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OPERATIONS MANUAL

Part D

APPENDIX 1

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Operations Manual Part D Copyright © 2013 Edition 0

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Ground course phase

The ground course phase has duration of 100 hrs and consists of integrated training using Computer Based Training (CBT) work station:

Performance

Weight/mass and balance calculations Takeoff, climb, cruise, approach and landing performance Obstacle clearance Fuel planning Diversion planning Effect of inoperative or missing components (MEL/CDL) Engine-out drift down

System test+ de-briefing 02h30 Performance test + de briefing

02h30

GNS XLS

10h00

At the end of the ground course training session, trainees have to pass an examination (multi-choice questionnaire) for the type certification.

Airplane system study + review

Aircraft General.................................................. 02h30

Integrated Alerting System (IAS)........................ 02h30

Hydraulic............................................................ 05h00

Pneumatic.......................................................... 05h00

Pressurisation.................................................... 05h00

Air conditioning.................................................. 05h00

Landing Gear..................................................... 05h00

Emergency Equipment...................................... 01h30

Water System.................................................... 01h30

Electrics............................................................. 07h00

Ice Protection..................................................... 05h00

Lighting.............................................................. 05h00

Overheat Protection........................................... 05h00

Fuel System....................................................... 05h00

Power Plant....................................................... 05h00

TCAS................................................................. 05h00

Avionics............................................................. 05h00

Flight Controls................................................... 05h00

Electronic Flight Instr System (EFIS)........................ 15h00

Air Data System................................................. 05h00

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APPENDIX 1

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Normal phase

After having studied each system of the airplane separately during the ground course, the trainee is invited to study integration of these systems and subsequent procedures, as well as airplane handling in normal situation. Normal situation must be understood as flying the airplane without any failures. The objective is to apply normal procedures with respect to task sharing and crew coordination. The sessions are scheduled in FBS to study the procedures and FFS to apply the procedures and practice.

Fixed Base simulator............................... 2 sessions 08h00 (2 x 4h00)

Full flight simulator.................................. 3 sessions 12h00 (3 x 4h00)

Abnormal and emergency phase

The objective of this phase is to apply the abnormal and emergency procedures with respect to task sharing and crew coordination. Knowing now how to handle the airplane in normal situations, the trainee has to study the airplane in abnormal and emergency operations, experiencing several failure cases.

Fixed Base simulator............................... 1 session 04h00 (1 x 4h00)

Full flight simulator.................................. 3 sessions 12h00 (3 x 4h00)

LOFT phase

The objective of the line oriented flight training exercises is to give trainees experience in operating the airplane in real time flying scenarios.

Full flight simulator.................................. 1 session 04h00

Skill test

This skill test is a full flight simulator session. The skill test syllabus is designed in a commercial air transport environment.

They consist of:

1st part: A real time sector with some specific events; and

2nd part: additional part to deal with the remaining items to be performed by the trainee.

Full flight simulator session........................ 1 session 04h00 (1 x 4h00)

Training flight

A minimum of 6 take-Offs and 6 manual Landings are performed during FFS base training session with different weather conditions such as cross-wind or turbulence in visual conditions.

Full flight simulator base training............. 1 session 04h00 (1 x 4h00)

8 FFS sessions + 1 check ride (Total mini 9 sessions)

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If the ZFTT is not agreed, the base training phase must be performed during an airplane training flight session. It is intended to confirm the “transfer of knowledge” from the Full Flight Simulator to the airplane. Additionally it affords the trainee the opportunity to experience, for the first time, the real airplane particularly during ground operations and in-flight maneuvering using predominantly visual references.

Airplane base training............................. 1 session 00h45 block time /pilot

Visual circuits shall be flown at 1500 ft above ground level.

The objective of this phase is to confirm the results of the simulator evaluation in the airplane and the actual flight environment.

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A flight crewmember that has completed a F50 type rating course with another operator must complete a conversion course before commencing unsupervised line flying with Compagnie Africaine d’Aviation.

Objective

The objective of this training is to supply the flight crewmember with all Compagnie Africaine d’Aviation operational procedures.

This training must include CRM training.

Detailed programme

This training must include following parts:

Ground course

Simulator Training

Emergency and Safety Equipment Training and checking

Line flying under Supervision and Line check

The content of the conversion training course will depend on the culture and experience of the flight crewmember. In any case the conversion training course must include CRM training.

DDiiffffeerreennccee TTrraaiinniinngg

Difference training is required:

1. When operating another variant of an airplane of the same type; or 2. When changing equipment and/or procedures on types currently operated.

The content of this difference training depend on the new equipment installed on the airplane or the difference of the engine. It will be specified in the operation manual when such familiarization training is required.

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Part D

APPENDIX 1

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RReeccuurrrreenntt ttrraaiinniinngg Objective Each flight crewmember will follow the Recurrent Training and Checking Program as detailed hereafter. The training program achieves not only an expansion of the bi-annual requirements (1) but it also provides in deep knowledge, a thorough insight into the operational and technical development that have come to light worldwide. Flight crewmembers also receive training in:

Dangerous goods which must be completed once during recurrent training within the 24-month period from the previous training in dangerous goods to ensure knowledge is current. Such training include:

General philosophy;

Limitations;

Labelling and marking;

Recognition of undeclared dangerous goods;

Provisions for passengers and crew; and

Emergency procedures.

CRM (once every calendar years)

Adverse weather and/or environmental conditions (once every calendar years)

Airplane upset recovery (once every calendar years)

Security (once every 3 calendar years).

In addition a demonstration of competence shall be completed during recurrent simulator training once every three (3) calendar years on the following items:

Windshear avoidance and recovery from predictive and actual windshear;

Terrain awareness procedures and manoeuvres such as Response to

GPWS alerts and warnings and avoidance of CFIT;

Low visibility procedures including operations with inoperative ground based and/or airplane equipment;

Procedures for the proper response to TCAS/ACAS alerts; and

Flight crew incapacitation.

(1) The normal interval between 2 Recurrent Training and Checking programs is 6 months. Airplane limitations and performances are trained and evaluated within a 3-year period.

During recurrent training, flight crew receive training that includes LOS according specifications indicated in chapter 8.

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APPENDIX 1

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Course description

The 2 recurrent training and checking programs comprise ground school, CBT, CRM Training and FFS session that insures a complete airplane system review after a cycle of three years.

The CBT (SYSTEM REVIEW)

The system annually reviewed will be those suggested in the table given in the "ground course review" sample. That table insures a complete airplane review over a cycle of 3 years. A study of in service experiences, events and operational procedures will also be included.

In addition, there will be a questionnaire covering all systems given to assess their level of knowledge.

All airplane systems will be review over a 3 year cycle.

Full flight performance

The Automatic Flight including Auto-pilot, Flight Director, thrust management system, Flight guidance system.

Approach procedures including airplane configurations and profiles and landing characteristics.

Flight control laws

A list of those events within their class is given in the detailed program.

CRM training

The objective of this training is to enhance communication and of pilot's management skills. It consists in briefing during training sessions and case based studies.

A period of three years is considered for both CRM and System Training. The following is a list of items included:

Situation Control

Situation Alertness;

Risk assessment and decision making;

Error management;

Team work and Communication; and Automation. Detailed program FFS Simulator

Each phase consists of:

Systems review;

At least 2 hours simulator sessions as a pilot flying.

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Recurrent training for instructors

Recurrent training programme for instructors will perform annually in the normal recurrent training session of the flight crew (normally some parts of training session will be dedicated to this training).

This specific recurrent training course addresses the following:

Training sessions (simulator or airplane) conducted while supervised by another instructor or check airmen;

A seat-specific (right or left, as applicable) recurrent programme for instructors, Line Check Airmen, who perform duties from either seat;

A jump seat observation programme or equivalent approved or accepted by the State, for non-line qualified instructors to provide familiarity with current and type-related line operations.

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APPENDIX 1

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Initial ground training

The objective of this phase is to supply trainees with all the necessary information relating to the use of normal, abnormal and emergency procedures and to teach them how to use these procedures as a crew.

This training course includes the following subjects and systems:

1. Warning system...................................................................... 08h00

2. Airplane limitations.................................................................. 02h00

3. Waste Water........................................................................... 02h00

4. Electrical power....................................................................... 07h00

5. Emergency equipment and oxygen system............................ 05h00

6. Fire Protection......................................................................... 05h00

7. Flight controls.......................................................................... 30h00

8. Fuel......................................................................................... 05h00

9. Hydraulic power...................................................................... 05h00

10. Ice and rain protection............................................................. 10h00

11. Pneumatics, pressurisation & air conditioning........................ 20h00

12. APU......................................................................................... 02h00

13. Power Plant............................................................................. 10h00

14. Landing gear, brakes & nose wheel steering.......................... 15h00

15. A.F.C.S.................................................................................... 10h00

16. Communication....................................................................... 05h00

17. Navigation............................................................................... 05h00

18. Navigation & INS – Litton........................................................ 07h00

19. Navigation & INS – Carousel IV.............................................. 08h00

At the end of the ground course training session, trainees have to pass an examination (multi-choice questionnaire).

Performance training course

Weight/mass and balance calculations;

Takeoff, climb, cruise, approach and landing performance;

Obstacle clearance;

Fuel planning;

Diversion planning;

Effect of inoperative or missing components (MEL/CDL);

Engine-out drift down.

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APPENDIX 1

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Cockpit system simulator (Fixed base simulator)

The objective of this phase is to use complete normal procedures, with each crewmember performing his own tasks and to present failure situations to the trainees independently of the procedures (complex failure causing confusion).

Six C.S.S. sessions are scheduled.

Simulator training (Full Flight Simulator)

The objective of this phase is to make each trainee capable of performing his tasks in flight under all circumstances. Normal, abnormal and emergency procedures must be carried out at the same time as the flight is performed according specifications indicated in this.

During this training, flight crewmembers receive training in:

Crew resource management (CRM), including Threat and Error Management;

Wind shear avoidance and recovery from predictive and actual windshear (for pilot flight crew members);

TCAS procedures (for pilot flight crew members).

8 FFS sessions + 1 check ride (Total mini 9 sessions)

Training flights

The objective of this phase is to confirm the results of the simulator evaluation in the airplane and the actual flight environment.

Line training and qualification

The objective of line training is proficiency in routine operation on the Compagnie Africaine d’Aviation route structures.

Training for the second-in-command (SIC) includes an amount of PF/PNF duties sufficient to develop and demonstrate proficiency in such duties.

Before starting line training, flight crew members must have successfully completed a proficiency evaluation administered by a check airman and demonstrated the skill and knowledge level adequate for operating the airplane at or above the standards stipulated in the training syllabus. During this training, flight crewmembers receive training in crew resource management (CRM), including Threat and Error Management,

During line training on revenue flight no simulated failures or training maneuvers are authorized.

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Objective

The objective of this training is to train the crew in procedures and techniques to conduct a safe and efficient take-off, approach and landing in low visibility conditions and to provide hands on practice in category II conditions in the simulator.

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Element and duration

A briefing of one and a half (1½) hour will precede the simulator CAT II training

SIM CAT II training and Evaluation 2 hours

Training aids

White board and marker pen

CAT II approach plate (applicable runway)

Low visibility operations

Training syllabi

[For details of the sessions refer to Fokker FCTM]


A flight crewmember, which has completed an F100 type rating course with another operator, must complete a conversion course before commencing unsupervised line flying with Compagnie Africaine d’Aviation.

Objective

The objective of this training is to supply the flight crewmember with all Compagnie Africaine d’Aviation operational procedures. This training must include CRM training.

Detailed programme

Ground course; Simulator training; Emergency and safety equipment training and checking; and Line flying under supervision (line training) and line check.

DDiiffffeerreennccee ttrraaiinniinngg Difference training is required;

(i) When operating another variant of an aeroplane of the same type; or

(ii) When changing equipment and/or procedures on types currently operated.

The content of this difference training depend of the new equipment installed on the airplane or the difference of engine. It will be specified in the Operation Manual when such familiarization training is required.

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Part D

APPENDIX 1

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Objective

Each flight crewmember will follow the Recurrent Training and Checking Program as detailed hereafter. The training program achieves not only an expansion of the bi-annual requirements (1) but it also provides in deep knowledge, a thorough insight into the operational and technical development that have come to light worldwide. This training is conducted according specifications indicated chapter 8 § 8.2.1 & § 8.4.

Flight crewmembers also receive training in:

Dangerous goods (within the 24-month period from the previous training in dangerous goods)




Security (once every 3 calendar years); and

Flight crew incapacitation (once every calendar years).



Terrain awareness procedures and manoeuvres such as Response to GPWS alerts and warnings and avoidance of CFIT;


Procedures for the proper response to TCAS/ACAS alerts.


During recurrent training, flight crew receive training that includes LOS.

Detailed programme

Detailed programme FFS Simulator


Systems review;

At least 2 hours simulator sessions as a pilot flying.



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Training sessions (simulator or airplane) conducted while supervised by an other instructor or check airmen;



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Ground course phase

The ground course phase

The ground course phase has duration of 80 working hours and consists of integrated training using Computer Based Training (CBT) workstation. This phase encompasses following:

Airplane system and limitations study + review

Airplane performance:

Weight/mass and balance calculations; Takeoff, climb, cruise, approach and landing performance; Obstacle clearance; Fuel planning; Diversion planning; Effect of inoperative or missing components (MEL/CDL); Engine-out drift down.

System test + de-briefing

Performance test + debriefing


Normal phase

After having studied each system of the airplane separately during the ground course, the trainee is invited to study integration of these systems and subsequent procedures, as well as airplane handling in normal situations. Normal situation must be understood as flying the airplane without any failure. The objective is to apply normal procedures with respect of task sharing and crew coordination.

The sessions are scheduled in FBS to study the procedures and in FFS to apply the procedures and practice.

Fixed Base simulator............................... 4 sessions 16h00 (4 x 4h00)

Full Flight simulator................................. 9 sessions 36h00 (9 x 4h00)

Abnormal and emergency phase

The objective of this phase is to apply the abnormal and emergency procedures with respect of task sharing and crew coordination and according specifications indicated chapter 3.

Knowing now how to handle the airplane in normal situations, the trainee has to study the airplane in abnormal and emergency operations, experiencing several failures cases.

Fixed Base simulator............................... 4 session 16h00 (4 x 4h00)

Full Flight simulator................................. 7 sessions 28h00 (7x 4h00)

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During this phase of training, flight crewmembers receive training in windshear avoidance and recovery from predictive and actual windshear and in TCAS procedures.

LOFT phase

This training must be completed according specifications as given in chapters 8 § 8.4.

The objective of the Line Operational Simulation Training exercise is to give trainees experience in operating airplane in real time flying scenarios. During this training, flight crewmembers receive training in crew resource management (CRM), including Threat and Error Management,

– Full Flight simulator................................. 1 session 04h00 (1 x 04h00)

Skill test phase

The skill test syllabus is designed in a commercial air transport environment.

They consist of:

Full Flight simulator................................. 1 session 04h00 (1 x 04h00)

Base training phase

A minimum of 6 take-Offs and 6 Landings are performed during FFS base training session with different weather conditions such as cross-wind or turbulence in visual conditions.

FFS base training.................................... 1 session 04h00 (1 x 04h00)

If the ZFTT is not agreed, the base training phase must be performed during an airplane training flight session. It is intended to confirm the “transfer of knowledge” from the Full Flight Simulator to the airplane. Additionally it affords the trainee the opportunity to experience, for the first time, the real airplane particularly during ground operations and in-flight maneuvering using predominantly visual references.

Airplane base training............................. 1 session 0h45block time /pilot

Visual circuits shall be flown at 1500 ft above ground level.

Line training and qualification

The objective of line training is proficiency in routine operation on the Compagnie Africaine d’Aviation route structures. During this training, flight crewmembers receive training in crew resource management (CRM), including Threat and Error Management.

Training for the second-in-command (SIC) includes an amount of PF/PNF duties sufficient to develop and demonstrate proficiency in such duties.

Before starting line training, flight crew members must have successfully completed a proficiency evaluation administered by a check airman and demonstrated the skill and knowledge level adequate for operating the airplane at or above the standards stipulated in the training syllabus.

During line training on revenue flight no simulated failures or training maneuvers are authorized.

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Part D

APPENDIX 1

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Objective

The objective of this training is to train the crew in procedures and techniques to conduct a safe and efficient take-off, approach and landing in low visibility conditions and to provide hands on practice in category II conditions in the simulator.

Element and duration

A briefing of one and a half (1½) hour will precede the simulator CAT II training

SIM CAT II training and Evaluation

Training aids

White board and marker pen

CAT II approach plate (applicable runway)

Low visibility operations

2 hours


A flight crewmember that has completed an A320 type rating course with another operator must complete a conversion course before commencing unsupervised line flying with Compagnie Africaine d’Aviation.

Objective: The objective of this training is to supply the flight crewmember with all Compagnie Africaine d’Aviation operational procedures. This training must include CRM training.

Detailed program

Ground course;

Simulator training;

Emergency and safety equipment training and checking

Line flying under supervision and line check.

The content of the conversion training course will depend of the culture and the experience of the flight crew member. In any case the conversion training course must include CRM training.

DDiiffffeerreennccee ttrraaiinniinngg

Objective: A320 and A318/319/321 are variants requiring a single license endorsement (same type rating). Qualification between the variants is done by difference. Training, checking and recent experience requirements may be done on any variant, valid for all. The difference training course aims to give A320 flight crew all knowledge concerning the difference of equipment and procedures existing between A320 and A318/319/321.

Note : For A330, refer to Airbus training program.

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Detailed Programme

The difference training for A320 and A318/319/321 is 6 hours which can be planned in one day or two days and consists of:

In addition the difference is performed when changing equipment and/or procedures on types currently operated. In this case, the content of this difference training depend of the new equipment installed on the airplane or the difference of engine.

RReeccuurrrreenntt ttrraaiinniinngg aanndd cchheecckkiinngg

Objective

Each flight crewmember will follow the Recurrent Training and Checking Program as detailed hereafter. The training program achieves not only an expansion of the bi-annual requirements (1) but it also provides in deep knowledge, a thorough insight into the operational and technical development that have come to light worldwide.

Flight crewmembers also receive training in:

Dangerous goods (within the 24-month period from the previous training in dangerous goods)




Security (once every 3 calendar years); and

Flight crew incapacitation (once every calendar years).



Terrain awareness procedures and manoeuvres such as Response to GPWS alerts and warnings and avoidance of CFIT;


Procedures for the proper response to TCAS/ACAS alerts.


During recurrent training, flight crew receive training that includes LOS according specifications indicated in this Manual.

Basic operating information......................... 00:45 Operating limitations..................................... 00:30 Aircraft dimensions...................................... Tail strike margines1.................................... Flight controls............................................... Emergency equipments................................ Hydraulic system..........................................

00:15

00:30

01:30

01:00

01:30

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Course description

The 2 recurrent training and checking programme comprise ground school (CBT), CRM training and FFS sessions that ensure a complete airplane system review after a cycle of 3 years.

The CBT (SYSTEM REVIEW)

The system annually reviewed will be those suggested in the table given in the "ground course review" sample. That table insures a complete airplane review over a cycle of 3 years. A study of in service experiences, events and operational procedures will also be included. In addition, there will be a questionnaire covering all systems given to assess their level of knowledge. All airplane systems will be review over a 3 year cycle.

Full flight simulator

Normal, Abnormal and Emergency procedures are classified in categories of equivalence according to their effect on:

The automation (Auto-Pilot – Flight Director – Auto-thrust – Flight Management System); Approach Procedures (Airplane configuration and landing characteristics); and Flight control laws (Normal, Alternate, Direct law)

Detailed programme FFS Simulator


Systems review; At least 2 hours simulator sessions as a pilot flying.

CRM training

The objective of this training is to enhance communication and of pilot’s management skills. It consists in briefing during training sessions and case based studies.

A period of 3 years is considered for both CRM and system training. It should include elements such as:

Situation control; Situation awareness; Risk assessment and decision making; Error management; Teamwork and communication; and Automation.




Training sessions (simulator or airplane) conducted while supervised by an other instructor or check airmen;

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IVV.. IInniittiiaall TTrraaiinniinngg

All new hired crewmembers shall complete an initial qualification including company indoctrination and initial endorsement on company airplane types. Such training shall ensure familiarity with:

a) Duties and responsibilities;

b) Relevant state regulations;

c) Authorized operations;

d) Relevant sections of the OM.

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The director training Center ensures flight crew members complete practical training exercises:

1) In the use of all emergency and safety equipment required to be on board the related type airplane;

2) That addresses emergency evacuation and coordination among crewmembers annually.

3) There are 2 types of emergency training for flight crew

Transition (or conversion) training carried out during type rating qualification; and

Recurrent training carried out every year

TTrraannssiittiioonn ((oorr ccoonnvveerrssiioonn)) ttrraaiinniinngg Objective

The objective of Emergency Situation Training is to provide instructions, demonstration and practice in the handling of emergency situations, survival and first aid. The objective of Emergency drill training is to provide instruction and practice in the actual use of emergency equipment necessary to cover the type of operation performed by Compagnie Africaine d’Aviation.

Element and Duration

This training course last 2 days and include 2 parts:

Emergency Situation Training; and

Emergency drill training.

Emergency situation training is a class-room ground course and emergency drill training is provided in a mock-up. Training programme Emergency situation training

Flight crewmember duties and responsibilities

Emergency assignment, Captain’s emergency authority Reporting incidents and accidents

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Airplane fires

Principle of combustion and classes of fire Toxic fumes and chemical irritants Use of appropriate extinguishers Lavatory fires Smoke mask and goggles

First aid equipment

Content of first aid kits Requirements for first aid kit integrity Use of individual items Illness, injuries and basic first aid Ear and sinus blocks Seeking medical assistance Treatment of shocks Heart attack and pregnancy situations

Ground evacuation

Airplane configuration Directing passenger flow Blocked or jammed exit procedures Fuel spills and other ground hazards Handicapped persons Ditching

Cockpit and cabin preparation Passenger briefing Crew coordination Primary swells, secondary swells and sea conditions Ditching headings and water landings Ditching at night

Rapid decompression

Respiration Hypoxia, hypothermia and hyperventilation Time of useful consciousness Gas expansion / bubble formation Physical phenomena and actual incidents

Crewmember incapacitation

Company procedures Reporting requirements Interference with crew members

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Emergency drill training

Removal and stowage of oxygen bottles

Hand-held fire extinguisher

Inspection tags, dates and proper charge levels

Removal and stowage of extinguishers

Actual discharge of each type of extinguisher

Maintenance procedure, MEL

Portable oxygen system

Inspection tags, dates and pressure Removal and stowage of oxygen bottles Actual operation of each type of bottle and each type of mask

Emergency exits and slides

Actual operation (open and close) of each exit in the normal and emergency modes Instruction on slide/raft deployment, transfer from one door to another, and detachment

from the airplane (or training device) of each type of slide/raft (if applicable) Actual use of slide or slide/raft (this requirement needs to be accomplished only once

during initial equipment training) Ditching equipment

Actual donning, use and inflation of individual floatation means (life preservers) Instruction on life raft removal from the airplane and inflation of each type of life rafts Instruction on the use of life lines Actual boarding on life raft or slide/raft Introduction on survival equipment

IIVV..22 RReeccuurrrreenntt ttrraaiinniinngg Objective

The objective of the 12-month recurrent training programme is to refresh knowledge of flight crewmembers and to demonstrate their ability in using the safety equipment.

Recurrent training will be done annually. Emergency and safety equipment training may be combined with emergency and safety equipment checking and shall be conducted in an aeroplane or a suitable alternative training device. Emergency evacuation exercises are completed once every 3 calendar years.

Element and Duration

The duration of this safety and emergency recurrent training is 1 day and includes 2 parts:

Emergency situation training; and Emergency drill training

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Training programme

Emergency situation training

Instruction on the location and use of all emergency and safety equipment carried on the airplane;

Instruction on the location and use of all types of exits;

Security procedures.

Emergency drill training

Actual donning of a lifejacket where fitted

Actual donning of protective breathing equipment where fitted

Actual handling of fire extinguishers

Actual operation of all types of exits (every 3 years)

Demonstration of the method used to operate a slide where fitted (every 3 years)

Actual fire-fighting using equipment representative of that carried in the aeroplane on an actual or simulated fire (every 3 years)

The effects of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment

Actual handling of pyrotechnics, real or simulated, where fitted

Demonstration in the use of the life-raft(s) where fitted.

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IV.3 Base Training 1. Training Objective Aircraft base training objective is intended to confirm the "transfer of knowledge" from the FFS To the aircraft. Additionally it gives the trainee the opportunity to experience for the first time the real aircraft behavior in basic maneuvers such as landing, flare, de-rotation, etc. Trainees should read the FCTM, SOP, and Or Related FCOM briefing to understand the content and requirements of the session. A full briefing will be given by the TRI prior to the flight. 2. Duration Pre-flight briefing: 01:00 3. General Training flights must be conducted in accordance with the company flight operation's regulations. Operations Department will be responsible for the organization, documentation and coordination of the flight training. 4. Crew Reporting Procedure Trainees are normally required to report 2 hours before scheduled departure time to dispatch where they will meet their instructor. Whenever a technical delay is known or expected, CAA Operations control center will advise all persons concerned of the delay and the revised reporting time. 5. Conduct of Training Flights 1) Seating Policy Trainees will occupy their respective operating seats under the supervision of their instructor until cockpit preparation is complete. The instructor will then occupy the appropriate non-flying pilot's seat, Captain Trainees will occupy the left seat, First Officer trainees the right seat. 2) Flight Training Policy As a general rule, all the items in the training syllabus should be completed and repeated, if necessary until proficiency is achieved. 3) Unauthorized Maneuvers NO unauthorized maneuver which might jeopardize the safety of flight will be allowed. In addition, NO demonstrations of the flight envelope protection systems will be intentionally carried out unless expressly authorized by the manufacturer.

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4) Engine Failure Simulation (if applicable): No engine shutdown is allowed for training purposes. Engine failure will be simulated by setting the thrust lever to the idle stop (having first checked the correct functioning of the other engine). Engine failure on takeoff or touch and go should only be simulated after the gear has been selected up and, during go around, only after a steady climb attitude has been achieved. Touch and go after a simulated one engine out landing should only be made in exceptional circumstances; a full stop landing should normally be performed.

i) Check-lists

Full check-lists will be performed according to the type of aircraft being used.

5) Accelerate / Stop No acceleration / stop training (take off rejected practices) will be conducted in the aircraft. The decision to reject a take-off during a Base Training flight is made exclusively by the instructor who will immediately take over control of the aircraft. A briefing in this regard will be made prior to flight and reinforced during the take-off briefing. 6) Touch and Go Touch and go are used to reduce the amount of training time wasted in taxiing the air-craft back to the holding point and awaiting take-off clearance. In order to maintain a high level of safety they must be conducted in a properly disciplined manner.

Refer to related aircraft manual for proper technique.

7) Emergencies: If the instructor wishes to abandon the touch and go he will call “STOP "simultaneously taking control of the aircraft and bring it to a halt using maximum braking and reverse. Once the aircraft has stopped he will call for any appropriate actions. The decision to discontinue a touch and go after the application of TOGA must only be taken if the instructor is certain that the aircraft cannot safely fly. Remember there is no V1 on a touch and go. Note that the take-off configuration warning may sound if the application of TOGA is made while the flaps or pitch trim are resetting but still outside the take-off range. 8) Radio Communications / External Lookout The instructor is responsible for all radio communications and maintaining a visual look-out for conflicting air traffic. The trainees (including the observer in the jump seat) should be encouraged to back up the instructor in this regard and to immediately inform him of any potential conflict. 9) Next Exercise The instructor will inform the trainee of the next exercise to be performed during the downwind leg, and he will confirm the trainees' understanding of this exercise. During each approach, the instructor will remind the trainee whether a full stop, a touch and go or a go-around will be performed.

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10) Instructor Take-over

in flight:

If it becomes necessary for the instructor to take control in flight he will place his hands and feet on the controls and announce "I HAVE CONTROL". The trainee will acknowledge by announcing "YOU HAVE CONTROL" and then release his controls. Additive control inputs by the instructor are not normal but may be necessary, for Example, in the case of a late flare.

On the ground:

It should be emphasized that the nose wheel steering tiller should not be used at high speed (see flight manual) because of the danger of over controlling. Should a take-over be necessary, the instructor will immediately call out "I HAVE CONTROL" and if necessary, be prepared to use differential braking to regain control or bring the aircraft to a stop.

11) Fuel Management

For normal local Flight Training regarding type and performance of airplane and number of trainees, it will be determined by instructor. For training other than local according to "SITA fuel plan"

12) Automatic Landings

For demonstration purposes, the instructors may carry out automatic landings provided the weather and the ILS meet CAT1 criteria or better. The instructor should be prepared to take manual control immediately if the flight path or roll out deviate. Trainees should be reminded of all conditions and limitations conducting an automatic landing during commercial operations.

Note: See FCOM references for limitations on the use of the automatic landing system.

13) INS, FMS, GPS, GNLU, …… use

The navigation system should be initialized for the intended flight either by data base company route or by waypoints. NAV mode may be used for the first ILS assisted approach and when weather makes visual flight impossible. All visual circuits should be flown with selected visual references. The fact that the approach and runway will remain displayed is of considerable assistance for positioning the aircraft on final approach.

14) Cockpit Preparation and Engine Start The trainee crew will occupy the left and right seat for the cockpit preparation with the instructor supervising from the jump seat. Just prior to engine start the instructor will occupy either the right or left seat.

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15) Taxi In order to get the aircraft moving, little if any power above idle thrust will be required (max 40% N1).Thrust should normally be used symmetrically. Avoid high thrust settings at low ground speeds due to the risk of ingestion (FOD). The wing mounted engines are close to the ground. Brakes may be checked once the aircraft is moving or while stopped. The normal maximum taxi speed should be 20 Kts in a straight line, 10 Kts for a sharp turn. The ground speed is difficult to assess so monitor ground speed on ND (if available). Do not "ride" the brakes, as 20 Kts is exceeded, apply brakes smoothly and decelerate to 10 Kts, release the brakes and allow the aircraft to accelerate again. Use of engine anti- ice increases ground idle thrust; care must be taken on slippery surfaces. 16) Take – Off Slightly advance throttles and monitor spool-up, until both engines are above idle approximately 40% N1, ensure symmetric application of thrust prior to triggering the go-levers. Keep control column forward of neutral and release progressively to achieve the neutral position by 100 Kts. Keep the aircraft on the centerline by use of rudder pedal steering. Do not use tiller steering during take-off. At VR rotate the aircraft smoothly using continuous rotation (3°per second) to achieve the required pitch attitude. If into wind aileron has been applied on the ground, start to centralize the control column during rotation so that the aircraft gets airborne with the wings level. 17) Initial Climb Having confirmed a positive rate of climb, the gear is retracted and the aircraft climbs away following the FD commands. Care should be taken to restrict control inputs to those necessary to change or correct the flight path only i.e. avoids over controlling. As Profile is not normally used for circuit training the next desired speed after take-off would have been preset prior to take-off. 18) Use of Auto thrust: As circuit training is predominantly a visual landing exercise, trainees should take the opportunity to practice the use of manual thrust once level at circuit altitude, in addition to the use of auto thrust. 19) Circuit Handling Take care to make small control inputs and keep the aircraft in trim. All visual circuits must be flown with the FD selected; bank angle should be limited to 30°. Once abeam the upwind end of the runway, select Flap and reduce speed "related AFM ". The standard timing of 45 seconds (+/- wind) may be used from abeam the upwind end of the runway prior to turning base leg. The gear is selected down and the descent commenced. Full Flap is selected on final approach. 20) Final Approach and Landing

ILS guidance may be used if available, for the first ILS assisted visual approach, after this the use of the ILS should be restricted. Trainees are required to demonstrate their ability to fly a visual approach without ILS or VASI guidance.

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Auto thrust is normally used; again however, trainees must demonstrate their ability to fly the approach using both manual and automatic thrust. The speed trend arrow is particularly useful for achieving timely and correct thrust response. Care should be exercised to avoid descent through the correct approach path with idle thrust. Late recognition of this situation without prompt thrust increase may lead to considerable speed decay and altitude loss. Endeavour to have the aircraft stabilized by 500 ft AGL that is on the correct approach path at Vapp with the appropriate thrust applied; if stabilization is not achieved a go-around should be considered. Avoid any tendency to "duck under" in the later stages of the approach.

21) Flare and Landing

The pilot's view from the cockpit during approach and landing is particularly good. Students must make sure that they look well ahead during the flare and the landing to enhance their ability to judge the position of the aircraft relative to the ground. At 30 ft commence the flare and reduce the thrust to idle, take care to ensure the nose does not drop as the thrust is reduced. Allow the aircraft to touch down without prolonged float. Slight pitch up will occur with the spoilers’ extension. For a full stop landing select reverse thrust as soon as the main- wheels have touched down. Commence a gentle de-rotation, keeping some back pressure on the control column, to land the nose wheel and keep on the runway centerline using the rudder pedal steering.

Crosswind landings:

Either the "decrab" or "wing down" method of crosswind landing may be used, or a combination of the two. Instructors should encourage the "decrab" technique. The aircraft rolls conventionally when de -crabbed during the flare and some aileron input will be required to keep the wings level.

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V. EQUIPMENT – DOCUMENTATION The following documentation will be provided, as appropriate, prior to the commencement of the flight. In particular, the weather folder, NOTAMS, ATC flight plan, over flight clearances and computer flight plan where necessary, will be provided by dispatcher by the time the crew report for briefing. Aircraft Documentation

Certificate of insurance Airworthiness certificate Certificate of aircraft registration Radio station license Flight Manual FCOM / QRH / MEL OM's Airline maintenance LOG (if needed)

Training Documentation

Weight and balance report RTOLW JEPPESEN documentation NOTAMS / Weather folder Flight LOG and briefing book CAA maintenance LOG Flight syllabus Take-off data cards (if needed) ATC Flight plan

Personal Documents

Flight crew license Individual license validation or copy of a telex indicating that the instructor is duly

authorized by the relevant Authorities to conduct the Flight Training. The trainee syllabus must be filled in, signed by the instructor and the trainee. The type rating certificate and certificate of Course completion must be signed by the

instructor, originals to be given to the trainee.

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V. Airline Transport Pilot License Course (theoretical training) 1. Entry Requirements: All applicants shall, before being admitted to the course, meet the following requirements: a. Not less than 21 year of age b. Current CPL

c. Completion of not less than 1500 hours of flight time

2. Duration: 350 hours of theoretical training.

3. Continuation training requirement:

a. type rating on a specific type of aircraft 4. Examination Requirements: Required

5. Course contents

MODULE TITLE AND CONTENTS Duration (hrs)

1.

Air

la

w

A: Annex 2 1. Definitions 2. Applicability 3. General rules 4. Visual flight rules 5. Instrument flight rules 6. Signals 7. Interception of civil aircraft 8. Tables of cruising level 9. Unlawful interference

18:00

B:Annex 6 1. Definitions 2. Applicability 3. General 4. Flight operations 5. Aero plane instrument equipment and flight documents 6. Aero plane communication &navigation equipment 7. Aero plane maintenance 8. Aero plane flight crew 10. Lights to be displayed by the aero planes 11. Manuals , logs and records 12. Altimetry system performance requirement for operations in RVSM airspace 13. Safety oversight of air operations 14. Flight time and flight duty period limitations 15. Aero plane performance operating limitations 16. Flight recorders 17. ETOPS 18. Air operator certification and validation 19. MEL 20. Flight safety documents system

18:00

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C: Annex 10 (vol 2 __ chap 5) a) General b) Radiotelephony procedures c) Distress and urgency radiotelephony communication procedures d) Communication related to acts of unlawful interference

06:00

ICAO Doc 4444 Definition a) ATS. b) Safety management. c) ATS safety capacity and air traffic flow management. d) General provisions for air traffic services. e) Separation methods and minima. f) Separation in the vicinity of aerodromes. g) Procedures for aerodrome control service. h) ATS surveillance services. i) Flight information service &alerting service. j) Coordination. k) Air traffic services messages. l) Phraseologies. m) Automatic dependent surveillance – contract (ADS – C) services. n) CPDLC. o) Instructions for air reporting by voice communications. p) Flight planning. q) AIDC messages.

18:00

2.M

ete

oro

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gy

a) Weather factors. b) Weather hazards. c) High altitude considerations. d) Meteorology for jet aircraft. e) TAF, RAFOR, GAMET, AIRMET& warning.

18:00

3.

Pri

ncip

al

of

flig

ht

Aero

dyn

am

ic

a) Lift. b) Lift equation. c) High lift devices. d) Wing plan form. e) Drag. f) Max range. g) Thrust. h) Propeller efficiency. i) Max level flight speed. j) Weight. k) Aircraft stability. l) Aerodynamics and flight maneuvers. m) Ground effect. n) Stall &spin awareness.

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4.A

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en

era

l K

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A: Instrument 1. Flight instrument systems a. Gyroscopic flight instruments b. Magnetic compass c. Pitot – static instruments 2: Attitude instruments flying a. Concepts and skills b. Instrument flying skills c. Basic flight maneuvers d. Partial panel flying B: Engine 1. Fuel injection 2. Starting procedures 3. Exhaust gas temperature gauge 4. Induction icing 5. High performance power plants 6. Jet engine

18:00

5. N

avig

ati

on

A. Instrument Navigation 1.VOR 2. DME 3. HIS 4. ADF (NDB) B. Instrument Approaches charts C. Enroute and Area charts D. Departure and Arrival charts E. ILS Approaches F. VOR Approaches G.NDB Approaches H. Radio Navigation

18:00

6.H

um

an

perf

orm

an

c

e

lim

ita

tio

ns

a. Vision in flight b. Spatial Disorientation c. Respiration and Altitude d. Alcohol , Drugs and Performance e. IFR Decision Making and Flight Consideration

18:00

7.

Fli

gh

t P

erf

orm

an

ce

an

d

Pla

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ing

A. Performance 1. Predicting Airplane Performance 2. Jet Performance B. Weight and Balance 1. Weight and Balance Definitions 2. CG and Balance 3. Airplane Weight and Balance 4. MAC 5. CG Limits Charts 6. Floor load limit 7. Out of Balance Corrections 8. Shifting Weight Correction C. CR3 D. IFR Flight Planning

18:00

18:00

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8. Airway Manual 48:00

9. AIP 12:00

Training Material and References PPM, MACH, Annex2 (All Chapters), Annex6 (Part 1), Annex10 (Volume 2 Chapter 5)

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