Operations Manual Part D

Operations Manual
Part D
TRAINING
Manual No.:
Holder:
Master
Quality Manager
OM
Part D
ADMINISTRATION AND CONTROL OF Section 0

OPERATIONS MANUAL
Page: 1
TABLE OF CONTENTS
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4
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0.1 INTRODUCTION
LETTER OF APPROVAL
0.2 COPYRIGHT
0.3 RESPONSIBILITY OF THE HOLDER
0.4 SYSTEM OF AMENDMENTS AND REVISIONS
0.4.1 RESPONSIBILITY-TRACEABILITY
0.4.2 RECORD OF REVISION
0.4.3 CHANGES OR ADDITIONS TO THE TEXT
0.4.4 TEMPORARY REVISION (TR)
0.5 LIST OF EFFECTIVE PAGES
0.6 DISTRIBUTION LIST
0.7 PAGINATION
0.8 AMENDMENT PROPOSAL FORM
0.9 ACKNOWLEDGEMENT RECEIPT
0.10 ACKNOWLEDGEMENT STATEMENT
by Astra Airlines
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INTENTIONALLY LEFT BLANK
by Astra Airlines
Issue: 2
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Revision No. 0
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0.1 INTRODUCTION
The manual is broadly sub-divided into the following Parts, which may be supplemented by such other
publications as the airplane flight manual or pilots operating handbook, and commercially produced
route and airways manuals.
This Operations Manual is specifically written for Astra Airlines. Operations Manual Part D describes the
organization of training within Astra Airlines and the contents of all training programs, procedures and
related training forms.
It has been compiled in order to control and regulate all functions necessary to ensure a safe and
efficient Flight Operation. These functions include, but are not limited to:
Responsibilities
Training organization
Training syllabi for initial, conversion, recurrent, refresher, upgrade and differences training
Criteria for selection of flight crew
Criteria and appointment procedures for training staff
Training of training staff

It is Astra Airlines philosophy to train to competence. This philosophy applies to all syllabi in this
manual. Nevertheless, average training hours required is included as a guideline where appropriate.
by Astra Airlines
Issue: 2
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Revision No. 0
Oct., 2010
OM
Part D

OPERATIONS MANUAL
Page: 5
0.2 COPYRIGHT
This manual contains information, which is proprietary of Astra Airlines. Except for
purposes of inspection and approval by the competent authorities (HCAA), its contents
may not be copied, distributed or otherwise disclosed to third parties without the
express written consent of Astra Airlines
by Astra Airlines
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by Astra Airlines
Issue: 2
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0.3 RESPONSIBILITY OF THE HOLDER

The manual is distributed to its holders on the basis of controlled copies, and each
holder will be held responsible to keep the manual up to date. Each copy remains the
property of Astra Airlines and must be returned to the owner by the holder at first
notice.
by Astra Airlines
Issue: 2
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Revision No. 0
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by Astra Airlines
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0.4.3 CHANGES OR ADDITIONS TO THE TEXT

Are identified by a vertical line to the left of the text concerned In addition a transmittal letter will be
issued identifying the revised pages. Personnel should take note of the changes.
0.4.4 TEMPORARY REVISION (TR)
A Temporary Revision (TR) may be issued on an ad-hoc basis. It should be filed in front of the manual,
and will be replaced or withdrawn by means of a definitive revision. A Transmittal Letter, containing
detailed information regarding the contents of the TR, will accompany all TR's.
Rev No.
1
2
3
4
5
6
7
8
9
10
Rev. Date
by Astra Airlines
Issue: 2
Ins. Date
Oct., 2010
Signature
Revision No. 2
Dec., 2010
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by Astra Airlines
Issue: 2
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Revision No. 0
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0.6 DISTRIBUTION LIST

MASTER
Copy 1
Copy 2
Copy 3
Quality Manager
HCAA
Crew Training Manager
Flight Operations Manager
The rest of Astra Airlines interested personnel have 24 hour/day access to this O.M. through Astra
Airlines Intranet.
by Astra Airlines
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Revision No. 1
Dec., 2010
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by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 0
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0.7 PAGINATION
4
5
10
1. Company Name and Logo

2. Manual Name
3. Section Title
4. Section Number
5. Page Number
6. Company Name
7. Current Issue
8. Date of Issue
9. Current Revision
10. Date of Revision
by Astra Airlines
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by Astra Airlines
Issue: 2
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0.8 AMENDMENT PROPOSAL FORM
AMENDMENT PROPOSAL FORM

The following amendment/addition/deletion* is proposed to Part A/B/C/D*
Para. ....................... of the Operations Manual:
*Delete where applicable. Editorial Note:
PROPOSED AMENDMENT (continue on separate sheet if necessary)
REASON FOR AMENDMENT
Name of Proposer:
Position:
Signature:
Authorised by:
Signature:
Position:
by Astra Airlines
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by Astra Airlines
Issue: 2
Oct., 2010
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0.9 ACKNOWLEDGEMENT RECEIPT

An acknowledgement receipt will be sent with each amendment notice, which must be signed and
returned to the Flight Operations Manager as soon as possible. The purpose of the Acknowledgement
Receipt is to ensure the Management of company that every holder of the Operations Manual copy, has
received, understand and attached the latest revisions and changes to his/her manual.
Acknowledgement Receipt
.certifies that has received the latest distribution list Serial No
....Dated , and the latest list of effective pages with Serial
No...Dated
Date..../..../....
by Astra Airlines
Sign
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by Astra Airlines
Issue: 2
Oct., 2010
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0.10 ACKNOWLEDGEMENT STATEMENT

(To be returned To Crew Training Manager)
states that has received, read, understood and updated the Operation
Manual that has under his possession with serial No..
Date: ../../..
Name: ..
Signature: ..
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by Astra Airlines
Issue: 2
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Revision No. 0
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Part D
GENERAL
Section 1
Page: 1
TABLE OF CONTENTS
1.1 INTRODUCTION
1.1.1 GENERAL
1.2 TRAINING AND CHECKING PERSONNEL
1.2.1 ORGANIZATIONAL STRUCTURE
1.2.2 APPOINTMENT OF FLIGHT CREW TRAINING STAFF
1.2.3 AUTHORIZED TRAINING PERSONNEL
1.3 AUTHORIZED TRAINING FACILITIES AND ORGANIZATIONS
1.3.1 GROUND TRAINING FACILITIES
1.3.2 APPOINTMENT OF CABIN CREW TRAINING STAFF
1.3.3 GROUND INSTRUCTION
1.3.4 OTHER TRAINING PERSONNEL
1.3.5 DUTIES AND RESPONSIBILITIES
1.3.6 QUALIFICATIONS, EXPERIENCE AND PRIVILEGES OF THE TRAINING
AND CHECKING PERSONNEL
1.4 ADMINISTRATION
1.4.1 GENERAL
1.4.2 MANDATORY REQUIREMENTS
1.4.3 RECORDS
1.4.4 MINIMUM QUALIFICATION/EXPERIENCE LEVELS
(FLIGHT AND CABIN CREW MEMBERS)
1.5 PERIODS OF VALIDITY
1.6 REVALIDATION AND RENEWAL
1.7 TRAINING POLICY
1.7.1 GROUND INSTRUCTOR TRAINING
1.7.2 LINE TRAINING COMMANDER/CHECKER LTC
1.7.3 TRI TRAINING
1.7.4 TRE TRAINING
by Astra Airlines
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by Astra Airlines
Issue: 2
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Part D
GENERAL
Section 1
Page: 3
1.1 INTRODUCTION
1.1.1 GENERAL
The Company Training Manual is issued in accordance with OPS 1, FCL and with the terms and
conditions of the Air Operator's Certificate.
The Training Manual is for the use of those company personnel who have been appointed to carry
out training and/or checking duties in respect of flight and cabin crew. Copies of the manual will also
be made available to authorized non-company personnel to conduct initial/recurrent/conversion
training on the behalf of Astra Airlines.
by Astra Airlines
Issue: 2
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GENERAL
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by Astra Airlines
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GENERAL
1.2 TRAINING AND CHECKING PERSONNEL

1.2.1 ORGANIZATIONAL STRUCTURE
CREW
TRAINING
MANAGER
TRI
TRE
SFI
SFE
GROUND
INSTRUCTORS
(COMPANY AND
EXTERNAL)
LINE TRAINING
CHECKING
COMMANDERS
by Astra Airlines
Issue: 2
Nov. 2010
CABIN CREW
TRAINING
PERSONNEL
Revision No. 0
Nov. 2010
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GENERAL
Section 1
Page: 6
1.2.2 APPOINTMENT OF FLIGHT CREW TRAINING STAFF

Training and Check Commanders will be appointed by the Training Manager in consultation with the
flight operation manager and the chief pilot in the light of the individual's qualifications and overall
experience with particular regard to the duties to be carried out. Selection and appointment of ground
instructional staff will be the joint responsibility of the Training Manager and the Fight Operation
Manager.
The following listed personnel are the flight crew training management positions:
Training Manager
Capt. Vassilios GOURGOURAS
1.2.3 AUTHORIZED TRAINING PERSONNEL

ASSIGNED TRAINING DUTIES;
TRAINING TO BE CONDUCTED BY;
Flight Crew Line Flying under Supervision
LTC or TRI
Flight Crew Type Rating Training and Instruction
SFI or TRI
Flight Crew Type Rating Examination
TRE or SFE
Ground Training (Initial and Recurrent)
GTI
Cabin Crew Training and Checking
CCCM
TRE
Type Rating Examiner
TRI
Type Rating Instructor
SFI
Synthetic Flight Instructor
SFE
Synthetic Flight Examiners
LTC
Line Training and Checking Commander
GTI
Ground Training Instructor
CCCM Check Cabin Crew Member

The following list reflects the current flight crew authorized Instructors and Examiners for Astra
Airlines.
NOMINATED PERSON
V. GOURGOURAS
I. LABRIANIDIS
TBN
N.KOUFOUDAKIS
L. ENGMAN
A. WEBBER
V. COMAN
IFTC TRTO
OAA TRTO
BRAATHENS TRTO
D. CHANDLER
G. ALEVIZAKIS
I. LABRIANIDIS
V. GOURGOURAS
I. DOUKA
CH. EFSTRATIOU
E. KALFOPOULOU
V. TRAKA
QUALIFICATION
LTC
LTC
LTC
TRI/TRE
TRI/TRE
TRI/TRE
TRI/TRE
TRI/TRE
SFI/SFE
SFI/SFE
SFI/SFE
GTI
GTI
GTI
GTI
GTI
GTI
GTI
by Astra Airlines
Issue: 2
Nov. 2010
Revision No.2
RANK
CMD
CMD
CMD
CMD
CMD
CMD
CMD
---------CMD
CMD
CMD
CMD
SCCM
SCCM
SCCM
SCCM
Jan. 2012
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GENERAL
1.3 AUTHORIZED TRAINING FACILITIES AND ORGANIZATIONS

1.3.1 GROUND TRAINING FACILITIES
GROUND TRAINING
BA 146
Ground School
A320 Ground School
SYLLABUS
BA 146
Ground School
Appendix A
A320
Ground School
Appendix J
Emergency & Safety
OM Part D
CRM
OM Part D &
Appendix B
Dangerous Goods
OM Part D
Aviation Security
OM Part D
ASTRA AIRLINES Indoc

TCAS
RVSM
TRI / TRE theoretical
B-RNAV /P-RNAV
TCAS
MNPS
RVSM
E-TOPS
OM Part
OM Part
OM Part
OM Part
OM Part
OM Part
N/A
OM Part
N/A
Fire/Smoke Training
OM Part D
Fire/Smoke Training
OM Part D
D
D
D
D
D
D
D
INITIAL/CONVERSION
Astra Airlines-Thessaloniki
OAA TRTO
BRAATHENS TRTO
RECURRENT
OAA TRTO
BRAATHENS TRTO
IFTC TRTO Istanbul
IFTC TRTO Istanbul
Cyprus Airways
Sofia Flight Training TRTO
OAA TRTO
BRAATHENS TRTO
BRAATHENS TRTO
HCAAAthens
HCAAAthens
HCAA-Athens
N/A
N/A
E Fire Department
Thessaloniki Airport
BRAATHENS TRTO
Cyprus Airways
OAA TRTO
BRAATHENS TRTO
BRAATHENS TRTO
HCAAThessaloniki
HCAA-Athens
N/A
N/A
N/A
N/A
N/A
N/A
E Fire Department
Thessaloniki Airport
BRAATHENS TRTO
Flight Simulator Training/Checking Facilities

Type
BAe 146
A320
Level
D
D
Reference Number
TBN
TBN
Operator
OAA Woodford UK
IFTC Istanbul, Turkey
Approval
STD 1A
STD 1A
The Training Manager is responsible for ensuring that the approval of these simulators is still valid
during planned training sessions.
Before the use of these simulators training centers a detailed briefing shall take place to emphasize
the possible differences in comparison with the aircrafts operated by Astra Airlines. The use of other
simulators training centers than those mentioned below, must be audited and approved by the
Training Manager and HCAA when required.
by Astra Airlines
Issue: 2
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Revision No. 2
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GENERAL
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1.3.2 APPOINTMENT OF CABIN CREW TRAINING STAFF

Training and Check CCM will be appointed by the Training Manager in consultation with the Cabin
Crew Officer and the Chief Pilot in the light of the individual's qualifications and overall experience
with particular regard to the duties to be carried out. Selection and appointment of ground
instructional staff will be the joint responsibility of the Training Manager and the Cabin Crew Officer.
The following listed personnel are the cabin crew training management positions:
Training Manager
Cabin Crew Officer
Capt.: Vassilios GOURGOURAS

SCCM: Ms Ioanna DOUKA
1.3.3 GROUND INSTRUCTION

The following organizations are properly authorized to carry out theoretical and practical instruction
for CCM on behalf of Astra Airlines.
OAA TRTO
Astra Airlines (for the appropriate courses such as CRM, DG, etc)
Cyprus AIRWAYS
BRAATHENS TRTO
IFTC TRTO Istanbul
THY Istanbul

In addition:
All current approved training Cabin Crew Members are authorized to carry out all ground
training on their assigned aircraft type.
The syllabus to be covered on the various aspects of ground training is contained in the relevant
section of this Manual. Training relating to the specific aircraft type refers to Cabin Safety Procedures
Manual.
Authorized Training Personnel (CCM)
The following list reflects the current authorized Instructors and Examiners for ASTRA AIRLINES.
NOMINATED PERSON
G. Alevizakis
V. Gourgouras
I. Labrianides
N.Koufoudakis
A. Georgakis
I. Douka
Ch. Efstratiou
E. Kalfopoulou
V. Traka
I. Douka
Ch. Efstratiou
E. Kalfopoulou
V. Traka
QUALIFICATION
Ground
Ground
Ground
Ground
Ground
Ground
Ground
Ground
Ground
CCCM
CCCM
CCCM
CCCM
Instructor
Instructor
Instructor
Instructor
Instructor
Instructor
Instructor
Instructor
Instructor
RANK
CMD
CMD
CMD
CMD
F/O
SCCM
SCCM
SCCM
SCCM
SCCM
SCCM
SCCM
SCCM
The above qualifications and/or authorizations remain in effect as long as the instructor continues
employment with Astra Airlines unless sooner amended or revoked by this office.
by Astra Airlines
Issue: 2
Nov. 2010
Revision No. 2
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OM
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Section 1
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GENERAL
1.3.4 OTHER TRAINING PERSONNEL

AVIATION SECURITY (AVSEC), FIRST AID TRAINING, DANGEROUS GOODS (DGR) AWARENESS AND
CREW RESOURCE MANAGEMENT (CRM) - INTERNAL AND EXTERNAL PERSONNEL
NAME
Any Instructor nominated by HCAA
N. Koufoudakis
V. Gourgouras
A. Georgakis
I. Nikolaidis
K. Maroussis
A. Evmorfopoulos
R. Liossi
C. Michael
N. Gourtsas
COMPANY
HCAA
Astra Airlines
Astra Airlines
Astra Airlines
External
External
External
External
External
EKAB
SUBJECT
DGR
DGR/CRM
AVIATION SECURITY
AVIATION SECURITY
CRM
CRM
DGR
CRM
CRM
FIRST AID TRAINING
1.3.5 DUTIES AND RESPONSIBILITIES

Training and Check of Flight and Cabin Crew
The Training Manager shall appoint Training and Check of Flight and cabin crew. Each appointee shall
be responsible for:
1.
Carrying out training or checking as directed for flight and cabin crew members and ensuring
that the applicable standards of proficiency are maintained;
2.
Correcting any procedure not in accordance with the Training Manual, Operations Manual or
the Requirements;
3.
Supervising ground and en-route training;
4.
Familiarizing flight for cabin crew members with the latest operational procedures;
5.
Where so qualified, carrying out Line Checks on behalf of the Company;
6.
Making proposals for improving safety standards and efficiency in training and line
operations;
7.
Completing training and check forms promptly on completion of the training or check and for
forwarding the completed forms to the appropriate office;
Instructors Meeting
To achieve high instructor's standards an Astra Airlines instructors meeting is organized when
deemed necessary by the Crew Training Manager. During these meetings, chaired by the Training
Manager and/or Flight Operations Manager, all training standards, objectives and requirements are
discussed and when necessary revised.
by Astra Airlines
Issue: 2
Nov. 2010
Revision No. 2
Jan. 2012
OM
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GENERAL
Section 1
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1.3.6 QUALIFICATIONS, EXPERIENCE AND PRIVILEGES OF THE TRAINING AND

CHECKING PERSONNEL
General
Flight and cabin crew members nominated, as TRI, TRE, LTC, SFI, SFE, GTI and CCCM must satisfy
the stated requirements.
Prior to appointment to a training position, nominees must have been checked in those duties
applicable to the appointment. A certificate of competence to conduct the duties of the particular
training or checking capacity must be verified and evidence retained on the individual's personal
training file.
Flight crew training and check personnel who required occupying either pilot's seat, it is essential that
they are additionally checked and certified in their normal and emergency duties in both seats.
Flight crew nominated to conduct Type Rating and Instrument Rating Renewal Tests have to be
authorized by the HCAA. The authorization permits the nominated examiner to conduct Type Rating
and Instrument Rating Tests on the aircraft or on a flight simulator qualified and approved by the
HCAA for that purpose.
TRI (MPA) Rating minimum requirement and privileges
An applicant for the initial issue of a TRI (MPA) rating shall have:
a.
Successfully completed an approved TRI course at an approved FTO or TRTO.
b.
Completed at least 1,500 hours flight time as a pilot of multi-pilot aeroplane.
c.
Completed within the 12 months preceding the application at least 30 route sectors, to
include take-offs and landings as pilot-in-command, co-pilot on the applicable aircraft type, or
a similar type as agreed by the HCAA, of which not more than 15 sectors may be completed
in an approved flight simulator, and
d.
Conducted on a complete type rating course at least 3 hours of flight instruction related to
the duties of TRI on applicable type of aeroplane and/or flight simulator under the
supervision and to the satisfaction of a TRI notified by the HCAA for this purpose.
Privileges
The privileges of a TRI are:
All LTC privileges,
Carrying out training to instruct license holders for the issue of a type rating and conversion
training.
Carrying out recurrent training.
Carrying out aircraft (circuit) training.

TRI Extension to further MPA types
Before the privileges are extended to further MPA types, the holder shall have:
a.
Completed within the 12 months preceding the application at least 15 route sectors, to
include take-offs and landings as pilot-in-command or co-pilot on the applicable aircraft type,
or a similar type as agreed by the HCAA, of which not more than 7 sectors may be completed
in an approved flight simulator.
b.
Satisfactorily completed the relevant technical training content of approved TRI course at an
approved FTO or TRTO; and conducted on a complete type rating course at least 3 hours of
flight instruction related to the duties of TRI (MPA) on applicable type of aeroplane and/or
flight simulator under the supervision and to the satisfaction of a TRI (A) notified by the
HCAA for this purpose.
by Astra Airlines
Issue: 2
Nov. 2010
Revision No. 0
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GENERAL
Section 1
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TRE (A) Authorization minimum requirement and privileges

The minimum requirements for authorization as a TRE are as follows:
a.
Shall hold a License and rating the same or greater than the applicant;
b.
Instructor privileges for license or rating required by the applicant;
c.
Qualified to act as pilot in command on aircraft used on skill test or proficiency check.
d.
Meet experience requirements for the role;
e.
Complete standardization arrangements made or approved by the HCAA. (See AMC FCL 1.425
and IEM FCL1.4.25)
f.
1,500 hours as pilot on MPA, including 500 hours as pilot in command and
g.
Holds or has held a TRI (A) rating or authorization.
Privileges
The privileges of a TRE are;
All TRI privileges,
On aircraft type or Synthetic training device;

o
Skills Tests for issue of a type rating for multi-pilot aeroplanes;
o
Proficiency Checks (PC) for revalidation or renewal, of multi-pilot type and instrument
rating.
o
Validating licenses on satisfactory completion of a test or check, by entries in the
applicant's license (date of check, valid until, authorization number and signature).
Submit the original of the skill test/ proficiency check form to the HCAA and hold one
copy of the check form on personal file.
o
Skill test for ATPL (A) issue
TRE Extension to further MPA Types
a.
The applicant shall meet the entire stated requirement.
c.
New application to the HCAA.
by Astra Airlines
Issue: 2
Nov. 2010
Revision No. 0
Nov. 2010
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GENERAL
Section 1
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LTC Minimum Requirements and Privileges

Flight crew nominated, as line training/checking commanders shall be nominated by ASTRA Airlines
and acceptable to the HCAA.
The minimum requirements to act as an LTC and Line Check Commander are as follows:
a.
A minimum of 500 hours flying time as CDR on the type.
b.
Successfully completed the LTC/Line Check Commander training.
Privileges
The privileges of a LTC are:
Carrying out line flying under supervision and Line checking.
Carrying out area and airport training.

LTC Extension to further MPA Types
The applicant shall meet the entire stated requirements.
by Astra Airlines
Issue: 2
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Revision No. 0
Nov. 2010
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GENERAL
Section 1
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SFI (A) Authorization Minimum Requirement and Privileges

Minimum experience for first appointment is:
a.
Hold or have held a professional pilot license issued by a JAA member state or a non FCL
professional license acceptable to HCAA.
b.
Have completed the simulator content of applicable type rating course at an approved FTO or
TRTO.
c.
Have at least 1500 hours flying experience as pilot on multi-pilot aeroplanes.
d.
Have completed an approved TRI (A) course.
e.
Have conducted on a complete type rating course at least 3 hours of flight instruction related
to the duties of TRI (A) on applicable type of aeroplane under the supervision and to the
satisfaction of a TRI (A) notified by the HCAA for this purpose.
f.
Have completed within period of 12 months preceding the application a proficiency check on
a flight simulator of the applicable type; and
g.
Have completed within period of 12 months preceding the application at least three route
sectors as an observer on the flight deck of the applicable type.
Privileges
The privileges of a SFI (A) are:
To carry out the training on flight simulator required for the issue and /or the renewal of the
ATPL license and the associated type ratings, as well as the CPL type ratings,
To carry out the training on flight simulator required for conversion and recurrent training
and,
Performs instructional duties as assigned to him by the Training Manager,
Carry out all aspects of company simulator training, ensuring that all the flight crewmembers
follow company-operating procedures and achieve a satisfactory level of competence,
Supply the Training Manager with properly completed training records and reports. All the
Synthetic Flight Instructors are also considered Company Ground Instructors.
SFI (A) Extension to Further MPA Types
a.
Satisfactorily completed the simulator content of the relevant type rating course; and
b.
the duties of TRI (MPA) on applicable type of aeroplane under the supervision and to the
satisfaction of TRI (A) notified by the HCAA for this purpose.
by Astra Airlines
Issue: 2
Nov. 2010
Revision No. 0
Nov. 2010
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GENERAL
Section 1
Page: 14
SFE (A) Authorization Minimum Requirement and Privileges

An applicant for a SFE authorization shall:
a.
Shall hold a License and rating the same or greater than the applicant;
b.
Instructor privileges for license or rating required by the applicant;
c.
Qualified to act as pilot in command on aircraft used on skill test or proficiency check.
d.
Meet experience requirements for the role;
e.
Complete standardization arrangements made or approved by the HCAA. (See AMC FCL 1.425
and IEM FCL1.4.25))
f.
1,500 hours as pilot on MPA, including 500 hours as pilot in command and
g.
Holds or has held a SFI (A) rating or authorization
Privileges
The privileges of a SFE (A) are:
All SFI privileges,
On Synthetic training device;

o
Conducting Operator Proficiency Checks (OPC) including Skills Tests for issue of a
type rating and/or type rating revalidation and/or renewal,
o
Validating licenses on satisfactory completion of a test or check, by entries in the
applicant's license. (Date of check, valid until, authorization number and signature).
Submit the original of the skill test/ proficiency check form to the HCAA and hold one
copy of the check form on personal file.
SFE Extension to further MPA Types
a.
The applicant shall meet the entire stated requirements.
b.
New application to the HCAA.
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GTI Minimum Requirement and Privileges

The minimum requirements to act as ground instructor are as follows:
a.
Holding a type rating for the applicable aircraft type, or
b.
Have the appropriate experience in aviation and knowledge of the applicable aircraft type
(E.g. ground maintenance engineer), or
Privileges
The privileges of a GTI are:
To carry out ground training and checking as required to the flight and cabin crew. Ground
instruction includes aircraft systems and procedures, special operating procedures, cold-hot
weather operations, all weather operations, etc.
When specific knowledge is necessary GTI will have the following specializations:
Safety Equipment and Procedures (SEP) Instructor
Dangerous Goods (DG) Instructor
Aviation Security (AVSEC) Instructor
CRM Instructor
First Aid Instructor

Checking Cabin Crew Member (CCCM)
Refer to OM Part D 2.1.4
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1.4 ADMINISTRATION
1.4.1 GENERAL
The Training Manager in consultation with Chief Pilot and the Cabin Crew Officer (Cabin Crew only)
will be responsible for determining the syllabi, contents and time scales for all training courses. He
will ensure that sufficient ground training courses and flying training programs are arranged to
accommodate planned operations. He will also be responsible for ensuring that sufficient training and
checking staffs are available to meet the training requirements.
1.4.2 MANDATORY REQUIREMENTS
The Training Manager, assisted by the Chief Pilot and the Cabin Crew Officer, will be responsible for
maintaining a record of the expiry dates of the following checks/tests/training:
Ground and Refresher Training
Operator Proficiency Check/License Proficiency Check (Flight Crew only)
Conversion and Recurrent Training
Line Check (Flight Crew only)
Familiarization Flights.
RH Seat Qualification (Flight Crew only)
Emergency and Safety Equipment Check (annual, and triennial)
CRM Training
Dangerous Goods
Aviation Security
Area and Airport Qualification (Commanders only)
Recent experience - retrieved from crew planning and scheduling system. (Flight Crew only)
TRI, TRE, SFI and SFE revalidation and renewal (Flight Crew only)
Specific and Special Approval Training TCAS, RVSM and MNPS (Flight Crew only)
LVO Category II/III (Flight Crew only)

The Training Manager will notify the Crew Rostering Department, which will notify flight crew and
cabin crew concerned sufficiently in advance of the expiry of any check/test/training.
1.4.3 RECORDS
Once a training or check has been completed, the authorized person including third party training
organization conducting the training or checking will forward the completed forms to the Training
Manager.
The Training Manager assisted by the Chief pilot and the cabin crew manager will ensure that the
forms have been correctly completed and are retained on the individual flight and cabin
crewmembers file. Refer to Section 4 of this manual
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GENERAL
1.4.4 MINIMUM QUALIFICATION/EXPERIENCE LEVELS (FLIGHT AND CABIN CREW

MEMBERS)
Commander- Type rated and Non-Type rated-Direct Entry
Commander
WITH TYPE RATING

Minimum 3000 hrs total flying
time of which 200 hrs PIC on the BAe
146 Series/A320 Series
JAA air transport pilot license or
equivalent acceptable to the HCAA.
WITHOUT TYPE RATING

Minimum 4000 hrs total flying time,
of which 1000 as captain on multiengine jet aircraft.
JAA air transport pilot license or
equivalent acceptable to the HCAA.
Co-Pilot Type rated and Non-Type rated-Direct Entry
Co-pilot
WITH TYPE RATING

Minimum 230 hrs total flying time
with the BAe 146 Series / A320 Series
type rating.
JAA commercial pilot license/JAA air
transport pilot license or ATPL Theory
credit or equivalent acceptable to the
HCAA.
WITHOUT TYPE RATING

Minimum 200 hrs total flying time.
JAA commercial pilot license/JAA
air transport pilot license or ATPL
Theory credit or equivalent acceptable
to the HCAA.
Upgrade to Commander
a)
License - ATPL with Type Rating endorsement Pilot in Command;
b)
Flying hours:
Total of 3000 hours to include 500 hours on type.
Co-pilots with less experience who are considered to be of above average ability
may be selected for command training at the discretion of the Flight operation
manager and Training Manager.
c)
Must be recommended and assessed suitable for command training by the Flight Operation
Manager, refer to OM Part D 2.0.3.
d)
The pilot shall complete the command course given in OM Part D 2.0.3
Cabin Crew/Flight Attendant
A cabin crewmember must meet the following requirements:
Minimum age of 18 years;
Have passed an initial medical examination or assessment by a medical practitioner

acceptable to the HCAA;
Remain medically fit to discharge the specified cabin crew duties
Have passed initial and/or conversion training and checking as required. Refer to OM Part D
for details.
Class II medical
Cabin Crew/Senior Cabin Crew
A senior cabin crew member must have a minimum of one year experience as an operating cabin
crew member and have completed the training course as required refer to OM part D.
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In-flight relief of Flight Crew Members

A flight crewmember (commander and co-pilot) may be relieved in a flight of their duties at the
controls by another suitable qualified commander. The relief commander has to be trained and
checked qualified on the right seats.
Operation of more than one type or variant (EU-OPS App.1 to OPS 1.980)
a.
The flight crew shall not operate more than two airplane types or variant for which a separate
type rating is required
b.
Aircraft variants with a single type rating license endorsement, difference training is required
first before the flight crewmember is qualified to operate on different variants e.g. RJ/BAe
146.
c.
Only airplanes with one license endorsement are flown in any one-flight duty period.
d.
The minimum flight crew complement specified in the operation manual is the same for each
type or variant to be operated.
e.
Before exercising the privileges of two license endorsements, the flight crew must have
completed two consecutive Operators Checks and must have 500 hours in the relevant crew
position with the same Operator.
f.
Before commencing training for and Operation of another type or variant,flight crew members
must have completed three months and 150 flight hours on the base airplane and this must
include at least one proficiency check.
g.
After the completion of the initial line check on the new type, 50 flight hours or 50 sectors
must be achieved solely on airplanes of the new type.
h.
The period within which line flying experience is achieved is six months.
NOTE: For cabin crewmembers refer to OM Part D 2.1.13
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1.5 PERIODS OF VALIDITY

LICENSE PROFICIENCY CHECK (LPC)
The period of validity of license proficiency check (LPC) shall be 12 calendar months. If conducted
within the last 3 calendar months of validity of a previous license proficiency check, the period of
validity shall extend from the date of issue until 12 calendar months from the expiry date of that
previous license proficiency check.
OPERATOR PROFICIENCY CHECK (OPC)
The period of validity of an operator proficiency check (OPC) shall be 6 calendar months in addition to
the remainder of the month of issue. If conducted within the last 3 calendar months of validity of a
previous operator proficiency check, the period of validity shall extend from the date of issue until 6
calendar months from the expiry date of that previous operator proficiency check.
LINE CHECK
The period of validity of a line check shall be 12 calendar months in addition to the remainder of the
month of issue. If issued within the final 3 calendar months of validity of the previous line check the
period of validity shall extend from the date of issue until 12 calendar months from the expiry date of
that previous line check. The line check must be conducted on the aircraft.
ANNUAL EMERGENCY AND SAFETY EQUIPMENT CHECK
The period of validity of an annual emergency and safety equipment check shall be 12 calendar
months in addition to the remainder of the month of issue. If issued within the final 3 calendar
months of validity of a previous annual emergency and safety equipment check, the period of validity
shall extend from the date of issue until 12 calendar months from the expiry date of that previous
annual emergency and safety equipment check.
TRIENNIAL EMERGENCY AND SAFETY EQUIPMENT CHECK
The period of validity of a triennial emergency and safety equipment check shall be 3 calendar years
in addition to the remainder of the month issue. If issued within the final 3 calendar months of
validity of a previous triennial emergency and safety equipment check, the period of validity shall
extend from the date of issue until 3 calendar years from the expiry date of that previous triennial
emergency and safety equipment check.
CREW RESOURCE MANAGEMENT
Flight crewmembers should complete the major elements of the full length CRM course over a Threeyear recurrent training cycle.
GROUND AND REFRESHER TRAINING
Each flight crewmember shall undergo ground and refresher training every 12 calendar months. If the
training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period,
the next ground and refresher training must be completed within 12 calendar months of the original
expiry date of the previous ground and refresher training.
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AEROPLANE/ STD RECURRENT TRAINING

Astra Airlines will ensure that each flight crewmember undergoes airplane/STD training at least every
12 calendar months. If the training is conducted within 3 calendar months prior to the expiry of the
12 calendar months period, the next Airplane/STD training must be completed within 12 calendar
months of the original expiry date of the previous airplane/STD training.
PILOT QUALIFICATION TO OPERATE IN EITHER PILOT'S SEAT
A commander assigned to operate in both LH and RH pilot's seat is to be trained and checked on the
skills of techniques and procedures from both commander and co-pilot seats concurrent with the
OPC/recurrent detailed in this Section.
ROUTE AND AERODROME COMPETENCE QUALIFICATION (PIC ONLY)
The period of validity of the route and aerodrome competence qualification shall be 12 calendar
months in addition to the remainder of:
a)
The month of qualification, or
b)
The month of the latest operation on the route or to the aerodrome.
Route and aerodrome competence qualification shall be revalidated by operating on the route or to
the aerodrome within the period of validity described above. If revalidated within the final 3 calendar
months of validity of a previous route and aerodrome competence qualification, the period of validity
shall extend from the date of revalidation until 12 calendar months from the expiry date of that
previous route and aerodrome competence qualification.
RECENT EXPERIENCE (COMMANDERS)
A pilot shall not operate an airplane as a commander unless has carried out at least three take-offs
and three landings as pilot flying in an airplane of the same type or in flight simulator of the airplane
type to be used, in the preceding 90 days. The 90 days period may be extended up to a maximum of
120 days by line flying under the supervision of a TRI/TRE. For periods beyond 120 days the recency
requirement is satisfied by a refresher course and a training flight or use of a flight simulator of the
airplane type to be used.
RECENT EXPERIENCE (CO-PILOT)
A co- pilot shall not serve at flight controls during take-off and landing unless he has operated the
controls as pilot for three take-offs and three landings in an airplane of the same type or in flight
simulator of the airplane type to be used, in the preceding 90 days.
The 90 days period may be extended up to a maximum of 120 days by line flying under the
supervision of a TRI/TRE. For periods beyond 120 days the recency requirement is satisfied by a
refresher course and a training flight or use of a flight simulator or the airplane type to be used. A copilot serving at the controls means that that pilot is either pilot flying or pilot not flying. The only
required take-off and landing proficiency for a co-pilot is the operators and JAR-FCL type-rating
proficiency checks. IEM OPS 1.970(a) (2) See OPS 1.970(a) (2).
NOTE: When using a [Flight Simulator] for meeting the landing requirements in OPS 1.970(a)(1) and
(a)(2), complete visual traffic patterns or complete IFR procedures starting from the Initial Approach
Fix should be flown.
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A pilot who has not flown for more than 120 days must undergo re-qualification training. This training
program ensures that only those pilots who are current on all procedures which are necessary for a
safe operation will be assigned to flight duty.
This training course shall include:
A theoretical review of airplane limitations (duration one day-TRI)
A two hours flying training (might be done in simulator), that shall include:
-Three instrument approaches
-Four landings
-One approach and landing with one engine inoperative or simulated that is failed
Mental review of all emergency procedures during the briefing
Written test on abnormal and emergency procedures (pass grade is 75%)

RECENT EXPERIENCE (CABIN CREW)
Refer to OM Part D.
DANGEROUS GOODS AWARENESS TRAINING
The period of validity of Dangerous Goods Awareness training is 24 calendar months.

AVIATION SECURITY
The period of validity of Aviation Security training is 36 calendar months.
TRI, TRE, SFI and SFE
The TRI, TRE, SFI and SFE rating/ approval /authorization are valid for a maximum period of three
(3) years.
NOTE: Examiners are re-authorized at the discretion of the HCAA.
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1.6 REVALIDATION AND RENEWAL

TYPE RATING REVALIDATION AND RENEWAL
The type rating is valid for one year from the date of issue or the date of expires if revalidated within
the validity period.
For revalidation of the type rating, the applicant shall:
1.
Complete a proficiency check within the last 3 calendar months immediately preceding the
expiration date of the rating. The period of validity shall extend from the date of issue until
12 calendar months from the expiry date of that previous license proficiency check.
2.
At least ten (10) route sectors as pilot on the applicable aircraft type, or one (1) route sector
as pilot on the applicable type with a TRE during the period of validity of the rating, and
3.
The revalidation of the IR (A) should be combined with the type rating proficiency check.
TYPE RATING RENEWAL
If the type rating has expired:
1.
The applicant shall complete a ground refresher course and.
2.
Complete minimum of 2 hours simulator training and.
3.
Complete proficiency check.
The rating will be valid from the date of completion of the renewal requirement.
TRI (MPA) RATING REVALIDATION AND RENEWAL
For the revalidation of a TRI (MPA) rating the applicant shall within the last 12 months preceding the
expiry date of the rating;
1.
Conduct one of the following parts of complete type rating/refresher/recurrent training
course:
a.
One simulator session of at least 3 hours, or
b.
One air exercise of at least 1 hour comprising a minimum of 2 take-offs and landings
or
2.
Receive TRI (A) refresher training acceptable to the HCAA.
TRI RATING (MPA) RENEWAL
If the TRI (MPA) rating has lapsed the applicant shall have:
1.
Completed within the 12 months preceding the application a minimum of 30 route- sectors,
including take-offs and landings as pilot-in command, co-pilot on the applicable aircraft type,
or a similar type as agreed by HCAA, of which no more than 15 sectors may be completed in
an approved flight simulator, and
2.
Successfully completed the relevant parts of an approved TRI (MPA) course according to the
requirements of HCAA.
3.
the duties of a TRI (MPA) on the applicable type of airplane and/or flight simulator under the
supervision of a TRI notified to HCAA for this purpose.
TRE RE-AUTHORIZATION AND RENEWAL
For revalidation of a TRE authorization the applicant should have conducted at least 2 Skill Tests or
Proficiency checks in every yearly period within the 3-year authorization period .One of the skill tests
or proficiency checks given by the TRE within the last 12 months of the authorization period should
have been observed by an inspector of the HCAA or senior examiner specifically authorized for this
purpose.
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TRE AUTHORIZATION RENEWAL

For renewal of an expired authorization an applicant must reapply to HCAA.
SFI (A) RE- AUTHORIZATION AND RENEWAL
For revalidation of a SFI (A) authorization the applicant shall have conducted within the last 12
months of the validity of the authorization:
1.
Conduct one simulator session of at least 3 hours as a part of a complete type
rating/refresher/recurrent course.
2.
Have completed a proficiency check on flight simulator of the appropriate type.
SFI AUTHORIZATION RENEWAL
If the authorization has elapsed the applicant shall have:
1.
Completed the flight simulator content of the applicable type-rating course.
2.
Successfully completed an approved TRI (A) course as agreed by the HCAA and
3.
the duties of a TRI (A) on the applicable type of airplane under the supervision of a TRI (A)
notified by the HCAA for this purpose.
SFE (A) RE- AUTHORIZATION AND RENEWAL
For revalidation of a TRE authorization the applicant should have conducted at least 2 Skill Tests or
Proficiency checks in every yearly period within the 3-year authorization period .One of the skill tests
or proficiency checks given by the TRE within the last 12 months of the authorization period should
have been observed by an inspector of the HCAA or senior examiner specifically authorized for this
purpose.
SFE AUTHORIZATION RENEWAL
For renewal of an expired authorization an applicant must re-apply to HCAA.
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1.7 TRAINING POLICY

1.7.1 GROUND INSTRUCTOR TRAINING
Minimum Requirements
Refer to Section 1.2 of this manual.
Ground Instructor Training
Initial Instructor Ground Course
When a potential instructor has been selected, he will be issued with a copy of the Training Manual.
The Training Manager will arrange an introduction course (briefing) to cover fleet training
requirements.
The Training Manager will then organize a ground course to cover the principles and techniques of
instruction as specified in Appendix C (including teaching skills, training philosophies, student
evaluation and testing-assessment of student performance, training program development-lesson
planning, hazards involved in simulation systems failures and malfunctions in the aeroplane during
flight, technical training skills, multi-crew co-operation and training exercises). If the candidate has
extensive previous aviation instructor experience the above part of training may be omitted.
A program of further training will then be arranged in accordance with the requirements of each
category of Ground Instructor.
Ground Instructor Examinations
Ground instructors shall have appropriate experience and shall prove their competency by giving a
test lecture in presence of the training manager. Ground instructors of foreign operators,
manufacturers or type rating training organizations may be accepted by the HCAA, provided that
evidence can be shown that they have the appropriate experience.
1.7.2 LINE TRAINING COMMANDER/CHECKER LTC
Refer to the appropriate paragraph of this Section (1.3.6).
Training
Personnel selected as Line Training Commanders/Checkers will be required to be familiar with the
concepts of CRM and the assessment of CRM skills and carry out additional training as follows:
a)
Familiarization with the relevant legislation, record keeping and documentation;
b)
Flight simulator training, if available, including the Operator Proficiency Check or test items
flown from the right-hand seat;
c)
Conducting a minimum of 6 sectors flying the aircraft from both the left and right-hand seats
under the supervision of either a TRI/TRE, or the Training Manager;
d)
Conducting line flying under supervision and line check.
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GENERAL
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1.7.3 TRI TRAINING

Minimum requirements
General
The Type Rating Instructor training is intended to train the applicant to the required standard to
perform training in accordance with OM Part D 1.2
The objective of the training is for the applicant to instruct flight crew for any MPA type rating for
which the applicant is qualified.
TRI Training Overview
The TRI training comprises the following training elements:
1.
Theoretical training,
2.
Flight simulator training,
3.
Flight simulator operation and programming.
4.
Conducting training under supervision, and
5.
Aircraft training.
Theoretical Training
The objective of this training is to train the applicant TRI to the level of proficiency required for
theoretical knowledge instruction. The theoretical training is outsourced to third party. Refer to OM
Part D Appendix C for course layout.
Technical Training (Flight Simulator Training)
1.
The course should be related to the type of aeroplane on which the applicant wishes to
instruct.
2.
Identification and application of human factors related to multi-crew co-operation aspects of
the training.
3.
The content of the instruction program should cover training exercises as applicable to the
aeroplane type.
4.
The TRI rating applicant should be taught and made familiar with giving instruction from the
seat normally occupied by the co-pilot.
This part of the training is conducted on an approved flight simulator, under the supervision of a TRI
approved by HCAA and the TRI conducting the training is to occupy the LH seat.
Training Exercises
a)
Use of checklist, setting of radios/navigation aids.
b)
Engines start procedures,
c)
Before take-off procedure and use checklists.
d)
Normal instrument take-off (transition to instruments after lift-off)
e)
Crosswind take-off.
f)
Engine failure on take-off between V1 and V2,
Rejected take-off before reaching V1,
g)
h)
High Mach buffeting, specific flight characteristics (if applicable to type)
i)
Steep turns.
j)
Recovery from approach to stall in take-off, clean and landing configuration,
k)
Instrument approach to required minimum decision height or minimum descent
height/altitude, Manual one engine simulated inoperative during approach and landing or go
around.
l)
Rejected landing and go around & Crosswind landing, and on ground emergency.
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Training Elements
1.
Normal simulator operation,
2.
Weather scenario operation,
3.
Normal preparation and simulator positioning,
4.
The aircraft system malfunction to program will reflect all major aircraft abnormal and
emergency procedures and flight techniques as applicable to the type, and
5.
Simulator safety instructions in case of simulator failure.
Conducting Training under Supervision
The TRI under training is to conduct a minimum of 2 simulator sessions (each of minimum 4 hours)
including the related briefing(s) and de-briefing(s) for the purpose of type rating training of a
standard crew (CDR, F/O) under the supervision and to the satisfaction of a TRI/TRE notified by the
HCAA for this purpose.
Subjects to be covered and assessed include the following:

a)
Theoretical Knowledge;
o
Aircraft general knowledge,
o
Flight performance and planning,
o
SOPs,
o
Training administration,
b)
Pre-flight briefing;
o
Technical accuracy,
o
Clarity of speech,
o
instruction technique,
o
Student participation,
c)
Flight;
o
Synchronization of speech with flight phases,
o
Correction of faults,
o
Instructional technique,
o
Timing and sequence,
o
Achieved objectives,
d)
Post flight de-briefing;
o
instruction technique,
o
student participation,
e)
TRI under training;
o
Appearance,
o
Voice and expression,
o
Presence,
o
Student relation.
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Aircraft Training (not applicable for SFI)

This part of the training is conducted on a company aircraft, under the supervision of a TRI/TRE
approved by the HCAA. The TRI under training is to act PF from the RH seat to familiarize with the
(real) aircraft limitations and handling characteristics, and giving instruction from both pilot seats,
during the following exercises:
o
Perform extended pre-flight checks,
o
Pre-flight preparations and use checklists, setting of radios and navigation aids.
o
Engines start procedures and taxi,
o
Simulated one engine inoperative take take-off at V2 + 10 Knots
o
Simulated one engine inoperative manual instrument approach to category I minimum,
followed by a go-around,
o
Simulated one engine inoperative landing.
The TRI conducting the training is to occupy the LH seat during the flight exercises.
Training Records
Each applicant will be provided with personal progress file maintained throughout the course and
each applicant teaching abilities should be assessed as satisfactory by the TRI designated by the
HCAA for this purpose before the TRI rating is issued.
1.7.4 TRE TRAINING
Training
The TRE under training will complete the following training items:
Observe a minimum of two (2) type rating examinations or two (2) OPC including briefing
and de-briefing under the supervision of an experienced TRE approved by the HCAA,
Conduct a minimum of two (2) type rating examinations or two (2) OPC including briefing and
de-briefing under the supervision of an experienced TRE approved by the HCAA.
Checking
The TRE under training is to be checked by a senior TRE acceptable to the HCAA or a Flight Inspector
form the HCAA, during a Type Rating examination (Skill Test) or PC.
The TRE to be checked will be assessed according the following check items:
1.
Familiar with multi pilot cockpit procedures,
2.
The necessity to promptly and correctly instruction to the Crew,
3.
Responsible for flight safety and safe flight execution,
4.
Clearly inform the crew of procedures and techniques to be expected and executed,
5.
Maintain and correct (if necessary) briefing notes,
6.
Assessment of the crew according the applicable syllabus, Skill Test or OPC scenario,
7.
Assessment of the crew in accordance with OM Part D 3.1,
8.
Overall fair assessment of the crew; advise on mistakes and mention all relevant briefing
notes.
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Part D
TRAINING SYLLABUS
AND CHECKING PROGRAMS
Section 2
Page: 1
TABLE OF CONTENTS
2.0 FLIGHT CREW
2.0.1 CONVERSION TRAINING AND CHECKING GENERAL
2.0.1.1 New Entrant Training Procedure and Requirements
2.0.1.2 Ground Training
5
5
6
6
2.0.1.2.1 Training Goal

2.0.1.2.2 Aeroplanes Systems (CBT)
2.0.1.2.3 Ground School Examination
6
7
7
2.0.1.3 Emergency and Safety Equipment Training

2.0.1.4 CRM Training
7
9
2.0.1.4.1 Introduction
2.0.1.4.2 Training Scheme
9
9
2.0.1.5 Synthetic Training Device and Aeroplane Training
10
2.0.1.5.1
2.0.1.5.2
2.0.1.5.3
2.0.1.5.4
2.0.1.5.5
2.0.1.5.6
2.0.1.5.7
10
10
10
11
11
11
12
General
Synthetic Training Device-Training
Crew Composition
Approval of Zero Flight Time Training (ZFTT)
Briefing and Debriefing
Instructor
Aeroplane Training
2.0.1.6 Flying Tests and Checks

2.0.1.7 Line Flying Under Supervision
2.0.1.8 Reduced Vertical Separation Minima
2.0.1.9 MNPS Training and Checking
2.0.1.10 Dangerous Goods Awareness Training
2.0.1.11 Security Training
2.0.1.12 Astra Airlines Air Indoc
2.0.1.13 TCAS Training
2.0.1.14 Route Competence Training
12
13
13
14
15
15
15
15
15
2.0.1.14.1
2.0.1.14.2
2.0.1.14.3
2.0.1.14.4
2.0.1.14.5
16
16
16
16
Categories of Aerodromes, Area and Airfield Briefings

Differences and Familiarization Training
Differences Training
Familiarization Training
Operation on more than one Type or Variant-Philosophy
and Criteria Philosophy
2.0.1.14.6 Operation Difference Requirements (ODRs)
2.0.1.15 Low visibility Procedures
2.0.1.15.1 General
2.0.1.15.2 Ground Training
2.0.1.15.3 Flight Simulator/Flight Training
2.0.1.15.4 Flight Crew Qualification
2.0.1.15.5 Line Flying Under Supervision
2.0.1.15.6 Recurrent Training and Checking
2.0.1.15.7 Type and Command
2.0.1.15.8 Low Visibility Take-off With RVR Less than 150/200 Meters
2.0.1.15.9 Aircrew Certificate of Approval
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2.0.2 RECURRENT TRAINING

2.0.2.1 Ground and Refresher Training
2.0.2.2 Aeroplane/Synthetic Training Device
2.0.2.3 Emergency and Safety Equipment
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2.0.2.3.1 Annual
2.0.2.3.2 Triennial
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2.0.2.4
2.0.2.5
2.0.2.6
2.0.2.7
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CRM
Dangerous Goods Awareness
Security Training
TRI Recurrent
2.0.2.7.1 RVSM, TCAS, BRNAV, ETOPS and MNPS Training

2.0.2.7.2 Low Visibility Take-off and Category II/III Recurrent Training
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2.0.2.8 Recurrent Checking
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2.0.2.8.1
2.0.2.8.2
2.0.2.8.3
2.0.2.8.4
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27
27
Operator Proficiency Check

Licence Proficiency Check (LPC)
Emergency and Safety Equipment Check
Line Check
2.0.3 COMMAND TRAINING

2.0.3.1 Qualification
2.0.3.2 Ability
2.0.3.3 Evaluation Process
2.0.3.4 Character
2.0.3.5 Command Course
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2.0.3.5.1
2.0.3.5.2
2.0.3.5.3
2.0.3.5.4
2.0.3.5.5
2.0.3.5.6
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Objective
Ground Training
Flight Simulator Training and Checking
Line Flying Under Supervision
Line Check
Area and Airport Qualification
2.0.4 PILOT QUALIFICATION TO OPERATE IN EITHER PILOTS SEAT

2.0.4.1 Crewing of Inexperienced Flight Crew Members
2.1 CABIN CREW
2.1.1 NUMBER AND COMPOSITION OF CABIN CREW
2.1.2 MINIMUM REQUIREMENTS
2.1.3 SENIOR CABIN CREW MEMBERS
2.1.3.1 Senior Cabin Crew Member Training Syllabi (7 Hours)
2.1.4 CHECKING CABIN CREWMEMBER
2.1.4.1 Check Cabin Crew Member Training Syllabi (5 Hours)
2.1.5 GROUND INSTRUCTOR
2.1.5.1 Ground Instructor Training Syllabi (1 Day)
2.1.6 REPRESENTATIVE TRAINING DEVICES
2.1.7 INITIAL TRAINING
2.1.7.1 Astra Airlines Introduction (3 hours)
2.1.7.2 Initial Training Syllabi (Theoretical)
2.1.7.3 Initial Training Syllabi (Practical)
2.1.8 CONVERSION AND DIFFERENCES TRAINING
2.1.8.1 Reduction of Training Requirements
2.1.8.3 Conversion Training Syllabi (Theoretical)
2.1.8.4 Conversion Training Syllabi (Practical)
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2.1.9 FAMILIARIZATION FLIGHTS

2.1.9.1 General
2.1.9.2 Conduct of Familiarization Flight
2.1.10 RECURRENT TRAINING AND CHECKING
2.1.10.1 Recurrent Theoretical and Practical Training
2.1.10.2 Recurrent In-flight Checking (Minimum 2 Sectors)
2.1.11 REFRESHER TRAINING
2.1.12 CHECKING
2.1.12.1 Methods of Checking
2.1.13 OPERATION ON MORE THAN ON TYPE OR VARIANT
2.1.14 TRAINING RECORDS
2.2 OPERATIONS PERSONNEL, INCLUDING CREW MEMBERS
2.2.1 DANGEROUS GOODS AWARENESS TRAINING
2.2.1.1 Purpose and Scope
2.2.1.2 Crew, Handling Agents and Other Subcontractors
2.2.1.3 Course Schedule
2.2.1.4 Instructors
2.2.1.5 Review
2.2.1.6 Checking Requirements
2.2.1.7 Dangerous Goods Training Syllabus
2.2.2 SECURITY TRAINING
2.2.2.1 Handling Agents and Other Subcontractors
2.2.2.2 Astra Airlines Policy
2.2.2.4 Instructors
2.2.2.5 Realization
2.2.2.6 Syllabus
2.2.3 SAFETY TRAINING
2.2.4 QUALITY SYSTEM BRIEFING
2.2.4.1 Syllabus
2.3.5 COSMIC AND SOLAR RADIATION BRIEFING
2.3.5.1 Training Material
2.3.5.2 Syllabus
2.3 OPERATIONS PERSONNEL OTHER THAN CREWMEMBERS
2.3.1 TRAINING
2.3.2 GENERAL TRAINING SYLLABUS
2.3.3 OPERATIONS MANUAL
2.3.4 FUEL POLICY AND FLIGHT PLANNING SYSTEM
2.3.5 PERFORMANCE AND MASS AND BALANCE
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2.0 FLIGHT CREW

2.0.1 CONVERSION TRAINING AND CHECKING GENERAL (OPS 1.945)
A flight crew member shall complete a Type Rating course which satisfies the requirements applicable
to the issue of flight crew licenses requirements of FCL when changing from one type of aeroplane to
another type or class of aeroplane for which a new type or class rating is required. A flight
crewmember will be required to complete a conversion course before commencing unsupervised
line flying:
a)
On joining the Company, or
b)
When changing to an aeroplane for which a new type or class rating is required.
Type rating training, when required, may be conducted separately or as part of the conversion
training. When the type rating training is conducted as part of conversion training, the conversiontraining program will include all the licensing requirements.
The minimum standards of qualification and experience required of flight crewmembers before
undertaking a conversion course are as given in Para 1.4.4.
The amount of training required will be determined after due note has been taken of the
flight crewmembers previous training and experience.
The Conversion course shall include:
a)
Ground training and checking including aeroplane systems, normal, abnormal and emergency
procedures;
b)
Emergency and safety equipment training and checking which must be completed before
aeroplane training commences,
c)
CRM training (Elements of CRM training are integrated into the conversion course, and
conducted by suitably qualified personnel).
d)
Aeroplane/(STD) flight simulator training and checking, and
e)
Line flying under supervision and line check.
f)
Conversion Training to be conducted by properly qualified personnel, as described in Astra
Part D, Section 1.

The conversion course shall be conducted in the order above.

When a flight crewmember has not previously completed an operator's conversion course,
the flight crewmember shall undergo general first aid training and, if applicable, ditching
procedures training uses the equipment in water.
Once a flight crewmember has commenced a conversion course he shall not undertake flying
duties on another type or class of aeroplane until the course is completed or terminated.
In the case of a flight crewmember changing aeroplane type or class, the operator
proficiency check (OPC) may be combined with the type or class rating skill test required by
FCL.
by Astra Airlines
Issue: 2
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Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 6

PREVIOUS
EXPERIENCE
GRND
SCHL
EMERG&
SAFETY
C
R
M
D
G
AVIAT
ION
SECU
RITY
ASTRA
AIRLINES
INDOC
TCAS
RVSM
EWIS
SIM
TRNG
A/C
TRNG
LINE
TRNG
WINTER
OPS
Type
rated,
X1
X2
X2 X2
X
X
X3
X2
X4
X5
X6
JAA
operator
Type
rated,
X6
X1
X
X
X
X
X
X3
X
X4
X5
non JAA
operator
NonType
rated,
X
X
X3
X2
X
X
X
X
X
X2 X2
X6
JAA
operator
NonType
rated,
X
X
X
X
X
X
X3
X
X
X
X
X6
non JAA
operator
Notes:
1.
An abbreviated Aeroplane system course (system refresher) will be conducted.
2.
For candidates holding a valid certificate from a previous JAA operator, certificates may be validated,
provided that not Expiring in that period, and that the company specifics are covered in the Astra
Airlines Indoc, OM Part A 9 and 11
3.
RVSM & TCAS; if applicable for relevant Aeroplane type.
4.
An abbreviated flight simulator-training program consists of 1 session (OPC).
5.
For type rated candidates a minimum of 10 sectors is required, including the Line Check.
6.
Required before the start of winter operations.
2.0.1.2 Ground Training
All flight crew will attend a ground-training course prior to being examined by or on behalf of the
TRTO and/or Astra.
Ground training should comprise a properly organized program of ground instruction by training staff
with adequate facilities. The course of ground instruction will incorporate formal tests on aeroplane
systems, performance and flight planning.
The syllabus for the course is held by the Training Manager and will be issued to Instructors and
students at the appropriate time.
2.0.1.2.1 Training Goal

Upon Completion of the ground Training the student will be able to:
a)
Describe the purpose/operation of the aeroplane systems stated below.
b)
Identify and locate the cockpit controls and indicators for the aeroplane systems listed below.
c)
Describe and demonstrate the purpose and correct operation of each of the aeroplane
system's cockpit control.
d)
Understand the normal and non-normal operation of each system, and describe the
corrective action needed to resolve the abnormal condition.
by Astra Airlines
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TRAINING SYLLABUS
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2.0.1.2.2 Aeroplanes Systems (CBT)

This part of the ground training is based on computer-based training (CBT). In addition the student
will receive classroom reviews conducted by ground instructors (See Appendix A).
The ground instructor will deliver and explain the Aeroplane manuals prior to the commencement of
the ground school training.
The list of operating procedure and systems description, OM Part B:
1.
Airplane General
2.
Air-condition and pressurization
3.
Automatic flight
4.
Auxiliary power unit
5.
Communications
6.
Electrical
7.
Engines
8.
Fire Warning & Protection
9.
Flight controls
10.
Fuel
11.
Hydraulic
12.
Ice and rain protection
13.
Instrumentation & Navigation
14.
Landing gear & Brakes
15.
Pneumatics
16.
Procedures & Techniques
The list of subjects, MOM I:
1.
Limitations.
2.
Normal procedure
3.
NON-Normal Procedure
The list of subjects, M Part B:
1.
Performance and flight planning
2.
Mass and balance
2.0.1.2.3 Ground School Examination
The Training Manager will be responsible to make all necessary administration arrangements
with the approved TRTO and the HCAA.
The syllabi for the type related ground school training/checking is published in the Appendix
A of this manual.
The ground school will be concluded with a Company written examination comprising of 100
questions, of which the pass grade is a minimum of 75%.
For type rating endorsement, HCAA written examination is required.
Pilots not holding a type rating, training and checking shall be done by a TRTO.
2.0.1.3 Emergency and Safety Equipment Training

On the initial conversion course and subsequent conversion courses as applicable, the following
program will be given by the appropriate Astra Airlines ground instructor or external training
organisation approved by HCAA or a combination of the two.
by Astra Airlines
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a. Instruction on First Aid in General (Initial Conversion Only): Instruction on first aid as
relevant to the aeroplane type of operation and crew complement including where no cabin crew are
required to be carried. Aero medical topics including:
Hypoxia,
Hyperventilation,
Contamination of the skin or eyes by aviation fuel or hydraulic or other fluids,
Hygiene and food poisoning,
Malaria and
Crew incapacitation
b. Evacuation of the Aeroplane by use of a slide if fitted and the exercise will occur on the
specific aeroplane. The crew (cockpit and cabin) will simulate their action from the moment the
aircraft comes to a complete stop until the end of evacuation.
NOTE: The use of the slide need not be practiced except when converting to an aeroplane with
higher sill height than that which the crewmember was previously qualified. Touch drill are to be
substituted for actual practice.
c. Water Survival Training a comprehensive drill to cover all ditching procedures where flotation
equipment is carried. This includes practice of the actual donning and inflation of a lifejacket,
together with a demonstration or film of the inflation of life rafts and/or slide-rafts and associated
equipment if fitted. This practice will, on an initial conversion course, be conducted using the
equipment in water, although previous certificated training with another operator or the use of similar
equipment will be accepted in lieu of further wet drill ground instructor or external training
organisation approved by HCAA.
d. Smoke Training (3 years). The effect of smoke in an enclosed area and actual use of all
relevant equipment in a simulated smoke-filled environment. Astra Airlines ground instructor or
external training organisation approved by HCAA will conduct this training.
e. Actual Fire Fighting using equipment representative of that of the aeroplane.
f. The Operational Procedures of Security, rescue and emergency services, conducted by Astra
Airlines ground instructor.
g. Survival information appropriate to the areas of operation, (e.g. mountainous, or sea) and
training in the use of any survival equipment required to be carried, conducted by Astra Airlines
ground instructor.
h. Location of Emergency and Safety Equipment: Classroom Instruction on the correct use of
location of emergency and safety equipment with appropriate drills and procedures practiced in the
actual aeroplane that could be required of flight crew in different emergency situations, conducted by
Astra Airlines ground instructor.
The instructors will, as far as is practicable, provide combined training for flight crew and cabin crew.
Provision should be made for flight and cabin crew instructors to observe and comment on each
other training.
The successful resolution of aeroplane emergencies requires interaction between flight crew and
cabin crew and emphasis will be placed on the importance of effective co-ordination and two-way
communication between all crewmembers in various emergency situations.
Checking
Upon completion of the above training a written test of 30 questions will be given by an Astra Airlines
ground instructor, covering all aspects of emergency and safety equipment and procedures. Pass rate
is 75%.
by Astra Airlines
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2.0.1.4 CRM Training

If the flight crewmember has not previously completed an operator's conversion course then a full
length CRM course must be completed. If the flight crewmember undergoes a subsequent
conversion course he shall complete the appropriate elements of the CRM course.
The student will not be assessed either during or on completion of specific CRM training, courses or
exercises.
2.0.1.4.1 Introduction
Crew Resource Management (CRM) is the effective utilization of all available resources (E.g.
crewmembers, aeroplane systems and supporting facilities and persons) to achieve safe and efficient
operation.
The objective of CRM is to enhance the communication and management skills of the flight
crewmember concerned. The emphasis is placed on the non-technical aspects of flight crew
performance.
CRM training will include the following elements:
a)
Human Error and reliability, error chain, error prevention and detection.
b)
Company safety culture, SOP, organizational factor.
c)
Stress management, fatigue and vigilance.
d)
Information acquisition and processing, situation awareness, workload management.
e)
Decision-making.
f)
Communication and co-ordination inside and outside the cockpit.
g)
Leadership and team behavior, synergy.
h)
Automation and philosophy of the use of automation.
i)
Specific type-related differences.
j)
Case based studies.
k)
Use of Automation and philosophy and use.
l)
Additional areas, which warrant extra attention as identified by accident prevention and flight
safety program.
CRM will also address the nature of the company's operations as well as the associated crew
operating procedures. This will include areas of operation, which produce particular difficulties,
adverse climatological conditions and any unusual hazards.
2.0.1.4.2 Training Scheme

CRM training will include both:
a)
Classroom training;
b)
Practical exercises including group discussions and accident reviews to analyze
communication problems and instances or examples of a lack of information or crew
management.
An initial Crew Resource Management (CRM) course will be provided for all pilots in accordance with
requirements. Initial Courses will be of two days duration, subsequent recurrent courses one day.
The CRM course will be conducted in house or by an approved training organization.
CRM Assessment will be an important part of the Company Proficiency Check. (See Appendix C).
by Astra Airlines
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Page: 10
2.0.1.5 Synthetic Training Device and Aeroplane Training
2.0.1.5.1 General
Flying training will be structured and sufficiently comprehensive to familiarize the flight crewmember
thoroughly with all aspects of limitations and normal / abnormal and emergency procedures
associated with the aeroplane and will be carried out by suitably qualified TRI/SFI and/or TRE/SFE.
Additional training will be required for specialized operations such as steep approaches, ETOPS or
Category II operations (QFE operation).
Aeroplane/Flight Simulator training, particular emphasis should be placed on the practice of line
orientated flying training (LOFT) with emphasis on crew resource management CRM.
The same training and practice in flying of the aeroplane will be given to co-pilots as well as to the
commanders. The flight handling sections of the syllabus for commanders and co-pilots alike will
include all the requirements of the operator proficiency check, as required by EU OPS 1.965.
Unless the type rating training Program has been carried out in a flight simulator usable for zero
flight time (ZFT) conversion, the training should include 4/ 6 takeoffs and landings in the aeroplane.
A flight simulator, subject to its qualification level and approval, may be used for all or part of the
checks given in this Section, except for the Line Check, subject to the approval of the Authority.
2.0.1.5.2 Synthetic Training Device-Training

The Synthetic Training Device conversion syllabus is designed to provide a progressive sequence of
training appropriate to the average pilot. The Company courses are as follows:
BAe 146 Series: See Appendix A of this Manual
A320 Series: See Appendix J of this Manual
The aims of the Synthetic Flight Training are to:
a)
Provide environmental training in instrument flying and normal/abnormal/emergency in-flight
procedures so that the pilot will react without error or loss of control to any given situation;
b)
Inspire pilot confidence in his own ability and in the integrity of the airplane and its systems;
c)
Provide realistic and complete practice of abnormal drills;
d)
Certify those licensing or operator items for which the simulator is approved;
e)
Achieve a high standard of overall pilot performance.
2.0.1.5.3 Crew Composition
The conversion flight simulator training is established for the simultaneous qualification of a flight
crew consisting of a commander and co-pilot.
In case the crew consists of (2) commanders or (2) co-pilots, the course may be completed with
both crewmembers taking turns acting as commander and co-pilot, provided, PF duties are
trained and completed from the seat for which the crew member is being trained.
During LOFT sessions, the crewmember must be trained from the seat that he is being trained
for and the other crew seat must be occupied by a crewmember qualified for, or under training
for that seat.
by Astra Airlines
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2.0.1.5.4 Approval of Zero Flight Time Training (ZFTT)

1. For Approval of Type Rating Course-using ZFTT the following criteria will apply:
a)
The flight simulator to be used shall be qualified in accordance with STD and user
approved by the HCAA.
b)
The flight simulator shall be fully serviceable during ZFTT.
c)
Additional take off and landing exercises shall be included in the type rating course
and at least six take off and landings shall be conducted under the instruction of a
TRI (A).
d)
For initial approval to conduct ZFTT an operator shall have held a OPS air operators
certificate for not less than one year.
e)
Approval for ZFTT for further type of aeroplane shall only be given if the operator has
not less than 90 days operational experience of that aeroplane type.
f)
Approval for ZFTT will only be given to a training organisation provided by an
operator or a training organisation having a specific approved arrangement with an
EU OPS 1 air operating assuring that student pre-requisites are met and type rating
be restricted to that operator until flying under supervision has been accomplished.
2. Required Pilot Experience
ZFTT will only be approved for type rating training for pilots of multi-pilot aeroplanes who meet the
minimum flying experience specified for the level of flight simulator to be used on the course as
follows:
a)
Pilot undertaking ZFTT shall have completed not less than 1500 hours flight time or
250 route sectors on a relevant aeroplane type if flight simulator qualified to level CG
or C is used during the course. If level DG, Interim D or D qualified flight simulator is
used the pilot shall have not less than 500 hours flight time or 100 route sectors on
relevant type.
b)
A relevant type of aeroplane is a turbo-jet transport category aeroplane with a MTOM
of not less than 10 tons or an approved passenger-seating configuration for not less
than 20 passengers.
c)
Instructor qualification: for additional specific take off and landing exercises the
instructor shall hold a TRI (A) rating.
3. Line Flying after ZFTT
a)
b)
Line flying under super vision shall commence as soon as possible but not later than
21 days after completing the ZFTT.
The first four take off and landing carried out by a pilot following ZFTT shall be flown
under the supervision of TRI (A) occupying a pilots seat.
2.0.1.5.5 Briefing and Debriefing

Normally consist of 1 hours briefing and hours debriefing. Where possible full use is made of
wallboards and visual aids to help reinforce the instruction. Students are being encouraged to make
brief notes and answer questions to ensure their participation and full attention throughout the
briefing.
2.0.1.5.6 Instructor
Initial/conversion flight simulator training is conducted by a TRI or SFI. The flight simulator check is
conducted by a TRE/SFE, not being the TRI/SFI who conducted the training.
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Page: 12
2.0.1.5.7 Aeroplane Training

With the exception of courses approved for zero flight time, the amount of flight time in the airplane
should be adequate for the completion for the skills test.
A pilot without a type rating of another airplane, should complete at least 6 landings including full
stop landings.
A pilot with a type rating of another airplane should complete at least 4 landings.
Airplane training is conducted by a TRI/TRE.
Airport and Weather Minimums for Circuit Training:
Airport Elevation
Not exceeding 2000 Pressure Altitude.
Runway Length
Minimum 2500 m (Stop way may be included).
Ceiling Height
Not lower than 2000 AAL.
Visibility
Not lower than 5000 m.
X-Wind component
Not exceeding 10 kts.
Turbulence
Not exceeding Light intensity.
Precipitation
Not exceeding light rain.
Runway Condition
No contamination is allowed.
Of course common sense must be used at all times.
2.0.1.6 Flying Tests and Checks
The following mandatory tests and checks will be carried out on or prior to completion of the
conversion training and prior to commencing Line Flying under Supervision:
a)
Emergency and Safety Equipment Check;
b)
Type rating Skill Test;
c)
Operator Proficiency Check;
The Emergency and Safety Equipment Check must be completed before the candidate flies the
airplane.
When the Operator Proficiency Check is conducted in an approved synthetic flight trainer crews shall
also demonstrate their proficiency in conducting ILS approaches to Category II aerodrome operating
minima, when applicable.
by Astra Airlines
Issue: 2
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Revision No. 2
Jan. 2012
OM
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TRAINING SYLLABUS
Section 2
Page: 13
2.0.1.7 Line Flying Under Supervision

Line flying under supervision provides the opportunity for a flight crew member to carry into practice
the procedures and techniques he has been made familiar with during the ground and flying training
of the conversion course. At the end of line flying under supervision the respective flight crewmember
should be able to perform a safe and efficient flight conducted within the terms of reference of his
flight crewmember station.
Following completion of synthetic training device/aeroplane training and checking each flight
crewmember shall operate a minimum number of sectors and/or flying hours under the supervision
of a LTC or a TRI.
The Training Manager shall determine the minimum number of sectors after taking into account the
following:
a)
Previous experience of the flight crew member,
b)
Complexity of the aeroplane, and
c)
The type and area of operation.
The minimum sectors to be flown under supervision are as follows:
LINE TRAINING/REQUIRED ROUTE SECTORS
TRAINEE
MINIMUM SECTORS
Co-pilot, already type rated
10
Co-pilot, First conversion training
Total 100 hours or minimum 40 sectors
Co-pilot Upgrading to Commander New Type Rating
20
Co-pilot Upgrading to Commander With Type Rating
10
Commander training, Without Type Rating
20
Commander, already type rated
10
Aeroplane Variant Commanders and Co-Pilots
2
Conversion on New Type, within Astra Commander
20
Conversion on New Type, within Astra Co-pilot
50
When a flight crewmember (commander or co-pilot) with no/or very little previous experience on the
type, begins line flying under supervision a fully qualified commander/co-pilot (Safety Pilot) shall be
carried in addition, until the LTC feels that, he is no longer required.
A line check will be completed upon completion of line flying under supervision conducted by an
approved LTC, TRI or TRE.
2.0.1.8 Reduced Vertical Separation Minima
If flight crew members are to operate an airplane type, which is RVSM, approved on the Astra
Airlines AOC, they have to be trained for RVSM operations. This training is incorporated in the
conversion training for the applicable type.
The training consists of the following phases:

Self study.

Classroom instruction by an Astra Airlines Ground Instructor. It includes a DVD film.

Completions of the RVSM Questionnaire with a minimum pass mark of 75%.
by Astra Airlines
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Revision No. 2
Jan. 2012
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RVSM qualification is obtained by completion of the above. The subjects, which will be reviewed
during this training as follows:
Knowledge and understanding of standard ATC phraseology.
The importance of Crosschecking to ensure that ATC clearances are promptly and correctly
complied with.
Limitations and correction charts for the use of standby altimeter in contingencies.
Problems of visual perception of other aeroplane at 1000 ft separation during darkness, when
encountering local phenomena such as northern lights, for opposite and same direction traffic
and during turns.
Characteristics of altitude capture system, which may lead to overshoots.
Relationship between primary altimeter systems, automatic altitude control and transponder
systems in normal and abnormal conditions.
Any airframe restrictions, if required for a particular type, related to RVSM airworthiness
approval.
Awareness of problems due to wake vortex encounters at TCAS operations in RVSM airspace.
Awareness about Transitions problems and safety issues.

(See Appendix D/RVSM).
2.0.1.9 MNPS Training and Checking
Scope
Operation into MNPS requires a high degree of navigation accuracy obtained through dedicated crew
operating procedures and practices.
Purpose
The MNPS clearance program is designed to provide trainee with the briefing and flight training
required by the authorities to operate into MNPS airspace.
Training aids
Classroom briefing, Astra Airlines Audio/Visual training modules and FFS or a FBS simulator will be
used.
Syllabus
Items covered during the MNPS classroom and Astra Airlines and Audio/Visual training modules
briefing will be:
-- MNPS area of application.
-- Crew and equipment certification requirements.
-- Acceptable navigation equipment.
-- ICAO flight plan.
FMS lateral navigation procedures, including cross-checking of proper route Loading Procedures
following partial or total loss of long range navigation capabilities:
-- North Atlantic
-- Canada
Procedures following in flight contingencies
NAT organized track system (NAT OTS)
MACH number technique
Communications
Crossing clearance procedures and frequencies
Position reporting procedures
Transponder operation.
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Items covered during the FSS/FBS program will be:

FMS lateral navigation procedures
FMS route landing procedures
Re-routing
In-flight contingencies.
(See Appendix D/RVSM/MNPS).
Administration:
Although no specific examination or check will be administered the trainee must demonstrate his
thorough understanding of the various MNPS requirements and his ability to manage in flight
contingencies in relation to MNPS.
Attendance to classroom briefing and the FFS period will be annotated in the pilot's technical file.
2.0.1.10 Dangerous Goods Awareness Training
Pilots will receive training in their responsibilities in the transport of dangerous goods, no matter
whether the goods are carried as cargo or in the possession of passengers. The training will cover the
syllabus given in Astra Part D, Appendix F.
If the flight crewmember has not previously completed an initial aviation security course then he shall
complete a full Security training course according to 2.3.2 below.
2.0.1.12 Astra Airlines Air Indoc
During this course the flight crewmember is familiarized (indoctrination) with the various aspects of
the company. The following persons and or department heads conduct the initial introduction:

Astra Airlines Organization Structure
FOM

SOPs
Training Manager or FOM

Flight Planning and work and rest regulations
OCC

Operations Manuals
Training Manager
The OM introduction is instructed according the Astra Airlines OM Part A, B, C and D. Duration of one
day.
2.0.1.13 TCAS Training
The training program and documentation consists of the following;
Refer to the TCAS session in the CBT program;
AOM, describing the system components and procedures;
Practical training include in the Simulator program.

2.0.1.14 Route Competence Training
Prior to being assigned as commander or as a pilot to whom the conduct of the flight may be
delegated by the commander, the pilot shall undergo training to ensure that he has obtained
adequate knowledge of the route to be flown and of the aerodromes (including alternates), facilities
and procedures to be used.
Route
a)
b)
c)
d)
e)
competence training will include knowledge of:

Terrain and minimum safe altitudes;
Seasonal meteorological conditions;
Meteorological, communication and air traffic facilities, services and procedure;
Search and rescue procedures, and
Navigational facilities associated with the route along which the flight is to take place.
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Depending on the complexity of the route, as assessed by Astra Airlines, the following methods of
Familiarizations are used:
1.
For the less complex routes, familiarization by self-briefing with route documentation, or by
means of programmed instruction; and
2.
For more complex routes, in addition to sub-paragraph (1) above. In-flight familiarization as
a commander, co-pilot or observer under supervision, or familiarization in a synthetic training
device using a database appropriate to the route concerned.
Route and Area briefings are to be found in Section 3 of the Airfield/Area Briefings part of the Route
Manual OM part C. Route Competence training is conducted by LTC.
2.0.1.14.1 Categories of Aerodromes, Area and Airfield Briefings

Aerodromes in the Company Area of Operations are categorized according to their characteristics of
terrain difficulties, approach aids and approach patterns, weather conditions or performance
limitations etc.
The details of aerodrome categorizations and the requirements for briefings are given in the
Operations Manual Part C (The Route Manual-Airfield/Area Briefings).
The aerodrome briefings are given in Section 2 of the Airfield/Area Briefings part of the Route
Manual.
2.0.1.14.2 Differences and Familiarization Training

Differences and familiarization training is conducted by an approved TRI/LTC.
2.0.1.14.3 Differences Training

A flight crewmember shall complete differences training which requires additional knowledge and
training on an appropriate training device or the airplane when:
a)
Operating another variant of an airplane of the same type or another type of the same class
currently operated; or
b)
A change of equipment and/or procedures on types of variants currently operated.
2.0.1.14.4 Familiarization Training

Familiarization training is conducted by an approved LTC.
A flight crewmember shall complete familiarization training when:
a)
Operating another airplane of the same type or variant; or
b)
A change of equipment and/or procedures on types or variants currently operated requires
the acquisition of additional knowledge.
Familiarization courses are given in the appropriate Appendix for the airplane type in this Manual,
where applicable.
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2.0.1.14.5
Philosophy
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Page: 17
Operation on more than one Type or Variant-Philosophy and Criteria
The concept of operating more than one type or variant depends upon the experience,
knowledge and ability of the operator and the flight crew concerned.
The first consideration is whether or not the two airplane types or variants are sufficiently
similar to allow the safe operation of both.
The second consideration is whether or not the types or variants are sufficiently similar for
the training, checking and recent experience items completed on one type or variant to
replace those required on the similar type or variant. If these aeroplanes are similar in these
respects, then it is possible to have credit for training, checking and recent experience.
Otherwise, all training, checking and recent experience
Note: See also Part D, Section 1, 1.4.4
2.0.1.14.6 Operation Difference Requirements (ODRs)

Training and checking levels
Level A
Training:
Level A Training can be adequately addressed through self-instruction by a crew member through
page revisions, bulletins or differences handouts. Level A introduces a different version of a system or
component which the crew member has already shown the ability to use and understand. The
differences result in no, or only minor, changes in procedures.
Checking:
A check related to differences is not required at the time of training. However, the crew member is
responsible for acquiring the knowledge and may be checked during proficiency checking.
Level B
Training:
Level B training can be adequately addressed through aided instruction such as slide/tape
presentation, computer based instruction which may be interactive, video or classroom instruction.
Such training is typically used for part-task systems requiring knowledge and training with, possibly,
partial application of procedures (e.g. fuel or hydraulic systems etc.).
Checking:
A written or oral check is required for initial and recurrent differences training.
Level C
Training:
Level C training should be accomplished by use of hands on STDs qualified according to STD 2A,
Level 1 or higher. The differences affect skills, abilities as well as knowledge but do not require the
use of real time devices. Such training covers both normal and non-normal procedures (for example
for flight management systems).
Checking:
An STD used for training level C or higher is used for a check of conversion and recurrent training.
The check should utilize a real time flight environment such as the demonstration of the use of a
flight management system. Maneuvers not related to the specific task do not need to be tested.
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Level D
Training:
Level D training addresses differences that affect knowledge, skill~ and abilities for which training will
be given in a simulated flight environment involving, real time flight maneuvers for which the use of
an STD qualified according to STD 2A, Level 1 would not suffice, but for which motion and visual
clues are not required. Such training would typically involve an STD as defined in STD 2A, Level 2
Checking:
A proficiency check for each type or variant should be conducted following both initial and recurrent
training. However, credit may be given for maneuvers common to each type or variant and need not
be repeated. Items trained to level D differences may be checked in STD5 qualified according to STD
2A, Level 2. Level D checks will therefore comprise at least a full proficiency check on one type or
variant and a partial check at this level on the other.
Level E
Training:
Level E provides a realistic and operationally oriented flight environment achieved only by the use of
Level C or D Flight Simulators or the aeroplane itself. Level E training should be conducted for types
and variants which are significantly different from the base aeroplane and/or for which there are
significant differences in handling qualities
Checking:
A proficiency check on each type or variant should be conducted in a level C or D Flight Simulator or
the aeroplane itself. Either training or checking on each Level E type or variant should be conducted
every 6 months. If training and checking are alternated, a check on one type or variant should be
followed by training on the other so that a crew member receives at least one check every 6 months
and at least one check on each type or variant every 12 months 2.1.1.15 Low visibility operations
consist of take-off, where the RVR is less than 400 meters, and Category II/III approaches. The
training and checking is conducted in accordance with a detailed syllabus approved by the Authority
and included in the Operations Manual.
2.0.1.15 Low Visibility Procedures

2.0.1.15.1 General
Flight crew members with no previous experience with Low Visibility (LowVis) operations will be
required to complete the full training course specified in this section, consisting of the following
elements.
Flight crew members with previous experience with Category II/III operations with another JAA
operator will not be required to undertake the full ground training course but will undertake an
abbreviated ground training course as determined by the Manager Crew Training. Flight crew
members with or without previous experience shall study the Life Line Aviation Study Guide 1.
Flight crew members with Category II or III experience with Life Line Aviation may undertake an
abbreviated include the following elements:
1.
an abbreviated ground course taking into account the flight crew members previous CAT
II/III training and experience;
2.
a minimum of eight approaches and/or landings in an approved flight simulator; (initial and
recurrent training will be performed on specific type simulator)
3.
A check to be conducted on each flight crew member before conducting CAT II or III
operations.
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Pilots will be trained in low visibility operations during initial conversion to type or, if already type
rated, during recurrent training. This training is to be conducted by a TRI (A).
The TRE will sign the Proficiency Check training form and the Flight Crew Validation Certificate on
completion of both the Simulator and Line sector requirements.

The full ground audio visual training course for Low Visibility Operations shall cover, at least, the
following syllabus:
1.
The characteristics and limitations of the ILS and/or MLS;
2.
The characteristics of the visual aids;
3.
The characteristics of fog;
4.
The operational capabilities and limitations of the particular aircraft;
5.
The effects of precipitation, ice accretion, low level wind shear and turbulence;
6.
The effect of specific aeroplane malfunctions;
7.
The use and limitations of RVR assessment systems;
8.
The principles of obstacle clearance requirements;
9.
Recognition of and action to be taken in the event of failure of ground equipment;
10.
The procedures and precautions to be followed with regard to surface movement during
operations when the RVR is 400 meters or less (Low Visibility Procedures) and any additional
procedures required for take-off in conditions below 150 meters;
11.
The significance of decision heights based upon radio altimeters and the effect of terrain
profile in the approach area on radio altimeter readings and on the automatic
approach/landing systems;
12.
The importance and significance of Alert Height if applicable and the action in the event of
any failure above and below Alert Height;
13.
The LowVis initial and recurrent qualification requirements and
14.
The importance of correct seating and eye position.
2.0.1.15.3 Flight Simulator/Flight Training

The Flight simulator and/or Flight training should comprise a minimum of eight approaches and/or
landings in a flight simulator approved for the purpose.
The approved flight simulator and/or flight training for Low Visibility Operations shall include:
a)
Checks of satisfactory functioning of equipment, both on the ground and in-flight;
b)
Effect on minima caused by charges in the status of ground installations;
c)
Monitoring of automating flight control systems and autoland stats annunciators with
emphasis on the action to be taken in the event of failures of such systems;
d)
Actions to be taken in the event of failures such as engines, electrical systems, hydraulics or
flight control systems;
e)
The effect of known unserviceabilities and use of minimum equipment lists;
f)
Operating limitations resulting from airworthiness certification;
g)
Guidance on the visual cues required at decision height together with information on
maximum deviation allowed from glide path or localizer; and
h)
The importance and significance of alert Height, if applicable, and the action to be taken in
the event of any failure above and below Alert Height.
Each flight crew member must be instructed on the coordination required with other crew members.
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The training will be divided into phases covering normal operation with no aeroplane or equipment
failures but including all weather conditions which may be encountered and detailed scenarios or
airplane and equipment failure which could affect Category II or III operations. Flight Crew practice
incapacitation procedures appropriate to Low Visibility Take-Offs and Category II or III operations.
Initial Category II and III training shall include at least the following exercises:
a)
approach using the appropriate flight guidance, autopilots and control systems installed in
the aeroplane, to the appropriate decision height and to include transition to visual flight and
landing;
b)
approach with all engines operating using the appropriate flight guidance systems, autopilots
and control systems installed in the aeroplane down to the appropriate flight guidance
systems, autopilots and control systems installed in the aeroplane down to the appropriate
decision height followed by missed approach; all without external visual reference;
c)
where appropriate, approaches utilizing automatic flight systems to provide automatic flare,
landing and roll out;
d)
normal operation of the applicable system both with and without acquisition of visual cues at
decision height;
e)
approaches with engine failure at various stages of the approach;
f)
approaches with critical equipment failures (e.g. electrical systems, auto flight systems,
ground and/or airborne ILS systems and status monitors);
g)
approaches where failures of auto flight equipment at low level require either:
1.
reversion to manual flight to control flare, landing and roll-out or misses approach; or
2.
reversion to manual flight or a downgraded automatic mode to control missed
approaches from, at or below decision height including those which may result in a
touchdown on the runway;
h)
failures of the systems which will result in excessive localizer and/or glide slope deviation,
both above and below decision height, in the minimum visual conditions authorized for the
operation; and
b)
Failures and procedures specific to the aeroplane type or variant.
The training program must provide practice in handling faults which require a reversion to higher
minima. The training program must include the handling of the aeroplane when, during a fail passive
Category III approach, the fault causes the autopilot to disconnect at or below decision height when
the last reported RVR is 300m or less. Where take-offs are conducted in RVRs of 400 meters and
below, training must be established to cover systems failures and engine failure resulting in
continued as well as rejected take-off.
2.0.1.15.4 Flight Crew Qualification

Satisfactory completion of the specified Company Low Visibility Operations training program as given
in this Section will constitute a check of a pilots competence. Low Visibility training is to be recorded
in the Low Visibility Operations Approach Log and the Low Visibility Operations Qualification Form.

Each flight crewmember must undergo the following line flying under supervision in order to be
cleared for category II/III operations.
a)
For CAT II when a manual landing is required, a minimum of 3 landings from autopilot
disconnect.
b)
A minimum of three auto-lands under supervision from an auto-approach actual or simulated
Category II/III in line service.
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2.0.1.15.6 Recurrent Training and Checking

An operator must ensure that, in conjunction with the normal recurrent training and operator
proficiency checks, a pilots knowledge and ability to perform the tasks associated with the particular
category of operation for which he is authorized is checked. The required number of approaches
within the validity period of the operator proficiency check (as prescribed in OPS 1.965(b)) is to be a
minimum of three, one of which may be substituted by an approach and landing in the aeroplane
using approved Category II or III procedures.
One missed approach shall be flown during the conduct of the operator proficiency check. If the
operator is authorized to conduct take-off with RVR less than 150/200 m, at least one LVTO to the
lowest applicable minima shall be flown during the conduct of the operator proficiency check (See
IEM OPS 1.450(b) (i).)
2.0.1.15.7 Type and Command

Where a Commander is new to the airplane type the following additional qualification must be met:
a)
50 hours or 20 sectors as pilot in command before performing any Category II operations.
b)
100 meters must be added to the applicable Category II minima until the flight crewmember
has achieved 100 hours or 40 sectors as pilot in command, unless the pilot has previously
qualified for category II or III operations with another JAA operator.
c)
The Authority may authorize a reduction in the above command experience requirements for
flight crew members who have Category II or Category III command experience.
2.0.1.15.8 Low Visibility Take-off With RVR Less than 150/200 Meters
Before being authorized to conduct a low visibility take-off in RVR less than 150 meters, pilots must
complete the following training in an approved simulator:
a)
Normal take-off in minimum authorized conditions;
b)
Take-off in minimum authorized conditions with engine failure between V1 and V2 or as soon
as safety conditions permit, and
c)
Take-off in minimum authorized conditions with engine failure before V1 resulting in a
rejected take-off.
A check of the pilots competence to carry out a LVTO in less than 150 m RVR is required before
conducting LowVis Take-offs in RVRs of less 150m unless the training described above is carried out
on initial type conversion.
2.0.1.15.9 Aircrew Certificate of Approval

On completion of initial Category II/III initial or recurrent training, the Training Captain will complete
and sign the Low Visibility Operations Rating Validation/Revalidation certificate as appropriate. The
certificate is to be retained by pilots in their licence. For low visibility operations both pilots must have
a current Certificate of Approval.
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2.0.2 RECURRENT TRAINING

A flight crewmember shall undergo recurrent training that is relevant to the type or variant aeroplane
on which he is certificated to operate.
2.0.2.1 Ground and Refresher Training
The annual ground and refresher training is conducted by a qualified instructor and consists of:
e)
Two days CBT training supervised by ground instructor and
f)
Completing the yearly Technical Refresher Questionnaire.
The training includes:
g)
Aeroplane systems; all aeroplane systems are reviewed within a 3-year cycle and this part of
the training verified by a questionnaire, for which a pass mark of 75% is required,
h)
Accident/incident occurrence review.
i)
Operational procedures and requirements including ground de/anti icing and pilot
incapacitation
3-YEAR CYCLE OF THE TECHNICAL REFRESHER/QUESTIONNAIRE
2009, 2012
2010, 2013
2011, 2014
Aeroplane General, Water and
Electrical
Hydraulic
Waste
Fire Protection
Fuel
Landing Gear
Pneumatics, Air conditioning Emergency
equipment
and
Power Plant and APU
and Pressurization
Oxygen
Auto Flight
Instruments and Recorders
Navigation Equipments
Ice and Rain Protection
Warning and Cautions
Flight Controls
Communications
2.0.2.2 Aeroplane/Synthetic Training Device
The flight simulator recurrent training program includes aeroplane system malfunctions and
associated procedures. EU OPS 1 require that all major aeroplane systems failures must be covered
within a 3 years cycle.
Flight Simulator Recurrent Training normally consists of one (1) session of 4 hours and is conducted
once a year.
Normally the Recurrent Training session is combined with the OPC or LPC at least every 12 months.
The training items covered in the recurrent training will normally be completed using Maneuver
Oriented Flight Training (MOFT). During MOFT repositioning may occur, maneuvers may be repeated,
flight phases may be omitted and non-standard maneuvers (such as touch and go) may be
requested, in order to complete required items. The recurrent training is conducted by a TRI or SFI
(simulator only).
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This table serves the master guideline for recurrent training scenarios.
NORMAL AND ABNORMAL & EMERGENCY SYSTEM OPERATION
2009, 2012
2010, 2013
2011, 2014
Aeroplane General, Water and
Electrical
Hydraulic
Waste
Fire Protection
Fuel
Landing Gear
Pneumatics Air conditioning and Emergency
Equipment
and
Power Plant and APU
Pressurization
Oxygen
Auto Flight
Instruments and Records
Navigation Equipment
Warning and Cautions
Flight Controls
Communication
SUPPLEMENTARY MANEUVERS AND PROCEDURES
Smoke control/removal
Ditching or bomb alert
Engine failure(s) and restart
Rapid
Decompression
and
Flight Crew incapacitation
RVSM
Emergency Descent
Windshear
TCAS/GPWS
Jammed flight controls
Cold/Hot weather operation
OM Part B associated abnormal and emergency procedures to related systems.
2.0.2.3 Emergency and Safety Equipment
The emergency and safety equipment-training program may be combined with emergency
and safety equipment checking and shall be conducted in an airplane or a suitable alternative
training device.
The successful resolution of airplane emergencies requires interaction between flight crew
and cabin crew and emphasis should be placed on the importance of effective co-ordination
and two-way communication between all crewmembers in various emergency situations.
Emergency and safety equipment training should include joint practice in airplane
evacuations so that all who are involved are aware of the duties other crewmembers should
perform. When such practice is not possible, combined flight crew and cabin crew training
should include joint discussion of emergency scenarios.
Emergency and safety equipment training should, as far as practicable, take place in
conjunction with cabin crew undergoing similar training with emphasis on coordinated
procedures and two-way communication between flight deck and cabin.
2.0.2.3.1 Annual
Every year the emergency and safety equipment-training program must include the following:
a)
Actual donning of a lifejacket.
b)
Actual donning of protective breathing equipment.
c)
Actual handling of fire extinguishers.
d)
Instruction on the location and use of all emergency and safety equipment carried on the
airplane.
e)
Instruction on the location and use of all types of exits; and
f)
Security procedures.
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2.0.2.3.2 Triennial
Every three years the program of training must include the following:
a)
Actual operation of all types of exits;
b)
Demonstration of the method used to operate slides;
c)
Actual fire-fighting using equipment representative of that carried in the aeroplane on an
actual or simulated fire except that, with Halon extinguishers, an alternative method
acceptable to the Authority may be used;
d)
The effects of smoke in an enclosed area and actual use of all relevant equipment in a
simulated smoke-filled environment;
e)
Actual handling of pyrotechnics, real or simulated, where fitted; and
f)
Demonstration in the use of life rafts, where fitted.
2.0.2.4 CRM
CRM training will normally be addressed during Line Oriented Flying Training (LOFT). Where LOFT is
not available, flight crewmembers will be required to complete elements of CRM every year (see
Appendix B). The flight crewmember will not be assessed during specifically designed CRM training
courses and exercises.
Elements of CRM shall be integrated into all appropriate phases of recurrent training; and a specific
modular CRM training program shall be established such that all major topics of CRM training are
covered over a period not exceeding 3 years, as follows:
a)
Human error and reliability, error chain, error prevention and detection.
b)
Company safety culture, SOPs, organizational factors.
c)
Stress, stress management, fatigue and vigilance.
d)
Information acquisition and processing, situational awareness, workload management.
e)
Decision Making.
f)
Communication and co-ordination inside and outside the cockpit.
g)
Leadership and team behavior, synergy.
h)
Automation and philosophy of the use of automation (if relevant).
i)
Specific type related differences.
j)
Case based studies.
k)
Additional areas, which warrant extra attention, as identified by an accident prevent and
flight safety program (OPS 1.037).
2.0.2.5 Dangerous Goods Awareness
Dangerous Goods awareness recurrent training will normally be carried out every 2 years.
The training is to cover the same syllabus in refresher form as that given for the initial training (See
Appendix F).
Security recurrent training will be carried out every three years. The training should contain the
following:
a)
Current threat assessment.
b)
Review of recent incidents: Lessons to be learned.
c)
Reminders of company emergency procedures, manual amendments etc.
d)
Update of initial training course as appropriate.
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2.0.2.7 TRI Recurrent

Each TRI will conduct one (1) Simulator Training session under the supervision of a TRE every 12
months.
Each TRI will receive one (1) day Refresher Training (acceptable to the Authority) by the Training
Manager.
This training includes all major topics of incidents and accidents. If deemed necessary this part
may be implemented in the six (6) monthly flight simulator recurrent training programs.
The TRI is to pass the half yearly OPC and yearly LPC in order to maintain TRI privileges.
2.0.2.7.1 RVSM, TCAS, BRNAV,PRNAV,EWIS, ETOPS and MNPS Training

The annual ground and refresher training is performed by a qualified instructor. Contents of this
training are:
1.
Self study guide materials extracted from Part D (see appendices)
2.
Material from DVD and CBT
3.
The Jeppesen Manual
2.0.2.7.2 Low Visibility Take-off and Category II/III Recurrent Training

Recurrent training for low visibility operations is to be included as part of the pilots Company
Proficiency Check to include a minimum of two low visibility approaches, one of which should be a
missed approach, and a low visibility take-off at the lowest applicable minima. For operations on
aeroplane with a fail-passive auto pilot, a missed approach as a result of auto-pilot failure at or below
DH when the last reported RVR was 300 m or less is to be practiced at least once in every 18
months.
2.0.2.8 Recurrent Checking
A flight crewmember will undergo recurrent checking relevant to the type or variant of airplane on
which he is certificated to operate. Line checks, route and aerodrome competency and recent
experience requirements are intended to ensure the crew member's ability to operate efficiently
under normal conditions, whereas other checks and emergency and safety equipment training are
primarily intended to prepare the crew member for abnormal/emergency procedures.
The line check is performed in the airplane. All other training and checking will be performed in the
airplane or an approved flight simulator or, in the case of emergency and safety equipment training,
in a representative training device. The type of equipment used for checking should be representative
of the instrumentation, equipment and layout of the airplane type operated by the flight
crewmember.
The OPC and LPC as described in the following paragraphs assume that an approved simulator will be
used. When, in exceptional circumstances, these checks are performed in the airplane
The following restrictions apply for safety reasons:
-Engine failure on take off must be simulated with the throttle closure at V2 or above.
-Rejected take off may not be performed on the airplane. A touch drill should be carried out
instead.
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TRAINING SYLLABUS
Section 2
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2.0.2.8.1 Operator Proficiency Check

Each flight crewmember shall undergo operator proficiency checks as part of a normal flight crew
complement to demonstrate competence in carrying out normal, abnormal and emergency
procedures. The check will be conducted without external visual reference (except that take-offs and
landings should be conducted using the appropriate visual reference). The Operator Proficiency
Check shall include the following maneuvers:
a)
Rejected take-off;
b)
Take-off with engine failure between V1 and V2;
c)
Precision instrument approach to minima with one engine inoperative;
d)
Non-precision approach to minima;
e)
Missed approach on instruments from minima with one engine inoperative;
f)
Landing with one engine inoperative.
When engine out maneuvers are carried out in an airplane, the engine failure must be simulated.
Engine failure is to be simulated by closing the thrust lever.
In addition to the checks prescribed above, the requirements of FCL must be completed every 12
months and may be combined with an operator proficiency check.
A Type Rating Examiner (TRE) or (SFE) or (TRI) or (SFI) must conduct the operator proficiency
checks.
When an approved flight simulator is used, the opportunity should be taken, where possible, to use
LOFT.
The mandatory maneuvers (M) and procedures are to be completed each OPC by all flight
crewmembers. Commanders and co-pilots are to complete each mandatory item as Pilot Flying (PF).
2.0.2.8.2 Licence Proficiency Check (LPC)

Each flight crewmember shall undergo a Licence proficiency check each year. The check includes
normal, abnormal and emergency procedures and incorporates the instrument rating renewal.
The result of this check (revalidation or renewal) shall be entered on LPC/OPC form, refer to (App
Form) and returned to the HCAA and a copy kept for company records.
It is Company policy to combine the LPC with the OPC and the combined check shall include the
following maneuvers:
a)
Rejected take-off,
b)
Take-off with engine failure between V1 and V2
c)
Adherence to DEP and ARR routes and ATC,
d)
ILS to DA with one engine inoperative manually flown with missed approach from DA,
e)
NDB or VORLOC approach to minima (Auto-pilot may be used),
f)
Landing with one and/or two engine inoperative.
When engine out maneuvers are carried out in the airplane, the engine failure must be simulated by
closing the thrust lever.
License Proficiency Checks must be conducted by a Company approved TRE or SFE.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 27
2.0.2.8.3 Emergency and Safety Equipment Check

Emergency and safety equipment training should, as far as is practicable, take place in conjunction
with cabin crew undergoing similar training with emphasis on coordinated procedures and two way
communication between the flight deck and the cabin.
2.0.2.8.4 Line Check

The line check is considered a particularly important factor in the development, maintenance and
refinement of high operating standards, and can provide a valuable indication of the usefulness of
company training policy and methods. Line checks are a test of a flight crewmember's ability to
perform a complete line operation satisfactorily, including pre-flight and post flight procedures and
use of the equipment provided, and an opportunity for an overall assessment of his ability to perform
the duties required. The route chosen should be such as to give adequate representation of the
scope of a pilot's normal operations. When weather conditions preclude a manual landing, an
automatic landing is acceptable. The line check is not intended to determine competence on any
particular route.
In addition to the above duties, flight crewmembers should be assessed on their CRM skills. The
pilot-in-command, or co-pilot acting as pilot-in-command, should also demonstrate his ability to
manage the operation and take appropriate command decisions.
The LTC should normally occupy the observers seat.
Each flight crewmember shall undergo a line check on the airplane to demonstrate his competence in
carrying out normal line operations.
Line checks must establish the ability to perform satisfactorily a complete line operation including
pre-flight and post-flight procedures and use of the equipment provided.
Where a pilot is required to operate as pilot flying and pilot non-flying, he will be checked on one
sector as pilot flying and on another sector as pilot non-flying.
The flight crew will be assessed on their CRM skills.
Line checks must be completed in the airplane.
Line checks must be conducted by commanders (LTC) nominated by Astra Airlines and acceptable to
the HCAA.
2.0.3 COMMAND TRAINING
When a command vacancy exists consideration will always be given to the promotion of a company Copilot to fill the position. The role of Commander is a complex one involving a great deal more than the
ability to fly the aeroplane on normal Line operations. The selection of candidates for Command
Training will remain the responsibility of the flight operation manager; Training Manager and chief pilot
the final decision on promotion rests with the flight operation manager. The following guidelines may
assist the Chief Pilot selection process.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 28
2.0.3.1 Qualification
For upgrading to Commander a minimum of 3000 hours total flying time including 500 hours on type is
required. A Co-pilot with less experience than this who is considered to be of "above-average" ability
may be selected for Command Training at the discretion of the flight operation manager training
manager and Chief Pilot.
For commanders with no pervious experience on the type minimum requirement is 3000 hours total
flying time including 500 hours command time on aero planes of MTOM more than 40 tons.
2.0.3.2 Ability
Prior to selection for Command Training the Co-pilot must have completed the previous Proficiency
Check with no "fails" recorded in any section. The Co-pilot must be positively recommended as suitable
for Command Training by the TRE who conducted the Proficiency Check.
2.0.3.3 Evaluation Process
To qualify for the commander-training course, the CO-PILOT to be up-graded must successfully pass
the commander evaluation process, which consists of the following stages:
1.
Has successfully passed the last OPC with no failure recorded in any section. The candidate
should be recommended for upgrade to command by the TRE conducting the check.
2.
Three evaluation flights on the aeroplane during line flying duties, conducted by three
different Commanders appointed by the Training Manager.
The CO-PILOT has to pass both parts of the evaluation before starting Command training.
2.0.3.4 Character
This is a subjective issue but any candidate for Command Training must exhibit recognised standards of
dress, behavior, and conduct commensurate with the position.
The pilot must complete the command course prescribed in Para 2.0.3.5 below.
2.0.3.5 Command Course
The command course shall include at least the following:
a)
Ground training
b)
Training in an approved flight simulator to include LOFT and/or flying training;
c)
An operator proficiency check and/or LPC operating as commander;
d)
Commander's responsibilities;
e)
Line flying under supervision. A minimum of 10 sectors is required for pilots already qualified
on the aeroplane type.
f)
Completion of a commanders line check and route and aerodrome competence qualifications.
g)
CRM training (see Appendix B).
h)
Multi crew operation command course required by OPS 1.955
2.0.3.5.1 Objective
The objective of this training is to prepare Co-Pilots for the Commander role in the cockpit.

The ground training includes the following subjects:
1)
Technical system refresher, followed by an examination.
2)
A Review of OM Parts A, B and C; specifically items related to Commander Responsibility and
conducted by the Chief Pilot or The Training Manager.
3)
Command training highlighting those subjects affecting the role of the commander.
(See Appendix A).
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 29
2.0.3.5.3 Flight Simulator Training and Checking

1)
Crew composition.
The commander under training shall act as commander, operating in the LH seat.
2)
Instructor.
Simulator training is conducted under the supervision of a qualified TRI.
3)
Training elements.
The training program will consist of a maximum of 4 simulator sessions acting as COMMANDER from
the LH seat, including:
a)
3 session handling and procedures of each 4 hours, and
b)
1 session LOFT including all major topics of CRM, or
c)
A combined training syllabus for aeroplane handling and LOFT.
4)
Operators Proficiency checks (OPC)/LPC
The crewmember will complete OPC or/and LPC acting as Commander from the LH.
(See Appendix A).

1.
2.
General:
a)
Before starting Line flying under supervision, the commander under training must
have successfully completed the simulator training and checking.
b)
Line flying under supervision is conducted in accordance with OM Part D 2.0.1.7
Sector required:
a)
A minimum of 10/20 sectors is required.
2.0.3.5.5 Line Check

After successfully completion of Line flying under supervision and before starting unsupervised line
flying duties as a COMMANDER, the crew member will have to complete a line check operating as
commander.
2.0.3.5.6 Area and Airport Qualification

Area and Airport Qualification Training and qualification shall be required, in accordance with OM Part
D 2.0.3.5.6.
2.0.4 PILOT QUALIFICATION TO OPERATE IN EITHER PILOTS SEAT
Commanders whose duties also require them to operate in the right hand seat and carry out the
duties of a co-pilot, or commanders required to conduct training or examining duties from the right
hand seat, shall complete additional training and checking concurrent with the operator proficiency
checks. This additional training must include at least the following:
a)
An engine failure during take-off;
b)
A one engine inoperative approach and go-around; and
c)
A one engine inoperative landing.
When engine out maneuvers are carried out in the airplane the engine failure must be simulated.
Engine failure is to be simulated by closing the thrust lever.
When operating in the right hand seat, the checks required for operating in the left hand seat must,
in addition, be valid and current.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 30
2.0.4.1 Crewing of Inexperienced Flight Crew Members

Inexperienced flight crew members defined below must not be crewed together.
A flight crew member is inexperienced following completion of a type rating or command course and
associated line flying under supervision, until he has achieved on the type either:
or
100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive days;
150 flying hours and flown 20 sectors (no time limit).
A lesser number of flying hours or sectors, subject to any other conditions which the Authority may
impose, may be acceptable to the Authority when:
A new operator is commencing operations; or
An operator introduces a new airplane type;
Flight crew members have previously completed a type conversion course with the same
operator.
The Chief Pilot and Crew scheduling is responsible for the supervision of the required flying hours/or
sectors. After achieving the above requirements the crew member will be removed from the
restrictions by the FOM.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 31
Training Matrix
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 32
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 33
2.1 CABIN CREW

Astra Airlines shall ensure that all crewmembers, other than flight crewmembers, assigned for duties
in the cabin of an airplane comply with the requirements of EU OPS 1 SUBPART (O), except for
additional crewmembers solely assigned to specialist duties.
The additional crewmembers solely assigned to specialist duties to which the requirements of subpart
O are not applicable include the following:
1.
Child minders/escort
2.
Entertainers
3.
Ground engineer
4.
Interpreters
5.
Medical personnel
6.
Secretaries; and
7.
Security staff
2.1.1 NUMBER AND COMPOSITION OF CABIN CREW
The minimum cabin crew permitted is in accordance with the number of passenger seats installed.
There shall be one cabin crewmember for every 50 or fraction of 50 passenger seats installed in the
aircraft. Each cabin crewmember must be properly trained and have passed the required proficiency
checks in the knowledge and completion of their duties. The cabin crews primary function is to
perform duties in the interest of safety as specified in the OM, PART A, and the Cabin Safety
Procedures Manual. Each Cabin Crew must have successfully passed initial and conversion or
differences training and familiarization flights and must have a valid emergency training/proficiency
certificate on the respective aeroplane type. No person may accept an assignment to duty knowing
that she/he is not fully qualified and fit for duty.
The normal cabin crew complement for company passenger operations is as follows:
a. BAe 146 Series with 112 seats fitted, 3-cabin crew, which is the legal minimum.
b. A320 Series with 180 seats fitted, 4-cabin crew, which is the legal minimum.
In unforeseen circumstances the minimum number of cabin crew may be reduced provided that Astra
Airlines shall ensure that when engaging the services of cabin crewmembers that are self-employed
and/or working on a freelance or part-time basis, the requirements of Subpart O are complied with.
In this respect, particular attention must be paid to the total number of aircraft types or variants that
a cabin crew member may fly for the purposes of commercial air transportation, which must not
exceed the requirements prescribed in OM Part D Section 2, including when his services are engaged
by another operator. If a cabin crew member has not, during the preceding six months, undertaken
flying duties on an aeroplane type, he may not operate as one of the minimum number of Cabin
Crew required until either:
the refresher training specified in the OM, Part D, or
two familiarization sectors under supervision have been satisfactorily completed.

Astra Airlines will maintain a record of the training undertaken, the initial and recurrent checks
completed and the current qualification status for each cabin crew member as specified in Section 2.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 34
2.1.2 MINIMUM REQUIREMENTS

A cabin crew member must:
Be at least 18 years old;
Have passed an initial medical examination (JAR) and found medically fit;
Remain medically fit to carry out cabin crew duties specified in the CSPM;
Have successfully completed initial training, including emergency and first aid training, and the
appropriate conversion course and familiarization flights before operating as a Cabin Crew
Member;
Have completed CRM training and aircraft type related CRM;
Have a very good command (verbal and written) in Greek and English; and
Be competent to perform duties as specified in the Cabin Safety Procedures Manual.

The following medical requirements are applicable to each Cabin Crew Member:
Good health;
Free from any physical or mental illness which might lead lo incapacitation or inability to
perform Cabin Crew Member duties;
Normal cardio respiratory function;
Normal central nervous system;
Adequate visual acuity of 6/9 with or without glasses;
Normal function of ear, nose and throat;
Remain medically fit to discharge the specified cabin crew duties;
Class II medical.
Cabin Crew Members are nominated as Senior Cabin Crew Members, according to his/her seniority
and overall performance in Astra Airlines.
A designated Senior Cabin Crew Member must have:
o
At least one year of total flight experience as CCM on the particular aircraft Series or similar
type airplanes.
o
Completed a SCCM training course successfully in Astra Airlines and then be nominated as SCCM.
Senior Cabin Crew Member Training
Before operating as Senior CCM, a CCM will take part in:
-- A theoretical course covering the following points:

1.
2.
3.
4.
5.
6.
Pre-flight Briefing.
Cooperation within the crew.
Review of Astra Airlines regulations and legal requirements.
Human Factors and Crew Resource Management.
Accident and Incident reporting.
Flight and duty time limitations and rest requirements.
-- Flight under supervision:

A minimum of 2 sectors, under the supervision of a SCCM.
-- Checking
For more details refer to 2.1.3.1
by Astra Airlines
Issue: 2
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Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 35
-- Preparation, Control and Issue of the Training Attestations:

1.
2.
3.
4.
5.
6.
Training Attestations are issued by Astra Airlines to the Cabin Crew after the
successful completion of the Cabin Crew Initial Safety Training.
Training Manager is responsible to check individual trainees training records in order
to confirm that the training has been properly carried out, that all the prerequisites
for the issue of the appropriate Training Attestation have been fulfilled, and that all
the training standards pertaining to the course have been kept throughout the
course.
Training Manager receives and checks all relative to the training course records
appropriately completed and signed.
After Training Manager has confirmed, through the relative training records that the
trainee is entitled to a Training Attestation then he issues and signs the Training
Attestation, in accordance with HCAA current instructions.
Each Training Attestation issued by Astra Airlines has its own unique Training
Attestation number. Training Manager maintains a database of all Training
Attestations.
Copies of all Training Attestations are filed in the relative file.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
by Astra Airlines
Issue: 2
TRAINING SYLLABUS
Oct. 2010
Revision No. 0
Section 2
Page: 36
Oct. 2010
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Part D
TRAINING SYLLABUS
Section 2
Page: 37
2.1.3 SENIOR CABIN CREW MEMBERS

Where required to carry more than one cabin member, one member will be nominated as senior
cabin crewmember. A Senior Cabin Crew Member (SCCM) must have a minimum of one year of
experience as an operating cabin crewmember and be recommended by the Cabin Crew Officer.
SCCM shall have successfully completed the training required before he/she can operate as a senior
cabin crewmember. The SCCM shall have responsibilities to the Commander for the contact and
coordination of Normal and Emergency Procedures specified in the OM.
The primary functions and responsibilities of a Senior Cabin Crew Member are:
o
Allocate CCM positions and perform the Pre-flight Safety/Cabin Services Briefing.
o
Direct, coordinate and organize the functions and tasks of the cabin crew.
o
Inform the flight crew of all irregularities and malfunctions and at the prescribed times report
"CABIN SECURE" or 'CABIN NOT SECURE".
o
At the aircraft ensure the orderliness of safety equipments, cabin and galley functions, catering
supplies, and cleaning condition.
o
Supervising Familiarization Flights.
Incapacitation of the Senior Cabin Crew Member. When, during flight, the Senior Cabin Crew
Member becomes incapacitated or unfit to continue duty, the commander must be informed
immediately. Subject to the commander's decision, the succession of command will be to the Cabin
Crew Member, next in rank on company seniority who has the most flight experience.
2.1.3.1 Senior Cabin Crew Member Training Syllabi (7 Hours)
Before operating as Senior CCM, a CCM will take part in:
-- A theoretical course covering the following points:

1.
2.
3.
4.
5.
6.
Pre-flight briefing:
Operating as a crew
Allocation of cabin crew stations
Consideration of the particular flight including aeroplane type, equipment,

area and type of operation, categories of passengers, including the disabled,
infants and stretcher cases.
Co-operation with the crew:
Discipline, responsibilities and chain of command
Importance of coordination and communication
Pilots incapacitation
Review of operators requirements and legal requirements
Passengers safety briefing. Safety cards
Securing galleys
Stowage of cabin baggage
Electronic equipment
Procedures when fuelling with passengers on board
Turbulence
Documentation
Human factors and CRM
Accident and Incident reporting
Flight, duty and rest time limitations
-- Flight Under Supervision:

A minimum of 2 sectors under the supervision of a CCCM.
Checking according to 2.1.12 below.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 38
2.1.4 CHECKING CABIN CREWMEMBER

At least 2 years of experience including 1 year as Senior CCM, and completion of the Check CCM
training will be required to operate as a Check Cabin Crew Member. The operator will submit to the
HCAA the name(s) of the Check CCM for acceptance.
His/Hers functions and responsibilities are:
To perform the checks of CCM which follow initial, conversion, difference, recurrent training.
To perform the checks of CCM and Senior CCM prior to be assigned duties, after the
completion of the Senior CCM/Ground Instructor/Check CCM training.
To perform the in-flight checks of the CCM and SCCM that follows the Recurrent training
To perform checks of the safety equipment on board of company aeroplane.
To carry out his/her checking duties as assigned to him/her by the Cabin Crew Officer.
To supply the Training Department with training records and reports, as well as appropriate
check forms.
2.1.4.1 Check Cabin Crew Member Training Syllabi (5 Hours)
The Check Cabin Crew Member will be an active Senior Cabin Crew Member appointed to this
position by the Cabin Crew Officer.
Before operating as a Check CCM, the SCCM will undertake a theoretical and practical training,
and will follow a written test, according to 2.2.12 below. The SCCM will be assessed prior to be
assigned duties, by a Check CCM.
The course will cover the following subjects:
1.
Emergency and evacuation procedures;
2.
Safety equipment; type, location, use, operation;
3.
First Aid;
4.
CRM and Communication;
5.
Crowd control;
6.
Passenger handling;
7.
Paperwork and Documentation.
2.1.5 GROUND INSTRUCTOR
At least 2 years of experience including 1 year as Senior CCM, and completion of the Ground
Instructor training, will be required to operate as a Ground Instructor.
The functions and responsibilities of a Ground Instructor are:
To perform initial, conversion and recurrent/refresher training of Cabin Crew Members,
To perform safety equipment and procedures training of Flight Crew Members,
To co-operate with the Cabin Crew Officer in the publication of the Cabin Safety Procedures
Manual,
To maintain the training materials up to date, as well as the demonstration equipment, films
and other devices.
To perform her duties as assigned to her by the Cabin Crew Officer.
To carry out all aspects of training, ensuring that all the Cabin Crew Members complies with
the company operating procedures and achieve a satisfactory level of competence.
To supply the Training Department with training records and reports, as well as appropriate
check forms.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 39
2.1.5.1 Ground Instructor Training Syllabi (1 Day)

The Ground Instructor will be an active Senior Cabin Crew Member appointed to this position by the
Cabin Crew Officer.
Before operating as a Ground Instructor the Senior CCM will undertake a theoretical and practical
training, and will follow a course regarding teaching techniques, which will be conducted by the
Training Manager.
The course will cover the following subjects:
1.
Emergency and evacuation procedures;
2.
Safety equipment; type, location, use, operation;
3.
First Aid;
4.
CRM and Communication;
5.
Crowd control;
6.
Passenger handling;
7.
Paperwork and Documentation;
8.
Checking according to 2.1.12.
2.1.6 REPRESENTATIVE TRAINING DEVICES
A representative training device may be used for the training of cabin crew as an alternative to the
use of the actual airplane or required equipment. Only those items relevant to the training and
testing intended to be given, should accurately represent the airplane in the following particulars:
a)
Layout of the cabin in relation to exits, galley areas and safety equipment stowage
b)
Type and location of passenger and cabin crew seats
c)
Where practicable, exits in all modes of operation (particularly in relation to method of
operation, their mass and balance and operating forces) and
d)
Safety equipment of the type provided in the airplane (such equipment may be training use
only items and for oxygen and protective breathing equipment, units charged with or
without oxygen may be used).
Recurrent Training: operators should ensure that a formalized course of recurrent training is
provided for cabin crew in order to ensure continued proficiency with all equipment relevant to the
Aircraft type that they operate.
Refresher Training: in developing the content of any refresher training program operators should
consider (in consultation with the Authority) whether, for Aircraft with complex equipment or
procedures, refresher training may be necessary for periods of absence that are less than the 6
months.
2.1.7 INITIAL TRAINING
Astra Airlines shall ensure that each cabin crewmember successfully completes initial training and
checking before undertaking conversion training. The training program must be approved by the
HCAA. Astra Airlines shall also ensure that suitable qualified persons conduct all elements of initial
training.
Initial training consists of:
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 40
2.1.7.1 Astra Airlines Introduction (3 hours)

Exposition of Astra Airlines Organization and Administration;

Description of the companys Operations Manual, especially Parts A and B as are relevant to
cabin crews duties;

Cabin crew qualification requirements;

Duties, responsibilities and restrictions of cabin crew according to the companys demands;

Crew health precautions;

Introduction to Astra Airlines airplanes;

Description of the aeroplane(s), which will be operated by the Cabin Crew Member.
2.1.7.2 Initial Training Syllabi (Theoretical)
The initial training consists of 60 hours theoretical course. The required course will cover the
following subjects:
1.
Fire and Smoke Training (5 Hours)
2.
Water Survival Training (2 Hours)
3.
Use and actual donning of personal flotation equipment in water;

Use of rafts and slides in water (if installed).
Survival Training (2 Hours)
4.
Emphasis on the responsibility of cabin crew to deal promptly with emergencies

involving fire and Smoke and, in particular, emphasis on the importance of
identifying the actual source of the fire;
The importance of informing the flight crew immediately, as well as the specific
actions necessary for Co-ordination and assistance, when fire or smoke is discovered;
The necessity for frequent checking of potential fire-risk areas including toilets, and
the associated Smoke Detectors;
The classification of fires and the appropriate type of extinguishing agents and
procedures for Particular Fire situations, the techniques of application of
extinguishing agents, the consequences of Misapplication, and of use in a confined
space; and
The general procedures of ground-based emergency services at aerodromes.
Search and rescue procedures;

Basic principles of survival;
Protection, location, water and food;
Water survival;
Polar survival;
Desert survival;
Jungle survival;
Survival first aid and hygiene.
First Aid (7 Hours)
An initial First Aid and Medical Aspects, theoretical and practical training will be provided for each
cabin crew. The Hellenic Red Cross conducts first aid training.
First Aid training will include the following subjects:
a.
Physiology of flight including oxygen requirements and hypoxia;
b.
Medical emergencies in aviation, including:
Choking;
Stress and allergic reactions;
Hyperventilation;
Gastric-intestinal disturbance;
Airsickness;
Epilepsy;
Heart attacks;
Stroke;
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
c.
d.
e.
5.
Section 2
Page: 41
Shock;
Diabetes;
Emergency childbirth;
Asthma.
Basic First Aid and Survival training including care of:
The unconscious;
Burns;
Wounds;
Fractures and soft tissue injuries.

Practical cardio-pulmonary resuscitation regarding the aeroplanes environment by
each cabin crewmember and using a specifically designed dummy;
The use of appropriate airplane equipment including first aid kits and first aid oxygen.
Passenger Handling (7 Hours)

a.
b.
c.
d.
e.
f.
g.
h.
6.
TRAINING SYLLABUS
Advice on the recognition and management of passengers who are, or become,

intoxicate with alcohol or are under the influence of drugs or are aggressive;
Methods used to motivate passengers and the crowd control necessary to expedite
an aeroplane evacuation:
Communications between flight and cabin crew and use of all communication
Equipment including the difficulties of co-ordination in a smoke environment.
Verbal commands.
The physical contact that may be needed to encourage people out of an exit
and onto a Slide.
The re-direction of passengers away from unusable exit.
The marshalling of passengers away from the Aeroplane.
The evacuation of disabled passenger Authority and leadership.

Regulations covering the safe stowage of cabin baggage (including cabin service
items) and the risk of it becoming a hazard to occupants of the cabin or otherwise
obstructing or Damaging safety equipment or aeroplane exits;
The importance of correct seat allocation with reference to aeroplane mass and
balance. Particular emphasis shall also be given on the seating of disabled
passengers, and the necessity of seating able-bodied passengers adjacent to
unsupervised exits;
Duties to be undertaken in the event of encountering turbulence including securing
the cabin;
Precautions to be taken when live animals are carried in the cabin;
Dangerous Goods training; and
Security procedures, regarding the following matters:
Preventing unlawful interference such as sabotage or unlawful seizure of

aeroplane.
Reporting acts of unlawful interference to HCAA and the designated local

Authority.
Aeroplane search procedure check-list in searching and dealing with

concealed weapons, explosives, or other dangerous devices.
Flight Crew compartment security; flight decks door capability of being

locked from within the compartment in order to prevent unauthorized
access.
Communication (3 Hours)
Importance of effective Communication between cabin crew and flight crew including techniques,
common language and terminology.
by Astra Airlines
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Revision No. 0
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OM
Part D
7.
Section 2
Page: 42
Discipline and Responsibilities (4 Hours)

a.
b.
c.
d.
e.
f.
g.
h.
8.
TRAINING SYLLABUS
The importance of cabin crew performing their duties in accordance with the
Operations Manual;
Continuing competence and fitness to operate as a cabin crewmember with special
regard to flight and duty time limitations and rest requirements;
An awareness of the aviation regulations relating to cabin crew and the role of the
Authority;
General knowledge of relevant aviation terminology, theory of flight, passenger
distribution, meteorology and areas of operation;
Pre-flight briefing of the cabin crew and the provision of necessary safety information
with regard to their specific duties;
The importance of ensuring that relevant documents and manuals are kept up-todate with amendments provided by the operator;
The importance of identifying when cabin crewmembers have the authority and
responsibility to initiate an evacuation and other emergency procedures; and
The importance of safety duties and responsibilities and the need to respond
promptly and effectively to emergency situations.
Crew Resource Management Training (14 Hours)
An initial CRM training will be provided for each Cabin Crew Member.
A CRM trainer acceptable to the HCAA will conduct the course. CRM training will, wherever
practicable, include combined flight crew and cabin crew and should utilize all available resources
(e.g. airplane systems and supporting facilities).The validity of the course will be three year.
The cabin crew will not be assessed.
The program will include:
Safety statistics relevant to operated airplane type.
Principles of good crew resource management, synergy and teamwork.
Case studies of actual cabin accidents and importance of crew coordination.
Examples of good and bad resource management and case studies.
Principles of decision-making.
Human performance and limitations:

Perceptions.
Illusions and psychological bases.
Vigilance.
Workload.
Circadian rhythmically.
Principles of good communications procedures:

Cockpit/cabin communications.
Assertiveness levels.
Briefings.

Leadership principles:
Personality types.
Attitudes.
Leadership styles.

Stress Management:
Definitions.
Physiological and cognitive effects of stress.
Guidelines for stress management.
Conflict resolution and exercises.
9.
Dangerous Goods (5 Hours)
An initial Dangerous Goods training will be provided for each cabin crewmember. The validity of the
course will be 2 years. It will be conducted by an authorized Astra Airlines ground instructor or by
HCAA. Refer to 2.2.1 below.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
10.
TRAINING SYLLABUS
Section 2
Page: 43
Security (8 hours)
An initial Security training regarding national requirements will be provided for each CCM. It will be
conducted by an authorized Astra Airlines ground instructor or by HCAA. Refer to 2.2.2 below.
2.1.7.3 Initial Training Syllabi (Practical)
1.
Smoke and Fire (2 Hours)
2.
Doors and Exits (On the Aeroplane) (1 Hour)
3.
Actual opening of all normal and emergency exits.

Demonstration of the operation of all other exits, such as flight decks windows.
Evacuation Slide Training (2 Hours)
4.
5.
Actual fire fighting during training must include use of at least one fire extinguisher
and extinguishing agent as used on the aeroplane type.
An alternative extinguisher agent may be used in place of Halon.
Fire fighting equipment is required to be handled if it is different to that previously
used.
Where the equipment between aeroplane type is the same, training is not required if
within the validity of the 3-year check.
Actual descent a slide-fitted to an aeroplane or a representative training device- from

a height representative of the aeroplane main deck.
Evacuation Procedures and other Emergency Procedures (2 Hours)

Crowd Control (1 hour)
The crowd control training will include the following practical aspects:
The physical contact that may be needed to encourage people out of an exit.
The re-direction of passengers away from an unusable exit.
The marshalling of passengers away from the aeroplane.
Communication between flight and cabin crew using available communication

equipment in a smoke filled area.
Verbal commands.
Evacuation of disabled passengers.
Authority and leadership.
6.
Pilots Incapacitation (on a/c or a representative training device) (1 Hour)
Demonstration
7.
of:
Pilots
Pilots
Pilots
Pilots
seat mechanism.
seat harness.
oxygen equipment.
check-list.
Safety Equipment (5 Hours)
Demonstration of location and use, actual donning of:
Life Vests.
First Aid Oxygen.
Fire Extinguishers.
Drop out Oxygen system.
Fire Axe.
Torches.
Megaphones.
First Aid Kit.
ELT.
Survival Packs.
Passenger briefing / Safety demonstration.
8.
Aeroplane Visit
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 44
2.1.8 CONVERSION AND DIFFERENCES TRAINING

a.
Astra Airlines shall ensure that each cabin crew member has completed appropriate training, as
specified in the Operations Manual, before undertaking assigned duties as follows:
A.
Conversion Training: A conversion course must be completed before being:
First assigned by the operator to operate as a cabin crewmember ;or
Assigned to operate another aeroplane type.
B.
Differences Training: Differences training must be completed before operating:
On a variant of an aeroplane type currently operated; or
With different safety equipment, safety equipment location, or normal and emergency
procedure on currently operated aeroplane type or variants
b.
Astra Airlines shall determine the content of the conversion or differences training taking
account of the cabin crew members previous training as recorded in the cabin crew members
training record
c.
Without prejudice to EU-OPS 1.995( c ) , related elements of both initial training (EU-OPS
1.1005) and conversion and differences training (EU-OPS 1.1010) may be combined .
Astra Airlines shall ensure that:
1.
Conversion training is conducted in a structured and realistic manner.
2.
Differences training is conducted in a structured manner; and
3.
Conversion training, and if necessary differences training, includes the use of all safety
equipment and all normal and emergency procedures applicable to the type or variant of
aeroplane and involves training and practice on either a representative training device or on
the actual aeroplane.
d.
e.
Conversion and Differences training programmes, must be approved by the Authority.

Astra Airlines shall ensure that each cabin crew member before being first assigned to duties,
completes the Operators CRM Training and Aeroplane Type Specific CRM, Cabin crew who are
already operating as cabin crew members with an operator, and who have not previously
completed the Operators CRM Training, shall complete this training by the time of the next
required recurrent training and checking including Aeroplane Type Specific CRM, as relevant.
Conversion and differences training is conducted by suitably qualified persons; and
Conversion training and, if necessary, differences training will include the use of all safety
equipment and all normal and emergency procedures applicable to the type or variant of
airplane and will include theoretical and practical training on either a representative training
device or on actual the airplane type.
f.
g.
Conversion and Differences Training Consists of:

A.
Normal Procedures
B.
Refer to cabin crew manual section Cabin crew safety procedures. During conversion
and differences training, training is given on the location, removal and use of all safety and
survival equipment carried on the aeroplane, as well as all normal and emergency procedures
related to the aeroplane type, variant and configuration to be operated.
Fire and smoke training: Astra Airlines shall ensure that:
Each cabin crewmember is given realistic and practical training in the use of all fire fighting
equipment including protective clothing representative of that carried in the Aeroplane. This
training must include:
-Each cabin crewmember extinguishing a fire characteristic of an Aeroplane interior fire except
that, in the Case of Halon extinguishers, an alternative extinguishing agent may be used; and
- The donning and use of protective breathing equipment by each cabin crewmember in an
enclosed simulated smoke-filled environment.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
C.
TRAINING SYLLABUS
Section 2
Page: 45
Operation of doors and exits:

1.
Each cabin crew member operates and actually opens each type or variant of normal and
emergency exits in [the normal and emergency modes, including failure of power assist
systems where fitted. This is to include the action and forces required to operate and
deploy evacuation slides. This training shall be conducted in an aeroplane or representative
training device; and
2.
The operation of all other exits, such as flight deck windows is demonstrated.
D.
Evacuation slide training: Astra Airlines shall ensure that:
1.
Each cabin crewmember descends an evacuation slide from a height representative of the
Aeroplane main deck sill height;
2.
The slide is fitted to an Aeroplane or a representative training device.
3.
A.
Conversion training, and if necessary differences training, includes the use of all safety
equipment and all normal and emergency procedures applicable to the type or 50riant of
aeroplane and involves training and practice on either a representative training device or on
the actual aeroplane.
Evacuation procedures and other emergency situations: Astra Airlines shall ensure that:
1.
Emergency evacuation training includes the recognition of planned or unplanned

evacuations on land or water. This training must include recognition of when exits are
unusable or when evacuation equipment is unserviceable; and
2.
Each cabin crewmember is trained to deal with the following:
An in-flight fire, with particular emphasis on identifying the actual source of the fire;
Severe air turbulence;
Sudden decompression, including the donning of portable oxygen equipment by each cabin
crewmember;
Other in-flight emergencies.
B.
Crowd control:
Astra Airlines should provide training in the application of crowd control in various
emergency situations. This training should include:
Communications between flight crew and cabin crew and use of all communications
equipment, including the difficulties of co-ordination in a smoke-filled environment;
Verbal commands;
The physical contact that may be needed to encourage people out of an exit and onto a
slide;
The re-direction of passengers away from unusable exits;
The marshalling of passengers away from the aeroplane;
The evacuation of disabled passengers; and
Authority and leadership.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 46
C.
Pilot incapacitation: Astra Airlines shall ensure that, unless the minimum flight crew is more
than two, each cabin crewmember is trained to assist if a pilot becomes incapacitated. This
training shall include a demonstration of:
1.
The pilots seat mechanism;
2.
Fastening and unfastening the pilots seat harness;
3.
Use of the pilots oxygen equipment; and
4.
Use of pilots checklists.
D.
Safety equipment: Astra Airlines shall ensure that each cabin crewmember is given realistic
training on, and demonstration of, the location and use of safety equipment including the
following:
1.
Slides, and where non self-supporting slides are carried, the use of any associated ropes;
2.
Life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft;
3.
Lifejackets, infant lifejackets and flotation cots;
4.
Dropout oxygen system;
5.
First-aid oxygen;
6.
Fire extinguishers;
7.
Fire axe or crow-bar;
8.
Emergency lights including torches;
9.
Communications equipment, including megaphones;
10.
Survival packs, including their contents;
11.
Pyrotechnics (Actual or representative devices);
12.
First-aid kits, their contents and emergency medical equipment; and
13.
Other cabin safety equipment or systems where applicable.
E.
Passenger Briefing/Safety Demonstrations:
F.
Astra Airlines shall ensure that training is given in the preparation of

passengers for normal and emergency situations in accordance with OPS 1.285.Astra Airlines
shall ensure that all appropriate OPS requirements are included in the training of cabin crew
members.
Crew Resource Management. Astra Airlines shall ensure that:
1.
G.
Each cabin crew member completes the Operators CRM Training covering the training elements
in Table 1, Column (a) to the level required in Column (c) before undertaking subsequent
Aeroplane Type Specific CRM and/or recurrent CRM Training.
When a cabin crew member undertakes a conversion course on another aeroplane type, the
training elements in Table 1, Column (a) shall be covered to the level required in Column (d),
Aeroplane Type Specific CRM.
The Operators CRM Training and Aeroplane Type Specific CRM shall be
conducted by at least one cabin crew CRM instructor
Dangerous goods
H.
All Cabin Crew will receive training in their responsibilities in the transport of
dangerous goods, no matter whether the goods are carried as cargo or in the possession of
passengers. The training will cover the syllabus according the training manual.
Security Training
2.
Cabin crew members will receive training in aviation security according to training manual.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 47
2.1.8.1 Reduction of Training Requirements

The Cabin Crew Officer may reduce the required training as the following paragraph, after taking into
account the CCMs previous experience and training records as provided from the CCMs previous
employer(s).
PREVIOUS
EXPERIENCE
GROUND
SCHOOL
EMERG
ENCY
AND
SAFETY
CRM
DG
AVIAT
ION
SECU
RITY
ASTRA
AIRLINES
INDOC
FAM.
FLIGHTS
SURFACE
CONTAMI
NATION
EWIS
Type ratedCabin Crew

X1
X2
X2
X2
X
X
X
X2
X2
JAA
Oprerator
Type ratedCabin Crew
X
X
X1
X
X
X
X
X
X
Non JAA
Operator
Non-Type
rated Cabin
X
X2
X2
X2
X2
X
X
X2
X2
Crew JAA
Operator
Non-Type
rated Cabin
X
X
X
X
X
X
X
X
X
Crew Non
JAA Operator
Astra F/As
conversion
X
X
to new type
NOTES:
1. An abbreviated Airplane refresher training.
2. For cabin crew holding a valid certificate from a previous JAA operator, Certificates may be validated, provided
that not Expiring in that period, and the company specifics are covered in the Astra Airlines Indoc OM Part A 9
and 11.
2.1.8.3 Conversion Training Syllabi (Theoretical)
1.
Introduction to the Company
2.
Fire and Smoke Training
3.
4.
Exposition of Astra Airlines Organization and Administration.

Description of the companys Operations Manual, especially Parts A and B as are
relevant to cabin crews duties.
Cabin crew qualification requirements.
Duties, responsibilities and restrictions of cabin crew according to the companys
demands.
Crew health precautions.
Introduction to Astra Airlines airplanes.
Description of the aeroplane(s) which will be operated by the cabin crew member.
Handling of fire fighting equipment.
Extinguishing a fire characteristic of an aeroplanes interior.
Using of protective breathing equipment in an enclosed simulated smoke-filled
environment.
Operation of Doors and Flight Decks Windows

Evacuation Procedures
Premeditated and unpremeditated evacuation on land or water.

Evacuation equipment.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
5.
Section 2
Page: 48
Emergency Procedures
6.
TRAINING SYLLABUS
Decompression.
Turbulence.
Fire
Crowd Control
The crowd control training will include the following subjects:
Communications between flight crew and cabin crew and use of all communications
equipment, including the difficulties of co-ordination in a smoke-filled environment.
Verbal commands.
The physical contact that may be needed to encourage people out of an exit.
The re-direction of passengers away from an unusable exit.
The evacuation of disabled passengers.
Authority and Leadership.
7.
Pilots Incapacitation
8.
Types of incapacitation.
Warning symptoms.
Actions to be taken.
Safety Equipment
Life Vests.
First Aid Oxygen.
Drop out oxygen system.
Fire extinguishers.
Portable breathing equipment.
Fire Axe.
Torches.
Megaphones.
First Aid Kit.
9.
Passenger Briefing/Safety Demonstration
General
1.
2.
During all flights with passengers are on board, passengers are given a verbal briefing about
safety matters. Parts or all of the briefing may be provided by an audio-visual presentation.
Passengers are provided with a safety card on which picture type instructions indicate the
operation of emergency equipment and exits likely to be used by passengers.
Before Take-Off
1.
2.
Passengers are briefed on the following items:
Smoke regulations;
Back of the seat to be in the up right position and tray table stowed;
Location of emergency exits;
Location and use of floor proximity escape path marking;
Stowage of hand baggage;
Restriction on the use of portable electronic devices; and
The location and content of the safety-briefing card; and

Passenger receive a demonstration of the following:
The use of the safety belt and/or safety harnesses, including how to fasten and
unfasten the safety belts and/or safety harnesses;
The location and the use of oxygen equipment and passengers must also be briefed
to extinguish all smoking materials when oxygen is being used; and
The location and use of the life jackets.
After Take-Off
1.Passengers are reminded of the following:
Smoke regulations; and
Use of safety belts and/or safety harnesses.

by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 49
Before Landing
1.
Passengers are reminded of the following:
Smoke regulations;
Use of safety belts and/or safety harnesses;
Back of the seat to be in the up right position and tray table stowed;
Re-Stowage of hand baggage; and
Restriction on the use of portable electronic devices.
After Landing
1.
Passengers are reminded of the following
Smoke regulations; and
Use of safety belts and/or safety harnesses.
In Emergency during Flight

Passengers are instructed in such emergency action as may be appropriate to the circumstances.
10. CRM Training
Refer to OM part D
11. Dangerous Goods
Refer to OM part D
12. Aviation Security
Refer to OM part D
2.1.8.4 Conversion Training Syllabi (Practical)
1.
Smokes and Fire
A review should be carried out of previous initial training, in order to confirm that no item has been
omitted. This is especially important for cabin crewmembers first transferring to aeroplanes fitted
with life-rafts or other similar equipment.
TRAINING
REQUIREMENT/INTERVAL
First conversion to aeroplane type (e.g.
new entrant)
Every year during recurrent training
Every 3 year during recurrent training
Subsequent aircraft conversion
New fire fighting equipment
REQUIRED ACTIVITY
Actual fire fighting and handling
equipment
Handling equipment
Actual fire fighting and handling
equipment
(Note 1)
(Note 1)
Handling
equipment
NOTES
1
---1
2 and3
----
NOTES:
1)
Actual fire fighting during training must include use of at least one fire extinguisher and
extinguishing agent as used on the aeroplane type. An alternative extinguisher agent may be
used in place of Halon.
2)
Fire fighting equipment is required to be handled if it is different to that previously used.
3)
Where the equipment between aeroplane type is the same, training is not required if within
the validity of the 3-year check.
2.
Doors and Exits (On the Aeroplane)
Actual opening of all normal and emergency exits;

Demonstration of the operation of all other exits, such as flight decks windows.
Evacuation Slide Training
Actual descend of a slide-fitted to an aeroplane or a representative training device-from a height

representative of the aeroplane main deck.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 50
Crowd Control
The crowd control training will include the following practical aspects:
The physical contact that may be needed to encourage people out of an exit;
The re-direction of passengers away from an unusable exit;
Pilots Incapacitation (On the Aeroplane or a Representative Training Device)
Demonstration of:
Pilots seat mechanism;
Pilots seat harness;
Pilots oxygen equipment;
Pilots check-list.
Safety Equipment
Demonstration of location and use, actual donning of:
Life Vests;
First Aid Oxygen;
Fire Extinguishers;
Drop out Oxygen system;
Fire Axe;
Torches;
Megaphones;
First Aid Kit;
ELT;
Survival Packs.
2.1.9 FAMILIARIZATION FLIGHTS
2.1.9.1 General
Astra Airlines shall ensure that, following completion of conversion training; each cabin crewmember
undertakes familiarization flight prior to operating as one of minimum number of cabin crew required.
New entrant cabin crew:
1.
Each new entrant cabin crew member having no previous comparable operating experience
should:
a.
Participate in a visit to the aeroplane to be operated; and
b.
Participate in familiarization flights as described in paragraph 3 below.
2.
Cabin crew operating on a subsequent aeroplane type
a.
A cabin crew member assigned to operate on a subsequent aeroplane type with the same
operator should either:
Participate in a familiarization flight as described in 2.1.9.2 below; or
b.
Participate in an aeroplane visit to the aeroplane to be operated.
3.
Aeroplane visits
The purpose of aeroplane visits is to familiarize each cabin crew member with the aeroplane
environment and its equipment. Accordingly, aeroplane visits should be conducted by suitably
qualified persons and in accordance with a syllabus described in the Operations Manual, Part
D. The aeroplane visit should provide an overview of the aeroplanes exterior, interior and
systems including the following:
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
a.
Interphone and public address systems;
b.
Evacuation alarm systems;
c.
Emergency lighting;
d.
Smoke detection systems;
e.
Safety/emergency equipment;
f.
Flight deck;
g.
Cabin crew stations;
h.
Toilet compartments;
i.
Galleys, galley security and water shut-off;
j.
Cargo areas if accessible from the passenger compartment during flight;
Section 2
Page: 51
k.
Circuit breaker panels located in the passenger compartment;
l.
Crew rest areas;
m.
Exit location and its environment
4.
An aeroplane familiarization visit may be combined with the conversion training
2.1.9.2 Conduct of Familiarization Flight

a.
During familiarization flights, the cabin crew member should be additional to the minimum
number of cabin crew required by EU- OPS 1.990.
b.
Familiarization flights should be conducted under the supervision of the senior cabin crew
member.
c.
Familiarization flights should be structured and involve the cabin crew member in the
participation of safety related pre-flight, in-flight and post-flight duties.
d.
Familiarization flights should be operated with the cabin crew member in the operators
uniform.
e.
Familiarization flights should form part of the training record for each cabin crew member.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 52
2.1.10 RECURRENT TRAINING and CHECKING (EU-OPS 1.1015 & App1 1.1015)
a.
b.
c.
d.
e.
1.
2.
3.
4.
5.
6.
7.
8.
f.
1.
2.
3.
g.
h.
Astra Airlines shall ensure that each cabin crew member undergoes recurrent training, covering
actions assigned to each crew member in normal and emergency procedures and drills
relevant to the type(s) and/or variant(s) of Aeroplane on which they operate.
Astra Airlines shall ensure that the recurrent training and checking programme, approved by
the HCAA.The recurrent training will include theoretical and practical instruction, in order to
ensure continued proficiency with all equipment relevant to the aeroplane types operated by
each CCM.
The period of validity of the recurrent training and checking is 12 calendar months in addition
to the remainder of the month of issue. If issued within the final 3 calendar months of validity
of a pervious check, the period of validity shall extend from the date of issue until 12 calendar
months from the expiry date of the previous check. The duration of the training is 1 day.
Astra Airlines shall ensure that recurrent training is conducted by suitably qualified persons.
The theoretical recurrent training will include the following subjects:
Emergency Procedures including Pilots incapacitation
Evacuation Procedures including crowd control techniques
First Aid
Crew Resource Management
Incident and Accident review
Security procedures
Dangerous Goods
Aviation Security
The practical recurrent training will include the following subjects:
Touch drills for opening normal and emergency exits for passenger evacuation
Location and handling of all emergency equipment including oxygen systems and the
donning of lifejackets, portable oxygen and protective breathing equipment
Stowage of articles in the cabin
Astra Airlines shall ensure that formalised course of recurrent training is provided for cabin
crew in order to ensure continued proficiency with all equipment relevant to the aeroplane
types that they operate.
Recurrent Checking according to checking methods
2.1.10 .1 RECURRENT TRAINING AND CHECKING (EVERY YEAR)

Theoretical Training (1 day)
1.
2.
3.
4.
5.
Emergency Procedures including Pilots incapacitation

Evacuation Procedures including crowd control techniques
First Aid
Incident and Accident review
Security procedures
6.
Crew Resource Management. Astra Airlines shall ensure that CRM training satisfies the
following:
a.
The training elements in Table 1, Column (a) shall be covered within a three year cycle to
the level required by Column (e), Annual Recurrent CRM Training.
b.
The definition and implementation of this syllabus shall be managed by a cabin crew CRM
instructor.
c.
When CRM training is provided by stand-alone modules, it shall be conducted by at least
one cabin crew CRM instructor.
Note: For more details regarding CRM refer to OM part D
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 53
Practical Training
Astra Airlines shall ensure that every 12 calendar months the programme of practical training
includes the following:
1.
Emergency procedures including pilot incapacitation;
2.
Evacuation procedures including crowd control techniques;
3.
Touch-drills by each cabin crew member for opening normal and emergency exits for
passenger evacuation;
4.
The location and handling of emergency equipment, including oxygen systems, and the
donning by each cabin crew member of lifejackets, portable oxygen and protective breathing
equipment (PBE);
5.
First aid and the contents of the first aid kit(s);
6.
Stowage of articles in the cabin;
7.
Security procedures;
8.
Incident and accident review; and
Every two years the Dangerous Goods recurrent course must be received.
Every three years (triennial recurrent training) the practical course will also include:
The operation and actual opening of normal and emergency exits (or passenger evacuation
in an airplane or representative training device;
Demonstration of the operation of all other exits including F/D windows;
Each cabin crew member being given realistic and practical training in the use of all firefighting equipment and protective clothing representative of that carried in the airplane,
including:
-Each cabin crewmember extinguishing a fire characteristic of an airplane interior fire
except that, instead of Halon, an alternative extinguishing agent will be used;
-The donning and use of protective breathing equipment by each cabin crew member
in an enclosed, simulated smoke-filled environment
-Use of pyrotechnics actual or representative devices, and
-Demonstration of the use of the slide.
Following completion of recurrent training each cabin crewmember shall undergo a company test
covering the training received in order to verify his proficiency in carrying out safety and emergency
duties. The final written company test requires a pass mark above 75%. Achieving a passing grade in
the company written test allows the trainee to continue to perform his assigned duties.
Recurrent Theoretical Checking
Every three years Security Training

Cabin crew members will receive recurrent training in aviation security every 3 years according to OM
Part D of Astra Airlines.
2.1.10.2 Recurrent In-flight Checking (Minimum 2 Sectors)
The in-flight check will involve the following aspects:
Appearance and grooming
Acquisition of all necessary current documents
Attitude while off aeroplane
Safety equipment and Emergency procedures briefing
Respect of hierarchy
Pre-flight emergency and service equipment check
Cabin and galley preparation
PA announcements
Safety demonstration
Passenger contact
Knowledge of service flow
Leadership, direction, planning (SCCM)

by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
TRAINING SYLLABUS
Section 2
Page: 54
2.1.11 REFRESHER TRAINING

Astra Airlines may substitute training for refresher training if the re-instatement of the Cabin Crew
Members flying duties commences within the period of validity of the last recurrent training and
checking. If the period of validity of the last recurrent training and checking has expired, conversion
training is required.
Cabin Crew Members shall complete Refresher Training when:
1.
Cabin Crew Member who has been absent from all flying duties for more than 6 months and
still remains within the period of validity of the previous check
2.
Cabin Crew Member has not been absent from all flying duties, but has not during the
preceding 6 months, undertaken duties on a type of aeroplane as a Cabin Crew Member.
Before undertaking such duties on that type the Cabin Crew Member either:
(a)
Completes Refresher Training on the type; or
(b)
Operates two re-familiarization sectors.
Refresher Training will include a theoretical as well as, a practical course and will last minimum of 1
day.
Refresher Theoretical Training includes the following:
a)
Emergency procedures including pilot incapacitation;
b)
Evacuation procedures including crowd control techniques;
c)
Demonstration of all other exits including F/D windows.
Refresher Practical Training includes the following:
a)
Operation and actual opening of all normal and emergency exits for passenger evacuation in
an aeroplane or representative training device;
b)
Demonstration of the operation of all other exits;
c)
Location and handling of emergency equipment, including oxygen systems, and donning
masks, use of lifejackets, portable oxygen and Protective Breathing Equipment (PBE).
2.1.12 Checking
Astra Airlines shall ensure that during or following completion of the training required each cabin
crewmember undergoes a check covering the training received in order to verify his proficiency in
carrying out normal and emergency safety duties.
These checks must be performed by personnel acceptable to the HCAA.
Each cabin crewmember shall undergo checks as follows:
1.
Initial Training.
2.
Conversion and Differences Training.
3.
Recurrent Training.
4.
Refresher Training
5.
Senior Cabin Crew Member Training
6.
Check Cabin Crew Member Training
2.1.12.1 Methods of Checking
1.
A written test with 25 questions covering the received training as listed in Section 2 above
will be performed by each CCM. The minimum acceptable result will be 75%.
2.
Practical Demonstration.
3.
Computer Based Assessment.
4.
In-flight Check.
5.
Oral Test.
A Check Cabin Crew Member will assess the written test.
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Part D
TRAINING SYLLABUS
Section 2
Page: 55
2.1.13 OPERATION ON MORE THAN ONE TYPE OR VARIANT

A.
Astra Airlines shall ensure that each cabin crewmember does not operate on more than three
aeroplane variants except that, with the approval of the HCAA, the cabin crewmember may operate
on four aeroplane variants, provided that for at least two of the variants:
a)
Non-type specific normal and emergency procedures are identical; and
b)
Safety equipment and type specific normal and emergency procedures are similar.
B.
For the purposes of sub-paragraph (A) above, variant of an aeroplane type are considered to
be different types if they are not similar in each of the following aspects:
1.
Emergency exit operation:
2.
Location and type of portable safety equipment; and
3.
Type specific emergency procedures.
C.
For the purposes of (B)(1) above, when determining similarity of exit operation the following
factors should be assessed to justify the finding of similarity:
1.
Exit arming/disarming;
2.
Direction of movement of the operating handle;
3.
Direction of exit opening;
4.
Power assist mechanisms;
5.
Assist means, e.g. evacuation slides.
6.
Self-help exits, for example Type III and Type IV exits, need not be included in this
assessment.
D.
For the purposes of (A)(2) and (B)(2),above when determining similarity of location and type
of portable safety equipment the following factors should be assessed to justify the finding of
similarity:
1.
All portable safety equipment is stowed in the same, or in exceptional circumstances, in
substantially the same location;
2.
All portable safety equipment requires the same method of operation;
3.
Portable safety equipment includes:
o
Fire fighting equipment;
o
Protective Breathing Equipment (PBE);
o
Oxygen equipment;
o
Crew lifejackets;
o
Torches
o
Megaphones;
o
First aid equipment;
o
Survival equipment and signaling equipment;
o
Other safety equipment where applicable.
E.
For the purposes of sub-paragraph (A)(2) and (B)(3), type specific emergency procedures
include, but are not limited, to the following:
1.
Land and water evacuation;
2.
In-flight fire;
3.
Decompression;
4.
Pilot incapacitation.
F.
When changing aeroplane type or variant during a series of flights, the cabin crew safety
briefing should include a representative sample of type specific normal and emergency procedures
and safety equipment applicable to the actual aeroplane type to be operated
2.1.14 Training Records

The records of all training and checking activities are kept by the Crew Training Manager. A summary
of training on completion of each stage of training and checking is kept.
All records of initial, conversion, recurrent and refresher training and checking are available on
request to the cabin crewmembers concerned.
by Astra Airlines
Issue: 2
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Revision No. 2
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OM
Part D
TRAINING SYLLABUS
Section 2
Page: 56
2.2 OPERATIONS PERSONNEL, INCLUDING CREW MEMBERS

2.2.1 DANGEROUS GOODS AWARENESS TRAINING
2.2.1.1 Purpose and Scope
The purpose of this training is to give an understanding of the risk involved when handling dangerous
goods. Since Astra Airlines does not have a permanent permission to transport dangerous
goods this course will be focusing on the identification of dangerous goods and the proper action to
be taken in case of any dangerous goods being loaded onboard the airplane by mistake, and the
emergency procedures required.
2.2.1.2 Crew, Handling Agents and Other Subcontractors
All personnel involved in passenger and/or cargo handling of Astra Airlines flights shall have received
DGR training according to EU OPS 1 Subpart R. As a minimum this training must cover the areas
identified in Column 1 of Table 1 and be to a depth sufficient to ensure that an awareness is gained
of the hazards associated with dangerous goods, how to identify them and what requirements apply
to the carriage of such goods by passengers.
The following personnel:
1.
Crew members;
2.
Passenger handling staff; and
3.
Security staff employed by the Operator who deal with the screening of passengers and
their baggage, have received training which, as a minimum, must cover the areas identified
in Column 2 of Table 1 and be to a depth sufficient to ensure that an awareness is gained of
the hazards associated with dangerous goods, how to identify them and what requirements
apply to the carriage of such goods by passengers.
The audit procedure, which is the responsibility of the Quality Manager, assures that such training is
performed and documented by the subcontractor.
AREA OF TRAINING
General Philosophy
Limitations
Labeling and Marking
DG Transport Documents and other Relevant Documents
Recognition of Undeclared DG
Provisions for Passengers and Crew
1
X
X
X
X
X
X
X
2
X
X
X
X
X
X
X

The course covers 6 hours for Flight Deck Crew, Operations Personnel and Cabin Crew Members. In
addition computer-based training (CBT) is used as a part of training, plus self-study of the course
documentation is required, prior to the lesson.
2.2.1.4 Instructors
Astra Airlines authorized Ground Instructor/HCAA DG Instructor or any other Training Organization
Instructor will perform the lessons, must have in mind:
-Teaching aids.
-Dangerous goods training documentation.
-IATA DGR, and company operations manual part A Section 9 and ICAO emergency response
guide.
-CBT will be used to enhance the risk awareness of the students.
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Part D
TRAINING SYLLABUS
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2.2.1.5 Review
At the end of the course a review is held. A review is a combination of checking and instruction
where the instructor verifies the obtained standards by orally asking questions and discussing the
matters that needs to be highlighted.
A written test (30 min.) is included in the course schedule. The participants shall take a test, and
finish it with a minimum of 75% correct answers to pass.
If the test is failed, additional training will be given to the student concerned and a new test
performed.
FLIGHT
CREW
CABIN
CREW

- Familiarization of Procedures in conjunction withDG in cargo or baggage area.

- Incidents/Accidents with DG and effect on health/safety environment.
6 hours
6 hours
SUBJECT
General Philosophy
- International Organizations (UN/IAEA, ICAO, EASA) issues concerning Safe
Transportation of DG.
- Identification of DG (Classes and Divisions).
- Necessity of Reporting IncidentsAccidents.
- The need of training for involving personnel.
- Point out general danger/forbidden goods onboard/ways of transportation.
Limitations
- DG onbard aircraft for airworthiness and operating reasons and medical aid
for patient/animal.
- Prohibited DG, Exceptions, by mail, limited quantities.
- National and Company Policy.
- Prohibited Radioactive Goods.
Labelling and Marking

- Kind of Labels/Marking and explanation.
Review
Test
TOTAL
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Part D
TRAINING SYLLABUS
Section 2
Page: 58

Astra Airlines shall establish and maintain training syllabi and conduct training for the categories
listed below in order to enable the employee to contribute to preventing and minimize the
consequences of an unlawful action against civil aviation:
-Personnel with explicit security responsibilities;
-Crewmembers;
-Handling personnel;
-Some categories of personnel involved in cargo processing; and
-Other personnel with access to restricted areas.
The syllabus for the above personnel categories are established in the Security Manual, the syllabus
for crewmembers is also presented in 2.2.2.6 below.
2.2.2.1 Handling Agents and Other Subcontractors
security training according to the local national security program, to a minimum level of the company
Security Program.
2.2.2.2 Astra Airlines Policy
All Astra Airlines personnel shall receive the training required to enable them to fulfill their duties in
compliance with the security quality standard described in Astra Airlines Security Program and in the
National Security Program.
All company personnel shall receive the training required to gain knowledge of the airport regulations
regarding access to sterile and restricted areas.
All company personnel shall have the knowledge required in their respective duties in order to handle
any type of unlawful action against the civil aviation and to minimize the risk for a/or effects of such
action.
The course covers 4 hours for all crewmembers and operations personnel and 2 hours for all other
personnel. Review of videotapes and electronic format files are used as a part of training.
2.2.2.4 Instructors
Astra Airlines authorized ground instructor, HCAA Security Instructor or any other Training
Organization, approved by the HCAA.
2.2.2.5 Realization
Means tested training shall be conducted when employing new personnel.
Training results shall be recorded and kept on file.
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TRAINING SYLLABUS
Section 2
Page: 59
2.2.2.6 Syllabus
Responsibilities and duties for flight deck and cabin crew according to Astra Airlines Security
Program;
Basic knowledge of dangerous and suspicious objects, weapons, bombs and other explosive
objects;
Procedures for handling gate no-show passengers;
Procedures for handling of possibly disturbing passengers;
Procedures for protecting the aeroplane on ground and prevent unauthorized access to the
aeroplane;
Procedures for pre-flight check and aeroplane search;
Recognizing typical patterns and modus operandi of possible perpetrators;
Action plans for hijacking while on ground and/or during flight;
Important psychological factors regarding actions towards hijackers;
Procedures for handling dangerous or suspicious objects and bombs during flight;
Airplane search procedure checklist;
Flight crew compartment security;
Individual duties and responsibilities in risky or acute situations of emergencies and reporting
procedures;
Understanding of security procedures in the air and on ground (including security regarding
crew and their baggage);
Understanding of relevant parts of the police organization, objectives and procedures;
Knowledge of the responsible security authority and its audit responsibilities;
Knowledge of Astra Airlines information policy towards the media;
Company information procedures after an occurrence.

2.2.3 SAFETY TRAINING
LESSON
1
TITLE/SUBJECT
Accident
Prevention and
Flight Safety
Program
A 11 Handling of
accidents and
occurrences
TOTAL
DURATION
LOCATION
DOCUMENTATION
INSTRUCTOR
2 h 00
Astra
Airlines
Quality Manual
OPS
Doc OACI
Safety Officer
2 h 00
Astra
Airlines
Quality Manual
OPS
Doc OACI
Safety Officer
4 h 00
2.2.4 QUALITY SYSTEM BRIEFING

All employees shall receive an introduction to the company quality system; its purpose and associated
procedures when first joining the company.
A yearly quality briefing is given to all personnel including a review of last years quality activities.
The Quality Manager gives the training/briefing.
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TRAINING SYLLABUS
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2.2.4.1 Syllabus
LESSON
TITLE/SUBJECT
DURATION
General
1 h 00
Process/Procedure
1 h 00
Quality Manual
0 h 30
Audit
0 h 30
TOTAL
3 h 00
LOCATION
Astra
Airlines
Astra
Airlines
Astra
Airlines
Astra
Airlines
DOCUMENTATION
Quality Manual
Quality Manual
Quality Manual
Quality Manual
INSTRUCTOR
Quality
Manager
Quality
Manager
Quality
Manager
Quality
Manager

Flight crewmembers accumulating a dose exceeding 1 mSv per year must be informed by the
company of the hazards involved. OM Part A 8.3.17
All flight crewmembers and all personnel involved in crew planning shall participate in this briefing
before performing their duties.
For the purpose of informing the affected personnel a leaflet from the Flight Safety Foundation
(HUMAN FACTORS AND AVIATION MEDICINE-MARCH-APRIL 2002) is used together with other
available information. A copy is given to each student.
2.2.5.2 Syllabus
Duration 2 hours.
What is cosmic radiation,
How does it affect the human body,
Pregnancy,
Calculation of accumulated dose.
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TRAINING SYLLABUS
Section 2
Page: 61

Flight crewmembers accumulating a dose exceeding 1 mSv per year must be informed by the
company of the hazards involved. OM Part A 8.3.17
All flight crewmembers and all personnel involved in crew planning shall participate in this briefing
before performing their duties.
For the purpose of informing the affected personnel a leaflet from the Flight Safety Foundation
(HUMAN FACTORS AND AVIATION MEDICINE-MARCH-APRIL 2002) is used together with other
available information. A copy is given to each student.
2.2.5.2 Syllabus
Duration 2 hours.
What is cosmic radiation,
How does it affect the human body,
Pregnancy,
Calculation of accumulated dose.
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2.3 OPERATIONS PERSONNEL OTHER THAN CREWMEMBERS

2.3.1 TRAINING
Astra Airlines must make sure that all personnel involved in the company operations (dispatcher,
operation officer, commercial agent, handling agent) have the required competence and knowledge
for the duty. If not, they must attend the required training set out below.
All Astra Airlines staff must attend the quality, safety and security training.
The training manager is responsible for managing this training, for establishing and for updating the
list of the concerned staff, for scheduling the required training.
2.3.2 GENERAL TRAINING SYLLABUS
Sub-course name
Operations Manual (If Req).
Transport of Dangerous Goods by Air.
Safety
Security
Quality
Fuel policy and Flight Planning System (If Required)
Performance and Weight and Balance
2
5
4
4
3
6
3
Duration
h 30
or 4 h
h 00
or 2 h
h 00
h 00
h 00
Location
Astra Airlines
Astra Airlines
Astra Airlines
Astra Airlines
Astra Airlines
Astra Airlines
Astra Airlines
2.3.3 OPERATIONS MANUAL

LESSON
TITLE/SUBJECT
DURATION
LOCATION
DOCUMENTATION
OM A, B, C and D
2 h 00
Astra
Airlines
Astra Airlines
OM Part A
Ground Operation
Manual
2 h 00
Astra
Airlines
Astra Airlines
OM Part A
Documents and
Records
2 h 00
Astra
Airlines
Astra Airlines
OM Part A
Flight Time
Limitations
1 h 00
Astra
Airlines
Astra Airlines
OM Part A
TOTAL
7 h 00
INSTRUCTOR
(2)
Flight
Operations
Manager
Ground
Operations
Manager
Flight
Operations
Manager
Flight
Operations
Manager
2.3.4 FUEL POLICY AND FLIGHT PLANNING SYSTEM

LESSON
1
TITLE/SUBJECT
Fuel policy and
Flight Planning
System
TOTAL
by Astra Airlines
DURATION
LOCATION
6 h 00
Astra
Airlines
DOCUMENTATION
System Operating
Manual (Provided by
the Contractor)
INSTRUCTOR
Ground
Instructor
6 h 00
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TRAINING SYLLABUS
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Page: 63
2.3.5 PERFORMANCE AND MASS AND BALANCE

LESSON
1
TITLE/SUBJECT
BAe 146 Series /
A320 Series
Performance and
Mass and Balance
TOTAL
by Astra Airlines
DURATION
LOCATION
DOCUMENTATION
INSTRUCTOR
3 h 00
Astra
Airlines
AOM
Ground
Instructor
3 h 00
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Part D
TRAINING SYLLABUS
Section 2
Page: 64
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
PROCEDURES
Section 3
Page: 1
TABLE OF CONTENTS
3.1 PROCEDURES GENERAL
3.1.1 ASSESSMENT AND CHECKING PROCEDURES
3.1.1.1 Checking Tolerances
3.1.1.2 Grading System
3.1.1.3 Standard plus Performance "S+"
3.1.1.4 Standard minus Performance "S-"
3.1.1.5 Number of Attempts
3.1.1.6 Overall Result
3.1.1.7 Additional/Corrective Training
3.1.1.8 Written Remarks
3.1.1.9 Termination of a Check
3.1.2 NEW ENTRANT TRAINING PROCEDURE AND REQUIREMENTS
3.2 PROCEDURES TO BE APPLIED IN THE EVENT THAT PERSONNEL DO NOT
ACHIEVE OR MAINTAIN THE REQUIRED STANDARD
3.2.1 GENERAL
3.2.1.1 Policies and Guidelines
3.2.1.2 Decision Making Process
3.2.1.3 Stage 1
3.2.1.4 Stage 2
3.2.1.5 Conversion Training
3.2.1.6 Area and Airport Qualification Training
3.2.1.7 Recurrent Training and Checking
3.2.1.8 Commander Training
3.2.1.9 Other Courses
3.2.1.10 Summary
3.3 PROCEDURES TO ENSURE THAT ABNORMAL OR EMERGENCY SITUATIONS
ARE NOT SIMULATED DURING COMMERCIAL AIR TRANSPORTATION FLIGHTS
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PROCEDURES
Section 3
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Part D
PROCEDURES
Section 3
Page: 3
3.1 PROCEDURES GENERAL

3.1.1 ASSESSMENT AND CHECKING PROCEDURES
3.1.1.1 Checking Tolerances
The flight crewmember to be checked will have to demonstrate the ability to:
1.
Operate the aircraft within all limitations as stated in OM Part B of the applicable type, and
2.
Complete all maneuvers with smoothness and accuracy, and
3.
Exercise good judgment and airmanship, and
4.
Apply aeronautical knowledge as required, and
5.
Maintain control of the aeroplane at all times in such a manner that successful outcome of a
procedure or maneuver is never in doubt.
6.
understand and apply crew co-ordination and incapacitation procedures, if applicable; and
7.
And apply correct CRM procedures where relevant.
During all LOFT parts, the following limits for general guidance. The examiner conducting the OPC
and/or LPC shall make allowances for turbulent conditions and the handling and performance of the
aircraft type used.
Height
Tracking
Heading
Speed
Systems
General
100 ft
Starting a G/A at DH
+ 50 ft / - 0 ft
MDA/H
+ 50 ft / -0 ft
On radio aids
5
Precision approach
Half-scale deflection, LOC and GS
All engines operative
5
N-1
10
All engines operative
5 Kts
N-1
+ 10 Kts / - 5 Kts
Operating all aircraft systems within limitations.
3.1.1.2 Grading System

Training and checking performance of flight crew is assessed using one of the following system and
terminology.
S+
S-
GRADING
Standard plus
Standard minus
ASSESSMENT
Acceptable and required level of performance
Unacceptable level of performance
All training/checking where an assessment is required, the applicable form(s) is/are to be filled-out
using this standard grading system.
3.1.1.3 Standard plus Performance "S+"
Standard plus assessment reflects the level of performance as required and acceptable by ASTRA
AIRLINES. This may or may not be the average level of performance by each flight crewmember
during training and checking programs. The basis for standard plus assessment is "need to know and
or can do".
A flight crewmember that knows or can do what is expected of him during training and checking
programs operates in the standard plus band.
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3.1.1.4 Standard minus Performance "S-"

Standard minus assessment reflects an unacceptable level of performance, which may be the result
of following situations or events:
The aim of the test/check is not completed.
The aim of the exercise is completed but at the expense of unsafe flight, violation of rule or
regulation, poor airmanship or rough handling.
An acceptable level of knowledge is not demonstrated.
An acceptable level of flight management is not demonstrate
The intervention of the examiner or other pilot is required in the intrerest of safety, or
A crew member ignores repeated instructions, or
Failure to initiate a go-around when exceeding the stabilized approach limits, or
Landing outside the TDZ, or
Application of incomplete or wrong memory item(s), or
Memory items all together; or
If in the opinion of the TRE corrective training is required before the crewmember can start
line-flying duties.
3.1.1.5 Number of Attempts
When graded S-:
A the discretion of the examiner, any maneuver or procedure of the test/check may be repeated once
by the applicant.
If the second attempt is graded S+, the maneuver or exercise will be graded S+, and
If second attempt is graded S-, the maneuver or exercise will be graded S-.
If any maneuver or exercise in a section is failed, that section is failed. Failure in more than one
section will require the trainee to take the entire test/check again. In case only one section is failed,
the trainee will take that failed section again. Failure in any section of the re-test/re-check including
those sections that have been passed at a previous attempt will require the trainee to take the entire
test/check again.
NOTE: The same TRE should not re-examine a failed applicant without the agreement of the
applicant.
3.1.1.6 Overall Result
The overall assessment will be "Not proficient" in case:
Two (2) or more items in a subject group have been graded S-,
More than 30% of the total items have been graded S-,
The result of a questionnaire is below 75%,
A flight crewmember fails to complete the required or mandatory maneuvers, exercise or

procedure within reasonable time.
3.1.1.7 Additional/Corrective Training
Corrective training is required for "Not Proficient" performance.
Corrective training may be recommended for items that have been graded S-.
Time permitting, required or recommended corrective training may be completed during the recurrent
training session.
The LTC/TRI conducting the training is to advice the Training Manager by means of a Training
Remark form stating the specific additional training requirements. When deemed necessary, the
additional training will be implemented as soon as practicable.
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PROCEDURES
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3.1.1.8 Written Remarks

Where space is provided on a Training Record form for a written remarks or on the Training Remark
form, these should merely be a repeat of the grading. General statements such as "good
performance" or "nice show" or general disclaimers of responsibility such as "hard to judge" or
"cannot predict" should be avoided at all times.
Where necessary, a Training Remark form may be filled in to state specific training notifications
during training and/or checking of flight crew.
3.1.1.9 Termination of a Check
Should an applicant chooses not to continue a test/check for reasons considered inadequate by the
TRE the applicant will be assessed as having failed those items/sections not attempted.
If the test/ check is terminated for reasons considered adequate by the TRE only those items/section
not completed will be tested during a subsequent test/check.
At the discretion of the TRE any maneuver or procedure of the test/check may be repeated once by
the applicant. The TRE may terminate a test/check at any stage if it is considered that the applicant
competence requires a complete re-test/re-check.
3.1.2 NEW ENTRANT TRAINING PROCEDURE AND REQUIREMENTS
See table in 2.0.1.1
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PROCEDURES
Section 3
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3.2 PROCEDURES TO BE APPLIED IN THE EVENT THAT PERSONNEL DO NOT ACHIEVE OR

MAINTAIN THE REQUIRED STANDARD
3.2.1 GENERAL
In order to ensure a fair and non-biased process when dealing with insufficient training progress
and/or check failure cases, Astra Airlines has established a Flight Standards & Training Committee
(FSTC).
The FSTC consists of the following members:
a)
Flight Operations Manager (FOM)
b)
Training Manager
c)
Chief Pilot
d)
TRE,TRI ,LTC
To come to a decision, a minimum of three of the above persons has to be present at the FSTC
review meeting.
3.2.1.1 Policies and Guidelines
The following policies and guidelines will be used when insufficient training progress and/or failure of
a check has occurred:
-The FSTC will make all decisions on a case to case basis
-Flight crew is not automatically entitled to additional training, re-training or recheck.
-Flight crew are not automatically entitled to return to their previous position
-The amount of additional training or re-training will be decided on a case-to-case basis.
However, 30% in addition to the original syllabus will be considered the maximum.
-The outcome of the FSTC review meeting is final.
3.2.1.2 Decision Making Process
The decision making process of the FSTC can be divided in two stages: Refer to table in 3.2.1.10
3.2.1.3 Stage 1
In stage 1 the Training Manager will be notified by the LTC, TRI or TRE of the candidates insufficient
training progress and/or failure of a check. The Training Manager will collect all the training data and
arrange a meeting (review meeting 1) with the members of the FSTC in which the case in question
will be discussed. Based on the information provided by the instructor(s) and training remark forms,
the FSTC will decide whether additional training and/or re-check will be granted or not.
If additional training and/or re-check is granted and the candidate or flight crewmember passes on
the second attempt, the training can be continued or the flight crewmember can return to flight duty.
If additional training and/or re-check is not granted the Training Manager will arrange immediately
another meeting with the FSTC.
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3.2.1.4 Stage 2
If the candidate/flight crewmember after additional training fails to show improvement and/or fails
the re-check, or if additional training and/or re-check was not granted during review meeting 1, the
Training Manager will arrange another meeting with the FSTC (review meeting 2). At this stage, the
candidate or flight crewmember will not be eligible for additional training for the initial position being
trained for or previously held and the FSTC will have to decide whether the candidate or flight
crewmember can remain on flying duty with the company or not. If the FSTC decides to keep the
candidate or flight crewmember on flying duty, additional training will follow for this new position. If
the FSTC decides not to continue the flying duties of the candidate and/or flight crewmember, the
contract with the candidate/flight crewmember will be terminated.
On the next pages differentiation will be made for the different types of training and checking
programs and the associated procedures to be used in case of unsatisfactory standard by a trainee or
flight crewmember.
3.2.1.5 Conversion Training
Ground training
If a trainee/flight crewmember fails to reach a pass mark of 75% on the first attempt, a re-exam is
allowed. If the trainee fails the re-exam the FSTC will review the case.
Flight Simulator training
Flight simulator training is in principle to competence, not to hours. If the trainee's progress is below
the ASTRA AIRLINES standard or fails for his check, the assigned TRI or TRE will notify the Training
Manager by means of a Training Remark form and the case will be reviewed by the FSTC.
Additional training:
If the FSTC has granted additional training, two (2) additional flight simulator training sessions may
be used to reach the required standard.
Aircraft training and checking
If a trainee fails to complete the aircraft training syllabus the TRE will notify the Training Manager. If
the FSTC has granted additional training, a second attempt is allowed.
Line Flying under supervision
If a trainee fails to complete the line flying under supervision within the minimum number of sectors ,
the LTC will notify the Training Manager by means of a Training Remark form and the case will be
reviewed by the FSTC.
The minimum number of sectors may be extended after careful review of the FSTC.
LINE TRAINING/REQUIRED ROUTE SECTORS
TRAINEE
MINIMUM SECTORS
First Officer, already type rated
10
First Officer, First conversion training
Total 100 hours or minimum 40 sectors
First Officer Upgrading to Commander

New Type Rating
First Officer Upgrading to Commander
With Type Rating
20
10
20
10
2
Commander training Without Type Rating
Commander, already type rated

Aircraft Variant Commanders and Co-Pilots
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Part D
PROCEDURES
Section 3
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Initial Line Check

If the pilot fails the initial conversion training Line Check, the assigned LTC will inform the Training
Manager and the case will be reviewed by the FSTC.
If additional training is granted by the FSTC, 4 sectors of corrective training under supervision is
allowed.
Thereafter the flight crewmember will attempt a new line check conducted by a LTC not being the
same LTC who failed the flight crewmember on the first attempt.
3.2.1.6 Area and Airport Qualification Training
If a flight crewmember fails to qualify for a category C airport, a second attempt is allowed. If the
flight crewmember fails on the second attempt, the FSTC will review the case.
3.2.1.7 Recurrent Training and Checking
LPC/OPC
If a flight crewmember fails the LPC or OPC, he will be grounded. The assigned TRE will inform the
Fleet Chief Pilot, divisional Chief Pilot and OCC immediately and the case will be reviewed by the
FSTC.
If re-training is granted by the FSTC, the flight crewmember may receive a maximum of two training
sessions in preparation for a re-check. The flight crewmember shall thereafter undergo a new OPC,
conducted by an approved TRE, not being the same that failed the flight crewmember on the first
LPC or OPC attempt.
Yearly Line Check
If a flight crewmember fails the yearly recurrent Line Check, he will be grounded. The assigned LTC
will inform the Training Manager, Flight operation manager and OCC.
Immediately the case will be reviewed by the FSTC.
If re-training is granted by the FSTC, the flight crewmember is scheduled for 4 sectors line flying
under supervision. Thereafter the flight crewmember will attempt a new line check conducted by a
LTC not being the same LTC who failed the flight crewmember on the first attempt.
3.2.1.8 Commander Training
First attempt
If a CO-PILOT is not admitted to or fails the command evaluation check on a first attempt he will
resume flight duties as Co-pilot. The FSTC will review the case, and normally the second attempt
may be scheduled after 12 months. If a CDR under training fails the flight simulator
training/checking, line flying under supervision or line check on a first attempt, see OM D 3.2.1.10
Second attempt
If a CO-PILOT is not admitted to or fails command evaluation check on a second attempt he will be
scheduled for review by the FSTC as soon as practicable. If a CDR under training fails the flight
simulator training/checking, line flying under supervision or line check on a second attempt, see OM
D 3.2.1.10
When the FSTC decides to discontinue command training, the CDR under training is grounded until
retraining as Co-pilot has been completed.
3.2.1.9 Other Courses
When a flight crew member fails to reach the required standards during a type rating instructor
course, type rating examiner course, line training instructor course or ground instructor course, the
respective course will normally be discontinued. Normal flight duties shall be resumed without delay.
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OM
Part D
Section 3
Page: 10
PROCEDURES
3.2.1.10 Summary
- Check Failure
- insufficient training progress
FSTC
Review Meeting 1
No Additional Training
No Re-training/Re-check
Additional Training
Re-training/Re-check
Re-check failure
Insufficient Training Progress
Pass
Return to flight
duty
FSTC
Review Meeting 2
Return to previous position
Downgrading to Co-pilot
No
Yes
Termination
Process
Training
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OM
Part D
PROCEDURES
Section 3
Page: 11
3.3 PROCEDURES TO ENSURE THAT ABNORMAL OR EMERGENCY SITUATIONS ARE NOT

SIMULATED DURING COMMERCIAL AIR TRANSPORTATION FLIGHTS
Operator Proficiency Checks and Instrument Rating Renewal flight tests may be carried out in total or
in part on an approved flight simulator, during positioning flights or on specially detailed training
flights. Abnormal or emergency procedures training requiring the application of part or all abnormal
or emergency procedures and simulation of Instrument Meteorological Conditions by artificial means,
are not to be undertaken during commercial air transportation flights.
The procedure is composed of:
e)
A specific training during each conversion course.
f)
The recalling of this item during the recurrent training;
SIMULATED ABNORMAL SITUATIONS IN FLIGHT
ABNORMAL OR EMERGENCY SITUATIONS REQUIRING THE APPLICATION OF PART OF

ALL OF ABNORMAL OR EMERGENCY PROCEDURES AND SIMULATION OF IMC BY
ARTIFICIAL MEANS ARE STRICTLY FORBIDDEN DURING ALL COMMERCIAL FLIGHTS.
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Part D
PROCEDURES
Section 3
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OM
Part D
DOCUMENTATION
Section 4
Page: 1
TABLE OF CONTENTS
4.1
4.2
4.3
4.4
GENERAL
FLIGHT AND CABIN CREW MEMBER TRAINING FOLDER/FILE
CREWMEMBERS RIGHTS
STORAGE PERIODS
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Part D
DOCUMENTATION
Section 4
Page: 2
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Part D
DOCUMENTATION
Section 4
Page: 3
4.1 GENERAL
Astra Airlines shall ensure that information/documentation is stored in an acceptable form and
accessible to the HCAA for the period shown in the tables of OM Part D 4.4
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Section 4
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Part D
DOCUMENTATION
Section 4
Page: 5
4.2 FLIGHT AND CABIN CREW MEMBER TRAINING FOLDER/FILE

Before starting any training, each trainee will receive from the Training Manager a Flight Crew
Member Training Folder (FCMTF). This folder is to assist the trainee and Instructor/Examiner in
training progress. For each separate training session the progress (or lack of progress) of the trainee
may be noted.
The CMTF also is a tool for instructors to clearly overview a trainee's strength and weakness, in case
instructors are inter-changed.
The CMTF comprises the following;
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
All Courses detailed syllabuses and if necessary specific written instructions

All the associated company training records
Conversion and differences Training Record
Simulator Training Record (Flight Crew only)
Flight Under Supervision Record (Flight Crew only)
Area and Airport Qualification (Commanders only)
Line Check
OPC/LPC/Recurrent Training (Flight Crew only)
Command Evaluation Check (Flight Crew only)
Ground Course Attendance Record
TRI Training Record (Flight Crew only)
TRE Training Record (Flight Crew only)
Training Remark
Recurrent Training Record
Familiarization Flight
Refresher Training
Each CMTF is issued as a personal copy to each trainee. The instructor(s) will sign all relevant training
records as appropriate.
Any Third Party training certificate may be inserted at the end of the folder. Upon completion of
training, the folder will be transferred to the Training Manager, who will file the forms and records as
appropriate in the personal Flight Crew Training File.
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Part D
DOCUMENTATION
Section 4
Page: 6
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Part D
DOCUMENTATION
Section 4
Page: 7
4.3 CREWMEMBERS RIGHTS

Records of all conversion courses and recurrent training and checking are available on request to the
flight and cabin crew members concerned on request.
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Part D
DOCUMENTATION
Section 4
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OM
Part D
Section 4
Page: 9
DOCUMENTATION
4.4 STORAGE PERIODS

The Flight and cabin Crew Records Files will contain records stored for certain periods, in the
respective partitions. The Training Manager assisted by the Chief pilot and cabin crew officer are
responsible to keep the Flight and cabin Crew Records Files always updated.
Table-1-Flight Crew Records
FLIGHT CREW RECORDS
Flight, Duty and Rest time
Licence
Conversion training andchecking
Command course (including checking)
Recurrent training and checking
Training and checking to operate in either pilots seat
Recent experience (OPS 1.970 refers)
Route and aerodrome competence (OPS1.975 refers)
Training and qualification forspecific operations when required by OPS
(e.g. ETOPS CATII/III operations)
Dangerous Goods trainingas appropriate
15 months
As long as the flight
crewmember is exercising
theprivileges
of
the
licencefor the operator
3 years
3 years
3 years
3 years
15 months
3 years
3 years
3 years
Table-2-Cabin Crew Records

CABIN CREW RECORDS
Flight, Duty and Rest Time
Initial training,conversion and differences training(including checking)
Recurrent training andrefresher (including checking)

Dangerous Goodstraining as appropriate
15 months
As long as the cabincrew
member is employed by the
operator
Until 12 months after the
cabin crew member has left
the employ of the operator
3 years
Table-3-Records for other Operations Personnel

RECORDS FOR OTHER OPERATIONS PERSONNEL
Training/qualification records of other personnel for whom an approved
Last 2 training records
training programme is required by OPS
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Part D
DOCUMENTATION
Section 4
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by Astra Airlines
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Oct. 2010
OM
Part D
APPENDIX A
BAe 146 Series Type Training
Appendix A
Page: 1
TABLE OF CONTENTS
1.0 GROUND-SCHOOL SYLLABUS
2.0 BAe 146 TYPE RATING GROUND SCHOOL (AIRCRAFT SYSTEMS-CBT)
3.0 GENERAL INFORMATION
4.0 SIMULATOR SESSION 1
6.0 PROGRESS CHECK 1
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5
7
9
11
13
15
17
19
21
23
25
27
Oct. 2010
OM
Part D
APPENDIX A
Appendix A
Page: 2
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OM
Part D
APPENDIX A
Appendix A
Page: 3
1.0 GROUND-SCHOOL SYLLABUS

Below is the detailed 9 days ground school aircraft systems syllabus:
Monday
Tuesday
Wednesday
Thursday
Friday
Week 1
Introduction
MWS
Hydraulics
Landing Gear
Wheels, Tyres, Brakes
Emergency Equipment
Hydraulics and MWS Emulation
Water and Waste
Electrical Power
Lights
Air Supplies
Electrics and Lights Emulation
Air Conditioning
Pressurisation
Airframe Overheat
Oxygen
Air Supplies Emulation
Flying Controls
Communications
APU
Fuel
Fuel Emulation
Powerplant
Engine Starting
Performance
Monday
Tuesday
Wednesday
Thursday
Week 2
Powerplant Emulation
Avionic Systems
Flight Deck Overview
Basic Instruments
IRS
Air Data
Aircraft Visit
Avionic Systems Cont.
EFIS
VHF and DME
ADF
Rad Alt
TCAS
Door Demonstration
Avionic Systems Cont.
EGPWS
Weather Radar
FMS
Autoflight
Test
Friday
After the 9 days CBT training a further 5 days training which is followed by a test is conducted:
regarding Flight Planning, EFIS, Performance, Emergency Equipment, Cockpit procedure training.
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Part X
APPENDIX A
Appendix A
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Part D
APPENDIX A
Appendix A
Page: 5
2.0 BAe 146 TYPE RATING GROUND SCHOOL (AIRCRAFT SYSTEMS-CBT)

Days 1-5
TIME
09:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
MONDAY
Introduction
Technical
Course
CBT
CBT
L
CBT
CBT
CBT
CBT
TUESDAY
Review
WEDNESDAY
Review
THURSDAY
Review
FRIDAY
Review
CBT
CBT
CBT
CBT
CBT
U
CBT
CBT
CBT
CBT
CBT
N
CBT
CBT
CBT
CBT
CBT
C
CBT
CBT
CBT
CBT
CBT
H
CBT
CBT
CBT
CBT
WEDNESDAY
Review
CBT
CBT
N
CBT
CBT
CBT
CBT
THURSDAY
Review
Review
Review
C
TEST
TEST
TEST
TEST
FRIDAY
Flight Planning
Flight Planning
Flight Planning
H
EFIS
EFIS
EFIS
THURSDAY
FRIDAY
BAe 146
Theory
TEST
BAe 146
Theory
TEST
BAe 146
Theory
TEST
Days 6-10
TIME
09:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
MONDAY
Review
CBT
CBT
L
CBT
CBT
CBT
CBT
TUESDAY
Review
CBT
CBT
U
CBT
CBT
CBT
CBT
Days 11-15
TIME
MONDAY
TUESDAY
09:00-10:00
Performance
Mass and
Balance
10:00-11:00
Performance
Mass and
Balance
11:00-12:00
Performance
Mass and
Balance
12:00-13:00
13:00-14:00
Performance
Mass and
Balance
14:00-15:00
Performance
Emergency
equipment
15:00-16:00
Performance
Emergency
equipment
16:00-17:00
Performance
Emergency
equipment
by Astra Airlines
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WEDNESDAY
Cockpit
Procedure
Training
Cockpit
Procedure
Training
Cockpit
Procedure
Training
N
Cockpit
Procedure
Training
Cockpit
Procedure
Training
Cockpit
Procedure
Training
Cockpit
Procedure
training
Oct. 2010
BAe 146
Theory
BAe 146
Theory
BAe 146
Theory
BAe 146
Theory
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX A
Appendix A
Page: 6
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Part D
APPENDIX A
Appendix A
Page: 7
3.0 GENERAL INFORMATION

TRAINEE BACKGROUND:
Previously flown aircrafts: ____________________________________________________________
Total hours when training commences: __________________________________________________
Multi-crew and multi-engine experience: _________________________________________________
TRAINEE SEATING POSITION:
Simulator training: ___________________________________________________________________
Simulator PC: _______________________________________________________________________
Line training: _______________________________________________________________________
INSTRUCTION FOR COMPLETION OF THE PROGRESS FOLDER
Grade used for each exercise is:
(S) SATISFACTORY
At or above required standard.
(D) DEFERRED
Exercise not performed.
(R) REPEAT
Below required standard, has to be repeated.
Before each session check previous sessions for DEFERRED or REPEAT items. These Items should
preferably start the session in order to complete the lesson plan before continuing with following
session.
When deferred or repeat items are performed, use the empty rows on actual simulator session
protocol. This applies in all circumstances even if an exercise is not performed SATISFACTORY.
If exercise is performed up to a SATISFACTORY level and noted in the protocol, return to the
previous session and clear the exercise with initials.
If exercise is not SATISFACTORY, note the item again in the REPEAT box.
Use the Comments box for additional information.
NO COMMENTS REQUIRED FOR SATISFACTORY EXERCISES.
In cases where trainee is not progressing satisfactory, Head of Training must be consulted.
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Part D
APPENDIX A
Appendix A
Page: 8
TRAINING SUMMARY
NAME OF TRAINEE
Commander position
TRAINING FOR
First officer position
ACTIVITY/COURSE
Pilot License Validity
Technical Course
Technical Skill Test
Performance
Flight Planning
Mass and Balance
GNS/FMS System
Standard Operating Procedures
Low Visibility Take-off/CAT II
Emergency and Safety Equipment
Cockpit Resource Management
Synthetic Flight Training
Type Rating Skill Check
Aircraft Flight Training
Documentation filed by CTA
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Checked/
Completed

Oct. 2010
Date:
Instructor signature/Code
Revision No. 0
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OM
Part D
APPENDIX A
Appendix A
Page: 9
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
1.10
1.11
SIMULATOR SESSION 1
N/A
N/A
Flight deck layout
Pre-start checklists
Engine starts
Taxying
Normal take-off
Airwork
Normal descent/approach
Automatic ILS with landing
After landing and shutdown checklists
S/R/D
Satisfactory Repeat Deferred

ITEMS TO BE
REPEATED
CLEARED BY
ITEMS DEFERRED
CLEARED BY
COMMENTS:
Simulator hours
This session:
Total forward:
Date:
Instructors Name:
Instructors Signature:
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Part D
APPENDIX A
Appendix A
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Part D
APPENDIX A
Appendix A
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2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
SIMULATOR SESSION 2
N/A
Prestarts checks
APU Fire
Engine starts
Take-off/TMS handling
Dutch roll demonstration
Descent
Stalls
ILS approach with Go-around
Take-off/visual circuit/landing
After landing and shutdown checklists
S/R/D

ITEMS TO BE
REPEATED
CLEARED BY
ITEMS DEFERRED
CLEARED BY
COMMENTS:
Simulator hours
This session:
Total forward:
Date:
Instructors Name:
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APPENDIX A
Appendix A
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Part D
APPENDIX A
Appendix A
Page: 13

Grade
0-2
Tick and enter grade for each item

1.1
1.2
1.3
1.4
Aircraft maneuvering skill

Crew co-ordination and CRM
In tune with training schedule
Grade = 0
Satisfactory.
Grade = 1
Satisfactory with minor deviations.
Grade = 2
Unsatisfactory. Progress below standard.
Enter item number and comments, for exercise assessed grade 2.
Progress up to standard
Date:
Instructors Name:
Progress not up to standard
Pilots Name:
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Part D
APPENDIX A
Appendix A
Page: 14
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Part D
APPENDIX A
Appendix A
Page: 15
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
SIMULATOR SESSION 3
N/A
Rejected take-off/Fire/Evacuation
Take-off.
ILS approach
Crosswind take-off
Air conditioning/Air supply malfunctions
Cabin pressure malfunction
Emergency descent
Outer engine fire
3-engine ILS with go-around
3-engine ILS with landing
S/R/D

ITEMS TO BE
REPEATED
CLEARED BY
ITEMS DEFERRED
CLEARED BY
COMMENTS:
Simulator hours
This session:
Total forward:
Date:
Instructors Name:
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Part D
APPENDIX A
Appendix A
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Part D
APPENDIX A
Appendix A
Page: 17
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
SIMULATOR SESSION 4
Take-off w outer engine failure at V1+
Engine restart
Electrical failure demonstration
Electrical smoke
ILS approach with landing
Take-off with outer engine failure at V1+ with flap 30/Icing conditions
Holding
3-engine ILS with Go-around
3-engine ILS with landing
S/R/D

ITEMS TO BE
REPEATED
CLEARED BY
ITEMS DEFERRED
CLEARED BY
COMMENTS:
Simulator hours
This session:
Total forward:
Date:
Instructors Name:
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Part D
APPENDIX A
Appendix A
Page: 18
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Part D
APPENDIX A
Appendix A
Page: 19
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
SIMULATOR SESSION 5
Take-off with engine failure at V1+
Fuel system malfunctions
Hydraulic malfunctions
NDB approach with landing
Take-off with engine failure at level altitude
3-engine LOC-approach with go-around
Adjacent engine failure at 500 ft AAL
2-engine ILS-approach with go-around (CMD only) and landing
0-flap landing
S/R/D

ITEMS TO BE
REPEATED
CLEARED BY
ITEMS DEFERRED
CLEARED BY
COMMENTS:
Simulator hours
This session:
Total forward:
Date:
Instructors Name:
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Part D
APPENDIX A
Appendix A
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by Astra Airlines
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OM
Part D
APPENDIX A
Appendix A
Page: 21
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
SIMULATOR SESSION 6
Take-off
EFIS malfunctions
Pylon overheat
Outer engine low oil pressure
3-engine VOR-approach/circling/landing
WAT Take-off with outer engine failure at V1+
ILS approach with windshear on final
Pitch oscillation
Crosswind landing
S/R/D

ITEMS TO BE
REPEATED
CLEARED BY
ITEMS DEFERRED
CLEARED BY
COMMENTS:
Simulator hours
This session:
Total forward:
Date:
Instructors Name:
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APPENDIX A
Appendix A
Page: 22
by Astra Airlines
Issue: 2
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Oct. 2010
OM
Part D
APPENDIX A
Appendix A
Page: 23

Grade
0-2
Tick and enter grade for each item

1.1
1.2
1.3
1.4
Aircraft maneuvering skill

Crew co-ordination and CRM
In tune with training schedule
Grade = 0
Satisfactory.
Grade = 1
Satisfactory with minor deviations.
Grade = 2
Unsatisfactory. Progress below standard.
Enter item number and comments, for exercise assessed grade 2.
Progress up to standard
Date:
Instructors Name:
Progress not up to standard
Pilots Name:
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Pilots Signature:
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Part D
APPENDIX A
Appendix A
Page: 24
by Astra Airlines
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APPENDIX A
Appendix A
Page: 25
7.1
7.2
7.3
7.4
7.5
7.6
7.7
SIMULATOR SESSION 7
Noise abatement take-off
Low visibility operations-CAT II
Control jams
All engines flame-out
Raw data flight
3-engine take-off
3-engine take-off with engine failure at V1+
S/R/D

ITEMS TO BE
REPEATED
CLEARED BY
ITEMS DEFERRED
CLEARED BY
COMMENTS:
Simulator hours
This session:
Total forward:
Date:
Instructors Name:
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8.1
SIMULATOR SESSION 8
Line oriented flight training (LOFT)
S/R/D

ITEMS TO BE
REPEATED
CLEARED BY
ITEMS DEFERRED
CLEARED BY
COMMENTS:
Simulator hours
This session:
Total forward:
Date:
Instructors Name:
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APPENDIX A
Appendix A
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APPENDIX B
Appendix B
Crew Resource Management Training Page: 1
TABLE OF CONTENTS
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
8.1
8.2
8.3
GENERAL
INITIAL CRM TRAINING
CONVERSION COURSE CRM TRAINING
COMMAND COURSE CRM TRAINING
RECURRENT CRM TRAINING
IMPLEMENTATION OF CRM
CO-ORDINATION BETWEEN FLIGHT CREW AND CABIN CREW TRAINING
ASSESSMENT OF CRM SKILLS
CREW RESOURCE MANAGEMENT (CRM)
ASSESSMENT OF CRM SKILLS
CREW RESOURCE MANAGEMENT-USE OF AUTOMATION
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9
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17
17
17
18
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1.0 GENERAL
Objective
Target group
Duration
Group size
Training cycle
Prerequisites
Instruction
Documentation
To create awareness of the problems and possibilities of aspects of

Human interactions and herewith achieve the highest level of safety,
service and well being through development of human potential.
Cockpit and Cabin personnel, Flight Dispatch
2 days
Min 4/Max 30 candidates per group
Max 3 Years
None
Stand-up instruction
A hand-out will be provided
Crew Resource Management (CRM) is the effective utilization of all available resources (e.g. crew
members, aeroplane systems and supporting facilities) to achieve safe and efficient operation.
The objective of CRM is to enhance the communication and management skills of the flight crew
member concerned. The emphasis is placed on the non-technical aspects of flight crew performance.
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2.0 INITIAL CRM TRAINING

Initial CRM training programs should provide knowledge of and familiarity with human factors
relevant to flight operations. The course duration should be a minimum of two days. It should cover
all the elements in Table 1, column (a), to a level required by column (b).
(a)
(b)
A CRM trainer should possess group facilitation skills and should at least:
(i)
Have current commercial air transport experience as a flight crew member; and have
either:
(A)
Successfully passed the Human Performance and Limitations (HPL)
examination whilst recently obtaining the ATPL (see the requirements
applicable to the issue of Flight Crew Licences); or,
(B)
If holding a Flight Crew Licence acceptable under EU OPS 1.940(a)(3) prior
to the introduction of HPL into the ATPL syllabus, followed a theoretical HPL
course covering the whole syllabus of the HPL examination.
(ii)
Have completed initial CRM training; and
(iii)
Be supervised by suitably qualified CRM training personnel when conducting their
first initial CRM training session; and
(iv)
Have received additional education in the fields of group management, group
dynamics and personal awareness.
Notwithstanding paragraph (a) above, and when acceptable to the HCAA;
(i)
A flight crew member holding a recent qualification as a CRM trainer may continue to
be a CRM trainer even after the cessation of active flying duties;
(ii)
An experienced non-flight crew CRM trainer having knowledge of HPL, may also
continue to be a CRM trainer;
(iii)
A former flight crew member having knowledge of HPL may become a CRM trainer if
he maintains adequate knowledge of the operation and aeroplane type.
ASTRA AIRLINES must ensure that initial CRM training should address the nature of the operations of
the company concerned, as well as the associated procedures and the culture of the company. This
will include areas of operations which produce particular difficulties or involve adverse climatic
conditions and any unusual hazards.
If the operator does not have sufficient means to establish initial CRM training, use may be made of a
course provided by another operator, or a third party or training organization acceptable to the HCAA.
When crew members from several companies follow the same course, CRM core elements should be
specific to the nature of operations of the companies and the trainees concerned.
A flight crew members CRM skills should not be assessed during initial CRM training.
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3.0 CONVERSION COURSE CRM TRAINING

If the flight crew member undergoes a conversion course with a change of aeroplane type, all
elements in Table 1, column (a) should be integrated into all appropriate phases of the operators
conversion course and covered to the level required by column (c) (conversion course when changing
type).
If the flight crew member undergoes a conversion course with a change of operator, all elements in
Table 1, column (a) should be integrated into all appropriate phases of the operators conversion
course and covered to the level required by column (d) (conversion course when changing operator).
A flight crew member should not be assessed when completing elements of CRM training (which is
part of Astra Airlines conversion course).
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4.0 COMMAND COURSE CRM TRAINING

Astra Airlines shall ensure that all elements in Table 1, column (a) are integrated into the command
course and covered to the level required by column (e) (command course).
A flight crew member should not be assessed when completing elements of CRM training (which is
part of the command course), although feedback should be given.
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5.0 RECURRENT CRM TRAINING

(a)
Elements of CRM are integrated into all appropriate phases of recurrent training every year;
and that all elements in Table 1, column (a) are covered to the level required by column (f)
(recurrent training); and that modular CRM training covers the same areas over a maximum
period of 3 years.
(b)
Relevant modular CRM training is conducted by qualified CRM trainers.
A flight crew member should not be assessed when completing elements of CRM training which are
part of recurrent training.
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6.0 IMPLEMENTATION OF CRM

The following table indicates which elements of CRM should be included in each type of training:
Table 1
CORE
ELEMENTS (A)
Human error
and reliability,
error prevention
and detection
Company safety
culture, SOPs,
organizational
factors
Stress, stress
management,
fatigue &
vigilance
Information
acquisition and
processing
situation
awareness,
workload
management
Decision making
Communication
and
coordinating
inside and
outside of the
cockpit
Leadership and
team behavior
synergy
Automation
philosophy of
the use of
automation
Specific type
related
differences
Case based
studies
INITIAL
CRM
TRAINING
(B)
OPERATORS
CONVERSION
COURSE,
WHEN
CHANGING
TYPE (C)
OPERATORS
CONVERSION
COURSE,
WHEN
CHANGING
OPERATOR (D)
COMMAND
COURSE (E)
In depth
Overview
Overview
RECURRENT
TRAINING
(F)
In depth
Not required
Not required
In depth
Overview
In depth
Overview
Overview
In depth
As required
As required
As required
In depth
As
appropriate
In depth
Not required
In depth
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7.0 CO-ORDINATION BETWEEN FLIGHT CREW AND CABIN CREW TRAINING
Astra Airlines shall, as far as is practicable, provide combined training for flight crew and cabin crew
including briefing and debriefing.
There shall be an effective liaison between flight crew and cabin crew training departments. Provision
should be made for flight and cabin crew instructors to observe and comment on each others
training.
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8.0 ASSESSMENT OF CRM SKILLS

(IEM 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e) para 4)
Assessment of CRM skills should:
(a)
Provide feedback to the individual and serve to identify retraining; and
(b)
Be used to improve the CRM training system.
Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology
including terminology used, acceptable to the HCAA, should be published in the Operations Manual.
Astra Airlines has established procedures to be applied in the event that personnel do not achieve or
maintain the required standards (OM Part D 3.2).
If the operator proficiency check is combined with the Type Rating revalidation check, the assessment
of CRM skills will satisfy the Multi Crew Co-operation requirement of the Type Rating renewal. This
assessment will not affect the validity of the Type Rating.
8.1 CREW RESOURCE MANAGEMENT (CRM)
IEM 1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)1.943/1.945(a)(9)/1.955(b)(6)/1.965(e)
AMC 1.943/1/945(a)(9)/1.955(b)(6)/1.965(e)
CRM training should reflect the culture of the operator and be conducted by means of both classroom
training and practical exercises including group discussions and accident and serious incident reviews
to analyze communication problems and instances or examples of a lack of information or crew
management.
Whenever it is practicable to do so, consideration should be given to conducting relevant parts of
CRM training in synthetic training devices.
It is recommended that, whenever possible, initial CRM training be conducted in a group session
outside the company premises so that the opportunity is provided for flight crew members to interact
and communicate away from the pressures of their usual working environment.
8.2 ASSESSMENT OF CRM SKILLS
Assessment is the process of observing, recording, interpreting and evaluating, where appropriate,
pilot performance and knowledge against a required standard in the context of overall performance.
It includes the concept of self-critique, and feedback which can be given continuously during training
or in summary following a check.
CRM skills assessment should be included in an overall assessment of the flight crew members
performance and be in accordance with approved standards. Suitable methods of assessment should
be established, together with the selection criteria and training requirements of the assessors and
their relevant qualifications, knowledge and skills.
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Individual assessment is not appropriate until the crew member has completed the full cycle of CRM
recurrent training. For individual CRM skills assessment, the following methodology is considered
satisfactory.
(a)
Astra Airlines shall establish the CRM training program including an agreed terminology. This
should be evaluated with regard to methods, length of training, depth of subjects and
effectiveness.
(b)
A training and standardization program for training personnel should then be established.
(c)
For a transition period, the evaluation system should be crew rather than individually based.
8.3 CREW RESOURCE MANAGEMENT-USE OF AUTOMATION
1.945(a)(9), AMC 1.945(a)(9)
The conversion course should include training in the use and knowledge of automation and in the
recognition of systems and human limitations associated with the use of automation. Astra Airlines
shall therefore ensure that a flight crew member receives training on:
(a)
The application of the operations policy concerning the use of automation as stated in the
Operations Manual; and
(b)
System and human limitations associated with the use of automation.
The objective of this training should be to provide appropriate knowledge, skills and behavioral
patterns for managing and operating automated systems. Special attention should be given to the
way in which the different modes associated with the automated systems function and interact.
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APPENDIX C
Instructor Training
Appendix C
Page: 1
TABLE OF CONTENTS
1.0
2.0
2.1
2.2
2.3
2.0
TRI THEORETICAL TRAINING

INITIAL GROUND INSTRUCTORS COURSE
FUNDAMENTALS OF TEACHING AND LEARNING
EFFECTIVE TEACHING METHODS
FLIGHT INSTRUCTOR RESPONSIBILITIES
INITIAL GROUND INSTRUCTORS COURSE ANALYSIS
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Instructor Training
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1.0 TRI THEORETICAL TRAINING

TRAINING
TRI THEORETICAL TRAINING
Course code
TRI
To prepare TRI for forthcoming duties as an

instructor in the a classroom environment,
simulator and on the aircraft.
Applicant TRIs and ground instructors
3 days
Max. 6 candidates per group
None, if applicant stays current
Objective
Target group
Duration
Group size
Training cycle
A candidate having passed the selection process

shall be given the following training before
commencing TRI duty:
TRI Theoretical course
Administration course (Astra Airlines)
Simulator Operators Course (Astra Airlines)
Conducting training under supervision (Astra
Airlines)
Aircraft training (Astra Airlines)
Prerequisites
Course contents
1.365 (a)(1)
according
to
Instruction
Documentation
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Instructor ratings
The learning process
The teaching process
Training philosophies
Techniques of applied instruction
- Theoretical knowledge
- Flight Instruction
Student evaluation and testing
Training program development
Human performance and limitations relevant
to flight instruction
Hazards involved in simulating system
failures and malfunctions in the aircraft
during flight
Training Administration in General
Stand-up classroom instruction
A hand-out will be provided including:
1) TRI Training Syllabus
2) TRI course handout
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Instructor Training
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Instructor Training
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2.0 INITIAL GROUND INSTRUCTORS COURSE

2.1 FUNDAMENTALS OF TEACHING AND LEARNING
How People Learn.

Motivation.
Obstacles to Learning.
Habits and Transfer.
Levels of Learning.
Rates of Learning.
Advances and Plateaus in Learning.
Typical Learning Curve.
Memory and Forgetting.
Common Misconceptions about Learning.
Role of the Flight Instructor.
Perception and Insight.
2.2 EFFECTIVE TEACHING METHODS
Teaching to Help Students Learn.

The Instructor-Student Relationship.
Safety Practices.
The Teaching Process.
Preparation.
Explanation and Demonstration.
Trial and Practice.
Review and Evaluation.
Planning Instructional Activity.
Determination of Overall Objectives.
Identification of Blocks of Learning.
The syllabus.
The Lesson Plan.
Use of Training Aids.
Evaluation.
Oral Quizzing.
Demonstration of Ability.
Applying Appropriate Standards.
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2.3 FLIGHT INSTRUCTOR RESPONSIBILITIES
Instruction of Students.
Providing Adequate Instruction.
Demanding an Adequate Standard of Performance.
Student Supervision and Surveillance.
The Flight Instructor Image.
Sincerity.
Acceptance of the Student.
Personal Appearance and Habits.
Strong Language.
Demeanor.
Self-improvement.
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2.0 INITIAL GROUND INSTRUCTORS COURSE ANALYSIS

Course Objective
The course should be designed to give adequate training to the applicant in theoretical knowledge
instruction, flight instruction and synthetic flight instruction in order to instruct for any multi-pilot
aeroplane type rating for which the applicant is qualified.
Course Administration
Each applicant should have a written personal progress report maintained throughout the course and
each applicants teaching abilities should be assessed as satisfactory by the TRI designated by the
HCAA for this purpose before the TRI rating is issued.
2.1 TEACHING AND LEARNING (PART ONE)
2.1.1 The Learning Process
Motivation
Perception and understanding
Memory and its application
Habits and transfer
Obstacles to learning
Incentives to learning
Learning methods
Rates of learning
2.1.2 The Teaching Process
Elements of effective teaching
Planning of instructional activity
Teaching methods
Teaching from the known to the unknown
Use of lesson plans

2.1.3 Training Philosophies
Value of a structured (approved) course of training
Importance of a planned syllabus
Integration of theoretical knowledge and flight instruction

2.1.4 Techniques of Applied Instruction
I)
Theoretical knowledge-Classroom instruction techniques
Use of training aids
Group lectures
Individual briefings
Student participation/discussion
II)
Flight-Airborne instruction techniques
The flight/cockpit environment
Techniques of applied instruction
Post flight and inflight judgment and decision making
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2.1.5 Student Evaluation and Testing

I)
Assessment of student performance
The function of progress tests
Recall of knowledge
Translation of knowledge into understanding
Development of understanding into actions
The need to evaluate rate of progress

II)
Analysis of student errors
Establish the reason for errors
Tackle major faults first, minor faults second
Avoidance of over criticism
The need for clear concise communication

2.1.6 Training Program Development
Lesson planning
Preparation
Explanation and demonstration
Student participation and practice
Evaluation
2.1.7 Human Performance and Limitations Relevant to Flight Instruction
Physiological factors
Psychological factors
Human information processing
Behavioral attitudes
Development of judgment and decision making

2.1.8 Hazards Involved in Simulating Systems Failures and Malfunctions in the Aeroplane
During Flight
Selection of a safe altitude

Importance of touch drills
Situational awareness
Adherence to correct procedures
2.1.9 Training Administration
Flight theoretical knowledge instruction records
Pilots personal flying log book
The flight/ground curriculum
Study material
Official forms
Aircraft Flight/Owners Manuals/Pilots Operating Handbooks
Flight authorisation papers
Aircraft documents
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2.1.10
Flight Instructor Responsibilities

Instruction of Students.
Providing Adequate Instruction.
Demanding an Adequate Standard of Performance.
Student Supervision and Surveillance.
The Flight Instructor Image.
Sincerity.
Acceptance of the Student.
Personal Appearance and Habits.
Strong Language.
Demeanor.
Self-improvement.
2.1.11
Effective Teaching Methods

Teaching to Help Students Learn.
The Instructor Student Relationship.
Safety Practices.
The Teaching Process.
Preparation.
Explanation and Demonstration.
Trial and Practice.
Review and Evaluation.
Planning Instructional Activity.
Determination of Overall Objectives.
Identification of Blocks of Learning.
The syllabus.
The Lesson Plan.
Use of Training Aids.
Evaluation.
Oral Quizzing.
Demonstration of Ability.
Applying Appropriate Standards.
Appendix C
Page: 9
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2.2 TECHNICAL TRAINING (PART TWO)

The course should be related to the type of aeroplane on which the applicant wishes to instruct. A
training program should give details of all theoretical knowledge instruction. Identification and
application of human factors related to multicrew cooperation aspects of the training.
The content of the instruction program should cover training exercises as applicable to the aeroplane
type. The TRI rating applicant should be taught and made familiar with giving instruction from the
seat normally occupied by the co-pilot.
2.2.1 Training Exercises Flight Simulator
Items marked with an asterisk (*) should be performed in an aeroplane in case a flight simulator is
not available.
i.
use of checklist, setting of radios/navigation aids*
ii.
starting engines*
iii.
take-off checks*
iv.
instrument take-off, transition to instruments after lift off*
v.
crosswind take-off
vi.
engine failure during take-off between VI and V2
vii.
aborted take-off prior to reaching VI
viii.
high mach buffeting, specific flight characteristics (if necessary)
ix.
steep turns
x.
recovery from approach to stall/take-off, clean, landing configuration
xi.
instrument approach to required minimum decision height or minimum descent
height/altitude, manual one engine simulated inoperative during approach and landing or go
around
xii.
rejected landing and go around; and
xiii.
Crosswind landing
2.2.2 Category II and Ill Operations (If Applicable)
precision approaches, automatic with auto throttle and flight director go-around caused by
aircraft or ground equipment deficiencies;
go around caused by weather conditions;
go around at DH caused by offset position from centerline; and
one of the CAT II/CAT III approaches must lead to a landing.
2.2.3 Aeroplane (Not Applicable for Applicants for SFI (A) Authorization [Or Zero Flight
Time Training by a TRI (A)]
familiarization with controls during outside checks
use of checklist, setting of radios and navigation aids, starting engines
taxiing
take-off
engine failure during take-off shortly after V2, after reaching climb out attitude
other emergency procedures (if necessary)
one engine simulated inoperative go around from required minimum DH; and
one engine (critical) simulated inoperative landing
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Part D
APPENDIX D
RVSM Training
Appendix D
Page: 1
TABLE OF CONTENTS
1.0 RVSM TRAINING
1.1 INTRODUCTION
2.0 DEFINITIONS
3.0 FLIGHT PLANNING
4.0 PRE-FLIGHT PROCEDURES
4.1 TECHNICAL LOGS & FORMS
4.2 EXTERNAL INSPECTION
4.3 ALTIMETER CHECKS
4.4 BEFORE TAKE-OFF
5.0 NORMAL PROCEDURES
5.1 PRIOR TO ENTERING RVSM AIRSPACE
5.2 IN RVSM AIRSPACE
6.0 ABNORMAL PROCEDURES
6.1 GENERAL
7.0 EQUIPMENT FAILURES
7.1 GENERAL
7.2 FAILURE OF ALL AUTOMATIC ALTITUDE CONTROL SYSTEMS
7.3 LOSS OF REDUNDANCY OF ALTIMETRY SYSTEMS
7.3.1 One Primary Altimeter System Fails
7.3.2 All Primary Altimeter Systems Fail
7.3.3 Primary Altimeters Vary by more than +/-200 ft
7.3.4 Loss of Thrust on an Engine - Necessitating Descent
7.3.5 Any other equipment failure affecting the ability to maintain cleared
flight level
7.4 SEVERE TURBULENCE
8.0 REPORTING AND INVESTIGATING OF ERRORS
8.1 GENERAL
8.2 PARAMETERS TO BE USED FOR INVESTIGATION
8.2.1 Reduced Vertical Separation Minima
9.0 RVSM QUESTIONNAIRE
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RVSM Training
Appendix D
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Part D
APPENDIX D
RVSM Training
Appendix D
Page: 3
1.0 RVSM TRAINING

1.1 INTRODUCTION
Since the early eighties ICAO, the FAA, EUROCONTROL and the JAA have studied the possibility of
opening up more economic airspace to commercial aviation, by reducing the vertical separation
between FL 290 to FL 410 from 2000 ft to 1000 ft. This concept is referred to as Reduced Vertical
Separation Minimums (RVSM).
Airspace where RVSM is applied is considered special qualification airspace. Both the individual
operator and the specific aircraft types intended to be used shall be approved by the authority before
the operator conducts flights in RVSM airspace. Flight crews must be trained and qualified for
operations in RVSM airspace.
Obtaining RVSM approval includes:
Airworthiness requirements
Continued airworthiness requirements
Flight crew training and qualification requirements
Establishing a program for investigating and reporting of errors
Specific operational procedures.

Operational approval for RVSM operations will be included in the Air Operators Certificate (AOC).
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APPENDIX D
RVSM Training
Appendix D
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RVSM Training
Appendix D
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2.0 DEFINITIONS
Altimetry System Error (ASE)
The difference between the pressure altitudes displayed to the flight crew when referenced to ISA
standard ground pressure setting (1013.25 hPa) and free stream pressure altitude.
Assigned Altitude Deviation (AAD)
The difference between the transponder Mode C or S altitude and the assigned flight level.
Basic RVSM Envelope
The range of Mach numbers and gross weights within the altitude ranges FL 290 to FL 410 (or
maximum certified altitude) where an aircraft can be reasonably expected to operate most frequently.
Full RVSM Envelope
The entire range of Mach numbers, gross weights and altitudes over which an aircraft can be
operated within RVSM airspace.
Height-Keeping Capability
Aircraft height keeping performance that can be expected under nominal environmental conditions,
with proper aircraft operating practices and maintenance.
Height-Keeping Performance
The observed performance of an aircraft with respect to adherence to a flight level.
Total Vertical Error (TVE)
Vertical geometric difference between the actual pressure altitude flown by an aircraft and its
assigned pressure altitude (flight level).
by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
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by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
Page: 7
3.0 FLIGHT PLANNING

During flight planning the flight crew should pay particular attention to conditions that may affect
operations in RVSM airspace. These include but may not be limited to the following:
Verifying that the airframe is approved for RVSM
Aircraft Flight Manual
Air Operator's Certificate
Reported and forecasted weather on the route of flight

In order to brief flight crews on en route weather conditions, a current significant
-weather chart (SWC) must be available to the flight crew for all flights planned
through RVSM airspace.
-Minimum equipment requirements pertaining to height keeping and alerting systems.
In order to meet these requirements, the following minimum equipment is required
and to be operative:
2 ADCs and 2 main altimeters
1 ATC transponder
1 Master Warning System (for altitude alert system)
1 Auto-Pilot/Flight Director Longitudinal Computer
1 Auto-Pilot/Flight Director Logic/Monitoring/Computer
AFCS Control Panel-Altitude Module.
Any airframe or operating restrictions related to RVSM approval.

-The MELs are adapted and approved for RVSM by the authority. Items related to
RVSM (such as altimetry, altitude alerting, altitude keeping, auto-flight, etc.) may
require more restrictive dispatch requirements for flights through RVSM airspace.
by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
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by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
Page: 9
4.0 PRE-FLIGHT PROCEDURES

4.1 TECHNICAL LOGS & FORMS
Review technical logs and forms to determine the conditions of equipment required for flight in the
RVSM airspace. Ensure that maintenance action has been taken to correct defects to required
equipment.
4.2 EXTERNAL INSPECTION
During the external inspection of aircraft, particular attention should be paid to the condition of static
sources and condition of the fuselage skin near each static source and any other component that
affects altimetry system accuracy. This check may be accomplished by a qualified and authorized
person other than a pilot (e.g. flight engineer or ground engineer).
4.3 ALTIMETER CHECKS
Before take-off, the aircraft altimeters should be set QNH of the airfield and should display a known
altitude within the limits specified in the aircraft operating manuals. The two primary altimeters
should also agree within limits specified by the aircraft operating manual. An alternative procedure
using QFE may also be used. Any required functioning checks of altitude indicating systems should be
performed.
NOTE: The maximum value for these checks sited in operating manuals should not exceed 23m/75ft.
4.4 BEFORE TAKE-OFF
Before take-off, equipment required for flight in RVSM airspace should be operative and any
indications should be resolved.
by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
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by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
Page: 11
5.0 NORMAL PROCEDURES

The following procedures are considered ready knowledge for all pilots involved in operations through
RVSM airspace. The flight planning requirements are considered ready knowledge for both pilots and
dispatchers involved in RVSM operations.
5.1 PRIOR TO ENTERING RVSM AIRSPACE
Entry into RVSM airspace is prohibited unless the following equipment is operative:
Two primary altitude measuring systems (must agree within + or 200 ft)
One automatic altitude control system
One altitude alerting system
One operative transponder.

NOTE: Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the
pilot should request a new clearance to avoid entering this airspace.
Prior to entering the RVSM airspace the following shall be accomplished:
Record the two primary altimeter system indications and the standby altimeter indication on
the operational flight plan.
Re-check the primary and standby altimeter settings 29.92 in. Hg / 1013.2 (hPa)
Select the transponder that corresponds to the altimeter system used to control the aircraft
altitude for reporting altitude to ATC.
5.2 IN RVSM AIRSPACE
When entering or operating in RVSM airspace the following guidelines should be adhered to:
Except when re-trim or turbulence requires disengagement, the automatic altitude control
system should be used and autopilot shall be in command during operations in RVSM
airspace.
In level cruise it is essential that the aircraft is flown at the cleared flight level. This requires
that particular care is taken to ensure that ATC clearances are fully understood and followed.
The aircraft should not intentionally depart from cleared flight level without a positive
clearance from ATC unless the crews are conducting contingency or emergency maneuvers.
Changing flight levels shall always be accomplished using the auto-flight system. The aircraft
should not be allowed to overshoot or undershoot the cleared flight level by more than 45m
(150 ft).
At intervals of approximately one hour, cross checks between primary altimeters should be
made and must agree within +/-200 ft. Failure to meet this condition requires notification of
ATC.
If the pilot is advised that the aircraft has been identified by a height monitoring system as
exhibiting a TVE greater than +/-300 ft or an ASE greater than + /-245 ft, then the pilot
should follow the regional contingency procedures.
If the pilot is notified by ATC of an AAD error, which exceeds +/-300 ft, then the pilot should
take action to return to the Cleared Flight Level (CFL) as quickly as possible.
by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
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by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
Page: 13
6.0 ABNORMAL PROCEDURES

6.1 GENERAL
The following guidance material is provided for actions in case of equipment failure and encounters
with severe turbulence while in RVSM airspace:
For certain equipment failures or turbulence encounters the safest course of action may be
for the aircraft to continue RVSM airspace while the pilot and controller take precautionary
action to protect separation.
For extreme cases of equipment failure or turbulence, however, the safest course of action
may be for the aircraft to leave RVSM airspace by obtaining a revised clearance, or, if unable
to obtain prior ATC clearance, to execute the regional contingency maneuver to leave the
assigned route, track or flight level.
Guidance for contingency procedures should not be interpreted in any way that prejudices the final
authority and responsibility of the CDR for safe operation of the aircraft.
If the pilot is unsure of the vertical or lateral position of the aircraft or the aircraft deviates
intentionally from its assigned altitude or track, without prior ATC clearance, then the pilot must take
action to reduce the potential for collision with other aircraft on adjacent routes or flight levels. In this
situation, the pilot should alert adjacent aircraft by making maximum use of aircraft lighting and
broadcasting position, flight level and intentions on 121.5 or on the regional air-to-air frequency as a
back-up.
Unless the nature of the contingency dictates otherwise, the pilot should advise ATC as soon as
possible and request an ATC clearance before deviating from the assigned route or flight level.
If a revised ATC clearance cannot be obtained in a timely manner and action is required to avoid
potential conflict with other aircraft, then the aircraft should be flown at an altitude and/or a track
where other aircraft are least likely to be encountered. This can be accomplished by:
Offsetting half the lateral distance between routes or tracks.
Offsetting half the vertical distance between altitudes normally flown.
Descending below or climbing above RVSM airspace.

When executing a contingency manoeuvre the pilot should:
Watch for conflicting traffic.
Continue to alert other aircraft using 121.5 or regional air-to-air frequency as a back up.
Continue to fly tracks or altitudes, which are likely to be unoccupied.
Obtain an ATC clearance as soon as possible.

Taking into account the above this results in the following specific contingency procedures.
NOTE: Pilot actions as described below are available in the RVSM quick reference checklist in the
Route Guide.
by Astra Airlines
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RVSM Training
Appendix D
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by Astra Airlines
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RVSM Training
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7.0 EQUIPMENT FAILURES

7.1 GENERAL
The following equipment failures and associated action should be reported to ATC while operating in
RVSM airspace;
Failure of all automatic altitude-control systems aboard the aircraft
Loss of redundancy of altimetry systems
Loss of thrust on an engine necessitating descent
Any other equipment failure affecting the ability to maintain cleared flight level.
7.2 FAILURE OF ALL AUTOMATIC ALTITUDE CONTROL SYSTEMS
Pilot actions:
Maintain CFL.
Evaluate capability to maintain altitude through manual control.
Alert nearby traffic by:

-Making maximum use of exterior lights.
-Broadcast position, flight level and intentions on 121.5 (or air-to-air frequency as a
back-up).
Notify ATC of the failure and intended course of action:

-CFL can be maintained: continue in RVSM airspace.
-CFL cannot be maintained and ATC cannot establish increased vertical or lateral
separation: Request clearance to climb above or descend below RVSM airspace.
-CFL cannot be maintained and prior ATC clearance cannot be obtained: Execute the
regional contingency maneuver to leave assigned track or route, as published in the
Jeppesen Airway Manual.
ATC actions:
Obtain the pilots intentions.
If the pilot intends to continue in RVSM airspace, consider establishing increased vertical or
lateral separation.
Pass traffic information.
If the pilot requests clearance to exit RVSM airspace, accommodate request expeditiously, if
possible.
If increased vertical or lateral separation cannot be established and it is not possible to

accommodate the pilots request to exit RVSM airspace, ATC will notify nearby aircraft and
continue to monitor the situation.
Advise adjoining ATC facilities / sectors of the situation.
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7.3 LOSS OF REDUNDANCY OF ALTIMETRY SYSTEMS

7.3.1 One Primary Altimeter System Fails
Pilot actions:
Couple automatic altitude control system and switch transponder to o operative system.
Notify ATC.
Maintain vigilance of altitude keeping.

ATC actions:
Acknowledge the situation and continue to monitor progress.
7.3.2 All Primary Altimeter Systems Fail

Pilot actions:
Maintain altitude by reference to standby altimeter.

Making maximum use of exterior lights.
--Broadcast position, flight level and intentions on 121.5 (or air-to-air frequency as a
back-up).
Notify ATC of the inability to meet RVSM performance requirements:
Consider declaring an emergency and request clearance to exit RVSM airspace.
If ATC clearance cannot be obtained in a timely manner: Execute the regional contingency
maneuver to leave assigned track or route.
ATC actions:
Accommodate the request to exit RVSM airspace in an expeditious manner, if possible.
If unable to accommodate request to exit RVSM airspace, request pilots intentions and advise
nearby traffic of the situation and continue to monitor the situation.
7.3.3 Primary Altimeters Vary by more than +/-200 ft

Pilot actions:
Attempt to determine the defective system, if applicable by comparing primary altimeters to

(corrected) standby altimeter indications.
Defective system can be determined: refer to ONE PRIMARY ALTIMETER SYSTEM FAILS.
Defective system cannot be determined: refer to ALL PRIMARY ALTIMETER SYSTEMS FAIL.
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RVSM Training
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7.3.4 Loss of Thrust on an Engine - Necessitating Descent

Pilot actions
Notify ATC
-Declare Emergency
-State requirement to descent
If unable to notify ATC, alert nearby traffic by:

Execute the regional contingency maneuver to leave assigned track or route.
--Making maximum use of exterior lights.
-Broadcast position, flight level and intentions on 121.5 (or air-to-air frequency as a
back-up).
7.3.5 Any other equipment failure affecting the ability to maintain cleared flight level
Any equipment failure which leads to abnormal or emergency situations requiring descend, should be
reported to ATC as soon as possible.
7.4 SEVERE TURBULENCE
When unable to maintain CFL the following guidelines should be followed.
Pilot actions:
Making maximum use of exterior lights.
Broadcast position, flight level, nature and severity of turbulence and intentions on 121.5
(regional air-to-air frequency may be used as a back-up).
Notify ATC as soon as possible and request level change if necessary.
If the CFL cannot be maintained, execute the regional contingency procedure to leave
assigned track or route, as published in the Jeppesen Airway Manual.
ATC actions:
If possible, establish increased vertical or lateral separation.
Accommodate the request for change in altitude, if possible.
If neither of the above actions is possible, notify other aircraft in the vicinity and monitor the
situation.
Consider suspending RVSM operations in the affected area.
NOTE: It should be understood that any ATC center may request an increase in separation minima
due to adverse weather conditions. This could lead to the temporary suspension of RVSM in
selected areas. In the MNPS airspace this may be effective during active periods of the
Organized Track System (OTS) or may be effective prior to the publication of the OTS.
by Astra Airlines
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RVSM Training
Appendix D
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RVSM Training
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8.0 REPORTING AND INVESTIGATING OF ERRORS

8.1 GENERAL
Height-keeping errors fall into two broad categories:
Caused by malfunction of aircraft systems
Caused by operational error.

If errors of either variety are committed consistently, the RVSM operational approval may be
removed. If a problem is identified which is related to one aircraft type, then RVSM approval may be
removed for that specific type. Each error will be investigated in a timely and effective manner with
initial analysis of causal factors and measures taken to prevent further events.
Operators are required to take immediate action in the form of investigation and report errors within
72 hours to the authority.
Errors which are to be reported by Trip Report are:
TVE greater than +/- 300 ft
ASE equal to or greater than +/- 245 ft
AAD equal to or greater than +/- 300 ft.

8.2 PARAMETERS TO BE USED FOR INVESTIGATION
The following parameters should be recorded when height keeping error are observed:
Primary and standby readings
Altitude selector settings
Subscale setting on altimeter
Auto-pilot used and any differences when an alternative auto-pilot system was selected
Differences in altimeter readings, if alternate static ports selected
Use of Air Data Computer (ADC) selector for fault diagnosis procedure
The transponder selected to provide altitude information to ATC and any difference noted
when an alternative transponder was selected.
8.2.1 Reduced Vertical Separation Minima

If flight crew members are to operate an aeroplane type, which is RVSM, approved on the Astra
Airlines AOC, they have to be trained for RVSM operations. This training is incorporated in the
conversion training for the applicable type.
The training consists of the following phases:
Self study
Classroom instruction by a Astra Airlines Ground Instructor. It includes a video film produced
by Euro control.
Completions of the RVSM Questionnaire with a minimum pass mark of 75%.
by Astra Airlines
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RVSM Training
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RVSM qualification is obtained by completion the above. The subjects, which will be
reviewed during this training as follows:
Knowledge and understanding of standard ATC phraseology.
The importance of Crosschecking to ensure that ATC clearances are promptly and correctly
complied with.
Limitations and correction charts for the use of standby altimeter in contingencies.
Problems of visual perception of other aeroplane at 1000 ft separation during darkness, when
encountering local phenomena such as northern lights, for opposite and same direction traffic
and during turns.
Characteristics of altitude capture system, which may lead to overshoots.
Relationship between primary altimeter systems, automatic altitude control and transponder
systems in normal and abnormal conditions.
Any airframe restrictions, if required for a particular type, related to RVSM airworthiness
approval.
Awareness of problems due to wake vortex encounters at TCAS operations in RVSM airspace.
Awareness about Transitions problems and safety issues.

Also refer to appendix D / RVSM.
by Astra Airlines
Issue: 2
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APPENDIX D
RVSM Training
Appendix D
Page: 21
9.0 RVSM QUESTIONNAIRE
1)
How does an operator obtain RVSM approval:
a)
b)
c)
d)
Meet airworthiness requirements.

Training flight crew, including specific operational procedures
Establishing a program for investigating and reporting of errors.
All the above.
2)
The purpose of Reduced Vertical Separation Minima airspace is:
a)
b)
c)
d)
Increase revenue for the major airlines.

Provide increase capacity in the European (and the North Atlantic) airspace
Reduce the lateral separation on the organized track system to 60 NM.
Reduce the longitudinal separation in the North Atlantic OTS to 10 minutes.
3)
Altimetry System Error (ASE) means:
a)
The difference between the pressure altitude displayed to the flight crew when referenced to
ISA standard ground pressure setting (1013, 25 hPa) and free stream pressure altitude.
The difference between the transponder Mode C or S altitude and the assigned flight level.
The entire range of Mach numbers, gross weights and altitudes over which an aircraft can be
operated within RVSM airspace.
None of the above.
b)
c)
d)
4)
The Air Operator Certificate (AOC) which certificates that the operator is qualified
to operate aircraft in RVSM airspace is valid for what duration?
a)
b)
c)
d)
12 months.
24 months.
Indefinitely
As long as the AOC is valid.
5)
Which statement(s) are true regarding operations in RVSM airspace?
a)
b)
c)
d)
An RVSM-certified crew can operate any aircraft in RVSM airspace.

Any RVSM-certified aircraft can be operated in RVSM airspace by an aircraft qualified crew.
Both crew and aircraft must be certified to operate in RVSM airspace.
None of the above.
6)
During the Pre-Flight phase, you should review the tropopause charts and wind
charts to ensure that you do not exceed performance capability of the:
a)
b)
c)
d)
Altitude keeping equipment.

Auto throttle system.
Long Range Navigation System (LNRS).
Performance management system.
7)
In the Pre-Flight phase, the CDR should insure that particular attention is paid to :
a)
b)
c)
d)
The
The
The
The
pitot tubes.
static ports and surrounding skin area.
stall warning guide vanes.
angle of attack indicator.
by Astra Airlines
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APPENDIX D
RVSM Training
Appendix D
Page: 22
8)
In the Pre-Flight phase, the prescribed exterior RVSM items may be checked by:
a)
b)
c)
d)
The CDR.
The F/O.
Qualified maintenance personnel.
The limit stated in the operation manual.
9)
When the CDR and F/O are checking their altimeters at a point of known
elevation, the difference between the readings should not exceed:
a)
b)
c)
d)
25 feet.
50 feet.
75 feet.
The limit stated in operation manual (FCOM).
10)
Special emphasis should be placed on the prompt setting of on the primary and
standby altimeters after passing the transition altitude:
a)
b)
c)
d)
QED
QFE
QNE
QNH
11)
Prior to entering RVSM airspace, the CDR is responsible to perform certain checks
of the equipment. The following equipment should be operational:
a)
b)
c)
d)
All navigation and landing lights.

All warning and caution lights to monitor air data computers.
Mode C transponders with functioning altitude reporting capability.
Two primary altitude measurement systems, one automatic altitude control system and one
altitude reporting system.
12)
At intervals of approximately 1 Hrs, a cross check of the altimeters should be

accomplished. A minimum of two should agree within.Failure to meet this
condition mandates a report to ATC declaring the altimetry system defective:
a)
b)
c)
d)
75 feet.
200 feet.
300 feet
Varies with aircraft system.
13)
The active transponder shall:
a)
b)
c)
d)
Be selected to standby.
Be selected to altimetry system being used to control the aircraft.
Be set to a Code 3100 to indicate RVSM operations.
None of the above.
14)
During the cruise portion of flight in RVSM airspace, the altitude hold system fails
on your auto pilot. The CDR should:
a)
b)
c)
d)
Leave the assigned track and descent 500 feet.

Maintain the CFL and evaluate the ability to maintain by manual means.
Squawk code 770 on the transponder.
All of the above.
by Astra Airlines
Issue: 2
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APPENDIX D
RVSM Training
Appendix D
Page: 23
15)
During the cruise portion of flight in RVSM airspace, you experience a loss of both
redundancy in the primary in the primary altimetry systems. The CDR should:
a)
b)
Fly with reference to the standby altimeter.

If the remaining primary altimeter is functioning normally, couple that system to the autopilot
altitude control.
Leave your assigned track and descent 500 feet.
Turn off the remaining primary altimeter so they much.
c)
d)
16)
During the cruise portion of flight in RVSM airspace, you experience a loss of both
primary altimeters. The CDR should:
a)
b)
c)
Alert nearby aircraft.

Maintain altitude by reference to the standby altimeter.
Notify ATC of situation and advise you are unable to comply with RVSM performance
requirements.
All the above.
d)
17)
Aircraft encounters greater that moderate turbulence which affects aircrafts

ability to maintain assigned flight level:
a)
d)
Broadcast call sign, position, flight level, nature and severity of turbulence and intentions on
121, 5 MHz(regional air to air frequency as back up).
Watch for traffic, make maximum use of exterior lights.
Notify ATC and request flight level change if necessary and if unable to maintain flight level
consider other contingency procedures.
All the above.
18)
Crew Resource Management procedures should emphasize:
a)
b)
That altitude-related actions and procedures de carefully monitored by both crewmembers.

That crewmembers should crosscheck each other to ensure that ATC clearances are promptly
complied with.
That CDR has fully authority over the aircraft
a) and d).
b)
c)
c)
d)
19)
During transition between levels the aircraft should not be allowed to Overshoot
or undershoot the cleared flight level by more than:
a
b
c
d
150
300
145
300
20)
The incidence of height keeping errors which can be tolerated in a RVSM

environment is very small. Errors which should be reported and investigated are:
a)
b)
c)
d)
Altimetry System Error (ASE) equal to or greater than + 245 feet.

Assigned Altitude Deviation (AAD) equal to or greater than + 300 feet.
Total Vertical Error (TVE) equal to or greater than +300 feet.
All the above.
feet
feet
meters
meters
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Part D
CDR
APPENDIX D
RVSM Training
Appendix D
Page: 24
NAME/3LC
TYPE
RJ/BAe 146 Series or Airbus series
LICENSE No
Training: RVSM Qualification
RANK
DATE
F/O
Circle the correct answer with a black pen.

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
To be filled in by Examiner:
RESULT
CORRECT ANSWERS
MARK
PASS MARK - 75%
OVERALL ASSESSMENT
Qualified:
Not Qualified:
EXAMINERS NAME
by Astra Airlines
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SIGNATURE
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Part D
APPENDIX E
Training Forms
Appendix E
Page: 1
TABLE OF CONTENTS
3
FLIGHT CREW TRAINING FORMS

FLIGHT CREW TRAINING FILE
FLIGHT OPS DEPARTMENT PERSONNEL CONTINUATION TRAINING PROGRAM
LINE FLYING UNDER SUPERVISION RECORD FORM BAe 146 SERIES
HCAA FORM JAR-FCL No. 14
LINE CHECK FORM BAe 146 SERIES (PF)
LINE CHECK FORM BAe 146 SERIES (PNF)
FLIGHT UNDER SUPERVISION FORM BAe 146 SERIES (PF)
FLIGHT UNDER SUPERVISION FORM BAe 146 SERIES (PNF)
SUBJECT ITEMS TRAINING FORM
AERODROME AND AREA QUALIFICATION/COMPETENCE, BAe 146 SERIES
FAMILIARIZATION TRAINING FOR FLIGHT CREW BAe 146 SERIES
GROUND COURSE ATTENDANCE RECORD
TRE TRAINING RECORD
TRI TRAINING RECORD
OPC RECURRENT TRAINING FORM BAe 146 series
COMMAND EVALUATION BAe 146 series
5
7
9
11
15
16
19
20
22
23
25
27
29
31
33
37
CABIN CREW TRAINING FORMS
41
FAMILIARIZATION FLIGHTS BAe 146 series

CABIN CREW OVERALL TRAINING RECORD FORM
INFLIGHT CHECK RECORD FORM
43
45
47
OPERATIONS PERSONNEL TRAINING FORMS
49
OPS PERSONNEL OTHER THAN CREW MEMBERS TRAINING RECORD FORM
50
CERTIFICATE OF TRAINING COMPLETION

CERTIFICATE
51
52
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APPENDIX E
Training Forms
Appendix E
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by Astra Airlines
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Part D
APPENDIX E
Training Forms
Appendix E
Page: 3
FLIGHT CREW TRAINING FORMS

Following are the Forms required for different Flight Crew Training and Checking activities.
by Astra Airlines
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APPENDIX E
Training Forms
Appendix E
Page: 4
by Astra Airlines
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APPENDIX E
Training Forms
Appendix E
Page: 5
FLIGHT CREW TRAINING FILE

No
RECORDS
INTERVAL
LICENSE
12 Months
4
5
MEDICAL
LPC/OPC
RH Seat Qualification
Recurrent Training
Line Check
Line Flying Under Supervision
Ground and Refresher Training
Area and Airport Qualification
Emergency and Safety Training
7
8
9
10
11
12
13
14
15
16
CRM
Dangerous Goods
Aviation Security
RVSM
MNPS
ETOPS
BRNAV
TCAS
CAT II/III
First Aids
Evaluation and Command
Training
12 Months MCC
6 Months (Remainder of the month)
Interval Not Applicable
Annual (Remainder of the month)
Triennial (Remainder of the month)
Only One Time is Required
2
3
17
For Upgrading Only
STORAGE
PERIOD
As long as the
crew member is
exercising
the
license privileges
for the company.
3 Years
3 Years
3 Years
3 Years
12 Months
3 Years
3 Years
3 Years
3 Years
3 Years
3 Years
3 Years
3 Years
3 Years
3 Years
3 Years
3 Years
18
TRI Training and Validation
Rating Valid for 36 Months

Every 12 Months Recurrent
19
TRE Training and Validation
Authorization Valid for 36 Months

Every 12 Months Recurrent
As long as the
crew member is
exercising
the
TRI privileges.
As long as the
crew member is
exercising
the
TRE privileges.
PERSONNEL AND ADMINISTRATIONS RECORDS

20
As long as the
crew member is
employed by the
company.
Passport/Civil ID/Language Certificates/etc
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 6
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX E
Training Forms
Oct. 2010
Revision No. 0
Appendix E
Page: 7
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 8
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 9
LINE FLYING UNDER SUPERVISION RECORD FORM BAe 146 SERIES

Name/3LC:
Function:
License
Number:
N
Date
Total Time:
Total Time on Type:
Instructor
Sector
From/To
Left
Hand
Seat
PF
PNF
Right
Hand
Seat
PF
N
Landing
Total
Time
PNF
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
PILOT
Signature
by Astra Airlines
FLIGHT OPERATIONS
MANAGER
Signature
Issue: 2
Oct. 2010
CREW TRAINING MANAGER

Signature
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 10
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX E
Training Forms
Oct. 2010
Revision No. 0
Appendix E
Page: 11
Oct. 2010
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX E
Training Forms
Oct. 2010
Revision No. 0
Appendix E
Page: 12
Oct. 2010
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX E
Training Forms
Oct. 2010
Revision No. 0
Appendix E
Page: 13
Oct. 2010
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX E
Training Forms
Oct. 2010
Revision No. 0
Appendix E
Page: 14
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 15
LINE CHECK FORM (PF)

Name/3LC:
Function:
CDR
COP
Date:
Routes:
Licence Number:
PRE-FLIGHT
Weather Analysis
Flight Plan and Fuel Analysis
Walk-Around
Technical Log
Take-off Data and Load Sheet
Crew Flight Briefing
Cockpit Set-up
Start Procedure
Taxi
Clearance
TAKE-OFF
Briefing
V1, Vr, V2 Compliance
Thrust Settings
Engine Monitoring
CLIMB
Noise Abatement Procedure
Flap Retraction Schedule
Speed and Altitude Control
Climb Procedure/SID
Clearance Compliance
CRUISE
En route Procedures
Fuel Management
RVSM/BRNAV Procedures
Weather Management
DESCENT
Briefing
Procedure/STAR
Landing Data
Procedure Compliance
PILOT FLYING (PF)

S+ SAPPROACH
Procedure
Auto-pilot Operation
Speed Control
Altitude Control
Minima Compliance
Use of Radio Equipment
Use of Navigation Aids
LANDING
Landing Procedure
Speed Control
S+ SUse of Reverse Thrust
Braking Technique
AFTER LANDING &
SHUTDOWN
Taxi
Procedure and Checklist
S+ SGENERAL & CRM
Behavior
Communication/ATIS
Aircraft System
Adherence to SOP
Checklists
S+ SCallouts
Knowledge of Emergency
Equipment
Postflight Paperwork
Fight Deck Discipline
COMMENTS:
S+ S-
Notes:
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable
by Astra Airlines
Issue: 2
Oct. 2010
S+
S-
S+
S-
S+
S-
S+
S-
Page 1 of 3
Revision No. 2
Jan. 2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 16
LINE CHECK FORM (PNF)

Name/3LC:
Function:
COP
CDR
Date:
Routes:
Licence Number:
PRE-FLIGHT
Weather Analysis
Walk-around
Technical Log
Cockpit Set-up
Start Procedure
Taxi
Clearance
TAKE-OFF
Briefing
Thrust Settings
Engine Monitoring
CLIMB
Climb Procedure/SID
CRUISE
En route Procedures
Fuel Management
Weather Management
DESCENT
Briefing
Procedure/STAR
Landing Data
PILOT NOT FLYING (PNF)

S+ SAPPROACH
Procedure
Speed Control
Altitude Control
Minima Compliance
LANDING
Landing Procedure
Speed Control
Braking Technique
AFTER LANDING &
SHUTDOWN
Taxi
S+ SGENERAL & CRM
Behavior
Communication/ATIS
Aircraft System
Adherence to SOP
Checklists
S+ SCallouts
Equipment
COMMENTS:
S+ S-
Notes:
by Astra Airlines
Issue: 2
Oct. 2010
S+
S-
S+
S-
S+
S-
S+
S-
Page 2 of 3
Revision No. 2
Jan. 2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 17
GENERAL COMMENTS
CRM
Crew Coordination
Leadership
Communication
S+
OVERALL ASSESSMENT:
CORRECTIVE TRAINING:
Proficient
Subject/Item:
S-
Not Proficient
(For S- grades: a remark form must be filled and attached to this form.)
PILOT
INSTRUCTOR/EXAMINER
FLIGHT
OPERATIONS
MANAGER
Notes:
by Astra Airlines
Issue: 2
Oct. 2010
CREW
TRAINING
MANAGER
Page 3 of 3
Revision No. 2
Jan. 2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 18
TRAINING REMARK FORM

Name:
Rank:
License
Number:
Type of Aircraft:
Date:
Type of Training/Check:
Training Item:
SIGNATURES
PILOT
INSTRUCTOR/EXAMINER
FLIGHT
OPERATIONS
MANAGER
CREW TRAINING
MANAGER
Notes:
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 19
FLIGHT UNDER SUPERVISION FORM (PF)

Name/3LC:
Function:
CDR
COP
Date:
Routes:
Licence Number:
PRE-FLIGHT
Weather Analysis
Walk-around
Technical Log
Cockpit Set-up
Start Procedure
Taxi
Clearance
TAKE-OFF
Briefing
Thrust Settings
Engine Monitoring
CLIMB
Climb Procedure/SID
Clearance Pompliance
CRUISE
En route Procedures
Fuel Management
Weather Management
DESCENT
Briefing
Procedure/STAR
Landing Data
PILOT FLYING (PF)

S+ SAPPROACH
Procedure
Speed Control
Altitude Control
Minima Compliance
LANDING
Landing Procedure
Speed Control
Braking Technique
AFTER LANDING &
SHUTDOWN
Taxi
S+ SGENERAL & CRM
Behavior
Communication/ATIS
Aircraft System
Adherence to SOP
Checklists
S+ SCallouts
Equipment
COMMENTS:
S+ S-
Notes:
by Astra Airlines
Issue: 2
Oct. 2010
S+
S-
S+
S-
S+
S-
S+
S-
Page 1 of 3
Revision No. 2
Jan.2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 20
FLIGHT UNDER SUPERVISION FORM (PNF)

Name/3LC:
Function:
COP
CDR
Date:
Routes:
Licence Number:
PRE-FLIGHT
Weather Analysis
Walk-around
Technical Log
Cockpit Set-up
Start Procedure
Taxi
Clearance
TAKE-OFF
(Control and Monitoring)
Briefing
Thrust Settings
Engine Monitoring
CLIMB
Climb Procedure/SID
CRUISE
En route Procedures
PILOT NOT FLYING (PNF)

S
APPROACH
S+
Procedure
Speed Control
Altitude Control
Minima Compliance
LANDING
Landing Procedure
Speed Control
S
SUse of Reverse Thrust
+
Braking Technique
AFTER LANDING &
SHUTDOWN
Taxi
S
SGENERAL
+
Behavior
Communication/ATIS
Aircraft System
Adherence to SOP
Checklists
S
SCallouts
+
Equipment
COMMENTS:
S
S+
Fuel Management
Weather Management
DESCENT
Briefing
Procedure/STAR
Landing Data
by Astra Airlines
Issue: 2
Oct. 2010
S+
S-
S+
S-
S+
S-
S+
S-
Page 2 of 3
Revision No. 2
Jan.2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 21
GENERAL COMMENTS
CRM
Crew Coordination
Leadership
Communication
S+
OVERALL ASSESSMENT:
Proficient
Subject/Item:
S-
Not Proficient
PILOT
INSTRUCTOR/EXAMINER
FLIGHT
OPERATIONS
MANAGER
Notes:
by Astra Airlines
Issue: 2
Oct. 2010
CREW
TRAINING
MANAGER
Page 3 of 3
Revision No. 2
Jan.2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 22
SUBJECT ITEMS TRAINING FORM

FUNCTION OR PROCEDURE
PLANNING
CRM
PUNCTUALITY
ATTIRE
NAVIGATION LOG
FUEL PLAN & CALCULATION
JEPPESEN PREPARATION &
INTERPRETATION
NOTAMS
AIS, AICs FCIs
METARS/TAFs
SIG WX
WIND CHARTS
SNOWTAMS (DISCUSS)
PUSH, START & TAXI
ENGINE START
AFTER START &PRE-DEPARTURE CHECKS
TAXIING
CRUISE
NAVIGATION &USE OF CHARTS
FLIGHT LOG MAINTENANCE
USE OF NAV AIDS
ALTITUDE, HEADING & SPEED CONTROL
NON HANDLING (VOLMET, ATIS,
HANDLING AGENT)
APPROACH BRIEF & DESCENT PLANNING
DRIFT DOWN PROCEDURE
DISCUSS DEPRESSURIZATION
DISCUSS EMERGENCY DESCENT
DISCUSS WX RADAR/EGPWS
GPS
APPROACH
FLAP & GEAR SCHEDULE
PRECISION APPROACH
NON PRECISION APPROACH
VISUAL APPROACH
COUPLED APPROACH
MANUAL APPROACH
LOW DRAG APPROACH (1)
CAT II/III a APPROACH AS APPLICABLE (1)
INFORM TRAINING ADMINISTRATION
GO-AROUND DISCUSS
Instructors
Initial
FUNCTION OR PROCEDURE
Instructors
Initial
AIRCRFT PRE-FLIGHT
WALK AROUND
COCKPIT SAFETY INSPECTION
AIRCRAFT DOCUMENTATION
SYSTEMS TEST
ATIS/CLEARANCE
AIRCRAFT SETUP
NAV AIDS SETUP
TAKE-OFF BRIEFING
LOADSHEET
RTOW CHARTS & PERFORMANCE
TAKE-OFF DATA CHART
WORK RATE & ANTICIPATION
DE-ICING PROCEDURES (DISCUSS)
TAKE-OFF & CLIMB
BLEEDS OFF TAKE-OFF
TAKE-OFF ROLL
ROTATION
SPEED CONTROL & ACCELERATION
FLAP RETRACTION SCHEDULE
AFTER TAKE-OFF CHECKS
SID COMPLIANCE
ALTITUDE AWARENESS
DESCENT/APPROACH
TCAS
DESCENT CHECKS
PROFILE AWARENESS
SPEED CONTROL
TMA ARRIVAL
STAR
HOLDING PROCEDURE
APPROACH CHECKS/NAV AIDS SETUP
ALTIMETER SETTING
SPEED CONTROL
LANDING & TAXI
APPROACH SPEED
HEIGHT
CENTERLINE TRACKING
TOUCHDOWN AREA
LANDING & ROLLOUT
BRAKING/REVERSE THRUST
AFTER LANDING CHECKLIST
COCKPIT DEPARTURE & TIDY-UP
NOTE: Instructors must not initial any part of this record unless absolute proficiency has been
displayed by the pilot under training or the topic has been discussed. If unable to assess a pilot under
a particular category, do not initial that category.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 23
AERODROME AND AREA QUALIFICATION/COMPETENCE, BAe 146 SERIES

THIS IS TO CERTIFY THAT:
Has completed Aerodrome and Area Qualification training to operate as Commander into the
followings Cat B/C aerodromes and Areas indicated below:
AREA
EUR (Europe)
ERM (Europe and Med)
EUU (Eastern Europe)
MES (Middle East)
AFR (Africa)
CATEGORY B AIRPORTS
(ICAO 4LC)
CATEGORY C AIRPORTS
(ICAO 4LC)
by Astra Airlines
DATE
SELF BRIEFING (PILOT SIGNATURE)
DATE
SELF BRIEFING (PILOT SIGNATURE)

OR VISIT (TRI SIGNATURE)
DATE
SPECIAL BRIEFING AND:
Issue: 2
Simulator
Visit
Simulator
Visit
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 24
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 25
FAMILIARIZATION TRAINING FOR FLIGHT CREW

Name/3LC:
Function:
License Number:
N
DATE
Total Time:
Total Time on Type:
Aircraft Variant:
CAPTAIN
(Name & Signature)
FROM
TO
TOTAL TIME
1
2
3
4
5
6
7
8
9
10
PILOT
Signature

Name and Signature
Note: S+: Satisfactory; S-: Unsatisfactory; N/A: Not Applicable.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 26
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 27
GROUND COURSE ATTENDANCE RECORD

Instructors Name:
Date of Training:
Place of Training:
DAY
NAME
Type of Training:
Type of Aircraft:
SIGNATURE
DURATION
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
INSTRUCTORS
Name
by Astra Airlines
Issue: 2
INSTRUCTORS
Signature
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 28
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 29
TRE TRAINING RECORD

Name/3
LTC:
License:
Type of Aircraft:
PROGRAM
PROGRAM
PROGRAM
Total Time on MPA:

OBSERVE UNDER SUPERVISION
DATE
TRE
LICENSE
CONDUCT UNDER SUPERVISION

PROGRESS
DATE
+S/-S
FINAL CHECK
PROGRESS
DATE
+S/-S
OVERALL ASSESSMENT
QUALIFIED
APPLICANTS
Signature
by Astra Airlines
EXAMINERS
Name
Issue: 2
Oct. 2010
SIGN
TRE
LICENSE
INSTRUCTOR
LICENSE
NOT QUALIFIED
EXAMINERS
Signature
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 30
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 31
TRI TRAINING RECORD

Name/3
LTC:
License:
Type of Aircraft:
Total Time on MPA:
THEORETICAL TRAINING
PROGRESS
DATE
INSTRUCTOR
+S/-S
PROGRAM
PROGRAM
PROGRAM
PROGRAM
PROGRAM
DATE
SIGN
FLIGHT SIMULATOR TRAINING

PROGRESS
INSTRUCTOR
LICENSE
+S/-S
SIGN
FLIGHT SIMULATOR OPERATION AND PROGRAMMING

PROGRESS
DATE
INSTRUCTOR
LICENSE
+S/-S
DATE
DATE
TRAINING UNDER SUPERVISION

PROGRESS
INSTRUCTOR
LICENSE
+S/-S
AIRCRAFT TRAINING
PROGRESS
INSTRUCTOR
+S/-S
OVERALL ASSESSMENT
QUALIFIED
APPLICANTS
Signature
by Astra Airlines
SIGN
EXAMINERS
Name
Issue: 2
Oct. 2010
SIGN
LICENSE
SIGN
NOT QUALIFIED
EXAMINERS
Signature
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 32
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 33
OPC RECURRENT TRAINING FORM

Name/3LC:
Date:
Function:
Location:
CDR
COP
A/C
License
Type of Training: REC
Number:
1.
FLIGHT PREPARATION
1.1
Pre-flight
1.2
Performances
1.3
Use of Checklists
1.4
Engine Start Normal/Abnormal
1.5
Taxiing
2.
TAKE-OFF - CLIMB
2.1
Briefing
2.2
Before Take-off Checks
2.3
Rejected Take-off
2.4
Engine Failure between V1 and V2
2.5
Normal Take-off including MTOM
2.6
Crosswind Take-off
2.7
Low Visibility Take-off
2.8
Standard Climb
FLIGHT MANEUVERS
3.
INCLUDING NORMAL AND ABNORMAL PROCEDURES
SIM
Others
M
S+
S-
S+
S-
S+
S-
M
X
X
X
Minimum of 3 items from the list

3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
Engine Systems
Pressurization and Airconditioning
Pitot/Static System
Fuel System
Electrical System
Hydraulic System
Flight Control/Trim/Yaw Damper
Anti-Ice System
Autopilot/Flight Director
Stall Warning System
GPWS
Nav/Radios Instr/FMS
Landing Gear/Brakes
Slats/Flaps System
APU
TCAS
RVSM
Continued on Next Page
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Jan. 2012
OM
Part D
4.
APPENDIX E
Training Forms
ABNORMAL AND EMERGENCY PROCEDURES

4.1
4.2
4.3
4.4
4.5
4.6
4.7
5.
5.1
5.2
5.3
5.4
5.5
5.6
5.7
6.
6.1
6.2
6.3
7.
7.1
7.2
7.3
8
8.1
8.2
8.3
8.4
9
9.1
9.2
9.3
10
10.1
10.2
10.3
Fire-Engine/APU/Cockpit/Electrical
Smoke Control/Removal
Engine Failure
Windshear at Take-off/Landing
Cabin Pressurization Failure/Emergency Descend
Incapacitation of Crewmember
Evacuation Procedure
INSTRUMENT FLIGHT PROCEDURES
Adherence to ATC Instructions
Approach Briefing
ILS Approach (F/D or Autopilot)
ILS Approach (Manual)
ILS Approach to Minima (1 Engine)
Non Precision Approach to Minima (NDB,VOR, LOC)
Circling
MISSED APPROACH PROCEDURES
1 Engine Go-Around from ILS Min.
Go-Around all Engines
Rejected Landing
AIR WORK
Low/High Speed Maneuvering
Steep Turns
Approach to Stall and Recovery
LANDING
Normal Landing
Landing with Cross Wind
Landing with One Engine Inoperative
Landing with Abnormal Flight Controls
R/H Seat qualification CDR
1 Engine Go-Around from ILS Min.
CRM
Crew Coordination
Leadership
Communication
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Appendix E
Page: 34
S+
S-
S+
S-
M
X
S+
S-
S+
S-
S+
S-
S+
S-
S+
S-
X
X
X
X
X
X
X
M
X
X
X
X
X
X
M
X
X
X
M
Jan. 2012
OM
Part D
OVERALL ASSESSMENT:
Proficient
Subject/Item:
APPENDIX E
Training Forms
Appendix E
Page: 35
Not Proficient
PILOTS
Signature
TRI/TRE/SFI/SFE
Name and Signature
Notes:
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable; M: Mandatory items for LPC and OPC only.
INSTRUCTORS COMMENTS:
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 36
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 37
COMMAND EVALUATION
Name/3LC:
Date:
License
Location:
A/C
Number:
1.
FLIGHT PREPARATION
1.1
Pre-flight
1.2
Performances
1.3
Use of Checklists
1.4
Engine Start Normal/Abnormal
1.5
Taxiing
2.
TAKE-OFF - CLIMB
2.1
Briefing
2.2
Before Take-off Checks
2.3
Rejected Take-off
2.4
2.5
Normal Take-off including MTOM
2.6
Crosswind Take-off
2.7
Low Visibility Take-off
2.8
Standard Climb
FLIGHT MANEUVERS
3.
INCLUDING NORMAL AND ABNORMAL PROCEDURES
SIM
S+
S-
S+
S-
S+
S-

3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
Engine Systems
Pressurization and Airconditioning
Pitot/Static System
Fuel System
Electrical System
Hydraulic System
Flight Control/Trim/Yaw Damper
Anti-Ice System
Autopilot/Flight Director
Stall Warning System
GPWS
Nav/Radios Instr/FMS
Landing Gear/Brakes
Slats/Flaps System
APU
TCAS
RVSM
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
Part D
ABNORMAL AND EMERGENCY PROCEDURES
4.
4.1
4.2
4.3
4.4
4.5
4.6
4.7
5.
5.1
5.2
5.3
5.4
5.5
5.6
5.7
6.
6.1
6.2
6.3
7.
7.1
7.2
7.3
8
8.1
8.2
8.3
8.4
9
9.1
9.2
9.3
10
10.1
10.2
10.3
APPENDIX E
Training Forms

Fire-Engine/APU/Cockpit/Electrical
Smoke Control/Removal
Engine Failure
Wind-shear at Take-off/Landing
Cabin pressurization Failure/Emergency Descend
Incapacitation of Crewmember
Evacuation Procedure
INSTRUMENT FLIGHT PROCEDURES
Adherence to ATC Instructions
Approach Briefing
ILS Approach (F/D or Autopilot)
ILS Approach (Manual)
ILS Approach to Minima (1 Engine)
Non Precision Approach to Minima (NDB,VOR, LOC)
Circling
MISSED APPROACH PROCEDURES
1 Engine Go Around from ILS Min.
Go Around all Engines
Rejected Landing
AIR WORK
Low/High Speed Maneuvering
Steep Turns
Approach to Stall and Recovery
LANDING
Normal Landing
Landing with Cross Wind
Landing with Abnormal Flight Controls
R/H Seat qualification CDR
1 Engine Go Around from ILS Min.
Landing with One Engine Inoperative.
CRM
Crew Coordination
Leadership
Communication
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Appendix E
Page: 38
S+
S-
S+
S-
S+
S-
S+
S-
S+
S-
S+
S-
S+
S-
Oct. 2010
OM
Part D
OVERALL ASSESSMENT:
Proficient
Subject/Item:
APPENDIX E
Training Forms
Appendix E
Page: 39
Not Proficient
PILOTS
Signature
TRE
Name and Signature
Notes:
S+: Satisfactory; S-: Unsatisfactory; NA: Not Applicable.
INSTRUCTORS COMMENTS:
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
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APPENDIX E
Training Forms
Appendix E
Page: 40
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
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Training Forms
Appendix E
Page: 41
CABIN CREW TRAINING FORMS

Following are the Forms required for different Cabin Crew Training and Checking activities.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 42
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
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APPENDIX E
Training Forms
Appendix E
Page: 43
FAMILIARIZATION FLIGHTS
GENERAL DATA
Name/3 LC:
Nationality:
Date of Birth:
AIRCRAFT TYPE:
No
Date
Instructor or
SCCM(3 LC)
Sector
From/To
Signature
1
2
3
4
5
6
7
8
9
10
CABIN CREW MEMBER

Signature
by Astra Airlines
CABIN CREW OFFICER

Signature
Issue: 2
Oct. 2010

Signature
Revision No. 2
Jan. 2012
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Appendix E
Page: 44
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
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Appendix E
Page: 45
CABIN CREW OVERALL TRAINING RECORD FORM

GENERAL DATA
Name:
Surname:
Date of Birth:
PERSONAL DATA
NAME
LAST NAME
FATHERS NAME
NATIONALITY
DATE OF BIRTH
MARITAL STATUS
I/D Nr
PASSPORT Nr
AIRPORT I.D. Nr
COMPANY CARD Nr
ATTESTATION REF. No
CURRENT ADDRESS
TEL. CONTACTS
FORMAL EDUCATION
FOREIGN LANGUAGES
AIRLINE QUALIFICATIONS
CABIN CREW QUALIFICATIONS
MEDICAL CLASS II-EXPIRY DATE
AIRCRAFT QUALIFICATIONS
INITIAL TRAINING
CRM TRAINING
FIRST AID TRAINING
DANGEROUS GOODS TRAINING
TYPE RATED
by Astra Airlines
PROFESSIONAL EXPERIENCE
OPERATOR
EXPERIENCE
Issue: 2
Oct. 2010
QUALIFICATION
Revision No. 0
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by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
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INFLIGHT CHECK RECORD FORM
3LC:
Name:
Qualifications:
Initial Training:
Recurrent Training:
GENERAL DATA
Aircraft Type:
Date:
Flight No.:
Position:
Check Cabin Crew Member(3LC):
A. BRIEFING
1.Punctuality
2.Up-to-date CAM
3.Required documents /equipments
4.Current on new procedures
Flight preparation
B. PRE-FLIGHT
1.Emergency equipment check
2.Servise equipment check
3.Galley preparation
4.Boarding procedure
C. DURING FLIGHT
1.Emergency in-flight procedures
2.Knowledge of service flow
3.Cart set up
4.Clean and tidy worker
5.Cart / MEP restoring
6.Duty free
7.Required paper
8.P.A. announcements
D. GENERAL
1.Appearance, grooming
2.Teamwork
3.Passenger contact
4.Respect of hierarchy
5.Conduct / appearance while off aircraft
6.Leadership / direction / planning (CCA/CC)
CABIN CREW MEMBER

Signature
by Astra Airlines
CABIN CREW OFFICER

Signature
Issue: 2
Oct. 2010
GRADE
GRADE
GRADE
GRADE

Signature
Revision No. 2
Jan. 2012
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by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
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APPENDIX E
Training Forms
Appendix E
Page: 49
OPERATIONS PERSONNEL TRAINING FORMS

Following are the Forms required for different Cabin Crew Training and Checking activities.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX E
Training Forms
Appendix E
Page: 50
OPERATIONS PERSONNEL OTHER THAN CREW MEMBERS TRAINING RECORD FORM

GENERAL DATA
Previous Type of Aircraft:
Name:
License
No.:
Company Type of Aircraft:
Course
Operations Manual
Dangerous Goods
Security
Safety
Quality
Flight Planning System
Weight and Balance
OM Part (s) Issue
ID Card Issue
Date
Signature
CREW TRAINING
MANAGER
Signature
TRAINEES
Signature
by Astra Airlines
GROUND SCHOOL
Instructor
Issue: 2
Oct. 2010
AOM
FLIGHT OPERATIONS
MANAGER
Signature
Revision No. 0
Oct. 2010
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Page: 51
CERTIFICATE OF TRAINING COMPLETION

Following is the Generic Form used for certification of training provided for all Astra Airlines
personnel.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX E
Training Forms
Oct. 2010
Revision No. 0
Appendix E
Page: 52
Oct. 2010
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APPENDIX F
DGR Training
Appendix F
Page: 1
TABLE OF CONTENTS
1.0 DANGEROUS GOODS TRAINING
1.0.1 GENERAL
1.0.2 DEFINITION
1.1 APPROVAL
1.2 POLICY ON THE TRANSPORT OF DANGEROUS GOODS
1.2.1 GENERAL
1.2.2 EXEMPTIONS
1.2.3 VETERINARY EQUIPMENT
1.3 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW
1.3.1 CREW/PASSENGER LUGGAGE
1.3.2 EXCEPTIONS
1.3.3 MEDICAL EQUIPMENT
1.3.4 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW
1.3.5 DANGEROUS GOODS QUICK REFERENCE GUIDE (DGR 2.3 A)
1.3.6 STATE OF ORIGIN
1.3.7 COMPLIANCE
1.3.8 MEASURES TO BE TAKEN TO AVOID TRANSPORT OF FORBIDDEN GOODS
1.3.9 LABELS
1.3.9.1 Notification Labels
1.3.10 GUIDANCE ON THE REQUIREMENTS FOR ACCEPTANCE, LABELLING,
HANDLING, STOWAGE AND SEGREGATION OF DANGEROUS GOODS
1.3.10.1 Ground Handling Agent
1.3.10.2 Acceptance and inspection of Dangerous Goods
1.3.10.3 Before loading/unloading
1.3.10.4 Transportation of Dangerous Goods in a cabin occupied of passengers
1.3.10.5 Transportation in Cargo Aircrafts only
1.3.10.6 Loading, Stowage and Securing
1.3.10.7 Information to the Commander
1.4 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS
1.4.1 IN-FLIGHT EMERGENCY
1.4.2 DANGEROUS GOODS DOCUMENTATION ON BOARD
1.4.3 SPECIAL NOTIFICATION REQUIREMENTS IN THE EVENT OF AN
ACCIDENT OR OCCURRENCE INVOLVING DANGEROUS GOODS
1.4.4 REPORTING
1.4.5 DUTIES OF ALL PERSONNEL INVOLVED
1.4.5.1 Safety
1.4.5.2 Dangerous Goods Awareness Training (EU-OPS1.220)
1.4.5.4 Instructors
1.4.5.5 Review
1.4.7 HANDLING AGENTS AND OTHER SUBCONTRACTORS
1.4.8 ASTRA AIRLINES POLICY
1.4.9 COURSE SCHEDULE
1.4.10 INSTRUCTORS
1.4.11 REALISATION
1.4.12 SYLLABUS
by Astra Airlines
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Oct. 2010
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3
3
5
7
7
7
7
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9
9
9
9
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16
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16
17
20
20
20
20
20
20
20
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25
25
25
25
25
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29
29
30
30
30
30
30
31
31
31
31
31
31
32
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1.5 INSTRUCTIONS ON THE CARRIAGE BY EMPLOYEES OF ASTRA AIRLINES

1.5.1 CARRYING EMPLOYEES
1.6 CARRIAGE OF WEAPONS AND AMMUNITION
1.6.1 GENERAL
1.6.2 DEFINITION
1.6.3 CARRIAGE OF WEAPONS AND MUNITIONS OF WAR
1.6.4 CARRIAGE OF SPORTING WEAPONS, FIREARMS AND AMMUNITION
1.6.4.1 General
1.6.4.2 Arms
1.6.4.3 Ammunition
1.6.4.4 Police Officers and Body Guards on Duty
1.6.4.5 Additional instructions for Astra Airlines crew members
by Astra Airlines
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Revision No. 0
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33
35
35
35
35
35
35
35
35
36
36
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1.0 DANGEROUS GOODS TRAINING

1.0.1 GENERAL
Dangerous goods must never be carried as checked nor unchecked baggage by passenger or crew.
Passengers failing to comply with these rules not only put themselves and everyone else in danger
but are committing a criminal offence which may result in prosecution.
Sometimes passengers insist on carrying dangerous goods as unchecked or checked baggage
because the goods is the reason for their travel, Such passengers may even try to approach the
Commander directly or through station supervisors to obtain exceptional acceptance. The
Commander has, however no authority to accept such dangerous goods at all.
Carriage of dangerous goods onboard aircraft is regulated by national legislation based on ICAO
provisions.
The IATA Dangerous Goods Regulations are published by the IATA Dangerous Goods Board pursuant
to IATA Resolutions 618 and 619 and constitute a manual of industry carrier regulations to be
followed by all IATA Member airlines. This edition of the IATA Regulations is based on the
requirements of Annex 18 to the Convention on International Civil Aviation (Chicago, 1944) and the
2001-2002 Edition of the associated Technical Instructions for the Safe Transport of Dangerous
Goods by Air (Doc 9284-AN/905) adopted by the Council of ICAO and published by ICAO.
Annex 18 to the Chicago Convention and the associated Technical Instructions for the Safe Transport
of Dangerous Goods by Air are recognised as the sole authentic legal source material in the air
transport of dangerous goods. Consequently, any additional or explanatory material added by IATA
does not form part of the authentic text of the ICAO Technical Instructions and does not have the
same legal force.
In developing its Regulations, IATA has drawn on its extensive experience to give special attention to
the format and wording of these Regulations to make this a readily understandable and easy-to-use
manual. There are certain differences between the IATA and ICAO regulations which stem from
operational considerations and result in a regulatory regime which is necessarily more restrictive than
the ICAO requirements.
1.0.2 DEFINITION
Dangerous goods are articles and substances which may be a risk to health, safety and property
when transported by air.
by Astra Airlines
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1.1 APPROVAL
Astra Airlines is not authorised for transportation of Dangerous Goods.
However the company have the option to apply for approval from the authority to transport
Dangerous Goods from time to time, thus some of the instruction in this Section may seem to cover
more than the NON PERMANENT APPROVAL requires.
Basic requirement for transportation of dangerous goods is the permanent approval by the authority
which will be reflected on the Air Operator's Certificate.
Procedures must be at hand to ensure the safe handling of dangerous goods at all stages of air
transport. Adequate training must have been given to all staff who is either engaged in the transport
of dangerous goods or who may come into contact with them during their duties. The operator is
responsible that only those dangerous goods will be transported which are labelled and marked
according to the IATA/ICAO regulations.
Passengers should be informed in such a manner that they are warned as to the types of dangerous
goods that must not be taken on board an aero plane. Warning notices and/or placards should be
prominently displayed at ticket- and check in counters, in boarding areas and baggage claim areas.
The ticket should also contain a warning on the ticket itself, on the ticket wallet or on a leaflet. This
passenger information may include reference to those dangerous goods which may be carried on
board an aero plane. Pictographs may be used in addition or as an alternative to providing written
information. The commander must be provided with written information according to the Technical
Instructions about the dangerous goods carried on the flight.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
OM
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by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
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1.2 POLICY ON THE TRANSPORT OF DANGEROUS GOODS
NOT APPLICABLE FOR ASTRA AIRLINES FLIGHTS
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan. 2012
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by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
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1.3 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW

1.3.1 CREW/PASSENGER LUGGAGE
Dangerous Goods are not allowed to be carried in or as passenger or crew baggage or carry-on
baggage except as otherwise provided in the table Provisions for Dangerous goods carried by
passengers or crew.
1.3.2 EXCEPTIONS
It is permitted to carry those articles and substances which would otherwise be classified as
dangerous goods and which are listed in the table on the next page. Items listed below are also
allowed for carriage on board:
Articles and substances carried as catering or cabin service supplies
Veterinary aid or substances for putting animals to sleep humanely.
Only with authorisation by the company.
Gaseous oxygen or air in small cylinders for medical purpose
A self inflatable life jacket with a small CO 2 cylinder.

For quick reference the table below may be used.
1.3.3 MEDICAL EQUIPMENT
An approval is not required for dangerous goods which are carried in flight for medical aid for a
patient, such as gas cylinders, drugs, medicines, other medical material (e.g. sterilising wipes) and
wet cell or lithium batteries, providing:
1)
the gas cylinders have been manufactured specifically for the purpose of containing and
transporting that particular gas;
2)
the drugs and medicines and other medical matter are under the control of trained personnel
during the time when they are in use;
3)
the equipment containing wet cell batteries is kept and, when necessary secured, in an
upright position to prevent spillage of the electrolyte; and
4)
proper provision is made to stow and secure all the equipment during take-off and landing
and all other times when deemed necessary by the commander in the interests of safety.
These dangerous goods may also be carried on a flight made by the same aeroplane to collect a
patient or after that patient has been delivered when it is impracticable to load or unload the goods
at the time of the flight on which the patient is carried.
NOTE: The dangerous goods carried may differ from those identified above due to needs of the
patient. They are not those which are a part of the normal equipment of the aeroplane.
1.3.4 PROVISIONS FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW
An approval is not required for those dangerous goods which, according to the IATA DGR, can be
carried by passengers or crew members; these are:
(a)
Alcoholic beverages not exceeding 70% alcohol by volume, when packed in receptacles of
less than 5 litres.
(b)
Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, perfumes,
medicines containing alcohol); and, in checked baggage only, aerosols which are nonflammable, non-toxic and without subsidiary risk, when for sporting or home use. The net
quantity of each single article must not exceed 0.5 litres or 0.5 kg and the total net quantity
of all articles must not exceed 2 litres or 2 kg.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
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(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
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Page: 10
Safety matches or a lighter for the persons own use and when carried on him. Strike
anywhere matches, lighters containing unabsorbed liquid fuel (other than liquefied gas),
lighter fuel and lighter refills are not permitted.
A hydrocarbon gas powered hair curler, providing the safety cover is securely fitted over the
heating element, gas refills are not permitted.
Small carbon dioxide gas cylinders worn for the operation of mechanical limbs and spare
cylinders of similar size if required to ensure an adequate supply for the duration of the
journey.
Radio isotopic cardiac pacemakers or other devices (including those powered by lithium
batteries) implanted in a person, or radio-pharmaceuticals contained within the body of a
person as a result of medical treatment.
A small medical or clinical thermometer containing mercury, for the persons own use, when
in its protective case.
Dry ice, when used to preserve perishable items, providing the quantity of dry ice does not
exceed 2 kg and the package permits the release of the gas. Carriage may be in carry-on
(cabin) or checked baggage, but when in checked baggage Astra Airlines agreement is
required.
When carriage is allowed by Astra Airlines, small gaseous oxygen or air cylinders for medical
use.
When carriage is allowed by Astra Airlines, a small carbon dioxide cylinder fitted into a selfinflating life-jacket and a spare cylinder.
When carriage is allowed by Astra Airlines, wheelchairs or other battery-powered mobility
aids with non-spillable batteries, providing the equipment is carried as checked baggage. The
battery must be securely attached to the equipment, be disconnected and the terminals
insulated to prevent accidental short circuits.
When carriage is allowed by Astra Airlines, wheelchairs or other battery-powered mobility
aids with spill able batteries, providing the equipment is carried as checked baggage. When
the equipment can be loaded, stowed, secured and unloaded always in an upright position,
the battery must be securely attached to the equipment, be disconnected and the terminals
insulated to prevent accidental short circuits. When the equipment cannot be kept upright,
the battery must be removed and carried in a strong, rigid packaging, which must be leaktight and impervious to battery fluid. The battery in the packaging must be protected against
accidental short circuits, be held upright and be surrounded by absorbent material in
sufficient quantity to absorb the total liquid contents. The package containing the battery
must have on it Battery wet, with wheelchair or Battery wet, with mobility aid, bear a
Corrosives label and be marked to indicate its correct orientation. The package must be
protected from upset by secure in the cargo compartment of the aeroplane. The commander
must be informed of the location of a wheelchair or mobility aid with an installed battery or of
a packed battery.
When carriage is allowed by Astra Airlines, cartridges for sporting weapons, providing they
are in Division 1.4S (see Note), they are for that persons own use, they are securely boxed
and in quantities not exceeding 5 kg gross mass and they are in checked baggage. Cartridges
with explosive or incendiary projectiles are not permitted.
NOTE: Division is a classification assigned to an explosive. It refers to cartridges which are packed or
designed so that any dangerous effects from the accidental functioning of one or more
cartridges in a package are confined within the package unless it has been degraded by fire,
when the dangerous effects are limited to the extent that they do not hinder fire fighting or
other emergency response efforts in the immediate vicinity of the package. Cartridges for
sporting use are likely to be within Division 1.4S.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
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(n)
(o)
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Page: 11
When carriage is allowed by Astra Airlines, a mercurial barometer in carry-on (cabin) baggage
when in the possession of a representative of a government weather bureau or similar official
agency. The barometer must be packed in a strong packaging having inside a sealed inner
liner or bag of strong leak-proof and puncture resistant material impervious to mercury closed
in such a way as to prevent the escape of mercury from the package irrespective of its
position. The commander must be informed when such a barometer is to be carried.
When carriage is allowed by Astra Airlines, heat producing articles (i.e. battery operated
equipment, such as underwater torches and soldering equipment, which if accidentally
activated will generate extreme heat which can cause a fire), providing the articles are in
carry-on (cabin) baggage. The heat producing component or energy source must be removed
to prevent accidental functioning.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
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1.3.5 DANGEROUS GOODS QUICK REFERENCE GUIDE (DGR 2.3 A)
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan.2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX F
DGR Training
Oct. 2010
Revision No. 2
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Page: 13
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by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan.2012
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by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
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1.3.6 STATE OF ORIGIN

In addition to the approval referred to in 8.4.1, an exemption is required from all the States
concerned when the IATA DGR indicates that the dangerous goods are forbidden for transport in
normal circumstances; and an approval is required from the State of origin when the IATA DGR
indicates they may only be transported with such an approval. The "States concerned" are those of
origin, transit, over flight and destination of the consignment and that of the operator, although for
some packages of radioactive materials the State of over flight is not concerned; and the "State of
origin" is the State where the dangerous goods were first loaded on an aeroplane.
1.3.7 COMPLIANCE
Dangerous goods carried in accordance with an exemption or approval issued under ICAO regulations
must comply with the conditions on the exemption or approval, as well as those on the permanent
approval unless these have been varied by the exemption or further approval.
1.3.8 MEASURES TO BE TAKEN TO AVOID TRANSPORT OF FORBIDDEN GOODS
The IATA DGR identify some dangerous goods as being forbidden for transport under any
circumstances and all reasonable measures must be taken to ensure these are not carried.
1.3.9 LABELS
Packages containing dangerous goods can be identified by labels; when these labels or similar ones
are seen on items not identified as containing dangerous goods it is often an indication that they do
contain such goods. The labels indicate the hazard of the goods by their class or division; these are.
Class 1
Explosives generally not permitted on an aeroplane (with bomb symbol)
Class 1
Explosives usually permitted on an aeroplane (without bomb symbol)
Division 2.1
Flammable gases
Division 2.2
Non-flammable, non-toxic gases

Division 2.3
Toxic gases
Class 3
Flammable liquids
Division 4.1
Flammable solids
Division 4.2
Spontaneously combustible substances

Division 4.3
Water reactive substances

Division 5.1
Oxidising substances
Division 5.2
Organic peroxides
Division 6.1
Toxic substances
Division 6.2
Infectious substances
Class 7
Radioactive materials
Class 8
Corrosive substances
Class 9
Miscellaneous dangerous goods
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
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1.3.9.1 Notification Labels
HAZARD LABELS
CLASS 1. EXPLOSIVES 1.1
1.4
CLASS 2. GASES
2.2
2.1
1.5
1.6
2.3
CLASS 3 FLAMMABLE LIQUIDS

Dangerous
When Wet
CLASS 4 FLAMMABLE SOLIDS
4.1
4.2
4.3
CLASS 5 OXIDIZING SUBSTANCE 5.1

ORGANIC PEROXIDE
5.2
5.2
CLAS 6 TOXIC SUBSTANCE
by Astra Airlines
6.1
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Oct. 2010
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CLASS 7 RADIOACTIVE
MATERIAL
CAT I
APPENDIX F
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CAT II
Appendix F
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CAT III
CLASS 8 CORROSIVE
CLASS 9 MISCELLANEOUS
HANDLING LABELS
CAO (Cargo Aircraft Only)
ORIENTATION
ORIENTATION
CRYOGENIC LIQUID
MAGNETIZED MATERIAL
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan.2012
OM
Part D
APPENDIX F
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Appendix F
Page: 19
KEEP AWAY FROM HEAT

_________________________________________________________________________________
OTHER LABELS
DRY ICE BAGGAGE TAG
MOBILITY AID LABEL
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
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1.3.10 GUIDANCE ON THE REQUIREMENTS FOR ACCEPTANCE, LABELLING, HANDLING,

STOWAGE AND SEGREGATION OF DANGEROUS GOODS
1.3.10.1 Ground Handling Agent
In practice a ground handling agent may carry out some or all of the procedures for processing
dangerous goods for air transport and nothing herein is intended to prevent this. A ground handling
agent must be provided with sufficient information to enable these procedures to be auctioned.
1.3.10.2 Acceptance and inspection of Dangerous Goods
Before dangerous goods are only accepted by Astra Airlines when they are packed and labelled as
provided in the IATA DGR and the ICAO TI and when they are accompanied by the required
documentation. An inspection and acceptance check according to the DG acceptance checklist is
always carried out in order to determine that all appropriate requirements are fulfilled and that no
package is damaged or leaking.
Otherwise the package is not accepted for transportation.
1.3.10.3 Before loading/unloading
Before dangerous goods are loaded on an aeroplane and after unloading from an aeroplane of Astra
Airlines, packages, over packs and freight containers must be inspected for evidence of damage or
leakage, as required by the IATA DGR. Leaking or damaged packages, over packs or freight
containers must not be loaded onto an aeroplane. If there is evidence of damage or leakage or
contamination, the procedures set down in the IATA DGR must be followed.
1.3.10.4 Transportation of Dangerous Goods in a cabin occupied of passengers
Dangerous goods must not be carried in the cabin of an aeroplane occupied by passengers or on the
flight deck, except as provided for in the IATA DGR.
1.3.10.5 Transportation in Cargo Aircrafts only
Dangerous goods identified as suitable for transport only on a cargo aircraft must not be carried on
an aeroplane on which passengers are being carried. In this context passenger excludes a crew
member, a Sky Wings employee, an authorised representative of an Authority and a person with
duties in respect of a particular shipment of dangerous goods or other cargo on board.
1.3.10.6 Loading, Stowage and Securing
Dangerous goods must be loaded, stowed and secured on an aeroplane as required by the IATA
DGR. This includes segregating packages from each other when they contain incompatible dangerous
goods, securing packages to ensure their orientation or position does not change to the extent that
they may be damaged or affect passengers and, on a cargo aircraft, loading certain packages so they
are accessible in flight.
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1.3.10.7 Information to the Commander

The commander of the aeroplane on which dangerous goods are to be carried must be informed
before the flight of those dangerous goods, as provided for in the IATA DGR.
This information must be on a dedicated form and include:
The proper shipping name and UN number (when assigned).
The class or division, any identified subsidiary risks and, for explosives, the Compatibility
Group.
The packing group (when assigned).
The number of packages, net quantity or gross mass per package.
Loading location; and
Confirmation there is no evidence of damaged or leaking packages.
Whether the package must be carried on cargo aircraft only.
The aerodrome at which the package(s) is to be unloaded and
An indication that the dangerous goods are being carried under a state exemption(where
applicable).
NOTE: This includes information about dangerous goods loaded at a previous departure point and
which are to be carried on the subsequent flight.
The written information to the commander must be readily available to him during flight.\the
information to the commander must also include confirmation that there is no evidence that any
damaged or leaking packages have been loaded on the aircraft.
A legible copy of the information to the pilot-in-command must be retained on the ground. This copy
must have an indication on it or with it that the pilot-in-command has received the information. The
copy, or the information contained in it must be readily accessible to the airport of last departure and
next scheduled arrival, until after the flight to which the information refers.
In the event of the information to the pilot-in-command being of such a size as to make in flight
radiotelephony transmission in practicable in emergency situation, a summary information should also
be provided by the operator, containing at least the quantities and class or division of dangerous
goods in each cargo compartment.
Form Dangerous Goods Notification to Commander on next page.
by Astra Airlines
Issue: 2
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Revision No. 0
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by Astra Airlines
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APPENDIX F
DGR Training
Oct. 2010
Revision No. 2
Appendix F
Page: 22
Jan.2012
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Part D
by Astra Airlines
Issue: 2
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DGR Training
Oct. 2010
Revision No. 0
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by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
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1.4 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS

1.4.1 IN-FLIGHT EMERGENCY
If an in-flight emergency occurs and the situation permits, the commander must inform the
appropriate Air Traffic Services Unit of any dangerous goods on board the aeroplane. This information
must include the proper shipping name, the class/division and identified subsidiary risks, the
compatibility group for explosives, the quantity and the location on board.
1.4.2 DANGEROUS GOODS DOCUMENTATION ON BOARD
For those dangerous goods for which a dangerous goods transport document is required, the
commander of an aeroplane carrying such goods must be provided with information which can be
used on board to assist in planning the response to an emergency arising in-flight involving the
dangerous goods. This information can be provided by the Emergency Response Guidance for
Aircraft Incidents Involving Dangerous Goods (Doc 9481), which is published by the ICAO or by
another document giving similar information.
1.4.3 SPECIAL NOTIFICATION REQUIREMENTS IN THE EVENT OF AN ACCIDENT OR
OCCURRENCE INVOLVING DANGEROUS GOODS
If an aeroplane which is carrying dangerous goods is involved in an accident, information about the
dangerous goods on board must be sent to the State where the accident occurred as soon as
possible. If an aeroplane which is carrying dangerous goods is involved in an incident, information
about the dangerous goods on board must be sent to the State where the incident occurred when
they request it. The information must be sufficient to enable any hazards created by the dangerous
goods to be minimised and should include:
a)
the proper shipping name,
b)
UN number (if assigned),
c)
class/division,
d)
any identified subsidiary risks,
e)
the compatibility group for explosives, and
f)
the quantity and the location of the dangerous goods on the aeroplane.
1.4.4 REPORTING
In the event of a dangerous goods accident or dangerous goods incident occurring, a report must be
sent to the Authority within 72 hours, unless exceptional circumstances prevent this. Any type of
accident or incident must be reported irrespective of whether the dangerous goods are in cargo, mail,
passengers' baggage or crew baggage. The initial report may be made by any means but a written
report must be made as soon as possible. It must contain all the information known at the time of
compilation, including:
g)
The date, location, flight number and flight date (when these are applicable)
h)
The reference number of the Air Waybill, Baggage Tag, Ticket, etc.
i)
A description of the goods, including the proper shipping name, UN number (when
applicable), class/division, any identified subsidiary risks.
j)
The type of packaging and the type of packaging specification marking (when applicable) and
the quantity involved.
k)
The name and address of the shipper, passenger, etc,
l)
The suspected cause of the accident or incident.
by Astra Airlines
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m)
n)
o)
p)
q)
The action taken, if any.

Any other reporting action taken.
Any other relevant details and
The names, title, address and contact number of the person making the report.
Copies of the relevant documents and of any photographs taken must be attached to the
report.
In addition to occurrences mentioned above, a report has to be made to the local Authority in the
case of:
r)
Undeclared Dangerous Goods
s)
Mist-declared Dangerous Goods
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APPENDIX F
DGR Training
Appendix F
Page: 27
DGOR No:
OPS 1.1225
OPS
3.1225. 2 . 4-9 & 16-24,
.
1. :
2. :
Operator:
Date of occurrence
4. :
5. :
3.
Local time of occurrence:

Flight Date
Flight no
6. :
7. :
Departure airport:
Destination Airport
8.
9. & :
Aircraft type:
Aircraft Registration
10.
11.
(Location of occurrence):
Origin of the goods:
12. , , , .
.
Description of the occurrence, including details of injury, damage, etc (if necessary continue on the reverse of
this form):
13. (
)
14. UN/ID
( ) :
Proper shipping name (including the technical name):
UN/ID (when known)
15. /
16.
17.
Class/division
(when known):
Subsidiary risk(s):
Packing group
19.
:
20.
21.
Type
packaging:
Packaging spec. marking:
No of packages:
of
18.
( 7)
Category, (class 7 only)
22.
( transport index
):
Quantity (or, if
applicable):
23. / (Reference no of Air Waybill)

24. , ,
Reference no of courier pouch, baggage tag, or passenger ticket:

25. , , , :
Name and address of shipper, agent, passenger, etc:

26. (
)
Other relevant information (including suspected cause, any action taken):

27. :
28. :
Name and title of person making report:
Telephone no:
29. :
30. :
Company:
31. :
Address:
Reporters ref:
32. :
Signature:
33. :
Date:
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
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APPENDIX F
DGR Training
Appendix F
Page: 28
.
( )
Description of the occurrence (continuation):
1.
2.
3.
4.
5.
6.
7.
8.
9.
,
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/2.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 2
Jan.2012
OM
Part D
APPENDIX F
DGR Training
Appendix F
Page: 29
1.4.5 DUTIES OF ALL PERSONNEL INVOLVED

1.4.5.1 Safety
The duties of all personnel involved are to ensure that:
Dangerous goods are correctly identified.
The provisions concerning passengers and dangerous goods are complied with.
All necessary approvals are held.
Acceptance procedures for dangerous goods are carried out as required by the IATA DGR.
Inspection procedures during the processing of dangerous goods for transport are carried out
as required by the IATA DGR.
Action is taken if packages of dangerous goods are found damaged or leaking during
processing for transport.
Dangerous goods are loaded, segregated, stowed and secured on an aeroplane in accordance
with the IATA DGR.
Written information is provided to the commander of an aeroplane about dangerous goods

loaded on board.
If an in-flight emergency occurs and the situation permits, information is passed to the
appropriate Air Traffic Services Unit.
If there is an aircraft incident or accident, information is passed to the State where the
incident or accident occurred, as required by the IATA DGR.
If there is a dangerous goods incident or accident a report is made to the appropriate

Authority.
1.4.5.2 Dangerous Goods Awareness Training (EU-OPS1.220)
Basic/Recurrent Training
All personnel who are engaged in general cargo handling must have received training to carry out
their duties in respect of dangerous goods. As a minimum this training must cover the areas identified
in the COM part D, and be to a depth sufficient to ensure that awareness is gained of the hazards
associated with dangerous goods and how to identify such goods. Refresher training take place every
two years.
Survey of the Training

The following personnel is considered to be involved in the company cargo handling:
All personnel involved in accepting and booking of flights;
Crew members;
Passenger handling staff; and
Other personnel employed by the company who is involved in the loading and unloading of
cargo.
Operator who deal with the screening of passengers and their baggage, have received training which,
as a minimum, must cover the areas identified in Column 2 of Table 1 and be to a depth sufficient to
ensure that an awareness is gained of the hazards associated with dangerous goods, how to identify
them and what requirements apply to the carriage of such goods by passengers.
by Astra Airlines
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The course covers 6 hours for Flight deck crew and Operations Personnel and 4 hours for cabin crew.
In addition computer-based training (CBT) is used as a part of training, plus self-study of the course
documentation is required, prior to the lesson.
1.4.5.4 Instructors
Astra Airlines authorized ground instructor/HCAA DG instructor or any other training organization
Instructor will perform the lessons, teaching aids.
Dangerous goods training documentation, IATA DGR, and company operations manual part A Section
9 and ICAO emergency response guide.
CBT will be used to enhance the risk awareness of the students.
1.4.5.5 Review
At the end of the course a review is held. A review is a combination of checking and instruction where
the instructor verifies the obtained standards by orally asking questions and discussing the matters
that needs to be highlighted.
A written test (30 min.) is included in the course schedule. The participants shall take a test, and
finish it with a minimum of 75% correct answers to pass.
If the test is failed, additional training will be given to the student concerned and a new test
performed.
Flight
Crew
Cabin
Crew

- Familiarization of Procedures in conjunction withDG in cargo or baggage area.

- Incidents/Accidents with DG and effect on health/safety environment.
6
hours
6
hours
Subject
General Philosophy
- International Organizations (UN/IAEA, ICAO, EASA) issues concerning Safe
Transportation of DG.
- Identification of DG (Classes and Divisions).
- Necessity of Reporting IncidentsAccidents.
- The need of training for involving personnel.
- Point out general danger/forbidden goods onboard/ways of transportation.
Limitations
- DG onbard aircraft for airworthiness and operating reasons and medical aid for
patient/animal.
- Prohibited DG, Exceptions, by mail, limited quantities.
- National and Company Policy.
- Prohibited Radioactive Goods.
Labelling and Marking

- Kind of Labels/Marking and explanation.
Review
Test
TOTAL
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Astra Airlines shall establish and maintain training syllabi and conduct training for the categories listed
below in order to enable the employee to contribute to preventing and minimise the consequences of
an unlawful action against civil aviation:
t)
Personnel with explicit security responsibilities;
u)
Crewmembers;
v)
Handling personnel;
w)
Some categories of personnel involved in cargo processing; and
x)
Other personnel with access to restricted areas.
The syllabus for the above personnel categories are established in the Security Manual.
1.4.7 HANDLING AGENTS AND OTHER SUBCONTRACTORS
security training according to the local national security programme, to a minimum level of the
company Security Program.
1.4.8 ASTRA AIRLINES POLICY
All Astra Airlines personnel shall receive the training required to enable them to fulfil their duties in
compliance with the security quality standard described in Astra Airlines Security Program and in the
National Security Program. All company personnel shall receive the training required to gain
knowledge of the airport regulations regarding access to sterile and restricted areas. All company
personnel shall have the knowledge required in their respective duties in order to handle any type of
unlawful action against the civil aviation and to minimise the risk for a/or effects of such action.
1.4.9 COURSE SCHEDULE
The course covers 4 hours for all crewmembers and operations personnel and 2 hours for all other
personnel. Review of videotapes is used as a part of training.
1.4.10 INSTRUCTORS
Astra Airlines authorized ground instructor, HCAA SEC instructor or any other training organization,
1.4.11 REALISATION
Means tested training shall be conducted when employing new personnel.
Training results shall be recorded and kept on file.
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1.4.12 SYLLABUS
Responsibilities and duties for flight deck and cabin crew according to Astra Airlines security
program;
Basic knowledge of dangerous and suspicious objects, weapons, bombs and other explosive
objects;
Procedures for handling gate no-show passengers;
Procedures for handling of possibly disturbing passengers;
Procedures for protecting the aeroplane on ground and prevent unauthorised access to the
aeroplane;
Procedures for pre-flight check and aeroplane search;
Recognising typical patterns and modus operandi of possible perpetrators;
Action plans for hijacking while on ground and/or during flight;
Important psychological factors regarding actions towards hijackers;
Procedures for handling dangerous or suspicious objects and bombs during flight;
Airplane search procedure checklist;
Flight crew compartment security;
Individual duties and responsibilities in risky or acute situations of emergencies and reporting
procedures;
Understanding of security procedures in the air and on ground (including security regarding
crew and their baggage).
Understanding of relevant parts of the police organisation, objectives and procedures;
Knowledge of the responsible security authority and its audit responsibilities;
Knowledge of Astra Airlines information policy towards the media;
Company information procedures after an occurrence.
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1.5 INSTRUCTIONS ON THE CARRIAGE BY EMPLOYEES OF ASTRA AIRLINES

1.5.1 CARRYING EMPLOYEES
There is no restriction of the carriage of employees on an aeroplane carrying dangerous goods which
are permitted on a passenger aeroplane, providing the requirements of the IATA DGR and the ICAO
TI, are complied with. When an aeroplane is carrying dangerous goods which can only be carried on
a cargo aeroplane, employees of Astra Airlines can also be carried provided they are in an official
capacity. It is intended this be interpreted as meaning they have duties concerned with the
preparation or undertaking of a flight or on the ground once the aeroplane has landed, although not
necessarily in connection with an aeroplane.
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by Astra Airlines
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1.6 CARRIAGE OF WEAPONS AND AMMUNITION

1.6.1 GENERAL
Passengers are not allowed to carry any kind of weapon in the cabin.
There are two categories of weapons:
Firearms
Other weapons
1.6.2 DEFINITION
Firearms:
y)
Rifles
z)
Shotguns
aa)
Pistols
bb)
Machine-guns etc.
Other weapons:
Knifes
cc)
dd)
Scissors
ee)
Toy guns
ff)
Base ball bats
gg)
Harpoons
hh)
Swords etc.
Other weapons are items that are not accepted as unchecked baggage due to security reasons.
1.6.3 CARRIAGE OF WEAPONS AND MUNITIONS OF WAR
Carriage of weapons and munitions of war is not allowed in company aircrafts.
1.6.4 CARRIAGE OF SPORTING WEAPONS, FIREARMS AND AMMUNITION
1.6.4.1 General
All transportation of weapons and ammunitions in the cabin or cockpit must be approved by the
Commander.
1.6.4.2 Arms
Passengers are not permitted to carry any arms nor any articles which could be used as arms in their
hand baggage or otherwise on their person in the passenger cabin during flight. Passengers may
carry hunting or sporting arms exclusively checked baggage which is loaded In the aeroplane cargo
compartment and which must be unloaded and contained in a break proof container (e.g. a marketed
gun case).
1.6.4.3 Ammunition
Only ammunition for small arms (i. e. hunting and sporting arms) will be accepted up to a maximum
of 5 kg /11 Ib gross weight per passenger end only for carriage in or as checked baggage.
The quantity not exceeding 5 kg/11 lb must be securely boxed (e. g. customary trade packing).
Not permitted is any ammunition with explosive or incendiary projectiles which can never be carried
as/in baggage.
Amounts will exclusively be carried as air cargo only.
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1.6.4.4 Police Officers and Body Guards on Duty

For the above persons carrying side arms on duty the following rule applies:
The unloaded and secured weapon will be handed over to the flight crew. In case of private body
guards this regulation applies only, if the authorities have determined, that the escorted individual is
at high risk. The Commander will store the fire-arm and return it upon arrival. In all other cases, the
weapons and the ammunition have to be checked in as baggage. Long-arms are allowed as checked
baggage only.
1.6.4.5 Additional instructions for Astra Airlines crew members
The police officer or body-guard has to unload the weapon just before entering the aeroplane and to
hand it over to check-in personnel.
Prior to the departure, if a locking safe box is installed in a cargo compartment, the Commander is to
be asked whether he consents to transporting the weapon in the cockpit.
Should the Commander refuse to transport the weapon in the cockpit, the unloaded weapon packed
in a red "Checked bag" may be put into the board case, for instance, and stowed in the cargo
compartment in the locking safe box. If no safe box is installed, the Commander must carry the
weapon in the cockpit.
The munitions is kept by the police officer or bodyguard.
The check-in station has to advise the arrival station by fax of the weapon transport so that it can be
handed over after arrival to the police officer or the body-guard either by the Commander or the
ramp agent at the aeroplane.
If the officer or body-guard flying is on the way to/from his duty, the following regulations for
civilians will apply.
by Astra Airlines
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APPENDIX G
PFI and Fueling Supervision Training
Appendix G
Page: 1
TABLE OF CONTENTS
1.0 PRE FLIGHT INSECTION AND FUELING SUPERVISION TRAINING
1.0.1
1.0.2
1.0.3
1.0.4
1.0.5
1.0.6
1.0.7
PROCEDURE
FORM FCT1
FORM FCT2
FORM FCT3
FORM FCT4
FORM FCT5
TRAINING SYLLABUS
by Astra Airlines
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7
9
11
13
15
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by Astra Airlines
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1.0 PRE FLIGHT INSECTION AND FUELING SUPERVISION TRAINING

1.0.1 PROCEDURE
Astra Airlines organizes Pre Flight Inspection and Refueling Supervision training courses for flight
crew members, when it receives a request from Training Manager.
The Training Manager requests the training course from Part 145 AMO Line Maintenance Manager
using Form FCT1.
The Training Manager cooperates with Part 145 AMO Line Maintenance Manager in order to prepare,
plan, and execute the training course.
The Part 145 AMO Line Maintenance Manager prepares the training course syllabus, the material and
nominates an engineer to act as instructor.
The Part 145 AMO Line Maintenance Manager submits the above to the Quality Manager for approval.
The Quality Manager approves the training course, the material and the nominated instructor. He
submits the approval to the Part 145 AMO Line Maintenance Manager, using Form FCT2.
The Part 145 AMO Line Maintenance Manager issues the Training Order (Form FCT3), which
contains course details and instructors and trainees particulars.
The nominated instructor performs the training course (theoretical and practical parts) and the
examinations. Upon successful completion of the training he reports to the Part 145 AMO Line
Maintenance Manager and submits to him all the training documents.
The Part 145 AMO Line Maintenance Manager issues, signs and files the Training Attestation (Form
FCT4). He submits a copy of the Training Attestation to the Training Manager and a copy to the
Quality Manager.
The Quality Manager upon receiving the Training Attestation, issues the Pre Flight Inspection and
Fueling Supervision Authorization card (Form FCT5), satisfying HCAA/TO/20-125. He submits the
original and a copy to the Training Manager and keeps a copy for his Records File.
This Pre Flight Inspection and Fueling Supervision Authorization is valid for three
years.
The complete records of the training courses and authorizations are kept by the Quality Department
for three years, and are available to HCAA/D2 inspectors.
In case that a modification directly related to the Pre Flight Inspection procedure or
refueling was incorporated on an aircraft, then the flight crew should be informed and
the documents must be filed and kept by the Training and Quality Department.
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1.0.2 FORM FCT1
Astra Airlines
TRAINING DEPARTMENT
Thessaloniki, (Enter the date)
From: (Enter the name), Training Manager.

To:
(Enter the name), Line Maintenance Manager.
Copy: (Enter
(Enter
(Enter
(Enter
the
the
the
the
name),
name),
name),
name),
Accountable Manager,
Quality Manager,
Flight Operations Manager,
CAMO Manager.
REQUEST FOR PILOTS

PRE FLIGHT INSPECTION AND FUELING SUPERVISION TRAINING
Please nominate an Instructor to provide (Enter the type of the aircraft) PFI and Fueling
Supervision training for Pilots to the following:
1.
2.
A TRAINING ATTESTATION should be issued by the Line Maintenance Manager, for each one
after successful completion of the training.
A PRE FLIGHT INSPECTION AND FUELING SUPERVISION AUTHORIZATION card should be
issued by the Quality Manager, for each one after receiving the training records.
(Enter the name)

Flight Operations Manager
Head Quarters: 12 Km Thessaloniki Moudania Road/Airport Area. GR 57001P.O. Box 60804

Telephone: +30 2310 489 390
Fax: +30 2310 489 393
E-mail gourgouras@astra-airlines.gr
by Astra Airlines
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APPENDIX G
Appendix G
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by Astra Airlines
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APPENDIX G
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1.0.3 FORM FCT2
Astra Airlines
QUALITY DEPARTMENT
Thessaloniki, (Enter the date)
From: (Enter the name), Quality Manager.

To: (Enter the name), Line Maintenance Manager.
Copy: (Enter the name), Accountable Manager,
(Enter the name), Training Manager,
(Enter the name), Flight Operations Manager,
(Enter the name), CAMO Manager.
APPROVAL FOR PILOTS

PRE FLIGHT INSPECTION AND FUELING SUPERVISION TRAINING
Please nominate an Instructor, who must be at least (Enter the type of the aircraft) License holder,
to provide PFI and Refueling Supervision training to the following companys pilots:
1.
2.
Approved PFI form can be used as a reference. You can also find related info in Astra Airlines
approved CAME.
Notes and figures extracted from AMM will be also useful.
After successful completion of the training, Part-145 AMO Line Maintenance Manager should issue
a TRAINING ATTESTATION and submit to Quality Department all the training documents in order
to issue the PRE FLIGHT INSPECTION AND FUELING SUPERVISION AUTHORIZATION card.
(Enter the name)

Quality Manager

Telephone: +30 2310 489 390
Fax: +30 2310 489 393
E-mail quality@astra-airlines.gr
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1.0.4 FORM FCT3
Astra Airlines
LINE MAINTENANCE DEPARTMENT
TRAINING ORDER
DATE:
(Enter the type of the aircraft)
Pre-Flight Inspection and Fueling Supervision
COURSE TITLE:
Instructors Name
Position/Title
(Enter the name)
Astra Airlines Certifying Staff

Trainees
No
First Name
Surname
Rank
License No.
1
2
3
Organizer:
Location:
Duration:
Date:
Astra Line Maintenance Department

(Enter the place)
hours
(Enter the date)
(Enter the name)

Line Maintenance Manager
Notification: Instructor, Trainees.

Circulation: Training Manager, CAMO Manager, Quality Manager, Accountable Manager.
Telephone: +30 2310 489 390
Fax: +30 2310 489 393
E-mail volis@astra-airlines.gr
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by Astra Airlines
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1.0.5 FORM FCT4
Astra Airlines
LINE MAINTENANCE DEPARTMENT
This is to certify that
. ..
Has attended and successfully completed the
Pre-Flight Inspection and Fueling Supervision training course,
which was conducted by ASTRA AIRLINES EASA Part 145 AMO,
at (Enter the date)
Course duration: (Enter the number) hours
(Enter the name)

Line Maintenance Manager
Date: (Enter the date)

Telephone: +30 2310 489 390
Fax: +30 2310 489 393
E-mail volis@astra-airlines.gr
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX G
Appendix G
Page: 12
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX G
Appendix G
Page: 13
1.0.6 FORM FCT5
ASTRA AIRLINES
QUALITY DEPARTMENT
AUTHORIZATION CARD
Aircraft Type:
(Enter the type of the aircraft)
Authorization:
Pre Flight Inspection and Fueling Supervision
Limitations:
No rectifications
This Authorization card has been issued in compliance with
HCAA/TO/20-125.
Astra Airlines S.A.
12 Km Thessaloniki Moudania Road/Airport Area
GR 57001P.O. Box 60804
Telephone: +30 2310 489 390
Fax: +30 2310 489 393
E-mail quality@astra-airlines.gr
ASRA AIRLINES
QUALITY DEPARTMENT
AUTHORIZATION CARD
Flight Crew Name:
Rank:
Date Issued:
This Authorization card expires on
(Enter the name)
Issued by:
Quality Manager
Stamp and Signature
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX G
Appendix G
Page: 14
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX G
Appendix G
Page: 15
1.0.7 TRAINING SYLLABUS

Duration:
Target Population:
Prerequisites:
Course Objectives and Description:
8 hours
Astra Airlines Pilots
None
This course has been introduced to address a pertinent HCAA requirement for a standardized procedure
regarding the pilot crew training on Pre flight Inspection (PFI) and Fuelling Supervision.
This training course can be provided in the form of stand-up lecture using computer with projection.
It will include one typical pre flight inspection and fuel replenishment demonstration. The Aircraft
Technical Logbook System and the Minimum Equipment List/Configuration Deviation Guide of an
Astra aircraft will also be demonstrated for practice.
SUBJECTS DESCRIPTION
INTRODUCTION
Training Objective. Overview of the course items:
Process of performing P.F.I. (PRE-FLIGHT INSPECTION) and A/C

Refueling.
Structure and utilization process of the Minimum Equipment List /

Configuration Deviation guide (MEL/CDG)
Structure, Utilization and Updating responsibilities of the Aircraft

Technical Logbook System
PRE-FLIGHT INSPECTION
On site demonstration of one typical aircraft pre-flight inspection to include
the following checks:

Check tires, condition and damage.

Check all flight defects rectified carried forward in the Technical
Log.

Carry out a walk around check of engines and airframe for external
damage, paying particular attention to the nose skin area for
possible "push-back damage. Check for ice and snow on intakes
and fuselage.

Ensure intakes are clear of foreign objects.

Check interior for cleanliness ,especially vestibules girt-bar brackets
and lock spring assemblies.

Ensure all panels and hatches are closed and secure. Check for
locking indications. Check all engine cowls closed and locked I
latched secure.

Check for removal of all blanks and flags from pitot/static inlets
and then correct stowage prior to flight.

Pitot heads and static vents unobstructed

Remove and stow landing gear ground locks

Check security of Captain's and First Officer' s instrument panels
ensuring cam lock fasteners align with "witness marks".

Allow adequate bleeding of the system, operate toilet hand-basin
taps until the water flow is steady.
AIRCRAFT FUELING
Conduct a typical aircraft refueling per the instructions provided in the
Aircraft Maintenance Manual (AMM) Task 12-10-28
AIRCRAFT TECHNICAL LOG SYSTEM PRACTICE
Record Pre-Flight checks carried out in Technical Log.
Check Technical Log for correct hours, Entries, Carry Forward Defects, and
Acceptable Deferred Defects.
Check Out of Phase requirements and Maintenance Statement.
by Astra Airlines
Issue: 2
Oct. 2010
Theory
DURATION
Practice
Total
4 hrs
---
4 hrs
---
2 hr
2 hr
---
1 hr
1 hr
---
1 hr
1 hr
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX G
Appendix G
Page: 16
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX H
De/Anti-Icing of the Aircraft on the
Ground Training
Appendix H
Page: 1
TABLE OF CONTENTS
1.0 DE/ANTI-ICING OF THE AIRCRAFT ON THE GROUND TRAINING
1.0.1 TRAINING AND QUALIFICATION FOR FLIGHT CREW MEMBERS
1.0.2 TRAINING AND QUALIFICATION FOR OPERATIONS PERSONNEL
1.0.3 TRAINING SYLLABUS FOR FLIGHT CREW MEMBERS
1.0.4 TRAINING SYLLABUS FOR OPERATIONS PERSONNEL
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
3
5
7
9
Oct. 2010
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 2
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 3
1.0.1 TRAINING AND QUALIFICATION FOR FLIGHT CREW MEMBERS

Training and qualification for all Crew Members are described in EU-OPS 1, HCAA/TO 106-01 and
Astra Airlines OM Part D.
Each Crew Member is responsible to adhere to Astra Airlines De/Anti-Icing procedures. Flight
Operations Manager shall request training to be organized by Astra Airlines.
1.0.1.1 EU-OPS 1 Requirements
EU-OPS 1.345 Ice and other contaminants.

(a)
An operator shall establish procedures to be followed when ground de-icing and antiicing and related inspections of the aeroplane are necessary.
1.0.1.2 HCAA/TO 106-01 Requirements

Adequate initial and recurrent training (every twelve months) should be provided (and recorded) to
all Flight Crew Members involved in Ground De/Anti-icing operations, including Cabin Crew members.
1.0.1.3 Astra Airlines Requirements
All Crew Members shall receive training and be qualified according to the current regulations and
instructions. Further they shall follow Astra Airlines Operations Manual (OM), Part A, Section 8,
Paragraph 8.2.4.
1.0.1.4 Training
Training can be based on the following sources:
1.
Astra Airlines Operations Manual (OM), Part A, Section 8, Paragraph 8.2.4,
2.
Think Ice, Icing Awareness for BAE Systems Regional Aircraft Operators Document,
3.
ICAO Doc 9640-AN/940 Latest Edition, and
4.
Recommendations for De-Icing/Anti-Icing Aeroplanes on the Ground.
GENERAL
1.0.1.5 CCMs Surface Contamination Training (EU-OPS App. 1, 1.1015)

Definition of surface contamination, i.e. ice and/or snow and associated hazards inflight.
Examples of a clean wing and visible signs of contamination, both on the ground
and in-flight. Definition of aeroplane critical surfaces for each type of aeroplane to be
operated by the cabin crew. Definition of hazards associated with an accumulation of in-flight
aeroplane icing. Definition of aeroplane surfaces, parts or components most likely to show
signs of in-flight ice accumulation.Definition of fluids used for de-icing and associated hazards.
CCMS
Information to be given to cabin crew whenever de-icing is taking place.
DUTIES
Content of passenger announcements whenever de-icing is taking place.
Responsibility of cabin crew to communicate any safety critical information in
relation to surface contamination, to the flight crew as soon as practicable.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No.2
Jan. 2012
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 4
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 5
1.0.2 TRAINING AND QUALIFICATION FOR OPERATIONS PERSONNEL

Training and qualification for Operations personnel are described in EU-OPS 1, HCAA/TO 106-01 and
Astra Airlines OM Part D.
Each Contracted Organization is responsible to adhere to Astra Airlines De/Anti-Icing procedures. If
required they shall request training to be organized by Astra Airlines.
1.0.2.1 EU-OPS 1 Requirements
EU-OPS 1.345 Ice and other contaminants.

(a)
An operator shall establish procedures to be followed when ground de-icing and antiicing and related inspections of the aeroplane are necessary.
1.0.2.2 HCAA/TO 106-01 Requirements

Adequate initial and recurrent training (every twelve months) should be provided (and recorded) to
all Flight Crew and Ground personnel involved in Ground De/Anti-icing operations.
1.0.2.3 OPERATORS REQUIREMENTS
Exclusively personnel trained and qualified on this subject must carry out De/Anti-icing procedures.
Companies providing de-/anti-icing services should have both a Qualification Program and a Quality
Assurance Program to monitor and maintain an acceptable level of competence.
Contracted organizations staff shall receive training and be qualified according to the local Authority
and their own regulations and instructions. Further they shall follow Astra Airlines Ground Handling
Manual (GHM), Part 2, Paragraph 2.15, before servicing aircraft operated by Astra Airlines.
1.0.1.4 Training
Training can be based on the following sources:
Astra Airlines Operations Manual (OM), Part A, Section 8, Paragraph 8.2.4,
1.
2.
Think Ice, Icing Awareness for BAE Systems Regional Aircraft Operators Document,
3.
ICAO Doc 9640-AN/940 Latest Edition, and
4.
Recommendations for De-Icing/Anti-Icing Aeroplanes on the Ground.
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 6
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 7
1.0.3 TRAINING SYLLABUS FOR FLIGHT CREW MEMBERS

Duration:
Target Population:
Prerequisites:
8 hours
Astra Airlines Crew Members
None
This course has been introduced to address a pertinent HCAA requirement for a standardized
procedure regarding the pilot crew training on De/Anti-Icing of the Aircraft on the Ground.
This training course can be provided in the form of stand-up lecture using computer with
projection.
Theory
UNDERSTANDING ICING
Definition of Icing Conditions
The Icing Atmosphere
Aircraft Ice Accretion
Aerodynamic Degradation due to Ice Accretion
Icing Certification
AIRCRAFT ICE PROTECTION SYSTEMS
Systems Description
Wing and Tail De-icing Systems
Anti-icing Systems
GROUND OPERATIONS
Facts
De-icing and Anti-icing Fluids
De-icing Procedures
Anti-icing Procedures
General Precautions
Runway De-icers
Final Check Before Dispatch
Maintenance Recommendations
FLIGHT OPERATIONS
Taxiing
Pre Take-off Inspection
Take-off
Good Operating Practices In-flight
Icing Intensity Criteria
Approach and Landing
After Shutdown
APPENDICES
Appendix I: Jets
by Astra Airlines
Issue: 2
Oct. 2010
DURATION
Practice
Total
2 hours
---
2
hours
1 hour
---
1 hour
1 hour
---
1 hour
3 hours
---
3
hours
1 hour
---
1 hour
Revision No.2
Jan. 2012
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 8
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 9
1.0.4 TRAINING SYLLABUS FOR OPERATIONS PERSONNEL

Duration:
Target Population:
Prerequisites:
8 hours
De/Anti-Icing Personnel
None
This course has been introduced to address a pertinent HCAA requirement for a standardized
procedure regarding the Operations personnel training on De/Anti-Icing of the Aircraft on the
Ground.
This training course can be provided in the form of stand-up lecture using computer with
projection.
DURATION
Practic
Theory
e
UNDERSTANDING ICING
Definition of Icing Conditions
The Icing Atmosphere
Aircraft Ice Accretion
Aerodynamic Degradation due to Ice Accretion
Icing Certification
AIRCRAFT ICE PROTECTION SYSTEMS
Systems Description
Wing and Tail De-icing Systems
Anti-icing Systems
GROUND OPERATIONS
Facts
De-icing and Anti-icing Fluids
De-icing Procedures
Anti-icing Procedures
General Precautions
Runway De-icers
Final Check Before Dispatch
Maintenance Recommendations
FLIGHT OPERATIONS
Taxiing
Pre Take-off Inspection
Take-off
Good Operating Practices In-flight
Icing Intensity Criteria
Approach and Landing
After Shutdown
APPENDICES
Appendix I: Jets
by Astra Airlines
Issue: 2
Oct. 2010
Total
2 hours
---
2 hours
1 hour
---
1 hour
3 hour
---
3 hour
1 hours
---
1 hours
1 hour
---
1 hour
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX H
Ground Training
Appendix H
Page: 10
by Astra Airlines
Issue: 2
Oct. 2010
Revision No. 0
Oct. 2010
OM
Part D
APPENDIX I
P-RNAV Training
Appendix I
Page: 1
Appendix I - TABLE OF CONTENT

1.
INTRODUCTION ................................................................................................ 3
2.
DEFINITIONS, ABBREVIATIONS AND ACRONYMS................................................ 4

2.1 Definitions........................................................................................................ 4
2.2 Abbreviations and Acronyms ............................................................................. 7
IMPLEMENTATION............................................................................................. 9
4 ROUTE DESIGNATORS ............................................................................................. 9

5
REGULATIONS .................................................................................................. 9
ACCEPTABLE NAVIGATION SYSTEMS.................................................................. 9
FLIGHT CREW TRAINING ................................................................................. 10
OPERATING PROCEDURES ............................................................................... 10

8.1 Turn Performance........................................................................................... 11
8.1.1 Commentary ........................................................................................... 11
8.1.2 Functional Specification ........................................................................... 11
8.1.3 En-Route ................................................................................................ 11
8.1.4 Terminal Operations ................................................................................ 13
8.1.4.1 Turns Defined by Single Waypoint .................................................. 13
8.1.4.1.1 Turn at a Fly-over Waypoint................................................13
8.1.4.1.2 Turn at a Fly-by Waypoint...................................................13
8.1.4.2 Turns with Defined Radius ............................................................. 14
8.2 Minimum Requirements .................................................................................. 14
8.2.1 Background ............................................................................................ 14
A.1 RNAV HOLDING AREA DIMENSIONS................................................................ 15
A.2 RNAV HOLDING AREA ENTRY PROCEDURES .................................................... 17
A.3 HOLD EXECUTION.......................................................................................... 20
A.4 RNAV HOLDING AREA EXIT PROCEDURES ....................................................... 20
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX I
P-RNAV Training
Appendix I
Page: 2
This page Intentionally Left Blank
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
1.
APPENDIX I
P-RNAV Training
Appendix I
Page: 3
INTRODUCTION
The navigation procedures are normally based on the availability of ground navigation aids, e.g. VOR, DME,
NDB, as well as corresponding airborne navigation systems which allow navaid point to navaid point navigation.
This necessitated large safety margins in aircraft separation and the airspace has become saturated.
The air navigation structure for existing ATS Routes, SIDs, STARS, etc., did not take account of availability of
modern self-contained navigation systems with enhanced performance and accuracy. The International Civil
Aviation Organization has recognized the need to benefit from RNAV System technology to increase airspace
capacity and achieve fuel savings, direct/parallel tracks, etc. Routes can be planned not necessarily predicated
upon point source navaids.
For this purpose a certain level of navigation accuracy, availability and integrity should be ensured. This
navigation element is called REQUIRED NAVIGATION PERFORMANCE (RNP) which indicates the navigation
system required to meet the Area Navigation criteria instead of particular equipment.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
2.
APPENDIX I
P-RNAV Training
Appendix I
Page: 4
DEFINITIONS, ABBREVIATIONS AND ACRONYMS
2.1 Definitions
For the purposes of this EUROCONTROL Standard, the following definitions shall apply. Where appropriate,
the source document for the definition is identified in brackets at the end of the definition.
2.1.1 Accuracy: The degree of conformance between the estimated or measured position and/or the
velocity of a platform at a given time and its true position or velocity. Radio navigation performance
accuracy is usually presented as a statistical measure of system error and is specified as:
Predictable: The accuracy of a position in relation to the geographic or geodetic co-ordinates of
the earth.
Repeatable: The accuracy with which a user can return to a position whose co-ordinates has been
measured at a previous time with the same navigation system.
Relative: The accuracy with which a user can determine one position relative to another position
regardless of any error in their true position. (RNP MAN) (See also "System Use Accuracy")
2.1.2 Approach Operations: Operations conducted on published Instrument Approach Procedures (IAP)
commencing at the Initial Approach Fix (IAF) and terminating at the Missed Approach Point (MAPt), or point
of landing, as appropriate.
The Missed Approach begins at (or in some cases before) the MAPt and terminates at an altitude/height
sufficient to permit:
initiation of another approach; or
return to a designated holding pattern; or
Resumption of en-route flight.
2.1.3 Area Navigation (RNAV): A method of navigation which permits aircraft operation on any desired
flight path. (ICAO Doc. 9613-AN/937)
2.1.4 Area Navigation Equipment: Any combination of equipment used to provide RNAV guidance.
(ICAO Doc. 9613-AN/937)
2.1.5 ATS Route: A specified route designed for channelling the flow of traffic as necessary for the
provision of air traffic services.
NOTES
1. The term 'ATS Route' is used to mean variously, airway, advisory route, controlled or uncontrolled
route, arrival or departure route, etc. (ICAO Annex 11)
2. This definition of the term 'ATS Route' as it is used in air traffic services documents may not
coincide and should not be confused with the definition of a 'route' provided in Aeronautical Radio
Incorporated (ARINC)-424.
2.1.6 Availability: An indication of the ability of the system to provide usable service or the intended
application.
2.1.7 Containment Value: The distance from the intended position within which flights would be found for
a specified percentage of the total flying time, accumulated for all aircraft. (Adapted from ICAO Doc. 9613AN/937)
2.1.8 Continuity of Function: An indication of the ability of the RNAV system to meet the Required
Navigation Performance whilst within the specified coverage area of the appropriate navigation system. It is
defined as the portion of the time during which the system is capable of being used for navigation during
which reliable navigation information is presented to the crew, Automatic Flight Control System (AFCS), or
other system managing the flight of the aircraft and is to take due account of the defined continuity of
function of the navigation infrastructure.
2.1.9 Crosstrack Deviation: The perpendicular deviation that the aircraft is to the left or right of the
desired track. (RNP MAN)
2.1.10 En-Route Operations: Operations conducted on published ATS routes and/or direct point-to-point
operations between defined waypoints.
by Astra Airlines
Issue: 2
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Revision No. 2
Jan., 2012
OM
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APPENDIX I
P-RNAV Training
Appendix I
Page: 5
2.1.11 Flight Technical Error: The accuracy with which the aircraft is controlled, as measured by the
indicated aircraft position with respect to the indicated command or desired position. It does not include
blunder errors. (RNP Concept)
2.1.12 General Air Traffic: For the purposes of this Standard the term " general air traffic" shall comprise
any aircraft (e.g. civil, military, customs and police) operating in conformity with the procedures of the
International Civil Aviation Organisation. (EUROCONTROL International Convention, Article 3)
2.1.13 Geodesic: The shortest distance between two points on a model of the earths surface defined by
the WGS-84 (or equivalent) ellipsoid. For short distances the geodesic converges to the great circle.
2.1.14 Geometric Dilution of Precision (GDOP): The ratio of the standard deviation of the position
error to the standard deviation of the measurement errors, assuming that all measurement errors are
statistically independent and have a zero mean and the same standard distribution.
2.1.15 Integrity: The ability of a system to provide timely warnings to users when the system should not
be used for navigation. (ICAO Doc. 9613- AN/937)
2.1.16 Nautical Mile: Throughout this document where distances are expressed in Nautical Miles (NM), it
is understood that 1NM = 1.852 kilometres (km).
2.1.17 Operational Approval: The process by which an ICAO signatory State has satisfied itself, through
its own established processes, that an operator can safely meet all the requirements for a given operation.
2.1.18 Reference Aid(s): The navigation aid(s) upon which the procedure design has been based.
2.1.19 Random RNAV: RNAV operation whereby routes can be flight planned on legs not defined by fixed
ATS routes. Such operations may be limited to certain Flight Information Regions (FIR)s or parts of FIRs
within the ECAC Area and may be subject to flight level limitations.
2.1.20 Required Navigation Performance (RNP): A statement of navigation performance accuracy
necessary for operation within a defined airspace.
2.1.21 RNP Type: A containment value expressed as a distance in nautical miles from the intended position
within which flights would be for at least 95 % of the total flight time.
RNP I (also called PRNAV) Provides system accuracy of plus or minus I NM.
RNP4 - For future enroute operations, providing a system accuracy of plus or minus 4 NM
RNP 5 (also called BRNAV - Basic Area Navigation) - Represents a navigation accuracy of plus
or minus 5 NM i.e. aircraft will remain within 5 NM corridor from the route centerline for at least 95%
of the time. This level is currently achieved by aircraft (without RNAV capability) defined by VOR, or
VOR/DME located less than 100 NM apart.
2.1.20 Sensor: A unit capable of providing information for use by the RNAV or Flight Management System
(FMS) equipment. (ICAO Doc. 9613-AN/937)
2.1.21 State Aircraft: (ICAO Convention) Aircraft operating on military, customs or police activities shall
be deemed to be State aircraft.
2.1.22 State of the Operator: The State in which the operator has his principal place of business or, if he
has no such place of business, his permanent residence.
2.1.23 State of Registry: The State on whose register the aircraft is entered.
2.1.24 System Use Accuracy: The combination of the navigation sensor error, airborne receiver error,
display error, and flight technical error. Also called navigation performance accuracy (ICAO Doc. 9613AN/937)
2.1.25 Terminal Operations: Operations conducted on published Standard Instrument Departures (SIDs),
or published Standard Arrival Routes (STARs), or other flight operations whilst transitioning to or from the
en-route phase of flight.
2.1.26 Total System Error: The difference between the true position and desired position. This error is
equal to the vector sum of the path steering error, path definition error and position estimation error.
These are illustrated below:
by Astra Airlines
Issue: 2
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Revision No. 2
Jan., 2012
OM
Part D
APPENDIX I
P-RNAV Training
Appendix I
Page: 6
2.1.27 Waypoint: A specified geographical location used to define an Area Navigation Route or the flight
path of an aircraft employing Area Navigation (ICAO Doc. 4444).
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX I
P-RNAV Training
Appendix I
Page: 7
2.2 Abbreviations and Acronyms

For the purposes of this EUROCONTROL Standard the following abbreviations and acronyms shall apply:
AEEC
Aeronautical Engineering Electronics Committee
AFCS
Automatic Flight Control System
AIP
Aeronautical Information Publication
AIRAC
Aeronautical Information Regulation and Control
AMJ
Advisory Material Joint
ANT
Airspace and Navigation Team (EATMP)
ARINC
Aeronautical Radio Incorporated
ATC
Air Traffic Control
ATM
Air Traffic Management
ATS
Air Traffic Services
B-RNAV
Basic Area Navigation
CDU
Control Display Unit
DME
Distance Measuring Equipment
DOC
Designated Operational Coverage
EANPG
European Air Navigation Planning Group
EATCHIP
European Air Traffic Control Harmonisation and Integration Programme
EATMP
European Air Traffic Management Programme
ECAC
European Civil Aviation Conference
EUROCAE
European Organisation for Civil Aviation Equipment
EUROCONTROL
European Organisation for the Safety of Air Navigation
ETRF
European Terrestrial Reference Frame
FANS ICAO
Future Air Navigation System
FEATS ICAO
Future European Air Traffic Management System
FIR
Flight Information Region
FMS
Flight Management System
FTE
Flight Technical Error
GAT
General Air Traffic
GDOP
Geometric Dilution of Precision
GNSS
Global Navigation Satellite System
GPS
Global Positioning System
IAF
Initial Approach Fix
IAP
Instrument Approach Procedures
IAS
Indicated Air Speed
ICAO
International Civil Aviation Organisation
ICCAIA
International Co-ordinating Committee of Aerospace Industries Associations
IFR
Instrument Flight Rules
INS
Inertial Navigation System
ISA
International Standard Atmosphere
JAA
Joint Aviation Authorities
KIAS
Knots Indicated Air Speed
Km
Kilometre
MAPt
Missed Approach Point
MASPS
Minimum Aviation System Performance Standards
NAVAID
Radio Aid to Navigation
NDB
Non-Directional Radio Beacon
NM
Nautical Mile
P-RNAV
Precision Area Navigation
RNAV
Area Navigation
RNP
Required Navigation Performance
RTF
Radiotelephony
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
SARPs ICAO
SID
STAR
TACAN
TAS
TGL
TMA
VOR
VORTAC
WGS
APPENDIX I
P-RNAV Training
Appendix I
Page: 8
Standards and Recommended Practices

Standard Instrument Departure
Standard Arrival Route (Annex 11 App 3)
Tactical Air Navigation Aid
True Air Speed
Temporary Guidance Leaflet
Terminal Control Area
Very High Frequency Omnidirectional Radio Range
VOR-Tactical Air Navigation (A combination of VOR providing and TACAN, the latter
compatible with DME)
World Geodetic System
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX I
P-RNAV Training
Appendix I
Page: 9
3 IMPLEMENTATION
Europe; RNP 5 (BRNAV) has been implemented in the European Civil Aviation Conference (ECAC) Area from
23rd April 1998. The FIRs/UIRs in the following countries are covered, including feeder routes(S IDs/STARs)
in/out of TMA:
Armenia, Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Macedonia, Malta, Moldova, Monaco,
Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey, U.K.
4 ROUTE DESIGNATORS
Area Navigation may be implemented with normal route designators. However, ICAO has assigned the
alphabets L, M~ N, P to identify RNAV routes in regional route networks.
5 REGULATIONS
It is mandatory for aircraft operating in European Airspace to comply with BRNAV requirements contained in JAA
Doc AMJ-20X2 Guidance Material on Airworthiness Approval and Operational Criteria for use of Navigation
Systems in European Airspace designated for RNAV Operations.
Compliance with these regulations is in two parts.
Airworthiness Approval
Aircraft should be equipped with navigation systems meeting the navigation accuracy required under RNP5. A
statement to this effect is normally included in Flight Manuals of respective aircraft.
Operational Approval
Crew operating procedures and training and contingency procedures are required to be laid down to ensure
navigation accuracy.
6 ACCEPTABLE NAVIGATION SYSTEMS
In general terms RNAV equipment operates by automatically determining aircraft position from one, or a
combination of the following, together with the means to establish and follow a desired path:
VOR/DME
DME/DME
INS {with radio update) or IRS
LORAN C
GPS/GNS
The functional criteria for BRNAV are laid down as Minimum and Recommended as under:
Minimum Functions
a) Continuous indication of aircraft position relative to track to be displayed to the pilot flying and pilot
not flying on a navigation display situated in the primary field of view.
b) Display of distance and bearing to the active (To) waypoint
c) Display of ground speed or time to the active (To) waypoint.
d) Storage of waypoints (minimum 4).
e) Failure indication of the RNAV system, including the sensors.
Recommended Functions
a) Auto pilot and/or Flight director coupling.
b) Present position in latitude and longitude.
c) Direct To function.
d) Indication of Navigation accuracy (e.g. quality factor)
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e) Automatic Channel selection of radio navigation aids.

f) Navigation database.
g) Automatic leg sequencing and associated turn application.
A track keeping accuracy of +/- 5 NM is required to meet BRNAV criteria.
Navigation systems, which comply with specifications contained in following documents, meet BRNAV
requirements: FAA AC 90-45A, AC 20-130, AC 20-138, AC 25-15, JTSO-2C115, TSO-CII5, TSO-C129, E027/28,
ED39/40, DO187/ED-58, and DOI8O. Flight Manuals make a reference to the above document or compliance
with RNP is mentioned. FMSequipped aircraft normally meet BRNAV requirement.
MEL
The minimum level of BRNAV can be met by a single installed system comprising one or more sensors, RNAV
computer, control display unit, and navigational display (e.g. ND, EHSI, HSI or CDI), provided that the system is
monitored by flight crew and in the event of failure, the aircraft retains the capability to navigate relative to
ground-based navigation aids, e.g. VOR, DME and NDB.
Status of Astra Airlines Aircrafts
BAe146 and A320 are equipped and certified in flight manual, in regard to compliance with BRNAV (RNP)
requirements.
Airbus is also certified for PRNAV operations.
7 FLIGHT CREW TRAINING
During Conversion training, RNAV programme shall consist of Theoretical and Practical Training:
Theoretical Training:
1. Self study guide (Copy of appendix G of OM part D Area Navigation)
2. Instruction Manual for the RNAV system installed in the aircraft.
3. Instruction DVD for the RNAV system installed in the aircraft.
Practical Training:
1. During line flying under supervision contacted by LTC
8 OPERATING PROCEDURES
Flight Planning
Aircraft status should be checked for compliance with BRNAV requirement, when flight is scheduled to
operate in European airspace.
Designator R will be inserted in field 10 of ICAO Flight Plan to indicate that the aircraft is fitted with
RNAV equipment meeting RNP 5 navigation capability.
In-flight Procedure
Correct operation of RNAV system shall be checked before flight into or before joining and during operation on
an RNAV route, which includes:
Routing is in accordance with the clearance and
RNP 5 requirement is met, i.e., aircraft status should be checked for compliance with system
accuracy.
In case of inability to comply due to a failure or degradation of RNAV System, ATC should be advised and a
revised clearance requested by the pilot. Aircraft will normally be allowed to continue in accordance with current
ATC clearance; if not, a revised clearance will be issued to revert to VOR/DME navigation.
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Crew should at all times be aware of aircraft position and report accurate position when called for. Be prepared
for offset routes to be flown. Be alert to any deviation from assigned RNAV route and report to ATC and adhere
to revised ATC clearance.
GPS stand-alone equipment approved in accordance with the guidance provided in JAA Leaflet #2, may be
used for the purposes of conducting Basic RNAV operations, subject to the operational limitations contained
in OM A, 8.3.2.5.3.
Normal Procedures
The procedures for the use of navigational equipment on Basic RNAV routes should include the following:
(a) During the pre-flight planning phase, given a GPS constellation of 23 satellites or less (22 or less for GPS
stand-alone equipment that incorporate pressure altitude aiding), the availability of GPS integrity (RAIM)
should be confirmed for the intended flight (route and time). This should be obtained from a prediction
program either ground-based, or provided as an equipment function (see Annex 1), or from an alternative
method that is acceptable to the Authority.
Dispatch should not be made in the event of predicted continuous loss of RAIM of more than 5 minutes for
any part of the intended flight.
(b) Where a navigation data base is installed, the data base validity (current AIRAC cycle) should be checked
before the flight.
(c) Traditional navigation equipment (e.g. VOR, DME and ADF) should be selected to available aids so as to
allow immediate cross-checking or reversion in the event of loss of GPS navigation capability.
Abnormal Procedures in the event of loss of GPS navigation capability
The operating procedures should identify the flight crew actions required in the event of the GPS standalone equipment indicating a loss of the integrity monitoring detection (RAIM) function or exceedance of
integrity alarm limit (erroneous position). The operating procedures should include the following:
(a) In the event of loss of the RAIM detection function, the GPS stand-alone equipment may continue to be
used for navigation. The flight crew should attempt to cross-check the aircraft position, where possible with
VOR, DME and NDB information, to confirm an acceptable level of navigation performance. Otherwise, the
flight crew should revert to an alternative means of navigation.
(b) In the event of exceedance of the alarm limit, the flight crew should revert to an alternative means of
navigation.
8.1 Turn Performance
8.1.1 Commentary
The turn performance requirements are dependent upon the RNP and upon the phase of flight. The turn
types are set out below.
NOTE - EUROCAE ED-75/RTCA DO-236 have adopted the term transition as an alternative to
the term turn.
8.1.2 Functional Specification
The turn type requirements are set out in paragraph 8.2. The detailed functional requirement for each type
is set out in 8.1.1.
8.1.3 En-Route
Where the ATS route(s) notified for RNP-1 requires controlled turns, a fixed radius, as depicted in Figure 8.1,
shall be specified by the ATS route designator and included for all turns on the RNP-1 ATS route. The aircraft
shall remain within the allowable RNP-1 tolerance of the tangential arc specified by the radius between the
straight leg segments. If the turn performance is unspecified, the equipment shall determine the turn
performance.
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NOTE - Until further notice, ATS authorities will, when requiring controlled turns, define RNP-1
ATS Routes about a tangential arc with radii of 22.5NM or 15NM, dependent on route
designator. An aircraft executing a controlled turn while transitioning from a route to one with
a different designator will continue to turn along the radius used in the beginning of the turn.
Figure 8.1: Controlled Turn - P-RNAV Route (En-route)

For RNP-1 operations where controlled turns are not required and for RNP-5, the system shall provide the
ability to accomplish turns of up to 120 degrees of track change below FL 195 and 70 degrees at or above
FL 195 without exceeding the turning area envelope shown in Figure 8.2. Procedural techniques may be an
acceptable means of meeting this requirement.
NOTES
1. For en-route operations fly-over transitions, where the aircraft commences the turn only
upon reaching the waypoint, are not permitted. This limitation may be achieved by
operational means.
2. The containment parameters in the figure are given as a generic RNP-x where, depending
upon operational considerations, RNP-5, RNP-1 or lower may be required. Where the
values of RNP differ between the entry and departure tracks, the containment value
applying for the inside of the turn will be the greater of the two values. The containment
boundary on the outside of the turn will be defined by a continuation of the boundary prior
to the commencement of the turn as far as the turn waypoint.
Figure 8.2: Fly-by Turn

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8.1.4 Terminal Operations

Dependent upon the magnitude of the turn angle and operational requirements, one of two methods will be
used for defining the turn performance.
8.1.4.1 Turns Defined by Single Waypoint
It shall be possible to execute a turn using either of the following turn types defined by a single waypoint:
8.1.4.1.1 Turn at a Fly-over Waypoint
The inbound track to the turn shall terminate at the turn waypoint. The turn shall commence on passing that
waypoint and the RNAV system should seek to maintain the aircraft within the area defined in Figure 8.3 for
turns up to 70 degrees. This turn type provides relatively poorly controlled performance. As a result the flyover turn will only be employed where overflying the transition fix is necessary. In accordance with the
functionality set out in RTCA DO-236/EUROCAE ED-75, there will be no requirement for the airborne
systemto monitor the performance against the RNP containment limit. The facility to execute the fly-over
turn may cease to be required once full MASPS compliance is demanded. Where avoidance of an early turn
is required this may be achieved by requiring a defined radius turn.
8.1.4.1.2 Turn at a Fly-by Waypoint
This is equivalent to the turn described in 8.1.1 above and defined in Figure 8.2.
Figure 8.3 Fly-Over Turn
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8.1.4.2 Turns with Defined Radius

The termination of the track inbounds to the turn and start of the track outbound from the turn will be
defined by waypoints (see Figure 8.4). The turn will be nominally defined around an arc having both the
inbound and outbound tracks as tangents. The 95% containment surface will be defined around that arc and
will be defined by the appropriate RNP.
The inbound and outbound tracks will define the RNP for these legs. Where the RNP for the inbound and
outbound tracks differs, the less demanding value (i.e. the larger RNP type) may be assumed to be
applicable during the turn execution.
Figure 8.4: TMA Turn with Defined Radius

8.2 Minimum Requirements
8.2.1 Background
The minimum requirements are based upon the following:
That initial RNAV requirements are to be achieved using Precision and Basic RNAV systems as
defined in edition 1 of this standard. They are established to provide the capability of early
application of RNAV systems with Basic RNAV being required in accordance with the warning to
this Standard, from 1998 and with P-RNAV being the means by which RNP-1 capability is met.
That from 2005 or such later date as agreed by the ECAC States, RNAV system functionality will
be required to be in accordance with Minimum Aviation System Performance Standards: Required
Navigation Performance for Area Navigation (EUROCAE ED-75/RTCA DO-236).
This standard demands increased functionality and, in particular, defines system integrity requirements
enabling removal of conventional navigation aids defining ATS routes. The term RNP-(x) RNAV is defined for
such equipment. The minimum requirements set out below are those required to enable operation in a
future European ATS System, they are a subset of the total system requirements which have been defined
on the basis of global requirements.
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Annex A - HOLDING CRITERIA

A.1 RNAV HOLDING AREA DIMENSIONS
RNAV holding areas will be defined by:
a. A holding waypoint (fix), in WGS-84 latitude and longitude;
b. A holding altitude, in feet, relative to mean sea level;
c. A maximum holding indicated airspeed, in knots;
d. An inbound track to the holding fix, in degrees relative to true north;
e. An inbound track to the holding fix length (d1), in nautical miles (Note that d1 shall be equal or greater
than d2);
f. An RNP containment value (d3), equal to 1 or 5NM (95% containment).
A plan-view of the holding area is shown in Figure A1 along with the path definition terms. The inbound
track length is published but shall be greater than the maximum holding pattern width. Value d4 in Figure A1
represents an amount of airspace added to the holding fix-end to protect aircraft during entries from the
holding side which have high intercept angles relative to the inbound track.
Figure A.1: RNAV Hold Dimensions

NOTES:
1. The turn diameter (d2) is computed at each inbound to the holding fix and is defined to allow the path to
be followed throughout the turn at the True Air Speed (V) at which the hold is being flown. The diameter of
the holding outbound turn is to take into account the actual wind being experienced and the maximum bank
angle.
V is the true airspeed.

W is the actual wind speed at the entry to the outbound turn.
f is the maximum bank angle.
2. The distance d2 defined by the above formula is conservative with respect to aircraft turn performance in
that the accountable wind speed is assumed to be a tailwind throughout the entire turn.
3. The distance is the protection area for Sector 4 entries, which needs to take into account of the turn
completion distance for a 70 fly-by turn with a diameter of d2 (see sector 4 entry options in appendix A).
Thus d4 becomes:
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The bank angle to be used in the calculation of d2 is defined as:

= 23 for FL<245
= 15 for FL>245
4. The distance d1 is published by the State and shall be greater than d2
5. The aircraft is not required to fly the entire holding track as defined by the above parameters. A smaller
racetrack may be flown if desired but the aircraft must over fly the hold point once the entry procedure is
complete.
6. The holding airspace will be defined on the basis of the above maximum speeds and will take into account
the ICAO accountable windspeed or an alternative windspeed profile agreed as suitable for the airspace
under consideration.
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A.2 RNAV HOLDING AREA ENTRY PROCEDURES

The navigation system shall construct a ground track to be used for entry and the aircraft shall be controlled
to that track throughout the entry. The procedure shall facilitate entry from any direction and maintain the
aircraft within the containment area of the holding pattern during and after entry.
The inbound track to the hold point is to be maintained until the aircraft is within the airspace defined by the
containment area. There is no required entry pattern to be observed however the following would, inter alia,
be considered as an acceptable, entry procedure:
Sample Entry Procedure
The nominal holding pattern is composed of two half circles and two straight segments. C1 and C2 are the
circles of which the outbound and inbound turns form part. (Figure A.2)
Figure A.2: Sample Entry Procedure Boundaries

The holding point is A and the line T through A is at 70o to the inbound track.
This line and the inbound track divide the hold into 4 sectors (Figure A.3).
Figure A.3: Sample Hold Entry Sectors
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Sector 1 Entry
The entry path continues toward hold point A until reaching the tangent point of a circle centred on the line
between the centres of C1 and C2. Thereafter the track continues along the arc of the circle continuing
outbound on the inbound track and returning to the hold point via C2 and the arc of a circle centred on the
line between centres of C1 and C2 which touches circle C2 (Figure A.4).
Figure A.4: Sector 1 Entry
Sector 2 Entry
The inbound track continues through the hold point A and turns along arc to intercept C2 tangentially
(Figure A.5).
Figure A.5 Sector 2 Entry
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Sector 3 Entry
Inbound track continues through the hold point A until meeting a circle centred on the line between the
centres of C1 and C2. The track then follows that circle until meeting the outbound track. (Figure A.6)

Sector 4 Entry
Inbound track intercepts tangentially circle C1 (Figure A.7).
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A.3 HOLD EXECUTION

Whilst a nominal racetrack pattern, with geographically fixed inbound and outbound legs, has been shown in
the above figures, this does not imply the need for the hold to be executed with fixed tracks.
The basis of the holding procedure is that the aircraft must remain (on a 95 percentile basis) within the
containment area described. The turns have been defined such that the track can be maintained at the
maximum IAS with a tailwind equivalent to the ICAO accountable wind speed. Thus for most of the turn a
lower bank angle is demanded.
The hold can be flown in a manner corresponding to the conventional Hold procedure. A constant bank
angle turn equal to the maximum bank angle defined in section 1 above will result in a smaller turn radius.
The outbound straight must however be chosen so as to ensure that there is no overshoot on to the nonholding side in the execution of the inbound turn.
The aircraft is not required to fly over the hold waypoint during entry. However, the aircraft is required to fly
over the hold waypoint along the defined inbound track once established in the hold.
The navigation system may use less than the maximum holding track radius (d2) to define either entry into
or execution of the hold.
A.4 RNAV HOLDING AREA EXIT PROCEDURES

The protected area for a hold exit will be the composite of the hold pattern, and the associated transition at
the hold fix.
Recommendation The fly-by transition should use the inbound course to the hold fix and the track to the
following leg.
The navigation system shall be capable of exiting the hold by any of the RNAV transitions when sequencing
the holding fix for the final time.
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AIRBUS A320 Type Training
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TABLE OF CONTENTS
02.01 - INTRODUCTION
02.02 - TRAINING FOOTPRINT
02.03 - GROUND PHASE
MFTD A : COCKPIT PRESENTATION .........................................5
MFTD B : SYSTEMS PRESENTATION .........................................7
MFTD 1 .....................................................................................9
MFTD 2 ....................................................................................11
MFTD 3 ....................................................................................13
MFTD 4 ....................................................................................15
MFTD 5 ....................................................................................17
MFTD 6 ....................................................................................19
MFTD 7 ....................................................................................21
MFTD 8 .....................................................................................23
MFTD 9 ....................................................................................25
MFTD 10 ..................................................................................27
02.04 - HANDLING PHASE
FFS 1 .......................................................................................1
FFS 2 .......................................................................................3
FFS 3 .......................................................................................5
FFS 4 .......................................................................................7
FFS 5 .......................................................................................9
FFS 6 .......................................................................................11
FFS 7 .......................................................................................13
02.05 - LOFT ........................................................................................1
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01 - GENERAL
A. PHILOSOPHY OF THE COURSES
The Flight Crew Transition Courses are based on the following three principles :
Systematic approach to instruction,
Learning by doing,
Training to proficiency.
a. Systematic approach to instruction :
The task of training must be considered as a whole and an instruction system must
be defined to achieve the training objectives. These objectives are determined by a
task analysis. Methods and means necessary to implement the instruction system are
chosen for their qualities and adaptability to the objectives.
b. Learning by doing :
Practical systems training is progressively introduced with the implementation of the
Standard Operating Procedures (SOP), crew concept and task sharing in a close to real
environment using the MFTD (Maintenance and Flight Training Device) functionality.
c. Training to proficiency :
At the end of the training program, each crew must be capable of carrying out his
tasks safely and efficiently, in accordance with the training objectives. Therefore, it is
not possible to permit a trainee to move up from one phase to the next until he has
acquired the skills necessary to complete the objectives.
NOTE : CRM (Crew Resource Management) is fully integrated in the Type Rating courses.
B. PREREQUISITES
(Defined by clause 16 in aircraft purchase contract.)
In order to ensure consistent proficiency at the end of the course, certain experience is
required for entry. The prerequisites listed below are the minimum requirements
specified for Airbus Training.
The entry level prerequisites for the Type Rating courses are mandatory. If pilots do
not meet these prerequisites, then Airbus Training may provide ELT (Entry Level
Training approved by Airbus Training) at Customer's request.
If the appropriate regulatory agency and/or specific airline policy demands greater
or additional requirements, they will also apply as prerequisites.
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01 - GENERAL (END)
B. PREREQUISITES (END)
a. Captain Prerequisites
Previously qualified on JAR / FAR 25 aircraft and commercial operations.
Valid and current ATPL,

Previous command experience,
Jet experience,
Fluent in English 1,
Flight time :
- 1 500 hours as pilot,
- 1 000 hours on JAR / FAR 25 aircraft,
- 200 hours experience as airline, corporate or military transport pilot.
No jet experience : the pilot must follow a dedicated jet familiarisation entry
level course
b. First Officer Prerequisites
:
b-1. Already Type Rated on JAR / FAR 25 aircraft and commercial operations.
Valid and current CPL with IR

Jet experience
Fluent in English,
Flight time :
- 500 hours as pilot,
- 300 hours on JAR/FAR 25 aircraft,
- 200 hours experience as airline, corporate or military transport pilot.
No jet experience : the pilot must follow a dedicated jet familiarisation entry
level course
b-2. First type rating course for "Ab-initio" pilots who do not hold an airplane Type
Rating on their pilot license.
Regulation requirements :
JAR-FCL : Type Rating 1.220 - 1.240 - 1.250,
JAR-FCL : Multi Crew Cooperation (MCC) 1.261.
Trainee prerequisites :
Valid and current CPL,
Instrument Rating (IR) on multi-engine airplane,
ATPL : written exam,
Flight experience : 220 hours,
- 100 hours as Pilot In Command (PIC),
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- 25 hours of multi-engine airplane (10 hours can be completed in a simulator),

- Fluent in English1.
In addition to the above conditions and in accordance to the JAR-FCL and the Airbus
training policy, a pilot entering a First Type Rating must have followed :
The Airbus Entry Level Training (ELT) program (combined MCC and Jet Familiarization
course).
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02 - TRANSITION COURSES AND FAMILIARIZATION COURSE DESCRIPTION

A. TRANSITION COURSES
The Standard transition course is the basic transition course
The Language Adapted course is designed from the Standard course and consists of :
- Projected CBT with an instructor,
- 1 extra simulator session (spare session).
NOTE : Transition courses are performed on a basic variant aircraft, the A320,
which covers the A320 family (A318 / A319 / A320 / A321).
When transitioning to another variant than the basic one, refer to paragraph
B - FAMILIARIZATION COURSE
B. FAMILIARIZATION COURSE
Same Type Rating permits the carry-over of total credit for crew qualifying from one
variant of aircraft type to another, based on common cockpit and flight characteristics.
It allows pilots to get a single type rating to fly all the variants of a same aircraft
family, provided they performed the relevant Familiarization Course :
A320 A318 Familiarization Briefing * 1.00 of CBT
A320 A319 Familiarization Briefing * 1.00 of CBT (with CJ option)
A320 A321 Familiarization Briefing * 1.00 of CBT
FMGS differences :
FM1 (Honeywell) FM2 (Honeywell)
FM1 (Honeywell) FM2 (Thales)
FM2 (Honeywell) FM2 (Thales)
* 2.00 of CBT
* 2.00 of CBT
* 1.00 of CBT
NOTE : 2 hours of CBT must be added when the aircraft is not equipped
with the same engine type.
Familiarization
course
is
self-study
training.
This self-study training shall be completed before the base training session or IOE in
case of ZFTT. The level of knowledge will be assessed during the briefing.
C. PERFORMANCE
OPTION
A 4 day Basic Performance Reminder Course is also available on request to be taken
before starting a Transition course. This course is intended to provide pilots with an
insight to the practical problems of jet aircraft performance.
As this presumes that the trainees are familiar with some essential physical phenomenon
and their effect on practical applications, this course starts with reminders which deal
with basic concepts about :
atmosphere properties,
speed measurement,
general equation of motion.
Then it continues with a part devoted to :
the JAR and FAR regulatory main limitations,
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certified aircraft performance established during the various flight phases :

- take-off,
- en route,
- descent and holding,
- landing,
- fuel planning and management.
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02 - TRANSITION COURSES AND FAMILIARIZATION COURSE DESCRIPTION (END)

C. PERFORMANCE OPTION (END)
In addition we explain the process for diminishing the Direct Operating Cost (D.O.C.)
during climb, cruise and descent all engines running.
In order to provide a clear understanding of the influence of some parameters and
the knowledge of the new Airbus performance calculation software :
the altimetry temperature effect,
the take-off performance optimization principle,
the LPC calculation tool.
The Getting to grips with aircraft performance brochure is used as the training support
of this course. Its text includes the necessary background information for the specific
operation and performance of Airbus commercial jet aircraft.
03 - COURSE ORGANISATION
A. DESCRIPTION
The instruction concept utilised by Airbus uses a program divided into
phases. Airbus Airport is used for most of the sessions.
a. Ground phase
Welcome : general introduction presenting :
- Airbus Training Center
- Course description
- Airbus electronic FCOM
CRM : Presentation related to Airbus cockpit philosophy, automation and
Standard Operating Procedures (SOP's)
1. MFTD
The training is fully integrated which means that all the systems knowledge acquired
in the CBT is reinforced and evaluated in the MFTD using the Airbus Standard
Operating Procedures : this training device (equipped with tutorial modes) allows to
learn the normal and abnormal operations using task sharing and crew coordination
which save precious FFS time.
The briefings and debriefings are fully integrated in the "tutorial mode".
A debriefing will be carried out at MFTD 6 and 10 according to trainees performance.
2. PERFORMANCE
One day is dedicated to performance using either paper or LPC concept.
3. CABIN
Doors and slides operations are presented in the CBT and in a cabin training device.
4. SYSTEM KNOWLEDGE AND PERFORMANCE TESTS
At the end of Ground phase the Trainee will be evaluated on :
- Systems knowledge using an "electronic" test based on randomized questionnaire,
- Aircraft performance using a "paper" test.
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03 - COURSE ORGANIZATION (END)

b. Handling phase
This phase using FFS is mostly dedicated to aircraft handling in Normal and Abnormal
operations. All exercises are completed in a realistic environment and allows the crew
to practice Standard Operating Procedures previously learned in the MFTD.
c. LOFT phase
A LOFT session is defined to summarize all the exercises learned throughout the
course and to give the trainee experience in operating the aircraft in real time
scenarios.
d. Skill Test phase
According to the JAR - FCL recommendations, the Skill Test syllabi have been designed
in a commercial air transport environment.
They consist of
:
1st part : a real time sector with some specific
events.
2nd part : additional part to deal with the remaining items to be performed by
the trainee in order to fully satisfy the JAR - FCL requirements.
e. Base training phase
1. Trainees already Type Rated :
Two options are provided to the Customer according to regulation requirements
and airline request :
- Aircraft Base Training (Flight = 0:45 / pilot),
OR
- Zero Flight Time Training (FFS ZFTT = 4:00 / crew).
B. INSTRUCTOR BRIEFING
The instructor will make a briefing whose duration is stated in the table below within
a reasonnable time frame before FFS session :
Briefing / debriefing duration per session :
BRIEFING
- Handling FFS
1:30
- LOFT FFS
1:00
- Skill test FFS
1:00
DEBRIEFING
At instructor's
discretion1
1. According to Trainees' performance
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04 - CRITERIA OF PROFICIENCY
a. Evaluation during CBT Phase :
On completion of this phase, a written multiple choice examination will be completed.
The minimum level required, to be declared proficient, is determined by the Airline,
but is never below 80%.
b. Unsatisfactory Examination :
Corrective action using the VACBI will be determined by the instructor in
coordination with Airbus Training Director. The student will then undertake a VACBI
examination.
C. MFTD AND FFS NOTATIONS
NOTE : this chapter is applicable to all Airbus Type Rating courses (Transition courses,
CCQ courses and First Type Rating course). The following sample is from a
Standard course, but the way to fill a Trainees Record remains the same
whatever is the Type Rating Course being followed.
Three boxes are used to record the overall trainees performance using Trainees Record
file (see Page 9 / Page 10).
They are quoted Satisfactory, May need extra training or Unsatisfactory
When Satisfactory box is ticked ( n ) :
----> no specific comments are needed : None written indication is required.
Nevertheless, comments may be made at instructors discretion.
When both Satisfactory and May need extra training boxes are ticked
----> comments are required ( o ), and the following session must be assessed as :
- Satisfactory ----> comments must confirm improvements ( p ) :
OR
- Unsatisfactory
When Unsatisfactory box is ticked ( q ) :
----> use the specific Progress Incident Report (PIR) (see Page 14) to list and
comment
the trainees difficulties as well as the number of additional training
sessions
requested ( r ).
It must be reported without delay to Airbus Director of Training.
Additional training sessions (see Page 15 ) have to be commented and use the
same identification as the session involved ( s ).
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 11
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 12
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 13
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 14
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 15
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 16
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 17
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 18
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 19
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 20
02 - STANDARD COURSE
NOTE : There is no time reference for CBT self study since the goal is to complete all
CBT modules before day 15 for the examination. The trainees will work at their own
pace bearing in mind that it is highly recommended to take all necessary actions to
stay ahead of schedule.
Day 1
Trainees
welcome
(1:00)
Welcome
briefing (1:30) FCOM
LPC (1:00)
CRM (3:00) :
- Cockpit philosophy
- SOP's
CBT introduction (1:00)
Day 6
Day 2
Day 3
CBT (6:30)
CBT (6:30)
Day 4
Day 5
Performances
Aircraft
Systems (Self
study CBT)
Electrical
Flights
Controls
APU
MFTD A
(1:00)
MFTD B
(1:00)
Day 7
Day 8
Day 9
Day 10
Aircraft
Systems (Self
study CBT) EISECAM
EIS-EFIS
Navigatio
n
Aircraft
Systems (Self
study CBT) Air
Conditioning
Pressurization
Hydraulic
Pneumatic
Aircraft
Systems (Self
study CBT)
Communications
Ice and Rain
Landing Gear
Doors
Aircraft Systems
(Self study CBT)
Cabin
presentation
Lights
Oxygen
Day 12
MFTD
4
Day 13
MFTD
Day 145
MFTD 6
Day 15
Aircraft
Systems (Self
study CBT) EISECAM
EIS-EFIS
Pneumati
c APU
Power Plant
Fuel
Aircraft
Systems (Self
study CBT)
Electrical
Hydraulic
Flight
Controls
Navigation
Doors
Aircraft
Systems (Self
study CBT) Air
Conditioning
Pressurization
Ventilation
Auto Flight
Fire
Protection
Landing Gear
Aircraft Systems
(Self study CBT)
Communications
Cabin
presentation Ice
and Rain Oxygen
Lights
Day 16
Cabin
(1:00)
Day 17
Training
FFS 1
(4:00)
Day 21
Training
FFS 6
(4:00)
Aircraft
Systems (Self
study CBT) Fire
Protection Fuel
Power Plant
MFTD 2
(4:00)
Day 11
by Astra Airlines
Performance
Test
System test
Day 18
MFTD 10
Day 19
Day 20
Training
FFS 2
(4:00)
Day 22
Training
FFS 3
(4:00)
Day 23
Training
FFS 4
(4:00)
Day 24
Training
FFS 5
(4:00)
Day 25
Training
FFS 7
(4:00)
LOFT
(4:00)
Skill Test
(4:00)
Oct., 2010
Revision No. 2
Issue: 2
Low
visibility
operations
(optional)
FFS (3:00 or
4:00)
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 21
01 - CBT : SYSTEMS STUDY

The systems study is progressively introduced throughout the ground school phase.
The aircraft systems are presented during the two ground school days in a classroom.
The remaining CBT for each system is studied before each MFTD session and the acquired
knowledge will be reinforce with the use of the MFTD.
You find hereafter the list of modules to be studied during the two ground school days.
The modules to be studied before each session are listed for each session in the trainee's
booklet.
1 - Ground school : systems study in class room : 13:00 hours
CBT introduction........................................................... 0:20
Aircraft general ............................................................. 0:25
EIS
EFIS .................................................................... 1:30

EFIS presentation
PFD presentation
ND presentation
AUTOFLIGHT ............................................................... 3:45

System presentation
Flight Control Unit
Flight Mode Annunciator
Flight guidance
Auto thrust
Flight Management
Rules regarding FM Navigation and F/PLN
Guidance principles
Protections
EIS - ECAM .................................................................. 1:20
EIS System presentation
ECAM System presentation
PNEUMATIC ................................................................ 0:15
System presentation
AIR CONDITIONNING ................................................. 0:30
System presentation
Cargo system presentation
PRESSURIZATION ...................................................... 0:15
System presentation
VENTILATION .............................................................. 0:10
System presentation
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 22
COMMUNICATIONS .................................................... 0:20

System presentation
APU .............................................................................. 0:10
System presentation
ELECTRICAL .............................................................. 0:25
System presentation
CABIN PRESENTATION ............................................. 0:15
System presentation
NAVIGATION ................................................................ 0:50
System presentation
ADIRS presentation
Radio navigation presentation
Standby instruments
FIRE PROTECTION..................................................... 0:10
System presentation
ICE RAIN ................................................................... 0:10
System presentation
HYDRAULIC ................................................................. 0:10
System presentation
LANDING GEAR .......................................................... 0:10
System presentation
FLIGHT CONTROLS.................................................... 0:55
System presentation
Side stick
Normal law protections
FUEL ............................................................................ 0:20
System presentation
OXYGEN ...................................................................... 0:10
System presentation
LIGHTS......................................................................... 0:10
System presentation
RECORDERS............................................................... 0:05
System presentation
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 23
DOORS ........................................................................ 0:10

System presentation
POWER PLANT ........................................................... 0:10
System presentation
2 - Systems study before each MFTD session : 25 hours
MFTD 1
ELECTRICAL : Normal operation A and B
FLIGHT CONTROLS : Reconfiguration laws - Normal operation A - B
APU : Normal operation
MFTD 2
FIRE PROTECTION : Normal operation - Fire drills
FUEL : Normal operation
POWER PLANT : Normal operation A and B - Manual start
MFTD 3
EIS - ECAM : ECAM Normal operation - EIS reconfiguration
EIS - EFIS : EFIS Normal operation
NAVIGATION : EGPWS - Radio Altimeter - ATC/TCAS - Weather Radar - Normal
operation A and B
MFTD 4
AIR CONDITIONING : Normal operation
PRESSURIZATION : Normal operation
HYDRAULIC
:
Normal
operation
PNEUMATIC : Normal operation
MFTD 5
COMMUNICATIONS : Normal operation
ICE & RAIN : Normal operation
LANDING GEAR : Normal operation
DOORS : Normal operation
MFTD 6
CABIN : Cabin operation
LIGHTS : Normal operation A and B
OXYGEN : Normal operation
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Before the following MFTD sessions, the trainee will study

Summary and Quiz modules of the related ATA Chapters.
Appendix J
Page: 24
: the Abnormal,
MFTD 7
EIS-ECAM
EIS-EFIS
PNEUMATIC
APU
POWER PLANT
FUEL
MFTD 8
ELECTRICAL
HYDRAULIC
EIS - ECAM
EIS - EFIS
FLIGHT CONTROLS
NAVIGATION
DOORS
MFTD 9
AIR CONDITIONING
PRESSURIZATION
VENTILATION
AUTO FLIGHT
FIRE PROTECTION
LANDING GEAR
MFTD 10
COMMUNICATIONS
CABIN PRESENTATION
ICE & RAIN
OXYGEN
LIGHTS
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 25
MFTD A : COCKPIT PRESENTATION
01 - SESSION OBJECTIVE :
To demonstrate the use of the training device.
To present a general view of the cockpit including flight instruments and major
aircraft systems controls and indicating.
02 - MFTD INITIALIZATION:
The instructor completes the MFTD set up.
INIT : Gate at Airbus Airport
External power : ON
APU running (APU Bleed ON).
03 - SESSION GUIDE :
NOTE :
Do not explain Airbus aircraft systems but present the following according to
the trainee's aeronautical background by introducing the Airbus cockpit philosophy.
Remember that, at this stage, the trainee did not study all aircraft systems.
The purpose of this session is not to fly the aircraft but to present the MFTD and
the
Airbus cockpit.
A. TOUCHING ZONES :
For this demonstration please call the relevant function on the IOS.
Demonstrate the use of :
- Push buttons and rotary knobs,
- Thrust levers,
- Engine master switches,
- Ground spoilers,
- Flaps,
- External lights.
Notify the crew that it is not possible to use two touching zones at the same
time. B. COCKPIT PRESENTATION :
For the following demonstration use the Mode 1 but do not enter in the yellow
explanation boxes.
EIS :
- PFD :
Present information related to speed scale, attitude, altitude and vertical

speed, Heading / track and the basic information displayed on the FMA.
- ND :
Present the five different displays.
Present the permanent data and the various range related to each display.
- ECAM : Present the E/WD and permanent data.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 26
B. COCKPIT PRESENTATION (END) :

FCU / MCDU :
- FCU : Present the different functions of the FCU.
Speed : SPD / MACH switching - selector knob.
Heading / track - selector knob - HDG / TRK
Pb. Altitude and altitude selector knob.
V/S / FPA - selector knob.
- EFIS CONTROL PANEL.
- MCDU : Present the MCDU box using Mode 1/3 to 3/3.
Remove the Mode 1 to present the different pages with an overview of the
content
(no system knowledge at this stage).
MCDU MENU
DATA
INIT A and B
F/PLN
PERF
RAD NAV
PROG
FUEL PRED
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 27
MFTD B : SYSTEMS PRESENTATION

To present a general view of the cockpit including major aircraft systems controls
and indicating.
02 - MFTD INITIALIZATION
:
The instructor completes the MFTD set up.
INIT : Gate at Airbus Airport
External power : ON
APU running (APU Bleed ON).
03 - SESSION GUIDE :
NOTE :
Do not explain Airbus aircraft systems but present the following according to
the trainee's aeronautical background by introducing the Airbus cockpit philosophy.
Remember that, at this stage, the trainee did not study all aircraft systems.
The purpose of this session is not to fly the aircraft but to present all the
systems panels.
A. OVERHEAD PANEL :
During the presentation explain the "light out philosophy".
For each overhead panel call the relevant ECAM system page : present the controls and the
associated display.
Do not waste time to explain the system.
Present successively the following panels : possibility to use the Scale 1 panel :
- CAB PRESS
- APU
- AIR COND
- ELECTRICAL
- FUEL
- HYDRAULIC
- Fire (no ECAM page)
- F/CTL
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 28
B. OTHER CONTROLS :
Call the Mode 1 to present the following panels : do not explain the functionality :
- ACP - RMP
- CALL Panel
- RCDR Panel
- RADAR
- ATC
- ADIRS
- EGPWS
- CARGO
- VENTILATION
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 29
MFTD 1
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
TRIP DIST
RWY .............
33 R
AIBKEF
LFZZ / BIKF
1414 Nm
WIND ............
CALM
ALTN / CO RTE
TRIP WIND
KEFSNN FLT
HD 020
CEILING .......
NBR
ALTN
TEMP ............
[Airline ID] 201
EINN
DEW POINT . 10C
LAT
LONG
ALTN DIST
QNH .............. 1013 hPa
N 46 24.4
E 004 01.3
855 Nm FL
QFE ..............
COST INDEX
to ALTN FL
RWY COND .. DRY
30
350
CRZ FL / TEMP
TROPO
FL 230 / - 31C
36 090
VISI ............... CAVOK
AIR COND ....
13C
984 hPa
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE

IAE
NOTES :
ZFWCG / ZFW
CFM V1 138
32.7% / 49,5 t
FPLN :
Refer CO ROUTE
135
108 900 lb
VR
138
138
BLOCK FUEL
18,5 t
40 700 lb
T/O WEIGHT
V2
THR
142
141
TOGA
TOGA
68 t
150 000 lb
FLAPS
T/O C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 30
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 31
MFTD 1 SESSION PREPARATION

Introduce and practice the preliminary cockpit prep and cockpit preparation.
Study, practice and use of the FMGS through a standard preparation.
Introduce and practice SOPs and task sharing during :
- BEFORE START.
- ENGINE START / AFTER START.
- TAXI & BEFORE TAKE OFF.
02 - TRAINING TOPICS :
A. SYSTEMS STUDY :
- Laptop : ELECTRIC (24), FLIGHT CONTROLS (27), APU (49).
B. EXERCICES / REFERENCES :
EVENTS
PRELIMINARY COCKPIT
PREPARATION
COCKPIT PREPARATION
BEFORE START / ENG START /
AFTER START
TAXI & BEFORE TAKE OFF
FCOM
QRH
3.03.04
3.03.06 / 4.05.10
3.00
3.03.07 / 3.03.08 / 3.03.09
3.00
3.03.10 / 3.03.11 / 4.05.20
3.00
C. SUPPORT :
FCOM / QRH
FCTM.
03 - SESSION PROFICIENCY CRITERIA :
NIL.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 32
MFTD 1 SESSION GUIDE

Standard crew : captain is trainee 1 and first officer is trainee 2 throughout
the course (from MFTD1 to FFS 7).
Non standard crew : instructor determines crew position to be used throughout
the course.
CBT : ATA studied : ELECTRIC (24), FLIGHT CONTROLS (27),
APU (49)
USE OF TUTORIAL :
- General philosophy
- How to conduct a tutorial
- Symbology
T
TM
SOPs
MANDATORY use of tutorial mode.

Manual switching of the slides.
Will be read by the INSTRUCTOR.
The instructor will ask for POP UP and comment.
: Electric external power available.

During open book preparation (QRH for trainees & FCOM for instructor) the
instructor will explain the panel scanning following the Tutorial Mode.
PRELIMINARY COCKPIT PREP
Comment APU start operation using ECAM APU page.
When APU available, call ECAM ELEC page, point out the priority
logic with the EXT PWR.
Panel scanning in agreement with the Tutorial Mode
Explain
the
"All
white
lights"
philosophy. OVERHEAD PANEL SCAN
Do not explain the systems, but emphasize the flow of actions.
FMGS preparation :
Follow the Tutorial Mode.
Do not describe the pages in details, this will be done all along the
ground phase.
Explain following items :
- DATA :
Select A/C STATUS
- A/C STATUS page
Check, NAV DATA BASE validity
- INIT A
Enter the F-PLN via CO RTE
Modify coordinates
Explain IRS alignment
- F-PLN
Explain the architecture of FPLN,
cross-check
with
documentation.
- SEC F-PLN
Select COPY ACTIVE, explain architecture.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
- RAD NAV
- INIT B
- PERF T/O
APPENDIX J
Appendix J
Page: 33
Predetermined Data
Predetermined Data
Glareshield, Instrument panel, Pedestal : Do not explain the systems,

but emphasize the flow of actions.
No take off briefing at this stage.
: No External power available.

BAT check refer to FCOM 3.03.04
APU Start on BAT
OVERHEAD PANEL SCAN :
Do not explain the systems, but emphasize the flow of actions
FMGS preparation :
Follow the Tutorial Mode
Do not describe the pages in details, this will be done all along the
ground phase.
- DATA :
Select A/C STATUS
- A/C STATUS page Check, NAV DATA BASE validity
- INIT A
Enter the F-PLN via CO RTE
- F-PLN
Cross-check F-PLN with documentation.
- SEC F-PLN
Select COPY ACTIVE, explain architecture.
- RAD NAV
- INIT B
Predetermined Data
- PERF T/O
Predetermined Data
No take off briefing at this stage.
: Brakes & Flight controls check explained but not

done.
Explain the general flow of actions.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 34
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 35
MFTD 2
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
TRIP DIST
RWY .............
33 R
AIBKEF
LFZZ / BIKF
1414 Nm
WIND ............
CALM
ALTN / CO RTE
TRIP WIND
KEFSNN FLT
CEILING .......
NBR
ALTN
TEMP ............
[Airline ID] 201
EINN
DEW POINT . 10C
VISI ............... CAVOK

13C
LAT
LONG
ALTN DIST
QNH .............. 1013 hPa
N 46 24.4
E 004 01.3
855 Nm FL
QFE ..............
COST INDEX
to ALTN FL
RWY COND .. DRY
30
350
CRZ FL / TEMP
TROPO
FL 230 / - 31C
36 090
AIR COND ....
984 hPa
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE

IAE
NOTES :
ZFWCG / ZFW
CFM V1 138
32.7% / 49,5 t
FPLN :
Refer CO ROUTE
135
108 900 lb
VR
138
138
BLOCK FUEL
18,5 t
40 800 lb
T/O WEIGHT
V2
THR
142
141
TOGA
TOGA
68 t
150 000 lb
FLAPS
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 36
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 37
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 38

Introduce and practice SOPs and task sharing during : TAKE OFF.
A. SYSTEMS STUDY :
- Laptop : FIRE PROTECTION (26), FUEL (28), POWER PLANT (70).
EVENTS
TAKE OFF / AFTER TAKE OFF
AUTO THRUST LOGIC
FCOM
QRH
3.03.12 / 3.03.13 / 4.05.30

1.22.30
3.04
C. SUPPORT :
FCOM / QRH.
FCTM
NIL.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 39

CBT : ATA studied : FIRE PROTECTION (26), FUEL (28), POWER PLANT (70)
Pop up to be triggered and commented at instructor discretion
1
: FUEL panel & ECAM before start Pumps logic

Perform the TAKE OFF briefing
: FUEL panel AFTER START :

- Explain the ECAM page in relation with the FUEL panel
- Free use of panel, interaction with the ECAM
: FMGS
: FMGS
PERF page
PROG PAGE
CRZ
Insert a PRESET SPEED (300 kt) in cruise
PERF page
PROG page
DIR
TO
page
DIR TO with ABEAM PTS
DIR TO
OVFY function
: No External Power
ELEC : Batteries check refer FCOM 3.03.04
ECAM : ENG page OIL quantity FCOM 3.03.04
10
: PRESEL SPEED for CLB
12
: Switching conditions refer to FCOM 4.02.20 p.11
13
: FMGS
PERF pages
CLB
CRZ
PROG page
14
: FMGS
DIR TO page
FIX INFO
F-PLN page B
15
: AUTOTHRUST
N1 rating limits (EPR)
Disconnection / reengagement with associated FMA / ECAM announcements
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 40
MFTD 3
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
TRIP DIST
AIBKEF
LFZZ / BIKF
1414 Nm
WIND ............ CALM
ALTN CO RTE
TRIP WIND
VISI ............... CAVOK
KEFSNN FLT
CEILING .......
NBR
ALTN
TEMP ............
[Airline ID] 201
EINN
DEW POINT . 10C
RWY .............
33 R
13C
LAT
LONG
ALTN DIST
QNH .............. 1013 hPa
N 46 24.4
E 004 01.3
855 Nm FL
QFE ..............
COST INDEX
to ALTN FL
RWY COND .. DRY
30
350
CRZ FL / TEMP
TROPO
FL 230 / - 31C
36 090
AIR COND ....
984 hPa
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE

IAE
NOTES :
ZFWCG / ZFW
CFM V1 138
32.7% / 49,5 t
FPLN :
Refer CO ROUTE
135
108 900 lb
VR
138
138
BLOCK FUEL
18,5 t
40 800 lb
T/O WEIGHT
V2
THR
142
141
TOGA
TOGA
68 t
150 000 lb
FLAPS
T/O C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 41
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 42

- CLIMB.
- CRUISE.
A. SYSTEMS STUDY :
- Laptop : EIS-ECAM / EIS-EFIS (31), NAVIGATION (34).
EVENTS
FCOM
QRH
CLIMB
3.03.14 / 4.05.40
3.05
CRUISE
3.03.15 / 4.05.50
3.05
C. SUPPORT :
FCOM / QRH.
FCTM
NIL.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 43

CBT : ATA studied : EIS and ECAM, EFIS (31), NAVIGATION (34) Pop
up to be triggered and commented at instructor discretion
1
: Point out
FMGS
: Crossing FL 60 SET THE TUTORIAL CLIMB

FMGS
Pseudo
waypoint
definition
Prediction displayed on the MCDU
Constraint symbols
18
ADIRS OPERATION / ALIGNEMENT / FAST ALIGNEMENT

NAVAID / STORED NAVAID
SEC F-FPLN COPY ACTIVE
NEW DESTINATION for IMMEDIATE RETURN
PREPARATION
: FMGS
by Astra Airlines
Issue: 2
WAYPOINT / STORED WAYPOINT / NEW WAYPOINT

AIRWAYS page
HOLD at PPOS
CLOSEST AIRPORTS page
F-PLN sequencing : DIR TO RADIAL IN / OUT demo
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 44
MFTD 4
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
AIBAIB
LFZZ / LFZZ
TRIP DIST
RWY ............. 33 R
310 Nm
WIND ............ 020 / 10
ALTN / CO RTE
TRIP WIND
kt VISI ............... CAVOK
AIBLYS
CEILING .......
FLT NBR
ALTN
TEMP ............
[Airline ID] 201
LFLL
DEW POINT . 08C
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
FL to ALTN
30
FL 110
CRZ FL / TEMP
TROPO
FL 310 / - 47C
36 090
QNH .............. 1013 hPa

QFE ..............
COST INDEX
984 hPa
RWY COND .. DRY

AIR COND ....
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE
NOTES :
ZFWCG / ZFW
28% / 48 t
13C
FPLN :
V1
Refer CO ROUTE
105 800 lb
VR
BLOCK FUEL
V2
10 t
22 000 Ib
THR
T/O WEIGHT
58 t
FLAPS
127 800 lb
T/O
C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 45
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 46

Introduce and practice take off performance computation
- DESCENT,
- ILS APPROACH,
- AFTER LANDING / PARKING / SECURING AIRCRAFT.
A. SYSTEMS STUDY :
- Laptop : AIR CONDITIONING / PRESSURIZATION (21), HYDRAULIC (29),
PNEUMATIC (36).
EVENTS
DESCENT PREPARATION /
DESCENT
ILS APPROACH
FCOM
QRH
3.03.16 / 3.03.17 / 4.05.60
3.05
3.03.18 / 4.05.70
3.06
GROUND SPEED MINI

AFTER LANDING / PARKING /
SECURING A/C
1.22.30
3.03.24 / 3.03.25 / 3.03.26
3.09 / 3.10
C. SUPPORT :
FCOM / QRH.
FCTM
NIL.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 47

CBT : ATA studied : AIR CONDITIONING / PRESSURIZATION /
VENTILATION (21),HYDRAULIC (29), PNEUMATIC (36)
All take off performed packs
off
1
: PNEUMATIC, AIR COND / PRESS / VENT & HYDRAULIC panels and ECAM pages
associated.
FMGS
- POSITION MONITOR : demonstrate how to deselect NAVAIDS
and
GPS.
- PROG page : observe Predictive GPS and demonstrate how to
deselect Satellites.
- ESTIMATED TAKE OFF TIME (ETT)
- SPEED CONSTRAINT in CLB, in CRZ
: ECAM pages for ENG and APU BLEED logic before during and after engine start
ECAM HYD page after engine start.
: DESCENT INITIATION at TOD

MONITOR WIND EFFECT DURING DESCENT
7,10 : Decelerated approach. No radar vectors.

8,12 : Decelerated approach. Radar vectors - DIR TO RAD IN.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 48
MFTD 5
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
TRIP DIST
AIBAIB 1
LFZZ / LFZZ
92 Nm
WIND ............ 020 / 10
ALTN / CO RTE
TRIP WIND
kt VISI ............... 5 km
AIBLYS
FLT NBR
ALTN
TEMP ............
[Airline ID] 201
LFLL
DEW POINT . 03C
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
RWY ............. 33 L
CEILING ....... OVC 005

05C
QNH .............. 1013 hPa

QFE ..............
984 hPa
COST INDEX
FL to ALTN
RWY COND .. WET
30
FL 110
AIR COND .... ON
CRZ FL / TEMP
TROPO
FL 070 / -9C
36 090
ANTI ICE....... ENG ON
PERF PAGE
INIT NEXT PAGE
NOTES :
ZFWCG / ZFW
FPLN :
32% / 54 t
V1
Refer CO ROUTE
119 000 lb
VR
BLOCK FUEL
V2
10 t
22 000 lb
THR
T/O WEIGHT
64 t
FLAPS
141 000 lb
T/O C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 49
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 50

- NON PRECISION APPROACH.
- GO AROUND.
- HOLDING.
A. SYSTEMS STUDY :
- Laptop : COMMUNICATIONS (23), ICE AND RAIN (30), LANDING GEAR (32),
DOORS (52).
EVENTS
FCOM
QRH
GO AROUND
HOLDING - DIVERSION
3.03.23 / 4.05.80
4.05.60 / 4.05.80
3.09
3.03.19 / 4.05.70
3.07 / 3.08
C. SUPPORT :
FCOM / QRH.
FCTM
NIL.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 51
CBT : ATA studied :
COMMUNICATIONS (23), ICE AND RAIN (30),

LANDING GEAR (32), DOORS (52)

All take off performed packs on
1
: Use of RMP: Transfer Key & SEL indicator, Radio Nav Back up mode key
FMGS
SEC F-PLN
INIT page
PERF page
2
: ECAM DOORS page
ICING CONDITIONS FOR TAKE OFF
7
: After go around tutorial, quit tutorial, give radar vectors for VOR / DME
approach (managed).
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 52
MFTD 6
TAKE-OFF DATA
INIT PAGE
ATIS
TRIP DIST
FROM / TO
CO RTE
RWY..............
33
310 Nm
WIND ............ 020 / 15
ALTN / CO RTE
TRIP WIND
kt VISI ............... CAVOK
AIBLYS
TL 010
CEILING .......
FLT NBR
ALTN
TEMP ............
[Airline ID] 201
LFLL
DEW POINT . 20C
AIBAIB
LFZZ / LFZZ
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
COST INDEX
FL to ALTN
30
FL 110
CRZ FL / TEMP
TROPO
FL 310 / - 47C
36 090
30C
QNH .............. 1013 hPa

QFE ..............
984 hPa
RWY COND .. DRY

AIR COND ....
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE
NOTES :
ZFWCG / ZFW
V1
FPLN :
28% / 48 t
Refer CO-ROUTE
105 800 lb
VR
V2
BLOCK FUEL
12 t
26 500 lb
T/O WEIGHT
60 t
132 300 lb
THR
FLAPS
T/O C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 53
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 54

To assess the general level obtained by the trainees at the end of the Normal phase.
A. SYSTEMS STUDY :
- Laptop : CABIN (25), LIGHTS (33), OXYGEN (35).
EVENTS
FCOM
RNAV
QRH
3.03.19
C. SUPPORT :
FCOM / QRH.
FCTM
Assess the following :
- Knowledge of Standard Operating Procedures,
- Task sharing,
- Call outs,
- Briefings.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 55

CBT : ATA studied : CABIN, LIGHTS (33), OXYGEN (35).
1,12 : Trainees must enter the FROM / TO on the init page and fill the rest of the flight
plan with AIBAIB waypoints from co-route. At this stage trainees must know how
to build a flight plan.
6,17 : During CRUISE at FL 150, FMGS exercises :
FMGS : - GPS and NAV AID Deselection
- HOLD at PPOS
- Alternate Airport change
- Exercises at instructor discretion.
8,19 : VOR - DME
One approach must be performed in MANAGED mode and the other in SELECTED
mode.
23
: RNAV GPS APPROACH RWY 24 for demonstration (GPS PRIMARY only).

WIND 270 / 10 kt
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 56
- MFTD 7 - TAKEOFF DATA

INIT PAGE
ATIS
CO RTE
FROM / TO
TRIP DIST
RWY ..............
33 R
AIBKEF
LFZZ / BIKF
1414 Nm
WIND.............
CALM
ALTN CO RTE
TRIP WIND
KEFSNN FLT
HD 020
NBR
ALTN
TEMP ............ 13C
[Airline ID] 201
EINN
DEW POINT .. 10C
VISI ............... CAVOK

CEILING ........
LAT
LONG
ALTN DIST
QNH .............. 1013 hPa
N 46 24.4
E 004 01.3
855 Nm FL
QFE ...............
COST INDEX
to ALTN FL
RWY COND .. DRY
30
350
CRZ FL / TEMP
TROPO
FL 230 / - 31C
36 090
AIR COND.....
984 hPa
ON
ANTI ICE ....... OFF
PERF PAGE
INIT NEXT PAGE

IAE
NOTES :
FPLN :
Refer CO ROUTE
ZFWCG / ZFW
CFM V1 138
32% / 49,5 t
135
108 900 lb
VR
138
138
V2
142
141
THR
TOGA
TOGA
BLOCK FUEL
18,5 t
40 700 lb
T/O WEIGHT
68 t
150 000 lb
FLAPS
T/O C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 57
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 58

ECAM phylosophy.
Study engine start fault.
Study dual hydraulic failure with use of summary.
Fuel imbalance & fuel leak.
Carry out ECAM procedures, crew coordination and task sharing with respect to SOPs.
A. SYSTEMS STUDY :
- Laptop : Abnormal, Summary & Quiz.
FUEL (28), EIS and ECAM, EFIS (31), PNEUMATIC (36), APU (49), POWER
PLANT (70).
EVENTS
FCOM
QRH
ABNORMAL & EMERGENCY

INTRODUCTION
ENGINE START FAULT
3.02.70
HYD G+Y SYS LO PR SUMMARY
3.02.29
2.00
1.00
ECAM ARCHITECTURE
ECAM DESCRIPTION
ECAM RECONFIGURATION
1.31.05
1.31.10
1.31.30
2.00
3.02.01
C. SUPPORT :
FCOM / QRH
FCTM
-
NIL
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 59

Pop up to be triggered and commented at instructor
discretion
: At "detection" page, instructor reads the slide, then unfreezes and inserts
ENG 1 FIRE. After exercise, reset ALL SYSTEM.
After ECAM PHILOSOPHY TUTORIAL, quit tutorial and continue in free use.
2, 3, 4: Decrease fuel in one wing to obtain imbalance advisory (difference greater than
1500 kg). Explain advisory philosophy but do not treat
it.
Insert CAB PR SYS 1 FAULT
- Explain level 1 caution (color awareness) overcoming the advisory, do
not perform ECAM action.
Insert CAB PR SYS 1 + 2 FAULT
- Explain level 2 caution (sound, master caution, color) overcoming the level
1 caution
Insert APU FIRE (extinguishable)
- Explain level 3 warning (sound, master warning, color, priority, overflow)
overcoming the level 2 caution
- Perform ECAM actions and observe automatic return to level 2 when level 3
conditions are cancelled (fire extinguished)
The level 2 caution (CAB PR SYS 1 +2 FAULT) has again priority. Clear ECAM.
10
: Engine 1 : Insert Start valve fault after start valve open.
12
: Remove 1t in left inner tank if necessary to save time.

After exercice completed, quit tutorial and continue in free use.
13
: - Point out the loss of cautions. Some system page informations are available
- Review all system pages
(disregard ENG 1 and 2 APPR IDLE ONLY messages refer FCOM 3)
- Insert ELEC GEN 1 FAULT
- Notice no warning but Fault light is available (Scan overhead panel)
14
: - Point out there are no warnings, no indications

ECP is lost and ECAM cannot be cleared
- Insert ENG 1 FIRE
- Explain the crew has to monitor aircraft systems and detect
malfunctions most particularly the overhead panel.
15
: Observe diagonal line on DU and reconfiguration
16
: Point out and comment the cross transfer logic

- PFD / ND
- EWD / SD
- SD / ND
As this failure has no ECAM procedure, QRH procedure must be used.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 60
MFTD 8
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
TRIP DIST
RWY .............
33 R
AIBKEF
LFZZ / BIKF
1414 Nm
WIND ............
CALM
ALTN / CO RTE
TRIP WIND
KEFSNN FLT
HD 020
CEILING .......
NBR
ALTN
TEMP ............
[Airline ID] 201
EINN
DEW POINT . 10C
VISI ............... CAVOK

13C
LAT
LONG
ALTN DIST
QNH .............. 1013 hPa
N 46 24.4
E 004 01.3
855 Nm FL
QFE ..............
COST INDEX
to ALTN FL
RWY COND .. DRY
30
350
CRZ FL / TEMP
TROPO
FL 230 / - 31C
36 090
984 hPa
AIR COND ....
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE

IAE
NOTES :
ZFWCG / ZFW
FPLN :
CFM V1 138
32.7% / 49,5 t
Refer CO ROUTE
135
108 900 lb
VR
138
138
V2
142
141
THR
TOGA
TOGA
BLOCK FUEL
18,5 t
40 700 lb
T/O WEIGHT
68 t
150 000 lb
FLAPS
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 61
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 62

Study engine failure and relight procedure.

Study Emer Elec config with use of summary.
Study emergency descent.
A. SYSTEMS STUDY :
- Laptop : Abnormal, Summary & Quiz :
ELECTRIC (24), FLIGHT CONTROLS (27), HYDRAULIC (29)
NAVIGATION (34), DOORS (52).
EVENTS
ENGINE FAILURE / ENGINE FAIL
FCOM
QRH
3.02.10 / 3.02.70
2.00
ELEC EMER CONFIG.

SYSTEMS
REMAINING
SUMMARY
EMERGENCY DESCENT
3.02.80
2.00
4.00
1.00
1.00
3.02.27
3.02.34
2.00
4.00
3.02.24
F/CTL ALTERNATE / DIRECT LAW

NAV IR DISCREPANCY
C. SUPPORT :
FCOM / QRH.
FCTM.
Demonstrate comprehensive knowledge of aircraft system operation, use of ECAM.
and appropriate procedures.
Understanding and application of crew co-ordination under malfunction conditions.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 63

For every failure
- Perform ECAM actions
- Analyse system & Status page
- Restore
2,10 : Stop exercice when ECAM ACTIONS are completed.
14
: - Insert AIR RIGHT WING BLEED LEAK

- Perform ECAM actions
- Insert ENG 1 BLEED LEAK.
Due to the loss of both PACKS, an emergency descent should be initiated.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 64
MFTD 9
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
AIBKEF
LFZZ / BIKF
TRIP DIST
RWY..............
33 R
1414 Nm
WIND ............ CALM
ALTN / CO RTE
TRIP WIND
VISI ............... CAVOK
KEFSNN FLT
HD 020
NBR
ALTN
TEMP ............
[Airline ID] 201
EINN
DEW POINT . 10C
CEILING .......
13C
LAT
LONG
ALTN DIST
QNH .............. 1013 hPa
N 46 24.4
E 004 01.3
855 Nm FL
QFE ..............
COST INDEX
to ALTN FL
RWY COND .. DRY
30
350
CRZ FL / TEMP
TROPO
FL 230 / - 31C
36 090
AIR COND ....
984 hPa
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE

IAE
NOTES :
ZFWCG / ZFW
FPLN :
CFM V1 138
32.7% / - 49,5 t
Refer CO ROUTE
135
108 900 lb
VR
138
138
BLOCK FUEL
18,5 t
40 700 lb
V2
T/O WEIGHT
THR
142
141
TOGA
TOGA
68 t
150 000 lb
FLAPS
T/O C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 65
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 66

Familiarize with unreliable speed indication event.

Study of single engine operation (Strategy).
Introduce and practice smoke and smoke removal procedure.
Study of Bomb on board procedure.
Study dual FMGC fault and dual RA fault.
All Engine Flame out & Force landing.
A. SYSTEMS STUDY :
- Laptop :Abnormal, Summary & Quiz
AIR CONDITIONING / PRESSURIZATION / VENTILATION (21), AUTO
FLIGHT (22), FIRE PROTECTION (26), LANDING GEAR (32).
EVENTS
FCOM
QRH

EMERGENCY DESCENT
SMOKE
F/CTL ALTERNATE / DIRECT LAW
3.02.10 / 3.02.70
3.02.27
2.00
1.00
1.00
2.00
ENGINE DUAL FAILURE

FORCED LANDING / DITCHING
BOMB ON BOARD
UNRELIABLE SPEED INDICATION
3.02.70
3.02.80
1.00
2.00
3.02.34
2.00
3.02.80
C. SUPPORT :
FCOM / QRH.
FCTM.
The application of abnormal procedures is of standard level and above.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 67

1
: Move the Slats / Flaps lever to Flaps 0, press T/O config test pb and observe
T/O CONFIG warning is triggered.
: EXCESSIVE CABIN ALTITUDE. Stop exercice at FL 100.
: Double SFCC SLATS CHANNEL FAULT
: Recycle successful.
13
: Insert a DOOR SWITCH FAULT then an EXCESSIVE CABIN ALTITUDE.
15
: Insert dual engine flame out, freeze MFTD when both A/P are lost. No ECAM action.
Review dual engine flame out procedure using QRH.
Review Forced landing procedure (QRH).
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 68
MFTD 10
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
AIBAIB
LFZZ / LFZZ
TRIP DIST
310 Nm
RWY ............. 33 R
WIND ............
230 / 15
ALTN / CO RTE
TRIP WIND
AIBLYS
HD 025
FLT NBR
ALTN
TEMP ............
[Airline ID] 201
LFLL
DEW POINT . 10C
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
COST INDEX
FL to ALTN
30
FL 110
CRZ FL / TEMP
TROPO
FL 310 / - 47C
36 090
kt VISI ...............
5 km

20C
QNH .............. 1013 hPa

QFE ..............
984 hPa
RWY COND .. DRY

AIR COND ....
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE
NOTES :
ZFWCG / ZFW
V1
FPLN :
32% / 48 t
Refer CO ROUTE
105 800 lb
VR
V2
BLOCK FUEL
12 t
26 500 lb
T/O WEIGHT
60 t
132 300 lb
THR
FLAPS
T/O C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 69
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 70

Check trainee's ability to carry out normal and abnormal operations according
to standard requirements.
A. SYSTEMS STUDY :
- Laptop : Abnormal, Summary & Quiz.
COMMUNICATIONS (23), CABIN (25), ICE AND RAIN (30),
LIGHTS (33), OXYGEN (35).
B. REFERENCES :
Normal and abnormal SOPs.
C. SUPPORT :
FCOM / QRH.
FCTM.
The applicant has achieved all necessary skills in terms of receiving the assessment status :
"Ready for next phase" (FFS sessions).
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 71
: ENG 1 start valve fails to open .

When ECAM actions completed, refer to MMEL.
10
: VOR - DME approach.
14
: Locked by WTB.
19
: ENG 1 HOT START.
22
: RA 2 FAULT after take off, RA 1 FAULT on downwind.
27
: LOCALIZER (G/S OUT) approach.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 72
FFS 1
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM TO
TRIP DIST
AIBAIB1
LFZZ / LFZZ
92 Nm TRIP
RWY ............. 33 R
WIND ............
330 / 10
ALTN/CO RTE
WIND HD
AIBLYS
15
CEILING .......
FLT NBR
ALTN
TEMP ............
[Airline ID] 201
LFLL
DEW POINT . 10C
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
COST INDEX
FL to ALTN
30
FL 110
CRZ FL/TEMP
TROPO
FL 070 / 0C
36 090
kt VISI ...............
CAVOK
20C
QNH .............. 1010 hPa

QFE ..............
981 hPa
RWY COND .. DRY

AIR COND ....
ANTI ICE .......
ON
OFF
PERF PAGE
INIT NEXT PAGE
NOTES :
ZFWCG / ZFW
V1
FPLN :
32.7% - 54 t
Refer CO ROUTE
119 000 lb
VR
V2
BLOCK FUEL
11 t
24 200 lb
T/O WEIGHT
65 t
143 200 lb
THR
FLAPS
1+F
T/O C.G.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 73
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 74
FFS 1 SESSION PREPARATION

Practice preliminary cockpit preparation (real environment).

Introduction to aircraft handling characteristics.
Introduction to " Normal Law " - Envelope protections.
Practice visual approaches and landings.
A. REVIEW :
Preliminary cockpit preparation using aircraft equipments in a real environment.
B. EXERCISES / REFERENCES :
FCOM
QRH
TAKE OFF + CROSSWIND

NORMAL LAW - PROTECTIONS
EXERCISES
3.03.12 / 3.04.27
3.04.27
3.00
AUTO THRUST LOGIC

ILS APPROACH
SIDE STICK PRIORITY
VISUAL PATTERN
1.22.30 / 3.04.70
3.03.18 / 4.05.70
1.27.40
3.03.20
GO AROUND
3.03.23 / 4.05.80
3.00
LANDING + CROSSWIND
3.03.22 / 3.04.27
3.00
3.00
C. SUPPORT :
FCOM / QRH - FCTM.
FCOM Bulletins :
- Use of rudder on transport category airplanes,
- Aircraft handling in final approach.
Laptop :
- Rudder and load presentation DVD 1.
Understanding of Normal Law protections.
Ability to handle the aircraft in Normal Law.
Ability to apply correct take off and landing techniques.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 75
FFS 1 SESSION GUIDE
: -
: STUDY OF NORMAL LAW

- FDs and ATHR off, demonstrate the stability in pitch :
. level flight with speed variation,
. in climb and descent (pitch attitude 5).
- FPA on : explain relationship between pitch attitude and flight path.
- Turn with 30 bank angle : demonstrate turn coordination and
stability. In pitch (no back pressure required to maintain altitude).
- Steep turns 45 bank angle : demonstrate that above 33 of bank,
the stability is lost and back pressure is required to maintain altitude.
First flight of the day.

Presentation of equipments which are not available in the MFTD.
Safety equipments (fire extinguishers, escape ropes, torch).
Seat adjustment, lights.
Oxygen masks.
Audio : hand mike, headset, RMP, ACP.
First FFS handling caracteristic review
(NWS, taxi, brake check, flight control check, take off side stick position,
rotation
technique)
:
-
PROTECTIONS : demonstrate
Pitch attitude Limitations.
Bank angle (67).
G load (2.5 g).
High angle of attack:
. VLS
minimum allowed speed,
(autotrim stops / nose down),
. V prot
. V Floor
(angle of attack and autothrust function),
(Full aftstick).
. V Max
- The aircraft is fully protected in case of emergency pull up :
Intruder, terrain obstacle avoidance.
19, 34 : Insert 20 kts crosswind.

20, 32 : AUTO-THRUST LOGIC DEMO :
Disconnection / reengagement with associated FMA / ECAM announcements.
Demonstrate thrust is available beyond CLB detent.
23
: TCAS : Select scenario 9 - "RA reversal V/S reversed".
24
: PROTECTIONS : High speed (VMO or MMO) :

- Warning - pilot authority is reduced, nose up demand,
- Maxi bank angle 45,
- Spiral stability.
Repeat turns and steep turns.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 76
FFS 2
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
TRIP DIST
AIBAIB1
LFZZ / LFZZ
92 Nm
RWY ............. 33 R
WIND ............
030 / 10
ALTN/CO RTE
TRIP WIND
AIBLYS
FLT NBR
ALTN
TEMP ............
08C
[Airline ID] 202
LFLL
DEW POINT .
06C
kt VISI ...............
3 km
LAT
LONG
ALTN DIST
QNH .............. 998 hPa
N 46 24.4
E 004 01.3
85 Nm
QFE .............. 969 hPa
COST INDEX
FL to ALTN
RWY COND .. WET
30
FL 110
AIR COND .... ON
CRZ FL/TEMP
TROPO
FL 070 / 0C
36 090
ANTI ICE .....
PERF PAGE
INIT NEXT PAGE
ENG ON
NOTES :
FPLN :
ZFWCG / ZFW
V1
Refer CO ROUTE
32.7% / 48 t
NIGHT VISUAL
105 800 lb
VR
V2
BLOCK FUEL
6t
13 200 lb
T/O WEIGHT
54 t
119 000 lb
THR
FLAPS
T/O C.G
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 77
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 78

Practice Transit cockpit preparation (real environment).

Practice Non precision approaches Selected & Managed.
Practice Winshear recovery techniques.
Practice Take off and Landings with crosswind.
A. REVIEW :
Transit cockpit preparation using aircraft equipments in a real environment.
TCAS procedures.
Go around procedure.
EXERCISES
TAKE OFF WITH CROSSWIND
TCAS
PREDICTIVE WINDSHEAR WINDSHEAR
FCOM
QRH
3.03.12
3.02.34 / 3.04.34
1.00
1.34.60 / 3.02.80 / 3.04.91

3.03.19 / 4.05.70
LANDING WITH CROSSWIND
3.00
3.03.22
C. SUPPORT :
FCOM / QRH - FCTM
FCOM Bulletins :
- Use of final approach Mode and NAV DATA BASE validation.
- Operation in Windshear / Downburst conditions.
- Avoiding tail strike at take off.
Laptop :
- Tail strike presentation DVD 1.
Apply good crew coordination and task sharing.
Proper use of automation.
Confirm the ability to :
- Handle the aircraft safely.
- Perform Non precision approaches.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 79
FFS 2 SESSION GUIDE

1
First flight of the day.
: TCAS : Select scenario 10 : " RA crossing flight path ".
11
28
: Demonstrate then cancel the predictive windshear on approach.

When the message " WINDSHEAR AHEAD " disappears, select windshear
for recovery technique.
14
: During GO AROUND, set weather CAVOK.
Cancel predictive windshear, then insert windshear after rotation for

recovery technique.
17, 32 : Weather : CAVOK - Crosswind : 050 / 20 kts.

21
: TCAS : Select scenario 6 : " Preventive RA Maintain V/S ".
35
: Demonstration of operation on narrow and short runway.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 80
FFS 3
TAKE-OFF DATA
INIT PAGE
ATIS
FROM TO
TRIP DIST
LFZZ / BIKF
1414 Nm
CO RTE
AIBKEF
RWY ............. 33 R
WIND ............
240 / 12
ALTN/CO RTE
TRIP WIND
KEFSNN FLT
TL 25
NBR
ALTN
TEMP ............
(Airline ID) 203
EINN
DEW POINT . 16C
kt VISI ...............
8 km
20C
LAT
LONG
ALTN DIST
QNH .............. 1020 hPa
N 46 24.4
E 004 01.3
855 Nm FL
QFE ..............
COST INDEX
to ALTN FL
RWY COND .. DRY
30
350
CRZ FL/TEMP
TROPO
FL 360 / - 53C
OFF
ANTI ICE........ OFF
36 090
PERF PAGE
INIT NEXT PAGE

ZFWCG / ZFW
32.7% / 52 t
AIR COND.....
991 hPa
MTOW
NOTE :
64 t
FPLN :
V1
Refer CO ROUTES
114 600 lb
For MTOW exercise, trainees have
to determine take off fuel
VR
BLOCK FUEL
V2
THR
T/O WEIGHT
FLAPS OPT
TO CG
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 81
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 82

Practice decision making (CRM).

Heavy weight operations.
Practice Non precision and Circling approach.
Practice EGPWS recovery technique.
A. REVIEW :
Non precision approach.
Go around procedure.
EXERCISES
AUTO RETRACTION
OVERWEIGHT LANDING
EGPWS
CIRCLING
LOW ENERGY WARNING
FCOM
QRH
1.27.50
3.02.80
2.00
1.34.70 / 3.02.34 / 3.04.34
1.00
3.03.19
1.22.40 / 1.27.20
MODE REVERSION
1.22.30
180 TURN ON RWY
3.03.10
G/S FROM ABOVE
3.03.18
2.00
C. SUPPORT :
FCOM / QRH - FCTM.
Laptop :
- CFIT training video DVD
2.
Assess crew coordination and task sharing.
Handling :
Flight within the below listed criteria should not be achieved at
the expense of smooth and good coordination :
Speed :
+ 10 / - 5
kts
Heading :
5
Tracking :
5
Altitude :
100
ft
All phases must be handled safely.
At this stage, the trainee must be able to start Abnormal and Emergency procedures study.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 83
FFS 3 SESSION GUIDE

4
: Passing FL 70 : Call from the cabin :

- A pregnant passenger is ready to give birth to her fourth child,
- There is no doctor, nor midwife on board,
- If the crew doesn't react, advise that 80% of the passengers start to strongly
against the Captain decision to continue to destination.
Demonstrate Flaps autoretraction from 1 + F to 1 at 210 kts.
7, 25 : RWY 33R engaged.

INIT TAKE OFF: - Block fuel 12 t - TOW 64 t
- TAKE OFF AIR COND ON
14, 32 : Weather : CAVOK
15
: A/THR Off :
Start final turn in level flight to trigger the " SPEED, SPEED, SPEED " warning
17
: Demonstrate Mode Reversion with AP & FD : Low speed, Select + 6000 ft/min
18
: SET CAVOK "After ROA heading 250 descent to 3000 ft" Wait
for EGPWS demonstration. (Hill : Rad 270 / 5 Nm ROA)
23
: Passing 5000 ft : call from Airbus Airport departure:

"Marseille control is experiencing computer breakdown and doesn't accept any traffic. Company requests to return to departure".
35
: Demonstrate Mode Reversion when FDs are not followed : high, low speed.
36
: Set IMC conditions : " After ROA heading 250 descent to 3000 ft ".
Wait for EGPWS demonstration.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 84
FFS 4
TAKE-OFF DATA
INIT PAGE
ATIS
LFZZ
CO RTE
FROM
AIBLYS
TRIP DIST
TO
95 Nm TRIP
LFZZ / LFLL
LFLL
RWY ............. 15 L / 33 R 18L / 36 L

WIND ............ 240/10 kt
270/ 10
ALTN/CO RTE
WIND HD
kt VISI ............... 5 km
LYSAIB
15
OVC 005
FLT NBR
ALTN
TEMP ............ 20C
20C
[Airline ID] 204
LFZZ
DEW POINT . 10C
10C
QNH .............. 1020 hPa
1020 hPa
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
COST INDEX
FL to ALTN
30
FL 120
CRZ FL/TEMP
TROPO
FL 110 / - 7C
QFE .............. 991 hPa
990 hPa
RWY COND .. DRY

AIR COND.....
ON
36 090
PERF PAGE
INIT NEXT PAGE
LFZZ
ZFWCG / ZFW
15 L
LFLL
33 R
36
NOTES :
32.7% - 54 t
119 000 lb
km
FPLN :
L V1
Refer CO ROUTE
First Leg : LFZZ 15L to LFLL 18L
VR
Second Leg : LFLL 36L to LFZZ 33R
BLOCK FUEL
8t
V2
17 600 lb
T/O WEIGHT
THR
62 t
FLAPS
136 700 lb
TO CG
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 85
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 86

Demonstration of FCTL reconfiguration laws.

Use of MMEL.
Practice approach, Go around and Landing in direct law.
Practice of rejected take off.
A. REVIEW :
EVENTS
FCOM
DUAL RA FAULT
QRH
3.02.34
EVENTS
FCOM
QRH
F/CTL Reconfiguration laws

DUAL ADR FAULT
IR DISCREPANCY
STALL RECOVERY
1.27.30 / 3.02.27
3.02.34
3.02.34
3.04.27
2.00
2.00
4.00
FCU FAULT
3.02.22 / 3.04.24
REJECTED TAKE OFF
3.02.10
ON GROUND EMERGENCY
EVACUATION
3.02.90
7.00
C. SUPPORT :
FCOM / QRH - FCTM
FCOM Bulletin :
- MMEL and MEL use.
Laptop :
- Upset Recovery
- Rejected Take off video DVD 2.
Ability to handle the aircraft in Alternate and Direct Law.
Apply good crew coordination and task sharing during abnormal operations.
Ability to perform rejected Take off.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 87
: Use the co-route, select RWY 15L without SID then clear the discontinuity.
: Insert ADR 1 FAULT at 900 ft QNH.

Trainee 1 will take control again after switching AIR DATA to CAPT.
6,7
: Both crew member will carry out the following exercises in the vicinity of ROA VOR
(ADR 3 switching knob, to CPT then F/O accordingly).
Demonstrate Alternate law.
- Roll direct.
- Yaw damping function is available.
- No bank angle protection, No pitch limit protection.
- High speed stability : nose up demand which can be overridden by the pilot.
- Low speed stability : nose down demand which can be overridden by the pilot.
Stall recovery : in clean configuration (consider no risk of ground contact).
Landing gear down : Demonstrate direct law.
- Pitch direct : USE MAN PITCH TRIM.
- Yaw : Mechanical.
- Stall recovery : in clean and in landing configuration.
: Clearance : Direct to TALAR for ILS approach 18L.
10, 22 : RWY engaged. Go around without FDs.

11, 23 : Observe Pitch and N1 targets versus configuration.
14
: Fail RA 1 on downwind.
FFS 4 SESSION GUIDE

INIT HOLDING POINT: LFLL RWY 36 L
F-PLN
LFLL to LFZZ (LYSAIB)
18
: IR 3 FAULT at 900 ft QNH.
20
: Clearance : Direct to EB for ILS approach 33R.
26
: FCU Fault in downwind
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 88
FFS 5
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM / TO
PAT33R
LFZZ / LFZZ
TRIP DIST
92 Nm
RWY ............. 33 R
WIND ............
300 / 10
ALTN/CO RTE
TRIP WIND
AIBLYS
FLT NBR
ALTN
TEMP ............
[Airline ID] 205
LFLL
DEW POINT . 10C
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
COST INDEX
FL to ALTN
30
FL 110
CRZ FL/TEMP
TROPO
FL 070 / 0C
36 090
kt VISI ...............

20C
QNH .............. 1020 hPa

QFE ..............
991 hPa
RWY COND .. DRY

AIR COND ....
ON
ANTI ICE....... OFF
PERF PAGE
INIT NEXT PAGE
NOTES :
ZFWCG / ZFW
32.7% / 54 t
5 km
FPLN :
V1
Refer CO ROUTE
119 000 lb
VR
BLOCK FUEL
V2
8t
17 200 lb
THR
T/O WEIGHT
62 t
FLAPS
136 700 lb
TO CG
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 89
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 90

Handling with one ENG OUT.
Study DUAL ENG FAILURE.
A. REVIEW :
EVENTS
ENGINE RELIGHT
FCOM
QRH
3.02.10 / 3.02.70
3.02.70
2.00
2.00
EMERGENCY DESCENT
3.02.80
EMER ELEC CONFIG

SYSTEMS REMAINING
SUMMARY
ON GROUND EMER EVACUATION
1.00
3.02.90
2.00
4.00
1.00
1.00 / 7.01
FCOM
QRH
3.02.24
EVENTS
HYD G + B SYS LO PR
SUMMARY
ENG DUAL FAILURE
3.02.29
3.02.70
2.00 / 4.00
1.00
1.00
C. SUPPORT :
FCOM / QRH.
FCTM.
Laptop :
- Fuel monitoring presentation DVD
1.

Ability to perform a take off with one ENG OUT.
Acceptable engine out procedure knowledge.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 91
FFS 5 SESSION GUIDE

2
: Insert failure before EXT PWR disconnection.
: Freeze POS and ALT at 500 ft after take off.

SRS commands satisfied, wings level, side stick released, feet off rudder pedals.
Select F/CTL page. Select IDLE thrust on one engine.
Adjust pitch attitude to that required by SRS (the current speed or V2, whichever
is greater up to V2 + 15 kt).
Hands off : observe response of FBW system. Stabilized bank angle 7~9,
spoilers and ailerons deployed, rudder pedals feedback, flying the pitch as
adjusted before.
Side slip index is blue now and displays the BETA TARGET.
Fly the aircraft. Use continuous rudder input to center the BETA TARGET.
Trim out the foot load and observe the flight controls status on F/CTL page.
Repeat up to proficiency.
Transfer the controls to Trainee 1 and repeat exercises.
: Engine fail with no damage .

8,15,17: Engine fail with damage.
11
: Insert BOTH ENGINE FLAME OUT.

Relight Starter assisted.
Relight successful below FL 200.
Reset all systems (RAT).
12
: Close to FL 100, insert HYD GREEN + BLUE RSVR LO LVL.
20
: TCAS : select scenario 7 - " Corrective RA : change V/S ".
21
: When TCAS exercice completed, insert EXCESSIVE CAB ALT.
22
: Insert AC BUS 1 + 2 Fault.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 92
FFS 6
TAKE-OFF DATA
INIT PAGE
CO RTE
AIBAIB1
ATIS
FROM / TO
TRIP DIST
LFZZ / LFZZ
92 Nm
ALTN/CO RTE
TRIP WIND
RWY ............. 33 R
WIND ............
360 / 12
kt VISI ...............
AIBLYS
FLT NBR
ALTN
TEMP ............
[Airline ID] 206
LFLL
DEW POINT . 10C
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
COST INDEX
FL to ALTN
30
FL 110
CRZ FL/TEMP
TROPO
FL 070 / 0C
36 090
12C
QNH .............. 1010 hPa

QFE ..............
981 hPa
RWY COND .. DRY

AIR COND ....
ON
ANTI ICE....... OFF
NOTES :
PERF PAGE
INIT NEXT PAGE
5 km
FPLN :
ZFWCG / ZFW
32.7% / 54 t
Refer CO ROUTE
V1
119 000 lb
VR
BLOCK FUEL
V2
11 t
24 200 lb
THR
T/O WEIGHT
65 t
FLAPS
1+F
TO CG
143 300 lb
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 93
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 94

Practice dual hydraulic failure event.
Practice NO FLAPS NO SLATS approach and landing techniques.
Practice AIR COND SMOKE and SMOKE / TOXIC FUMES REMOVAL procedure.
A. REVIEW :
EVENTS
FCOM
HYD G + Y SYS LO PR
SUMMARY
AIR COND SMOKE
3.02.26
2.00 / 4.00
1.00
1.00
3.02.80
1.00
FCOM
QRH
3.02.29
EMERGENCY DESCENT
QRH
EVENTS
SMOKE / TOXIC FUMES
REMOVAL
NO FLAPS NO SLATS LANDING
3.02.26
1.00
3.02.27
2.00 / 4.00
STABILIZER JAM
3.02.27
4.00
C. SUPPORT :
FCOM.
QRH.
FCTM.
Laptop :
- Use of radar presentation DVD 1.

Ability to perform SMOKE / TOXIC FUMES REMOVAL procedure.
Ability to handle the aircraft with No Slats No Flaps for landing.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 95
FFS 6 SESSION GUIDE

3
: Insert a
: Clearance : Proceed direct to AVLON.

Call from the purser : "smoke in the cabin from outlets" to apply SMOKE / AVNCS
SMOKE "if AIR COND SMOKE SUSPECTED" PROC (QRH).
: - After 1 minute, indicate that smoke is coming to the cockpit.

- Crew will apply SMOKE / TOXIC FUMES REMOVAL PROC.
- Smoke building up (you can possibly insert an AFT CARGO SMOKE) until PACK 2
is set OFF: indicate smoke emission decreases but dense fumes still persist.
- Complete SMOKE REMOVAL PROC.
- Stop exercice when RAM AIR p/b is set ON.
- Monitor the cabin rate with RAM AIR opened.
8, 19
GREEN + YELLOW RSVR LOW LEVEL.
: Insert Slats and Flaps locked by WTB before extension.
18
Fail ELAC 2. When ECAM ACTIONS completed, fail SEC 2 to get the flight
controls in mechanical back up.
Let each trainee have a chance to fly the aircraft, short leg then a
turn. Emphasise the use of rudder.
Restore the systems when demo is completed.
21
: Clearance : proceed direct to AVLON.

Insert a STRUCTURAL DAMAGE.
23
: Before reaching FL 100, insert a STABILIZER JAM.
26
: Engine flame out at 60 kt.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 96
FFS 7
TAKE-OFF DATA
INIT PAGE
ATIS
CO RTE
FROM TO
AIBAIB1
LFZZ / LFZZ
TRIP DIST
92 Nm
RWY ............. 33 R
WIND ............
020 / 12
ALTN/CO RTE
TRIP WIND
AIBLYS
FLT NBR
ALTN
TEMP ............
(Airline ID) 207
LFLL
DEW POINT . 10C
LAT
LONG
ALTN DIST
N 46 24.4
E 004 01.3
85 Nm
COST INDEX
FL to ALTN
30
FL 110
CRZ FL/TEMP
TROPO
FL 070 / 0C
36 090
kt VISI ...............
5 km

12C
QNH .............. 1010 hPa

QFE ..............
981 hPa
RWY COND .. DRY

AIR COND......
ON
PERF PAGE
INIT NEXT PAGE

ZFWCG/ZFW
65
NOTE :
t
F/PLN :
32.7% / 58 t
Refer CO ROUTE
MTO
127 800 lb
W V1
BLOCK FUEL
VR
7t
15 400 lb
V2
T/O WEIGHT
65 t
THR
143 200 lb
FLAPS
TO CG
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
by Astra Airlines
Issue: 2
APPENDIX J
Oct., 2010
Revision No. 2
Appendix J
Page: 97
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 98

Practice take off , go around and landing with one engine out and at high gross weight.
Familiarize and practice unreliable speed indication event.
Crew incapacitation.
A. REVIEW :
FCOM
QRH
OVERWEIGHT LANDING
EVENTS
3.02.80
2.00
ABNORMAL SLATS / FLAPS (WTB)
3.02.27
2.00
LANDING WITH SLATS OR FLAPS

JAMMED
3.02.10
4.00
FCOM
QRH
3.02.34
3.02.80
2.00
EVENTS
UNRELIABLE SPEED INDICATION
INCAPACITATION
C. SUPPORT :
FCOM / QRH.
FCTM.
FCOM Bulletin :
- Erroneous airspeed / altitude indications.
Laptop :
- Unreliable speed indication presentation DVD 1.
Good knowledge and understanding on unreliable speed indication event and

satisfactory application.
The application of normal standard operating procedures and FMGS initialisation and
abnormal procedures in all flight phases is of standard level and above.
The applicant has achieved all necessary skills and abilities in terms of receiving the
assessment status "Ready for next phase (Skill test)".
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 99
FFS 7 SESSION GUIDE

3
: Trainee 2 incapacitation :
At 100 ft the trainee 2 set an unusual high pitch attitude and holds the stick
control. Emphasize the latching condition on Trainee 1 side (more than 40 sec.).
Back to normal crew position when aircraft in clean configuration.
: Fail FMGC 2. Reset procedure successful.

At the end of exercise, restore FMGC 1.
: DIR TO PADIN .
RNAV approach RWY 24 (Change to RWY 24 on IOS or set Runway Lights on).
WIND 300 / 15 kt
: Extend downwind to 20 nm. Insert RA1 FAULT when APPR mode is armed.
11
: Engine STALL then Engine failure at 300 ft.
17
: At 900 ft QNH, insert a PITOT BLOCKED on F/O side + ADR 3 FAULT, then,
at 1800 ft QNH, insert an AIRSPEED CHANNEL ADR 1 FAULT.
Crew will apply MEMORY ITEMS as per QRH.
As stated by QRH, when aircraft and trajectory are stabilized, try to determine which
ADRs are faulty : ECAM ACTIONS may be performed at this stage as it will help
analyzing the situation in order to switch off the faulty ADRs.
Stand by instruments are still available.
The goal is to fly the initial, the intermediate and the final approach with the pitch
and thrust targets.
This exercice should be treated as a demonstration.
Adjust the pitch to fly the required path then adjust thrust
20
: During FLAPS retraction insert Flaps locked by WTB : 0 Flaps 1 F.
21
: Weather : Ceiling 50 ft.
22
: Trainee 1 incapacitation :
Wrong reaction from Trainee 1 at DA (without visual references).
Trainee 1 holds the stick control.
Back to normal crew position reaching go around altitude.
23
: Weather : Ceiling 600 ft.
25
: Engine fail with damage.
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 100
The Airbus Line Oriented Flight Training (ALOFT) session is intended to provide crews with
opportunities to enhance their understanding of the A320 and to apply Crew Resource Management principles to simulated regular airline flight.
Scenarios are intended to produce a busy environment, but should never overload the
crew. In many cases, there is no single 'right' answer but, using their skills and knowledge,
the crew should be able to reach a successful conclusion to each scenario. Alternative
solutions may provide useful, constructive post-flight discussion.
Relative simple failures are introduced during the flight to enable the session objectives to
be met.
To make ALOFT as valuable and realistic as possible, flight documentation (files available on
the INST FLIGHT SUPPORT on the server) is provided by the instructor at briefing. The
flight briefing will begin 1 hour before the scheduled simulator start time and will take 1520 minutes. Thereafter the crew will have some time to study the
documentation and, for example, decide on the required fuel load, etc.
The take-off time for the flight is considered to be 30 minutes after the simulator
session starts.
ALOFT scenarii routing are :

Scenario 1 FFS :
- Trainee 1 : Lyon / Bordeaux (LFLL / LFBD)
- Trainee 2 : Bordeaux / Marseille (LFBD / LFML)
Scenario 2 FFS :
- Trainee 1 : Paris-Orly / Frankfurt (LFPO / EDDF)
- Trainee 2 : Frankfurt / Zurich (EDDF / LSZH)
Scenario 3 FFS :
- Trainee 1 : Toulouse / Zurich (LFBO / LSZH)
- Trainee 2 : Zurich / Marseille (LSZH / LFML)
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 101
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 102
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 103
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012
OM
Part D
APPENDIX J
Appendix J
Page: 104
by Astra Airlines
Issue: 2
Oct., 2010
Revision No. 2
Jan., 2012

Operations Manual Part D

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Operations Manual Part D

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Operations Manual

ADMINISTRATION AND CONTROL OF Section 0

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Criteria for selection of flight crew

Criteria and appointment procedures for training staff

Training of training staff

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0.3 RESPONSIBILITY OF THE HOLDER

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0.4.3 CHANGES OR ADDITIONS TO THE TEXT

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0.6 DISTRIBUTION LIST

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1. Company Name and Logo

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0.8 AMENDMENT PROPOSAL FORM

AMENDMENT PROPOSAL FORM

PROPOSED AMENDMENT (continue on separate sheet if necessary)

REASON FOR AMENDMENT

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0.9 ACKNOWLEDGEMENT RECEIPT

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0.10 ACKNOWLEDGEMENT STATEMENT

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1.2 TRAINING AND CHECKING PERSONNEL

1.2.2 APPOINTMENT OF FLIGHT CREW TRAINING STAFF

Capt. Vassilios GOURGOURAS

1.2.3 AUTHORIZED TRAINING PERSONNEL

CCCM Check Cabin Crew Member

1.3 AUTHORIZED TRAINING FACILITIES AND ORGANIZATIONS

Emergency & Safety

ASTRA AIRLINES Indoc

Flight Simulator Training/Checking Facilities

1.3.2 APPOINTMENT OF CABIN CREW TRAINING STAFF

Capt.: Vassilios GOURGOURAS

1.3.3 GROUND INSTRUCTION

IFTC TRTO Istanbul

Sofia Flight Training TRTO

1.3.4 OTHER TRAINING PERSONNEL

1.3.5 DUTIES AND RESPONSIBILITIES

1.3.6 QUALIFICATIONS, EXPERIENCE AND PRIVILEGES OF THE TRAINING AND

All LTC privileges,

Carrying out recurrent training.

Carrying out aircraft (circuit) training.