Fuel Power Plant
MFTD 2 (4:00)
Aircraft Systems (Self study CBT) EIS-
ECAM EIS-EFIS Navigatio
n
Aircraft Systems (Self study CBT) Air Conditioning Pressurization
Hydraulic Pneumatic
MFTD 4
Aircraft Systems (Self study CBT)
Communications Ice and Rain Landing Gear
Doors
MFTD 5
Aircraft Systems (Self study CBT)
Cabin presentation
Lights Oxygen
MFTD 6 Day 11 Day 12 Day 13 Day 14 Day 15
Aircraft Systems (Self study CBT) EIS-
ECAM EIS-EFIS Pneumatic APU
Power Plant Fuel
Aircraft Systems (Self study CBT) Electrical Hydraulic Flight
Controls Navigation
Doors
Cabin (1:00)
Aircraft Systems (Self study CBT) Air Conditioning Pressurization Ventilation Auto Flight
Fire Protection
Landing Gear
Aircraft Systems (Self study CBT) Communications
Cabin presentation Ice and Rain Oxygen
Lights
MFTD 10
Performance Test
System test
Day 16 Day 17 Day 18 Day 19 Day 20
Training FFS 1 (4:00)
Training FFS 2 (4:00)
Training FFS 3 (4:00)
Training FFS 4 (4:00)
Training FFS 5 (4:00)
Day 21 Day 22 Day 23 Day 24 Day 25
Training FFS 6 (4:00)
Training FFS 7 (4:00)
LOFT (4:00)
Skill Test (4:00)
Low visibility
operations (optional)
FFS (3:00 or 4:00)
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01 - CBT : SYSTEMS STUDY
The systems study is progressively introduced throughout the ground school phase. The aircraft systems are presented during the two ground school days in a classroom. The remaining CBT for each system is studied before each MFTD session and the acquired knowledge will be reinforce with the use of the MFTD. You find hereafter the list of modules to be studied during the two ground school days. The modules to be studied before each session are listed for each session in the trainee's booklet.
1 - Ground school : systems study in class room : 13:00 hours
CBT introduction........................................................... 0:20
Aircraft general ............................................................. 0:25
EIS - EFIS .................................................................... 1:30
• EFIS presentation • PFD presentation • ND presentation
AUTOFLIGHT ............................................................... 3:45
• System presentation • Flight Control Unit • Flight Mode Annunciator • Flight guidance • Auto thrust • Flight Management • Rules regarding FM Navigation and F/PLN • Guidance principles • Protections
EIS - ECAM .................................................................. 1:20
• EIS System presentation • ECAM System presentation
PNEUMATIC ................................................................ 0:15
• System presentation
AIR CONDITIONNING ................................................. 0:30 • System presentation • Cargo system presentation
PRESSURIZATION ...................................................... 0:15
• System presentation
VENTILATION .............................................................. 0:10 • System presentation
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COMMUNICATIONS .................................................... 0:20 • System presentation
APU .............................................................................. 0:10
• System presentation
ELECTRICAL .............................................................. 0:25 • System presentation
CABIN PRESENTATION ............................................. 0:15
• System presentation
NAVIGATION ................................................................ 0:50 • System presentation • ADIRS presentation • Radio navigation presentation • Standby instruments
FIRE PROTECTION..................................................... 0:10
• System presentation
ICE § RAIN ................................................................... 0:10 • System presentation
HYDRAULIC ................................................................. 0:10
• System presentation
LANDING GEAR .......................................................... 0:10 • System presentation
FLIGHT CONTROLS.................................................... 0:55
• System presentation • Side stick • Normal law § protections
FUEL ............................................................................ 0:20
• System presentation
OXYGEN ...................................................................... 0:10 • System presentation
LIGHTS......................................................................... 0:10
• System presentation
RECORDERS............................................................... 0:05 • System presentation
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DOORS ........................................................................ 0:10
• System presentation
POWER PLANT ........................................................... 0:10 • System presentation
2 - Systems study before each MFTD session : 25 hours
MFTD 1
ELECTRICAL : Normal operation A and B FLIGHT CONTROLS : Reconfiguration laws - Normal operation A - B APU : Normal operation
MFTD 2
FIRE PROTECTION : Normal operation - Fire drills FUEL : Normal operation POWER PLANT : Normal operation A and B - Manual start
MFTD 3
EIS - ECAM : ECAM Normal operation - EIS reconfiguration EIS - EFIS : EFIS Normal operation NAVIGATION : EGPWS - Radio Altimeter - ATC/TCAS - Weather Radar - Normal operation A and B
MFTD 4
AIR CONDITIONING : Normal operation PRESSURIZATION : Normal operation HYDRAULIC : Normal operation PNEUMATIC : Normal operation
MFTD 5
COMMUNICATIONS : Normal operation ICE & RAIN : Normal operation LANDING GEAR : Normal operation DOORS : Normal operation
MFTD 6
CABIN : Cabin operation LIGHTS : Normal operation A and B OXYGEN : Normal operation
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Before the following MFTD sessions, the trainee will study : the Abnormal, Summary and Quiz modules of the related ATA Chapters.
MFTD 7
EIS-ECAM EIS-EFIS PNEUMATIC
APU POWER PLANT FUEL
MFTD 8
ELECTRICAL HYDRAULIC EIS - ECAM EIS - EFIS FLIGHT CONTROLS NAVIGATION DOORS
MFTD 9
AIR CONDITIONING PRESSURIZATION VENTILATION AUTO FLIGHT FIRE PROTECTION LANDING GEAR
MFTD 10
COMMUNICATIONS CABIN PRESENTATION ICE & RAIN OXYGEN LIGHTS
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MFTD A : COCKPIT PRESENTATION
01 - SESSION OBJECTIVE :
• To demonstrate the use of the training device. • To present a general view of the cockpit including flight instruments and major
aircraft systems controls and indicating.
02 - MFTD INITIALIZATION:
• The instructor completes the MFTD set up. • INIT : Gate at Airbus Airport
External power : ON APU running (APU Bleed ON).
03 - SESSION GUIDE :
NOTE : Do not explain Airbus aircraft systems but present the following according to the trainee's aeronautical background by introducing the Airbus cockpit philosophy. Remember that, at this stage, the trainee did not study all aircraft systems. The purpose of this session is not to fly the aircraft but to present the MFTD and the Airbus cockpit.
A. TOUCHING ZONES :
For this demonstration please call the relevant function on the IOS.
Demonstrate the use of :
- Push buttons and rotary knobs, - Thrust levers, - Engine master switches, - Ground spoilers, - Flaps, - External lights.
Notify the crew that it is not possible to use two touching zones at the same
time. B. COCKPIT PRESENTATION :
For the following demonstration use the Mode 1 but do not enter in the yellow explana- tion boxes.
EIS :
- PFD : Present information related to speed scale, attitude, altitude and vertical speed, Heading / track and the basic information displayed on the FMA.
- ND : Present the five different displays. Present the permanent data and the various range related to each display.
- ECAM : Present the E/WD and permanent data.
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B. COCKPIT PRESENTATION (END) :
FCU / MCDU : - FCU : Present the different functions of the FCU.
Speed : SPD / MACH switching - selector knob. Heading / track - selector knob - HDG / TRK Pb. Altitude and altitude selector knob. V/S / FPA - selector knob.
- EFIS CONTROL PANEL.
- MCDU : Present the MCDU box using Mode 1/3 to 3/3.
Remove the Mode 1 to present the different pages with an overview of the content (no system knowledge at this stage).
MCDU MENU DATA INIT A and B F/PLN PERF RAD NAV PROG FUEL PRED
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MFTD B : SYSTEMS PRESENTATION
01 - SESSION OBJECTIVE :
• To present a general view of the cockpit including major aircraft systems controls and indicating.
02 - MFTD INITIALIZATION :
• The instructor completes the MFTD set up. • INIT : Gate at Airbus Airport
External power : ON APU running (APU Bleed ON).
03 - SESSION GUIDE :
NOTE : Do not explain Airbus aircraft systems but present the following according to the trainee's aeronautical background by introducing the Airbus cockpit philosophy. Remember that, at this stage, the trainee did not study all aircraft systems. The purpose of this session is not to fly the aircraft but to present all the systems panels.
A. OVERHEAD PANEL :
During the presentation explain the "light out philosophy".
For each overhead panel call the relevant ECAM system page : present the controls and the associated display. Do not waste time to explain the system.
Present successively the following panels : possibility to use the Scale 1 panel :
- CAB PRESS - APU - AIR COND - ELECTRICAL - FUEL - HYDRAULIC - Fire (no ECAM page) - F/CTL
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B. OTHER CONTROLS :
Call the Mode 1 to present the following panels : do not explain the functionality : - ACP - RMP - CALL Panel - RCDR Panel - RADAR - ATC - ADIRS - EGPWS - CARGO - VENTILATION
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MFTD 1 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBKEF LFZZ / BIKF
ALTN / CO RTE
KEFSNN FLT
NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 230 / - 31°C 36 090
TRIP DIST
1414 Nm
TRIP WIND
HD 020
ALTN
EINN
ALTN DIST
855 Nm FL
to ALTN FL
350
ATIS
RWY ............. 33 R
WIND ............ CALM
VISI ............... CAVOK
CEILING .......
TEMP ............ 13°C
DEW POINT . 10°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / 49,5 t
108 900 lb
BLOCK FUEL
18,5 t 40 700 lb
T/O WEIGHT
68 t 150 000 lb
PERF PAGE
IAE
CFM V1 138
135
VR 138 138
V2 142 141
THR TOGA TOGA
FLAPS 2
T/O C.G. %
NOTES :
FPLN :
Refer CO ROUTE
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MFTD 1 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Introduce and practice the preliminary cockpit prep and cockpit preparation. • Study, practice and use of the FMGS through a standard preparation. • Introduce and practice SOPs and task sharing during :
- BEFORE START. - ENGINE START / AFTER START. - TAXI & BEFORE TAKE OFF.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : ELECTRIC (24), FLIGHT CONTROLS (27), APU (49).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
• PRELIMINARY COCKPIT PREPARATION COCKPIT PREPARATION
3.03.04
3.03.06 / 4.05.10
3.00
• BEFORE START / ENG START / AFTER START
3.03.07 / 3.03.08 / 3.03.09
3.00
• TAXI & BEFORE TAKE OFF 3.03.10 / 3.03.11 / 4.05.20 3.00
C. SUPPORT :
• FCOM / QRH • FCTM.
03 - SESSION PROFICIENCY CRITERIA :
• NIL.
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MFTD 1 SESSION GUIDE
Standard crew : captain is trainee 1 and first officer is trainee 2 throughout the course (from MFTD1 to FFS 7). Non standard crew : instructor determines crew position to be used throughout the course.
CBT : ATA studied : ELECTRIC (24), FLIGHT CONTROLS (27),
APU (49) „ USE OF TUTORIAL :
- General philosophy - How to conduct a tutorial - Symbology
T MANDATORY use of tutorial mode. TM Manual switching of the slides. SOPs Will be read by the INSTRUCTOR.
The instructor will ask for POP UP and comment. „ 2 : Electric external power available.
During open book preparation (QRH for trainees & FCOM for instructor) the instruc- tor will explain the panel scanning following the Tutorial Mode.
PRELIMINARY COCKPIT PREP
Comment APU start operation using ECAM APU page. When APU available, call ECAM ELEC page, point out the priority logic with the EXT PWR.
Panel scanning in agreement with the Tutorial Mode Explain the "All white lights" philosophy. OVERHEAD PANEL SCAN Do not explain the systems, but emphasize the flow of actions.
FMGS preparation :
Follow the Tutorial Mode. Do not describe the pages in details, this will be done all along the ground phase. Explain following items : - DATA : Select A/C STATUS - A/C STATUS page Check, NAV DATA BASE validity - INIT A Enter the F-PLN via CO RTE
Modify coordinates Explain IRS alignment
- F-PLN Explain the architecture of F-PLN, cross-check with documentation.
- SEC F-PLN Select COPY ACTIVE, explain architecture.
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- RAD NAV - INIT B Predetermined Data - PERF T/O Predetermined Data
Glareshield, Instrument panel, Pedestal : Do not explain the systems, but emphasize the flow of actions.
No take off briefing at this stage.
„ 4 : No External power available.
BAT check refer to FCOM 3.03.04 APU Start on BAT
OVERHEAD PANEL SCAN : Do not explain the systems, but emphasize the flow of actions
FMGS preparation :
Follow the Tutorial Mode Do not describe the pages in details, this will be done all along the ground phase. - DATA : Select A/C STATUS - A/C STATUS page Check, NAV DATA BASE validity - INIT A Enter the F-PLN via CO RTE - F-PLN Cross-check F-PLN with documentation. - SEC F-PLN Select COPY ACTIVE, explain architecture. - RAD NAV - INIT B Predetermined Data - PERF T/O Predetermined Data
No take off briefing at this stage.
„ 6 : Brakes & Flight controls check explained but not
done. Explain the general flow of actions.
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MFTD 2 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBKEF LFZZ / BIKF
ALTN / CO RTE
KEFSNN FLT
NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 230 / - 31°C 36 090
TRIP DIST
1414 Nm
TRIP WIND
-
ALTN
EINN
ALTN DIST
855 Nm FL
to ALTN FL
350
ATIS
RWY ............. 33 R
WIND ............ CALM
VISI ............... CAVOK
CEILING .......
TEMP ............ 13°C
DEW POINT . 10°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / 49,5 t
108 900 lb
BLOCK FUEL
18,5 t 40 800 lb
T/O WEIGHT
68 t 150 000 lb
PERF PAGE
IAE
CFM V1 138
135
VR 138 138
V2 142 141
THR TOGA TOGA
FLAPS 2
NOTES :
FPLN :
Refer CO ROUTE
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MFTD 2 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Introduce and practice SOPs and task sharing during : TAKE OFF.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : FIRE PROTECTION (26), FUEL (28), POWER PLANT (70).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
• TAKE OFF / AFTER TAKE OFF 3.03.12 / 3.03.13 / 4.05.30 3.04
• AUTO THRUST LOGIC 1.22.30
C. SUPPORT :
• FCOM / QRH. • FCTM
03 - SESSION PROFICIENCY CRITERIA :
• NIL.
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MFTD 2 SESSION GUIDE
CBT : ATA studied : FIRE PROTECTION (26), FUEL (28), POWER PLANT (70) Pop up to be triggered and commented at instructor discretion
1 : FUEL panel & ECAM before start Pumps logic
Perform the TAKE OFF briefing 2 : FUEL panel AFTER START :
- Explain the ECAM page in relation with the FUEL panel - Free use of panel, interaction with the ECAM
6 : FMGS PERF page
PROG PAGE CRZ Insert a PRESET SPEED (300 kt) in cruise
7 : FMGS PERF page
PROG page DIR TO page
DIR TO with ABEAM PTS DIR TO
OVFY function 8 : No External Power
ELEC : Batteries check refer FCOM 3.03.04 ECAM : ENG page OIL quantity FCOM 3.03.04
10 : PRESEL SPEED for CLB
12 : Switching conditions refer to FCOM 4.02.20 p.11
13 : FMGS PERF pages CLB CRZ
14
: FMGS
PROG page
DIR TO page FIX INFO F-PLN page B
15 : AUTOTHRUST
N1 rating limits (EPR) Disconnection / reengagement with associated FMA / ECAM announcements
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MFTD 3 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBKEF LFZZ / BIKF
ALTN CO RTE
KEFSNN FLT
NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 230 / - 31°C 36 090
TRIP DIST
1414 Nm
TRIP WIND
-
ALTN
EINN
ALTN DIST
855 Nm FL
to ALTN FL
350
ATIS
RWY ............. 33 R
WIND ............ CALM
VISI ............... CAVOK
CEILING .......
TEMP ............ 13°C
DEW POINT . 10°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / 49,5 t
108 900 lb
BLOCK FUEL
18,5 t 40 800 lb
T/O WEIGHT
68 t 150 000 lb
PERF PAGE
IAE
CFM V1 138
135
VR 138 138
V2 142 141
THR TOGA TOGA
FLAPS 2
T/O C.G. %
NOTES :
FPLN :
Refer CO ROUTE
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MFTD 3 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Introduce and practice SOPs and task sharing during : - CLIMB. - CRUISE.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : EIS-ECAM / EIS-EFIS (31), NAVIGATION (34).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
• CLIMB 3.03.14 / 4.05.40 3.05
• CRUISE 3.03.15 / 4.05.50 3.05
C. SUPPORT :
• FCOM / QRH. • FCTM
03 - SESSION PROFICIENCY CRITERIA :
• NIL.
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MFTD 3 SESSION GUIDE
CBT : ATA studied : EIS and ECAM, EFIS (31), NAVIGATION (34) Pop up to be triggered and commented at instructor discretion
1 : Point out ADIRS OPERATION / ALIGNEMENT / FAST ALIGNEMENT
FMGS NAVAID / STORED NAVAID SEC F-FPLN COPY ACTIVE
NEW DESTINATION for IMMEDIATE RETURN PREPARATION
8 : Crossing FL 60 SET THE TUTORIAL CLIMB
FMGS Pseudo waypoint definition Prediction displayed on the MCDU Constraint symbols
18 : FMGS
- WAYPOINT / STORED WAYPOINT / NEW WAYPOINT - AIRWAYS page - HOLD at PPOS - CLOSEST AIRPORTS page - F-PLN sequencing : DIR TO RADIAL IN / OUT demo
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MFTD 4 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBAIB LFZZ / LFZZ
ALTN / CO RTE
AIBLYS
FLT NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 310 / - 47°C 36 090
TRIP DIST
310 Nm
TRIP WIND
-
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY ............. 33 R
WIND ............ 020° / 10
kt VISI ............... CAVOK
CEILING .......
TEMP ............ 13°C
DEW POINT . 08°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
28% / 48 t
105 800 lb
BLOCK FUEL
10 t
22 000 Ib
T/O WEIGHT
58 t
127 800 lb
PERF PAGE
V1
VR
V2
THR
FLAPS 2
T/O C.G.
NOTES :
FPLN :
Refer CO ROUTE
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MFTD 4 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Introduce and practice take off performance computation • Introduce and practice SOPs and task sharing during :
- DESCENT, - ILS APPROACH, - AFTER LANDING / PARKING / SECURING AIRCRAFT.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : AIR CONDITIONING / PRESSURIZATION (21), HYDRAULIC (29), PNEUMATIC (36).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
• DESCENT PREPARATION / DESCENT
3.03.16 / 3.03.17 / 4.05.60
3.05
• ILS APPROACH 3.03.18 / 4.05.70 3.06
• GROUND SPEED MINI 1.22.30
• AFTER LANDING / PARKING / SECURING A/C
3.03.24 / 3.03.25 / 3.03.26
3.09 / 3.10
C. SUPPORT :
• FCOM / QRH. • FCTM
03 - SESSION PROFICIENCY CRITERIA :
• NIL.
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MFTD 4 SESSION GUIDE
CBT : ATA studied : AIR CONDITIONING / PRESSURIZATION / VENTILATION (21),HYDRAULIC (29), PNEUMATIC (36)
Pop up to be triggered and commented at instructor discretion All take off performed packs
off 1 : PNEUMATIC, AIR COND / PRESS / VENT & HYDRAULIC panels and ECAM pages
associated. FMGS - POSITION MONITOR : demonstrate how to deselect NAVAIDS
and GPS.
- PROG page : observe Predictive GPS and demonstrate how to deselect Satellites.
- ESTIMATED TAKE OFF TIME (ETT) - SPEED CONSTRAINT in CLB, in CRZ
2 : ECAM pages for ENG and APU BLEED logic before during and after engine start
ECAM HYD page after engine start. 6 : DESCENT INITIATION at TOD
MONITOR WIND EFFECT DURING DESCENT 7,10 : Decelerated approach. No radar vectors.
8,12 : Decelerated approach. Radar vectors - DIR TO RAD IN.
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MFTD 5 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBAIB 1 LFZZ / LFZZ
ALTN / CO RTE
AIBLYS
FLT NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 070 / -9°C 36 090
TRIP DIST
92 Nm
TRIP WIND
-
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY ............. 33 L
WIND ............ 020° / 10
kt VISI ............... 5 km
CEILING ....... OVC 005
TEMP ............ 05°C
DEW POINT . 03°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. WET
AIR COND .... ON
ANTI ICE....... ENG ON
INIT NEXT PAGE
ZFWCG / ZFW
32% / 54 t
119 000 lb
BLOCK FUEL
10 t
22 000 lb
T/O WEIGHT
64 t
141 000 lb
PERF PAGE
V1
VR
V2
THR
FLAPS 2
T/O C.G. %
NOTES :
FPLN :
Refer CO ROUTE
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MFTD 5 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Introduce and practice SOPs and task sharing during : - NON PRECISION APPROACH. - GO AROUND. - HOLDING.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : COMMUNICATIONS (23), ICE AND RAIN (30), LANDING GEAR (32), DOORS (52).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
GO AROUND 3.03.23 / 4.05.80 3.09
HOLDING - DIVERSION 4.05.60 / 4.05.80
NON PRECISION APPROACH 3.03.19 / 4.05.70 3.07 / 3.08
C. SUPPORT :
• FCOM / QRH. • FCTM
03 - SESSION PROFICIENCY CRITERIA :
• NIL.
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MFTD 5 SESSION GUIDE
CBT : ATA studied : COMMUNICATIONS (23), ICE AND RAIN (30), LANDING GEAR (32), DOORS (52)
Pop up to be triggered and commented at instructor discretion All take off performed packs on 1 : Use of RMP: Transfer Key & SEL indicator, Radio Nav Back up mode key FMGS SEC F-PLN INIT page
PERF page 2 : ECAM DOORS page ICING CONDITIONS FOR TAKE OFF 7 : After go around tutorial, quit tutorial, give radar vectors for VOR / DME approach (managed).
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MFTD 6 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBAIB LFZZ / LFZZ
ALTN / CO RTE
AIBLYS
FLT NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 310 / - 47°C 36 090
TRIP DIST
310 Nm
TRIP WIND
TL 010
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY.............. 33 L
WIND ............ 020 / 15
kt VISI ............... CAVOK
CEILING .......
TEMP ............ 30°C
DEW POINT . 20°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
28% / 48 t
105 800 lb
BLOCK FUEL
12 t 26 500 lb
T/O WEIGHT
60 t 132 300 lb
PERF PAGE
V1
VR
V2
THR
FLAPS 2
T/O C.G. %
NOTES :
FPLN :
Refer CO-ROUTE
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MFTD 6 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• To assess the general level obtained by the trainees at the end of the Normal phase.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : CABIN (25), LIGHTS (33), OXYGEN (35).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
RNAV 3.03.19
C. SUPPORT :
• FCOM / QRH. • FCTM
03 - SESSION PROFICIENCY CRITERIA :
• Assess the following : - Knowledge of Standard Operating Procedures, - Task sharing, - Call outs, - Briefings.
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MFTD 6 SESSION GUIDE
CBT : ATA studied : CABIN, LIGHTS (33), OXYGEN (35).
Pop up to be triggered and commented at instructor discretion All take off performed packs on
1,12 : Trainees must enter the FROM / TO on the init page and fill the rest of the flight
plan with AIBAIB waypoints from co-route. At this stage trainees must know how to build a flight plan.
6,17 : During CRUISE at FL 150, FMGS exercises :
FMGS : - GPS and NAV AID Deselection - HOLD at PPOS - Alternate Airport change - Exercises at instructor discretion.
8,19 : VOR - DME
One approach must be performed in MANAGED mode and the other in SELECTED mode.
23 : RNAV GPS APPROACH RWY 24 for demonstration (GPS PRIMARY only).
WIND 270° / 10 kt
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- MFTD 7 - TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBKEF LFZZ / BIKF
ALTN CO RTE
KEFSNN FLT
NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 230 / - 31°C 36 090
TRIP DIST
1414 Nm
TRIP WIND
HD 020
ALTN
EINN
ALTN DIST
855 Nm FL
to ALTN FL
350
ATIS
RWY .............. 33 R
WIND............. CALM
VISI ............... CAVOK
CEILING ........
TEMP ............ 13°C
DEW POINT .. 10°C
QNH .............. 1013 hPa
QFE ............... 984 hPa
RWY COND .. DRY
AIR COND..... ON
ANTI ICE ....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32% / 49,5 t
108 900 lb
BLOCK FUEL
18,5 t 40 700 lb
T/O WEIGHT
68 t 150 000 lb
PERF PAGE
IAE
CFM V1 138
135
VR 138 138
V2 142 141
THR TOGA TOGA
FLAPS 2
T/O C.G. %
NOTES :
FPLN :
Refer CO ROUTE
OM
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MFTD 7 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• ECAM phylosophy. • Study engine start fault. • Study dual hydraulic failure with use of summary. • Fuel imbalance & fuel leak. • Carry out ECAM procedures, crew coordination and task sharing with respect to SOPs.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : Abnormal, Summary & Quiz. FUEL (28), EIS and ECAM, EFIS (31), PNEUMATIC (36), APU (49), POWER PLANT (70).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
• ABNORMAL & EMERGENCY INTRODUCTION
3.02.01
• ENGINE START FAULT 3.02.70 • HYD G+Y SYS LO PR SUMMARY
3.02.29
2.00 1.00
• ECAM ARCHITECTURE • ECAM DESCRIPTION • ECAM RECONFIGURATION
1.31.05 1.31.10 1.31.30
2.00
C. SUPPORT :
• FCOM / QRH • FCTM
03 - SESSION PROFICIENCY CRITERIA : - NIL
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MFTD 7 SESSION GUIDE
Pop up to be triggered and commented at instructor discretion
1 : At "detection" page, instructor reads the slide, then unfreezes and inserts
ENG 1 FIRE. After exercise, reset ALL SYSTEM. After ECAM PHILOSOPHY TUTORIAL, quit tutorial and continue in free use.
2, 3, 4: • Decrease fuel in one wing to obtain imbalance advisory (difference greater than
1500 kg). Explain advisory philosophy but do not treat it.
• Insert CAB PR SYS 1 FAULT - Explain level 1 caution (color awareness) overcoming the advisory, do not perform ECAM action.
• Insert CAB PR SYS 1 + 2 FAULT - Explain level 2 caution (sound, master caution, color) overcoming the level 1 caution
• Insert APU FIRE (extinguishable) - Explain level 3 warning (sound, master warning, color, priority, overflow) overcoming the level 2 caution - Perform ECAM actions and observe automatic return to level 2 when level 3 conditions are cancelled (fire extinguished)
The level 2 caution (CAB PR SYS 1 +2 FAULT) has again priority. Clear ECAM. 10 : Engine 1 : Insert Start valve fault after start valve open.
12 : Remove 1t in left inner tank if necessary to save time.
After exercice completed, quit tutorial and continue in free use. 13 : - Point out the loss of cautions. Some system page informations are available
- Review all system pages (disregard ENG 1 and 2 APPR IDLE ONLY messages refer FCOM 3)
- Insert ELEC GEN 1 FAULT - Notice no warning but Fault light is available (Scan overhead panel)
14 : - Point out there are no warnings, no indications
ECP is lost and ECAM cannot be cleared - Insert ENG 1 FIRE - Explain the crew has to monitor aircraft systems and detect malfunctions most particularly the overhead panel.
15 : Observe diagonal line on DU and reconfiguration
16 : Point out and comment the cross transfer logic
- PFD / ND - EWD / SD - SD / ND As this failure has no ECAM procedure, QRH procedure must be used.
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MFTD 8 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBKEF LFZZ / BIKF
ALTN / CO RTE
KEFSNN FLT
NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 230 / - 31°C 36 090
TRIP DIST
1414 Nm
TRIP WIND
HD 020
ALTN
EINN
ALTN DIST
855 Nm FL
to ALTN FL
350
ATIS
RWY ............. 33 R
WIND ............ CALM
VISI ............... CAVOK
CEILING .......
TEMP ............ 13°C
DEW POINT . 10°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / 49,5 t
108 900 lb
BLOCK FUEL
18,5 t 40 700 lb
T/O WEIGHT
68 t 150 000 lb
PERF PAGE
IAE
CFM V1 138
135
VR 138 138
V2 142 141
THR TOGA TOGA
FLAPS 2
NOTES :
FPLN :
Refer CO ROUTE
OM
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© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
MFTD 8 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Study engine failure and relight procedure. • Study Emer Elec config with use of summary. • Study emergency descent. • Carry out ECAM procedures, crew coordination and task sharing with respect to SOPs.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : Abnormal, Summary & Quiz : ELECTRIC (24), FLIGHT CONTROLS (27), HYDRAULIC (29) NAVIGATION (34), DOORS (52).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
ENGINE FAILURE / ENGINE FAIL 3.02.10 / 3.02.70 2.00
ELEC EMER CONFIG. SYSTEMS REMAINING SUMMARY
3.02.24
2.00 4.00 1.00
EMERGENCY DESCENT 3.02.80 1.00
F/CTL ALTERNATE / DIRECT LAW NAV IR DISCREPANCY
3.02.27 3.02.34
2.00 4.00
C. SUPPORT :
• FCOM / QRH. • FCTM.
03 - SESSION PROFICIENCY CRITERIA :
• Demonstrate comprehensive knowledge of aircraft system operation, use of ECAM. and appropriate procedures.
• Understanding and application of crew co-ordination under malfunction conditions.
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AIRBUS A320 Type Training
Appendix J Page: 63
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
MFTD 8 SESSION GUIDE
For every failure - Perform ECAM actions - Analyse system & Status page - Restore
Pop up to be triggered and commented at instructor discretion All take off performed packs on
2,10 : Stop exercice when ECAM ACTIONS are completed.
14 : - Insert AIR RIGHT WING BLEED LEAK
- Perform ECAM actions - Insert ENG 1 BLEED LEAK. Due to the loss of both PACKS, an emergency descent should be initiated.
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AIRBUS A320 Type Training
Appendix J Page: 64
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MFTD 9 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBKEF LFZZ / BIKF
ALTN / CO RTE
KEFSNN FLT
NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 230 / - 31°C 36 090
TRIP DIST
1414 Nm
TRIP WIND
HD 020
ALTN
EINN
ALTN DIST
855 Nm FL
to ALTN FL
350
ATIS
RWY.............. 33 R
WIND ............ CALM
VISI ............... CAVOK
CEILING .......
TEMP ............ 13°C
DEW POINT . 10°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / - 49,5 t
108 900 lb
BLOCK FUEL
18,5 t 40 700 lb
T/O WEIGHT
68 t 150 000 lb
PERF PAGE
IAE
CFM V1 138
135
VR 138 138
V2 142 141
THR TOGA TOGA
FLAPS 2
T/O C.G. %
NOTES :
FPLN :
Refer CO ROUTE
OM
Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 65
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
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Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 66
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
MFTD 9 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Familiarize with unreliable speed indication event. • Study of single engine operation (Strategy). • Introduce and practice smoke and smoke removal procedure. • Study of Bomb on board procedure. • Study dual FMGC fault and dual RA fault. • All Engine Flame out & Force landing. • Carry out ECAM procedures, crew coordination and task sharing with respect to SOPs.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop :Abnormal, Summary & Quiz AIR CONDITIONING / PRESSURIZATION / VENTILATION (21), AUTO FLIGHT (22), FIRE PROTECTION (26), LANDING GEAR (32).
B. EXERCICES / REFERENCES :
EVENTS FCOM QRH
ENGINE FAILURE / ENGINE FAIL 3.02.10 / 3.02.70 2.00
EMERGENCY DESCENT SMOKE
3.02.80
1.00 1.00
F/CTL ALTERNATE / DIRECT LAW 3.02.27 2.00
ENGINE DUAL FAILURE FORCED LANDING / DITCHING BOMB ON BOARD
3.02.70 3.02.80
1.00 2.00
UNRELIABLE SPEED INDICATION 3.02.34 2.00
C. SUPPORT :
• FCOM / QRH. • FCTM.
03 - SESSION PROFICIENCY CRITERIA :
• The application of abnormal procedures is of standard level and above.
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AIRBUS A320 Type Training
Appendix J Page: 67
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
MFTD 9 SESSION GUIDE
Pop up to be triggered and commented at instructor discretion All take off performed packs on
1 : Move the Slats / Flaps lever to Flaps 0, press T/O config test pb and observe
T/O CONFIG warning is triggered.
3 : EXCESSIVE CABIN ALTITUDE. Stop exercice at FL 100.
6 : Double SFCC SLATS CHANNEL FAULT
8
: Recycle successful.
13
: Insert a DOOR SWITCH FAULT then an EXCESSIVE CABIN ALTITUDE.
15
: Insert dual engine flame out, freeze MFTD when both A/P are lost. No ECAM action.
Review dual engine flame out procedure using QRH. Review Forced landing procedure (QRH).
OM
Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 68
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
MFTD 10 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBAIB LFZZ / LFZZ
ALTN / CO RTE
AIBLYS
FLT NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL / TEMP TROPO
FL 310 / - 47°C 36 090
TRIP DIST
310 Nm
TRIP WIND
HD 025
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY ............. 33 R
WIND ............ 230 / 15
kt VISI ............... 5 km
CEILING ....... OVC 005
TEMP ............ 20°C
DEW POINT . 10°C
QNH .............. 1013 hPa
QFE .............. 984 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32% / 48 t
105 800 lb
BLOCK FUEL
12 t 26 500 lb
T/O WEIGHT
60 t 132 300 lb
PERF PAGE
V1
VR
V2
THR
FLAPS 2
T/O C.G. %
NOTES :
FPLN :
Refer CO ROUTE
OM
Part D
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AIRBUS A320 Type Training
Appendix J Page: 69
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
OM
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APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 70
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
MFTD 10 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Check trainee's ability to carry out normal and abnormal operations according to standard requirements.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : Abnormal, Summary & Quiz. COMMUNICATIONS (23), CABIN (25), ICE AND RAIN (30), LIGHTS (33), OXYGEN (35).
B. REFERENCES :
Normal and abnormal SOPs.
C. SUPPORT :
• FCOM / QRH. • FCTM.
03 - SESSION PROFICIENCY CRITERIA :
• The applicant has achieved all necessary skills in terms of receiving the assessment status : "Ready for next phase" (FFS sessions).
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Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 71
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
MFTD 10 SESSION GUIDE „ 5 : ENG 1 start valve fails to open .
When ECAM actions completed, refer to MMEL.
10 : VOR - DME approach.
14 : Locked by WTB.
19
: ENG 1 HOT START.
22
: RA 2 FAULT after take off, RA 1 FAULT on downwind.
27
: LOCALIZER (G/S OUT) approach.
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APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 72
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
FFS 1 TAKE-OFF DATA
INIT PAGE
CO RTE FROM TO
AIBAIB1 LFZZ / LFZZ
ALTN/CO RTE
AIBLYS
FLT NBR
[Airline ID] 201
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL/TEMP TROPO
FL 070 / 0°C 36 090
TRIP DIST
92 Nm TRIP
WIND HD
15
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY ............. 33 R
WIND ............ 330° / 10
kt VISI ............... CAVOK
CEILING .......
TEMP ............ 20°C
DEW POINT . 10°C
QNH .............. 1010 hPa
QFE .............. 981 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE ....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% - 54 t
119 000 lb
BLOCK FUEL
11 t 24 200 lb
T/O WEIGHT
65 t 143 200 lb
PERF PAGE
V1
VR
V2
THR
FLAPS 1+F
T/O C.G. %
NOTES :
FPLN :
Refer CO ROUTE
OM
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AIRBUS A320 Type Training
Appendix J Page: 73
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AIRBUS A320 Type Training
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FFS 1 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Practice preliminary cockpit preparation (real environment). • Introduction to aircraft handling characteristics. • Introduction to " Normal Law " - Envelope protections. • Practice visual approaches and landings.
02 - TRAINING TOPICS :
A. REVIEW :
• Preliminary cockpit preparation using aircraft equipments in a real environment.
B. EXERCISES / REFERENCES :
EXERCISES FCOM QRH
• TAKE OFF + CROSSWIND 3.03.12 / 3.04.27 3.00
• NORMAL LAW - PROTECTIONS 3.04.27
• AUTO THRUST LOGIC ILS APPROACH SIDE STICK PRIORITY
1.22.30 / 3.04.70 3.03.18 / 4.05.70
1.27.40
3.00
• VISUAL PATTERN 3.03.20
• GO AROUND 3.03.23 / 4.05.80 3.00
• LANDING + CROSSWIND 3.03.22 / 3.04.27 3.00
C. SUPPORT :
• FCOM / QRH - FCTM. • FCOM Bulletins :
- Use of rudder on transport category airplanes, - Aircraft handling in final approach.
• Laptop : - Rudder and load presentation DVD 1.
03 - SESSION PROFICIENCY CRITERIA :
• Understanding of Normal Law protections. • Ability to handle the aircraft in Normal Law. • Ability to apply correct take off and landing techniques.
OM
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AIRBUS A320 Type Training
Appendix J Page: 75
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
FFS 1 SESSION GUIDE „
1 :
- First flight of the day.
- Presentation of equipments which are not available in the MFTD. - Safety equipments (fire extinguishers, escape ropes, torch). - Seat adjustment, lights. - Oxygen masks. - Audio : hand mike, headset, RMP, ACP. - First FFS handling caracteristic review
(NWS, taxi, brake check, flight control check, take off side stick position, rotation
technique) „ 6 : STUDY OF NORMAL LAW
- FDs and ATHR off, demonstrate the stability in pitch : . level flight with speed variation, . in climb and descent (pitch attitude ± 5°).
- FPA on : explain relationship between pitch attitude and flight path. - Turn with 30° bank angle : demonstrate turn coordination and stability. In pitch (no back pressure required to maintain altitude).
- Steep turns 45° bank angle : demonstrate that above 33° of bank, the stability is lost and back pressure is required to maintain altitude.
: PROTECTIONS : demonstrate - Pitch attitude Limitations. - Bank angle (67°). - G load (2.5 g). - High angle of attack: . VLS minimum allowed speed, . Vprot (autotrim stops / nose down), . V Floor (angle of attack and autothrust function), . V Max (Full aftstick).
- The aircraft is fully protected in case of emergency pull up : Intruder, terrain obstacle avoidance.
19, 34 :
20, 32 :
Insert 20 kts crosswind. AUTO-THRUST LOGIC DEMO :
Disconnection / reengagement with associated FMA / ECAM announcements. Demonstrate thrust is available beyond CLB detent.
„
23 : TCAS : Select scenario 9 - "RA reversal V/S reversed".
„
24 : PROTECTIONS : High speed (VMO or MMO) : - Warning - pilot authority is reduced, nose up demand, - Maxi bank angle 45°, - Spiral stability. Repeat turns and steep turns.
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AIRBUS A320 Type Training
Appendix J Page: 76
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
FFS 2 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBAIB1 LFZZ / LFZZ
ALTN/CO RTE
AIBLYS
FLT NBR
[Airline ID] 202
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL/TEMP TROPO
FL 070 / 0°C 36 090
TRIP DIST
92 Nm
TRIP WIND
-
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY ............. 33 R
WIND ............ 030° / 10
kt VISI ............... 3 km
CEILING ....... OVC 006
TEMP ............ 08°C
DEW POINT . 06°C
QNH .............. 998 hPa
QFE .............. 969 hPa
RWY COND .. WET
AIR COND .... ON
ANTI ICE ..... ENG ON
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / 48 t
105 800 lb
BLOCK FUEL
6 t 13 200 lb
T/O WEIGHT
54 t 119 000 lb
PERF PAGE
V1
VR
V2
THR
FLAPS 2
T/O C.G %
NOTES :
FPLN :
Refer CO ROUTE
NIGHT VISUAL
OM
Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 77
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
OM
Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 78
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FFS 2 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Practice Transit cockpit preparation (real environment). • Practice Non precision approaches Selected & Managed. • Practice Winshear recovery techniques. • Practice Take off and Landings with crosswind.
02 - TRAINING TOPICS :
A. REVIEW :
• Transit cockpit preparation using aircraft equipments in a real environment. • TCAS procedures. • Go around procedure.
B. EXERCISES / REFERENCES :
EXERCISES FCOM QRH
• TAKE OFF WITH CROSSWIND 3.03.12 • TCAS 3.02.34 / 3.04.34 1.00
• PREDICTIVE WINDSHEAR - WINDSHEAR
1.34.60 / 3.02.80 / 3.04.91
• NON PRECISION APPROACH 3.03.19 / 4.05.70 3.00
• LANDING WITH CROSSWIND 3.03.22
C. SUPPORT :
• FCOM / QRH - FCTM • FCOM Bulletins :
- Use of final approach Mode and NAV DATA BASE validation. - Operation in Windshear / Downburst conditions. - Avoiding tail strike at take off.
• Laptop : - Tail strike presentation DVD 1.
03 - SESSION PROFICIENCY CRITERIA :
• Apply good crew coordination and task sharing. • Proper use of automation. • Confirm the ability to :
- Handle the aircraft safely. - Perform Non precision approaches.
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AIRBUS A320 Type Training
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© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
FFS 2 SESSION GUIDE 1 : First flight of the day.
5 : TCAS : Select scenario 10 : " RA crossing flight path ".
11 : Cancel predictive windshear, then insert windshear after rotation for
recovery technique. 28 : Demonstrate then cancel the predictive windshear on approach.
When the message " WINDSHEAR AHEAD " disappears, select windshear for recovery technique.
14 : During GO AROUND, set weather CAVOK.
17, 32 : Weather : CAVOK - Crosswind : 050° / 20 kts.
21 : TCAS : Select scenario 6 : " Preventive RA Maintain V/S ".
35 : Demonstration of operation on narrow and short runway.
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AIRBUS A320 Type Training
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FFS 3 TAKE-OFF DATA
INIT PAGE
CO RTE FROM TO
AIBKEF LFZZ / BIKF
ALTN/CO RTE
KEFSNN FLT
NBR
(Airline ID) 203
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL/TEMP TROPO
FL 360 / - 53°C 36 090
TRIP DIST
1414 Nm
TRIP WIND
TL 25
ALTN
EINN
ALTN DIST
855 Nm FL
to ALTN FL
350
ATIS
RWY ............. 33 R
WIND ............ 240° / 12
kt VISI ............... 8 km
CEILING ....... OVC 010
TEMP ............ 20°C
DEW POINT . 16°C
QNH .............. 1020 hPa
QFE .............. 991 hPa
RWY COND .. DRY
AIR COND..... OFF
ANTI ICE........ OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / 52 t
114 600 lb
BLOCK FUEL
T/O WEIGHT
PERF PAGE
MTOW 64 t
V1
VR
V2
THR FLAPS OPT 2
TO CG % %
NOTE :
FPLN :
Refer CO ROUTES
For MTOW exercise, trainees have to determine take off fuel
OM
Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 81
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
OM
Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 82
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FFS 3 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Practice decision making (CRM). • Heavy weight operations. • Practice Non precision and Circling approach. • Practice EGPWS recovery technique.
02 - TRAINING TOPICS :
A. REVIEW :
• Non precision approach. • Go around procedure.
B. EXERCISES / REFERENCES :
EXERCISES FCOM QRH
• AUTO RETRACTION 1.27.50 • OVERWEIGHT LANDING 3.02.80 2.00
• EGPWS 1.34.70 / 3.02.34 / 3.04.34 1.00
• CIRCLING 3.03.19
• LOW ENERGY WARNING 1.22.40 / 1.27.20 2.00
• MODE REVERSION 1.22.30
• 180° TURN ON RWY 3.03.10
• G/S FROM ABOVE 3.03.18
C. SUPPORT :
• FCOM / QRH - FCTM. • Laptop :
- CFIT training video DVD 2.
03 - SESSION PROFICIENCY CRITERIA :
• Assess crew coordination and task sharing. • Handling : Flight within the below listed criteria should not be achieved at
the expense of smooth and good coordination : Speed : + 10 / - 5
kts Heading : ± 5° Tracking : ± 5° Altitude : ± 100 ft All phases must be handled safely.
• At this stage, the trainee must be able to start Abnormal and Emergency procedures study.
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AIRBUS A320 Type Training
Appendix J Page: 83
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
FFS 3 SESSION GUIDE
4 :
Demonstrate Flaps autoretraction from 1 + F to 1 at 210 kts.
5 :
Passing FL 70 : Call from the cabin : - A pregnant passenger is ready to give birth to her fourth child, - There is no doctor, nor midwife on board, - If the crew doesn't react, advise that 80% of the passengers start to strongly
against the Captain decision to continue to destination. 7, 25 : RWY 33R engaged.
INIT TAKE OFF: - Block fuel 12 t - TOW 64 t
- TAKE OFF AIR COND ON
14, 32 :
15 :
Weather : CAVOK A/THR Off :
Start final turn in level flight to trigger the " SPEED, SPEED, SPEED " warning
17 : Demonstrate Mode Reversion with AP & FD : Low speed, Select + 6000 ft/min
18 :
SET CAVOK "After ROA heading 250° descent to 3000 ft" Wait for EGPWS demonstration. (Hill : Rad 270° / 5 Nm ROA)
23 :
Passing 5000 ft : call from Airbus Airport departure: "Marseille control is experiencing computer breakdown and doesn't accept any traf-fic. Company requests to return to departure".
35 :
Demonstrate Mode Reversion when FDs are not followed : high, low speed.
36 :
Set IMC conditions : " After ROA heading 250° descent to 3000 ft ". Wait for EGPWS demonstration.
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AIRBUS A320 Type Training
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© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
FFS 4 TAKE-OFF DATA
INIT PAGE
CO RTE FROM TO
AIBLYS LFZZ / LFLL
ALTN/CO RTE
LYSAIB
FLT NBR
[Airline ID] 204
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL/TEMP TROPO
FL 110 / - 7°C 36 090
TRIP DIST
95 Nm TRIP
WIND HD
15
ALTN
LFZZ
ALTN DIST
85 Nm
FL to ALTN
FL 120
ATIS
LFZZ LFLL
RWY ............. 15 L / 33 R 18L / 36 L
WIND ............ 240°/10 kt 270°/ 10
kt VISI ............... 5 km 5 km
CEILING ....... OVC 005 OVC 005
TEMP ............ 20°C 20°C
DEW POINT . 10°C 10°C
QNH .............. 1020 hPa 1020 hPa
QFE .............. 991 hPa 990 hPa
RWY COND .. DRY
AIR COND..... ON
ANTI ICE........ OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% - 54 t
119 000 lb
BLOCK FUEL
8 t
17 600 lb
T/O WEIGHT
62 t
136 700 lb
PERF PAGE
LFZZ LFLL
15 L 33 R 36
L V1
VR
V2
THR FLAPS 2 2 2
TO CG % % %
NOTES :
FPLN :
Refer CO ROUTE First Leg : LFZZ 15L to LFLL 18L
Second Leg : LFLL 36L to LFZZ 33R
OM
Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 85
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AIRBUS A320 Type Training
Appendix J Page: 86
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FFS 4 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Demonstration of FCTL reconfiguration laws. • Use of MMEL. • Practice approach, Go around and Landing in direct law. • Practice of rejected take off.
02 - TRAINING TOPICS :
A. REVIEW :
EVENTS FCOM QRH
• DUAL RA FAULT 3.02.34
B. EXERCISES / REFERENCES :
EVENTS FCOM QRH
• F/CTL Reconfiguration laws DUAL ADR FAULT IR DISCREPANCY
1.27.30 / 3.02.27 3.02.34 3.02.34
2.00 2.00 4.00
• STALL RECOVERY 3.04.27
• FCU FAULT 3.02.22 / 3.04.24
• REJECTED TAKE OFF 3.02.10
• ON GROUND EMERGENCY EVACUATION
3.02.90
7.00
C. SUPPORT :
• FCOM / QRH - FCTM • FCOM Bulletin :
- MMEL and MEL use. • Laptop :
- Upset Recovery - Rejected Take off video DVD 2.
03 - SESSION PROFICIENCY CRITERIA :
• Ability to handle the aircraft in Alternate and Direct Law. • Apply good crew coordination and task sharing during abnormal operations. • Ability to perform rejected Take off.
OM
Part D
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AIRBUS A320 Type Training
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© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
FFS 4 SESSION GUIDE INIT HOLDING POINT: LFLL RWY 36 L F-PLN LFLL to LFZZ (LYSAIB)
18 : IR 3 FAULT at 900 ft QNH.
20 : Clearance : Direct to EB for ILS approach 33R.
26 : FCU Fault in downwind
1 :
4 :
Use the co-route, select RWY 15L without SID then clear the discontinuity.
Insert ADR 1 FAULT at 900 ft QNH. Trainee 1 will take control again after switching AIR DATA to CAPT.
6,7 : Both crew member will carry out the following exercises in the vicinity of ROA VOR (ADR 3 switching knob, to CPT then F/O accordingly). Demonstrate Alternate law. - Roll direct. - Yaw damping function is available. - No bank angle protection, No pitch limit protection. - High speed stability : nose up demand which can be overridden by the pilot. - Low speed stability : nose down demand which can be overridden by the pilot. Stall recovery : in clean configuration (consider no risk of ground contact). Landing gear down : Demonstrate direct law. - Pitch direct : USE MAN PITCH TRIM. - Yaw : Mechanical.
- Stall recovery : in clean and in landing configuration.
8 : Clearance : Direct to TALAR for ILS approach 18L.
10, 22 : RWY engaged. Go around without FDs.
11, 23 : Observe Pitch and N1 targets versus configuration.
14 : Fail RA 1 on downwind.
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Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 88
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
FFS 5 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
PAT33R LFZZ / LFZZ
ALTN/CO RTE
AIBLYS
FLT NBR
[Airline ID] 205
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL/TEMP TROPO
FL 070 / 0°C 36 090
TRIP DIST
92 Nm
TRIP WIND
-
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY ............. 33 R
WIND ............ 300° / 10
kt VISI ............... 5 km
CEILING ....... OVC 005
TEMP ............ 20°C
DEW POINT . 10°C
QNH .............. 1020 hPa
QFE .............. 991 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / 54 t
119 000 lb
BLOCK FUEL
8 t
17 200 lb
T/O WEIGHT
62 t
136 700 lb
PERF PAGE
V1
VR
V2
THR
FLAPS 2
TO CG %
NOTES :
FPLN :
Refer CO ROUTE
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APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 89
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AIRBUS A320 Type Training
Appendix J Page: 90
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FFS 5 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Handling with one ENG OUT. • Study DUAL ENG FAILURE.
02 - TRAINING TOPICS :
A. REVIEW :
EVENTS FCOM QRH
• ENGINE FAILURE / ENGINE FAIL 3.02.10 / 3.02.70 2.00
• ENGINE RELIGHT 3.02.70 2.00
• EMERGENCY DESCENT 3.02.80 1.00
• EMER ELEC CONFIG • SYSTEMS REMAINING • SUMMARY
3.02.24
2.00 4.00 1.00
• ON GROUND EMER EVACUATION 3.02.90 1.00 / 7.01
B. EXERCISES / REFERENCES :
EVENTS FCOM QRH
• HYD G + B SYS LO PR • SUMMARY
3.02.29
2.00 / 4.00 1.00
• ENG DUAL FAILURE 3.02.70 1.00
C. SUPPORT :
• FCOM / QRH. • FCTM. • Laptop :
- Fuel monitoring presentation DVD 1.
03 - SESSION PROFICIENCY CRITERIA :
• Ability to perform a take off with one ENG OUT. • Acceptable engine out procedure knowledge.
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FFS 5 SESSION GUIDE
2 :
5 :
Insert failure before EXT PWR disconnection.
Freeze POS and ALT at 500 ft after take off. SRS commands satisfied, wings level, side stick released, feet off rudder pedals.
Select F/CTL page. Select IDLE thrust on one engine. Adjust pitch attitude to that required by SRS (the current speed or V2, whichever is greater up to V2 + 15 kt). Hands off : observe response of FBW system. Stabilized bank angle 7~9°, spoilers and ailerons deployed, rudder pedals feedback, flying the pitch as adjusted before. Side slip index is blue now and displays the BETA TARGET. Fly the aircraft. Use continuous rudder input to center the BETA TARGET. Trim out the foot load and observe the flight controls status on F/CTL page. Repeat up to proficiency. Transfer the controls to Trainee 1 and repeat exercises.
6 :
Engine fail with no damage .
8,15,17: Engine fail with damage.
11 : Insert BOTH ENGINE FLAME OUT. Relight Starter assisted. Relight successful below FL 200.
12 :
Reset all systems (RAT). Close to FL 100, insert HYD GREEN + BLUE RSVR LO LVL.
20 :
21 :
22 :
TCAS : select scenario 7 - " Corrective RA : change V/S ".
When TCAS exercice completed, insert EXCESSIVE CAB ALT.
Insert AC BUS 1 + 2 Fault.
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FFS 6 TAKE-OFF DATA
INIT PAGE
CO RTE FROM / TO
AIBAIB1 LFZZ / LFZZ
ALTN/CO RTE
AIBLYS
FLT NBR
[Airline ID] 206
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL/TEMP TROPO
FL 070 / 0°C 36 090
TRIP DIST
92 Nm
TRIP WIND
-
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY ............. 33 R
WIND ............ 360° / 12
kt VISI ............... 5 km
CEILING ....... OVC 006
TEMP ............ 12°C
DEW POINT . 10°C
QNH .............. 1010 hPa
QFE .............. 981 hPa
RWY COND .. DRY
AIR COND .... ON
ANTI ICE....... OFF
INIT NEXT PAGE
ZFWCG / ZFW
32.7% / 54 t
119 000 lb
BLOCK FUEL
11 t
24 200 lb
T/O WEIGHT
65 t
143 300 lb
PERF PAGE
V1
VR
V2
THR FLAPS 1 + F
TO CG %
NOTES :
FPLN :
Refer CO ROUTE
OM
Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 93
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
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FFS 6 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Practice dual hydraulic failure event. • Practice NO FLAPS NO SLATS approach and landing techniques. • Practice AIR COND SMOKE and SMOKE / TOXIC FUMES REMOVAL procedure.
02 - TRAINING TOPICS :
A. REVIEW :
EVENTS FCOM QRH
• HYD G + Y SYS LO PR • SUMMARY
3.02.29
2.00 / 4.00 1.00
• AIR COND SMOKE 3.02.26 1.00
• EMERGENCY DESCENT 3.02.80 1.00
B. EXERCISES / REFERENCES :
EVENTS FCOM QRH
• SMOKE / TOXIC FUMES REMOVAL
3.02.26
1.00
• NO FLAPS NO SLATS LANDING 3.02.27 2.00 / 4.00
• STABILIZER JAM 3.02.27 4.00
C. SUPPORT :
• FCOM. • QRH. • FCTM. • Laptop :
- Use of radar presentation DVD 1.
03 - SESSION PROFICIENCY CRITERIA :
• Ability to perform SMOKE / TOXIC FUMES REMOVAL procedure. • Ability to handle the aircraft with No Slats No Flaps for landing.
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FFS 6 SESSION GUIDE
3 :
6 :
Insert a GREEN + YELLOW RSVR LOW LEVEL.
Clearance : Proceed direct to AVLON. Call from the purser : "smoke in the cabin from outlets" to apply SMOKE / AVNCS
SMOKE "if AIR COND SMOKE SUSPECTED" PROC (QRH).
7 : - After 1 minute, indicate that smoke is coming to the cockpit. - Crew will apply SMOKE / TOXIC FUMES REMOVAL PROC. - Smoke building up (you can possibly insert an AFT CARGO SMOKE) until PACK 2
is set OFF: indicate smoke emission decreases but dense fumes still persist. - Complete SMOKE REMOVAL PROC. - Stop exercice when RAM AIR p/b is set ON. - Monitor the cabin rate with RAM AIR opened.
8, 19 : Insert Slats and Flaps locked by WTB before extension.
18 : Fail ELAC 2. When ECAM ACTIONS completed, fail SEC 2 to get the flight
controls in mechanical back up. Let each trainee have a chance to fly the aircraft, short leg then a turn. Emphasise the use of rudder. Restore the systems when demo is completed.
21 : Clearance : proceed direct to AVLON.
Insert a STRUCTURAL DAMAGE. 23 : Before reaching FL 100, insert a STABILIZER JAM.
26 : Engine flame out at 60 kt.
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FFS 7 TAKE-OFF DATA
INIT PAGE
CO RTE FROM TO
AIBAIB1 LFZZ / LFZZ
ALTN/CO RTE
AIBLYS
FLT NBR
(Airline ID) 207
LAT LONG
N 46 24.4 E 004 01.3
COST INDEX
30
CRZ FL/TEMP TROPO
FL 070 / 0°C 36 090
TRIP DIST
92 Nm
TRIP WIND
-
ALTN
LFLL
ALTN DIST
85 Nm
FL to ALTN
FL 110
ATIS
RWY ............. 33 R
WIND ............ 020° / 12
kt VISI ............... 5 km
CEILING ....... OVC 006
TEMP ............ 12°C
DEW POINT . 10°C
QNH .............. 1010 hPa
QFE .............. 981 hPa
RWY COND .. DRY
AIR COND...... ON
ANTI ICE........ OFF
INIT NEXT PAGE
ZFWCG/ZFW
32.7% / 58 t
127 800 lb
BLOCK FUEL
7 t
15 400 lb
T/O WEIGHT
65 t
143 200 lb
PERF PAGE
65 t
MTO
W V1
VR
V2
THR
FLAPS 2 2
TO CG % %
NOTE :
F/PLN :
Refer CO ROUTE
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Part D
APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 97
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
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FFS 7 SESSION PREPARATION
01 - SESSION OBJECTIVE :
• Practice take off , go around and landing with one engine out and at high gross weight. • Familiarize and practice unreliable speed indication event. • Crew incapacitation.
02 - TRAINING TOPICS :
A. REVIEW :
EVENTS FCOM QRH
• OVERWEIGHT LANDING 3.02.80 2.00
• ABNORMAL SLATS / FLAPS (WTB) 3.02.27 2.00
• LANDING WITH SLATS OR FLAPS JAMMED
3.02.10
4.00
B. EXERCISES / REFERENCES :
EVENTS FCOM QRH
• UNRELIABLE SPEED INDICATION 3.02.34 2.00
• INCAPACITATION 3.02.80
C. SUPPORT :
• FCOM / QRH. • FCTM. • FCOM Bulletin :
- Erroneous airspeed / altitude indications. • Laptop :
- Unreliable speed indication presentation DVD 1.
03 - SESSION PROFICIENCY CRITERIA :
• Good knowledge and understanding on unreliable speed indication event and satisfactory application.
• The application of normal standard operating procedures and FMGS initialisation and abnormal procedures in all flight phases is of standard level and above.
• The applicant has achieved all necessary skills and abilities in terms of receiving the assessment status "Ready for next phase (Skill test)".
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FFS 7 SESSION GUIDE
3 :
Trainee 2 incapacitation : At 100 ft the trainee 2 set an unusual high pitch attitude and holds the stick control. Emphasize the latching condition on Trainee 1 side (more than 40 sec.). Back to normal crew position when aircraft in clean configuration.
5 :
Fail FMGC 2. Reset procedure successful. At the end of exercise, restore FMGC 1.
6 :
DIR TO PADIN . RNAV approach RWY 24 (Change to RWY 24 on IOS or set Runway Lights on). WIND 300° / 15 kt
9 :
Extend downwind to 20 nm. Insert RA1 FAULT when APPR mode is armed.
11 :
Engine STALL then Engine failure at 300 ft.
17 :
At 900 ft QNH, insert a PITOT BLOCKED on F/O side + ADR 3 FAULT, then, at 1800 ft QNH, insert an AIRSPEED CHANNEL ADR 1 FAULT. Crew will apply MEMORY ITEMS as per QRH. As stated by QRH, when aircraft and trajectory are stabilized, try to determine which ADRs are faulty : ECAM ACTIONS may be performed at this stage as it will help analyzing the situation in order to switch off the faulty ADRs. Stand by instruments are still available. The goal is to fly the initial, the intermediate and the final approach with the pitchand thrust targets. This exercice should be treated as a demonstration. Adjust the pitch to fly the required path then adjust thrust
20 : During FLAPS retraction insert Flaps locked by WTB : 0 Flaps 1 F.
21 :
Weather : Ceiling 50 ft.
22 :
Trainee 1 incapacitation : Wrong reaction from Trainee 1 at DA (without visual references). Trainee 1 holds the stick control. Back to normal crew position reaching go around altitude.
23 :
Weather : Ceiling 600 ft.
25 :
Engine fail with damage.
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APPENDIX J
AIRBUS A320 Type Training
Appendix J Page: 100
© by Astra Airlines Issue: 2 Oct., 2010 Revision No. 2 Jan., 2012
The Airbus Line Oriented Flight Training (ALOFT) session is intended to provide crews with opportunities to enhance their understanding of the A320 and to apply Crew Resource Man- agement principles to simulated regular airline flight. Scenarios are intended to produce a busy environment, but should never overload the crew. In many cases, there is no single 'right' answer but, using their skills and knowledge, the crew should be able to reach a successful conclusion to each scenario. Alternative solutions may provide useful, constructive post-flight discussion. Relative simple failures are introduced during the flight to enable the session objectives to be met.
To make ALOFT as valuable and realistic as possible, flight documentation (files available on the “INST FLIGHT SUPPORT” on the server) is provided by the instructor at briefing. The flight briefing will begin 1 hour before the scheduled simulator start time and will take 15-20 minutes. Thereafter the crew will have some time to study the documentation and, for example, decide on the required fuel load, etc. The take-off time for the flight is considered to be 30 minutes after the simulator session starts.
ALOFT scenarii routing are :
• Scenario 1 FFS : - Trainee 1 : Lyon / Bordeaux (LFLL / LFBD) - Trainee 2 : Bordeaux / Marseille (LFBD / LFML)
• Scenario 2 FFS :
- Trainee 1 : Paris-Orly / Frankfurt (LFPO / EDDF) - Trainee 2 : Frankfurt / Zurich (EDDF / LSZH)
• Scenario 3 FFS :
- Trainee 1 : Toulouse / Zurich (LFBO / LSZH) - Trainee 2 : Zurich / Marseille (LSZH / LFML)
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