OMD-4 - Supplementary Training

Operations Manual - Part D
CHAPTER 4 – SUPPLEMENTARY TRAINING

CHAPTER 4 – SUPPLEMENTARY TRAINING 1
4.1. CREW RESOURCES MANAGEMENT TRAINING -FLIGHT CREW 5
4.1.1. General 5
4.1.2. Elements of CRM Training 6
4.1.3. Initial CRM Training 7
4.1.4. Conversion Course CRM Training 7
4.1.5. Operator’s CRM Training 8
4.1.6. Command CRM Training 8
4.1.7. Recurrent CRM Training 9
4.1.8. Instructor CRM Training 10
4.2. LOW VISIBILITY OPERATIONS (Applicable to A320/A330) 10
4.2.1. General 10
4.2.2. Minimum Qualification / Experience Level 11
4.2.3. LVO Initial Training Program 11
4.2.3.1. Ground Training 11
4.2.3.2. Simulator Training 13
Simulator Training must be divided into phases covering normal operation with no airplane or equipment
failures but including all weather conditions which may be encountered and detailed scenarios of the aircraft
and equipment failure which could affect CAT2/3 operations. 13
4.2.4. Conversion Training 15
4.2.5. Low Visibility Take-off with RVR less than 150m 15
4.2.6. Line Flying Under Supervision 16
4.2.7. LVO Recurrent Training 16
4.2.8. LVO TRAINING FORMS 17
4.3. QUALIFICATION TO OPERATE IN EITHER PILOT’S SEAT 18
4.3.1. General 18
4.3.2. Syllabus and Contents18
4.3.3. Validity, Revalidation and Renewal 18
4.4. IN-FLIGHT (CRUISE) RELIEF PILOT 20
4.4.1. Eligibility Criteria for Cruise Relief Pilot 20

4.4.2. Syllabus and Contents20
4.4.2.1. Ground Training 20
4.4.2.2. Simulator Training 21
4.4.2.3. Simulator Check 22
4.4.3. Line Check 23
4.4.4. Recurrent Training 24
Recent Experience 24
4.5. SPECIAL PURPOSE OPERATIONAL TRAINING 25

4.5.1. RVSM Training25

4.5.2. PBN Training 26
4.5.3. RNP-AR Approach Training: 27
4.5.4. Icing / Contamination Training29
4.5.5. TCAS Training 30
4.5.6. Wind-shear / Thunderstorms 32
4.5.7. CFIT/ALAR/GPWS Training 32
4.5.8. EFB Training 33
4.5.9. Polar Operations 34
4.5.10. Extended Diversion Time Operations (EDTO) 34
4.5.11. MULTI-CREW CO-OPERATION TRAINING 34
4.5.12. Route and Aerodrome Competence Qualifications 39
4.5.13. LINE ORIENTED FLIGHT TRAINING 39
4.5.14. TRANSIT CHECK AUTHORISATION 45
Reserved 45
4.5.15. Upset Prevention and Recovery Training 45
Aircraft upset recovery training shall be conducted during initial/conversion training and once in 36 months
during recurrent training. 45
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Operations Department
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4.1. CREW RESOURCES MANAGEMENT TRAINING -FLIGHT

CREW
4.1.1. General
Crew Resource Management (CRM) is the effective utilization of all available resources (e.g.
crew members, airplane systems, supporting personnel and facilities) to achieve safe and efficient
flight operations.
The objectives of CRM training are to:
 enhance crew and management awareness of human factors which could cause or
exacerbate incidents which affect the safe conduct of air operations.
 enhance knowledge of human factors and develop CRM skills and attitudes which
when applied appropriately could extricate an aircraft operation from incipient
accidents and incidents whether perpetrated by technical or human factor failings.
 use CRM knowledge, skills and attitudes to conduct and manage aircraft operations,
and fully integrate these techniques throughout every part of the organization culture,
so as to prevent the onset of incidents and potential accidents.
 use these skills to integrate commercially efficient aircraft operations with safety.
 improve the working environment for crews and all those associated with aircraft
operations.
 enhance the prevention and management of crew error.
The following CRM training modules are carried out for flight crew :
 Initial CRM Training - for ab-initio pilots or pilots joining from another operator who
have not completed initial CRM training earlier
 Conversion Course CRM training - when changing aircraft type
 Operator’s CRM training - for pilots joining from another operator who have completed
initial CRM training earlier

 Command CRM training
 Recurrent CRM training
 Instructor CRM Training
As far as possible, CRM training should be combined for flight crew and cabin crew.
CRM skills shall also be assessed during proficiency/route checks and accordingly de-briefed by
the Evaluator.
4.1.2. Elements of CRM Training
Overview training would mean instruction/self-study or distance learning.
In Depth training would be interactive in style, with at least one facilitator.
Type of CRM Training

Core Elements
Initial Conversion Operator’s Command Recurrent
Human error and reliability, error

chain, error prevention and In depth Overview Overview
detection, threat management
Company safety culture, SOP‘s,

In Depth
organizational factors Not
Stress, stress management, fatigue required
and vigilance In depth Overview
Information acquisition and Not
processing situation awareness, required
In Depth
workload management
Decision making
Overview
Communication and co- ordination
inside and outside the cockpit
Overview
Leadership and team behavior
synergy
Automation, philosophy of the use As As As
In depth In depth
of automation (relevant to the required required required

aircraft type)
Not
Specific type-related differences
required
As
Case based studies In depth In depth In depth In depth
appropriate
4.1.3. Initial CRM Training
The Initial CRM training is designed to provide knowledge of, and familiarity with, those human
factors relevant to Flight Operations. The course duration shall be 2 days, and shall cover all the
appropriate elements of Initial Training given in 4.1.2.
This training shall address those operational and cultural factors specific to our airline, as well as
the associated crew operating procedures. This will include areas of operation which pose
particular difficulties, adverse climatic conditions and any unusual hazards.
The course shall be conducted by means of classroom training, and will include practical
exercises such as group discussions and accident/incident reviews, to analyze communication
problems and instances or examples of a lack of information or crew management.
4.1.4. Conversion Course CRM Training
When an existing Company flight crew member undergoes a conversion course for a new type
rating on another aircraft type, then he shall complete the Conversion Course CRM Training. The
training shall cover all the appropriate elements of Conversion CRM Training given in 4.1.2.
Note: Conversion CRM Training is not required when flight crew member undergoes CCQ
training.
This training should be conducted during simulator training sessions.
The applicable elements of CRM training shall also be integrated, to the maximum extent
possible, into the appropriate phases of the conversion course. LOFT shall be included during the
latter stages of simulator training for all conversion courses.

The conversion course shall also include training on the application of operations policy
concerning the use of automation relevant to the aircraft type as specified in the Operations
Manual Part A and Part B (i.e. FCOM/AFM); and system and human limitations associated with
the use of automation.
The objective of this training is to provide appropriate knowledge, skills and behavioral patterns
for managing and operating automated systems. Special attention shall be given to how
automation increases the need for crew members to have a common understanding of the way in
which the automated systems perform, and any features of automation which makes this
understanding difficult.
4.1.5. Operator’s CRM Training
The pilot joining Nepal Airlines are referred as “Trainee” or “Direct Entry” Flight Crew. As the
part of the Operator Conversion Course, the new-hire pilot shall undergo the following
appropriate training as applicable:
– If “Direct Entry Co-Pilot” or “Direct Entry Captain” have completed Initial CRM Training
with his previous employer, then he/she is exempted to undergo Initial CRM training with
Nepal Airlines. In such a case, he/she shall undergo only the Operator’s CRM Training
that covers the appropriate elements required of CRM Training given in 4.1.2.
– If the “Direct Entry Co-Pilot” or “Direct Entry Captain” have not undergone Initial CRM
Training with previous employer, or unable to provide a certificate to this effect, then
he/she shall complete Initial CRM Training as given in 4.1.3 before commencement of
flight/simulator training. This must include all elements of Operator’s CRM Training.
– “Trainee Junior Co-Pilots” shall go through Initial CRM Training in addition to New-Hire
CRM Training before commencing their aircraft/simulator training.
4.1.6. Command CRM Training

The flight crew member undergoing Command Upgrade Training shall complete 1 day Command
CRM Training before commencement of simulator training. The training shall cover all the
appropriate elements required for Command Training given in 4.1.2. The applicable CRM
elements shall also be integrated, to the maximum extent possible, into the appropriate phases of
the Command course.
4.1.7. Recurrent CRM Training
Elements of CRM are integrated into all appropriate phases of recurrent training every year; and
that all the appropriate elements required for Recurrent training given in 4.1.2 are covered; and
that modular CRM Training covers the same area over a maximum period of 3 years through the
use of non-assessed simulator LOFT exercises.
The revision of CRM Programme shall be conducted over a period not exceeding 3 years. The
revision of the programme shall take into account the de-identified results of the CRM
assessments of crews, and information identified by the accident prevention and flight safety
programme.
Each flight crew shall undergo a 1-day recurrent CRM ground training every 12 calendar months.
If completed within the final 3 months of validity, the next period of validity shall extend from
the date of completion until 12 calendar months from the expiry date of the previous CRM
training.
The modular CRM Training programme shall cover the following elements of CRM integrated
into all appropriate phases of the recurrent training and are covered over a period not exceeding 3
years.
 Threat and Error Management

 Statistics and examples of Human Factor related accidents;

 Human perception, learning process;

 Situational awareness;
 Management of workload, tiredness or fatigue, and vigilance management of stress;
 Company Standard Operating Procedures;
 Personality type, delegation, leadership, effective communication skills;
 The CRM Loop;
 Effective communication and co-ordination within the flight crew, and between crew
members and other operational personnel;
 Error chain and taking actions to break the error chain;
 Implications of automation on CRM; and
 Additional areas which warrant extra attention, as identified by the accident prevention
and flight safety programme.
The flight crew member shall not be assessed when completing elements of CRM training which
is part of recurrent training.
Note: If the Proficiency Check is combined with the type rating revalidation/renewal check, the
assessment of CRM skills will satisfy the Multi Crew Co-Operation requirements of the Type
rating revalidation/renewal. This assessment must not affect the validity of the Type Rating.
4.1.8. Instructor CRM Training
Each flight crew member CRM skill shall be assessed during the conduct of recurrent/line check.
The Instructors/Examiners shall be qualified to assess the CRM skills. Hence, the
Instructors/Examiners are trained in accordance with the requirements specified in the CRM
Training Manual.
4.2. LOW VISIBILITY OPERATIONS (Applicable to A320/A330)
4.2.1. General

Low Visibility Operations (LVO) consist of take-offs where the RVR is less than 400 meters
(LVTO) and Category 2/3 approaches. The approved operating minima for LVO are given in
Operations Manual Part A: Chapter 8.1.4
Prior to conducting LVO, each crew member shall complete the following appropriate LVO
training, when joining or during conversion training. These are:
 Initial Training.
 Conversion Training.
 Recurrent Training and Checking.
 Command Upgrade Training.
 Qualification in Either Pilot’s Seat Training.
The flight crew member training programmes for LVO include structured courses of ground,
flight simulator and flight training.
The approved LVO Training syllabus is detailed in Refer ANNEX L of Operations Manual Part D
SECTION 1.
4.2.2. Minimum Qualification / Experience Level
Each flight crew member completes a flight check with LTCs/TRIs/TREs before conducting CAT
2/3 operations in addition to successful completion of the Flight Simulator and/or flight training
specified in 4.2.4.
Additionally, a flight crew member must complete a check with LTCs/TRIs/TREs before
conducting low visibility take-offs in RVRs less than 150 meters for Category C aircraft. The
check will be carried out after successful completion of the flight simulator training prescribed in
4.2.6.
Refer to Operations Manual Part A: Chapter 5.2.10 for Qualification for LVO.

A flight crew member with no previous experience of CAT 2/3 operations shall complete full
training course as prescribed below.
4.2.3. LVO Initial Training Program

4.2.3.1. Ground Training
The initial ground training course for LVO shall cover at least :
a) the characteristics and limitations of the ILS;

b) the characteristics of the visual approach aids;
c) the characteristics of fog;
d) the operational capabilities and limitations of the particular aircraft systems required for
low visibility operations;
e) the effects of precipitation, ice accretion, low level wind shear and turbulence;
f) the effect of specific aircraft malfunctions on low visibility capabilities and operations;
g) the use and limitations of RVR assessment systems;
h) the principles of obstacle clearance requirements applicable to low visibility operations;
i) recognition of and action to be taken in the event of failure of ground equipment;
j) the procedures and precautions to be followed with regard to surface movement during
operations when the RVR is 400 m or less and any additional procedures required for
take-off in conditions below 150 m for Category C aircraft;
k) 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;
l) the importance and significance of Alert Height (if applicable), and the required actions in
the event of any failure above and below the Alert Height;
m) the qualification requirements for pilots to obtain and retain approval to conduct Low
Visibility Take-offs and CAT 2 / 3 operations; and
n) the importance of correct seating and eye position.

rating on another aircraft type, and who is qualified for LVO on the previous type, the ground
training may be abbreviated. The contents of the abbreviated course shall include items d), f), i),
k) l) and n) from the above list.
4.2.3.2. Simulator Training
Simulator Training must be divided into phases covering normal operation with no airplane or
equipment failures but including all weather conditions which may be encountered and detailed
scenarios of the aircraft and equipment failure which could affect CAT2/3 operations.
Simulator Training for LVO shall include the following:
a) checks of satisfactory functioning of equipment, both on the ground and in-flight;

b) effect on minima caused by changes in the status of ground installations;
c) monitoring of automatic flight control systems and auto-land status 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 unserviceability and use of Minimum Equipment Lists;
f) operating limitations resulting from airworthiness certification of the relevant aircraft
type;
g) guidance on the visual cues required at decision height together with information on
maximum deviation allowed from glide path or localizer;
h) the importance and significance of Alert Height (if applicable), and the action in the event
of any failure above and below the Alert Height;

i) the specific duties required by the flight crew member during low visibility operations,
with particular emphasis on the co-ordination required with other crew members; and
j) incapacitation procedures appropriate to Low Visibility Take-offs and CAT2/3 operations
k) Normal Landing, Missed Approach and Balked Landings.
l) System or NAVAID Failures including Engine Failures.
m) Low Visibility Rollout
n) Non-normal configuration approaches and Landings
o) Basic Airman Skills addressing Manual Control and Proper us of Automation.
p) Normal Takeoff, Rejected Takeoff before V1 and Continued Takeoff after V1.
 Normal Operations Training Phase :
Normal Operations Training phase of CAT II / CAT III training shall include at least the
following exercises:
approach using the appropriate flight guidance, autopilots and control systems installed in
the aircraft, to the appropriate decision height and to include transition to visual flight
and landing;
approach with all engines operating using the appropriate flight guidance systems, autopilots
and control systems installed in the aircraft down to the appropriate decision height
followed by missed approach; all without external visual reference;
where appropriate, approaches utilizing automatic flight systems to provide automatic flare,
landing and roll-out; and
normal operation of the applicable system both with and without acquisition of visual cues at
decision height.
 Failure Training Phase:
Failure Training phase of CAT II/ CAT III training must include at least:

– approaches with engine failure at various stages on the approach;

– approaches with critical equipment failures (e.g. electrical systems, auto flight systems,
ground and/or airborne ILS systems and status monitors);
– approaches where failures of auto flight equipment at low level require either:
a) reversion to manual flight to control flare, landing and roll out or missed approach; or
b) 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;
– failures of the systems which will result in excessive localizer and/or glideslope deviation,
both above and below decision height, in the minimum visual conditions authorised for
the operation;
– Failures and procedures specific to airplane type or variant.
– practice in handling faults which require a reversion to higher minima;
– practice in handling the aircraft when, during a fail passive CAT 3 approach, the fault
causes the autopilot to disconnect at or below decision height when the last reported RVR
is 300 m or less; and
– where take-offs are conducted in RVRs of 400 m and below, training must be established
to cover systems failures and engine failure resulting in continued as well as rejected take-
offs.
4.2.4. Conversion Training
rating on another aircraft type, and who is qualified for LVO on the previous type, the ground
training may be abbreviated, which shall include the items as stated in 4.2.3.1.
The Simulator training shall comprise of a minimum of 8 approaches and/or landings in a flight
simulator approved for the purpose.

Note: For CCQ between A320 and A330 no ground school is required and one
Low Visibility approach and landing is required during the simulator training.
4.2.5. Low Visibility Take-off with RVR less than 150m
Prior to being authorised to conduct take-offs in RVRs below 150 meters for Category C aircraft,
the following training must be carried out:
– normal take-off in minimum authorised conditions;

– take-off in minimum authorised RVR conditions with an engine failure between V1 and
V2 or as soon as safety considerations permit; and
– take-off in minimum authorised RVR conditions with an engine failure before V1
resulting in a rejected take-off.
The above training shall be carried out in a simulator approved for this purpose. The training must
include the use of any special procedures and equipment.
After completion of simulator training, the flight crew member shall complete a check.
4.2.6. 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
simulator training in order to operate a safe and efficient flight.
During Line Flying Under Supervision, one simulated AWOPS flight should be carried out under
supervision of a TRE/TRI/LTC. 1 take-off to be carried out at the lowest applicable minima of the
aircraft type under the supervision of TRE/TRI/LTC with an Autoland. This should be followed
up by 2 simulated AWOPS flight with a pilot cleared for LVO. Then a check shall be carried out
by a TRE.
4.2.7. LVO Recurrent Training

LVO recurrent training and checking shall be conducted in conjunction with the normal Recurrent
Training & Proficiency Check, and shall include the following:
– a minimum of three CAT 2 / 3 approaches must be carried out during simulator training
and proficiency check sessions, one may be substituted by an approach and landing in the
aircraft using approved CAT 2 / 3 procedures, this approach and landing may be
conducted in normal line operation;
– one missed approach shall be flown during the conduct of the Proficiency Check;
– one LVTO to the lowest applicable minima;
– one missed approach from fail passive CAT 3 approach i.e. CAT 3 single, with autopilot
failure at or below the DH with RVR 300 m; this shall be conducted at least once over a
period of 3 consecutive proficiency checks; and
– a check of the pilot’s knowledge and ability to perform the tasks associated with the
particular category of operations for which he is authorised.
Note: Recency requirements for authorization to conduct LVTO and CAT 2/3 approaches using
AUTOLAND systems are fully satisfied by the above training and checking requirements. If the
flight crew member LVO recency has been lapsed, then he shall undergo LVO simulator training.
4.2.8. LVO TRAINING FORMS

– Refer Annex L

4.3. QUALIFICATION TO OPERATE IN EITHER PILOT’S SEAT

4.3.1. General
The Company’s requirements for a pilot to operate from either pilot’s seat are:
– Augmented crew operations (refer to OMA 5.5);

– Training operations; and
– When operating flight with two Captains other than Training flights.
4.3.2. Syllabus and Contents
During initial qualification and recurrent training, Commander whose duties also require them to
operate in the right-hand seat, or Commanders required to conduct training or examining duties
from the right-hand seat, shall complete additional recurrent simulator training every 6 months.
This additional training shall include the following manoeuvres, conducted as PF in the right-
hand seat:
– an engine failure during take-off;

– one engine inoperative approach and go-around; and
– one engine inoperative landing;
Note: When a Commander is operating in the right-hand seat, the checks required for
operating in the left-hand seat must also be valid and current.
4.3.3. Validity, Revalidation and Renewal
A Captain is required to carry out at least one landing every 6 months from the right seat in order
to maintain his right-hand seat qualification. This currency may be maintained in an appropriately
certified Full Flight Simulator. Conduct of this landing during the recurrent training or checking
maintains this recency.
A Captain who is qualified in the right-hand seat and who maintains his LVO qualification is also
LVO qualified from the RHS.

A Captain whose right-hand seat recency has expired must complete the manoeuvres given in
4.3.2.

4.4. IN-FLIGHT (CRUISE) RELIEF PILOT

The Company provides this training to a First Officer in order to qualify him to relief a Captain or
Co-Pilot above FL200.
4.4.1. Eligibility Criteria for Cruise Relief Pilot
The pilot to be selected for In-flight Relief Pilot shall satisfy the minimum qualification
requirements as given in Operations Manual, Part A : Chapter 4.1.1.1.
i. Must have complete ATPL Theoretical Class and passed ATPL Knowledge Examination
conducted by CAAN
ii. Must have completed Multi Crew Coordination Course
iii. Must be current on type of aircraft
4.4.2. Syllabus and Contents
The IN-FLIGHT RELIEF PILOT training programmes is structured as ground,

simulator and line training.
4.4.2.1. Ground Training
Before commencing simulator training, the trainee shall successfully complete a ground
training covering the following subjects:
– Duties and responsibilities;
– CRM training emphasizing on decision-making, leadership, crew co-

ordination and task- sharing;
– ETOPS procedures, if applicable to the aircraft type;
– MNPS procedures, if applicable to the aircraft type;

– Rapid decompression / Drift Down procedures;
– Abnormal and emergency procedures in cruise flight, with special emphasis

on those requiring a diversion to the nearest suitable airport such as:
 Engine fire;
 engine failure(s) and Fuel Jettison if applicable;
 loss of pressurization;
 operation with limited electrical power;
 fire and smoke procedures;
 subsequent en-route diversion procedures.
– Other operational irregularities procedures such as incapacitation of flight

crew member, handling of passenger medical emergencies, etc;
– Performance: Climb / Cruise (all engines / one engine inoperative /

maneuvering, capability and MAX altitudes).
– Procedures used to summon the Commander to flight deck:
 Exchange of command in case of an emergency / abnormal situation.
 Procedures for mutual briefing, exchange of command and prior to

Commander leaving the flight deck / returning to the flight deck.
– TCAS.
The IN-FLIGHT RELIEF PILOT ground course can be conducted by qualified

Ground Instructor or TRI or TRE, trained and specifically approved for this purpose
by the concerned Post Holder of CTD.
4.4.2.2. Simulator Training
The objective of simulator training is to qualify the trainee to :

a. To perform duties as PF in the LHS, when relieving the Commander; and
b. carry out the duties as PM in the LHS, when the Commander is absent from the
flight deck.
The simulator training shall cover the following requirements:
– engine failure during cruise and Fuel jettison if applicable, including

subsequent drift- down and diversion;
– loss of cabin pressurization during cruise with subsequent emergency

descent and diversion;
– operation on limited electrical power;
– smoke and fire procedures (e.g. avionics smoke, toilet fire, cabin fire, smoke
removal, etc);
– communication and coordination with cabin crew during non-normal

operations, and procedures used to summon the Captain back to the cockpit;
– use of the oxygen masks and smoke goggles;
– any type-specific non-normal situations that necessitate a diversion to the

nearest suitable airport; and
– conduct of approaches and landings, with the IN-FLIGHT RELIEF PILOT

acting as PNF in the left-hand seat.
Each trainee shall be provided with sufficient practice in the required manoeuvres and
procedures in both seats.
4.4.2.3. Simulator Check
The trainee undergoing INFLIGHT RELIEF PILOT TRAINING shall undergo a

simulator check after completion of ground and flight training. Check shall be
conducted in the following areas:

– engine failure during cruise and Fuel jettison if applicable, including subsequent
drift- down and diversion;
– loss of cabin pressurization during cruise with subsequent emergency descent and
diversion;
If a trainee IN-FLIGHT RELIEF PILOT ’s standard is not considered satisfactory at the

conclusion of the normally allocated simulator training time, then the TRI or TRE shall
recommend in a report to the Post Holder of CTD, whether or not additional simulator
training is advisable, and what the contents of any additional training should be. A
maximum of one additional simulator training session may be provided. If this is still
insufficient to achieve the necessary standard, then the training course shall be
considered as failed.
4.4.3. Line Check
Line check 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
simulator training in order to operate a safe and efficient flight.
The IN-FLIGHT RELIEF PILOT Line Check shall be conducted by TRE / TRI, and
shall consist of at least 2 sectors on a route requiring the use of an IN-FLIGHT RELIEF
PILOT. Alternatively, the 2 sectors required for the line check may be conducted on a
route that does not require use of augmented crew, provided that a third pilot would be
rostered for the flight and the flight time above FL200 for each of the two sectors is not
less than 3 hours.
ThetraineeshallbecheckedonhisrequiredfunctionswhenoccupyingboththeRHSandthe
LHS. When the trainee IN-FLIGHT RELIEF PILOT is occupying the LHS during flight
above FL200, the Instructor shall occupy theRHS.
During the Line Check, all relevant items covered during ground and simulator training
must be reviewed, as well as the following specific requirements:

– Climb and cruise performance (all-engines and one engine inoperative),

including maneuvering capabilities and maximum altitudes;
– Procedures for the mutual briefing and exchange of Command prior to the
Commander leaving the flight deck for the purposes of taking rest, and
reoccupying his seat after completion of a rest period;
– Procedures used to summon the Commander back to flight deck; and
– Operations with degraded navigationalcapability.
The Instructor shall assess the knowledge and performance of the trainee in both seats,
and if considered satisfactory at the conclusion of the line check, shall be qualified to act
as In- flight Relief Pilot.
If the Instructor assesses that the knowledge or performance of the trainee IN-FLIGHT
RELIEF PILOT does not meet the required standard, then he may recommend a
maximum of 2 additional sectors for this purpose. If this additional training is still not
sufficient for the trainee to be signed off as a qualified IN-FLIGHT RELIEF PILOT ,
then the entire training course shall be considered as failed.
4.4.4. Recurrent Training
An In-flight Relief Pilot whose duty is to occupy the left-hand seat to carry out the
Captain tasks at cruise, shall demonstrate practice of drills and procedures, concurrent
with the Proficiency Checks, which would otherwise have been the Commander’s
responsibility acting as PM. Where the differences between left and right seats are not
significant (e.g. because of use of autopilot) then practice may be conducted in either
seat, and thus this requirement can be considered as satisfied through the PM role
conducted in the Proficiency Check.
Recent Experience
Refer to Chapter 3.4.16.

4.5. SPECIAL PURPOSE OPERATIONAL TRAINING

4.5.1. RVSM Training
Flight crew operating the Jet Aircrafts are required to operate in airspace or on routes where
RVSM is applicable. Therefore, such flight crew shall undergo the following training.
Initial training shall consist of self-study and a classroom presentation on RVSM Operations,
relevant to the concerned aircraft type. Knowledge should be verified by means of a
questionnaire.
The initial training of RVSM should cover the following areas :
– knowledge and understanding of standard ATC phraseology used in each area of RVSM
operations;
– importance of crew members cross checking to ensure that ATC clearances are promptly
and correctly complied with;
– use and limitations in terms of accuracy of standby altimeters in contingencies;
– problems of visual perception of other aircraft at 1000 feet (300 m)
– characteristics of aircraft altitude capture systems which may lead to overshoots;
– relationship between the aircraft's altimetry, automatic altitude control and transponder
systems in normal and abnormal conditions; and
– any airframe operating restrictions, if required for the specific aircraft group, related to
RVSM airworthiness approval;
– Minimum Equipment List
– Use of ACAS in RVSM airspace;
– Effect of wake turbulence;
– Flight Planning Procedures;
o Pre-flight Procedures;
o Procedures prior to RVSM Airspace Entry;
o In-flight Procedures;

o Contingency procedures after entering RVSM airspace; and

o Post Flight Procedures.
Recurrent training for RVSM operations shall also be incorporated into the overall recurrent
training programme for flight crew, and shall be conducted during ground refresher training at
scheduled intervals specified for 3 year recurrent training cycle given in Chapter6.1.2.2.
For procedures and requirements refer to the relevant aircraft type FCOM.
4.5.2. PBN Training
PBN Training shall be conducted according to the initial type rating training syllabus, as
published in the fleet specific syllabus of type rating.
Training shall consist of a ground training phase (CBT and Briefing before the simulator session),
a simulator part phase and a line training phase.
Initial training on RNAV / RNP shall be provided to all pilots undergoing a type conversion
course, in order to facilitate safe and efficient operation in RNAV / RNP airspace. The awareness
training cover the following issues:
– General concept of PBN;

– Minimum equipment requirements applicable for operations conducted in + airspace;
– Flight Crew Duties and Responsibilities
– Monitoring Navigation Performance, verifying present position and maintaining particular
RNP/RNAV
– Operating procedures, both general and specific to the airplane type concerned, which are
designed to ensure safe and efficient operation, in particular the monitoring of
navigational accuracy; and

– The requirement to advise ATC in the event of any reduction in navigational accuracy
below the applicable limit, and the subsequent contingency procedures that must be
employed.
This initial PBN training shall take the form of any one of the following :
– CBT course, which includes a questionnaire module, or

– Briefing by a Instructor.
Recurrent training for RNAV / RNP operations shall also be incorporated into the overall
recurrent training programme for flight crew, and shall be conducted during ground refresher
training at scheduled intervals specified for 3 year recurrent training cycle given in
Chapter6.1.2.2.
4.5.3. RNP-AR Approach Training:
RNP-AR Approach Training shall be provided to pilots expected to perform RNP-AR Approach.
The training shall be provided for individual approaches through Ground Training, a Simulator
Training and Line Check.
4.5.3.1. Ground Training:
Ground Training shall be conducted by qualified Instructor. The Ground Training shall include at
least:
1. Flight Crew Duties, Responsibilities and CRM including TEM.

2. Concepts of RNAV, P-RNAV and RNP-AR
3. RAIM Availability Check using RAIM Charts and Predictive GPS
4. Effects of Low Temperature
5. FMA Modes, Database Validation, Procedure Turns and Sequencing of Flight Plan for
RNP-AR Approach

6. Contingencies and their procedures for failures such as Navigation Failures, GPS Failures,
Position Disagrees, Engine Failures and other relevant failures and their Extraction
Procedures.
7. Use of MEL for such approaches.
4.5.3.2. Simulator Training:
Simulator Training shall be divided into phases covering normal operation with no aeroplane or
equipment failures and detailed scenarios of aeroplane and equipment failure, which may be
encountered, which could affect RNP AR operation.
The aim of this course is to:
 Illustrate by practical demonstration that crew have achieved the required level of
knowledge and skill as required by CAAN.
 Demonstrates by practical application that the crew has achieved the required knowledge
to operate into aerodrome for which RNP-AR training is being conducted by the use of
RNP AR instrument approach.
A minimum of 5 RNP AR approaches must be performed by each Captain in the

simulator.
 Improve the standards of instruction and training by feedback of those exercises and
procedures that require repetition.
 To ensure safety standards are maintained and where possible improved, by application of
sound airmanship, flight discipline and practical use of theoretical knowledge.
4.5.3.3. Line Check:

The objective of Line Check is to evaluate the flight crew members to carry into practice the
procedure and techniques they have been made familiar with during the ground and simulator
training in order to operate to a safe and efficient standard.
The Line Check shall be carried out by TRI/TRE. One satisfactory approach and Landing is
required to be qualified to perform RNP-AR approach for the particular airport that has been
trained for.
4.5.3.4. Training Forms:
Refer ANNEX R
4.5.4. Icing / Contamination Training
Icing/Contamination Training shall be provided to relevant crew through CBT during conversion
courses, and annually as part of the ground refresher training programme, as required to ensure
the safe dispatch and flight of airplanes in known or suspected icing conditions. This training
shall cover the procedures applicable both on the ground (de-icing/anti-icing) prior to flight, and
in-flight.
Flight crew training shall include the following:
– effects of frost, ice, snow and slush on aircraft performance;

– basic characteristics of aircraft de- /anti-icing fluids;
– general techniques for removing deposits of frost, ice, snow from aircraft surfaces and for
anti-icing;
– de-/anti-icing procedures in general and specific measures to be performed on different
aircraft types;
– fluid application and limitations of holdover time tables;

– instruction on how to recognize, from weather reports or forecasts which are available
before flight commences or during flight, the risk of encountering icing conditions along
the planned route and how to modify, as necessary, the departure and in-flight routes or
profiles;
– instruction in the operational and performance limitations or margins;
– use of in-flight ice detection, anti-icing and de-icing systems in both normal and abnormal
operation; and
– instruction in the differing intensities and forms of ice accretion and the consequent action
that should be taken.
The training shall be conducted by use of one of the following means:
– CBT courseware, supplemented by a questionnaire, or

– Instructor briefing, supplemented by an oral questionnaire, or
– Any combination of the above.
Recurrent training for Icing/Contamination shall also be incorporated into the overall recurrent
training programme for flight crew, and shall be conducted during ground refresher training at
scheduled intervals specified for 3 year recurrent training cycle given in Chapter6.1.2.2.
4.5.5. TCAS Training

4.5.5.1. General
Flight crew member shall undergo TCAS Training during conversion course and at
regular intervals during the recurrent training programme, in order to ensure that
flight crew members are knowledgeable and proficient with all aspects of the
proper operation of TCAS equipment fitted in the Company aircraft, and with the
procedures to be applied in the event of a TA and/ or RA being generated by the
system.
4.5.5.2. Conversion Training

During a conversion course, TCAS training shall be conducted as per syllabus

during simulator training, and shall consist of the following:
4.5.5.3. Ground Training:
The following items must be covered during ground training :
– System Operation (to ensure an understanding of the surveillance and collision

avoidance functions of the system);
– Advisory Thresholds (knowledge of the criteria used for the issue of TAs and
RAs);
– Limitations (to ensure knowledge of the limitations of TCAS/ACAS
equipment);
– Inhibits (to ensure understands the conditions under which certain functions of
the TCAS/ACAS system are inhibited); and
– Operating Procedures (covering use of controls, display symbology and
interpretation, use of the TA ONLY mode, crew co-ordination/SOPs for TAs
and RAs, and reporting requirements).
This initial TCAS training shall take the form of any one of the following :
– CBT Course which includes a questionnaire module or

– briefing by Ground Instructor.
4.5.5.4. Simulator Training :
Training to ensure a pilot’s ability to interpret and use the TCAS displays/aural
alerts to properly respond to TAs and RAs shall be provided in the simulator.
Correct crew co-ordination and application of Company SOP’s will also be trained
and assessed. The training will cover a range of TA/RA situations, including:

– Response toTAs;
– Corrective RAs;
– Initial Preventive RAs;
– Maintain Rate RAs;
– Altitude Crossing RAs;
– Increase Rate RAs;
– RA Reversals;
– Weakening RAs;
– Multi-Aircraft RAs;
Demonstration of the consequences of not responding to RAs, or slow or late

responses, and of maneuvering in contravention to RA commands.
4.5.5.5. TCAS Recurrent Training
TCAS recurrent training shall be conducted to ensure that pilots maintain the
appropriate knowledge and skills, and to cover any significant issues or operational
concerns that have been identified by the Company or the industry. Recurrent
training shall also address any changes to fitted equipment, system logic,
parameters or procedures, and any unique TCAS/ ACAS characteristics of which
pilots should be aware.
TCAS recurrent training will be conducted during the simulator recurrent training
programme, via both briefings and manoeuvres training in the simulator. All
scenarios will be covered during the 3-year recurrent training cycle.
4.5.6. Wind-shear / Thunderstorms
Wind-shear/Thunderstorms avoidance and recovery training shall be conducted during

conversion training, and also at regular intervals during recurrent training (refer to
Chapter 6.1.14).

The training shall consist of both ground training (e.g. CBT) and simulator training.
4.5.7. CFIT/ALAR/GPWS Training
CFIT/GPWS training shall be conducted during conversion training and also once every
three years during recurrent training (refer to Chapter 6.1.15).
CFIT/GPWS training shall include the following:
– Knowledge of recovery procedures

– Response to GPWS alerts and warnings
– CFIT avoidance techniques
– CFIT recovery techniques
– Case studies based on inputs from the Corporate Safety
The training shall consist of both ground training (CBT), and simulator training.
Ground training can be in the form of CBT, Video or Ground Instructor briefing and shall
consist of the following modules:
– Definitions of ALAR and CFIT

– Missed Approaches or Go-arounds
– ALAR Categories and Risk factors
– Situational Awareness
– Standard Operating Procedures
– Briefings and Callouts
– Regulatory Guidance
– Altimetry
– Human Factors
– Air Traffic Control
– Flight Crew Complacency

– Automation
– Recommended Solutions
– Training
– A Primary "Golden Rule"
– Crew Resource Techniques as required
4.5.8. EFB Training
The overall purpose of EFB training is to get pilots familiar with the day-to-day usage
of the EFB equipment on board.
Following topics should be covered during training :
– Different modules and chapters.
– How to use EFB throughout the different phases of flight.
– Failure modes.
– Company procedures.
The training shall be conducted by means of classroom instruction and/or instruction in

the FTD/FFS.
4.5.9. Polar Operations
Reserved
4.5.10. Extended Diversion Time Operations (EDTO)
Reserved
4.5.11. MULTI-CREW CO-OPERATION TRAINING

4.5.11.1. MCC Requirements

An applicant for the issue of a First type rating for a multi-pilot airplane shall hold
a certificate of satisfactory completion of Multi-crew Co-operation (MCC)
training, conducted in accordance with the requirements specified in 5.7.3. If the
MCC training requirements are integrated with the applicable type-rating course,
this certification requirement is not applicable.
4.5.11.2. MCC Training
The aim of the MCC training is to ensure that trainees become proficient in those
basic non- technical skills necessary to operate a multi-pilot airplane safely and
efficiently under IFR. These skills shall include mutual decision-making,
communication, task sharing and prioritization, use of checklist, mutual
supervision and teamwork throughout all phases of flight, under normal, abnormal
and emergency conditions.
The MCC training requirements for pilots undertaking their first type rating on any
aircraft type with multi-crew operatione are fulfilled through the following means:
– Integration of the necessary MCC training requirements given in 5.7.3, into the
First Type Rating Conversion course; or
– Provision of a separate and dedicated MCC course conducted by an approved
MCC Instructor/ TRI.
4.5.11.3. MCC Training for First Jet Type Rating Conversion Course
Multi-crew Co-operation training will normally be included as a separate module

during the First Jet Type Rating Conversion Course undertaken by pilots. The
MCC course will also cover jet conversion training requirements. Trainees must
complete the Initial CRM Course prior to commencing the MCC course.
The MCC course shall be conducted by a MCCI, TRI or TRE selected and trained
for this specific purpose, and will include the following training requirements:

4.5.11.3.1. Ground Training:
The contents of the basic MCC course should cover theoretical knowledge
training, practice and feedback in:
 Interfaces
o Examples of software, hardware, environment and live ware
mismatches in practice
 “Leadership/followership” and authority
o Managerial and supervisory skills
o Assertiveness
o Barrier
o Cultural influence
o PF and PM roles
o Professionalism
o Team responsibility
 Personality, attitude and motivation
o Listening
o Conflict resolution
o Mediating

o Critique (pre-flight analyses and planning, ongoing-review,

postflight)
o Team building
 Effective and clear communication during flight
o Listening
o Feedback
o Standard phraseologies
o Assertiveness
o Participation
 Crew co-ordination procedures
o Flight techniques and cockpit procedures
o Standard phraseology
o Discipline
Satisfactory completion of the course is required before commencing the Ground

Training Phase of the Type Rating Conversion Course.
The use of checklists is of special importance for an orderly and safe conduct of
the flights. Different philosophies have been developed for the use of checklists.
Whichever philosophy is used depends on the complexity of the aircraft
concerned, the situation presented, the flight crew composition and their operating

experience and the operator’s procedures as laid down in the Flight Operations
Manual.
Mutual supervision, information and support. Any action in handling the aircraft
should be performed by mutual supervision. The pilot responsible for the specific
action or task (PF or PM) should be advised when substantial deviations (flight
path, aircraft configuration etc.) are observed. Call-out procedures are essential,
especially during take-off and approach, to indicate progress of the flight, systems
status etc. Operation of aircraft systems, setting of radios and navigation
equipment etc. should not be performed without demand by the PF or without
information to the PF and his confirmation.
Practice and feedback of MCC with regard to the L-L (Liveware Liveware)
interface should also make provision for students for self and peer critique in order
to improve communication, decision making and leadership skills. This phase is
best accomplished through the use of flight simulators and video equipment. Video
feedback is particularly effective because it allows participants to view themselves
from a third-person perspective; this promotes acceptance of one’s weak areas
which encourages attitude and behavioral changes.
4.5.11.3.2. Simulator Training:
The Simulator Training for MCC applies to A320 and A330 fleet only.
The Simulator training shall comprise at least 20 hours, which may be conducted
by using FBS or FFS simulator devices. Wherever possible, the MCC training
should be combined with the initial type rating training for a multi-pilot airplane,
in which case the practical MCC training may be reduced to not less than 10 hours
if the same flight simulator is used for both the MCC and type rating training.

The exercises should be accomplished as far as possible in a simulated commercial

air transport environment. The instruction should cover the following areas:
 Pre-flight preparation including documentation, and computation of take

off performance data;
 Pre-flight checks including radio and navigation equipment checks and
setting;
 Before take-off checks including powerplant checks, and take-off briefing

by PF;
 Normal take-offs with different flap settings, tasks of PF and PM, callouts;
 Rejected take-offs; crosswind take-offs; take-offs at maximum take-off

mass; engine failure after V1;
 Normal and abnormal operation of aircraft systems, use of checklists;
 Selected emergency procedures to include engine failure and fire, smoke

control and removal, wind shear during take-off and landing, emergency
descent, incapacitation of a flight crew member;
 Early recognition of and reaction on approaching stall in differing aircraft

configurations;
 Instrument flight procedures including holding procedures; precision

approaches using raw navigation data, flight director and automatic pilot,
one engine simulated inoperative approaches, non-precision and circling
approaches, approach briefing by PF, setting of navigation equipment, call-
out procedures during approaches; computation of approach and landing
data

 Go-around: normal and with one engine simulated inoperative, transition

from instrument to visual flight on reaching decision height or minimum
descent height/altitude.
 Landings, normal, crosswind and with one engine simulated inoperative,

transition from instrument to visual flight on reaching decision height or
minimum descent height/altitude.
MCC training will normally be conducted with two trainees paired together. Each
trainee will complete the required syllabus acting as PF in the RHS, whilst the
other trainee occupies the LHS and acts as PM.
4.5.12. Route and Aerodrome Competence Qualifications

4.5.12.1. General
Refer Operations Manual Part A: Chapter 5.2.11
4.5.12.2. Route Competence Training
4.5.12.3. Aerodrome Competence
4.5.12.4. Validity, Revalidation and Renewal
The period of validity, revalidation and renewal requirement is given Chapter

3.4.11.
4.5.13. LINE ORIENTED FLIGHT TRAINING

4.5.13.1. General

Line Oriented Flight Training (LOFT) is training conducted in a flight simulator

that requires crew members to make judgments and decisions, using all available
resources, to ensure a successful outcome to situations which might be
encountered during normal line flying operations.
The overall objective of LOFT is to enhance the safety of flight operations by

improving total crew performance. LOFT is an effective training method, as it
provides flight crew members with the opportunity to practice line operations
(including specific manoeuvres, systems operation and SOP’s) in a realistic
situations in a full-crew environment. It is intended that crew members learn to
handle a variety of real-time scenarios, including routine, non-normal and
emergency situations. LOFT is particularly important for effective learning and
practice of CRM (non-technical) skills, including crew coordination, judgment,
decision making and communication skills.
4.5.13.2. Required Elements of LOFT
LOFT is defined by the following basic concepts:
– It takes place in a simulated line operational environment;

– It uses a complete crew with total participation;
– It contains real-world incidents, unfolding in real time;
– It is “no-jeopardy” training;
– It contains scenarios and segments that run uninterrupted;
– It contains scenarios tailored to the Company’s requirement;
– It incorporates CRM skills; and
– It provides critique of individual and crew performance.
The illustration of the above is as follows:
4.5.13.2.1. Crew Composition:

LOFT sessions shall be conducted with a normal crew complement as far as

possible, to establish a realistic cockpit environment. Each crew member must
perform as both an individual and as a member of a team, as would be required
during normal line operations. For LOFT sessions conducted during conversion,
command, CCQ and re-qualification training, this requirement shall be satisfied by
the use of filler (stand-in) crew members, where necessary.
4.5.13.2.2. Realistic Scenarios:
LOFT sessions should be structured around real-world line operational situations,

which are allowed to progress in real-time. Where possible, scenarios should
comprise a complete en-route operation over flight segments representative of
actual routes. If it is necessary to consider long-range routes, then “interruptions”
or time compression may be used. However, sufficient time must be allowed for
crew members to orientate themselves after any break in the scenario, in order to
avoid confusion.
4.5.13.2.3. No Instructor Intervention:
LOFT scenarios should normally run in real time, with no interruptions or

intervention by the instructor. The accumulative effects of crew decisions and
actions are to be allowed to influence the remainder of the flight. The overriding
concept is that, during a LOFT session, training will be more effective if pilots are
allowed to learn from experience, rather than being corrected by an instructor. In
rare cases, and only during conversion courses, an instructor may choose to
intervene, if in his judgment this is deemed necessary to derive greater training
benefit.
This concept allows crew members to use their full resources and creativity
without instructor interference.
4.5.13.2.4. Feedback:

LOFT sessions must include comprehensive feedback and critique to the

participating pilots on their performance during the scenario. This shall take place
during the debriefing. The critique should consider the application of crew
member’ judgment and their use of all available resources, to assist with problem-
solving and decision making process. The debrief should cover their interaction
with ATC and Company ground staff, their situational awareness, their use of
automation resources, and their co-operation and interaction as a team.
4.5.13.2.5. Duration:
LOFT sessions should be of sufficient length to cover all the elements of a normal
flight, including pre-flight preparation and planning, cockpit set-up, briefings,
take-off data calculation, and interaction with ground staff. Sufficient time should
also be allowed for problem solving prior to and during flight, as well as any other
critical crew actions required by the training scenario.
4.5.13.2.6. CRM:
LOFT scenarios shall emphasize the practice and application of good CRM
principles. The value of CRM concepts should be reinforced by allowing the
opportunity to act in accordance with those principles. CRM principles shall,
therefore, be integrated into all LOFT scenarios.
4.5.13.2.7. Use of Audio-visual Equipment :
Audio-visual feedback can be a very effective tool during the debriefing phase of
LOFT sessions if available, as it allows crew members to view themselves from a
third-person perspective. The use of video enables them to better understand their
performance, to identify and accept their weak areas, to build upon their strong
areas, and therefore encourage positive changes in attitudes and behavior.
However, it is vitally important that video feedback is not used by an instructor to
degrade or belittle the performance of any crew members.

4.5.13.3. Phases of LOFT
LOFT scenarios should contain the following phases:
4.5.13.3.1. Briefing:
Prior to the simulator (flight) phase, the instructor shall brief crew members on the
LOFT scenario, including the training objectives of the session, the role of the
instructor (i.e., he/she is considered “not present”, except to act as ATC, cabin
crew or other ground personnel), and any essential background information on the
exercise to be carried out. The role of the flight crew should also be discussed
during the briefing (i.e., perform duties exactly as per normal line operations).
4.5.13.3.2. Pre-Flight Planning and Preparation:
Pre-flight planning documentation (e.g. weather folder, flight plans) should be

prepared with the particular training objectives of the session in mind, e.g.
approach to unfavorable weather conditions, correction of improper fuel loads etc.
Normal pre-flight activities should also be accomplished, including cockpit
preparation, take-off data calculation etc.
4.5.13.3.3. Simulator (Flight) Segment:
The flight scenario should be conducted exactly as per normal line operations,
including communication with ATC and other ground agencies. During this phase,
the instructor shall limit his activities acting as ATC, ground personnel and cabin
crew, whilst also closely observing the actions and behavior of the participating
crew members, to ensure that maximum training benefit may be derived from the
proper and effective conduct of the subsequent debriefing.
4.5.13.3.4. Debriefing:

The debriefing shall provide feedback (i.e., positive and negative) to crew
members on their performance during the session. The instructor should not only
identify areas requiring improvement, but also highlight areas of good or
acceptable performance. The instructor should critique crew members both
individually, and on the basis of their performance as members of a team. It is
essential that the debriefing provide the opportunity for crew members to analyze
and discuss their own performance, with the instructor utilizing facilitation
techniques. Key points may be reviewed with the use of video recordings, if
available.
4.5.13.4. Application of LOFT
LOFT sessions shall be incorporated into the following training programmes:
4.5.13.4.1. Conversion Course:
LOFT sessions shall be included during the Line Orientation phase of simulator
training for all Conversion courses in order to provide practical CRM experience
for trainees as given in Chapter 3.8.1.2.1, 3.8.1.2.2 and 3.8.1.2.4, and to satisfy the
Conversion CRM training requirements given in 5.1.4.
4.5.13.4.2. CCQ Conversion Course:
LOFT session shall be included during the latter stages of simulator training as
given in Chapter 3.8.1.2.3.
4.5.13.4.3. Command Upgrade Course :
LOFT sessions shall be included during the latter stages of simulator training as
given in Chapter 3.8.1.4.
4.5.13.4.4. Renewal Course :
LOFT session shall be included in any renewal training course conducted after a
flight interruption of more than 12 months. This session shall be additional to the

number of sessions specified in Chapter 3.8.1.3 or Chapter 4.2 whichever is

applicable.
4.5.13.4.5. Recurrent Training:
Dedicated LOFT sessions shall be included in the recurrent training programme

once every 12 months in accordance with Chapter 6.1.2.4.
4.5.13.5. LOFT Completion Standard
LOFT sessions shall be “non-jeopardy” i.e., not subject to a pass or fail grade.
Nevertheless, if the instructor conducting a LOFT session considers, after
completion of the debriefing, that the performance of a crew member is less than
satisfactory, and that additional training is essential, then he shall make such a
recommendation to the Post Holder of CTD through the Confidential Training
Report.
Upon receipt of such a report, the Post Holder of CTD shall ensure that the
affected crew member is removed from flying duties until such time as appropriate
additional training has been satisfactorily completed. The additional training may
take any appropriate form, including classroom CRM training and further LOFT
sessions based upon the CTD’s assessment of all the circumstances applicable to
the particular case. In all such cases, the affected pilot must be interviewed by the
Post Holder of CTD, and advised in writing of the reasons for, and the contents of,
the additional training he is required to undergo.
Additional training that is assigned as a result of performance in a LOFT session

should not be considered during any evaluation of the long-term training and check
record of a pilot, which may be necessary in accordance with Chapter 3.7.9 of this
manual.
4.5.14. TRANSIT CHECK AUTHORISATION

Reserved
4.5.15. Upset Prevention and Recovery Training
Aircraft upset recovery training shall be conducted during initial/conversion training

and once in 36 months during recurrent training.
Aircraft upset recovery training shall include at least the following:
• factors leading to an upset situation;
• upset situation identification;
• recovery techniques; and
• emphasis on aerodynamic factors present during the upset and recovery.
The training shall consist of both ground training (CBT), and simulator training.
Ground training can be in the form of CBT, Video or Ground Instructor briefing.


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Operations Manual - Part D

CHAPTER 4 – SUPPLEMENTARY TRAINING

4.1. CREW RESOURCES MANAGEMENT TRAINING -FLIGHT CREW 5

4.2. LOW VISIBILITY OPERATIONS (Applicable to A320/A330) 10

4.3. QUALIFICATION TO OPERATE IN EITHER PILOT’S SEAT 18

4.4. IN-FLIGHT (CRUISE) RELIEF PILOT 20

4.4.1. Eligibility Criteria for Cruise Relief Pilot 20

4.5. SPECIAL PURPOSE OPERATIONAL TRAINING 25

4.5.1. RVSM Training25

Version /Status: 1.0/ Draft Chapter: 7

Page Intentionally Left Blank

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4.1. CREW RESOURCES MANAGEMENT TRAINING -FLIGHT

The objectives of CRM training are to:

Version /Status: 1.0/ Draft Chapter: 7

 Command CRM training

 Recurrent CRM training

 Instructor CRM Training

4.1.2. Elements of CRM Training

Overview training would mean instruction/self-study or distance learning.

In Depth training would be interactive in style, with at least one facilitator.

Type of CRM Training

Human error and reliability, error

Company safety culture, SOP‘s,

Version /Status: 1.0/ Draft Chapter: 7

4.1.3. Initial CRM Training

4.1.4. Conversion Course CRM Training

This training should be conducted during simulator training sessions.

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4.1.5. Operator’s CRM Training

4.1.6. Command CRM Training

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4.1.7. Recurrent CRM Training

 Threat and Error Management

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 Human perception, learning process;

4.1.8. Instructor CRM Training

4.2. LOW VISIBILITY OPERATIONS (Applicable to A320/A330)

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4.2.2. Minimum Qualification / Experience Level

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4.2.3. LVO Initial Training Program

a) the characteristics and limitations of the ILS;

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4.2.3.2. Simulator Training

Simulator Training for LVO shall include the following:

a) checks of satisfactory functioning of equipment, both on the ground and in-flight;

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 Failure Training Phase:

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– approaches with engine failure at various stages on the approach;

4.2.4. Conversion Training

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4.2.5. Low Visibility Take-off with RVR less than 150m

– normal take-off in minimum authorised conditions;

4.2.6. Line Flying Under Supervision

4.2.7. LVO Recurrent Training

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4.2.8. LVO TRAINING FORMS

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4.3. QUALIFICATION TO OPERATE IN EITHER PILOT’S SEAT

– Augmented crew operations (refer to OMA 5.5);

4.3.2. Syllabus and Contents