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OPERATIONS MANUAL

TRAINING POLICY

Chapter 0

Flight Operations POLICIES Rev. 03

December 30, 2008

________________________________________________________________________ Controlled Document- Do not change or copy without authorization of GM Crew Training

Page 1 of 11

TRAINING POLICY

DESIGNATION SIGNATURE

PREPARED BY General Manager (B 737/ ATR) / CFE

REVIEWED BY General Manager – Crew Training

APPROVED BY Director Flight Standards-CAA Pak

DISTRIBUTION LIST (HARD COPY)

1. Director Flight Operations

2. General Manager (Crew Training)

3. General Manager (Standards Inspection)

4. General Manager (Crew Planning and Scheduling)

5. General Manager Equipments (All)

6. CAA- Pakistan

Issued by

TRAINING DIVISION FLIGHT OPERATIONS DIRECTORATE

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1.0 POLICIES 1

1.1 TRAINING POLICY 1

1.1.1 General Training Policy 2

1.1.2 Objectives 2

1.1.3 Responsibilities 2

1.1.4 General Manager Crew Training Responsibilities 2

1.2 TRAINING QUALIFICATIONS 3

1.2.1 Criteria 3

1.3 DISTRIBUTION OF TRAINING POLICY 4

1.4 THE SELECTION BOARD 6 1.5 THE EVALUATION BOARD 7 1.6 GENERAL REQUIREMENTS FLIGHT CREW TRAINING 8 1.6.1 Failure To Meet Standards 8 1.7 COMMUNICATION 9 1.8 RE-ASSESSMENT OF TRAINING POLICIES 9 1.9 CHECKING POLICY 9 1.9.1 General (Assessment Requirements) 9 1.9.2 Below Standard Rating (Recurrent Training) 10 1.10 ASSESSMENT GUIDELINE 10 1.10.1 Tolerances (Aircraft Control) 10 1.10.2 Company Standards (Grading) 11 1.10.3 Consideration and Observations (Check Report Terminology) 11 1.10.4 DCP – Trainee Pairing System: (PPC/Line Checks) 12 1.10.5 Authority during Line Check (Route Check) 12

1.11 SHORT/LONG HAUL FLIGHTS. 13

1.11.1 Requirements for P1 Endorsement /License Renewal On-Line Checks. (Pilot) 13

1.11.2 Requirements for Endorsement /License Renewal On-Line Checks. (Flight Engineer)

13

1.11.3 Action By Check Airman in a Line Check Failure 14

1.11.4 Pilot/Flight Engineer Proficiency Check. (Revenue Flights) 14

1.12 FLIGHT CREW QUALIFICATION AND EXPERIENCE CRITERIA 14

1.13 FLIGHT STANDARDS POLICY 15

1.13.1 Supervision of Training & Check Personnel 15

1.14 ZERO-FLIGHT TIME SIMULATOR TRAINING 16

1.15 SIMULATOR SESSION TIMINGS/ WX CONDITIONS 16

1.16 WEATHER AND ENVIRONMENT CONDITIONS SIMULATOR TRAINING 16

CHAPTER 1 POLICIES Page

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CHAPTER 2

CHECK AIRMAN, CATEGORIES , TRAINING AND VALIDATION Page

2.0 CHECK AIRMAN, CATEGORIES , TRAINING AND VALIDATION 1

2.1 CHECK AIRMAN ELIGIBILITY (PILOT) 1

2.2 CHECK AIRMAN VALIDATION 1

2.3 CATEGORIES OF AIRMAN 2

2.3.1 Line Training Captain 2

2.3.2 Designated Check Pilot ( Type B) 2

2.3.3 Flight Or Simulator Instructor (Pilot) 2

2.3.4 Designated Check Pilot (Type A) 2

2.4 LINE TRAINING CAPTAIN 2

2.4.1 Objectives 2

2.4.2 Selection Criteria (Line Training Captain) 3

2.4.3 Duties Of Flying Training Captain 3

2.4.4 Initial Training (Line Training Captain) 3

2.4.5 Continued Training And Development (Line Training Captain) 4

2.4.6 Meetings (Supervisory Captains) 5

2.5 FLIGHT OR SIMULATOR INSTRUCTOR-PILOT 5

2.5.1 The role of flight /simulator instructor 5

2.6 SELECTION AND TRAINING (FLIGHT /SIMULATOR INSTRUCTOR) 5

2.6.1 Introduction 5

2.6.2 Objectives 5

2.6.3 Selection Criteria (Flight/Simulator Instructor) 6

2.6.4 Initial Training (Flight /Simulator Instructor) 6

2.6.5 Consolidation And Development 8

2.6.6 Periodical Re-Assessment (Flight/Simulator Instructor 8

2.6.7 Appointment And Recognition (Flight/Simulator Instructor) 8

2.6.8 Recurrent Training And Development (Flight/Simulator Instructor ) 8

CHAPTER

3 INITIAL EMPLOYMENT Page

3.0 INITIAL EMPLOYMENT -PILOT 1

3.1 OBJECTIVE 1

3..2 ELIGIBILITY CRITERIA 1

3.3 SELECTION PROCEDURE 2

3.3.1 Selection Board (Initial Employment) 2

3.3.2 Selection Test (Initial Employment) 2

3.3.3 General 2

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Chapter 4

FIRST OFFICER TRAINING (AB-INITIO) Page

4.0 FIRST OFFICER TRAINING (AB-INITIO) 1

4.1 OBJECTIVES 1

4.2 TRAINING AIDS 1

4.3 SUBJECTS 1

4.4 SYLLABI DESCRIPTION 2

4.5 COMPANY ORIENTATION 2

4.8 MANAGEMENT TECHNIQUES AND HUMAN RELATIONS 2

4.7 THEORY OF FLIGHT 3

4.8 AIRFRAME SYSTEMS 3

4.9 THEORY OF JET ENGINE 4

4.10 ELECTRICAL THEORY AND SYSTEMS 5

4.11 AIRCRAFT INSTRUMENTS 6

4.12 RADIO/RADAR AND NAVIGATION AIDS 6

4.13 MASS AND BALANCE/BASIC PERFORMANCE 7

4.14 COMPUTER ORIENTATION 7

4.15 HUMAN PERFORMANCE AND LIMITATIONS 7

CHAPTER 5 FIRST OFFICER “COMMAND” TRAINING Page

5.0 FIRST OFFICER “COMMAND” TRAINING 1

5.1 GENERAL REQUIREMENTS 1

5.2 FIRST COMMAND PREPARATION TRAINING 1

5.2.1 Objectives 1

5.2.2 Leadership 2

5.2.3 Management 2

5.2.4 Command 2

5.2.5 Criteria 2

5.2.6 Training Courses 2

CHAPTER 6 TRANSITION TRAINING Page

6.0 TRANSITION TRAINING 1

6.1 GENERAL 1

6.2 PRE-REQUISITES 1

6.3 INITIAL TRAINING –TRANSITION 2

6.4 COMMAND TRAINING SYLLABUS (UP-GRADATION TO PIC) 2

6.4.1 Ground Training 2

6.4.2 Flight Simulator Training (All Aircrafts ) 3

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6.4.3 Line Training 3

6.4.4 Line Training Requirements (Zero/Non-Zero F.T. Simulators) 4

6.4.5 Requirement of Sectors During U/S Flaying 4

6.4.6 Pre-Final Command Route Check (Pre-Rating Check) 4

6.4.7 Failure Pre-Final Command Route Check (Pre-Rating Check) 4

6.4.8 Final Command Check 4

6.4.9 Requirements after Check 5

6.5 FIRST OFFICER TRAINING SYLLABUS 5

6.5.1 Ground Training 5

6.5.2 Flight/Simulator 5

6.6 LINE TRAINING 6

6.6.1 Line Training Requirements (Zero/Non-Zero F.T. Simulators) 6

6.6.2 Failure on Pre-Rating Check 6

6.6.3 Requirements of Sector During U/S Flying 7

6.7 POST –TRAINING REQUIREMENTS 7

6.7.1 Captain 7

6.7.2 Authority for Giving Take Off and Landings 8

6.7.3 Co-Pilot/First Officer(Post Transition/Line Training) 8

6.8 GUIDELINES FOR EVALUATION BOARD 8

6.8.1 Simulator/Base Check Failure 8

6.8.2 Line Training Failure 8

6.8.3 Failure During Training Phase 9

CHAPTER 7

RECURRENT TRAINING, CLASSROOM/SIMULATOR TRAINING

Page

7.0 RECURRENT TRAINING, CLASSROOM/SIMULATOR TRAINING 1

7.1 OBJECTIVES 1

7.2 CRITERIA 1

7.2.1 Language 1

7.2.2 Training Aids 1

7.2.3 Principles of Flight Simulation 2

7.2.4 Training Cycles (Phases) 2

7.3 INTRODUCTION (RECURRENT TRAINING) 2

7.3.1 Exercise/Sequence Familiarization 2

7.4 SYLLABUS FOR RECURRENT TRAINING PROGRAM (SIMULATOR)

3

7.4.1 Operational Procedures 3

7.4.2 Operational Problems 4

7.4.3 Emergency Drills 4

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7.4.4 Additional Items Suitable for Simulation 5

7.4.5 RHS Training for Captains 5

7.5 SYLLABUS FOR RECURRENT TRAINING PROGRAM (GROUND/CLASS ROOM)

5

7.5.1 Review Of Recent Operational Amendments (Twice Every Year), E.G FCOM, OETB

6

7.5.2 Safety Equipments and Emergency Procedure (Once In a Year) 6

7.5.3 DGR and Evaluation (Once In A Year) 6

7.5.4 Combined CRM 6

7.5.5 ETOPS/MNPS (Once In A Year) 6

7.5.6 General Education and Informative Items 6

7.5.7 Flight Safety (Twice Every Year) 6

7.5.8 Security Trainings (Once Every Two Years) 6

7.5.9 Aircraft Knowledge and Performance (Twice Every Year) 6

7.5.10 Aerodrome and Runway (Once Every Year) 7

7.5.11 Flight Planning and Navigation (Once Every Year) 7

7.5.12 Weather and Climatology (Once Every Year) 7

7.5.13 Crew Health and Welfare (Once Every Two Year) 7

7.5.14 Common language Proficiency 7

7.6 HANDLING OF “REPEATS” DURING TRANSITION/RECURRENT TRAINING

8

7.6.1 Recurrent Training Policy 8

7.6.2 Maximum Number Of Repeats 8

7.6.3 Transition Training Policy on Repeats 9

7.6.4 Handling of Individual Repeats 9

7.6.5 Remedial Training for Failure During PPC /Ir 10

7.6.6 Remedial Training for Failure During Route Check 11

CHAPTER 8 LOW VISIBILITY OPERATIONS PAGE

8.0 LOW VISIBILITY OPERATIONS (CAPTAINS) 1

8.1 RECENCY 1

8.2 AUTOLAND COMPETENCY CHECK 1

8.3 LOW VISIBILITY TAKEOFF COMPETENCE CHECK 1

8.4 AUTOLAND SUPPORT AND LOW VISIBILITY COMPETENCE CHECK

1

8.5 CO-PILOTS /FLIGHT ENGINEERS 2

CHAPTER 9 IN-FLIGHT INCAPACITATION FLIGHT CREW TRAINING PAGE

9.0 IN-FLIGHT INCAPACITATION- FLIGHT CREW TRAINING 1

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9.1 OBJECTIVES 1

9.2 CRITERIA 1

9.3 INTRODUCTION 1

9.4 DEFINITIONS 1

9.4.1 Obvious Incapacitation 1

9.4.2 Subtle Incapacitation 2

9.5 CREW TRAINING 2

9.5.1 Training Procedure 2

9.6 METHODS OF RECOGNIZING SUBTLE INCAPACITATION BEFORE THE AIRCRAFT REACHES A CRITICAL SITUATION

2

9.7 SIMULATOR TRAINING 4

CHAPTER 10 RECENT EXPERIENCE (PILOT) PAGE

10.0 RECENT EXPERIENCE 1

10.1 AIRCRAFT-PILOT 1

10.2 TAKEOFFS AND LANDINGS (45 DAYS RESTRICTION) 1

10.3 CAPTAIN /COPILOT/FIRST OFFICER 1

10.3.1 Period In Excess of 45 Days Up to and Including 70 Days 1


10.3.3 Period In Excess of 90 Days 2


10.4 TRAINING REQUIREMENTS ON REVERSION TO PREVIOUS EQUIPMENT

2

10.5 INSTRUMENT FLIGHT 3

10.6 RECENCY 3

10.6.1 Line Training Captain 3

10.6.2 Simulator Instructor 4

10.6.3 Updation in AIMS 4

CHAPTER 11 EMERGENCY PROCEDURE TRAINING Page

11.0 EMERGENCY PROCEDURE TRAINING 1

11.1 PORTABLE AND FIXED EMERGENCY EQUIPMENT 1

11.2 EXITS 1

11.3 EVACUATION DEVICES 1

11.4 EVACUATION PROCEDURES 1

11.5 PLANNED AND UNPLANNED EMERGENCY 1

11.6 FIRE 2

11.7 OXYGEN SYSTEMS 2

11.8 PRESSURIZATION 2

11.9 SURVIVAL 2

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11.10 FIRST AID 2

11.11 EXAMINATION 3

CHAPTER 12 PILOTS UPGRADING PAGE

12.0 PILOTS UPGRADING 1

12.1 PROMOTION 1

12.2 VACANCIES 1

CHAPTER 13 LINE OPERATIONAL SIMULATION (LOS) Page

13.0 PURPOSE 1

13.1 BACK GROUND 1

13.2 SUMMARY 1

13.3 DEFINITIONS 2

13.3.1 Line Qualify 2

13.3.2 Task Familiar 2

13.3.3 Qualification LOFT 2

13.3.4 Recurrent LOFT 2

13.3.5 Special Purpose Operational Training (SPOT) 2

13.4 BASIC ELEMENT OF LOFT 2

13.4.1 Crew Composition and Participation 2

13.4.2 Real-World/Real-Time Situations 3

13.4.3 No-Jeopardy Training 3

13.4.4 Un-Interrupted Training 3

13.4.5 Feedback 4

13.5 PHASES OF LOFT 4

13.5.1 Briefing 4

13.5.2 Pre-Flight Planning/Documents/Activities 4

13.5.3 Flight Segment 4

13.5.4 Debriefing 4

13.5.5 Training Duration 5

13.6 LOFT SCENARIOS 5

13.6.1 Approval of LOFT scenarios 6

13.7 LOFT AND CRM 6

13.8 CRITIQUE OF CREWMEMBER PERFORMANCE 6

13.9 USE OF AUDIOVISUAL EQUIPMENT 6

13.10 ADDITIONAL TRAINING/LOFT COMPLETION 6

13.11 TYPES OF LOFT 7

13.11.1 Recurrent LOFT 7

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CHAPTER 15 ROUTE QUALIFICATION PAGE

15.0 ROUTE QUALIFICATION 1

15.1 SPECIAL AIRPORTS 1

15.2 REQUIREMENTS 1

15.3 AERODROME CATEGORY 1

15.3.1 Category A 1

15.3.2 Category B 1

15.3.3 Category C 1

15.3.4 Category C Recency 1

15.3.5 Category X 2

15.3.6 Alternate destinations 2

15.4 SPECIAL AIRPORT CLEARANCES- REQUIREMENTS (TURBO- PROP) 2

15.5 SPECIAL AIRPORT CLEARANCES- REQUIREMENTS (TURBO- JET) 4

15.6 NORTH ATLANTIC/AMERICAN AERODROMES-REQUIREMENTS 4

15.6.1 Initial Qualification 4

15.7 CHARTER OPERATIONS 5

15.8 ROUTE QUALIFICATION SUPPLEMENT 5

15.8.1 Category- A aerodromes 5

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1. RECORD OF REVISIONS

Rev. 01 March 2004

Rev. 02 August 31, 2005

Rev. 03 December 30, 2008

Rev. 04 January 27, 2009

Rev. 05 March 25, 2009

Rev. 06 April 13, 2009

Rev. 07 July 23, 2009

Rev.08 September 07, 2009

Rev. 09 September 17, 2009

Rev. 10 May 26, 2010

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1. POLICIES

1.1 TRAINING POLICY

1.1.1 General Training Policy

The Flight Crew Training Policy has been designed to clearly establish principles governing the whole of the supervision of the PIA flight training activities and the training of flight crew. This policy is directed towards achieving, at all times, the highest standards in the operation of PIA aircraft.

The PIA Flight Training Policy for flight crew is based on the requirements of the Civil Aviation Authority as promulgated in the Civil Aviation Regulations and Air Navigation Orders. However, there are additional PIA requirements, which cover simulator and aircraft endorsements, recurrent cyclic training, technical courses and examinations. This special Company training and relevant criteria are specifically laid down in this document. Training Policy is a controlled, CAA approved document and is subject to regular review and may be altered at any time as authorized by the Director Flight Operations and General Manager Crew Training. The Training Policy shall be posted on website for easy access to all flight crew members. Hard copies shall be available in the training division as ready reference. The master copy shall be retained in the office of G.M.Crew Training along with other controlled documents.

It is PIA policy that the checking and training of flight crew shall take place whenever possible in flight simulators or during normal route operations. However, flight crew are not authorized to carry out manoeuvres involving asymmetric flight or any other departure from normal operating procedures during en-route training on revenue flights.

Because of statutory requirement, this training policy contains all such information and instructions which are necessary to enable persons appointed by PIA to conduct or supervise the training, practice and periodical tests to perform their duties.

The training policy is regarded by the CAA as the primary indication of the standards of training and testing to be achieved by PIA. As required, this Training Policy has been approved by CAA.

Only the documents authorized and published by PIA are to be used by training personnel for crew training and examination purposes.

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1.1.2 Objectives

The Flight Operations training system objective is to assist trainees and the training section to reach the standards required by PIA and IOSA (IATA Operational Safety Audit) to maintain a level of proficiency beyond the statutory requirements of the various aircrew licenses.

Care has been taken that this training policy does not contain technical and operating information for general instructional purposes. Rather, it remains concise in its purpose of giving formal expression to PIA training policy and requirements, together with guidance on these matters to instructors and check pilots. In order that check airmen are able to perform their work without inappropriate interference from Management or external organizations, refer to CAA‟s Designated Check Pilot Manual clause 1.3 (Conflict of Interest). PIA shall ensure instructors, evaluators, line check airmen, flight crew members, training facilities, devices, equipment and course materials: i) have the required certification(s) and approval from CAA Pakistan. ii) meet the required qualification and performance standards of PIA.

1.1.3 Responsibilities

The respective Equipment General Manager/Chief Flight Engineer shall advise the G.M Crew Training of “equipment specific” procedures.

The G.M Crew Training is responsible for issuing amendments to this Training Policy. The distribution list is held by Training Section of Flight Operations.

1.1.4 GM Crew Training’s Responsibilities.

a) To ensure training imparted shall encompass all new policies, rules, instructions, procedures, new aircraft types, systems and fleet modifications/upgrades.

b) The implementation of the Training Policy for Flight Crew and the conduct of training and checking duties by the Training personnel.

c) Administration and monitoring of the results of all successful and unsuccessful ground and flight training programs.

d) Ensuring that the minimum standards of experience for initial and training personnel are met by all aircraft flight crews.

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e) To ensure limitations on training and testing in the course of flights for the purpose of public transport.

f) To establish methods of simulating instrument flight conditions in a training flight.

g) To establish methods of simulating engine failure and the form of words to be used during a training flight.

h) To establish procedures for touch-and-go or stop-go landings with particular emphasis on division of duties, considerations of flap setting, runway length, brake cooling and terrain.

i) To give recommendations on re-testing and retraining after unsatisfactory performance or periods of non-flying due to illness or other causes.

j) To train the crew on new aircraft types, systems and fleet modifications/upgrades.

k) To monitor, record and evaluate the result of successful and unsuccessful flight crew evaluations through historical data analysis from the training files. Marginal or unsuccessful pilots shall be issued letters indicating that their subsequent check(s) shall be monitored for improvement in standards/performance.

l) To ensure simulation of instrument flight conditions and of emergencies affecting the flight characteristics of the aircraft is prohibited in the course of flights for the public transport of passengers and training qualifications.

m) To ensure compliance with qualification and performance standards, an assessment will be conducted and, an annual report will be generated and maintained.

1.2 TRAINING QUALIFICATIONS

1.2.1 Criteria

a) Appointment or elevation to the executive professional position of G.M.CrewTraining, G.M Standards and Inspection or Equipment General Managers/ Chief Flight Engineer shall be strictly on high moral values, sound character and professional merit. Competence may have precedence over seniority.

b) Due to the very nature of their positions the Director Flight Operations, G.M Standards and Inspection and the Equipment General Managers are exempted from any condition of seniority regarding their eligibility for supervisory assignment.

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c) An interview shall be a mandatory requirement before a Pilot/Flight Engineer is considered for any supervisory assignment. However, Director Flight Operations, G.M.Crew Training, G.M. Standards Inspection and Equipment General Managers are waived off this requirement due to the very nature of their management positions.

d) Crew with marginal professional record (as per training file) and/or for lack of temperament for a supervisory assignment according to their professional/personal reputation may be disregarded after due scrutiny by the Selection Board and so informed thereof.

e) Competence and merit may have preference over seniority. f) The remaining requirements are equally applicable as per Table 1. g) Crew who have successfully held a supervisory assignment on the

previous equipment and have had an exemplary record may be exempted from the interview stage at the discretion of G.M.Crew Training through recommendation from Equipment GMs/CFE.

1. 3 DISTRIBUTION OF TRAINING POLICY A copy of Training Policy shall be distributed to offices mentioned in the distribution list.

REQUIREMENTS TO BECOME PRODUCTIVE AS LINE TRAINING CAPTAIN OR SIMULATOR INSTRUCTOR*

S.# LINE TRAINING CAPTAIN SIMULATOR INSTRUCTOR

1. Interview by Selection Board Interview by Selection Board

2. Test on Training Policy, DCP Manual, Jeppesen & FOM

Same as for Line Training Captain

3. I T Course for a duration of two days Same as for Line Training Captain

4. In-depth course for a duration of three days Same as for Line Training Captain

5. The candidate trainee shall be planned on three training/ check flights as an observer to provide familiarity with current and type related line operations.

Same as for Line Training Captain

6. Two sectors as PNF from RHS Observation of Simulator/Recurrent Training/Check, Two sessions

7. Six Take-offs and Landings in RHS during line flying including Two Take-offs and Landings at night.

Carry out Training under supervision of Simulator Instructor, Three sessions

8. Conduct a Line check or U/S flying under the supervision of a DCP

Conduct Recurrent Training/Check session under supervision of DCP, Four Hours.

TABLE 1

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* For Flight Engineer Requirements see Chapter.14

Notes: 1) 2 and 3 are not applicable if the Captain has already completed

the requirement on the previous equipment as Line Training Captain or Simulator Instructor.

2) 2 to 4 for Simulator Instructor are not applicable if he has already completed these requirements while functioning as Line Training Captain.

3) The interview requirement may be waived if the pilot concerned has displayed an exemplary record as a Line Training Captain or if his interview for Line Training Captain was held in the preceding six (6) months, at the discretion of G.M. Crew Training.

1.4 THE SELECTION BOARD (Supervisory Assignments)

The Selection Board is responsible for the selection of all Flight Crew Supervisory Assignments, which shall remain the prerogative of the management.

The Selection Board shall comprise:

a) G.M. Crew Training (President of the Board) b) G.M Standards Inspection. c) Equipment General Manager / Chief Flight Engineer (Secretary of

the Board) for Pilot/ Flight Engineer Supervisory selection respectively.

d) One Equipment Designated Check Pilot / Flight Engineer. (Type A).

Director Flight Operations shall be the signatory and final authority.

One of the representatives from (b), or (c) in his/her absence may be replaced by a nominee by the Director Flight Operations. Such a nominee shall be a General Manager or a DCP/ DCFE Type A on the same or next higher equipment for Pilot/ Flight Engineer Supervisory selection respectively.

It shall be the responsibility of the G M Crew Training to convene a Selection Board as and when necessary, in advance of an expected vacancy. Such vacancies shall be determined keeping in view the regulatory restrictions as prescribed by Pakistan CAA concerning the number of DCP type A or B pilots of any equipment. Also the envisaged

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promotions on any equipment shall be given due consideration in determining the number of vacancies for supervisory pilots. Generally the required number of Supervisory Captains on any equipment should be twenty (20) percent of the total crew strength on the equipment.

The Secretary of the Selection Board shall prepare a brief of each flight crew‟s training and personal file. This brief, along with training file shall be placed before the Board.

A minimum of three members of the Board must agree in order for the Crew to qualify.

In as far as their duties as Simulator/Flight Instructors, Designated Check Pilots / Flight Engineers and Line Training Captains / Flight Engineers are concerned, these training and check personnel shall be under the control of G.M.Crew Training / Chief Flight Engineer.

The authority to conduct checks required by the ANO is given to non-CAA examiner, who has been sponsored by PIA. Any authority becomes invalid automatically the moment the examiner leaves PIA employment.

Prior to granting authorized status the CAA must be satisfied that approved training in the relevant skills has been undertaken for appointment as a Designated Check Pilot/Check Flight Engineer. All flight crew shall complete the required training before taking up the post.

1.5 THE EVALUATION BOARD

The Evaluation Board is empowered/responsible for decisions with respect to:

a) The evaluation of critically below standard cases;

b) Clarifications on contradictions in the implementation of this policy

and to provide recommendations thereof;

c) Disciplinary cases professional or otherwise.

d) Any special case(s) requiring non-routine evaluation.

e) Evaluation of flight crew members for promotion.

The Evaluation Board shall comprise:

a) Director Flight Operations (President of the Board);

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b) G.M.Crew Training (Secretary of the Board), or his representative

from amongst the General Manager or a DCP type A of the same

equipment or next immediate equipment;

c) G.M Standards Inspection or his representative from amongst the

General Managers or a DCP type A of the same equipment or next

immediate equipment;

d) Equipment General Manager/Chief Flight Engineer, or his

representative, (DCP type A of the same equipment or next

immediate equipment).

e) One Equipment Designated Check Pilot/ Check Flight Engineer

(Type A).

Note 1: In the absence of the particular officer, one of the representatives from (b) to (d) shall be nominated by the Director Flight Operations.

Note 2: In the absence of the G.M.CrewTraining/Chief Flight Engineer, the G.M Standards Inspection shall officiate as Secretary of Board.

1.6 GENERAL REQUIREMENTS: FLIGHT CREW TRAINING &TESTING

a) Under normal circumstance, a person conducting check shall be

currently qualified at least to the standard that the person being

examined is required to demonstrate during that check.

b) Training and evaluation shall be conducted by separate

Instructors.

1.6.1 Failure to Meet Standards

Any flight crew member whose performance is found to be below Company standards shall be immediately withdrawn from operational duties and after recommended remedial training, shall be required to achieve a satisfactory standard prior to being validated as an operational crew member. Such correctional training shall be accorded priority. In the

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event the crew member is still below minimum standards, his/her case shall be scrutinized by Evaluation Board which shall decide if:

a) Extra training is required to be given, or

b) A recommendation is to be made to higher Management for a suitable ground job, or

c) Candidate be given an early retirement, or

d) Candidate be given termination from service as per applicable rules (ab-initio only).

1.7 COMMUNICATION

The G.M Crew Training shall ensure formal and regular communication occur between and among flight operations management, instructors, evaluators, line check airmen and flight crew members to achieve continuous improvement of ground, simulator and aircraft training and line operations. The same shall be achieved through feedback forms which shall be considered confidential and non-punitive.

1.8 RE-ASSESSMENT OF TRAINING POLICIES

A periodic re-assessment of training policies and procedures shall take place when deemed necessary. G.M. Crew Training shall, in coordination with Chief Instructor (Ops) Technical, shall annually review/analyse classroom/CBT/VACBI training material for relevance, upgrade and trend.

1.9 CHECKING POLICY

1.9.1 General. (Assessment Requirements)

During initial PPC/IR of a pilot, the other crew member(s) must be type qualified or shall have been duly recommended for the check.

A common rating system is used to indicate the standard demonstrated by a crewmember during any training, recurrent training, check or line operation.

A crewmember shall be rated against the desired standard when undergoing recurrent training or a proficiency check. When undergoing transition training, a crewmember shall be rated against the normal expected rate of progress for that stage of training.

For CAA requirements option is provided to indicate an overall assessment as follows:

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a) Satisfactory Progress

b) Unsatisfactory Progress

Check assessment forms, whether initial or recurrent PPC/IR or route-check, shall be graded in accordance with DCP manual, i.e.:

a) Satisfactory (S)

b) Satisfactory with Briefing (SB)

c) Unsatisfactory (U)

1.9.2 Below Standard Rating (Recurrent Training)

Any individual rating of below standard on a recurrent training exercise shall be associated with an “unsatisfactory” assessment. Remedial training if required and a repeat to a satisfactory standard shall be given prior to continuing line operations.

A similar rating on transition training programme shall be associated with an unsatisfactory progress assessment and further training given to ensure that a satisfactory standard is reached. (Refer to clause 7.6.4)

1.10 ASSESMENT GUIDELINE

1.10.1 Tolerances. (Aircraft Control)

The tolerance for instrument flight tests shall be respected by all check pilots. Each candidate shall demonstrate aircraft control to maintain;

a) Assigned headings within 10 degrees

b) Assigned tracks and bearings within 10 degrees

c) Altitude within 100 feet except at MDA when accurate altitude

control is required.

d) Air speed within + 10 KNOTS or – 5 KNOTS for holding, approach

and missed approach.

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e) Not more than half scale deflection, as appropriate to the airplane

type, of the course deviation indicators during instrument

approaches.

These criteria assume no unusual circumstances and may require allowances for momentary variations. The exact rating definition and tolerances to be applied during a particular sequence may be replaced by the trainee‟s ability to counteract deviations on account of prevailing phenomenon such as weather, turbulence, simulated malfunction and type of approach.

1.10.2 Company Standards (Grading)

It is the airline‟s policy to maintain a high level of professionalism. To achieve this goal, any person who is graded during initial or recurrent PPC/IR with more than five (5) SBs (Satisfactory with briefing) in total shall strictly be kept under observation till next check. The instructor shall put down the reasons for SBs in the remarks column.

1.10.3 Considerations and Observations. (Check Report Terminology)

Checking or training personnel shall constantly remind themselves when undertaking recurrent training exercises that when signing the departmental document, they are indicating a conviction that the crew member being assessed shall not drop below a MINIMUM STANDARD during the ensuing period.

It is desired to draw to the attention of all those involved in the submission of Flight Training Reports, that all Flight Training Reports shall be signed by crew members to indicate they have been made aware of the contents. It is most important that the remarks must always complement the rating given.

Training Personnel shall bear in mind the following:

a) The category of the crewmember being rated.

b) The reason for which the crewmember is being rated.

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c) Recurrent training or checks.

d) Rated against the satisfactory standard for the particular category

and license.

e) Transition Training rated against normal progress.

1.10.4 DCP – Trainee Pairing System: (PPC/Line Checks)

This pairing on Pilot Proficiency Checks (PPC), Flight Engineer Proficiency Check and Line Checks shall be achieved as follows:

a) Assistant Manager Licensing shall forecast flight crew PPC/IR Checks and line checks for the following two months by the 5th of every month and forward this information to DGM Training Control.

b) DGM Training Control shall scrutinize the training files of flight crew and pair each trainee for check with DCP as follows:

I. The DCP selected shall not have carried out the preceding check of the flight crew. A line check by a DCP during any of the last three line checks shall not debar him from being selected for PPC/IR check and vice versa.

II. Subsequent checks shall be rotated amongst all the available DCPs as far as practical.

c) Additionally, DGM Training Control is responsible for keeping a record of the check pairing in the training file.

d) DGM Training Control shall forward the following month‟s check pairing plan to DGM Crew Scheduling for incorporation in the roster by 10th of each month.

e) If for any reason the rostered pairing cannot be maintained, a waiver shall be sought from G.M. Crew Training.

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1.10.5 Authority during Line Check (Route Check)

The Designated Check Pilot/Flight Engineer has the authority and responsibility to suspend the flight status of the crew member under check if the required PIA and CAA standards are not met during a line check, and refer the matter to G.M. Crew Training.

The Designated Check Pilot retains the authority to assume command of the operation if it is considered necessary in the interest of safety. Such transfer would normally only be made on the ground; for example following completion of a sector to an unacceptable standard. The new crew status shall be reflected on all relevant documentation.

1.11 Short / Long Haul Flights.

a) Short Haul Flights

Flights to Domestic, Regional and Gulf aerodromes.

b) Long Haul Flights

One sector of not less than 4 hours scheduled Block time.

Note: For short haul aircrafts, line checks (Route Checks) should be performed on non slip flights as far as possible.

1.11.1 Requirements for P1 Endorsement /License Renewal on Line Checks (Pilot)

a) Long Haul Flight [Pilot] - one sector of not less than 4 hr scheduled block time or, where the block time requirement cannot be met, a check of two sectors is required. Where two sectors are required, it is intended that the sectors shall be consecutive and conducted by the same Designated Check Pilot.

b) Short Haul Flight [Pilot] - two consecutive sectors conducted by the same Designated Check Pilot.

1.11.2 Requirements for Endorsement /License Renewal on Line Checks (Flight Engineer)

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a) Long Haul Flight - one sector of not less than 4 hr scheduled block time.

b) Short Haul Flight - two sectors where schedule block time on each sector is not less than 1hr 40 min.

1.11.3 Action by Check Airman in a Line Check Failure.

A Line Check (R/C) failure away from home base poses the Line Training Pilot/Flight Engineer with a variety of problems requiring careful consideration.

If the performance on the sector is not up to a satisfactory standard, it may be appropriate to provide a training input to correct shortcomings and elevate the standard.

The moment that assistance is given (as opposed to normal support), the check nature of the flight is negated. It then becomes a failure, requiring a repeat check.

In the event that the failure is of such nature that continued operation is unwise, the crew member shall be removed from his station.

In the case of a Captain or Flight Engineer, the Line Training Pilot/ Flight Engineer shall take over till returning to base or an arrangement for replacement has been made.

In the case of a Co-pilot/First Officer, the pilot must be replaced and returned to base for remedial training.

It is imperative that where a failure on a Line Check (R/C) occurs, the crew member is aware of the suspended status and the duty scheduler is advised as soon as possible.

1.11.4 Pilot/Flight Engineer Proficiency Check. (Revenue Flights)

Pilot Proficiency Checks (PPC) and Instrument Rating Checks shall not be conducted during revenue flights.

Flight Engineer Proficiency Checks shall not be conducted during revenue flights.

1.12 FLIGHT CREW QUALIFICATION AND EXPERIENCE CRITERIA

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For a First Officer to be eligible for selection for command, he requires

the following minimum experience:

a) Meets all regulatory requirements. (ANO.No.90.0011)

b) Meets all PIA Career Plan requirements. (Circular No.65/2007)

Additionally, a pilot must demonstrate sound management and CRM skills. The candidate‟s Training file shall be scrutinized with special emphasis on the preceding two years, to check for the following:

a) Any failures.

b) ATC violations.

c) Disciplinary lapses.

d) Candidate‟s in-eligibility for the position of “Pilot-in-Command”, in accordance with company‟s Admin Order (No17/2003).

1.13 FLIGHT STANDARDS POLICY

1.13.1 Supervision of Training & Check Personnel

G.M Standards Inspection is responsible, in accordance with the Standards Inspection Policy, for the monitoring of:

a) Flight operations standards;

b) Check and training procedures and instructional standards;

c) Unsafe trend(s).

d) Trend analysis for training program improvement.

e) G.M Standards Inspection shall occasionally detail senior

Standards Check Captain/Flight Engineer to observe the conduct of

the training or check by Simulator/Flight Instructor, Designated

Check Pilot/Flight Engineer and Line Training Captain/Flight

Engineer.

f) Personnel, except CAA Inspectors, observing the training or check

shall be so authorized by the G.M Standards Inspection.

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g) A person monitoring a training or check shall be currently qualified

at least to the standard that the person being observed is required

to demonstrate during that training or check. Qualification of a

Standard Check Captain/Flight Engineer shall not be less than

Designated Check Pilot/Flight Engineer.

1.14 ZERO-FLIGHT TIME SIMULATOR TRAINING

All training shall be conducted on a zero flight time simulator (Level C, D or equivalent). However, if the training was conducted on a non-zero flight time simulator, then the initial six (6) landings shall be conducted on a non revenue flight ;( ex. Base training). For training purpose the aircraft/simulator MEL shall be applicable.

1.15 SIMULATOR SESSION TIMINGS

Simulator sessions must be planned after due rest. If the crew proceeds abroad for simulator training, then the rest period shall be double the duty time or twelve (12) hours, whichever is more, and must include the period between 2200hrs to 0600hrs local time, prior to start of simulator sessions. Simulator sessions will not be planned between 0001-0600hrs local time. In case of exigencies, if simulator session is planned during this period, the crew shall be informed and their concurrence shall be obtained in advance.

1.16 WEATHER AND ENVIRONMENT CONDITIONS– SIMULATOR TRAINING

For the purpose of standardization, the following weather/environment conditions shall be simulated during training and PPC: Crosswind: Component not to exceed 10kts during takeoff and landing under normal and non-normal conditions (Except during landing training session Ceiling & Visibility : For circuit training including visual approaches with system failures, cloud base 2000ft AGL and visibility 5kms. Non-Precision Approach: Increase published MDA by 100ft and visibility by 500 meters to compensate for visual limitations.

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Circling Approaches: Increase published circling minima by 200ft and visibility by 500 meters to compensate for visual limitations. CAT-1 Approaches: Ceiling and visibility/RVR as published and visibility not less than 600meters or higher. CAT-2 Approaches: Published minima but RVR not less than 350 meters. LVTO : Low visibility takeoff requires at least 150/200 meters for Category C/D aircrafts, respectively depending on runway lighting and availability of multiple RVR.(Otherwise increase to 200/250 meters). Cold Weather: Depth of Snow: not to exceed 4mm/0.16 in. Depth of Slush: not to exceed ¼ in. Depth of Standing water: not to exceed ½ in.

Note: Simulator weather/environment conditions, indicated with each Lesson Plan, shall be strictly adhered to.

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2.0 CHECK AIRMAN, CATEGORIES, TRAINING & VALIDATION PIA Designated Check Pilots/Flight Engineers have a responsibility to the Company for the maintenance of company standards and discipline, and to the Civil Aviation Authority for the maintenance of licensing standards. A high standard of professional and personal conduct is expected to serve as a good example both on and off the aircraft.

2.1 CHECK AIRMAN ELIGIBILITY (PILOT)

For a pilot to be eligible for selection as check airman, he must have

the following minimum experience:

a) Meets all regulatory requirements. (ANO. No.90.0011)

b) Meets all PIA Career Plan requirements. (Circular No.65/2007)

The candidate‟s Training file shall be scrutinized for eligibility, with special emphasis on the preceding two years, to check for the following:

a) Any failures.

b) ATC violations.

c) Disciplinary lapses.

d) Candidate‟s in-eligibility for the position of “Check Airman”, in

accordance with company‟s Admin Order.

2.2 CHECK AIRMAN VALIDATION

A Standards check is required one year after initial approval, or upgrading of an approval from a lower category, e.g. from line training Captain to Designated Check Pilot (Type B), etc.

Revalidation of approvals for PIA Designated Check Pilot/Designated Check Flight Engineer shall be required every year.

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Designated Check Pilots/Designated Check Flight Engineers who have not exercised their approval in any category for a period exceeding one year shall be deemed to be initial applicants.

2.3 CATEGORIES OF AIRMAN.

2.3.1 Line Training Captain

A Line Training Captain carries out Line indoctrination of Pilots on Aircraft, and only those line checks which are a company requirement and not that of CAA.

2.3.2 Designated Check Pilot (Type B)

Line training Captains approved by CAA to carry out those checks which are a CAA requirement, in addition to their duties, shall be referred to as DCP “Type B”.

2.3.3 Flight or Simulator Instructor (Pilot)

A Flight or Simulator Instructor carries out Simulator/ Flight Training and Line Training as authorized.

2.3.4 Designated Check Pilot (Type A)

DCPs approved to conduct recurrent pilot proficiency and Instrument Renewal Checks shall be referred to as DCP “Type A”. He also exercises the authority of a DCP (Type B). Additionally, he carries out Simulator/ Flight Training and Line Training as authorized.

2.4 LINE TRAINING CAPTAIN

The selection and training of Line Training Captain

2.4.1 Objectives

a) To ensure the appointment of suitable candidates to the position of Line Training Captain.

b) To ensure that training is given to enable the Line Training Captain to optimize the potential of his trainee.

c) To establish a standard for the selection and training of Line Training Captain.

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2.4.2 Selection Criteria (Line Training Captain)

a) Shall hold an ATPL with type and command rating. b) Should be cleared on all routs on the equipments network. c) Shall have 300 hours (500 Hours on initial command equipment) on

line operation in command on type. In the case of induction of new aircraft in the Airline, the requirement of 500 hours on line may be waived off.

d) Shall have the ability in A/C handling and cockpit management of a consistent high standard;

e) Shall be motivated towards training. f) Shall have stability of temperament and patience. g) Integrity and conduct shall be beyond reproach. h) Shall possess the ability to analyze problems and impart

knowledge.

2.4.3 Duties of Line Training Captain

a) To develop the pilot's knowledge of technical and operational theory into practical understanding of the operating standards required and crew coordination needed to achieve these standards.

b) To teach pilots to handle and manage their aircraft in accordance with the operator's policy and the manufacturer's operating manual.

c) To evaluate under training pilot‟s progress. d) To evaluate and develop training programs for pilots and make

recommendations for operating procedures and techniques. e) To carry out only those line checks, which are a company

requirement and not that of CAA.

2.4.4 Initial Training. (Line Training Captain)

A Line Training Captain course shall be provided and completed which shall include:

a) The responsibility and authority of the Line Training Captain in relation to the student, PIA and the CAA.

b) Techniques of training and basic factors in the teaching/learning process; diagnosis of student faults and their correction thereof.

c) An open book assessment on procedures and policies laid down in the FOM, Jeppessen, DCP Manual and Training Policy.

d) A review of the performance limits and systems of the aeroplane; FMS, Engine, Airframe, Loading and Ground handling.

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e) Demonstration of wide knowledge of route structure, navigation, flight management, airframe and engine systems, loading and ground handling. Much of the responsibility for the standardization of operating procedures and flight deck management shall depend on the observations and analytical skills of the line training captains. The importance of line training cannot be over emphasized and the calibre of the line training captain shall reflect this.

f) The candidate trainee shall be planned on three training/ check flights as an observer to provide familiarity with current and type related line operations.

g) Flight training in both seats, including all critical manoeuvres. h) A check of skills while occupying that seat, consisting of the

following in the simulator for turbojet aircraft and on the aircraft (base training only) for turboprop Aircraft:

An engine failure on takeoff (Simulator Only), a simulation of an engine failure (Aircraft);

an asymmetric go-around from decision height /MDA(H); and

an asymmetric landing.

Evacuation from the right hand seat

i) Six takeoffs and landings out of which two takeoffs/ landings must be by night from the right seat during line flying, supervised by not less than Senior Line Training Captain. Two sectors as pilot not flying in the right hand seat with not less than a senior line training Captain.

j) Potential hazards involved in simulating system malfunctions. k) Importance of correct briefings and action to be taken whenever

safety margins become eroded.

2.4.5 Continued Training& Development. (Line Training Captain)

During his/her early experience of instructional duties, the Line Training Captain‟s performance and continued interest shall be closely monitored. Thereafter his/her suitability shall be periodically re-assessed. The background knowledge and expertise of the Line Training Captain must be maintained and developed by continued supervision, advice and training by PIA. New techniques and procedures must be fully understood by the Line Training Captain before they are introduced.

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2.4.6 Meetings- (Supervisory Captains).

Periodic meetings of Line Training Captains, Designated Check Pilots, Flight/Simulator Instructors, Standard Check Captains and PIA Training Centre‟s Senior Instructors, shall be held at least biannually for discussion on matters of common concern for evaluation of training programs. Each Line Training Captain and DCP (Type B) must attend one such meeting in a year. This shall ensure continuous improvement of ground, Simulator and aircraft training and line operations.

2.5 FLIGHT OR SIMULATOR INSTRUCTOR - PILOT

2.5.1 The Role of Flight /Simulator Instructor

Depending upon his particular appointment, the Flight or Simulator Instructor is responsible for teaching pilots to handle and manage their aircraft, its systems, and its occupants, in accordance with established PIA policy. This involves demonstration in the simulator, explanation, fault analysis and correction, and assessment of performance against minimum standards;

2.6 SELECTION & TRAINING- (Flight /Simulator Instructors)

2.6.1 Introduction

a) The Flight/Simulator Instructor plays a vital role in the establishment of safe, efficient methods of aircraft operation; he provides a link between the statement of management policy and its practice by airline crew.

b) Specialized training and suitability of Flight / Simulator Instructors is vital. Neglect in this regard would result in substandard and subsequently high cost of training adversely affecting the entire training programme as well as jeopardizing the flight safety.

2.6.2 Objectives. (Flight/Simulator Instructors)

a) To ensure the appointment of suitable candidates to the position of Flight or Simulator Instructors.

b) To train the selected Flight or Simulator Instructors to fulfil their duties.

c) To establish a standard for the selection and training of Instructors.

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2.6.3 Selection Criteria. (Flight/Simulator Instructors)

a) Flight or Simulator Instructors shall hold an ATPL with type and command rating;

b) He shall have 300 hours (500 hrs on initial Command equipment) of line operation on type in command (although on new aircraft types this requirement may be waived in the case of experienced instructor on other types);

c) Integrity and loyalty to the corporation shall be beyond reproach. d) He shall have aptitude, temperament and communicative skills; e) He shall have some measure of maturity; f) He shall have the ability in handling and cockpit management of a

consistent high standard; g) He shall demonstrate the ability and temperament to critically

observe pilot performance without entering into the activity or interfering in any way;

h) He shall have an interest in training, evaluation, and the application of standards;

i) He shall demonstrate an ease of social contact and an ability to withdraw from active participation and to adopt to another's personality in training situations;

j) He shall show an ability to observe and assess objectively; k) He shall be familiar with PIA policies and operating procedures; l) He shall show academic interest and have background knowledge

in aviation subjects. m) He shall preferably have previous experience in PIA either as a line

training captain or flight or simulator instructor (Although this requirement may be waived in the case of initial aircraft).

2.6.4 Initial Training. (Flight/Simulator Instructors)

A programmed course of instruction and practice in training/testing, and CAA/PIA standards of proficiency. This course shall include:

a) Review of the type and its systems. b) Its limitations and procedures for dealing with malfunctions. c) The application of the flight simulator and its limitations

malfunctions and dangers associated with it. d) Methods for simulating malfunctions. e) The techniques of teaching and the basic factors involved in the

teaching/ learning process: diagnosis of faults and their correction

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f) The psychological factors in the instructor/student relationship: the importance of training as against "checking": Dealing with "difficult" students.

g) Training in the duties, responsibilities and authority of the Designated Check Pilot in relation to the pilot/crew under test, PIA and CAA and legislation concerning testing and the validation of licenses and ratings.

h) A review of PIA policies and procedures relevant to Flight Operations manual and Training Policy.

i) An open book assessment on procedures and policies laid down in the FOM, Jeppessen, DCP Manual and Training Policy.

j) Training in the proper briefing of the candidate prior to the training/check.

k) Training, in the proper assessment, and grading of pilots' performance, and the importance of consistent and objective assessment, including the detection of Improper and insufficient training and personal characteristics which could adversely affect safety.

l) Training in constructive criticism and debriefing. m) Training in the appropriate corrective action to be taken in the

case of unsatisfactory checks. n) Training in the approved methods, procedures and limitations for

performing the required normal, abnormal and emergency procedures in the aircraft;

o) In-flight (applicable to turbo-prop A/C) and simulator (applicable to turbo-jet A/C) training and practice in conducting training/flight checks from the left and right seats in the required normal, abnormal and emergency manoeuvres as per syllabus, to ensure the check pilot's competence to conduct training/flight checks on type.

p) Training in the appropriate safety measures to be taken from either pilot seat for emergency situations, which are likely to develop in training/checking.

q) Training in the potential hazards of improper or untimely safety measures during training and checking.

r) Training for positive transfer of controls and task sharing as per relevant aircraft manuals and S.O.P.

s) Training on “consistent check list” philosophy. t) Proper use of all levels of flight automation

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2.6.5 Consolidation & Development. (Flight/Simulator Instructors)

Check Pilots must be fully aware of changes in operating procedures and in training policies. Periodic meetings of flight/simulator instructors and standard check captains (instructors) shall be held at least biannually for evaluation of training programme and discussion on matters of common concern. Each Instructor must attend such meetings at least once a year.

2.6.6 Periodical Re-assessment. (Flight/Simulator Instructors)

The Check Pilot/ Flight Engineer (Flight/Simulator) shall be periodically re-assessed at random by a Standards Check Captain/ Flight Engineer.

2.6.7 Appointment & Recognition. (Flight/Simulator Instructors)

Having satisfied the basic criteria and completed the course of training and demonstrated his ability to instruct, the new Flight or Simulator Instructor (or one who is re-appointed) shall receive a formal letter of appointment from the GM Crew Training, specifying his authority and responsibilities.

2.6.8 Recurrent Training & Development. (Flight/Simulator Instructors)

During his early experience of instructional duties the Flight/ Simulator Instructor's performance and continued interest shall be closely supervised by Standard Check Captains. Thereafter, his suitability shall be periodically re-assessed. The background knowledge and expertise of the Flight/ Simulator Instructor shall be maintained and developed by continued supervision, advice and training.

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3.0 INITIAL EMPLOYMENT - PILOT

3.1 Objectives

The aim of this policy is to make certain that methods and standards of pilot selection for initial employment by PIA meet the requirements of professional personnel selection. This means that:

a) methods in use are state-of-the-art regarding objectivity, reliability, validity and fairness to the applicant;

b) any discrimination as to race, sex, religious, technical or political background is excluded;

c) Applicants are assessed against high standards to optimize the quality of future airline pilots.

Note: PIA recognizes the value of a stringent initial selection but emphasizes that the selection is a continuous process through the initial training as even the best initial selection methods can only predict the success of the applicant and shall not be set against and above the training results.

3.2 ELIGIBILITY CRITERIA (Initial Employment)

English shall be the designated common language and its proficiency shall be tested for all candidates appearing for entrance test, as per ICAO standards.

Candidate shall hold a valid C.P.L with Instrument Rating. In general, educational qualifications shall be commensurate with those required for entry into a university with Science subjects.

Medical standards are the same as the ICAO requirements and permit natural deterioration during the course of a pilot's career before the minimum standard is reached.

Since the selection criteria are set by Director Flight Operations, G.M. Crew Training and G.M. Standards and Inspection, they are therefore responsible for final selection.

Note: PIA recognizes that the ideal airline pilot model does not exist. It has to be stated, however, that an airline pilot's duties and responsibilities

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dictate that the selection process aims at selecting those candidates who have:

a) sufficient manual and cognitive skills to efficiently handle the aircraft and execute proper flight management;

b) personality structure suitable for duties as an airline pilot; c) the right attitude and social skills for team work; d) motivation to develop and maintain a high level of airmanship; e) leadership and command potential; f) Qualities that enable them to perceive the airline pilot's profession

in a wider context and perform accordingly.

3.3 SELECTION PROCEDURE

3.3.1 Selection Board (Initial Employment)

The Selection Board (Initial Employment) shall comprise of Director Flight Operations, G.M. Crew Training and G.M. Standards Inspection.

3.3.2 Selection Tests. (Initial Employment) 3.3.3 General

PIA recognizes the value of the psychological tests in the initial selection as methods of forecasting the future capability and quality of the applicant as an airline pilot, especially where young applicants are concerned. PIA accepts the economic necessity for the use of tests in lieu of direct performance observations in simulated situations, which in principle are to be followed.

The use of tests aims at the optimum level of objectivity and standardized entry to the pilot profession. It is clear that relying on interviews and/or information about an applicant's background does not guarantee the objectivity required.

Tests shall be administered only by qualified psychologists.

Test results shall be interpreted as a whole; no single test shall become a deciding factor in selection.

It is to be noted that significant cultural influences affect the results of some tests. The test models used shall be general in scope and culture free to ensure maximum effect.

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a) Psychomotor and Co-ordination Tests (Initial Employment)

I. The flight training devices in this assessment shall be used. If these devices are not available, skilfully designed psychological co-ordination tests shall be used in the selection process to predict success in training as their reliability and validity are well established if used by a trained psychologist.

II. As scientific results show that these tests have the best

predictive value to the overall performance, their relative importance in evaluating the applicant is emphasized.

b) Aptitude Tests /Intellectual Ability (Initial Employment)

As these tests are fairly well validated and reliable their use shall be followed in the selection process.

c) Personality Tests (Initial Employment)

Assessing personality is a most essential part of any psychological screening for airline pilot tasks. Established personality tests are available but no single test exists that could be considered the most suitable for pilot selection. In most cases they require a high level of expertise by the user and thus cannot be used by laymen.

Note: Since personality questionnaires of foreign cultural design and content can be useless in another cultural setting, suitably localized questionnaires are employed.

d) Written Test (Initial Employment)

The written tests are useful for assessing the knowledge in Aviation related subjects. Different sets of Test Papers for written test shall be prepared by the Selection Board (Initial Employment). It shall be the responsibility of the Selection Board (Initial Employment) to conduct the written tests.

e) Medical Assessment (Initial Employment)

The successful candidates from the written test shall report to PIA‟s Chief Flight Surgeon for medical assessment.

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f) Flight Check (Initial Employment)

After clearance from Chief Flight Surgeon each candidate shall be required to undergo a flight check. Candidates with satisfactory rating from this check shall be eligible for final interview.

g) Interviews (Initial Employment)

I. Interviews are used as a part of a selection process. It is to be noted that laymen interviews are a very unreliable selection method and shall not be decisive, otherwise the civil rights of applicants are threatened by prejudice and favouritism. The Selection Board (Initial Employment) conducting interviews must be aware of interviewing techniques.

II. Interviews are normally the most useful method to evaluate the motivational background of applicants as future airline pilots. Psychological tests are not suitable for that purpose with the exception of some general achievement motivation tests that can be used in this context as supporting material. The limitations of national legislation being observed, it is useful to take applicants' background history into account.

h) Other Aspects (Initial Employment)

I. The leadership or command potential of applicants is evaluated using the information provided by the whole battery of tests and interpreted by trained psychologists. No single test shall be decisive in this evaluation and the unreliability of interviews is to be noted. Where applicants have work experience either in the aviation industry or other relevant areas, it shall provide useful information about leadership or command potential and other desirable attributes.

II. During actual upgrading for command there shall be no special psychological screening as the original selection process shall have the level of validity that guarantees career success for command.

III. Validation of Selection (Initial Employment)

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The selection process needs constant feedback in order to develop. Therefore it is essential that those responsible for training, line management and selection, work in close co-operation. The Selection Board (Initial Employment) shall not work in isolation.

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Flight Operations FIRST OFFICER TRAINING

(AB-INITIO)

Rev. 03

December 30, 2008


4.0 FIRST OFFICER TRAINING (AB-INITIO)

4.1 OBJECTIVES

a) To teach Cadet Pilots, the basics of all systems used in modern high speed aircraft, so as to prepare them to undertake the type technical course.

b) To consolidate within the operating environment the training received by the new entry pilot at the ab-initio stage.

c) To provide type conversion training onto the aircraft which he/she shall fly.

d) To train the candidate in standard operating procedures. e) To achieve proficiency in the operations of the aircraft within the

air traffic environment. f) To achieve proficiency in performing the function of second-in-

command, he will during line training perform duties of PF/PM (PNF).

g) To provide Company Orientation to the Cadet Pilots.

4.2 TRAINING AIDS

a) Transparencies / Slides b) Models c) Movies

4.2.1 Duration

Ten Weeks

4.3 SUBJECTS

a) Orientation b) Management Techniques and Human Relations c) Aerodynamics and high speed theory d) Airframe and its systems e) Turbo Prop / Jet Engine theory and associated systems f) Electrical theory and aircraft electrical systems g) Basic aircraft instruments h) Radio/Radar and Navigational Aids i) Basic performance and Mass & Balance j) Computer Orientation and Human Performance & Limitations

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4.4 SYLLABI DESCRIPTION

4.5 COMPANY ORIENTATION

4.5.1 Course Introduction

PIA Organization

a) Operations (Duties and responsibilities, authorise operations b) Maintenance c) Administration d) Flight services e) Airport Services f) Marketing g) Finance h) Procurement & Logistics i) History of Aviation and PIA j) State regulations, CAA,ICAO, FAA, IATA, their role in relation to

PIA k) PIA Fleet and Time Table l) ABC Guide and various Codes m) Passenger Ticketing n) Automation in PIA o) Security, Administration, Leave & Passage Rules p) Medical Facilities for Pilots

Trainees shall be introduced to the relevant sections of Operations Manuals of the above departments

4.6. MANAGEMENT TECHNIQUES AND HUMAN RELATIONS

a) Management Techniques

I. Goal-setting II. Team management

III. Crew member development

b) Human Relations

I. Communications II. Sharing of relevant information

III. Process of decision making

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4.7 THEORY OF FLIGHT

a) General description and explanation of Newton‟s Laws of motion, forces, energy and gas laws.

b) Atmosphere Physical properties of air, effect of pressure, density, temp and humidity on air, and air distribution up to stratosphere and beyond. I.S.A. and unit of measurement.

c) Airflow Description and use of Bernoulli theorem, evolution of aerofoil, various shapes and pressure distribution, types of airflow.

d) Lift & Drag Factors affecting lift, variable camber and devices, low speed problem, coefficient of lift, type and cause of drag, their remedies and coefficient of drag.

e) Level Flight Four forces on an a/c, position of the forces and their effect.

f) Stability and Controls Definition and devices used to obtain various stabilities, action of Controls and balancing.

g) High Speed Flight Creation of sound and its speed, factors affecting speed of sound, relationship between speed of sound and a/c, Mach number and effect of shock and bow wave on flight.

h) Subsonic, Supersonic Airflow Solution of the problems of transonic and supersonic flight.

4.8 AIRFRAME SYSTEMS

4.8.1 Hydraulic System

a) General description and properties of liquids, types of liquids used in hydraulic systems.

b) Description and operation of major components in hydraulic system.

4.8.2 Pneumatic System

Properties of air and its advantages and disadvantages in pneumatic system.

4.8.3 Landing Gear

a) Types of landing gears and various locks b) Landing gear retraction and extension devices. c) Types of shock absorbers in common use.

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4.8.4 Wheels And Brakes

a) Wheel types and construction of wheels b) Description of tyre and tube and general servicing c) Brakes, types and construction of brake (hydraulic and pneumatic)

assemblies. d) Principles of anti-skid devices.

4.8.5 De-icing and Anti-Icing System

a) De-Icing system in common use, its operation and its parts. b) Anti-Icing systems in common use its operation and parts.

4.8.6 Air-conditioning and Pressurization

a) Purpose of pressurization and air-conditioning, the structural aspects and method of sealing.

b) General principle and description of air-cycle. c) Description of air-conditioning and pressurization system and

function of various major components. d) Isobaric and differential ranges. e) Method of de-misting cabin and cockpit windows.

4.8.7 Fuel System

Type of fuel tanks Various fuel feed systems and major components, fuel tank venting, method of re-fuelling and de-fuelling and precautions.

4.8.8 Fire Protection System

a) Principle of fire detection system and extinguishing systems in common use.

b) Warning system and precautions.

4.8.9 Oxygen System

Basic requirements – crew and passenger system in modern aircraft.

4.8.10 Examination and Review.

4.8.11 Turbo Prop / Jet Engine Theory and Systems 4.9 THEORY OF JET ENGINE:

4.9.1 Introduction

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Jet Engine Physics and its application explanation of various laws involved.

a) Basic Gas Turbine – Main components and their function, gas flow,

behaviour of pressure, temp. and velocity. b) Jet propulsion – description of turbo-jet, turbo-prop, turbo-fan, ram-

jet, pulse jet and rockets, their advantages and disadvantages. c) Jet Thrust – development of thrust and relationship with H.P.

parameters affecting thrust, thrust augmentation (after burner). 4.9.2 Jet Engine Components:

a) Air Inlet ducts – various types and their requirements. b) Compressors – types and requirement, compressor stall and

prevention. c) Combustion chambers – types and requirement, fuel manifold and

nozzles. d) Turbine – types, pressure/velocity diagram. e) Exhaust duct – types, requirements, exhaust cones and struts.

4.9.3 Jet Engine Systems:

a) Lubrication system. b) Ignition System c) Fuel System. d) Cooling and anti-icing System. e) Thrust reverser System.

4.9.4 Examination and Review:

4.10 ELECTRICAL THEORY AND SYSTEMS 4.10.1 Basic Electricity:

a) Electrical fundamentals, introduction and description of atomic structure, behaviour of electrons, electron flow, conductor and insulator, resistance and its effect.

b) Principle of various method used in the generation of E.M.F. such as electro-chemical, thermo-electric, electro-magnetic and photo-electric methods.

c) Different type of aircraft batteries and their description (lead acid and alkaline, primary and secondary cell).

4.10.2 Generators and Motors:

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a) Brief description of D.C. generators, characteristics of series, shunt and compound generators.

b) Brief description of A.C generators (alternators) rotating armature and rotating field type alternators, single and 3-phase generators, advantages of A.C. generator over D.C. generator.

c) Principle of D.C. motor – type and characteristics. d) Principle of A.C. motor – type and characteristics. e) Aircraft electrical components – circuit breakers, fuses, thermal

switches, switch, relays, transformers, rectifiers, capacitors, solenoids, inductors and filters etc.

f) Electric machines – converters, inverters, actuators, vibrators, boosters etc.

g) Measuring instruments – voltmeter, ammeter, power meter. h) Symbols and abbreviations.

4.11 AIRCRAFT INSTRUMENTS

a) Mechanical Instruments pressure gauges. Bourdon tube and capsule operated, altimeter, airspeed indicators, rate of climb and machmeter and true airspeed indicator.

b) Electrical Instruments Tachometers, thermometers, remote indicating system (desyn, autosyn and megnosyn) fuel quantity gauge capacitor type, fuel flow meter.

c) Gyroscopic instruments principle and type of gyros and application on a/c instruments, directional gyro, artificial horizon, and turn and slip indicator.

d) Navigation Instruments magnetic compass, gyrosyn compass, flight director.

e) Autopilot principle and basic purpose of autopilot, basic requirements of autopilot, typical autopilot controls and use.

f) Examination and Review of Electrical and Instruments

4.12 RADIO/RADAR AND NAVIGATION AIDS:

a) Propagation of radio waves, principle of radio transmission and reception/ description of basic transmitter and receiver.

b) Principle and description of microphone, loud-speakers and aerials.

c) Principle and description of ADF, ILS and VOR.

d) Fundamentals and principle of radar.

e) Principle and description of WX Radar, DME, Radio Altimeter, ATC Transponder.

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f) Examination and Review

4.13 MASS AND BALANCE / BASIC PERFORMANCE

4.13.1 Mass and Balance

Definition of C.G. and its limit, effect of C.G. position over aircraft performance, definition of arm, moment, datum, mean aerodynamic chord and method of finding out C.G. of aircraft.

4.13.2 Aircraft Performance

a) Factors affecting the takeoff performance, definition and description of various limitations imposed upon takeoff gross Mass of aircraft (Box A, B, C, D limitation).

b) Definition of various speeds such as V1, VR, V2, VS, VMCG and VMCA etc

c) Factors affecting the landing performance, regulation governing the runway length at scheduled and alternate field, approach climb and landing definitions and requirements.

d) Factors affecting the aircraft performance in cruise, various cruise powers, speeds and engine power limitations.

e) Three and one engine performance.

4.13.3 Examination and Review:

4.13 Computer Orientation

a) Introduction and Basic Concept b) Computer Hardware c) Computer Software d) Word Processing (M.S Word)

4.15 HUMAN PERFORMANCE & LIMITATIONS

4.15.1 Basic Health

a) Know the effect and importance on pilot performance of the following factors:

I. Diet, exercise;

II. Coronary risk factors – smoking, cholesterol, obesity, hereditary factors;

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III. Upper respiratory tract infections e.g. colds, hay fever, congestion of air passage and sinuses;

IV. Food poisoning and other digestion problems; V. Headaches and migraines

VI. Pregnancy

When to stop flying

Impact on cockpit ergonomics

VII. Injuries;

VIII. Aging

IX. Alcohol and smoking;

X. Blood donations

XI. Dehydration

XII. Emotional

Anxiety, depression, fear

b) Know that a pilot is not to fly when on any medication unless a medical clearance from medical Examiner has been obtained.

c) Know the responsibilities of pilots with regard to being medically fit for flight.

4.15.2 Basic Human Factors

Have a general concept of the factors which contribute towards fatigue and stress and:

a) state the effect of fatigue and stress on pilot performance; b) know the basic principles of stress management and the methods

used to cope with fatigue.

4.15.3 Health and Fitness

a) Physical Examinations:

I. reasons for and frequency of physical examinations and that a CAA network of Designated Aviation Medical Examiners exists;

II. process of obtaining a medical examination; III. role of the CAA with regard to medical fitness and that only

those conditions which present a flight safety hazard are disqualifying;

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b) Alcohol:

I. explain how alcohol is absorbed and excreted; II. state the factors that affect the elimination of alcohol from the

body and describe the effects of illicit drugs and alcohol on proficiency e.g.;

Judgement, comprehension, attention to details

The senses, co-ordination and reaction times.

c) Drugs:

Have a broad knowledge of the undesirable effects of over the counter and prescription drugs. In particular the side effects of:

I. aspirin, antihistamines, nasal decongestants II. amphetamines, tranquillizers, sedatives, antibiotics

d) Blood donations:

I. state the effect on flying after giving blood donation. II. state the recommended period between giving a blood and

the next flight and know that this period can vary between individuals.

e) Hyperventilation:

I. Know how to recognize and combat hyperventilation II. Know what hyperventilation is and its causes

4.15.4 Atmospheric Pressure Changes

a) Trapped gases:

I. know the effect of changes in pressure in gases trapped in the body cavities;

II. describe the effect on normal bodily function. III. state/list measures for prevention/treatment.

b) Flying after Underwater Diving:

Know the effects of flying after a period of underwater diving and state the precautions to be taken if intending to fly after underwater diving.

C) Basic Knowledge of the Anatomy of the Ear:

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I. know its function in receiving sound transmissions; II. explain the purpose of the Eustachian tube and effects of

atmospheric/cabin pressure changes; III. state the effects of noise exposure on:

hearing loss: long / short term

speech intelligibility

fatigue IV. describe recommended methods of hearing protection;

4.15.5 Vision, Spatial Disorientation, Illusions

a) Have a basic knowledge of the anatomy of the eye and its function during the day and at night.

b) Know factors which affect night vision and identify methods of dark adaptation.

c) Describe the limitations of the eye in discerning objects at night and the „off-centre‟ method of identifying objects at night.

d) Know the limitations of the eye with respect to:

I. The ability to discern objects during flight .e.g. other aircraft, transmission lines etc.

II. empty field myopia; III. glare; IV. colour vision in aviation; V. Common visual problems viz; myopia, hyperopia,

astigmatism, presbyopia.

A stipulated period of line flying as First Officer under supervision shall be carried out in order to achieve the experience and proficiency required of a second-in-command.

Training shall be continuous from entry into ground school through to qualification as second-in-command in line operations.

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5.0 COMMAND TRAINING

5.1 General Requirements:

The trainee is required to undertake the following:

a) Completes approved aircraft specific type technical followed by a written exam.

b) Completes minimum three (3) observation flights.

c) Completes approved simulator training as per syllabus followed by a pre-rating and a CAA monitored/authorized rating check.

d) Completes under supervision flying as per syllabus, followed by a pre-rating and CAA monitored/authorized rating check.

5.2 FIRST COMMAND - PREPARATION TRAINING

5.2.1 Objectives

These courses shall be conducted by Management Development and Flight Safety at PIA Training Centre Building, Karachi.

Captain preparation training must not only focus on flying skills and systems knowledge but also include how crewmembers communicate with one another, the effective sharing of relevant information and the process of decision making. A good Captain's characteristics may be defined as being a commander and leader: the former in the sense of achieving unity of action and the latter as the art of gaining co-operation from other individuals. Besides the safety of the aircraft, occupants and cargo, responsibilities of the Captain encompass planning the operation, organizing his resources to carry out the plan, directing the crew in the activities essential to the objectives, co-ordinating the efforts of the crew and supporting services and controlling the end result so that it meets operational objectives.

In simpler terms, the Captain is the coordinator of the flight, the team leader of the crew and PIA representative in relation to passengers or external authorities. None of these requirements involves the mechanics of flying, which is the direction towards which most up-grading training is slanted.

The modern transport airplane with its complex equipment cannot be operated by one man: therefore, the Captain must be a manager who

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inspires crew co-ordination and co-operation. Managerial skills are becoming even more important in light of current energy costs, which shall no doubt have a major influence on airline operations in the future. To train a man for a managerial position is a difficult and time-consuming process and it must begin on the day on which a pilot begins his airline career as a First Officer; it must then be intensified prior to his being upgraded to Captain. A two day training course shall comprise the following:

5.2.2 Leadership

The art of influencing human behaviour so as to accomplish a task in the manner desired by the leader.

5.2.3 Management

Science of employing men and material in the economical and effective way for accomplishment of a task.

5.2.4 Command

a) The art of exercising lawful authority, which a superior exerts over his subordinates by virtue of his rank and appointment.

b) To provide pilots with basic command development knowledge prior to promotion.

c) To develop an understanding of interpersonal values and behaviours which are essential to optimum performance in the cockpit.

d) To understand the Captain's authority and legal considerations.

e) To provide a complete, understanding of the Operator's Organization and Departments.

5.2.5 Criteria

This training shall be in the form of a concentrated course, to be given well in advance of the promotion process.

5.2.6 Training Courses

The Command Preparation Course shall include:

a) Command Technique:

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I. Authoritative II. Participate

III. Laissez-faire (Avoiding unnecessary intervention in the performance of other flight crew members)

b) Captain-

Legal Status & Considerations

c) Management Techniques:

I. Goal-setting

II. Team management

III. Crew member development

d) Human Relations:

I. Communications

II. Sharing of relevant information

III. Process of decision making

e) Operator’s Organization (Supporting Departments)

I. Operations

II. Maintenance

III. Administration

IV. Flight services

V. Airport Services

VI. Marketing

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6.0 TRANSITION TRAINING

6.1 GENERAL

a) All pilots undertaking transition training shall have their complete “Type Technical” programme, confirmed in writing by the G.M. Planning & Scheduling at least 14 days before the commencement of course.

b) All pilots undertaking transition training shall have their complete “Simulator Training” programme, confirmed in writing by the D.G.M Training at least 14 days before the commencement of training.

c) Upon successfully completing the training, G.M. Crew Training shall confirm the same in writing to G.M. Crew Planning & Scheduling.

d) For all trainings (Ground, Simulator, Line), check list philosophy shall be emphasised.

e) Emphasise shall also be on “avigate, “navigate”, “communicate” priority.

6.2 PRE-REQUISITES

To be eligible for selection for transition training a pilot shall:

a) Be cleared by the Evaluation Board

b) Have completed all relevant CAA requirements. c) Satisfy all requirements laid down in the Flight Crew Qualification

and Experience Criteria Section. d) Complete conversion to the left/right hand seat and to achieve

proficiency in all procedures to the required standard, for the issue of an endorsement after completion of requisite simulator sessions as stipulated in the specific aircraft training syllabus. Other training details for e.g. VACBI, FBS, and CSS etc. shall also be completed in accordance with the equipment training syllabus.

6.3 INITIAL TRAINING- TRANSITION.

The trainees shall undertake the following courses as part of initial/transition as well as continued training within the stipulated time period given below.

a) Emergency & Safety Equipment (Once Every Year)) b) Emergency Evacuation (Once Every Year)

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c) ETOPS training. (Once Every Year) d) Common Flight /Cabin Evacuation/Threats. (Recommendation) e) Dangerous Goods (Once Every Two Years) f) Combined CRM(Flight Crew, Cabin Crew and Dispatchers) g) Adverse Weather Operations (Near Volcanic Ash/Thunderstorm

Avoidance*/Cold weather operations, De-icing/Anti-icing policies & procedures.) (Once Every Year)

h) Aircraft Upset Recovery (Once Every Three Years) i) RVSM/RNP (During Initial Training Only) j) Common Language Proficiency ( Initial Evaluation Required ) k) Security (Once Every Two Years) l) Unlawful Interference (Once Every Three Years) m) Wind shear Avoidance & Recovery) (Annually on

Ground/Simulator) n) Terrain Awareness/GPWS Alerts / CFIT. (Annually on

Ground/Simulator) o) TCAS/ACAS Procedures (Annually on Ground/Simulator) p) Line Operation Simulation (Annually on Simulator) q) Aircraft Type/Different Type/Variant Qualification (Initially on

Ground/Line) (Annually on Simulator) r) Aircraft Type Performance. (During Initial/Annually)

(Limitations/Performance Every Three Years) s) Aircraft Type Systems & Limitations (During Initial/Annually)

(Limitations/Performance ) t) Seat-Specific Qualification for Captains (Initial/Annually) u) Low Visibility Operations with inoperative ground based and/ or

aircraft equipment (Initial/Annually) v) Abnormal/Non-Normal Procedures/Manoeuvres(RTO, emergency

evacuation, Engine fire/failure and emergency descent), with emphasis on check list philosophy (Initial /Biannually)

w) Flight Crew Incapacitation.(Initial/Annually) x) Operations Requirements/Specifications (AOC) to include

(approaches authorise by the authority, circling and visibility requirements for takeoff approach and landing allowance for inoperative ground equipment and wind limitations (annually)

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6.4 COMMAND TRAINING SYLLABUS (UP-GRADATION TO PILOT-IN- COMMAND)

6.4.1 Ground Training

Type Rating:

Complete the aircraft type, Ground Training Course, and other courses of instruction, which shall include a written examination to determine satisfactory knowledge before being detailed for any simulator/flight training.

It shall ensure that a flight crewmember completes Differences Training when operating a variant of an aeroplane of the same type as per ANO 91.0017. Differences course shall be conducted as a part of transition training syllabus or whenever any up- gradation of technical modification in the existing fleet necessitates it.

6.4.2 Flight Simulator Training. (All Aircrafts)

a) Training: (Command Training)

The objective is to provide conversion to the left hand seat and to achieve proficiency in all procedures upto Command standard, for the issue of a Command endorsement after completion of requisite simulator sessions as stipulated in the specific aircraft training syllabus. Other training details for e.g. VACBI, FBS, and CSS etc. shall also be completed in accordance with the equipment training syllabus. Checklist philosophy shall be emphasised. Emphasise shall also be on “avigate, navigate, communicate” priority.

b) Proficiency Assessment during Training

Initially after completion of CSS or subsequently within four simulator training sessions, an Instructor must assess if the trainee shall attain proficiency level within the stipulated training time, otherwise a change of Instructor or a re-evaluation by the Evaluation Board may be considered.

c) Check (Command Training)

A final Simulator Check, in the form of a MOFT/LOFT oriented exercise incorporating instrument failures, emergency procedures,

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Instrument letdowns and handling to a Command standard, shall be conducted by a Designated Check Pilot (Type A).

d) Failure (Pre-rating/ Check)

An unsuccessful pre-rating or check shall constitute the first failure. In such a case the pilot shall be granted two (2) remedial sessions. He may then either be recommended for a check or granted two more sessions (which shall be considered second failures). In case four remedial sessions are granted, the pilot shall be put up for the final check.

In case of a third successive failure, an Evaluation Board shall meet for further recommendations.

Note: Right Hand Seat (RHS) Syllabus. Shall be completed before initial command check

6.4.3 Line Training:

Line training shall be undertaken to meet the CAA requirements.

6.4.4 Line Training Requirements (Zero/Non-Zero Flight Time Simulators)

If the training was conducted on a zero flight time simulator, two hours Pilot Flying landings trainings shall be conducted after successful completion of final proficiency check. In this case first six landings shall be accomplished on line with DCP Type A or Simulator Instructor.

The Line Training shall be conducted by a Designated Check Pilot, Flight/ Simulator Instructor or Line Training Captains to provide consolidation training of fifty hours under-supervision, in the left hand seat, in manipulative skills, and for the development of the required level of command management. Grant of under-supervision hours in excess of 50 hrs due to trainee‟s inadequacy shall constitute a failure.

If the training was conducted on a Non-Zero flight time simulator, then six landing shall be conducted on Non-revenue flight (i.e, base training)

6.4.5 Requirement of Sectors during Under Supervision Flying.

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After transition training, the required under supervision hours shall include a minimum of ten (10) sectors before the trainee is put up for the final check.

6.4.6 Pre-Final Command Route Check (Pre-rating Check)

Pre-Final Command Route Check shall be conducted by a Supervisory Pilot, flown over 2 sectors to a Command standard. This check shall include an oral examination of any Operating Procedures (e.g. Wind Shear, temperature inversion after takeoff, adverse weather procedure, Go around procedure, EGPWS warning, TCAS activation, bomb threat, etc. etc.).

6.4.7 Failure Pre-Final Command Route Check (Pre-rating Check)

After completion of required Under Supervision flying, a failure to attain a minimum standard to be put up for a route check shall constitute a failure. After the first failure, the crewmember shall be given necessary remedial training as recommended to a maximum of 25 hours. The crewmember shall then be re-assessed through a proper check. On a subsequent failure the case shall be referred to the “Evaluation Board” for recommendations.

6.4.8 Final Command Check

It shall be conducted by a Designated Check Pilot, flown over 2 sectors (PF & PM), to a Command standard.

6.4.9 Requirements After Check

Interviews shall be arranged with:

KARACHI BASE Director Flight Operations or his/her nominee.

ISLAMABAD BASE G.M (North)

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6.5 FIRST OFFICER TRAINING SYLLABUS

6.5.1 Ground Training:

Type Rating

Complete the approved aircraft type, ground training course, and other courses of instruction, which shall include a written examination to determine satisfactory knowledge before being detailed for any simulator/ flight training.

The operator shall ensure that a flight crewmember completes “Difference Training” when operating a variant of an aeroplane of the same type as per ANO 91.0017.

6.5.2 Flight/ Simulator

a) Training: (Co-pilot/First Officer)

To achieve proficiency in all procedures to Copilot/First Officer standard for the issue of a Copilot / First Officer endorsement and

Instrument Rating after completion of eight simulator sessions of two hours duration each as Pilot Flying. Other training details for e.g. VACBI, FBS, CSS etc. are included in the appropriate equipment training syllabus.

Initially after completion of CSS or subsequently within four simulator training sessions an Instructor must assess if the trainee shall attain proficiency level within the stipulated training time, otherwise G.M. Crew Training shall change the Instructor or a re-evaluation by an Evaluation Board may be considered.

b) Check:

A Final proficiency check shall be conducted by a CAA Designated Check Pilot or monitored by CAA Inspector, if available.

An unsuccessful pre rating or check shall constitute the first failure. In such a case the pilot shall be granted two remedial sessions. He may then either be recommended for a check or granted two more session (which shall be considered a second failure). In case four remedial sessions are granted, the pilot shall be put up for the final check. If the trainee fails again then the case shall be decided by an Evaluation Board.

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Note. In no case shall a Pilot Proficiency Check, whether initial or renewal, be cleared on the basis of granting additional under-supervision flying hours.

6.6 LINE TRAINING

6.6.1 Line Training Requirements (Zero/Non-Zero Flight Time Simulators)

If the training was conducted on a zero flight time simulator a two hours Pilot Flying landings trainings shall be conducted after successful completion of final proficiency check. In this case first six landings shall be accomplished on line with DCP Type A or Simulator Instructor.

If training was on a non-zero flight time simulator, then six landings shall be conducted on non-revenue flight (i.e. base training).

Training shall be conducted by a Designated Check Pilot / Line Training Captain to cover the development of manipulative skills and Pilot Not Flying duties. A route-check shall be conducted at the completion of 50 hours of this training by a Designated Check Pilot. Grant of under-supervision hours in excess of 50 hrs due to trainee‟s inadequacy shall constitute a failure. Line training shall be imparted with emphasise on CRM philosophy and skills. Line training check airmen will insure training is imparted for Operations Requirements/Specifications (AOC) to include (approaches authorise by the authority, circling and visibility requirements for takeoff approach and landing allowance for inoperative ground equipment and wind limitations

6.6.2 Failure on Pre-rating Check

After completion of required Under Supervision flying, a failure to attain a minimum standard to be put up for a route check shall constitute a failure. After the first failure, the crewmember shall be given necessary remedial training as recommended by the concerned Instructor, to a maximum of 25 hours. The crewmember shall then be re-assessed through a proper check. On a subsequent failure the case shall be referred to the “Evaluation Board” for recommendations.

6.6.3 Requirement of Sectors during Under Supervision Flying.

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After transition training, the required under supervision hours shall include a minimum of ten (10) sectors before the trainee is put up for the final check.

6.7 POST- TRAINING REQUIREMENTS

6.7.1 Captain

On the completion of Command Training the following shall apply:

a) A Captain shall be rostered to operate as Pilot-In-Command within fourteen (14) days of successfully completing a Command Training Programme.

b) If the time between the completion of the Command Training Programme and the first flight as Pilot-In-Command exceeds fourteen (14) days, then the duly approved training must be completed before proceeding as Pilot-In-Command i.e. two P1 under supervision sectors for re-capping and familiarization of procedures and techniques.

Following initial check-out a Captain shall complete a pattern of operation of at least four (4) sectors substantially over a route on which training or checking was undertaken during Command Training i.e. familiar sectors.

Subsequent to this pattern a Captain may (subject to route qualification) operate to any aerodrome in the Company's network.

6.7.2 Authority for giving Takeoffs and Landings

Captains are authorized to allow take off and landings to Copilots / First Officers only after:

a) The Captain has completed 100 hours in command, and b) The restrictions as specified in SOP/FOM are complied with.

6.7.3 Copilot/First Officer. (Post Transition / Line Training)

On completion of transition training and promotion to Copilot/First Officer the following shall apply:

Following completion of Line Training and promotion to Copilot/First Officer, a pilot shall be rostered so as to achieve at least 8 sectors as Pilot Flying in the first 120 days.

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6.8 GUIDELINES FOR EVALUATION BOARD

6.8.1 Simulator / Base Check Failure

a) In case a Pilot fails to qualify in the third successive attempt, he shall be reverted to the immediate previous short haul equipment or fly P2 on the same equipment, subject to the decision of the Evaluation Board. In such cases, the pilot shall be utilized for a period of at l`east two years.

b) All such crew shall be required to fulfil all other experience requirements.

6.8.2 Line Training Failure

a) In case a Captain fails to qualify after additional training, he shall have to fly P2 on the same equipment for a minimum period of one (1) year or 300 hours, whichever is more, followed by a re-evaluation. If such re-evaluation is unsatisfactory, he/she shall be reverted to the immediate previous short haul equipment / fly P2 on the same equipment, as decided by the Evaluation Board. In this case the pilot shall be utilized for a period of at least two years and shall be subject to fulfilling all other experience requirements.

b) In case a F/O fails to qualify after additional training, his/her case shall be referred to the Evaluation Board.

c) In case an ab-initio Pilot fails to achieve the minimum required standard, the case shall be referred to the Evaluation Board

6.8.3 Failures during Training Phase.

Failures during Transition Training shall be cumulative, i.e. if there is one failure during simulator training and one during line training, these shall be recorded as two failures during training phase.

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Flight Operations RECURRENT TRAINING, CLASSROOM /

SIMULATOR TRAINING.

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7.0 RECURRENT TRAINING, CLASSROOM / SIMULATOR TRAINING.

7.1 OBJECTIVES

To enable the pilot to Practice aircraft handling manoeuvres and procedures (both normal and abnormal) in order for him/her to maintain his proficiency.

To enable the pilot to practice essential procedures which are only rarely encountered in normal operations.

To enable the pilot to maintain proficiency in his/her knowledge and use of emergency equipment and procedures.

To introduce to the pilot new or changed policies, rules, instructions, procedures and/or equipment.

To provide the pilot with up-to-date information on the current operating environment,

To alert the pilot to the lessons to be learned from recent accidents and incidents.

To enhance and update knowledge and skills in the field of human performance and CRM.

To provide the Pilot simulator practice for operation into critical aerodromes.

To train pilots on change in systems/fleet modification and upgrades.

For all trainings (Ground, Simulator, Line), Check List Philosophy shall be emphasise.

Emphasise shall also be on “avigate, navigate, communicate” priority.

7.1.1 TRAINING AIDS AND EQUIPMENT

In accordance with CAA regulations, training aids and equipment including mockups, cockpit procedure trainees and other devices and for course materials used in the flight crew training and evaluation program, shall reasonably reflect the configuration of the fleet(s) for which the respective training is being conducted.

7.2 CRITERIA

7.2.1 Language

English shall be the designated common language. Any pilot who has ICAO English grading of 4 or 5 will undergo an English proficiency test in accordance ICAO English language standards.

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7.2.2 Training Aids

Where appropriate, advantage shall be taken of modern training aids, equipment, techniques and philosophies.

Maximum use shall be made of ground-based equipment such as flight simulators, in order to minimize the risks inherent in airborne training.

7.2.3 Principles of Flight Simulation

Flight simulation sessions shall follow the principles of Manoeuvre Oriented Flight Training/Line Oriented Flight Training/Line Operation Simulation (MOFT/LOFT/LOS).

Training staff shall be proficient in instructional techniques and in the operation of their training equipment.

7.2.4 Training Cycles (Phases)

Review systems and operational problems in the context of line operating environment. The programme provides for a twelve (12) months training cycle of two distinct phases (six months apart).

Simulator training sessions shall be provided for each pilot, twice a year with a minimum separation of 120 days.

Some training sessions shall contain a period of free time which is at the disposal of the pilot for supervised practice of any desired manoeuvres or procedures.

The training programme shall be planned on a broad time scale of one or more years.

The training programme shall be amended when necessary to accommodate items of current interest or significance.

The flight and ground training programmes shall, where appropriate, be integrated and complementary to one another.

Shall a pilot's operating skills be deemed seriously deficient, he shall have access to a fully developed remedial and skills development programme, supervised by suitably qualified pilots.

7.3 INTRODUCTION (Recurrent Training)

Some annual recurrent training and check is necessary to satisfy pilot licensing requirements. However, there is great benefit to be obtained from a broader programme of recurrent training and check covering more than the minimum mandatory items. There are many examples of training exercises that can be designed to enhance safety and operating efficiency.

7.3.1 Exercise/ Sequence Familiarization

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It shall be ensured that flight crew members, prior to an evaluation, are familiar with those maneuvers and/or malfunctions that may be presented during the evaluation, but are not given information that reveals the sequence and the circumstances under which such manoeuvres or malfunctions shall be presented.

Introduction of new training material into each successive training session shall aid and develop the long term flight crew educational process. The avoidance of a particular accident being repeated shall be a primary consideration in this context.

The following syllabus is concerned with items not normally included in flight checks but whose regular practice, demonstration or discussion shall maintain a high level of crew alertness and proficiency. The availability of simulator time shall affect the frequency of practice which shall be possible. Furthermore, the ability to practice some of the manoeuvres shall be dependent upon the quality of the simulator in use.

7.4 SYLLABUS FOR RECURRENT TRAINING PROGRAMME (SIMULATOR)

7.4.1 Operational Procedures

a) Non precision approach (six monthly) b) Precision approach (six monthly) c) Engine start malfunctions (six monthly) d) Engine fire after V1(six monthly) e) Engine failure after V1 (six monthly) f) One engine out approach / landing (six monthly) g) Go-around from an unsatisfactory approach due to unusual

weather or wind shear conditions (six monthly) h) Rejected takeoff (RTO); the latest RTO statistics; the assumptions

made on which the RTO is based (six monthly). i) CB avoidance and CAT penetration (annually ) j) Practice of fundamental instrument flying skills (Six monthly) k) Short field landing techniques (annually) l) Complex or non-standard departures and approaches; for example,

performance turns on takeoffs, noise abatement procedures, SIDs, STARs, profile descents, circling approaches, etc. ( six monthly)

m) Low Visibility Operations with inoperative ground based and/ or aircraft equipment (Initial/Annually)

n) Terrain awareness/GPWS alerts (CFIT) (annually) o) TCAS procedure and R/T phraseology (annually)

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p) Aircraft type/different types/variants qualification q) LVP r) Operations requirements/specification. s) Special

7.4.2 Operational Problems

a) Degraded aircraft performance, due for instance to (i) system unserviceability, (ii) contaminated runways, (iii) snow, ice or icing, (iv) operations in very high temperatures (A)

b) Failures when using reduced takeoff thrust (B) c) Recovery from high and low speed stalls, and high sink rate (B) d) Jet upset, thrust lever, trim and elevator use (B) e) Engine-out cruise technique: drift down procedures, terrain clearance,

safety altitudes (B) f) Emergency descent due to pressurization and/or structural failure (B) g) Crew co-ordination and allocation of duties (A) h) Brake and/or tyre failures (B) i) Navigation or compass failures, including use of the magnetic compass

and timed turns (A) j) Recognition of degraded pitot/static system due to contamination by ice,

weather or foreign body (C) k) Operation with malfunctioning or inoperative airspeed instruments (B) l) Operation on standby electrical systems (B) m) Reduced flap landings (C) n) Operation at or near volcanic ash. o) Thunderstorm avoidance

7.4.3 Emergency Drills

a) Emergency landings on land and water: technique and general flight deck considerations (B)

b) Partial gear landing (C) c) Bomb scares (C) d) Hijacking (C) e) Structural failures, including operations with partial control surfaces

(C) f) Flight crew member incapacitation (B) g) Cabin associated emergencies: fire, smoke, etc.(C) h) Gross misloading or mistrimming of the aircraft (B) i) Post drill actions following: (i) engine failure, (ii) crash, (iii) overrun,

(iv) landing short: use of exits; post accident survival (B) j) Practice full use of cockpit safety and emergency equipment,

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Including use of smoke goggles and portable oxygen and communications following decompression (C)

k) Ground Proximity Warning Systems/CFIT, including the escape manoeuvre (B)

l) Passenger evacuation.

7.4.4 Additional Items Suitable for Simulation

a) Windshear, both on takeoff and landing; recognition of cockpit indications and procedures to avoid serious consequences (A)

b) Visual and other illusions affecting pilot performance, including takeoff and landing in low visibility conditions (A)

c) Visual approaches: different approach angles by day and by night, and sensory illusions during go-around (A)

d) Automatic flight systems: limitations in various operating conditions (B)

e) New equipment and procedures: operation and limitations (A)

f) Recent accident and incident reconstructions (A)

g) Specific aerodynamic flight characteristics for the particular aircraft type, including performance during takeoff and landing.

h) stall characteristics, operation in turbulence, etc. (A)

i) Detection of incorrect or hazardous ATC clearances (B)

7.4.5 RHS Training For Captains. This training is to be provided during every recurrent training to cover the following:

a) One Engine out on take off. b) One Engine go around from DH/ MDA(H). c) One Engine out landing. d) Evacuation

7.4.6 Line Operational Simulation.

Real time training/evaluation in a line environment setting.

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c) One Engine out landing. d) Evacuation

7.4.6 Line Operational Simulation.

Real time training/evaluation in a line environment setting.

7.5 SYLLABUS FOR RECURRENT TRAINING PROGRAMME (GROUND/CLASSROOM)

Compulsory Items

These items shall be included in the syllabus at fixed intervals. They shall be of similar content at each session.

Note: Certain operational subjects required in the ground training syllabus may be accomplished as part of the simulator train

ing, aircraft training or during line operations.

7.5.1 Review of Recent Operational Amendments (Twice Every Year), e.g. FCOM, OETB, etc.

7.5.2 Safety Equipment and Emergency Procedure. (Once a Year)

1) Emergency evacuation (once every year)

2) Common flight/cabin emergency, safety equipment.

3) Common flight/cabin evacuation/threats and coordination.

7.5.3 Dangerous Goods Regulations & Evaluation (Once Every Two Years)

a) General Philosophy

b) Marking and labelling

c) Pilots notification

d) Emergency procedures

e) Loading procedures

f) Compatibility

g) Prohibited Goods and Exceptions

7.5.4 Combined CRM . (Once Every Two Years)

All flight crew, cabin crew and Dispatchers shall undergo combined CRM training using specially trained CAA approved facilitators.

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7.5.5 ETOPS/MNPS Class Room Training & Evaluation (Once Every Year)

7.5.6 General Educational and Informative Items

The details of these items may vary at each session, some changing little, some much more in line with technical developments. A test of knowledge shall not be required.

7.5.7 Flight Safety (Twice Every Year)

a) A review of type-related and other Flight Safety topics with a view to learning from other people's mistakes and misfortunes.

b) Review of recent and recurring mechanical problems for the aircraft type

7.5.8 Security Training (Once Every Two Years)

a) Hijack or attempted hijack/Unlawful Interference b) Bomb threat c) Handling of disorderly passenger d) Handling of deranged passengers and others whose conduct might

jeopardize safety of the aircraft.

7.5.9 Aircraft Knowledge and Performance (Twice Every Year)

a) Engine handling: thrust settings, use of reverse, fuel management b) Brake and tyre considerations: overheating, cornering, long taxi,

optimum use of runway. c) Contaminated surfaces: iced, wet, paint marks, best use of reverse

thrust and/or braking. d) Airframe considerations: turbulence, icing, rain, hail, lightning,

thunderstorms, wind shear avoidance and recovery, weather radar. e) MEL operational procedures. f) Aircraft upset recovery g) Aircraft type performance. h) Aircraft type systems and limitations.

i) Aircraft Type Performance (once every year)

j) Aircraft type systems/limitations (once every year)

k) Abnormal/non- normal procedures/manoeuvres (twice a year)

l) Normal procedures/manoeuvres (twice every year)

m) Operations requirements/specifications. (once every year)

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7.5.10 Aerodrome and Runway (Once Every Year)

The following areas shall be covered by an instructor pilot from Jeppesen Route Manual :

a) Noise abatement. b) Lighting systems: approach lights, runway lights, taxiway lights,

VASIS, apron docking guidance systems. c) Use of ATC and emergency services. d) Enroute Emergency aerodrome information and selection. e) Terrain Awareness/GPWS Alerts (CFIT) during takeoff/Approach. f) Special routes and airport qualifications.

7.5.11 Flight Planning and Navigation (Once Every Year)

a) New developments. b) Limitations of existing equipment, e.g. VOR, VHF COM, NDB, etc.

operational ranges and limitation from Jeppesen. c) ATC R/T procedures and liaison from Jeppesen; common errors in

R/T phraseology. d) Performance, Enroute procedures (TCAS/ACAS, RVSM, RNP). e) Fuel economy considerations, e.g. Fuel Policy, FCOM, etc. f) Commercial considerations

7.5.12 Weather and Climatology (Once Every Year)

a) De -/anti icing policies and procedures.

b) Contaminated runway operations

c) Review of area or route weather, where significant d) Forecasting of severe weather conditions including turbulence and

wind shear, and in-flight avoidance procedures. e) Review of TAFs and METAR f) Thunderstorm avoidance. g) Cold weather operations. h) Operations near volcanic ash

7.5.13 Crew Health and Welfare (Once Every Two Years)

a) Incapacitation training b) Diet, food poisoning etc. c) Diseases and precautions, in particular hepatitis

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d) Effect of alcohol and drugs e) Effect of smoking f) Rest periods.

7.6.14 Common Language proficiency

7.7 HANDLING OF "REPEATS" DURING TRANSITION/ RECURRENT TRAINING

7.5.1 Recurrent Training Policy

For simulator sessions associated with the “Cyclic Training and Licence Renewal Programme”, handling of below standard performance is as follows:

(a) "Where a sequence is not completed satisfactorily in the first session, training may be given in that sequence to achieve a satisfactory standard and the appropriate rating given.

(b) Where a sequence that has not been completed satisfactorily after additional training or cannot be repeated for any reason in the first session, then the trainee shall be removed from the roster pending the necessary training and satisfactory completion of the entire session."

(c) During recurrent training, if any sequence has to be repeated then that aspect shall get no higher than (SB) rating and comments must amplify the rating.

(d) Repeats during a check or a recurrent training exercise, should be left until the end of the session so that the overall standard can be viewed without the effect of the practice.

(e) Except during a course of training, it must be stressed that where a crew member is given an unsatisfactory rating (U) in any area requiring to be rated, then that constitutes a failure overall. In such case comment on the reasons for the failure must be made, together with recommendations for additional training or corrective action.

7.5.2 Maximum Number of Repeats

(a) Repeats of two individual sequences may be given. If more than two sequences are below standard then "Unsatisfactory Progress" shall be recorded, and the session repeated.

(b) If a recurrent training session is to be repeated because of an "Unsatisfactory Progress" rating, then for the repeated session to

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be deemed "Satisfactory" there must be no repeated sequences necessary to achieve the required standard.

(c) The "Repeat" of a sequence is an option available to the instructor. If the initial sequence is flown to such a standard that considerable training would be needed, the instructor may assess "Unsatisfactory Progress" at that point, and devote the remainder of the session to training input.

(d) Instructors must ensure that written comment on CA form amplifies the standard achieved. The Manager Training shall alert GM Crew Training/ GM Standards and Inspection, if a pilot requires multiple repeats over a period to attain the required operating standard.

(e) Remember also that in our recurrent training it can be up to five months between simulator sessions. The instructor in assessing the standard during the session shall be mindful that the consistency and proficiency demonstrated to him shall allow an acceptable operational standard to be maintained between recurrent simulator sessions.

7.5.3 Transition Training Policy on Repeats.

There are different requirements with regard to repeats depending on the type of session.

a) Repeats during a transition training session, if required, shall normally be repeated then and there. In fact, the repeats can

continue as long as the Instructor deems desirable in an endeavour to reinforce training to reach or to maintain a desired standard.

b) Repeats may be desirable during a training session even though a satisfactory standard was demonstrated with the first attempt.

7.5.4 Handling of Individual Repeats

Following a below standard performance of an individual sequence, training input followed by a repeat of the sequence may be given. It is important that the instructor defines to the student the "training" segment and then clearly nominates when the "Repeat" sequence begins. It is not appropriate to merely practice a sequence until one falls within the required tolerance. Logically, the student shall be trained to a satisfactory standard before attempting a repeat of the sequence. If the "nominated repeat" is below standard, then the simulator session is rated "Unsatisfactory Progress", and a repeat of that simulator session is

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required. More than one "nominated repeat" of an individual sequence is not to be given.

7.7.5 Remedial Training for failure during PPC/IR

If a Pilot fails to qualify during recurrent PPC/IR he/she may be granted two hours remedial training followed by another check to be carried out by a DCP (A). In case he/she fails to qualify in the second check, the case shall be referred to the Evaluation Board.

7.7.6 Remedial Training for failure during Route Check

In case a pilot fails a license renewal route check, he/she may be granted up to a maximum of 25 hours under supervision flying, followed by another route check. If he/she still does not qualify, the case shall be referred to the Evaluation board.

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Flight Operations LOW VISIBILITY OPERATIONS Rev. 03

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8.0 LOW VISIBILITY OPERATIONS (CAPTAINS)

8.1 RECENCY

To retain Low Visibility-Operations recency, a Captain must participate in the approved simulator cyclic and proficiency program (six monthly) and complete an auto coupled ILS approach to touchdown at least every 45 days in an airplane. If an auto land using Low Visibility procedures has not been completed in the preceding 45 days, recency can be up-dated by:

a) Completing an auto land in the aircraft in CAT I conditions or better using Low Visibility procedures, or

b) completing an auto land in an approved flight simulator Low Visibility procedures, or

c) Viewing a video detailing Low Visibility procedures. Where recency is updated by this method, the succeeding update must be in the aircraft or flight Simulator.

NOTE: Low Visibility procedures do not imply use of a Cat II or Cat III minima. The minima for the approach shall be that published on the applicable approach chart.

8.2 AUTO LAND COMPETENCE CHECK

Auto land competence checking is achieved by participation in the approved simulator cyclic and proficiency training program.

8.3 LOW VISIBILITY TAKEOFF COMPETENCE CHECK

Low visibility takeoff competence checking is achieved by participation in the approved simulator cyclic and proficiency training program.

NOTE: A Captain does not require a Low Visibility Operations qualified-Copilot in the right hand seat or a Flight Engineer in a three-man cockpit, when carrying out a practice approach to meet recency requirement. However the Captain is required to procedurally brief a non-qualified Copilot/Flight Engineer prior to commencement of the practice approach.

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8.4 AUTO LAND SUPPORT AND LOW VISIBILITY COMPETENCE CHECK

Auto land support and low visibility competence checking is achieved by participation in the approved simulator cyclic and proficiency training program.

8.5 CO-PILOTS / FLIGHT ENGINEERS

Co-Pilots and in three-man cockpits, Flight Engineers, are also support crew for CAT II operations. They shall therefore be trained and assessed during recurrent proficiency checks in low visibility procedures including CAT II landings.

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Flight Operations IN-FLIGHT INCAPACITATION FLIGHT CREW TRAINING

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9.0 IN-FLIGHT INCAPACITATION - FLIGHT CREW TRAINING

9.1 OBJECTIVES

To train crews to be alert to the possibility of a flight crewmember becoming incapacitated in flight.

This training shall be provided to all flight crew members during type qualification, transition (Conversion), upgrade to PIC, re-qualification and recurrent training.

To train crews to take suitable actions to ensure the safety of the aircraft following the incapacitation of a flight crewmember.

9.2 CRITERIA

The training and detailed briefing shall be given prior to the simulator so that the above objectives are fulfilled.

Simulator training shall be undertaken on a recurrent basis to provide the opportunity to experience and practice the operation of the aircraft with the resulting reduced crew complement.

9.3 INTRODUCTION

The purpose of this text is to provide a general outline regarding basic steps in the training of flight crews to reduce the operational hazards involved in the loss of a member of the flight crew.

9.4 DEFINITIONS

Incapacitation in the above context is defined as any physiological or psychological condition, which adversely affects flight crew performance in flight.

For training purposes, incapacitation shall be classified into two categories:

a) Obvious (usually maximal loss of function) b) Subtle (usually partial loss of function)

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9.4.1 Obvious Incapacitation

Obvious incapacitation is generally sudden, usually prolonged, and usually results in a complete loss of operating function. By definition, it is immediately apparent to the remaining flight crewmembers.

Included in this category is the case where a flight crewmember is aware of his own significant discomfort or pain: in such an event he shall immediately advise the other flight crewmembers of his condition.

9.4.2 Subtle Incapacitation

Subtle incapacitation is generally partial in nature and often transient (for periods of seconds or minutes). It presents a significant operational hazard because it is difficult for other crewmembers to detect. The affected flight crewmember may look well and be conscious, but with his brain only functioning partially. He may be unaware of, or incapable of assessing the consequence of his condition.

9.5 CREW TRAINING

Crew training on a recurrent basis is recommended as a method of reducing the operational hazards resulting from flight crewmember incapacitation. The training proposed is adaptable to the different operating procedures used by operators.

Furthermore, although it supports and reinforces well-recognized operating philosophies and procedures, it requires only nominal additional flight simulator time and does not require new flight techniques.

9.5.1 Training Procedure

Initial briefing shall be given prior to the simulator training. Thereafter, refresher training during recency shall review the subject, and include discussion of notified cases of flight crew incapacitation

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9.6 METHODS OF RECOGNISING SUBTLE INCAPACITATION BEFORE THE AIRCRAFT REACHES A CRITICAL SITUATION:

a) Strict adherence to standard operating procedures; b) Routine monitoring and cross-checking of flight instruments and

crew actions, particularly during critical phases of flight; c) The use of the challenge and response concept in completion of

checks and drills; d) The use of the crew concept of operation, which integrates the

functions and actions of a flight crew and requires that each member's action is monitored by another; and

e) The use of the "Two Communication Rule".

The "Two Communication Rule" means that flight crewmembers shall have a very high degree of suspicion of a subtle incapacitation whenever a flight crewmember does not respond appropriately to two verbal communications, or whenever he does not respond appropriately to any verbal communication, associated with a significant deviation from a standard flight profile.

It is necessary to stress the importance of a crew's adherence to Standard Operating Procedures and Standard Flight Profiles at all times. It is frequently a procedural deviation that provides the first indication of incapacitation. In such a case the procedural deviation is the first "communication" and any inappropriate verbal response associated with it shall trigger the high degree of suspicion.

The second operational need is for an organized method of dealing with the incapacitation and loss of a flight crewmember's services. All cases of

Incapacitation create three basic problems and it is essential that they are considered in the following order:

(a) Maintain control of the aircraft;

(b) Take care of the incapacitated crew member; and

(c) Re-organize the flight deck and land the aircraft.

The remaining pilot must first assume command and maintain control of the aircraft. Furthermore he shall check the position of essential controls and switches and in nearly all cases make use of the autopilot and declare an emergency. Use of the autopilot and priority of air traffic service are two obvious and effective ways of maintaining a tolerable level of workload.

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The second step is to take care of the incapacitated flight crewmember; the grounds for this are not entirely humanitarian; if left unattended an incapacitated pilot can become a major problem and in any case is a major distraction to the remaining crew. Thus the incapacitated pilot must be restrained and removed from the flight controls. In all cases, the advisability of removing a pilot (perhaps unconscious) from his seat must be dictated by consideration of the phase of the flight, the crew available, and the contours of the flight deck. Obviously, if a passive incapacitation occurs on short finals in good weather, the approach may best be continued to a landing.

Note: Consideration of the restraint and care of an incapacitated Pilot dictates that cabin attendants are at least familiar with the operation of harness and seat controls and that their services are utilized whenever necessary.

Finally, and after the incapacitated flight crew member has been taken care of, the remaining flight crew shall re-organize the cockpit and prepare for landing. Details shall depend on many variables including such considerations as the type of aircraft being flown, phase of flight, enroute and terminal weather, and many others. Generally, it can be said that this particular part of the operation shall be nothing more than a routine exercise for a trained crew.

9.7 SIMULATOR TRAINING

Simulator training shall be given following the initial classroom indoctrination and thereafter during refresher training programmes.

As a guideline, the following procedure shall be adopted. Simulator briefing regarding emergency escape method and all relevant cautions to be noted for simulator operation. Just prior to entering the simulator, the Captain or Copilot/First Officer could be discretely briefed to cease functioning at a particular point in the flight, e.g. when passing the outer marker, after calling for landing gear up, and so on.

Clearly, exercises in dealing with incapacitation do not lend themselves to formal assessment of performance. In fact, beyond the appreciation and application of basic principles, such exercises shall be conducted in a manner, which encourages initiative, and subsequent debriefing shall take the form of open discussion rather than censure. It is therefore preferable that incapacitation is dealt with during sessions confined to refresher training, and divorced from competency testing.

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Flight Operations RECENT EXPERIENCE (PILOT)

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10.0 RECENT EXPERIENCE

10.1 AIRCRAFT (PILOT)

In accordance with CAA and PIA policy the following recency requirements must be met:

Flight crew are personally responsible for maintaining and recording recency.

Not withstanding any other recency requirements for Captains and Copilots/First Officers; these ranks must complete any Cyclic exercise and/or Line Check (R/C) by the appropriate time. Any sequence missed during an absence must be completed prior to acting as Pilot-In-Command. Copilot/First Officer or relieving the Pilot-In-Command for Copilots/First Officers. After an extended absence, the pilot may require a re-familiarization or re-endorsement course subject to General Manager Crew Training‟s discretion.

10.2 TAKEOFFS AND LANDINGS (45 DAYS RESTRICTION)

A pilot who has not completed a takeoff and landing in a particular type of aircraft, within the preceding 45 days, shall not operate as Pilot-In-Command, or operate as Copilot/First Officer.

A pilot is required to complete at least 3 takeoffs and 3 landings every 90 days. A pilot not current within this system shall not operate as Pilot-In-Command or relieve the Pilot-in-Command or operate as Co-pilot.

NOTE: In the case of a Captain it is accepted that an automatic landing would satisfy the above landing requirements (Copilot/First Officer must perform manual landings).

10.3 CAPTAIN / COPILOT / FIRST OFFICER

10.3.1 Period in Excess of 45 Days up to and including 70 Days

a) Complete any missed simulator cyclic syllabus; or, if none have been missed, complete a simulator cyclic syllabus of day 2 only; or

b) Complete two takeoffs and two landings, on a Training Flight; or

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c) Complete two hours flight time on line including one takeoff and one landing, with a Designated Check or Simulator or Flight Instructor Pilot in a pilot seat; or

d) Complete two en-route sectors of at least 45 minutes flight time including two takeoffs and two landings, with a Designated Check or Simulator or Flight Instructor Pilot in a pilot seat.

10.3.2 Period in Excess of 70 Days up to and Including 90 Days

a) Complete any missed simulator cyclic syllabus, or, if none have been missed, complete a simulator cyclic syllabus of day 2 only;

b) Complete a Line Check (R/C).

10.3.3 Period in Excess of 90 Days

a) Complete any missed simulator cyclic syllabus, or, if none have been missed, complete a simulator cyclic syllabus of day 2 only;

b) Complete a Line Check (R/C) which shall be preceded by a minimum of, Long Haul: 1 sector under-supervision, or, Short Haul: 4 sectors under-supervision. The Designated Check or Simulator or Flight Instructor Pilot shall occupy a pilot seat for sectors flown including the Line Check.

10.3.4 Period In Excess Of 180 Days up to and including 545 days

A re-familiarisation course shall be programmed by the GM Crew Training.

10.4 Training Requirement In Case Of Reversion to Previous Equipment.

Flight crew are prohibited from operating their previous equipment once training is started on a new equipment subject to the following conditions:

Whenever a pilot is reverted to his / her previous equipment during or after training the following shall apply:

If a pilot had undergone ground training for the other aircraft and provided he/ she has not missed any cyclic simulator/ base check then:

A) if less than two weeks ground training then no correction training is required.

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B) If more than two weeks ground training then the pilot has to attend approved long refresher training of the equipment.

C) If a pilot is reverted to his previous aircraft after he has started simulator training he shall undergo approved long refresher course of the equipment he is reverted to and 4 sectors of under supervision flying followed by a line check.

D) Reversion from the stage of under supervision, the pilot has to attend approved long refresher and recurrent simulator training followed by a simulator check, and 4 sectors of under-supervision flying followed by a line check.

E) After a pilot has started his line flying upto one year on the promoted aircraft and if reverted to his previous aircraft he shall undergo the following training:

I. Type technical course

II. 50% of transition training i.e. FBS, FFS and under-supervision flying.

F) After a pilot has flown for more than one year and reverted to previous equipment, he/she shall have to undergo complete transition training.

10.5 INSTRUMENT FLIGHT

To retain Instrument Flight recency, a Captain must participate in the approved simulator cyclic and proficiency program and complete an ILS approach at least every 45 days.

If an ILS has not been completed in the preceding 45 days, recency can be revalidated by completing an ILS in the simulator or aircraft under the supervision of a Designated Check or Simulator or Flight Instructor Pilot.

10.6 RECENCY

10.6.1 Line Training Captain.

A minimum of four (4) route checks are required in the preceding twelve (12) months. If unable to meet this requirement, the candidate shall conduct a line check or under supervision flying in the presence of a designated check pilot (DCP).

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April 13, 2009


10.6.2 Simulator Instructor.

A minimum of four (4) simulator sessions are required in the preceding twelve (12) months. If unable to meet this requirement, the candidate shall conduct a simulator session in the presence of a designated check pilot, type „A‟ , (DCP-A).

10.6.3 Updation in AIMS

DGM Crew Training shall be responsible for the process of maintaining appropriate and updated record of recency of line training and simulator instructors in the crew management system (AIMS).

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Flight Operations EMERGENCY PROCEDURES

TRAINING Rev. 03

December 30, 2008


11.0 EMERGENCY PROCEDURES TRAINING

All flight crew and cabin crew shall attend an approved company course covering emergency procedures and complete a proficiency test in accordance with the requirements of CAA Regulations. This requirement must be completed at the time of induction, transition training and thereafter a refresher conducted once every calendar year.

The above training and test must be undertaken within 3 months of expiry of the calendar year period. All crewmembers shall be required to demonstrate proficiency in the following:

11.1 PORTABLE AND FIXED EMERGENCY EQUIPMENT

a) Location as per Emergency Equipment Location Chart b) Pre-flight check and operation of equipment

11.2 EXITS

a) Location and types of exits b) Flight Deck exits - Check and Operation c) Arming and disarming procedures d) Operation of exits - Normal/Emergency e) Cabin crew exit responsibility

11.3 EVACUATION DEVICES

a) Types of devices b) Pre-flight check and operation

11.4 EVACUATION PROCEDURES

a) Land b) Ditching c) Control of Passengers d) Evacuation of handicapped passengers

11.5 PLANNED AND UNPLANNED EMERGENCIES

a) Takeoff Phase b) Landing Phase c) Unplanned Emergencies

I. Rejected Takeoff II. Crash Landing

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December 30, 2008


d) Planned Emergencies I. Crew coordination

II. Cabin preparation

11.6 FIRE

a) Type of Equipments b) Pre-flight checks c) Operation d) Precautions e) Fire fighting procedure f) Crew co-ordination g) 747-200 combi fire fighting h) The effect of smoke in an enclosed area. i) Smoke evacuation - Duties of Cabin Crew

11.7 OXYGEN SYSTEMS

a) General description of fixed and portable oxygen b) Pre-flight checks c) Operation of oxygen bottles

11.8 PRESSURIZATION

a) Duties of cabin crew b) Rapid decompression c) Effects of decompression on human body d) Physical phenomenon of decompression e) Time of useful consciousness f) Cabin crew duties when cabin altitude descends to 10,000 or below

and Captain makes announcement, "Purser to flight deck." g) Passenger oxygen reset

11.9 SURVIVAL a) Land b) Ditching

11.10 FIRST AID a) Unconsciousness b) Cardio-pulmonary resuscitation (C.P.R) c) Choking d) Pilot incapacitation e) *Aims and objectives of first aid

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December 30, 2008


f) *Bleeding g) *Shock. h) *Injuries i) *Passenger illness j) *Child birth k) *Stroke l) *Burns m) *Food Poisoning n) *Epilepsy o) *Fainting p) *Air sickness q) *Alcoholic intoxication r) *Death on board

Note: * Required during flight crew induction only.

11.11 EXAMINATION

Questions testing individual crewmembers Emergency Procedure knowledge shall be included during course quiz sessions and in all examinations by Operations Instructor/s PTC.

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Flight Operations PILOTS UPGRADING Rev. 05

March 25, 2009


12.0 PILOTS UPGRADING

PROMOTIONS Promotion will be made by the Evaluation Board.

12.2 VACANCIES.

As and when the requirement of a certain number of Cockpit Crew on any equipment becomes necessary by the Corporation, requisite number of vacancies will be declared in the following manner:

a) At least, one month ahead of the Promotion Board meeting,

Planning & Scheduling Division will provide equipment-wise and station-wise forecast of vacancies for (6) six months.

b) The forecast of vacancies can be changed if in the opinion of the Corporation such a change is justified.

c) The Flight Operations Department will then prepare a list of all Cockpit Crew who are eligible for promotion, according to their seniority as on the date of the forecast of the vacancies.

d) The above list will include 25% - 50% extra names in addition to the forecast requirements on the equipment so as to cater for such Crew who may not be cleared by the Promotion Board or those who may not make the grade in training later.

e) If at the time of promotion, the Crew does not meet the required promotion criteria due no lapse on concerned Crew‟s part, the corporation shall make every effort to undo any injustice that may have taken place.

f) The Board will discuss each eligible Cockpit Crew in order of seniority to review his record for promotion to the forecasted vacancies.

g) Any reason considered for debarring a Crew from promotion will be sufficiently established and noted in the minutes of the meeting and the concerned Crew will be informed in writing accordingly.

h) All those crew who are cleared by the promotion Board will be eligible for training. Promotion will take place strictly in order of seniority of the Crew on the respective equipment, and will be made subject to vacancy, successful completion of training and satisfactory assessment checks.

i) Cockpit Crew who are cleared by the Promotion Board and are on the list of 25% - 50% extra names but are not taken up for training

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will be considered for promotion in future forecast vacancies in order of seniority.

Minimum experience requirements:

Aircraft Category

P1 P2

A Multi –Pilot Aircraft less than 5700 Kg

a) ATPL b) Total: 1500 Hours c) Training as per CAA approved program

a) CPL with IR b) Training as per CAA

approved program

B ATR

(Multi-Pilot aircraft 5700 Kg or more and less than 40,000 Kg.)

a) ATPL b) Total: 1500 Hours c) 500 hours as PIC of Multi-Engine aircraft in

Commercial Air Transport Operations; or equivalent PIC experience in military multi-pilot transport aircraft of weight Category B or higher weight; or 500 hours as P-2 on weight category B or higher in commercial Air Transport Operations.

d) Training as per CAA approved program.

a) CPL with IR b) Training as per CAA

approved program

C B-737

(Aircraft of equal to or more than 40,000 Kg but less than 100,000 Kg.)

a) ATPL b) Total flying hours: 2500 hours or more with

500 hours as PIC in Commercial Air Transport Operations or equivalent experience in military multi-pilot transport aircraft of weight category B or higher weight; or 1000 hours as P-2 of weight category C or higher weight in Commercial Air Transport Operations.

c) Training as per CAA approved program

a) CPL with IR

b) Total flying hours 200

or more

c) Training as per CAA approved program with minimum of 50 hours of Under Supervision flying for pilots having 500 hours and 70 hours for pilots having less than 500 hours.

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D A-310

(Aircraft of equal to or more than 100,000 Kg and less than 200,000 Kg.)

a) ATPL b) Total flying hours: 4000 hours or more with

500 hours as PIC on aircraft of weight Category B or higher weight; or 1000 hours as P-2 of category C or higher weight, in Commercial Air Transport Operations.


a) CPL with IR b) Total flying: 1000

hours or more c) Training as per CAA

approved program with Minimum of 50 hours of Under Supervision flying.

E B-747/B-777

(Aircraft of equal to or more than 200,000 Kg.)

a) ATPL b) Total Flying hours: 6000 hours with 1000

hours as PIC on aircraft of wt. category D or above or 1500 hours as P-2 on weight category D, or higher weight, in Commercial Air Transport Operations.


a) ATPL or CPL/IR with

2000 hours and; b) 500 hours on aircraft

wt category B or higher weight, in commercial Air Transport Operations.

c) Training as per CAA

approved program with Minimum of 50 hours of Under Supervision flying.

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Flight Operations LINE OPERATIONAL SIMULATION

(LOS)

Rev. 03

December 30, 2008


13.0 PURPOSE

The purpose of this document is to provide guidance in designing and

implementing Line Operational Simulations in the Airline‟s flight crew

training programme. Such simulations shall include Line Operational Flight

Simulation, LOS, and Special Purpose Operational Training, SPOT.

13.1 BACKGROUND

With improvement in the level of sophistication of modern flight simulators,

more and more operators have come to rely on them for practically their

entire flight training programme. LOS was introduced as an addition to the

already prevalent Malfunction Oriented Flight Simulation, MOFT to train

flight crew members. LOS is training in a simulator with a complete set of

crew using representative flight segments that contain normal, abnormal,

and emergency procedures that may be encountered in line operations.

LOS is a useful training methodology as it provides the crewmembers the

opportunity to practice line operations, such as manoeuvres, operating

skills, systems operations and airline procedures in a realistic

environment. Crewmembers learn to handle a variety of scripted real-time

scenarios of routine and non-normal nature, using cockpit resource

management skills that include crew coordination, judgment, decision

making, communications and situation awareness.

SPOT is a specific training methodology which has commonalities as well

as differences when compared with LOS.

The overall objective of Line Operational Simulations is to improve the

total flight crew performance thereby mitigating incidents and accidents

during operational flying.

13.2 SUMMARY

This document identifies three types of Line Operational Simulations:

a) Recurrent LOS

b) Qualification LOS

c) SPOT

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13.3 DEFINITIONS

13.3.1 Line Qualified:

Describes a crewmember or instructor who is current and qualified to

conduct actual flight operations in an assigned aircraft and duty position.

13.3.2 Task Familiar:

Describes a crewmember that is familiar with, and can satisfactorily

accomplish, the duties of a particular cockpit position though not qualified

for that duty position. For example, a second-in-command copilot who

performs the duties of the pilot-in-command during simulator training.

13.3.3 Qualification LOS:

An approved flight simulator course of LOS to facilitate transition from

initial training on flight simulator to line flying.

13.3.4 Recurrent LOS:

An approved flight simulator course of LOS which may be used to meet

recurrent flying training requirements.

13.3.5 Special Purpose Operational Training (SPOT)

An approved flight simulator course which may be used to learn, practice,

and accomplish specific training objectives such as training in variant

aircraft or specific aircraft equipment.

13.4 BASIC ELEMENTS OF LOS

For LOS to provide realistic line oriented training certain key elements

need to be specified. They apply to Recurrent LOS, Qualification LOS,

and in part to SPOT.

13.4.1 Crew Composition And Participation:

LOS shall take place in a line operational environment with a complete set

of crew. Every effort shall be made to schedule and maintain crew

integrity. During LOS each crewmember shall perform as an individual and

as a member of the team, as is expected during line operations.

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December 30, 2008


An instructor may act as a cabin crewmember when such a requirement

arises and it is impractical to have a cabin crew in the simulator.

All participating crewmembers shall be in full uniform for the training.

13.4.2 Real-World / Real-Time Situations:

LOS shall contain scenarios of real world line operational situations which

should progress in real time. These should be representative of flight

segments where an entire route operation is completed. In cases of flights

involving repetitive events, the enroute segments may be compressed.

However enough time should be allotted to crewmembers to be able to

resume or restart the scenario without confusion.

13.4.3 No-Jeopardy Training

LOS being no-jeopardy training, the instructor shall not issue a passing or

failing grade to a participating crewmember. As a LOS scenario

progresses it is allowed to continue without interruption so that

crewmembers may learn by experiencing the results of their decisions.

Decisions that produce unwanted results shall not indicate a training

failure, but will rather serve as a learning experience. If the LOS instructor

identifies crew performance deficiencies, additional training or instruction

shall be provided. This training or instruction may be in any form, including

additional LOS. Before the crewmember returns to line operations, the

performance deficiencies shall be corrected and the instructor must

document the training as satisfactorily completed. The no-jeopardy

concept allows crewmembers to use their full resources without instructor

interference. At the end of session, and after debriefing, the instructor

shall certify that the training has been completed.

13.4.4 Un-Interrupted Training

LOS scenarios shall run full length, with no instructor interruption

permitted. The effects of crewmember decisions shall be allowed to

accrue and influence the rest of the flight. The concept shall be that

crewmembers learn more effectively when allowed to learn from their own

actions, rather than being interrupted and corrected by an instructor. In

rare cases, and that too only in Qualification LOS, an instructor may chose

to intervene if he determines that negative learning is taking place.

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13.4.5 Feedback

Feedback to participating crewmembers on their performance in a LOS

scenario is pivotal to good training. This shall take place during Debriefing,

which is a vital phase of LOS.

13.5 PHASES OF LOFT:

A typical LOS shall comprise the following sequential phases

13.5.1 Briefing.

Before the training segment begins the instructor shall brief the

crewmembers on the LOS scenario, including the training objectives, and

the role of the instructor. The instructor shall be considered “not present”,

except in the role of an Air Traffic Controller, or some other ground based

entity. It must be emphasized that crewmembers shall perform their duties

just as they would in line operations.

13.5.2 Preflight Planning / Documents / Activities.

Preflight planning documents, such as flight plans and weather reports,

shall be prepared in advance with the particular training objective in mind.

Other preflight activities shall include cockpit setup, preparation of takeoff

data cards, etc.

13.5.3 Flight Segment.

The flight segment shall include engine starting, taxiing, takeoff, climb,

cruise, approach, landing, shutdown, and shall include the time in

communication with ATC and other ground agencies.

13.5.4 Debriefing.

Debriefing shall include feedback to crewmembers on their performance.

Comments on their performance shall be made to individuals, and to the

team as a whole. It is important that crewmembers be given the opportunity

to self assess, to critique and analyze their own performance.

CRM skills must be used during this analysis to extract maximum benefits

out of the training.

13.5.5 Training Duration:

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Both Recurrent and Qualification LOS shall be based on 4 hours of total

training activity, which must include at least 2 hours of LOS scenarios.

Reasonable amount of time shall be allowed for problem solving, such as

consulting minimum equipment list, referring to operations manual, preparing

takeoff or landing data cards, as well as other crew actions which are

necessitated by the training scenario.

For Qualification LOS the 4 hours of training shall include cockpit

preparation, preflight activities, crew briefings, and interactions with flight

dispatch and other ground agencies.

For Recurrent LOS any additional hours of training beyond the 2 hours of

LOS scenarios may be utilized for other specific training requirements.

All crewmembers participating in a LOS session shall be credited with 4

hours of training time.

13.6 LOS SCENARIOS:

LOS scenarios shall be constructed with the following guidelines:

Scenarios shall normally be representative of the flight segment appropriate

to the operations being conducted by the Airline. Some elements that should

be considered while designing such scenarios will be:

a) Origin, routing and destination.

b) Short- haul or Long-haul sectors.

c) Revised arrival procedures, such as unexpected runway change

d) Abnormal and emergency situations, from simple conditions like a

potential hot start to more complex ones which affect the remainder of

flight, like an engine failure.

e) Adverse weather conditions.

f) Partial or complete loss of flight management systems.

LOS scenarios shall run in real time. This may include inactive time to

realistically resemble actual operations.

LOS scenarios shall contain realistic elements, like messages from the ATC,

passenger issues, or interruptions by flight attendants.

Short scenarios to teach specific skills, like wind shear recovery, TCAS or

specific navigation equipment usage shall be part of SPOT.

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LOS scenarios shall be updated periodically to ensure that they meet the

requirements of changing training needs.

13.6.1 APPROVAL OF LOS SCENARIOS:

Scenarios shall be approved for use by CAA (Pakistan).

13.7 LOS AND CRM:

LOS scenarios shall require crewmembers to utilize and reinforce CRM

skills.

Additionally, focused CRM training can be provided independently during

separate Special Purpose Operational Training.

13.8 CRITIQUE OF CREWMEMBER PERFORMANCE:

Crewmember critique shall take place during Debriefing. This should include

discussion of individual and team performance, as well as assessment by the

crewmembers of their own performance. The critique should consider the

crewmember‟s judgment and their interaction with all resources in handling

problems. This should consider their interaction with ATC, company

communications, operations manual, flight manual, with workload reducing

devices like autopilots/flight directors, and with other crew members.

13.9 USE OF AUDIOVISUAL EQUIPMENT:

If available, audiovisual feedback will also be used because of its usefulness

as a debriefing tool. As it allows crewmembers to view their performance

from a third party perspective.

Recorded audiovisual feedback shall be destroyed at completion of

debriefing.

13.10 ADDITIONAL TRAINING / LOS COMPLETION:

Decisions that produce unwanted results shall not indicate training failure,

but will serve as a learning experience, which may indicate need for

additional instructions or modified training. The additional training may be in

any form, including additional LOS. In any case, required additional training

shall be provided and documented as satisfactorily completed prior to the

crewmember‟s return to line operations.

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Although additional training may have been necessary for an individual or a

group, each LOS scenario shall be recorded as “complete” at the end of

debriefing.

13.11 TYPES OF LOS

13.11.1 Recurrent LOS:

Recurrent LOS is intended for flight crewmembers that are presently

qualified in a particular aircraft type. Recurrent LOS shall be designed to

ensure that each crewmember maintains proficiency in the type of aircraft

and the crewmember duty position.

Interruption of Recurrent LOS is not permitted.

13.11.2 Guideline :

a) No direct instructions or interruption of scenario by the instructor is

permitted.

b) Recurrent LOS requires scheduling of a complete set of line qualified

crew.

c) Crew substitutes, although discouraged, may only be used as a last

resort to prevent interruption of scheduled training. The LOS instructor

shall not act as a substitute crew.

d) Training may include one or more flight segments to achieve training

objectives.

13.12 QUALIFICATION LOS:

Qualification LOS is designed to prepare crewmembers, which are not yet

qualified, for line operations.

Qualification LOS facilitates the transition from simulator training to

operational flying.

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13.12.1Guidelines:

a) Minimal interruption of the scenario for the purpose of instruction is

permitted only when the instructor is certain that negative learning is

taking place.

b) Requires scheduling of a complete crew compliment. Ideally, the

qualifying crewmember should be scheduled with other crewmembers

that are line qualified. If not line qualified these supporting

crewmembers shall at least be Task Familiar for the assigned duty

position.

c) Crew substitutes, although discouraged, may only be used as a last

resort to prevent interruption of scheduled training. The LOS instructor

shall not act as substitute crew.

d) Training shall consist of at least two flight segments, one containing

normal line operations and one containing abnormal and emergency

occurrences.

13.13 SPECIAL PURPOSE OPERATIONAL TRAINING

SPOT is a flight simulator based training, and is useful whenever specific

coordinated crew performance is required. It shall not be a substitute for

recurrent or qualification LOS.

Examples of SPOT may include training which:

a) focuses on CRM skills

b) provides differences training on variant aircraft

c) provides windshear or TCAS training

d) trains in special aircraft equipment, like flight management system

or navigational equipment

SPOT contains some elements that resemble LOS, like line environment

scenarios, real-time no-jeopardy training and the use of feedback and

critique.

Elements that differ from LOS are:

a) Direct instruction and interruption of scenario by the instructor is

permitted.

b) SPOT allows the use of a complete or partial set of crew,

depending upon the training objectives

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c) The use of crew substitutes will depend on the type of training

d) SPOT may contain any number of partial or full flight segments

depending upon the training objectives

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Flight Operations FLIGHT ENGINEER Rev. 10

May 26, 2010


14.0 FLIGHT ENGINEER

14.1 LINE TRAINING FLIGHT ENGINEER

A Line Training Flight Engineer carries out Line Training of Flight Engineer on Aircraft.

14.2 DESIGNATED CHECK FLIGHT ENGINEER (TYPE B)

DCFEs approved to conduct Flight Engineer Line indoctrination and / or Line Checks shall be referred to as “Type B” DCFEs.

14.3 FLIGHT OR SIMULATOR INSTRUCTOR

A Flight or Simulator Instructor carries out Simulator/ Flight Training and Line Training as authorized.

14.3.1 DESIGNATED CHECK FLIGHT ENGINEER (TYPE A)

DCFEs approved to conduct recurrent Flight Engineer Proficiency Checks shall be referred to as “Type A” DCFEs. He also exercises the authority of a DCFE (Type B). Additionally he carries out training on Aircraft and Simulator, as authorized.

14.3.2

REQUIREMENTS TO BECOME PRODUCTIVE AS LINE TRAINING FLIGHT ENGINEER OR SIMULATOR INSTRUCTOR

S.# LINE TRAINING FLIGHT ENGINEER SIMULATOR INSTRUCTOR

1. Interview by Selection Board Interview by Selection Board

2. Test on Training Policy, DCP Manual & FOM Same as for Line Training Flight Engineer

3. I T Course for a duration of two days Same as for Line Training Flight Engineer

4. In-depth course for a duration of three days Same as for Line Training Flight Engineer

5. 02:00 hours proficiency check on simulator Same as for Line Training Flight Engineer

6. Six sectors under supervision in F/E position Observation of Simulator training/ check. Two sessions.

7. Conduct a Line check or U/S flying under the supervision of a DCFE

a. Carry out training under supervision of Simulator Instructor, Three sessions.

b. Conduct Recurrent Training/Check session under supervision of DCFE

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Notes: 1 1 to 5 for Simulator Instructor are not applicable if he has already completed these requirements while functioning as Line Training Flight Engineer. 2. 2 and 3 are not applicable if the Flight Engineer has already completed the

requirement on the previous equipment as Line Training Flight Engineer or Simulator Instructor.

3. Simulator Instructors will have to complete No.6 requirement of Line Training Flight Engineer if not already functioning as Line Training Flight Engineer.

14.4 LINE TRAINING FLIGHT ENGINEER

14.4.1 Selection and Training of Line Training Flight Engineer Objectives

a) To ensure the appointment of suitable candidates to the position of Line Training Flight Engineer.

b) To ensure that training is given to enable the Line Training Flight Engineer to optimize the potential of his trainee.

c) To establish a standard for the selection and training of Line Training Flight Engineer.

14.4.2 Selection Criteria

a) Holds Flight Engineer license with type rating. b) Shall have 2000 hours total and 500 hours on the type. In the case

of induction of new aircraft in the Airline, the requirement of 500 hours on line may be waived off if he/she is an experienced instructor on other types.

c) For initial appointment shall have attended a C.R.M. workshop. d) Ability to analyze problems and impart knowledge. e) Stability of temperament and patience. f) Motivation towards training. g) Integrity and loyalty to the Corporation shall be beyond reproach. h) Shall have ability in cockpit management of a constant high

standard.

14.4.3 Duties of Line Training Flight Engineer

a) To develop the Flight Engineer's knowledge of technical and operational theory into practical understanding of the operating standards required and crew co-ordination needed to achieve these standards.

b) To teach Flight Engineers to handle and manage their aircraft in accordance with the operator's policy and the manufacture's

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c) operating manual. To evaluate under training Flight Engineer progress.

d) To evaluate and develop Training Programmes for Flight Engineers and recommendations for operating procedures and techniques.

14.4.4 Initial Training A Line Training Flight Engineer course shall be provided and completed which shall include:

a) The responsibility of the Line Training Flight Engineer in relation to the student, PIA and the CAA.

b) Techniques of training and basic factors in the teaching/learning process; diagnosis of student faults and their correction.

c) An introduction to the documentation involved in training and checking;

d) A review of the performance limits and systems of the aeroplane; Engine, Airframe, Loading and Ground Handling up to level three.

e) Demonstration of wide knowledge of airframe and engine systems, loading and ground handling. Much of the responsibility for the standardization of operating procedures and flight deck management shall depend on the observations and analytical skills of the line training Flight Engineers. The importance of line training can not be over emphasized and the calibre of the line training Flight Engineer shall reflect this.

f) Simulator training on the Flight Engineer Seat including all critical exercises.

g) A check of skills while occupying that seat consisting of critical exercises.

h) Training on line for six sectors supervised by no less than senior Line Training Flight Engineer.

i) Potential hazards in simulating system malfunctions. j) Importance of correct briefings and action to be taken when safety

margins become eroded.

14.4.5 Continuation Training and Development

a) During his/her early experience of instructional duties, the Line Training Flight Engineer performance and continued interest shall be closely supervised. Thereafter his/her suitability shall be periodically re-assessed by a Standards Check F/E. The background knowledge and expertise of the Line Training Flight Engineer must be maintained and developed by continued supervision, advice and training by PIA. New techniques and

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procedures must be fully understood by the Line Training Flight Engineer before they are introduced.

b) Periodic meetings of Line Training Flight Engineers, Designated Check Flight Engineers, Flight/Simulator Instructors, Standards Check Flight Engineers and PIA Training Center‟s Senior Instructors, shall be held at least biannually for discussion on matters of common concern for evaluation of training programmes. Each Line Training Flight Engineer and DCP (Type B) must attend one such meeting once a year.

14.5 FLIGHT OR SIMULATOR INSTRUCTOR FLIGHT ENGINEER

14.5.1 Role of the Flight or Simulator Instructor Depending upon his particular appointment, the Flight or Simulator Instructor is responsible for teaching Flight Engineers to manage the aircraft systems, in accordance with established PIA policy. This involves demonstration in the simulator, explanation, fault analysis and correction, and assessment of performance against minimum standards.

14.5.2 Selection and Training of Flight or Simulator Instructors

Introduction

a) The Flight/Simulator instructor plays a vital role in the establishment of safe, efficient methods of aircraft operation; he provides a link between the statement of management policy and its practice by airline crew.

b) While the importance of proper selection and training of Flight Simulator Instructors for primary flight training is generally appreciated, many air transport operators still appoint Flight Engineers to instructional posts with little regard to their suitability and their specialized training for the role. As a result, crew may be poorly or inadequately trained, training costs may be unnecessarily high, morale may be endangered by lack of confidence in the training organization, and ultimately flight safety may be jeopardized.

Objectives

a) To ensure the appointment of suitable candidates to the position of Flight or Simulator instructors.

b) To train the selected Flight or Simulator Instructors to fulfil his duties.

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c) To establish a standard for the selection and training of instructors.

14.5.3 Selection Criteria a) Hold a Flight Engineer license with type rating. b) Shall have 2500 hours total and 1000 hours on the type (although

on new aircraft types this requirement may be waived in the case of experienced instructor on other types);

c) He shall show motivation towards training; d) He shall have some measure of maturity; e) He shall have the ability in handling and cockpit management of a

consistent high standard; f) He shall demonstrate the ability and temperament to critically

observe Flight Engineer performance without entering into the activity or interfering in any way;

g) He shall have stability of temperament and patience; h) He shall have an interest in training testing, and the application of

standards; i) He shall demonstrate an ease of social contact and an ability to

withdraw from active participation and to adopt to another's personality in training situations;

j) He shall show an ability to observe and assess objectively; k) He shall have pride in the profession, his integrity and loyalty to the

Corporation must be beyond reproach. l) He shall be familiar with PIA policies and operating procedures; m) He shall show academic interest and have background knowledge

in aviation subjects. n) He shall preferably have previous experience in PIA either as a

Line Training Flight Engineer or flight or simulator instructor.

14.5.4 Initial Training

A programmed course of instruction and practice in training/testing, and CAA/PIA standards of proficiency. This course shall include:

a) Review of the type and its systems. b) Its limitations and procedures for dealing with malfunctions. c) The application of the flight simulator and its limitations. d) Methods for simulating malfunctions. e) The techniques of teaching and the basic factors involved in the

teaching/learning process: diagnosis of faults and their correction.

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f) The psychological factors in the instructor/student relationship: the importance of training as against "checking": dealing with "difficult" students.

g) Training in the duties, responsibilities and authority of the Designated Check Flight Engineer in relation to the Flight Engineer /crew under test, PIA and CAA and legislation concerning testing and the validation of licenses and ratings.

h) An open book assessment on procedures and policies laid down in the FOM, Jeppessen, DCP Manual and Training Policy.

i) An introduction to the documentation involved in training and checking.

j) Training in the proper briefing of the candidate prior to the training/check.

k) Training in the proper assessment and grading of Flight Engineers performance, and the importance of consistent and objective assessment, including the detection of:

Improper and insufficient training; and Personal characteristics which could adversely affect safety.

m) Training in constructive criticism and debriefing. n) Training in the appropriate corrective action to be taken in the case

of unsatisfactory checks. o) Training in the approved methods, procedures and limitations for

performing the required normal, abnormal and emergency procedures in the aircraft;

p) In-flight and simulator training and practice in conducting training/flight checks in the required normal, abnormal and emergency procedures as per syllabus, to ensure the check Flight Engineer's competence to conduct training/flight checks on type.

14.5.5 Consolidation and Development

Check Flight Engineers must be fully aware of changes in operating procedures and in training policies. Periodic meetings of flight/simulator instructors and standard check Flight Engineers (instructors) shall be held at least quarterly for evaluation of training programme and discussion on matters of common concern. Each Instructor must attend such meetings at least twice in a year.

14.5.6 Periodical Re-assessment

The check Flight Engineer shall be periodically re-assessed by a Standards Check Flight Engineer.

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14.5.7 Appointment and Recognition

Having satisfied the basic criteria and completed the course of training and demonstrated his ability to instruct, the new Flight or Simulator Instructor (or one who is re-appointed) shall receive a formal letter of appointment from PIA, specifying his authority and responsibilities.

14.5.8 Recurrent Training and Development

During his early experience of instructional duties the Simulator Instructor's performance and continued interest shall be closely supervised by Standards Check Flight Engineers. Thereafter, his suitability shall be periodically re-assessed. The background knowledge and expertise of the Simulator Instructor shall be maintained and developed by continued supervision, advice and training by PIA.

14.6 POST TRAINING REQUIREMENTS

14.6.1 Flight Engineer

On completion of transition training and promotion to Flight Engineer the following shall apply:

Every effort shall be made to roster a Flight Engineer after completion of Transition Training to fly up to 160 hours at the rate of 40 hours per month. In case this is not possible, approval from CFE is required.

14.6.2 Post Transition Proficiency Check

Three months after completion of transition or licence proficiency test a Flight Engineer shall undertake a follow-up route proficiency test.

14.7 REQUIREMENTS FOR LICENSE RENEWAL ON LINE CHECKS. (FLIGHT ENGINEER)

Long Haul Flight [Flight Engineer] - one sector of not less than 4 hr scheduled block time.

Short Haul Flight [Flight Engineer] - two sectors where schedule block time on each sector is not less than 1hr 4O min.

14.7.1 Considerations (Line Check Failure away from Base)

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A Line Check (R/C) failure away from home base poses the Line Training Flight Engineer with a variety of problems requiring careful consideration.

If the performance on the sector is not up to a satisfactory standard, it may be appropriate to provide a training input to correct shortcomings and elevate the standard.

The moment that assistance is given (as opposed to normal support), the check nature of the flight is negated. It then becomes a failure, requiring a repeat check.

In the event that the failure is of such nature that continued operation, even under training is unwise, then the crew member shall be removed from his station.

In the case of a Captain or Flight Engineer, the Line Training Pilot/ Flight Engineer shall take over till returning to base or an arrangement for replacement has been made.

In the case of a Copilot/First Officer, the pilot must be replaced and returned to base for remedial training.

It is imperative that where a failure on a Line Check (R/C) occurs, the crew member is aware of the suspended status and the duty scheduler is advised as soon as possible.

14.7.2 Flight Engineer Proficiency Check (Revenue Flights)

Flight Engineer Proficiency Checks shall not be conducted during revenue flights.

14.8 RECENT EXPERIENCE

14.8.1 Period In Excess Of 45 Days

A Flight Engineer who has not operated in the aircraft type for which license endorsement is held, for a period in excess of 45 days up to and including 70 days, shall not operate on that type until a minimum of 2 sectors of normal route operation have been satisfactorily completed, under the supervision and to the satisfaction of a Senior Designated Check Flight Engineer (Type A).


A Flight Engineer who has not operated in the aircraft type for which license endorsement is held, for a period in excess of 70 days upto and including 120 days, shall not operate on that type until 2 days Technical

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Refresher has been attended and complete any missed simulator cyclic syllabus, or, if none have been missed, complete a simulator cyclic syllabus of day 2 only, including a minimum of 2 sectors of normal route operation have been satisfactorily completed, under the supervision and to the satisfaction of a Senior Designated Check Flight Engineer (Type A).


A Flight Engineer who has not operated in the aircraft type for which license endorsement is held, for a period in excess of 120 days up to and including 180 days, shall not operate on that type until 5 days technical course has been attended and completes any missed simulator cyclic syllabus, or, if none have been missed, complete a simulator cyclic syllabus of day 2 only, including a minimum of 2 sectors of normal route operation, under the supervision and to the satisfaction of a Senior Designated Check Flight Engineer (Type A).

14.8.4 Period In Excess Of 180 Days up to and including 545 days

A re-familiarization course shall be programmed by the Chief Pilot Training, with the approval of CAA Pak.

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Flight Operations ROUTE QUALIFICATION Rev. 03

December 30, 2008


15.0 ROUTE QUALIFICATION 15.1 SPECIAL AIRPORTS

General Before operating a Company aircraft engaged in regular public transport operations over a particular route, a pilot must be qualified in accordance with the CAA mandatory requirements. The Director Flight Operations will lay down all requirements for qualification of pilots, and the GM Crew Training will directly ensure compliance and CAA approval. PIA Pilots will be trained by viewing approved audio visual programs for the route proficiency or a familiarization flight on the route or undergo route training. For purposes of Aerodrome or Route Qualifications a Route check will be the requirement according to the appropriate category qualification. There is no regulatory requirement for providing an additional crew member during route/airfield competence qualification flights. As such a normal crew compliment shall be detailed on these flights. For flights requiring multiple crew operation, the crew member undergoing route training or route check shall be considered as operating crew.

15.2 Requirements

Captains shall maintain route qualification and recency at those aerodromes to which they could reasonably be expected to operate in addition to satisfy the fleet/aerodrome requirements.

15.3 Aerodrome Category

There are four categories assigned to aerodromes. These four categories are

15.3.1 Category A

Aerodromes which require neither initial nor periodic route qualification.

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15.3.2 Category B

Aerodromes that require a Route training flight followed by a route check. Subsequently these destinations will be considered as “Category A aerodromes”.

15.3.3 Category C

Aerodromes requiring a route check having a validity of one year.

15.3.4 Category C Recency

If a Pilot has not operated into the aerodrome for a period exceeding 12 months but not exceeding 36 months, a route check is required prior to operating independently into the aerodrome. An audio visual briefing if available or a detailed preflight briefing must be conducted regarding aerodrome/Enroute procedures and briefing shall also include any changes, additions or amendments to the aerodrome and route related procedures. If this period exceeds 36 months, initial qualification requirements shall apply.

15.3.5 Category X

Aerodromes that requires special training due to their topography, limiting airfield length, airfield requiring special procedures due weather or airfield requiring special procedures for navigation during en-route contingencies. Category X Recency If a Pilot has not operated into the aerodrome for a period exceeding 12 months but not exceeding 36 months, a route check is required prior to operating independently into the aerodrome. A detailed pre-flight briefing must be conducted regarding aerodrome/Enroute procedures. The briefing shall also include any changes, additions or amendments to the aerodrome and route related procedures. Note 1: for the purpose of route check validity all category X aerodromes conform to the validity requirements of category C aerodromes. Note 2: the initial six takeoffs and landings for P-1/P-2 under supervision flying shall not be planned on category X aerodromes.

15.3.6 Alternate Destinations

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Where an aerodrome is nominated as an alternate destination for a particular route, it may be categorized as a Category –A aerodrome (for purpose of alternate selection).

15.4 SPECIAL AIRPORT CLEARANCES- REQUIREMENTS (TURBO-PROP)

GILGIT, SKARDU The Captain/First Officer:

a) Shall have minimum 150 Hours on type b) Shall have completed two route familiarization flights. c) Shall undergo in depth briefing by the Training or Check Pilot. d) Shall have completed two route trainings under the supervision of a

Training or Check Pilot qualified for that aerodrome. e) Shall have completed two Route Checks to the aerodrome.

Note 1: Initial operation to the aerodrome must be done within 14 days of the clearance. Note 2: For flight crew who are already cleared and operational on Gilgit sector shall be required to undergo one route training and one route check for Skardu clearance. CHITRAL

a) Minimum 150 Hours on type b) Completed one route familiarization flight. c) Shall undergo in depth briefing by the Training or Check Pilot. d) Completed one route trainings under the supervision of a Training

or Check Pilot qualified for that aerodrome. e) Completed one Route Check to the aerodrome.

Note 1: Initial operation to the aerodrome must be done within 14 days of the clearance.

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Recency If a Captain and First Officer has not operated into the aerodrome exceeding 12 months, the initial qualification requirements will apply. Additional Requirements for Captain and First Officer for CHITRAL, GILGIT AND SKARDUS During route training flights to the Northern Area airfields, the Pilot under training must be familiarised in the following areas of operation:

a) Operation via the Valleys at different altitudes. b) Diversion from direct route to valley route from different positions

and vice versa. c) Operation via Valleys at 12500 feet and operation from designated

point to Islamabad at 9500 feet. d) Action in case of pressurization failure at various points. Descend

to 9500 feet. e) This exercise has to be performed in clear weather conditions only. f) Positive identification of all reporting points and salient features

along the routes in this area. g) Briefing on weather that can be experienced in the area during

summer and winter, winds experienced in the surrounding area of the aerodrome and its limitations on approach, landing and missed approach.

MUZAFARABAD, RAWALAKOT

Captains/First Officer shall have: a) Minimum 100 Hours on the type. b) An In-depth briefing by check captain. c) Completed one route training into the aerodrome under the

supervision of a Training or Check Pilot qualified for that aerodrome complete one Route Check to the aerodrome.

NOTE 1: Training or Check Pilot must brief on terrain, weather, wind shear etc. NOTE 2: Initial operation to the aerodrome must be within 14 days of clearance.

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Recency If a Captain and First Officer has not operated into the aerodrome exceeding 12 months, the initial qualification requirements apply.

15.5 SPECIAL AIRPORT CLEARANCES- REQUIREMENTS (TURBO-JET)

KATHMANDU, SKARDU, ALMATY. Captain/First Officer shall have : a) Minimum 100 Hours on the Type. b) In depth Briefing by Training or Check Pilot. c) Complete one route familiarization to the aerodrome. d) Complete one route training into the aerodrome under the supervision

of a Training or Check Pilot qualified for that aerodrome. e) Complete one Route Check to the aerodrome. Note 1: Training or Check Pilot must brief on terrain, weather, wind shear etc.

Note 2: Initial operation to the aerodrome must be within 14 days of clearance.

15.6 NORTH ATLANTIC /AMERICAN AERODROMES- REQUIREMENTS (ETOPS/MNPS OPERATIONS) 15.6.1 Initial qualification

a) Complete approved simulator approach sequences of any related airfields.

b) View the audio visual programme. c) Route training. d) Route check.

Note 1: Initial operation to the aerodrome must be within 14 days of clearance. Note 2: Clearance to one of the North Atlantic/American aerodrome(s) qualifies the Captain and First officer for all PIA North American aerodromes.

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Recency

a) If a qualified Captain /First Officer has not operate into or out of the North Atlantic/American aerodrome(s) for a period exceeding 12 months but less than 3 years, either in depth briefing or audio visual programme or simulator training as initial qualification to be completed without route check.

b) Exceeding 03 years, the flight crew shall complete initial qualification requirements.

15.7 CHARTER OPERATIONS

Captain/First Officers The CAA does not lay down any physical qualification requirements for pilots operating aircraft engaged in charter operations. However, an adequate knowledge of the route to be flown, the main and alternate aerodromes which are to be used, etc, as specified in CARs is required. Compliance will normally be achieved by providing the Captain with route briefing material which will cover any operational material not included in the Company Operations Manual. Route briefing material will be approved by the Chief Pilot Training or his delegate.

15.8 ROUTE QUALIFICATION SUPPLEMENT 15.8.1 Aerodrome Specific Requirements

Category -A Aerodromes ABU DHABI AL-AIN AMMAN BAHAWALPUR BAHRAIN BAKU BANGKOK BANNU BHIT COLOMBO DALBANDIN DAMASCUS DAMMAM

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DELHI DERA GHAZI KHAN DERA ISMAIL KHAN DHAHRAN DHAKA DOHA DUBAI FAISLABAD GWADAR HYDERABAD ISLAMABAD JACOBABAD JAKARTA JEDDAH JIWANI KABUL KADANWARI KARACHI KHUZDAR KUALA LUMPUR KUWAIT LAHORE MALE MANILA MIANWALI MIRPUR KHAS MOENJODARO MULTAN MUMBAI MUSCAT NAWABSHAH ORMARA PANJGUR PARACHINAR PASNI PESHAWAR RAHIM YAR KHAN RIYADH SAWAN SEHWAN SHARJAH SIALKOT SINGAPORE

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SUI SUKKUR TASHKENT TEHRAN TRIPOLI TURBAT YANGOON ZHOB Note: Any additional airfield which meets the above aerodrome specifications shall be considered a category-A airfield.

Category B Aerodromes ALMATY ATHENS HONG KONG ISTANBUL MILAN MOSCOW NAIROBI QUETTA SAIDU SHARIF

Category C Aerodrome (Far Eastern Aerodromes) BEIJING TOKYO

Category-C Aerodromes (Western Europe)

AMSTERDAM BIRMINGHAM COPENHAGEN FRANKFURT GLASGOW LONDON MANCHESTER OSLO PARIS ROME

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STAN STEAD SHANNON ZURICH North American Aerodromes CHICAGO HOUSTON TORONTO NEW YORK WASHINGTON Category X Aerodromes ALMATY CHITRAL GILGIT KATHMANDU MUZAFFARABAD RAWALAKOT SKARDU

NOTES: a) Qualification to CHINA qualifies the pilot for HONG KONG

operations as well. b) Qualification to any western European destination qualifies the pilot

for all western European/ Category-B aerodromes. Qualification to New York, Chicago, Toronto, Houston or Washington qualifies the Captain for all PIA North Atlantic aerodromes.

OPERATIONS MANUAL

TRAINING POLICY

Chapter 15

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