Operations Manual Part D: Customer Obsessed Value Driven Responsible Leadership Playing To Win

Operations Manual
part D
VERSION 11.0
(16 OCTOBER 2014)
Customer obsessed
Value driven
Responsible leadership
Playing to win
Intentionally left blank
OPERATIONS MANUAL PART D - TRAINING Chapter 0
Administration Page 0-2
List of effective pages 16 Oct 2014
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0.3 List of effective pages

Chapter 0
Date Date Date Date Date

1 16 Oct 2014 2 16 Oct 2014 3 16 Oct 2014 4 16 Oct 2014 5 16 Oct 2014
Chapter 1

6 16 Oct 2014 7 16 Oct 2014 8 16 Oct 2014
Chapter 2

115 16 Oct 2014 116 16 Oct 2014 117 16 Oct 2014 118 16 Oct 2014
Chapter 3

31 16 Oct 2014 32 16 Oct 2014
TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

List of effective pages 16 Oct 2014
Version 11.0
Chapter 4

61 16 Oct 2014 62 16 Oct 2014 63 16 Oct 2014 64 16 Oct 2014
Annex 1: Subcontractors

1 16 Oct 2014 2 16 Oct 2014 3 16 Oct 2014 4 16 Oct 2014
Annex 2: Training staff

1 16 Oct 2014 2 16 Oct 2014 3 16 Oct 2014 4 16 Oct 2014
Annex 3: STD User approval

46 16 Oct 2014
Annex 4: Compad ATQP guidelines

16 16 Oct 2014

Revision highlights 16 Oct 2014
Version 11.0
0.4 Revision highlights
0.4.1 General highlights

 New version number and date.
 TR 2014-76 (Prerequisites for initial TRI qualification) incorporated.
 TR 2014-56 (MFF E-Jet/B767 and E-Jet/B787) incorporated.
 TR 2014-50 (Introduction of CPDLC Training) incorporated.
 TR 2014-07 (B787-8 Difference list STD versus aircraft) incorporated.
 TR 2013-93 (Cabin crew safety instructor on more than one type)
incorporated.
 Initial CRM course now needs to be completed before commencing
unsupervised line flying.
 List of subcontractors updated.
 List of training staff updated.
 List of STD user approvals updated.
 “GI” (Ground Instructor) has been replaced by “TKI” (Theoretical Knowledge
Instructor).
 “Training Manager” has been replaced by “Head of Training”.
 “TRTO” has been replaced by “ATO”.
0.4.2 Highlights in detail

 Chapter 2.1.1.2:
o CPDLC CBT added to content of OCC.
o Indicated that initial CRM course needs to be completed before
commencing unsupervised line flying.
 Chapter 2.1.1.4 and 2.1.1.6: Text amended to indicate that ETOPS LIFUS
sectors are only required for FCM who were not previously ETOPS qualified.
 Chapter 2.1.5.1: Text amended to indicate that initial CRM course must be
completed before commencing unsupervised line flying.
 Chapter 2.1.7.2: Removed statement about 200 m take-off minimum for
CAT D airplanes.
 Chapter 2.1.7.7: Text amended to reflect changed T/O minima for CAT D
airplanes.
 Chapter 2.1.11: B767-E190 and B787-E190 added to list of allowed aircraft
combinations as well as the recency and recurrent training overview.
 Chapter 2.1.12:
o Minimum duration of initial training and checking session in simulator
has been deleted.
o Required exercises for either seat qualification (training and checking)
have been amended in accordance with ORO.FC.235.
o Deleted statement that initial checking may not be combined with an
OPC.

Revision highlights 16 Oct 2014
Version 11.0
o Deleted recency requirements.

 Chapter 2.1.13:
o Required exercises for either seat qualification (training and checking)
have been amended in accordance with ORO.FC.235.
o Deleted recency requirements.
 Chapter 2.1.14.5: Text amended to indicate that LIFUS sectors and line check
are only required for FCM who were not previously ETOPS qualified.
 Chapter 2.1.18.4: Prerequisites for initial TRI qualification have been updated:
“7500 h total time” requirement has been deleted.
 Chapter 2.2.7:
o Deleted all text regarding CCQC (Cabin Crew Qualification Card).
o Renamed chapter to “Cabin Crew Attestation (CCA)”, content is new.
 Chapter 2.2.8: Added paragraph about CSI teaching on more than one type.
 Form FCTR-02:
o CPDLC CBT has been added.
o Modified footnote (2) to indicate that the initial CRM course needs to be
completed before commencing unsupervised line flying.
 Form FCTR-03: CPDLC has been added as briefing topic.
 Form FCTR-05: Added 75m to LVTO qualifications.
 Form FCTR-16: Deleted footnote saying that initial checking may not be
combined with an OPC.
 Annex 1: List of subcontractors updated:
o Locations and Courses have been updated.
o Air Campus (Lyon) and Sabenavita (Vilnius) have been removed.
o Boeing UK Training & Flight Services added.
o FSI (Le Bourget & Exeter) added.
o OAA added.
o Jetairfly CCITO renamed to Jetairfly CCITP.
 Annex 2: List of training staff updated.
 Annex 3: List of STD user approvals updated:
o Outdated certificates have been updated.
o The Danish Transport Authority – Trafikstyrelsen has become the
Competent Authority for the issuance of all CAE STD qualification
certificates. The applicable certificates have been updated accordingly.
o B737-800 STD DK-146 (CAE Amsterdam) has been added.
o Sabenavita (Vilnius) and Air Campus (Lyon) have been removed.
o OAA (Stockholm-Arlanda airport) has been removed.
o B787 STD UK/FB-621 (Boeing UK Training) has been added.
o B787 STD UK/FB-934 (Boeing UK Training) has been removed.
 Chapter 7.2.1: OO-JAF has been replaced by OO-JAD.
 Chapter 7.2.2: OO-TUC has been replaced by OO-JAP.
 Chapter 7.2.4: new chapter regarding B787 STD versus aircraft differences.

Table of contents 16 Oct 2014
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0.5 Table of contents

0 Administration ................................................................................................... 0-1
0.1 Approval .................................................................................................... 0-1
0.2 Record of revisions.................................................................................... 0-1
0.3 List of effective pages ................................................................................ 0-2
0.4 Revision highlights .................................................................................... 0-4
0.4.1 General highlights ................................................................................ 0-4
0.4.2 Highlights in detail ................................................................................ 0-4
0.5 Table of contents ....................................................................................... 0-6
1 Training syllabi & checking programs (general) ................................................ 1-1
1.1 Introduction ............................................................................................... 1-1
1.2 Distribution list ........................................................................................... 1-3
1.2.1 Paper copies ........................................................................................ 1-3
1.2.2 Electronic copies .................................................................................. 1-4
1.3 Use ............................................................................................................ 1-5
1.4 Structure of OM part D .............................................................................. 1-7
2 Training syllabi and checking ........................................................................... 2-1
2.1 Flight crew ................................................................................................. 2-1
2.1.1 Operator conversion course (OCC) ..................................................... 2-1
2.1.2 Recurrent training and checking ........................................................ 2-21
2.1.3 LIFUS ................................................................................................. 2-31
2.1.4 Command training.............................................................................. 2-33
2.1.5 Crew resource management program ............................................... 2-36
2.1.6 Cruise relief pilot ................................................................................ 2-38
2.1.7 LVO .................................................................................................... 2-40
2.1.8 RNAV ................................................................................................. 2-47
2.1.9 RVSM ................................................................................................ 2-48
2.1.10 MNPS ............................................................................................. 2-50
2.1.11 Mixed fleet flying ............................................................................. 2-51
2.1.12 Either seat qualified captains (except LTC & TRI) .......................... 2-53
2.1.13 Either seat qualified captains (LTC &TRI) ....................................... 2-55
2.1.14 ETOPS training ............................................................................... 2-56
2.1.15 Procedures in case of long absence ............................................... 2-58
2.1.16 Procedures synthetic training devices (STD‟s) ............................... 2-59
2.1.17 Route and airport competence training ........................................... 2-60
2.1.18 Flight crew training staff .................................................................. 2-62
2.1.19 Functional check pilot (FCP) ........................................................... 2-71
2.1.20 FACT Training ................................................................................ 2-72
2.1.21 EFB (electronic flight bag) Training................................................. 2-73
2.1.22 PICUS flights .................................................................................. 2-74
2.1.23 Difference training B737CL and B737NG ....................................... 2-75
2.2 Cabin crew .............................................................................................. 2-77
2.2.1 Initial training ...................................................................................... 2-77
2.2.2 Conversion training ............................................................................ 2-82
2.2.3 Difference course ............................................................................... 2-90

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2.2.4 Recurrent training and checking ........................................................ 2-92

2.2.5 Refresher course ............................................................................... 2-96
2.2.6 SCCM ................................................................................................ 2-97
2.2.7 Cabin Crew Attestation (CCA) ......................................................... 2-100
2.2.8 Cabin crew training staff .................................................................. 2-102
2.2.9 FACT Training.................................................................................. 2-106
2.2.10 Cabin crew training overview ........................................................ 2-107
2.3 Training syllabi – Operations personnel concerned including crew members
2-108
2.3.1 Dangerous goods instructor ............................................................. 2-108
2.3.2 Security instructor ............................................................................ 2-111
2.4 Training syllabi – Operations personnel concerned other than crew
members .......................................................................................................... 2-112
2.4.1 General ............................................................................................ 2-112
2.4.2 Dispatchers ...................................................................................... 2-113
2.4.3 Loadmasters .................................................................................... 2-115
2.4.4 OCC duty managers ........................................................................ 2-116
2.4.5 EFB administrator ............................................................................ 2-118
3 Procedures ....................................................................................................... 3-1
3.1 General procedures for FCM training and checking .................................. 3-1
3.1.1 Assessment ......................................................................................... 3-1
3.1.2 Instructions for assessment ................................................................. 3-2
3.1.3 Exercise and skill level ......................................................................... 3-3
3.1.4 Overall Assessment ............................................................................. 3-5
3.1.5 Remark form ........................................................................................ 3-6
3.2 OPC .......................................................................................................... 3-7
3.2.1 General ................................................................................................ 3-7
3.2.2 BCAA registration of License Proficiency Checks and skill tests ......... 3-8
3.2.3 Test tolerances .................................................................................. 3-10
3.2.4 Satisfactory performance ................................................................... 3-11
3.2.5 Unsatisfactory performance ............................................................... 3-12
3.2.6 Remark form ...................................................................................... 3-13
3.3 Procedures for updating the recurrent CRM training ............................... 3-15
3.4 Cabin crew checking ............................................................................... 3-17
3.5 Procedures in case of not achieving the required standards ................... 3-21
3.5.1 FCM ................................................................................................... 3-21
3.5.2 CCM ................................................................................................... 3-23
3.6 Procedures to ensure that abnormal or emergency situations are not
simulated during commercial air transport flights ............................................... 3-25
3.7 Pilot mentoring program .......................................................................... 3-27
3.7.1 Introduction ........................................................................................ 3-27
3.7.2 Pilot mentoring program entry ............................................................ 3-28
3.7.3 Pilot mentoring program procedure .................................................... 3-29
3.8 Policy on the use of electronic devices during training ............................ 3-31
4 Forms ............................................................................................................... 4-1
4.1 Storage ...................................................................................................... 4-3
4.2 FCM: Description and Retention ............................................................... 4-5

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4.3 FCM: Depiction of forms ............................................................................ 4-7

4.3.1 Form TR-01 General Attendance List .................................................. 4-7
4.3.2 Form FCTR-02 Operator conversion course ........................................ 4-9
4.3.3 Form FCTR-03 Line training syllabus ................................................ 4-11
4.3.4 Form FCTR-04 Line training report .................................................... 4-13
4.3.5 Form FCTR-05 Low visibility takeoff & landing .................................. 4-15
4.3.6 Form FCTR-06 ETOPS / MNPS / RVSM / PRNAV training and checking
4-17
4.3.7 Form FCTR-07 Line check report ...................................................... 4-19
4.3.8 Form FCTR-08 Simulator training ...................................................... 4-21
4.3.9 Form FCTR-09 Pre-flight inspection .................................................. 4-23
4.3.10 Form FCTR-10 Operator proficiency check .................................... 4-25
4.3.11 Form FCTR-11 LTC and TRI Training ............................................ 4-27
4.3.12 Form FCTR-12 Difference training.................................................. 4-29
4.3.13 Form FCTR-13................................................................................ 4-30
4.3.14 Form FCTR-14 Command Training ................................................ 4-31
4.3.15 Form FCTR-15 Long Absence Training .......................................... 4-33
4.3.16 Form FCTR-16 Initial relief pilot – Either seat pilot qualification ..... 4-35
4.3.17 Form FCTR-17 Category C airport qualification ............................. 4-37
4.3.18 Form FCTR-18 Remark form .......................................................... 4-39
4.3.19 Form FCTR-19: Pilot mentoring form.............................................. 4-41
4.3.20 Form FCTR-20: FCP initial / recurrent training ............................... 4-43
4.4 Forms CCM: Description and retention ................................................... 4-45
4.5 CCM: Depiction of forms ......................................................................... 4-47
4.5.1 Form TR-01 General Attendance List ................................................ 4-47
4.5.2 Form CCTR-02 Initial or Conversion training ..................................... 4-49
4.5.3 Form CCTR-03 Evaluation report CCM/SCCM .................................. 4-51
4.5.4 Form CCTR-04 Familiarization flight form .......................................... 4-55
4.5.5 Form CCTR-05 Remark form ............................................................. 4-57
4.6 Forms Other Pers.: Description and retention ......................................... 4-59
4.7 Other Personnel: Depiction of forms ....................................................... 4-61
4.7.1 Form TR-01 General Attendance List ................................................ 4-61
4.8 BCAA forms............................................................................................. 4-63
5 Annex 1: Subcontracted training ...................................................................... 5-1
6 Annex 2: Training staff...................................................................................... 6-1
7 Annex 3: STD User Approval ........................................................................... 7-1
7.1 STD Qualification Certificate ..................................................................... 7-1
7.1.1 Overview .............................................................................................. 7-1
7.1.2 CAE (Steenokkerzeel) ......................................................................... 7-3
7.1.3 FSC (Schiphol)..................................................................................... 7-7
7.1.4 CAE (Hoofddorp) ............................................................................... 7-21
7.1.5 Czech Airlines Training Centre, s.r.o. (Prague, Czech Republic) ....... 7-29
7.1.6 Oxford Aviation Academy (Gatwick, United kingdom) ........................ 7-31
7.1.7 Flight Safety International (Le Bourget, Paris, France) ...................... 7-33
7.1.8 Flight safety international (Exeter, United Kingdom) .......................... 7-35
7.1.9 Boeing UK Training & Flight Services (West Sussex, UK) ................. 7-39
7.2 Difference list STD versus aircraft ........................................................... 7-45

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7.2.1 B737-NG ............................................................................................ 7-45

7.2.2 B767-300 ........................................................................................... 7-45
7.2.3 E190 .................................................................................................. 7-45
7.2.4 B787 .................................................................................................. 7-45
8 Annex 4: Compad ATQP guidelines ................................................................. 8-1
8.1.1 Description ........................................................................................... 8-1
8.1.2 Interface ............................................................................................... 8-1

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Training syllabi & checking programs (general) Page 1-1
Introduction 16 Oct 2014
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1 Training syllabi & checking

programs (general)
1.1 Introduction
The purpose of this manual is to provide the company training staff with information,
instructions and guidance that will enable them to properly conduct and supervise the
training & checking of all flight crew members.
Outlined in the manual is the policy with regard to the training and checking
necessary for FCM and CCM, including the responsibilities of training staff and the
selection, qualification, appointment and training of instructors.
Qualification requirements for FCM and CCM are included in section 5 of OM part A.
For practical purposes the following documentation is not contained in this OM part D
but in separate binders:
 training and check programs,
 training briefings, CBT‟s,
 initial exams.
The latest applicable version of the above mentioned documentation is kept on file at
the Training Department at the office of the Head of Training and are forwarded to
the Authority.

Introduction 16 Oct 2014
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Distribution list 16 Oct 2014
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1.2 Distribution list
1.2.1 Paper copies

This list contains the paper copies which are distributed by the flight OPS department
secretary with the revisions and amendments made to this manual.
Master
 master copy: Director of Flight Operations
Civil Aviation Authorities

 one copy
The company
 Head of Training
 Cabin Crew Manager
 Safety Manager
 Quality Manager
 Training department
 Scheduling department

Distribution list 16 Oct 2014
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1.2.2 Electronic copies

An up-to-date operations manual (with all amendments and revisions) is available on
the pilot‟s laptop, on the network, for the scheduling department and for all
instructors.

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1.3 Use
OM part D is for the use of personnel assigned to training in connection with the
preparation and/or conduct of a flight.
Copies of OM part D will be made available to non-company personnel who are

authorized to carry out such training on the company‟s behalf (e.g. aircraft
manufacturer‟s personnel).

Use 16 Oct 2014
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Structure of OM part D 16 Oct 2014
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1.4 Structure of OM part D

The different chapters are as follows:
Chapter 0: “Administration”
Chapter 1: “Training syllabi and checking programs (general)”

1.1 Introduction
1.2 Distribution list
1.3 Use
1.4 Structure of OM part D
Chapter 2: “Training syllabi and checking”

2.1 Flight crew
2.2 Cabin crew
2.3 Operations personnel including crew members
2.4 Operations personnel other than crew members
Chapter 3: “Procedures”
3.1 Procedures for training and checking
3.2 Procedures to be applied in the event that personnel do not achieve or
maintain required standards.
3.3 Procedures to ensure that abnormal or emergency situations are not
simulated during air transport flights.
Chapter 4: “Documentation and storage”
Annex 1: “Subcontractors”
Annex 2: “Training staff”
Annex 3: “STD User approval”
Annex 4: “Compad ATQP guidelines”

Structure of OM part D 16 Oct 2014
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Training syllabi and checking Page 2-1
Flight crew 16 Oct 2014
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2 Training syllabi and checking

2.1 Flight crew
2.1.1 Operator conversion course (OCC)
2.1.1.1 Prerequisites
Minimum standards before undertaking the OCC

FCM starting the OCC must hold a valid type rating (on the applicable type) delivered
by an ATO approved by the Authority and accepted by the Head of Training.
Type rating trainings within an ATO in accordance with the provisions and
procedures of this manual cover the operator conversion training defined below.
Companies using these manuals will be excluded to perform an OCC, only the
differences will be covered.
General
A FCM joining the company and/or changing aircraft type shall complete an OCC
before commencing commercial flying without TRI or LTC on company aircraft.
Aircraft type rating training may be conducted separately or as a part of the operator
conversion training. The minimum standards required of FCM before undertaking an
OCC are the legal requirements.
After due note has been taken of the FCM previous experience, recency, training and
licenses, a type rated JAR-FCL-1 qualified FCM may - after approval of the Head of
Training - conduct commercial flights under supervision of a TRI or LTC without a
complete OCC, after the following minimum training and checking have been
completed. This training and checking includes but is not limited to:
 adequate procedure / SOP training,
 a minimum of one simulator training session and a LPC/OPC at the company,
 performance training and use of the takeoff performance software,
 ETOPS briefing if applicable,
 OM part A, B & C self study and checking,
 different CBT trainings (including FACT),
 emergency and safety equipment training and checking.
In any case, this reduced OCC must be part of this OM part D or a reduced OCC
program will be submitted to the Authority by a separate letter.

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2.1.1.2 Content
Course Duration Planning guide Check
2 days
OM A, B & C briefings 9 hrs 1 hour
(check included)
2 day
Ground training 12 hrs 1 hour
(check included)
at least 3 sessions
Simulator 4 days 1 session
(4 hours / session)
ETOPS + MNPS
(1) 8 hours 1 day no check required
ground training
ETOPS simulator 1 session
(1) 1 day combined with training
training (4 hours / session)
Initial CAT II/III simulator 1 session
(1) 1 day no check required
training (4 hours / session)
Emergency and safety
4 hours ½ day combined with training
equipment
(1)
Evacuation 2 hours ¼ day combined with training
(1)
Fire and smoke 2 hours ¼ day combined with training
(1)
Water survival 2 hours ¼ day combined with training
(3)
Initial CRM 16 hours 2 days no check required
Operator Conversion
(5) 4 hours ½ day no check required
CRM
(2)
Joint CRM 4 hours ½ day no check required
(1)
First aid 2 hours ¼ day 1 hr
(1)
Dangerous goods 3 hours ½ day 1 hr
(1)
Aviation security 4 hours ½ day no check required
(6)
RVSM Self study no check required
½ day
C B T
(6)
MNPS Self-study no check required

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RNAV (Precision
(6) Self-study no check required
+ approaches)
(6)
CPDLC Self-study no check required
Low visibility Ops

(6) Self-study no check required
(CAT II/III)
(6)
LIDO charts Self-study no check required
(6)
FACT Self-study no check required
(4)
minimum 4 sectors
line check
(excluding line check
LIFUS minimum 2 days (2 sectors / crew
but including 2 ETOPS
1 PF & 1 PM)
sectors if applicable)
(1)
If required.
(2)
May be done within the first year of operation for the company.
(3)
For ab-initio pilots only. This course needs to be completed before commencing
unsupervised line flying.
(4)
Commanders need a minimum of 10 sectors.
(5)
For experienced pilots having already followed “Initial CRM” at an operator.
(6)
Must be completed before LIFUS.
However, for FCM changing aircraft type within the company, following
trainings are not required, since the FCM is qualified in the respective areas:
 OM A, B and C briefings (OM B included during type rating training) are not
required.
 Ground training (included in type rating training, if performed at an ATO
according to TUI Airlines Belgium‟s SOP‟s) is not required.
 Additional simulator training (included in type rating training, if performed at an
ATO according to TUI Airlines Belgium‟s SOP‟s), is not required.
 ETOPS ground, ETOPS simulator and ETOPS line training/checking, if the
FCM is already qualified on another ETOPS type within the company, are not
required.
 Emergency equipment and safety training is not required.
 Fire and smoke training is not required.
 Water survival training is not required.
 Operator conversion CRM training is included in the simulator and line
training. No additional ground training is required.
 Joint CRM is not required.
 First aid training is not required.
 Dangerous goods training is not required.
 Aviation security training is not required.
 The CBT trainings are not required.

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Summary
 A company operations manual briefing (OM part A: 3 hours, OM part C: 1
hour, OM part B: 5 hours) of minimum 10 hours (including a check of 1 hour).
 FACT training, RNAV (basic, precision and approaches), RVSM, ETOPS (if
applicable), CPDLC, LIDO charts and MNPS of 2 hours. All are computer
based trainings.
 12 hours ground training (type specific training) including an aircraft system
refresher course (including a check).
 ETOPS initial ground course if not done before or if required.
 Aircraft simulator course, consisting of at least 3 simulator sessions and 1
ETOPS session if required plus 1 OPC for 2 pilots (usually trained in crew) (4
hours / session).
 Emergency and safety equipment training of 4 hours.
 Evacuation training on type of minimum 2 hours.
 Fire and smoke training (except if certificate of an EU-OPS operator) of
minimum 2 hours.
 Water survival training (except if certificate of an EU-OPS operator) of
minimum 2 hours.
 CRM is included in all stages of LIFUS. In addition, a dedicated CRM training
will be given. For ab-initio pilots it consist of 2 days (16 hours) “initial CRM”.
For experienced pilots coming from another operator it consist of ½ day (4
hours) “Operator Conversion CRM”. For ab-initio pilots this initial CRM training
needs to be completed before commencing unsupervised line flying.
 Joint CRM (FCM and CCM) of minimum 4 hours. This CRM training can be
given during the first year of flying.
 Dangerous goods (except if certificate of an EU-OPS operator) of minimum 4
hours (including check). This course will be a classroom briefing with a written
test.
 Aviation security training as per requirement of the BCAA.
 LIFUS and line check with LTC or TRI.
o Operations manual briefing

Knowledge of OM part A, B & C of the operations manual will be acquired and
maintained by FCM by self-reading of the manual. However, FCM joining the
operator or upgrading to commander will receive instruction on essential subjects
covered by the manual.
The course will consist of an overview of the contents of OM parts A, B & C of the
company. It will be given by a TRI, LTC, SFI or TKI. Some courses are self-study via
CBT. This course includes RNAV (basic, precision and approaches), RVSM, ETOPS
(if applicable) and MNPS procedures. The CBT courses are available on the pilot‟s
laptop.
When applicable, a check will be administered by the instructor after the course. This
evaluation verifies the knowledge of company OM parts A and C. This is done during
an open book check.

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The knowledge of the OM part B is verified by the TRE prior the LPC/OPC during a
closed book check. Minimum check result must be 80%. The correct execution of the
OM part B is verified during the OPC/LPC.
o Ground training
The course will consist of:
 1 day refresher course on aircraft systems (type specific) (CBT). A check prior
the LPC/OPC verifies knowledge of OM part B. Minimum check result must be
80%.
 1 day of courses about takeoff computation, performance, load sheet and flight
planning, will be reviewed if required. Low visibility operations: CAT II/III and
low visibility takeoff will be done by the means of a CBT if no previous
experience.
o Flight simulator training

The flight simulator training required will depend on the candidate's previous
experience and the simulator evaluation. The Head of Training can adapt the flight
simulator program.
This flight simulator training for each crew will be a minimum of:
 at least 3 session (4 hours / session) simulator training and,
 1 session OPC (4 hours / session).
The training will cover:

 normal procedures (SOPs),
 instrument approach procedures,
 non-normal procedures (NNPs) specific to the operator (e.g. evacuation),
 a review of other non normal procedures,
 relief pilot qualification when applicable covering loss of thrust on both
engines, loss of both engine driven generators, rapid depressurization and
emergency descent,
 low visibility training and CAT II/III,
 ETOPS (if applicable), MNPS, RVSM and P-RNAV (Basic, Precision and
approaches).
 pilot incapacitation of captain and F/O during all phases of flight (including low
visibility training).
o Emergency and safety equipment training and checking

During the cabin safety instruction briefing the following is covered and checked:
 the location of emergency and safety equipment, and
 the correct use of all appropriate drills and procedures that could be required
by FCM in different emergency situations.

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o Evacuation
This training shall be needed if not performed on the related slide (or raft) with
another EU-OPS operator. The evacuation training should include joint practice in
aeroplane evacuations so that all who are involved are aware of their and other
crewmembers duties in case of an evacuation.
The evacuation course must cover the following:
 location of emergency and safety equipment,
 cabin emergency procedures,
 actual operation of all types of exits (to be shown on first line flight if suitable
training device is not available or during an aircraft visit especially in case of a
ZFTT),
 demonstration of the method used to operate a slide (and/or raft),
 review on the use of the life/slide raft(s).
o Joint CRM
This is a review of common and type related emergency and evacuation procedures.
The successful resolution of aeroplane emergencies requires interaction between
flight crew and cabin crew and emphasis shall be placed on the importance of
effective coordination and two-way communication between all crew members in
various emergency situations.
This course can be done within the first year of operation for the company.
o First aid and medical training

This course will be needed if not performed with another EU-OPS operator.
 This course is given by an instructor and covers:
 instruction on first aid in general (initial conversion training only) and as
relevant to the aeroplane type,
 aero medical topics including:
o hypoxia,
o hyperventilation,
o contamination of the skin/eyes by aviation fuel, hydraulic or other fluids,
o hygiene and food poisoning,
o malaria..
o Fire and smoke

The trainee experiences the effect of smoke in an enclosed area and actual use of all
relevant equipment in a simulated smoke filled environment. Fire fighting techniques
are explained and practiced.
o Water survival
A comprehensive drill to cover all ditching procedures is practiced. This includes
practice of the actual donning and inflation of a lifejacket, swimming, together with a
demonstration or film of the inflation of life rafts and/or slide rafts and associated
equipment.

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This practice shall, on an initial conversion training, be conducted using the

equipment in water, although previous certificated training with another EU-OPS
operator or the use of similar equipment will be accepted in lieu of further water
survival training.
o Crew resource management training

The objective of CRM is to enhance the communication and management skills of the
FCM concerned. The emphasis in this particular course is placed on the non-
technical aspects of flight crew performance.
CRM training in this course for FCMs includes (but is not limited to) the following
elements:
 human error and reliability, error chain, error prevention and detection,
 company safety culture, SOPs, organizational factors,
 communication and coordination inside and outside the cockpit,
 leadership and team behavior synergy,
 automation, philosophy of the use of automation,
 case based studies
CRM training addresses the nature of the company's operations as well as the
associated crew operating procedures. This includes areas of operations, which
produce particular difficulties, adverse climatic conditions and any unusual hazards.
Subjects related to CRM training are covered during initial briefing, during simulator,
safety equipment training, line training and during a specific CRM course (“initial
CRM” for ab-initio pilots and “operator conversion CRM” for experienced pilots) .
‟Ab initio‟ pilots joining the company must have completed this course before
o Dangerous goods
To enhance the awareness of the hazards associated with dangerous goods and in
order to be able to identify them, a course on dangerous goods shall be given,
comprising:
 general philosophy;
 package marking and labeling;
 dangerous goods in passengers baggage.
This course will be a classroom briefing. This course covers the complete OM part A
section 9 (dangerous goods). In any case there will be a check with as minimum
result 80%.
o Security
Security course as required by the BCAA.

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o LIFUS
Line training shall include following topics:
 use of the company laptop,
 flight assignment and scheduling, sign-in procedure,
 flight planning,
 operational services (flight watch, maintenance, etc.),
 flight preparation,
 flight documentation,
 crew briefings,
 route competence,
 aerodrome competence,
 post flight duties (reports),
 …
o Line check
The pilot shall be checked on one sector as pilot flying and on another sector as pilot
monitoring by a TRI (or LTC) assigned by the company. The TRI (or LTC) may not be
part of the active crew as CRM issues must be assessed.
In the case of operations where additional operating flight crew are carried, the TRI
(or LTC) may fulfill the function of a cruise relief pilot and shall not occupy either
pilot‟s seat during takeoff, departure, initial cruise, descent, approach and landing.
His CRM assessments shall solely be based on observations made during the initial
briefing, cabin briefing, cockpit briefing and those phases where he occupies the
observer‟s seat.
o Completion of the OCC

Every subject as listed on the OCC Form should be initialed and signed off after
completion by the instructor, the Head of Training or his delegate. After completion of
all subjects of the OCC the Head of Training and Fleet Manager shall sign the form.
A FCM will only be released for operational line flying for the company, without the
supervision of a TRI or LTC, after approval of both the Head of Training and/or the
Fleet Manager of the type, after they have satisfied themselves that all required items
of the OCC have been completed.
Thereafter, the OCC Form shall be filed in the personal training file of the FCM at the
Training Department.

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2.1.1.3 Detailed content per type (B737)
Course structure
The B737 OCC uses a program divided into phases, each of which generally
corresponds to part of the objectives.
Instructor briefing
Standard briefing and debriefing duration per session:
PHASES BRIEFING DEBRIEFING

Simulator training 1:00 At instructor discretion
Theoretical part
The ground school consists of a CBT or classroom briefings.
OM Briefing (1) Refresher day 1 (2) Refresher day 2 (2)
OM part A Electrical Pressurization

OM part C Fuel Ice and rain
OM part B Power plant Flight controls
Performance review
Load sheet – OFP
Low visibility Ops
(1)
Will be shorter or not applicable at all if OCC has to be followed due to new
aircraft type rating within the company.
(2)
Not required if type rating was done by an ATO using the same operation
manual less than 6 months ago.
OM part A & C and OM part B checks (can be combined) will be organized to verify
the knowledge of the trainee. These checks are organized at the end of the training
or a few days later.
Synthetic flight training

The trainee is invited to apply procedures, as well as aircraft handling during full flight
simulator training. The objective is to apply normal and non-normal procedures with
respect of task sharing and crew coordination. Commanders change seat as required
for right hand seat training.

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The trainees will be invited to study the operation of the aircraft in low visibility. The
SFI will evaluate the trainee‟s knowledge and skills. These sessions are scheduled in
a FFS.
The trainee will be evaluated during the evaluation session by a TRE.
Day Briefing Simulator

Day 1  SOPs  full flight preparation
 engine failure  single engine ILS
 hydraulic  go around
 fuel  instrument failures
 flight controls  engine failure on final
 windshear  hydraulic NNP
 RNAV  flight controls NNP
 RTO and evacuation
 RNAV
Day 2  cold weather  cold weather
 electrical  tailpipe fire
 automation  single engine non-ILS
 LVO / CAT II/III (1)  single engine go around
 automation
 electrical NNP
 pilot incapacitation
 AWO / CAT II/III (1)
Day 3  Recurrent (3)  Recurrent (3)
 
Day 4 AWO / CAT II/III (2) AWO / CAT II/III (2)
Day 5  OPC / LPC  OPC / LPC
(1)
This subject can be performed in an abbreviated manner, when the candidate has
previous experience and has had training with another EU-OPS operator. (In this
case day 4 may be disregarded).
(2)
This session shall be scheduled covering this subject (1 day), when the candidate
has no previous experience. (In this case the subject needs not to be covered during
day 2).
(3)
Not required for pilots active within the company and having followed a type rating
at an ATO. This is the recurrent training session of the ongoing recurrent training
cycle, in order to cover actual training topics, dealt with during the cycle.
OPC
A TRE will evaluate the trainee during the LPC/OPC. This includes normal operation,
non-normal operation, crew coordination, task sharing and a CRM assessment. This
session is scheduled in FFS.

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Courses
Depending on previous experience and recency at other EU-OPS operators, the
trainee will be scheduled for the concerned courses. The duration is the same for all
aircraft types.
Line training
Line training minimum 4 (1) sectors minimum 2 line check
(excluding line check) days 2 sectors / crew
See LIFUS chapter for more stringent conditions in case of ZFTT.

(1)
A pilot joining as commander has to perform 10 sectors.

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Course structure
Instructor briefing

Theoretical part
The ground school consists of a CBT or classroom briefings. The following table
represents a minimum and can be adapted to the FCM previous experience.

Perfo review
Loadsheet – OFP
ETOPS
Low visibility Ops
(1)
Will be shorter or not applicable at all if OCC has to be followed due to new aircraft
type rating within the company.
(2)
Not required if type rating was done by an ATO using the same operation manual
less than 6 months ago.
OM part A &C and OM part B checks (can be combined) will be organized to verify

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a full flight simulator (FFS).

 PRNAV  flight controls NNP
 RTO and Evacuation
 PRNAV
 ETOPS (1)  automation
 electrical NNP
 ETOPS (1)
 
 
Day 5 ETOPS briefing (2) ETOPS (2)
(1)
(2)
day 2).
(3)

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OPC
Courses
aircraft types.
Line training
Line training minimum 4 (1) sectors minimum 2 days line check
(excluding line check) 2 sectors / crew
At least two sectors will be under supervision on an ETOPS flight if the FCM was not
previously ETOPS qualified.

(1)

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2.1.1.5 Detailed content per type (E190)
Course structure
The E190 OCC uses a program divided into phases, each of which generally
Instructor briefing

Theoretical part
The ground school consists of a CBT or classroom briefings.

OM part B (2) Power plant Flight controls
Performance review
Load sheet – OFP
Low visibility Ops
(1)
Will be shorter or not applicable at all if OCC has to be followed due to new
aircraft type rating within the company.
(2)
Not required if type rating was done by an ATO using the same operation
manual less than 6 months ago.
OM part A & C and OM part B checks (can be combined) will be organized to verify

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a FFS.

 RNAV  flight controls NNP
 RTO and evacuation
 RNAV
 automation
 electrical NNP
 
(1)
(2)
day 2).
(3)

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OPC
Courses
aircraft types.
Line training
Line training minimum 4 (1) sectors minimum 2 line check

(excluding line check) days 2 sectors / crew

(1)

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Course structure
Instructor briefing

Theoretical part
The ground school consists of a CBT or classroom briefings. The following table
represents a minimum and can be adapted to the FCM previous experience.

Perfo review
Loadsheet – OFP
ETOPS
Low visibility Ops
(1)
(2)
OM part A &C and OM part B checks (can be combined) will be organized to verify

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a full flight simulator (FFS).

Day 1  SOPs (differences with  Full flight preparation
Boeing)  Single engine ILS
 Call outs  Go around
 Use of load sheet and  Instrument failures
perfo calculations  Engine failure on final
 Engine failure with  Hydraulic NNP
emergency turn  Flight controls NNP
 RNAV  RTO and Evacuation
 RNAV
Day 2  Cold weather  Cold weather
 LVO / CAT II/III (1)  Single engine non-ILS
 HUD T/O guidance  Single engine go around
 ETOPS (1)  Automation
 Engine failure in cruise  Electrical NNP
with diversion in MNPS  Pilot incapacitation
 CPDLC intro.  AWO / CAT II/III (1)
 HUD T/O guidance
 CPDLC demo
 
 
Day 5 ETOPS briefing (2) ETOPS (2)
(1)
(2)
(3)

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OPC
Courses
aircraft types.
Line training
Line training minimum 4 (1) sectors minimum 2 days line check

(excluding line check) 2 sectors / crew
At least two sectors will be under supervision on an ETOPS flight, if the FCM was not
previously ETOPS qualified.

(1)

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2.1.2 Recurrent training and checking
2.1.2.1 General
Maximum
Minimum
validity
Interval
Training and In addition to
Duration Planning since end
checking the remainder
of previous
of the month
validity (1)
of issue
self study
assignment
Ground refresher 8 hrs 9 months 12 months
(1 day) + test
prior OPC
1 session
Simulator recurrent 1 day / 6 months 9 months 12 months
(4 hrs)
1 session
Simulator OPC 1 day / 6 months 3 months 6 months
(4 hrs)
Simulator ETOPS with recurrent /
- 9 months 12 months
(if applicable) 1 year
Simulator LPC - with OPC / 1 year 9 months 12 months
Safety & emergency
4 hrs 1/2 day 9 months 12 months
equipment (Joint)
Evacuation 3 hrs ½ day 33 months 36 months
Fire and smoke 3 hrs ½ day 33 months 36 months
FCM CRM 4 hrs ½ day 9 months 12 months
Joint CRM 4 hrs ½ day 9 months 12 months
Dangerous goods 2 hrs ½ day 21 months 24 months

48 months
Security 4 hrs ½ day -
(day to day)
minimum
Line check minimum 1 day 9 months 12 months
2 sectors
(1)
If the check is performed prior to the end of the minimum interval, then the
maximum validity will be added to the end of the month in which the check has been
performed.

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2.1.2.2 Recurrent training
General
The recurrent training consists of:
 ground refresher training,
 incident and accident review
 flight simulator training,
 emergency and safety equipment training,
 crew resource management,
 dangerous goods,
 aviation security.
Other recurrent training is done concurrently during refresher and simulator training:
 normal procedures,
 non-normal procedures (systems),
 AWO,
 LVO,
 ETOPS (if applicable),
 MNPS,
 RVSM,
 RNAV (Basic, Precision and approaches),
 TCAS, EGPWS,
 windshear recovery,
 FCM incapacitation,
 dual engine failure / dual generator failure,
 emergency descent,
 passenger evacuation,
 donning oxygen mask,
 either seat (re-)qualification (if applicable),
 CRM items.

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Ground refresher training

The refresher-training program comprises airplane systems and operational
procedures and requirements. The refresher training shall be provided as a self-study
program. Knowledge of the refresher training is verified by means of a questionnaire,
which shall be completed together with an OPC. Knowledge of the refresher training
shall also be verified by the TRI/SFI during the simulator recurrent training and by the
TRE during the LPC/OPC.
Every 12 months each FCM shall be assigned a self study program to complete the
refresher training covering specific aircraft systems. The scheduling of the systems to
be reviewed per period of 12 months shall be such as to cover all systems over a 3
year period as described in the table below.

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2011 – 1 2011 – 2 2012 – 1 2012 – 2 2013 – 1 2013 – 2

2014 – 1 2014 – 2 2015 – 1 2015 – 2 2016 – 1 2016 – 2
… … … … … …
RVSM, MNPS, RVSM, MNPS, RVSM, MNPS,

AWO (1) AWO (1) AWO (1)
ETOPS ETOPS ETOPS
--------------------- Cold Wx Ops --------------------- Cold Wx Ops --------------------- Cold Wx Ops
Landing Gear Electrical Air Systems Anti-Ice, Rain Flight Controls Fire Protection
Automatic Smoke Control

Fuel Engines, APU Communication Hydraulics
Flight and Removal
Aeroplane Flight
Gen., Management,
Flight Engine Failure,
Warning Emergency, Navigation,
Instruments, Shutdown & Windshear
Systems Equipment., RNAV (Basic,
Displays Restart
Doors, Precision and
Windows approaches)
Dual Engine
FCM failure, Dual Emergency Passenger
--------------- TCAS, EGPWS
Incapacitation Generator Descent Evacuation
failure
Other Other Other
Emergencies, Other Emergencies Other Emergencies Other
Donning O2 Emergencies Donning O2 Emergencies Donning O2 Emergencies
mask mask mask
Either Seat Either Seat Either Seat Either Seat Either Seat Either Seat
(2) (2) (2) (2) (2) (2)
Qualification Qualification Qualification Qualification Qualification Qualification
Cruise relief Cruise relief Cruise relief Cruise relief Cruise relief Cruise relief
pilot pilot pilot pilot pilot pilot
(2) (2) (2) (2) (2) (2)
Qualification Qualification Qualification Qualification Qualification Qualification
AWO AWO AWO AWO AWO AWO
Visual or
circling app
--------------- --------------- --------------- --------------- ---------------
without use of
(1)
HUD
OM Tech. OM Tech. OM Tech.

Questionnaire Questionnaire Questionnaire Questionnaire Questionnaire Questionnaire
(1)
If applicable.
(2)
For details refer to Chapter 2.1.6.

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Knowledge of the refresher training shall also be checked by the TRI or the SFI
during the simulator recurrent training and the TRE during the LPC/OPC. Minimum
check result must be 80%.
 The refresher training program comprises aeroplane systems and operational
procedures and requirements. The refresher training shall be provided as a
self study program. Knowledge of the refresher training is verified by means of
a questionnaire, which shall be completed together with an OPC.
Incident and/or accident review

Incident and/or accident occurrences, air safety issues, etc are covered during the
briefings or the debriefings of the simulator recurrent training. Every simulator
recurrent syllabus will highlight safety issues of the last 6 months in coordination with
the flight safety department. This syllabus plus the instructor notes will be sent to the
authorities.
Flight simulator training

Flight simulator training follows the LOFT philosophy as much as possible
considering the requirements below. A SFI or a TRI conducts the recurrent simulator
training.
All major failures of aircraft systems and associated procedures are covered over a 3
year period following the table above. Other training combined with the simulator
recurrent may consist of:
 normal procedures,
 non-normal procedures (systems),
 AWO,
 LVO,
 ETOPS (if applicable),
 MNPS,
 RVSM,
 RNAV (Basic, Precision and approaches),
 TCAS, EGPWS,
 windshear recovery,
 FCM incapacitation,
 dual engine failure / dual generator failure,
 emergency descent,
 passenger evacuation,
 donning oxygen mask,
 either seat (re-)qualification (if applicable),
 CRM items,
 Visual approach or circling approach without use of HUD (if applicable).
The scheduling of the items above and the systems to be reviewed per period of 6
months shall be such as to cover all items and systems over a 3 year period.
Flight simulator training may be combined with the OPC.

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In order to comply with the emergency equipment training requirement, a rapid

depressurization or a smoke procedure, involving the use of breathing equipment,
shall be included once a year.
Every year the ground recurrent training program should include training of the flight
crew to recognize and handle FCM incapacitation. Practical training on FCM
incapacitation should be carried out in the flight simulator at least once every 3 years.
(see table).
The detailed simulator program is published to the authority and a guideline is given
to all FCM. Every six months, the programs are established by a TRI or SFI
delegated by the Head of Training.
A briefing of at least 1 hour precedes the simulator check sessions. During this 1
hour briefing an OM B (closed book) or OM A and C (open book) has to be filled in by
the trainee.
A debriefing of approximately 1hr takes place covering items performed satisfactorily
and items for which improvements can be made. During this debriefing the
differences with the other variant (if applicable) are also discussed in detail. The
instructor reports to the Head of Training any observations made during the training
about the level of proficiency of the crew.
Emergency and safety equipment training

Emergency and safety equipment training is combined with emergency and safety
equipment checking.
Every year the training program must include the following:

 actual donning of a lifejacket where fitted,
 actual donning of protective breathing equipment where fitted,
 actual handling of fire extinguishers,
 instruction on the location and use of all emergency and safety equipment
carried on the aeroplane,
 instruction on the location and use of all types of exits and,
 security procedures.
This course is given in a classroom using an exact copy of the emergency equipment
used on board. The course is planned together with CCM emergency and safety
equipment recurrent training. Minimum check result must be 80%.
Every 2 years the program of training must include the following:

 Dangerous goods instruction (class room type) including a check with as
minimum result 80%.

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Every 3 years the program of training must include the following:

 actual operation of all types of exits,
 demonstration of the method used to operate a slide where fitted,
 demonstration in the use of the life raft(s) where fitted.
The course is conducted in an aeroplane. A suitable training device can replace the
aeroplane.
The successful resolution of aeroplane emergencies requires interaction between

flight crew and cabin crew and emphasis shall be placed on the importance of
effective coordination and two-way communication between all crew members in
various emergency situations. Recurrent training includes joint practice in aeroplane
evacuations so that those who are involved are aware of the duties other crew
members shall perform.
Every 3 years the additional fire and smoke training program includes:
 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,
 The effects of smoke in an enclosed area and actual use of all relevant
equipment in a simulated smoke filled environment,
 Actual handling of pyrotechnics, real or simulated, where fitted.

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CRM training
Every year the training program must include the following:
 All CRM core elements are to be reviewed during a 3 year cycle according the
table below.
 CRM training is integrated in the yearly recurrent training & checking program.
FCM must complete the annual CRM recurrent and the joint CRM recurrent
which is integrated with CCM. Both are designed to refresh and reinforce all of
the initial CRM training topics over a 3-year cycle.
 The annual CRM recurrent training is a one-day course. A detailed course
syllabus is available, but shall be assessed before each recurrent period.
2011 2012 2013

2014 2015 2016
… … …
Human error and reliability, error

Stress, stress management,
Decision making chain, error prevention and
fatigue & vigilance
detection
Information acquisition and

Communication and coordination Company safety culture, SOPs,
processing situation awareness,
inside and outside the cockpit organizational factors
workload management
Leadership and team behavior Automation, philosophy of the

Specific type-related differences
synergy use of automation

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2.1.2.3 Recurrent checking

The recurrent checking consists of:
 an OPC (4 hours),
 a line check (2 sectors),
 an emergency and safety equipment check,
 a dangerous goods check.
OPC
 OPCs are performed on a flight simulator.
 OPCs are conducted by a TRE and without external visual reference
(simulated IMC).
 Each FCM undergoes an OPC as part of a normal flight crew complement.
The following maneuvers are always included:

 rejected takeoff,
 takeoff with engine failure between V1 and V2,
 precision instrument approach to minima with one engine inoperative,
 non-ILS approach to minima,
 missed approach on instruments from minima with one engine inoperative,
 one engine inoperative landing,
 2 approaches in CAT II (or lower) weather conditions with at least one go
around and one automatic landing. One approach may be replaced by an
actual automatic approach and landing on the aircraft itself.
CRM is assessed by the TRE during the OPC.
In order to comply with the licensing requirements for revalidation or renewal, the
proficiency check includes other maneuvers or failures as specified in JAR-FCL-1.
Line checks
A line check is a check during a routine flight. Line checks establish the ability to
perform satisfactorily a complete commercial operation including pre-flight and post-
flight duties and use of the equipment provided, as specified in OM part A, B & C. A
line check is conducted by a LTC or TRI who will occupy the observer seat.
In case of operations where additional flight crew are carried, the LTC or TRI
conducting the line check may fulfill the function of the cruise relief pilot and shall not
occupy either pilot‟s seat during take-off, departure, initial cruise, descent, approach
and landing. His CRM assessments shall solely be based on the observations made
during the initial briefing, cabin briefing, cockpit briefing and those phases, where he
occupies the observer‟s seat.

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The route is chosen to give an adequate representation of normal pilot operation in

the company. The LTC/TRI has the authority to decide if this is the case. If not the
line check will not be administered.
A line check is performed on 2 sectors with the pilot(s) acting on one sector as PF
and on the other sector as PM.
The line check is considered a particularly important tool in the verification of high
operating standards and CRM. It is a valuable indication of the usefulness of the
training policy and methods. The crew is assessed in detail on crew resource
management skills.
The LTC/TRI reports to the Head of Training.
Emergency and safety equipment checking

Every year, the use and knowledge of emergency and safety equipment is checked
using the same equipment as on board.
The check will be combined with the emergency and safety equipment training of
CCM.
Dangerous goods checking

Each FCM shall complete a written dangerous goods examination on a 2-yearly
basis. This examination can be performed in combination with the training.

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2.1.3 LIFUS
LIFUS provides the opportunity for a FCM to carry into practice the procedures and
techniques he has been made familiar with during the ground training.
At the end of line LIFUS the respective FCM must be able to perform a safe and
efficient line flight.
LIFUS will commence after the Head of Training (or his delegate) has satisfied
himself that at least the OPC/LPC and the emergency and safety equipment training
and checking have been completed successfully. Furthermore, a valid type rating has
to be included on the pilot‟s EU-OPS license of the FCM.
On (at least) the first two line training flights of a newly type rated and inexperienced
F/O, a qualified pilot will be added to the cockpit crew as a safety pilot.
LIFUS can be performed on flights with the candidate being a part of the heavy crew
complement. The LTC or TRI that has been assigned to train the candidate on a flight
where additional operating flight crew are carried, shall always be nominated as the
commander. During such a augmented flight crew, the LTC or TRI shall always
occupy the other pilot‟s seat from the parking position of the aeroplane until top of
climb and from a reasonable time before top of descent until the aeroplane is parked
at the parking position. Furthermore, the LTC or TRI shall remain responsible for the
LIFUS for the entire flight, even during his resting period when an experienced and
qualified cruise relief pilot occupies the other pilot‟s seat. During such a flight, the
flight time when the candidate is resting (not in a pilot seat), cannot be counted as
LIFUS time.
LIFUS is required as follows:
A first officer undertaking first type conversion training on the

type
Total accumulated 100 hours or minimum 40 sectors (excluding line check).
First officer upgrading to commander

A F/O, holder of an ATPL-license, will be planned at least 20 sectors line training
(excluding line check).
A pilot undertaking a subsequent type conversion training without

changing function
A minimum of 4 sectors (excluding line check).
A pilot joining as type rated commander


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A pilot joining as type rated F/O

A pilot undertaking a difference course

After zero flight time training (ZFTT)

Conduct as PF the first 4 takeoffs and landings of the LIFUS in the aeroplane under
the supervision of a TRI and the LIFUS must have started within 21 days after the
skill test.

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2.1.4 Command training
2.1.4.1 Command training: overview

The company trains all F/Os under the following concept. F/Os are, at all times,
considered as commanders in training. F/Os are encouraged to foster knowledge by
regular self study and improve their flying and management skills.
When a F/O, with extensive and relevant prior experience, or as a commander on

medium/heavy commercial jets, is upgraded to commander within the company or a
direct entry type rated commander joining the company, the Head of Training may
waive the command potential part of the command training and may authorize a
decrease of the simulator and line training requirements.
In this case a tailored command training program, depending on the relevant
command experience of the candidate, shall be developed, prior to the command
training.
Step Requirements Contents Check

command JAA ATPL - evaluation by fleet
potential 4000 hrs total office and advise
time (1) of which at to Head of
least 2000 hrs on Training and
commercial jets Director of Flight
> 20T MTOW Operations
command positive command  ground courses (refer  refer to 2.1.4.2
training potential to 2.1.4.2 below) below
 3 left hand seat  OPC

training
sessions + 1 OPC
 4 LOFT sessions  last LOFT
 oral test (separate  oral test

from OPC)
minimum 20 sectors line

positive result of
command line training of which the last line check as
the command
training 2 flights may be done commander
OPC (above)
with a F/O as RHSP.
(1)
Hours performed as SFI included.

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2.1.4.2 Command ground training
Minimum requirements
 JAA ATPL
 4000 hours total time (hours performed as SFI included) as a pilot of which at
least 2000 hours on commercial jets > 20T MTOW.
 Positive command potential.
Contents
A review of the complete CBT including a technical examination (Total of 18 hours
during 3 days).
A performance course (4 hours including examination).
The pilot command CRM training (at least 1 day of 8 hours).
A 1 hour command management briefing consisting of an introduction to the
company and an instruction to the pilot regarding various aspects of the authority and
responsibilities assumed by an aircraft commander and how such duties and
responsibilities should be properly and efficiently discharged. This briefing will be
done by the management.
A line briefing and a LOFT briefing (1 day for the 2 briefings).
Oral test (refer to simulator training below).
2.1.4.3 Command simulator training
Positive command potential evaluation.
Contents
A pilot selected to undertake command training will perform 3 simulator training
sessions (4 hours / session) and 1 OPC (4 hours) before performing line fights under
supervision (LIFUS).
During his line flying the candidate will be scheduled for 4 line oriented flight training
(LOFT) sessions (4 hours / session).
Simulator instruction will be carried out with the trainee occupying the left hand seat.
The training will concentrate on instruction in all aspects of an aircraft commander's
duties and responsibilities, with particular emphasis being made on ensuring that the
pilot achieves the required standard of technical knowledge and level of flying
competence expected of a captain of the company.

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The simulator training sessions are LOFT sessions (4 hours / session) and are used
to train command and leadership using a step-by-step approach (increasing
complexity) given by a SFI or TRI (with a regular F/O) using the following scenario‟s:
 non-normal situation with full management,
 non-normal situation with time pressure,
 non-normal situation in a very dynamic environment
The candidate has to undertake and pass an oral test before being admitted to the
simulator check or evaluation. This test will be scheduled during his line training
(preferably before LOFT session n° 3) and covers all the practical knowledge a pilot
should have at this stage of his career on matters such as aircraft performance
(Airbus documentation on pilot laptop: getting to grips with aircraft performance),
legislation (JAA, ICAO Doc. 8168, etc), ATC (ICAO Doc. 4444), weather, flight
planning, Operation Manuals, etc…
Simulator check or evaluation

A realistic LOFT scenario (1 session of 4 hours) is presented to the commander, who
flies in crew with a regular F/O. The scenario will include multiple decisions to be
taken on the ground and during simulated flight including:
 Normal and non-normal procedures described in OM part B of the applicable
aircraft type will be included. The actual duration can vary depending on the
decisions taken by the commander.
 The scenario will encompass the complete flight including landing at
destination (or alternate) airport. The TRE will evaluate the technical and CRM
skills of the commander and debrief the commander in detail about his
performance.
 The evaluation of the decisions taken by the commander will be made in view
of safety, economy of operation and attention to the passengers.
2.1.4.4 Command line training
Positive result of the command training up till now (OPC completed).
Contents
The candidate will operate as LHSP a minimum of 20 sectors minimum excluding the
line check. During the first 7 flights (14 sectors minimum) the candidate will act as
captain under supervision of the TRI or LTC. The 7th flight (or later) will be a check to
determine if during the next flights a F/O can be scheduled as RHSP with the LTC or
TRI on the observer seat.
Check or evaluation
After the line training, the command training will be completed by a command line
check (2 sectors) conducted by the Head of Training or a TRI assigned by him.

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2.1.5 Crew resource management program

Crew resource management training addresses the effective use of all available
resources: human, systems and supporting facilities. The program is company wide
involving all employees, staff members and managers to achieve safe and efficient
operation. The main objectives of the course for FCM are non-technical such as to
enhance management skills and communication.
2.1.5.1 Initial operators CRM training

Initial CRM training programs are designed to provide knowledge of, and familiarity
with, human factors relevant to flight operations. The course duration shall be two
days.
This training is to be completed by ab-initio pilots and shall be completed before
2.1.5.2 Operator Conversion CRM training

During this course the non-technical skills will be addressed with an emphasis on the
specific characteristics of the operator, thus introducing the procedures and practices
of the company.
This 4-hour course is meant for experienced pilots who already received initial CRM
with another operator.
This training will be conducted during the Operator Conversion Course (OCC).
2.1.5.3 Conversion CRM training

When a flight crew member undergoes a conversion training with a change of
aeroplane type, the required CRM training elements are integrated into the simulator
and line training and checking phases of the operator‟s conversion training.
2.1.5.4 Recurrent CRM training

The objective of the CRM recurrent training (8 hours) is to enhance the
communication and management skills of the flight crewmember concerned. The
emphasis is on the non-technical aspects of flight crew performance. The Head of
Training shall approve the content of the course over a three year cycle.
The recurrent CRM training will include classroom training and practical exercises
including group discussions. Accident reviews are used to analyze communication
problems and instances or examples of a lack of information or crew management.
The content of the course will be periodically evaluated and adjusted, taking into
account the results of CRM assessments during line and proficiency checks and the
observations made by the Flight Safety Officer.

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The student will not be assessed either during or on completion of specific CRM
training, courses or exercises. However, feedback will be given by the CRM trainer to
the course participants during the training.
The CRM recurrent training is preferably performed in a joint setting of cabin crew
and flight crew.
2.1.5.5 Command CRM training

During the command potential ground course of a F/O upgrading to commander, the
FCM shall follow 1 day (8 hours) command CRM training. This command CRM
training shall consist of all the core elements of CRM, with the emphasis on:
 human error and reliability, error chain, error prevention and detection,
 company safety culture, SOPs, organizational factors,
 stress, stress management, fatigue and vigilance,
 information acquisition and processing situation awareness, workload
management,
 decision making,
 communication and coordination inside and outside the cockpit,
 leadership and team behavior synergy,
 automation, philosophy of the use of automation,
 specific type-related differences,
 case based studies.

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2.1.6 Cruise relief pilot

First officers whose duties require them to operate in the left-hand seat and carry out
the duties of a commander above FL200, must complete the cruise relief pilot
training.
Commanders whose duties require them to operate in the right-hand seat and carry
out the duties of a first officer above FL200, must also complete the cruise relief pilot
training.
Eligibility
First officers must have an ATPL license.
Initial training
During a simulator training session (2 hours), the following exercises, performed from
the left-hand seat (for First Officers) must be performed from cruise level on:
 Pre-simulator briefing on augmented crew operations: chain of command,

briefing to relief pilot before leaving flight deck and when returning to flight
deck, selection of en-route alternates, importance of correct deviation call-outs
(even during cruise portion of flight),
 (1) Emergency descent,
 (2) Loss of thrust on both engines,
 (3) Loss of both engine driven generators,
 Engine failure during cruise,
 High altitude stall,
 Unusual attitudes,
 Climb or descent, including turns with loss of airspeed, altitude or primary flight
displays.
The initial simulator training can be combined in 2 hours (4 hours for 2 pilots)
simulator session.
Line training of at least 1 sector with a TRI or LTC in the right hand seat above
FL200.
Initial checking
A line check of the candidate in the left-hand seat above FL200 of 1 sector with the
TRI or LTC occupying the jump seat.
Line training and checking can be combined on the same flight rotation.

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Recurrent training and checking

During an OPC or recurrent training, all above items will be trained and checked on a
yearly basis as stipulated in the 3-yearly recurrent training cycle below.
2011 – 1 2011 – 2 2012 – 1 2012 – 2 2013 – 1 2013 – 2

2014 – 1 2014 – 2 2015 – 1 2015 – 2 2016 – 1 2016 – 2
… … … … … …
Cruise relief Cruise relief Cruise relief Cruise relief Cruise relief Cruise relief
pilot: Loss of pilot: Loss of pilot: pilot: Loss of pilot: Loss of pilot:
thrust on both both Emergency thrust on both both Emergency
engines generators descent engines generators descent
(combined with
volcanic ash
by briefing or
simulator)

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2.1.7 LVO
2.1.7.1 General
FCM training programs for LVO include:
 ground courses,
 flight simulator and/or
 flight training.
FCM with no CAT II/III experience must complete the full training program (ground
training, simulator training -a minimum of 6 approaches and/or landings- and flight
training).
FCM with CAT II/III experience with an EU-OPS 1 operator with a similar type of
operation only have to undertake the ground and flight simulator training. In this case,
a reduced simulator training (3 approaches) is allowed during operator conversion
training.
The ground training is not required if CAT II/III -not type related- experience was
gained within the company.
Low visibility takeoff (LVTO) is included in the CAT II/III training.

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2.1.7.2 Ground training

The ground training course (2 hours CBT) for low visibility operations covers at least:
 the characteristics and limitations of the ILS and/or MLS;
 the characteristics of the visual aids;
 the characteristics of fog;
 the operational capabilities and limitations of the particular airborne system;
 the effects of precipitation, ice accretion, low level wind shear and turbulence;
 the effect of specific aeroplane/system malfunctions;
 the use and limitations of RVR assessment systems;
 the principles of obstacle clearance requirements;
 recognition of and action to be taken in the event of failure of ground
equipment;
 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;
 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;
 the importance and significance of alert height if applicable and the action in
the event of any failure above and below the alert height;
 the qualification requirements for pilots to obtain and retain approval to
conduct low visibility take-offs and CAT II/III operations; and the importance of
correct seating and eye position.
2.1.7.3 Initial flight simulator training

 A flight simulator session of 4 hours for low visibility operations includes:
o checks of satisfactory functioning of equipment, both on the ground and
in flight;
o effect on minima caused by changes in the status of ground
installations;
o 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;
o actions to be taken in the event of failures such as engines, electrical
systems, hydraulics or flight control systems and
o HUD guidance status and annunciators as appropriate, to include head
down displays;
o the effect of known unserviceabilities and use of the MEL;
o operating limitations resulting from airworthiness certification;
o guidance on the visual cues required at decision height together with
information on maximum deviation allowed from glide path or localizer;
o the importance and significance of alert height if applicable and the
action in the event of any failure above and below the alert height.

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 Each FCM is trained to carry out his duties and instructed on the coordination
required with other crew members. Maximum use should be made of flight
simulators.
 Training must be divided into phases covering normal operation with no
aeroplane or equipment failures but including low visibility conditions which
may be encountered and detailed scenarios of aeroplane and equipment
failure which could affect CAT II/III operations.
 If the aeroplane system involves the use of hybrid or other special systems
(such as HUD) then flight crew members must practice the use of these
systems in normal and abnormal modes during the flight simulator phase of
training.
 Incapacitation procedures appropriate to low visibility takeoffs and CAT II and
III operations shall be practiced.
 Initial CAT II and III training shall include at least the following exercises:
o 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;
o approach with all engines operating using the appropriate flight
guidance systems, autopilots, control systems installed in the aeroplane
down to the appropriate decision height followed by missed approach;
all without external visual reference;
o where appropriate, approaches utilizing automatic flight systems to
provide automatic flare, landing and rollout;
o normal operation of the applicable system both with and without
acquisition of visual cues at decision height.
 The following non-normal exercises will be trained:

o approaches with engine failure at various stages on the approach;
o approaches with critical equipment failures (e.g. electrical systems, auto
flight systems, ground and/or airborne ILS/MLS systems and status
monitors);
o approaches where failures of auto flight equipment and/or HUD at low
level require either;
- reversion to manual flight to control flare, landing and roll
out or missed approach; or
- 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;
o 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. In addition, a
continuation to a manual landing must be practiced if a head-up display
forms a downgraded mode of the automatic system or the head-up
display forms the only flare mode and
o failures and procedures specific to aeroplane type or variant.

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 The training programme must provide practice in handling faults which require
a reversion to higher minima.
 The training programme must include the handling of the aeroplane when,
during a fail passive CAT III approach, the fault causes the autopilot to
disconnect at or below decision height when the last reported RVR is 300 m or
less.
 Where takeoffs 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 takeoffs.
 An operator shall ensure that when undertaking low visibility take-off, lower
than Standard Category I, other than Standard Category II, and Category II
and III Operations utilizing a HUD, that the training and checking programme
includes, where appropriate, the use of the HUD in normal operations during
all phases of flight.
2.1.7.4 Flight crew qualification

The flight crew qualification requirements are aeroplane type specific.
Each FCM has to complete a simulator check before conducting CAT II/III operations.
Appropriate additional training if any special equipment is required such as head-up
displays.
2.1.7.5 LIFUS
The company must ensure that each FCM performs 2 autolands CAT II/III during
LIFUS except that:
 only 1 autoland is required when the flight simulator training has been carried
out in a ZFT simulator;
 no autoland is required during LIFUS when the simulator training has been
carried out in a ZFT simulator and the FCM successfully completed the ZFT
type rating conversion training;
 For qualification during the line training, refer to the qualification flow chart
hereafter. The FCM is qualified to operate during the conduct of LIFUS to the
lowest approved DA(H) and RVR as stipulated in the OM part B.
No LIFUS is required for FCM,

 joining the company, with CAT II/III experience with an EU-OPS 1 operator
with a similar type of operation;
 who just completed a command training.

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2.1.7.6 Type and command experience

Before commencing CAT II/III operations, the following additional requirements are
applicable to commanders, who are new to the aeroplane type:
 50 hours or 20 sectors on the type, including LIFUS; and
 100 m must be added to the applicable CAT II/III RVR minima unless he has
previously qualified for CAT II/III operations with an EU-OPS operator, until a
total of 100 hours or 40 sectors, including LIFUS, has been achieved on the
type.
2.1.7.7 Low visibility takeoff with RVR less than 150m

Prior to a commanders authorization to conduct takeoffs in RVRs below 150 m, the
following training is carried out in the simulator:
 normal takeoff with 125 m RVR conditions;
 takeoff with 125 m RVR (or 75m for aircraft equipped with HUD take off
guidance) conditions with an engine failure between V1 and V2; and
 takeoff with 125 m RVR (or 75m for aircraft equipped with HUD take off
guidance) conditions with an engine failure before V1 resulting in a rejected
takeoff.

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2.1.7.8 Recurrent training and checking

 In conjunction with the normal recurrent training and operator proficiency
checks, a pilot‟s knowledge and ability to perform the tasks associated with the
particular category of operation, for which he is authorized, is checked. The
required number of approaches and landings to be undertaken in the flight
simulator within the validity period of the operators proficiency check is to be a
minimum of 2.
 One missed approach shall be flown during the conduct of the operators
proficiency check.
 At least two low visibility approaches of which one to the lowest applicable
minima shall be flown during the conduct of the operators proficiency check.
 A missed approach is completed at least once over the period of 3
consecutive operator proficiency checks as the result of an autopilot failure at
or below decision height when the last reported RVR was 300 m or less.
 At least one LVTO to the lowest applicable minima shall be flown during the
conduct of the operators proficiency check.
 Recency for LVTO and CAT II/III based upon automatic approaches and/or
auto-lands is maintained by the recurrent training and checking during the
operators proficiency check as prescribed in this paragraph.

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2.1.7.9 Qualification flow chart
Does the pilot

have previous CAT II/III
No experience at a Yes
EU-OPS-1
operator?
Does the pilot

have previous CAT II/III
No
experience within
the company?
Ground course Ground course

Yes
Simulator CAT II/III

(3 approaches
Simulator CAT II/III and/or landings during
(6 approaches OCC or 6 approaches
and/or landings ) and landings for
Command upgrade or
type conversion)
LIFUS:
2 autolands completed Is the pilot a
on the line Commander or Commander
(or 1 autoland if the F/O?
simulator training has
been done on a ZFT > 50 hours or
device, 20 sectors
Is the FCM new
or no autoland if the No Yes (including LIFUS
on the type?
simulator training has before conducting
been done in a ZFT CAT II/III
device during a ZFT
type rating) F/O
Until 100 hours or

40 sectors
(including LIFUS):
CAT II/III minima
+ 100m
Fully qualified
CAT II/III

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2.1.8 RNAV
To operate in RNAV (basic or precision) area, a FCM flying without TRI or LTC, will
comply with the following:
 have theoretical knowledge of the application of RNAV including the
differences between Basic, Precision and approach RNAV,
 be aware of the limitations of RNAV,
 have a thorough understanding of the equipment and be able to use the
RNAV equipment to its fullest extent,
 is familiar with the R/T phraseology for RNAV,
 appreciate the need to advise ATC should the accuracy of their navigation be
in doubt,
 be conversant with contingency procedures,
 have been trained in the operating procedures and safeguards necessary to
obtain optimum efficiency and maintenance of required navigational accuracy,
This is trained during self study for guidance in the operation of RNAV-based
departure and arrival procedures by a CBT. Knowledge and understanding of the
items above are checked during operator proficiency checks and line checks.

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2.1.9 RVSM
2.1.9.1 Contents
Before a FCM may operate in RVSM airspace without TRI or LTC, the following
points must be trained:
Planning
 verifying that the aircraft is approved for RVSM operations,
 reported and forecast weather conditions on the route of flight,
 minimum equipment requirements pertaining to height-keeping systems.
Pre-flight procedures at the aircraft for each flight

 review of maintenance logs and forms,
 external inspection of the aircraft: altimeter related items,
 altimeter check before takeoff,
 check of status of equipment required for flight in RVSM.
Procedures prior to RVSM airspace entry

 status of required equipment.
In-flight procedures
 altimeter setting,
 strict adherence to ATC clearances,
 use of the autopilot capture mode,
 use of autopilot altitude hold mode,
 altimeter cross-check and recording of accuracy,
 altitude source for active autopilot and transponder,
 altimeter system error or total vertical error identified by a height-monitoring
system,
 assigned altitude deviation reported by ATC,
 contingency procedures after entering RVSM airspace,
 post flight duties related to height keeping systems malfunction reporting.

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Special emphasis items

 use of standard ATC phraseology,
 crosscheck by both pilots of compliance with ATC clearances,
 recorded standby altimeter offset to be used in case of contingencies,
 visual perception of other aircraft at 1000 feet planned separation,
 monitoring of the evolution of indicated autopilot modes,
 relationship between the altimeter, automatic altitude control, and transponder
systems in normal and abnormal situations,
 aircraft operating limitations specific to RVSM operation,
 special procedures for in-flight contingency,
 procedures to be followed in case of wake turbulence encounter.
2.1.9.2 Training method
Ground Course
 A CBT course presentation is available in the Pilotbrief folder on the pilot‟s
laptop.
Line training
 a minimum of two line sectors in the RVSM area with a qualified TRI or LTC.
2.1.9.3 Validity
The period of validity 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 previous training,
the period of validity shall extend from the date of issue until 12 calendar months
from the expiry date of that previous training.
The RVSM qualification is revalidated provided that part of simulator recurrent

training or proficiency covers the RVSM area and deals with the RVSM specific
requirements.
If the qualification has elapsed, a simulator session containing the above requirement
will renew it.

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2.1.10 MNPS
2.1.10.1 Contents
Before operating in the Minimum Navigation Performance Specification (e.g. NAT
MNPS) area, a CBT course available on the pilot‟s laptop must be studied.
2.1.10.2 Validity
The period of validity 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 previous training,
the period of validity shall extend from the date of issue until 12 calendar months
from the expiry date of that previous training.
The MNPS qualification is revalidated provided that part of recurrent training (3-year
cycle) or line check covers MNPS procedures and the MNPS specific requirements
such as failures that require a descent are trained or discussed.
2.1.10.3 Combined training

MNPS training is combined with the ETOPS and the RVSM training during a 4 hour
simulator session. It is combined with normal recurrent training and checking.

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2.1.11 Mixed fleet flying
2.1.11.1 General
A maximum of two aircraft types may be operated concurrently. Following
combinations are accepted:
 B737 – E190
 B737 – B767
 B737 – B787
 B767 – B787
 B767 – E190
 B787 – E190
2.1.11.2 Operation of two aircraft types
Training
The following parts of the conversion training may be incorporated in the type rating:
 system refresher,
 simulator training,
 use of instructors approved by the company,
 teaches the normal and non-normal procedures of the company‟s OM part B.
The LPC/OPC shall be taken by a TRE approved by the company.
Initial requirements
Pilots operating on one aircraft type can be qualified on another aircraft type to
operate on both aircraft types if they have completed two consecutive operator
proficiency checks and must have 500 hours in the relevant crew position in
commercial air transport operations with an operator using the same OM Parts.
In the case of a pilot having experience with an operator and exercising the privileges
of 2 license endorsements, and then being promoted to command with the same
operator on one of those types, the required minimum experience as commander is 6
months and 300 hours, and the pilot must have completed 2 consecutive operator
proficiency checks before again being eligible to exercise 2 license endorsements.
Before commencing training for and operation of another type or variant, FCMs must
have completed 3 months and 150 hours flying on the base aeroplane which must
include at least one proficiency check.
After completion of the initial line check on the secondary type, 50 hours flying or 20
sectors must be achieved solely on aeroplanes of the new type rating.

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Recency and recurrent training when rated on two aircraft types

Pilots will perform every 90 days at least 3 takeoffs and landings as PF (aeroplane or
approved simulator). If not, the pilot has to perform long absence training.
Recurrent training and checking is performed for each aircraft type. One recurrent
simulator session is required every year on each type instead of two:
 MFF B737-B767: during the summer recurrent (20XX-1) the session on B767
is omitted, while during the winter recurrent (20XX-2) the session on B737 is
omitted;
omitted;
omitted;
 MFF B737-E190: during the summer recurrent (20XX-1) the session on E190
omitted.
 MFF E190-B767: during the summer recurrent (20XX-1) the session on B767
is omitted, while during the winter recurrent (20XX-2) the session on E190 is
omitted.
 MFF E190-B787: during the summer recurrent (20XX-1) the session on B787
is omitted, while during the winter recurrent (20XX-2) the session on E190 is
omitted.
Credits given by the BCAA regarding MFF

The annual line check of one type may be taking into account as line check of the
other type as long as the next line check is done on the other type.
Evacuation Wide Body counts for Evacuation Narrow Body as long as all type of
doors are exercised during the annual line check.

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2.1.12 Either seat qualified captains (except LTC & TRI)
Eligibility
Direct entry captains must have completed:
 2 OPC as captain on type and with the operator,
 more than 300 hours,
 more than 15 sectors after line check.
Captains who were previously qualified as F/O on the type with the operator are
eligible without any further restrictions. F/O‟s upgrading to Captain on the same type
of aircraft within the company remain qualified to operate in the RHS without
additional initial training or checking, but shall meet the recurrent checking and
recency requirements.
Captains already active with the operator and performing conversion training on a
new type are eligible for either seat training on the new type.
Initial training
 CRM training (minimum 2 hours),
 Right-hand seat simulator training including at least the following:
o An engine failure during take-off;
o A one engine inoperative approach and go-around; and
o A one engine inoperative landing
 Line training of at least 2 sectors (one as pilot flying and one as pilot
monitoring) with a TRI in the left-hand seat. This training may be combined
with the first 4 landings to be completed with TRI, after completion of ZFT type
rating training.
Note: The initial simulator training and checking can be combined in a simulator
session conducted by a TRE.

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Initial checking
 A line check of the candidate in the right-hand seat of 2 sectors (one as pilot
flying and one as pilot monitoring) and the TRE, TRI or LTC occupying the
jump seat.
Note:
The initial simulator training and checking can be combined in a simulator session
conducted by a TRE.
The line check can count as yearly line check.
Additional recurrent checking

The OPC following the above training to operate in either seat is normally taken from
the left-hand seat with the additional exercises from the right-hand seat:
 An engine failure during take-off;
 A one engine inoperative approach and go-around; and
 A one-engine inoperative landing.

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2.1.13 Either seat qualified captains (LTC &TRI)
Eligibility
As per OM part D.
Initial training
As per OM part D.
Initial checking
As per OM part D.
Additional recurrent checking

The OPC can be taken from the left- or right-hand seat with the additional exercises
from the other seat:
 An engine failure during takeoff;
 A one-engine inoperative approach and go-around; and
 A one-engine inoperative landing.

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2.1.14 ETOPS training
2.1.14.1 ETOPS training program for FCM with no previous

ETOPS experience
This training consists of:
 ETOPS briefing (4 hours),
 simulator training, (1 session of 4 hours),
 line check (in normal crew complement) on one ETOPS sector.
Other qualifications like MNPS or RVSM may be trained concurrently. See the
appropriate chapters
2.1.14.2 ETOPS training program for FCM with previous

ETOPS experience
For FCMs with previous ETOPS experience on the same or another aircraft type, the
ETOPS training can be simplified as follows:
Last ETOPS check ETOPS Simulator session (Recurrent or OPC)
> 12 months ETOPS procedures and ETOPS specific requirements such
as failures that require a diversion
2.1.14.3 ETOPS briefing

The briefing must take place before the simulator training and covers the following
subjects:
 introduction to ETOPS regulations,
 routes and alternate airports intended to be used in the ETOPS,
 weather requirements,
 equal time point,
 fuel policy,
 flight documentation,
 flight planning, suitable selection form, ETP computer program output,
 examples of MEL with specific ETOPS conditions,
 malfunctions requiring a diversion,
 fuel management,
 performance tips,
 operational procedures,
 procedures typical for each area of operation intended to be use.

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This briefing is given by an ETOPS qualified TKI or TRI.

When only a shortened briefing as mentioned above is required, it will cover the
following:
 routes and alternate airports intended to be used in the ETOPS,
 examples of MEL with specific ETOPS conditions,
 malfunctions requiring a diversion,
 performance tips,
 operational procedures,
 procedures typical for each area of operation intended to be used.
2.1.14.4 Simulator training

This training consists of one session (4 hours / session) with briefing. It will cover the
following subjects or exercises:
 use of MEL for ETOPS regulations,
 single and multiple failures in flight that would precipitate a „go / no go‟ and
diversion,
 decision making,
 engine failure in MNPS RVSM environment,
 approach with the standby generator as the sole power source,
 fuel management.
Note: Pilot incapacitation is covered during the aircraft type rating training.
This training is conducted by a qualified SFI or TRI.
2.1.14.5 Line qualification

Pilots not previously qualified and current ETOPS will complete a minimum of two
ETOPS sectors including an ETOPS line check.
2.1.14.6 Recency
The ETOPS qualification is valid for 12 month in addition to the remainder of the
month of issue. The ETOPS approval is re-conducted for 12 months provided an
appropriate refresher course or recurrent training and checking, as specified below,
has been conducted within the last three months of the expiry date.
The ETOPS qualification is revalidated provided that part of simulator recurrent
training or proficiency check covers ETOPS procedures and deals with the ETOPS
specific requirements such as failures that require a diversion.
If the qualification has elapsed, a simulator session containing the above requirement
will renew it.
2.1.14.7 Combined training

ETOPS training may be combined with RVSM and / or MNPS training. Both may be
performed during the normal recurrent training and checking.

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2.1.15 Procedures in case of long absence

A period of long absence is a period of more than 90 calendar days.
Period of absence Minimum up to proficiency
91 -120 days  3 sectors line training as pilot flying with TRI

 1 simulator session (4 hours / session) +
121 - 180 days
 3 sectors line training as pilot flying with TRI
 2 simulator sessions (4hours / session) (including a
181 - 365 days OPC/LPC) +
 ground refresher (6 hours) +
 3 simulator sessions (4 hours / session, including a
More than 365 days OPC/LPC) +
 line check (2 sectors)
More than 2 years  complete OCC
When the type rating on the flight crew license has expired, the relevant training
program shall be followed at an ATO.
If required, the above mentioned simulator sessions shall include the appropriate
ETOPS refresher/recurrent training (refer to Chapter 2.1.15.).

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2.1.16 Procedures synthetic training devices (STD’s)

All synthetic training devices (STD), such as flight simulators or flight training devices
(FTD), replacing an aeroplane for training and/or checking purposes are to be
qualified in accordance with STD requirements and the company has to have a user
approval from the authority.
The training department is responsible for ensuring that all the user approvals STDs
are valid and present at the training department, before a planning is made for
training and checking, which requires the use of the STDs.
The use of any STD must be approved by the Head of Training or his delegate after
his evaluation of the suitability of the facility.
A user approval will be requested by the Head of Training. An ODR list and a
declaration from the Head of Training, stating that the STD can be used for the
proposed training, will be attached to the user approval request letter.
Before the use of the STD, if applicable, a differences briefing shall be given before
the session highlighting the differences between the simulator and the configuration
of the actual aircraft operated by the company via the “differences briefing list”.

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2.1.17 Route and airport competence training
2.1.17.1 Route training

Prior to being assigned as pilot-in-command the pilot shall undergo training to ensure
that he has obtained adequate knowledge of the route to be flown and of the
aerodromes (including alternates), facilities and procedures to be used.
Route competence training will include knowledge of:

 Terrain and minimum safe altitudes;
 Seasonal meteorological conditions;
 Meteorological, communication and air traffic facilities, services and
procedures;
 Search and rescue procedures;
 Navigational facilities associated with the route along which the flight is to take
place;
 MNPS procedures where appropriate.
The commander, and other pilots eligible to be PIC, must hold a valid Route
Competence covering the intended operation as follows:
 Europe area:
Within this area all commanders are qualified to operate all routes after initial line
check.
The validity is 12 months and the completion of any sector within this area revalidates
the Europe route qualification. In all other cases renewal is done by repetition of the
initial clearance.
 Other areas:
For areas outside the Europe area, initial clearance is by reading the appropriate
section in the OM part C.
Areas that contain ETOPS routes require additional training as described in this
manual.
Additional requirements apply to the NAT-WATRS area.
the respective route qualification. In all other cases renewal is done by repetition of
the initial clearance.
 NAT – WATRS area:

In addition to reading the appropriate section of the route briefings contained in OM
part C, initial clearance is by at least one sector with LTC or TRI within this area.
this route qualification. In all other cases renewal is done by repetition of the initial
clearance.

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2.1.17.2 Airport training

Category A & B airports do not have any expiry, category C airport‟s initial training
requirements, validation period and renewal requirements are stipulated in OM part
C.

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2.1.18 Flight crew training staff

This chapter describes training given to flight crew staff of the company.
2.1.18.1 General
Flight crew training staff is a person having one of the following functions in the
company:
 TRE (type rating examiner),
 TRI (type rating instructor),
 SFI (synthetic flight instructor),
 LTC (line training captain),
 TKI (theoretical knowledge instructor),
 CRMI (crew resource management instructor),
 CSI (cabin safety instructor).
All instructors (except SFI, TKI, CRMI and CSI) shall hold at least a type rating on the
aeroplane for which he is qualified to conduct instruction.
2.1.18.2 Responsibilities of instructors
o All flight crew training staff

All flight crew training staff shall have a personal responsibility of the following:
 To understand the training objectives and the required standards,
 To familiarize with the relevant course materials and current legislation,
 To ensure that training and checking forms / records which are required are
submitted to the training department timely, accurately and completely for
filing,
 To inform the Head of Training in a timely manner, when standards are not
met,
 Act as a mentor designated by the Pilot Mentoring Staff, observing the
procedure described above,
 Provide instruction to pilots within the pilot mentoring program as instructed by
the designated mentor,
 Provide feedback of the performance of the mentored pilot as requested by
the mentor.

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o TREs, TRIs, SFIs, LTCs, TKIs

Besides the above-mentioned responsibilities, all appointed flight crew training staff
are responsible for:
 Having a thorough knowledge and understanding of the OM in general and
especially part D,
 carrying out training or conducting a check (in accordance with the
qualification and authorization) directed on pilots and ensuring that the
applicable standards of proficiency are maintained,
 Correcting any procedure not in accordance with the OM, by providing detailed
feed back to the Head of Training, the fleet manager or the director flight
operations,
 Supervising ground, simulator, aircraft and line training as authorized,
 Familiarizing pilots with the latest operational procedures,
 Making proposals for improving safety standards and efficiency in training and
line operations,
 Carrying out additional duties as specified from time to time by the Head of
Training. These may include (but are not limited to) preparing training and / or
checking programs or attending courses covering instruction / classroom
techniques, flight performance, human factors, airline management etc.,
 Representing the company at seminars, training meetings and other operators
training establishments, when so assigned by the Head of Training, the Fleet
Manager or the Director Flight Operations.
o CSIs
See chapter 2.2.
2.1.18.3 Authorization of Instructors
o TRE
 Revalidate or renew TRE ratings, when so authorized by the Authority (Senior-
TRE).
 Revalidate or renew type ratings or instrument ratings on behalf of the
company or regulating Authority.
 Perform command course training and checking, when authorized by the Head
of Training.
 Perform LIFUS and line checks when nominated by the Head of Training and
accepted by the authority.
 Carry out simulator training and checking for the issue of a type rating, if so
authorized by the Head of Training and the involved ATO.
 Forward all applicable forms to the training department as appropriate after
completion of a check or skill test.

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o TRI
 Perform command course line training, when authorized by the Head of
Training.
 Carry out flight / base training on the aircraft as authorized by the Head of
Training.
 Carry out simulator training with JAA approved ATO towards type rating, if so
 Carry out other simulator training as determined by Head of Training.
o SFI
 Carry out simulator training with an approved ATO towards type rating, if so
 Carry out other simulator training as determined by Head of Training.
o LTC
 Perform command course line training, when authorized by the Head of
Training.
o TKI
 Type technical training on type related courses.
 Classroom refresher training.
 Classroom training for ETOPS, MNPS, RVSM, RNAV, CAT II/III etc.
 Classroom training for differences training.
o CRMI
 CRM training.
o CSI
 Emergency and safety equipment training and checking (initial, recurrent,
refresher and type conversion).

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2.1.18.4 Selection and assignment of flight crew training

staff
When new flight crew training staff is to be appointed, a message will be sent to all
concerned. Candidates will respond before the limit date mentioned in the message.
The DFO and Head of Training take a joint decision about the selected candidates.
The decision will be based on the criteria stated below. The applicants will be advised
about the result.
o Assignment
The Head of Training will assign instructors and can approve exemptions regarding
the amount of hours related to the experience with the company (e.g. direct entry
captains with TRI/TRE endorsements or TRI‟s changing type within the company).
Refer to prerequisites below for more details.
o Prerequisites
 Initial TRI qualification:
A candidate for initial TRI qualification shall fulfill following requirements:
o 5000h on commercial jet aeroplanes (of which maximum 500h on FFS

as trainee or SFI and of which minimum 1500h on multi pilot
aeroplanes); and
o including 1000h on type as Commander; and
o one year experience as LTC or SFI; and
o have completed, within the 12 months preceding the date of application,
30 route sectors, including take-offs and landings, as PIC or co-pilot on
the applicable aeroplane type, of which 15 sectors may be completed in
an FFS representing that type.

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o Instructor / Examiner Training
General
All appointed instructors should follow or should have followed at least a Basic
Instructor Training (BIT) program in which the following objectives shall be reached:
 Plan and use communication and non-verbal behaviors that improve the
trainee's performance in accordance with the BIT notes and without
assistance.
 Write training objectives for briefing, instruction and debriefing containing
accurate performance, conditions and standards in accordance with the BIT
notes and without assistance.
 Plan and conduct a briefing and a subsequent training session that enhances
the trainee's learning of knowledge, attitude and skill in accordance with the
training objectives and without assistance.
 Without assistance, give feedback on trainee performance, according to the
BIT notes that is understandable, actionable and acceptable and follows the
guidelines for giving feedback in the BIT notes.
 Be able to assess CRM skills.
TRE
The Head of Training nominates applicants for TRE and is responsible for scheduling
of pilots for the company TRE training and the completion of it.
The objective of the TRE qualification training is to train and check the competence of
the TRE applicant to conduct TRE related tasks (e.g. OPCs, LPCs and skill tests).
The applicant / candidate TRE shall be scheduled for a formal company TRE training,
which consists of:
 at least 4 OPC / LPC simulator sessions as TRE in training and under the
direct supervision of an experienced TRE, appointed by the Head of Training
for this purpose. The TRE in training shall not formally assess the respective
OPC / LPC. This shall be done by the experienced and qualified TRE.
 a meeting with the Head of Training to discuss:
the EU-OPS and the JAR-FCL requirements,
the conduct of skill tests and LPC / OPC,
the documentation, training & checking forms and reporting process,
the protection requirements for personal data.
 an introduction to the office, organization, training philosophy, regulations,
transition from training to line flying, syllabus LIFUS etc., by the Head of
Training or his representative.
 an examiners seminar given by the Authority before TRE qualification.
The final check is the so-called Examiner Authorization Acceptance Test (EAAT).
The candidate / applicant has to conduct a proficiency check/test under supervision
of a senior TRE or inspector authorized and appointed by the Authority.

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TRI
The Head of Training appoints the TRI and schedules pilots for the TRI training with
an ATO approved by the Authority and accepted by the Head of Training.
The course should be designed to provide adequate training for the applicant in
theoretical knowledge instruction and (synthetic) flight instruction in order to instruct
any MPA type rating for which the applicant is qualified.
The applicant / candidate TRI will be scheduled for the TRI training, which consists
of:
 a TRI course with an approved ATO,

 Aircraft (Base) Training for candidate TRI(A),
 a meeting with the Head of Training. (Objectives, philosophies etc.),
 an introduction to the office, organization, training regulations, transition from
training to line flying, syllabus LIFUS etc. by the Head of Training or his
representative,
 an opposite seat training and qualification in the simulator,
 a minimum of 4 sectors of line training under supervision of a TRI occupying
the left seat (if not yet opposite seat qualified as LTC).
Each applicant should maintain a personal TRI training record throughout the course
and each applicant‟s teaching abilities should be assessed as satisfactory.
TRIs can only be scheduled for aircraft (base) training, when authorized by the Head
of Training and after having received training from another experienced TRI, already
authorized by the Head of Training to conduct aircraft (base) training. (= circuit
training)
SFI
The Head of Training appoints the SFI and schedules pilots for the SFI training with
an ATO approved by the authorities and accepted by the Head of Training.
The course should be designed to provide adequate training for the applicant in
theoretical knowledge instruction and (synthetic) flight instruction in order to instruct
any MPA type rating for which the applicant is qualified.
The applicant / candidate SFI will be scheduled for the SFI training, which consists of:
 a SFI course with an approved ATO.
 a meeting with the Head of Training (objectives, philosophies etc.),
training to line flying etc. by the Head of Training or his representative.

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LTC
The applicant /candidate LTC shall be appointed by the Head of Training and
approved by the authorities and have the EHSP qualification.
First authorization as LTC
The applicant / candidate LTC will be scheduled for the LTC training, which consists
of:
 a meeting with the Head of Training (objectives, philosophies etc.),
training to line flying, syllabus LIFUS etc., by the Head of Training or his
representative.
 an opposite seat simulator training (4 hours) and qualification, followed by:
 a minimum of 4 sectors of line training under supervision of a TRI occupying
the left seat. This training will emphasize following issues:
o When/How to intervene plus next step (continue or Fleet Office
referral).
o When / How to discuss errors.
o Takeoff problems - early, late, slow, fast rotations. crosswinds & poorly
handled SOP's.
o Approach problems - limits, non-stabilized, glide path/speed control,
lateral displacement, managing high workload.
o Flare - high, low, fast, slow, visual aspect.
o Landing - bounced landing, float, low level go-around, crosswinds.
o Observation and assessment of a simulated Line Check using the „Pilot
Assessment Guidelines‟.
For authorization as LTC on subsequent aircraft types
The training consists of:
 obtaining the qualification to operate in either pilot‟s seat and,
 2 sectors of line flying in right hand seat under the supervision of a TRI in the
left hand seat. Differences with the initial aircraft type must be explained and
emphasized.
The training course should be designed to provide adequate training to the applicant,
regarding theoretical knowledge instruction and flight instruction techniques, in order
to be able to conduct instruction during LIFUS on the respective aircraft type.
Each applicant should maintain a personal LTC training record throughout the course
and each applicant‟s teaching abilities should be assessed as satisfactory by the
supervising TRI concerned.
TKI
The Head of Training appoints a TKI. The appointment is based on specific
knowledge and skills the Head of Training considers to be required for the specific
course (e.g. ETOPS / MNPS) to be given. Preferably a TKI shall give the first ground
school under supervision of an experienced instructor.

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CSI
The Head of Training decides on the appointment of CSI. The appointment is based
on emergency and safety procedures specific knowledge and instruction skills
required for this function.
CRMI
The Head of Training decides on the appointment of CRMI. The appointment is
based on the following requirements:
 Have current commercial air transport experience as FCM and have either:
Successfully passed the Human Performance and Limitations (HPL) examination
whilst recently obtaining the ATPL or,
If having held a FCM license prior to the introduction of HPL into the ATPL syllabus,
followed a theoretical HPL course covering the whole syllabus of the HPL
examination.
 Have completed initial CRM training and,
 Be supervised by suitably qualified CRM training personnel when conducting
their first initial CRM training session and,
 Have received additional education in the fields of group management, group
dynamics and personal awareness.
Notwithstanding paragraph above, and when acceptable to the Authority,

 A FCM holding a recent qualification as a CRMI may continue to be a CRMI
even after the cessation of active flying duties.
 An experienced non-flight crew CRMI having a knowledge of HPL, may also
continue to be a CRMI.
 A former FCM having knowledge of HPL may become a CRMI if he maintains
adequate knowledge of the operation and airplane types concerned.
CRM instructor training consists of:

 giving a CRM course under supervision of a qualified CRM instructor,
 giving a CRM course to the satisfaction of a supervising BCAA Ops inspector.
The certificate of the CRM instructor is valid for:

 A period of one year if it is the first approval as CRM instructor,
 A period of two years for any subsequent approval,
o Procedure for acceptance of CSI or CRMI by the authorities
Procedure for new CSI and CRMI:

 The BCAA will inspect all new proposed CSI or CRMI.
 If the result of the inspection is satisfactory and if the proposed instructor
complies with the AMC related to the applicable regulation, the BCAA will issue
an instructor certificate for 1 year.

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Procedure for renewal of CSI and CRMI:

 The operator shall transmit to the BCAA a summary of the courses that the
CSI or CRMI has given (ground instructor) during the last 12 months.
 The responsible coordinator will check the summary (together with the training
planning to check its consistency).
 If the instructor has given at least 2 courses as CSI or CRMI , the BCAA will
renew the certificate.
 If it is not the case, the responsible coordinator shall apply the procedure for
new CSI or CRMI.
 The instructors are inspected during the oversight programme on a random
basis.

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2.1.19 Functional check pilot (FCP)
Eligibility
Commanders performing functional check flights are designated by the director of
flight operations and shall, unless otherwise decided by the DFO, hold a valid TRI(A)
rating on the applicable aircraft type.
Initial training
 A briefing, given by a TRI or SFI with FCF experience covering following
topics:
Reasons to perform a FCF.
Use of FCF protocol and flight pattern.
Use of airspace and ATC coordination.
Differences with normal line flight.
Threats and precautions to be taken.
Situational awareness.
“Essential switches” on the applicable type of aircraft.
Actions in case of abnormal system response when performing tests.
Crew coordination between crew members and system operator (if applicable).
Recommendations for PF / PM designation during different phases of flight and
checks.
 A 2 hour simulator session, given by a TRI with FCF experience, covering a

selection of FCF checks on the applicable aircraft type FCF protocol, including
simulation of system failures during checks.
 A 2 hour simulator session shall be programmed for each additional type of
aircraft the Commander will be qualified on as FCP.
Recurrent training
 Every 2 years, a 2 hour recurrent simulator session shall be programmed on
each applicable type of aircraft.

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2.1.20 FACT Training

Before operating on Jetairfly aircraft a FACT (Fatigue Awareness and
Countermeasures Training) training must be followed
The training consists of a CBT course on the pilot‟s laptop.

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2.1.21 EFB (electronic flight bag) Training
Assumptions Regarding Flight Crew Previous Experience

The purpose of training for the use of an EFB is of operating the EFB itself and the
applications hosted on it and it is not intended to provide basic competence in areas
such as aeroplane performance etc. Initial EFB training, therefore, assumes basic
competence in the functions addressed by the software applications installed.
Crediting Previous EFB Experience

Previous experience of an aeroplane performance application hosted on a Class 1 or
Class 2 EFB and using similar software is credited toward training for the
performance application on a Class 3 EFB. Differences are trained as described
below.
EFB Training and checking

Initial training on a class 3 EFB (B787) is given during the type rating training at an
ATO. During OCC (Operator Conversion Course) training, differences with regard to
the hosted applications, used with the operator on the EFB, are addressed.
OM part B briefings during OCC contain a course on performance calculation. A
separate CBT on the usage of Lido Charts is provided during the OCC course.
Initial training on class 1 and 2 EFB is given during OCC.
In-flight EFB training is conducted during line flying under supervision.
EFB checking is performed during OPC and line checks.
Recurrent Training
Recurrent training and checking on the EFB is done during the recurrent session on
the simulator and the OPC.
Areas of Emphasis During EFB Training & checking

 The use of the EFB hardware and the need for proper adjustment of lighting etc.
when the system is used in-flight;
 The intended use of each software application together with limitations and
prohibitions on their use;
 If an aeroplane performance application is installed, proper cross-checking of
data input and output;
 If a terminal chart application is installed, proper verification of the applicability of
the information being used;
 If a moving map display is installed, the need to avoid fixation on the map
display;
 Failure of component(s) of the EFB.

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2.1.22 PICUS flights

First Officers holding a CPL license and applying for an ATPL license shall have
completed (amongst others):
500 hours as pilot-in-command under supervision (PICUS); or

 250 hours either as pilot-in-command; or
 250 hours made up by at least 70 hours as pilot-in-command and the
necessary additional flight time as pilot-in-command under supervision.
First Officers are allowed to log PICUS time under following conditions at TUI Airlines
Belgium:
 Follow a one day Command ground course. During this course, a number of
operational topics are discussed with an emphasis on decision making.
 After having followed this course, PICUS time may be logged by the First
Officer, occupying the right hand seat, when:
o scheduled to fly with an LTC or TRI listed in this manual;

o during pre-flight briefing, both crewmembers shall agree that the flight
will be conducted as PICUS training;
o the final responsibility to agree to operate as PICUS rests with the
Commander of the flight;
o during his duty, the First Officer acting as PICUS (either as pilot flying
or as pilot monitoring), will take all operational decision under
supervision of the Commander of the flight;
o the Commander shall sign off the First Officer‟s logbook as PICUS
flight, after the flight, when all of the duties and functions of PIC on that
flight were carried out, such that the intervention of the PIC in the
interest of safety was not required.

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2.1.23 Difference training B737CL and B737NG
Operation on B737-Classic and B737-NG
COURSE STRUCTURE
The B737 difference course can be programmed for FCM having a valid type rating
on B737-300/900 and at least 300 hours on type. The differences course uses a
program divided into phases.
COMBINATION OF OPERATOR CONVERSION COURSE AND

DIFFERENCE TRAINING
Pilots joining the company with experience on B737-Classic, but without prior
experience on B737-NG and following operator conversion training can combine the
operator conversion training with the difference training.
In this case, the operator conversion training (theoretical, synthetic and line training)
fulfills the training requirements for the entire difference training, except for one day
of extra ground training CBT.
DIFFERENCES COURSE
The difference course contains the following steps:
Step Training Device Content Time
Variant system
Theoretical training CBT 3 days (18 hours)
differences study
Test Paper Variant system test 2 hours
Synthetic Flight 2 hours briefing

FFS Normal procedures
Training 4 hours FSS
Non-Normal
Synthetic Flight 2 hours briefing
FFS procedures,
Training 4 hours FSS
Automation
1 hour briefing
Evaluation FFS Evaluation
4 hours FSS
2 sectors PF +
LIFUS Aeroplane Training flights
2 sectors PM
1 sector PF +
Line check Aeroplane Evaluation flight
1 sector PM

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The theoretical training contains the following chapters:

 ATA 20 Aircraft general
 ATA 21 Air conditioning, pressurization, ventilation
 ATA 22 Auto flight
 ATA 23 Communication
 ATA 24 Electrical
 ATA 26 Fire protection
 ATA 27 Flight controls
 ATA 28 Fuel system
 ATA 29 Hydraulics
 ATA 30 Ice and rain protection
 ATA 31 Warnings
 ATA 32 Landing gear
 ATA 33 Lights
 ATA 34 Navigation and Flight instruments
 ATA 35 Oxygen + Emergency
 ATA 36 Pneumatic
 ATA 49 APU
 ATA 52 Doors
 ATA 70 Power plant
The synthetic flight training contains

Training: FFS 2 sessions (8 hours) in 2 working days
Evaluation: FFS EVAL 1 session (4 hours) in 1 working day.
Line Training
Line flying under supervision consists of minimum 6 sectors (including the line check)
with a LTC or TRI in the opposite seat.
The operation of the overwing exits will be demonstrated.
Differences within one type or variant

All differences within one type or variant are covered in their respective FCOM.

Cabin crew 16 Oct 2014
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2.2 Cabin crew
2.2.1 Initial training
2.2.1.1 Prerequisites - selection process

Refer to OM part A.
2.2.1.2 Applicability
All CCM joining the operator will undergo an initial training, if not already followed
with another EU-OPS operator or current within the last 36 months. This must be
proved to the Head of Training by providing an attestation of initial cabin crew safety
training certificate.
2.2.1.3 General
The company shall ensure that suitably qualified persons conduct all elements of
initial training.
Training courses shall, at the discretion of the authority, and subject to its approval,
be provided:
Either:
 by the operator;
directly, or
indirectly through a training organization acting on behalf of the operator;
or:
 by an approved training organization.
2.2.1.4 Content
The operator will ensure that each candidate CCM completes the initial training and
checking before undertaking the conversion training. The ground training consists of
theoretical and practical courses.
The initial training will be followed by a first conversion training and familiarization
flights on the specific aircraft type before executing commercial flights as qualified
CCM.
The syllabus of the initial training for cabin crew includes the following general
subjects:
Footprint
Initial Training and checking Duration
Introduction
Day 1
Theory of flight 4 hrs

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Terminology 4 hrs
Day 2
Safety equipment 4 hrs
Day 3 Standard operating procedures 8 hrs
Day 4 Emergency procedures 8 hrs
Fire and smoke procedures and equipment 4 hrs
Day 5
Oxygen procedures and equipment 4 hrs
Security 4 hrs
Day 6 Duty and rest times 1 hr
Survival 3 hrs
Initial Exam 2 hrs
Day 7
Introductory CRM 4 hrs
Day 8 Dangerous goods + exam 4 hrs
Day 9 Water survival 2 hrs
Day 10 First aid 8 hrs
Day 11 First aid + practical exam 8 hrs
Day 12 Initial aviation security 4 hrs
Day 13 Fire and smoke training 4 hrs
Fire training and smoke training

 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 coordination 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.
Water survival equipment and procedures

 The water survival training includes the actual donning and use of personal
flotation equipment in water by each cabin crew member.
 Before first operating on an aeroplane fitted with life-rafts or other similar
equipment, training must be given on the use of this equipment, as well as
actual practice in water.
Survival training
 An operator shall ensure that survival training is appropriate to the areas of
operation, (e.g. polar, desert, jungle or sea).

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Medical aspects and first aid

Medical aspects and first aid training shall include the following subjects:
 physiology of flight including oxygen requirements and hypoxia;
 medical emergencies in aviation including:
o asthma;
o choking;
o heart attacks;
o stress reactions and allergic reactions;
o shock;
o stroke;
o epilepsy;
o diabetes;
o air sickness;
o hyperventilation;
o gastro-intestinal disturbances;
o emergency childbirth;
 practical cardio-pulmonary resuscitation by each CCM having regard to the
aeroplane environment and using a specifically designed dummy;
 basic first aid and survival training including care of:
o the unconscious;
o burns;
o wounds;
o fractures and soft tissue injuries;
 travel health and hygiene including:
o the risk of contact with infectious diseases especially when operating
into tropical and sub-tropical areas, reporting of infectious diseases,
protection from infection and avoidance of water-borne and food-borne
illness Training shall include the means to reduce such risks;
o hygiene on board;
o death on board;
o handling of clinical waste;
o aeroplane disinfection; and
o alertness management, physiological effects of fatigue, sleep
physiology, circadian rhythm and time zone changes;
 the use of appropriate aeroplane equipment including:
o first aid kits (including their contents);
o emergency medical kits (including their contents);
o first aid oxygen; and
o emergency medical equipment.
 Procedure for testing of the practical exercises: the instructor uses the
computer generated output of the CPR training devices to assess each
candidate.

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Passenger Handling
 Advice on the recognition and management of passengers who are, or
become, intoxicated 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,
 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.
Communication
 Emphasis is placed on the importance of effective communication between
cabin crew and flight crew including technique, common language and
terminology.
Dangerous goods
 The course shall include the following contents:
o general philosophy,
o limitations on dangerous goods in air transport,
o package marking and labeling,
o dangerous goods in passengers baggage,
o emergency procedures.
 The content shall cover the following objectives:

o vigilance during passenger embarkation to make sure that passengers
do not carry items which are not allowed,
o awareness of the actions to be taken in the event of emergencies
involving dangerous goods,
o definition of dangerous goods,
o description of the origin of the current regulations,
o identify the classes of dangerous goods,
o knowledge of the special provisions for passengers and crew,
o hidden hazards in luggage,
o recognize / identify the hazard/handling labels applicable to dangerous
goods.

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Discipline and responsibilities

 The importance of cabin crew performing their duties in accordance with the
OM part A,
 Continuing competence and fitness to operate as a CCM 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 CCM 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-
to date with amendments provided by the operator,
 The importance of identifying when CCMs 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.
 Awareness of the effects of surface contamination and the need to inform the
flight crew of any observed surface contamination.
CRM
The operator shall ensure that CRM training satisfies the EU-OPS introductory CRM
training requirements:
 an operator shall ensure that a CCM has completed an Introductory CRM
training before being first assigned to operate as a CCM,
 the introductory CRM training shall be conducted by at least one CCM CRM
instructor.
 CCM who are already operating as CCM in commercial air transportation and
who have not previously completed an introductory training, shall complete an
Introductory CRM training by the time of the next required recurrent training
and/or checking.
The Authority
The specific content will be presented to the Authority for approval and a detailed
syllabus will be forwarded to the Authority.

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2.2.2 Conversion training
2.2.2.1 Prerequisites conversion training
Aircraft conversion
An aircraft conversion training (after initial training) must be completed before being
assigned by the operator to operate as a CCM.
Whenever the cabin crew is requested to operate on another aircraft type than the
one current for, the CCM will undergo a subsequent aircraft conversion training. The
content of this course will be the same as the conversion on the current aircraft type
taking into account the new aircraft type.
Operator conversion
An operator conversion training is foreseen for candidates (re)entering the operator
and who had flying experience as (S)CCM for an EU-OPS operator within the last 3
years. These (S)CCM must be able to prove previous EU-OPS (or JAA) qualification
with a qualification card stating that (S)CCM has been qualified as a (S)CCM and an
attestation of initial cabin crew safety training certificate.
A conversion training must be completed before being:
 assigned by the operator to operate as a CCM; or
 assigned to operate another aeroplane type.
Note: Cabin Crew Members are not allowed to operate on more than three
aeroplane types except that, with the approval of the authority, the cabin crew
Member may operate on four aeroplane types, provided that safety equipment
and emergency procedures for at least two of the types are similar.
Variant of an aeroplane type are considered to be different types if they are not
similar in all the following aspects:
 Emergency exit operation;
 Location and type of safety equipment;
 Emergency procedures.

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2.2.2.3 General
The operator shall ensure that:
 conversion training is conducted in a structured and realistic manner; and
 suitably qualified persons conduct all elements of conversion training; and
 during conversion 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.
A CCM with an attestation of initial safety training may combine related elements of
both initial training, conversion and differences training.
The operator shall ensure that, following completion of a first conversion training,
each CCM undertakes familiarization prior to operating as one of the minimum
required number of CCM.
2.2.2.4 Content
General
The operator shall determine the content of the conversion training, taking account of
the CCM‟s previous training as recorded in the CCM‟s training records.
Footprint
Conversion training and checking (after Duration
initial training)
Day 1 Evacuation training 3 hrs
Day 2 Conversion training type related 8 hrs
Day 3 Aircraft visit 4 hrs
Day 4 Operator conversion CRM 4 hrs
Day 5 Conversion exam 2 hrs
Conversion training and checking (after Duration

long absence)
Day 1 Conversion training type related 8 hrs
Emergency procedures (including fire & 8 hrs
Day 2
oxygen)
Standard operating procedures 4 hrs
Day 3
Safety equipment 4 hrs
First Aid + practical exam 4 hrs
Day 4
Dangerous goods 4 hrs
Day 5 Conversion CRM 4 hrs
Day 6 Joint CRM and recurrent CRM 7 hrs

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Fire and smoke training 4 hrs

Day 8
Evacuation training 3 hrs
Recurrent SCCM (GSR) 4 hrs
Day 9
Conversion exam 2 hrs
Aircraft conversion training Duration

Conversion training (including normal & 8 hrs
Day 1
emergency procedures when applicable)
Day 3 Evacuation training (wide body, if required) 3 hrs
Day 4 Conversion CRM (wide body, if required) 4 hrs
Day 5 Conversion exam 2 hrs
Fire and smoke training

The operator shall ensure that each CCM 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:
 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 in an enclosed
simulated smoke-filled environment.
Operations of doors and exits

 each CCM 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
 the operation of all other exits, such as flight deck windows, is demonstrated.
Evacuation slide training

The operator shall ensure that each CCM descends an evacuation slide from a
height representative of the aeroplane‟s main deck sill height where;
 the slide is fitted to an aeroplane or representative training device; and
 a further descent is made when the CCM qualifies on an aeroplane type in
which the main deck exit sill height differs significantly from any aeroplane
type previously operated.
Evacuation procedures and other emergency situations

 emergency evacuation training includes the recognition of planned or
unplanned evacuations on land or water. This training must include recognition

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of when exits are unusable or when evacuation equipment is unserviceable;

and
 Each CCM 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
CCM; and
other in-flight emergencies.
Crowd control
The operator shall ensure that training is provided on the practical aspects of crowd
control in various emergency situations, as applicable to the aeroplane type.
Pilot incapacitation
The operator shall ensure that each CCM is trained in the procedure for FCM
incapacitation and shall operate the seat and harness mechanisms.
Training in the use of FCM‟s oxygen system and use of the FCM's checklists, where
required by the operator SOPs.
Safety equipment
The operator shall ensure that each CCM is given realistic training on, and
demonstration of, the location and use of safety equipment including the following:
 slides, and where non-self-supporting slides are carried, the use of any
associated ropes;
 life-rafts and slide-raft, including the equipment attached to, and/or carried in
the raft;
 life jackets, infant life jackets and flotation cots;
 dropout oxygen system;
 first-aid oxygen;
 fire extinguishers;
 fire axe or crow-bar;
 emergency lights including torches;
 communication equipment, including megaphones;
 survival packs, including their contents;
 pyrotechnics (actual or representative devices);
 first-aid kits, emergency medical kits, their contents and emergency medical
equipment; and
 other cabin safety equipment or systems where applicable.

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Passenger briefing / safety demonstrations

An operator shall ensure that:
 General
Passengers are given a verbal briefing about safety matters. Parts or all of the
briefing may be provided by an audiovisual presentation.
Passengers are provided with a safety briefing card on which picture type instructions
indicate the operation of emergency equipment and exits likely to be used by
passengers.
 Before take-off
Passengers are briefed on the following items if applicable:
 smoking regulations;
 back of the seat to be in the upright position and tray table
stowed;
 location of emergency exits;
 location and use of floor proximity escape path markings;
 stowage of hand baggage;
 restrictions on the use of portable electronic devices; and
 the location and the contents of the safety briefing card; and,
Passengers receive a demonstration of the following:
 the use of safety belts and/or safety harnesses, including how to
fasten and unfasten the safety belts and/or safety harnesses;
 the location and use of oxygen equipment. And
 the location and use of life jackets.
 After take-off
Passengers are reminded of the following if applicable:
 smoking regulations; and
 use of safety belts and/or safety harnesses including the safety
benefits of having safety belts fastened when seated irrespective
of seat belt sign illumination.
 Before landing
Passengers are reminded of the following if applicable:
 smoking regulations;
 use of safety belts and/or safety harnesses;
 back of the seat to be in the upright position and tray table
stowed;
 re-stowage of hand baggage; and
 restrictions on the use of portable electronic devices.
 After landing
Passengers are reminded of the following:
 smoking regulations; and
 use of safety belts and/or safety harnesses.
 In an emergency during flight, passengers are instructed in such emergency
action as may be appropriate to the circumstances.

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Medical aspects and first aid training

When initial medical aspects and first aid training has not included the avoidance of
infectious diseases, especially in tropical and sub-tropical climates, such training
shall be provided if the route network is extended or changed to include such areas.
CRM
Each CCM completes the operator's CRM training covering the training elements as
described in the table below.
When a CCM undertakes a conversion course on another aeroplane type, the CCM
completes the relevant training elements that differ from the previous to the new type.
However, when changing aircraft type from narrow body to narrow body (e.g. B737
conversion to E190) or wide body to wide body (e.g. B767 conversion to B787), no
specific classroom training is required.
The operator's CRM training and aeroplane type specific CRM shall be conducted by
a least one CCM CRM instructor.
CCM who are already operating as CCM with an operator, and who have not
previously completed the operator's CRM Training, shall complete this training by the
time of the next required recurrent training and checking, including aeroplane type
specific CRM, as relevant.

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Training elements Introductory Operator’s Aeroplane Annual Senior cabin

CRM course CRM training type specific recurrent CRM crew course
CRM training training
(a) (b) (c) (d) (e) (f)
General Principles
Human factors in aviation

General instructions on CRM
principles and objectives
In depth Not required Not required Not required Overview
Human performance and

limitations
From the perspective of the individual cabin crew member
Personality awareness, human

error and reliability, attitudes
and behaviours, self-
assessment
Stress and management

Overview
In depth Not required Not required Not required
Fatigue and vigilance (three year
cycle)
Assertiveness
Situation awareness,
information acquisition and
processing
From the perspective of the whole aeroplane crew
Error prevention and detection
Shared situation awareness,

information acquisition and
processing
Workload management
Reinforcement
Overview
Relevant to the
Not required In depth (relevant to the
Effective communication and type(s) (three year
Senior cabin
coordination between all crew cycle)
crew duties)
members including the flight
crew as well as inexperienced
cabin crew members, cultural
differences
Leadership, cooperation
synergy, decision-making,
delegation

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Individual and team

responsibilities, decision
making, and actions
Identification and management

of the passenger human factors:
crowd control, passenger
stress, conflict management,
medical factors
Specifics related to aeroplane

types (narrow/wide bodies,
single/multi deck), flight crew Not required In depth
and cabin crew composition and
number of passengers
From the perspective of the operator and the organization
Company safety culture, SOP‟s,

organizational factors linked to
the type of operations
Overview
Effective communication and
Reinforcement
coordination with other In depth
(three year
operational personnel and Relevant to the
Not required cycle) (relevant to the
ground services type(s)
Senior cabin
crew duties)
Participation in cabin safety
incident and accident reporting
Case based studies (see note) Required Required
Note: In Column (d), if relevant aeroplane type specific case based studies are not available, then case based studies relevant
to the scale and scope of the operation shall be considered.

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2.2.3 Difference course

The differences training will depend on the CCM previous training. The Head of
Training will use his discretion to decide whether a difference training fulfills the
training objective(s).
2.2.3.1 Prerequisites difference training

An initial training, including a subsequent conversion training, must have been
completed within the operator by the CCM.
Differences training must be completed before operating:
 on a variant of an aeroplane type currently operated; or
 with different safety equipment, or safety equipment location, or normal and
emergency procedures on currently operated aeroplane types or variants.
Note: CCM are not allowed to operate on more than three aeroplane types except
that, with the approval of the authority, the CCM may operate on four aeroplane
types, provided that safety equipment and emergency procedures for at least two of
the types are similar.
Variant of an aeroplane type are considered to be different types if they are not
similar in all the following aspects:
 emergency exit operation;
 location and type of safety equipment;
 emergency procedures.
2.2.3.3 General
The operator shall ensure that suitably qualified persons conduct all elements of
difference training.
During difference training, training is given on any changes in the location, removal
and use of all safety and survival equipment carried on the aeroplane, as well as any
changes in all normal and emergency procedures related to the aeroplane type,
variant and configuration to be operated.

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2.2.3.4 Content
The operator shall determine the content of the differences training taking account of
the CCM‟s previous training as recorded in the CCM‟s training records.

 differences training is conducted in a structured manner; and
 if necessary: differences training includes the use of all safety equipment and
all normal and emergency procedures applicable to the variant of aeroplane
and involves training and practice on either a representative training device or
on the actual aeroplane.
 the content requirements of the conversion training will apply to the differences
that require training.

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2.2.4 Recurrent training and checking
The period of validity of recurrent training and the associated checking 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 check, the period of validity shall
extend from the date of issue until 12 calendar months from the expiry date of that
previous check.
2.2.4.2 General
The recurrent training covers the actions assigned to each CCM in appropriate
normal standard operating procedures and emergency procedures. This formalized
training ensures continued proficiency with all equipment relevant to the aeroplane
types and/or variants operated.
The operator shall ensure that suitably qualified persons conduct all elements of
recurrent training and checking.
2.2.4.3 Content
A detailed syllabus of the recurrent program is kept on file at the office of the
Postholder Crew Training. This syllabus will be presented to the authority for
approval.
In the recurrent program, following aspects will be taken into consideration:
Yearly recurrent training must include the following subjects:

 emergency procedures including pilot incapacitation;
 evacuation procedures including crowd control techniques;
 touch drills by each CCM for opening normal and emergency exits for
passenger evacuation;
 location and handling of emergency equipment, including oxygen systems,
and the donning by each CCM of life jackets, portable oxygen and protective
breathing equipment (PBE);
 medical aspects and first aid, first aid kits, emergency medical kits, their
contents and emergency medical equipment;
 stowage of articles in the cabin;
 security procedures;
 incident and accident review;
 awareness of the effects of surface contamination and the need to inform the
FCM of any observed surface contamination;
 crew resource management training will satisfy the following elements:
the training elements in a 3 year cycle as per table (may be done together with FCM);

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when CRM training is provided by stand-alone modules, it shall be conducted by at

least one CCM CRM instructor.
 a line check (2 sectors) that will count for all other types or variants were the
CCM is qualified on, as long as these line checks are altered.
2014 2009 2010

2011 2012 2013
… … …
Personality awareness, human

Situation awareness and shared
error and reliability, attitudes and Stress and stress management
situation awareness
behavior
Assertiveness Fatigue and vigilance Error prevention and detection
Effective communication Workload management Specifics related to aircraft types
Identification and management of

the pax human factors: crowd
Leadership and decision making Company safety culture, SOP‟s
control, pax stress, conflict
management and medical factors
Individual and team
Cabin safety incident and
responsibilities, decision making Case based studies
accident reporting
and actions
Effective communications with

Case based studies
other personnel and ground staff
Case based studies
At intervals not exceeding two years the recurrent training must

include:
 dangerous goods training and checking.

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At intervals not exceeding three years the recurrent training must

include:
 each CCM operating and actually opening each type or variant of normal and
emergency exit in the normal and emergency modes, including failure of
power assist systems where fitted. This is to include the action and forces
conducted in an aeroplane, a representative training device or any mean
acceptable to the Authority;
 demonstration of the operation of all other exits including flight deck windows;
 each CCM being given realistic and practical training in the use of all
firefighting equipment, including protective clothing, representative of that
carried in the aeroplane.
 This training must include:
o each CCM 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
o the donning and use of protective breathing equipment by each CCM in
an enclosed, simulated smoke-filled environment.
o use of pyrotechnics (actual or representative devices) and;
 demonstration of the use of life rafts and slide rafts (if applicable);
 training in the FCM incapacitation procedure including the operation of the
seat and harness mechanisms. Training in the use of FCM oxygen system and
use of the FCM checklists shall be conducted by a practical demonstration.

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Every four years the refresher training must include:

Aviation Security Course as per training syllabus of the BCAA.
Maximum
Validity
Minimum in addition to
Interval the
since end of remainder of
Training and previous the month of
(1)
checking Duration Planning validity issue
Annual recurrent
safety including first
aid and CRM (together
with FCM). 8 hrs 1 day 9 months
12 months
Type specific 4 hrs ½ day 9 months
12 months
Check 2 hrs ½ day 9 months
12 months
Line check 2 sectors 1 day 9 months
12 months
Evacuation 3 hrs ½ day 33 months
36 months
Fire and smoke 4 hrs ½ day 33 months
36 months
Dangerous goods 4 hrs ½ day 21 months
24 months
48 months
Security 2 hrs ½ day - (day to day)
(1)
If the check is performed prior to the end of the minimum interval, then the
maximum validity will be added to the end of the month in which the check has been
performed.

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2.2.5 Refresher course
Each CCM who has been absent from all flying duties for more than six months and
still remains within the period of validity of the last initial / recurrent / conversion
training shall complete refresher training.
When a CCM 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 CCM:
the CCM shall complete refresher training on the type; or
the CCM shall operate 2 familiarization sectors on the type during commercial
operations.
2.2.5.2 General
The company shall ensure that suitably qualified persons conduct all elements of
refresher training.
This formalized training ensures proficiency with all equipment and procedures
relevant to the aeroplane types and/or variants operated.
2.2.5.3 Content
Footprint
Refresher training Duration
General data + examination 4 hrs

Day 1
Recurrent + examination 4 hrs
Refresher training includes at least the following:

 emergency procedures including pilot incapacitation;
 evacuation procedures including crowd control techniques;
 the operation and actual opening of each type or variant of normal and
emergency exit in the normal and emergency modes, including failure of
power assist systems where fitted. This is to include the action and forces
conducted in an aeroplane or representative training device;
 demonstration of the operation of all other exits including flight deck windows;
and
 the location and handling of emergency equipment, including oxygen systems
and the donning of life jackets, portable oxygen and protective breathing
equipment.

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2.2.6 SCCM
2.2.6.1 CCM already employed by the operator and

upgrading to SCCM
Minimum requirements to be accepted to the SCCM course

To be allowed to a SCCM course, the CCM must:
 have at least an experience of at least one year and 800 hours as operating
CCM, of which at least 20 hours and 15 sectors with the operator.
Theoretical training (1 ½ days or 12 hours)

The theoretical training consists of a classroom session containing:
 role of the SCCM (duties and responsibilities) – Operating as a crew,
 flight preparation,
 cabin crew briefing, allocation of working positions, organization and
supervision,
 consideration of the particular flight : aircraft type, equipment, area and type of
operation (ETOPS),
 category of passengers (PRM, Infants, Stretcher cases),
 cabin crew debriefing,
 team building, leadership, discipline, responsibilities, chain of command,
communication,
 pilot incapacitation,
 review of safety and emergency equipment related to SCCM duties,
 review of legal and operator‟s requirements: duties and rests,
 passengers briefing, passengers seating (restricted areas), safety cards
 cabin secure,
 calls out,
 securing the galleys,
 stowage of cabin luggage,
 turbulences,
 fuelling with passengers on board,
 use of electronic devices, turbulence and restricted service,
 SCCM documents and paperwork,
 accident and incident reporting,
 CRM:
o critical phases of the flight,
o flight deck sterile concept,
o human factors awareness in normal and emergency situations,
o emphasis on established procedures for communication between FCM
and CCM.
 CCM evaluation and line training of CCM.
 convention of Tokyo.

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“Catastrophic” flight
A check case evaluating these subjects will be organized (4 hours). This check case
is a simulated “catastrophic” flight where different problematic situations must be
solved and the required documents and forms need to be completed by the
candidate.
Line training
According cabin crew checking chapter.
2.2.6.2 Experienced SCCM direct entry (new with the

operator) and already qualified on the specific
aircraft type
Minimum requirements to be accepted

To be allowed as direct entry SCCM, the SCCM must:
Theoretical training
Timing Subject
Day 1 8 hrs Standard operating procedures + emergency procedures
Day 2 8 hrs Type specific conversion + safety equipment
Day 3 5 hrs Operator conversion CRM course + duty and rest times
Day 4 2 hrs Aircraft visit
Day 5 1 hr Test
Line training
2 sectors, including evaluation.
2.2.6.3 Experienced SCCM direct entry (new with the

operator) and not qualified on the specific aircraft
type
Minimum requirements to be accepted

To be allowed as direct entry SCCM, the CCM must:
Theoretical training (5 days)

Timing Subject
Day 1 8 hrs Standard operating procedures + emergency procedures
Day 2 8 hrs Type specific conversion + safety equipment

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Day 3 5 hrs Operator conversion CRM course + duty and rest times
Day 4 4 hrs Aircraft visit
Day 5 1 hr Test
Line training
2 sectors, including evaluation.

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2.2.7 Cabin Crew Attestation (CCA)

Trainees applying for a CCA will undergo examinations covering all elements of the
Initial training syllabus, except CRM training, in order to demonstrate that they have
attained the required level of knowledge and proficiency.
On successful completion of Initial training and the Initial training examinations, The
Company or a Cabin Crew Initial Training Organisation will issue the trainee with a
CCA.
A copy of the CCA will form part of the training record for each trainee.
Holders of a CCA will only be assigned duties as a cabin crew member on an aircraft
type or variant if they have successfully completed the applicable training, checking
and validity requirements for the following:
 Aircraft type specific training and Operator conversion training;

 Differences training (if applicable);
 Recurrent training (when applicable);
Acceptance of Previous CCAs

Member States‟ attestations will be accepted subject to verification of content in
accordance with the Aircrew Regulation, Subpart CC.
The following criteria will be considered relevant to the aircraft type to be operated:
 Discipline and responsibilities: Specific Company requirements with regard to

documentation, procedures, flight time limitations (FTL) and crew rest
requirements;
 Communication and coordination: Method, technique, terminology and use of
a common language;
 CRM: Completion of Introductory CRM to an equivalent standard;
 Passenger handling: Specific operator procedures with regard to aircraft
configuration;
 Medical Aspects and First Aid: Specific procedures for dealing with first aid
situations including the type of first aid and medical equipment carried;
 Security: An awareness of the provisions in Regulation (EC) No 300/2008;
 Fire and smoke training: The specific procedures for fire-fighting,
communication and coordination:
 Water survival training: Equipment used during training, particularly lifejacket,
slide-rafts, life-rafts, and other flotation equipment;
 Survival training: The areas of operation and the survival equipment carried.

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Suspension or Revocation of a CCA

The NAA has established requirements for the access and continuing oversight of
cabin crew attestations which will be achieved by NAA access to Company records
upon request and within a 72 hour period.
The NAA may suspend or revoke a cabin crew attestation at least in the following
cases:
 Non-compliance with the applicable requirements of EASA OPS where a

safety issue has been identified;
 Obtaining or maintaining the validity of the cabin crew attestation by
falsification of submitted documentary evidence;
 Exercising the privileges of the cabin crew attestation when adversely affected
by alcohol or drugs;
 Evidence of malpractice or fraudulent use of the cabin crew attestation.
In case of the suspension or revocation of a cabin crew attestation by the NAA the
holder shall:
 Be informed in writing of this decision, and of their right of appeal in

accordance with national law;
 Not exercise the privilege granted by their cabin crew attestation;
 Inform the Company without undue delay;
 Return their cabin crew attestation to The Company or the NAA.
 The above criteria will be included in each element of applicable cabin crew
training.

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2.2.8 Cabin crew training staff
o General
CSI and CRMI shall have appropriate experience and shall prove their competency
by giving a text lecture in presence of a BCAA Ops inspector to obtain Authority
approval.
o CSI
Selection Criteria
The qualities listed below serve as a guideline.
Persons involved in cabin crew training, whether or not they are actively operating as
a CCM within the operator, shall:
 have at least 4 years experience and more than 2000 hours flight duty,
 have at least 1 year experience as (S)CCM,
 have an above average knowledge of the concerned subjects,
 have an excellent ability to train and coach,
 have a genuine interest in the art of instructing,
 be professional at all times,
 be flexible to adapt instruction given to the trainee and his particular problems
or progress,
 be consistent in teaching and evaluating,
 be motivated to participate in the ever evolving part of aviation,
 be attentive to personal appearance and bearing,
 be equipped with a large dose of patience, tact and understanding.
The candidate‟s history will be taken into account and previous experience in training
duties will be appreciated.
Unless already qualified as cabin safety instructor by another EU-OPS operator, the
candidate will be prepared for his qualification as Cabin Safety Instructor as follows:
 The candidate will give a course under supervision of a safety instructor.
 When the Head of Training (or his delegate) deems the candidate ready for
qualification, the authority will be invited to check and approve the candidate
during a course given by the candidate.
The certificate of the Safety instructor is valid for:

 A period of one year if it is the first approval as Safety instructor
 A period of two years for any subsequent approval

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provided that:
 He/she undergoes recurrent training as prescribed
 He/she conducts theoretical and/or practical training as specified on the Safety
instructor certificate granted by the BCAA OPS, at least once in a nine–
months period. Practical training can be conducted on either a representative
training device or on the actual aircraft.
CSI teaching on more than one type

Jetairfly‟s cabin crew operates on a maximum of 3 types of aeroplane.
Cabin Safety Instructors are allowed to teach on 4 types when fulfilling following
requirements:
1. Cabin Safety Instructors must have been qualified and must have flown as
active crew member on all relevant types of aeroplane they are teaching for;
and
2. with regard to the type the CCM‟s are not actively flying on, the CCM‟s
teaching on 4 types shall be scheduled at least once every 6 months as
supernumerary crew under supervision of a senior cabin crew member on this
particular type, to refresh operational experience.
o Line training senior cabin crew

A line training senior cabin crew may combine training and checking functions for the
company. This includes line training of (S)CCM. The line training senior cabin crew
will guide the trainee during line training and will report to the Head of Training during
this process.
The line training senior cabin crew will guide the trainee (S)CCM during a period to
make sure that knowledge and good communication will be realized. He will also be
requested to coach and check (S)CCM .
The line training senior cabin crew candidate must be at least SCCM.
o SCCM
A SCCM may combine training and checking functions for the company. This
includes line training of CCM only. The SCCM will guide the trainee during line
training and will report to the Head of Training during this process.
The SCCM will guide the trainee CCM during a period to make sure that knowledge
and good communication will be realized. He will also be requested to coach and
check CCM .

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o CRMI
The operator shall ensure that all personnel conducting relevant training are suitably
qualified to integrate elements of CRM into all appropriate training programs. A
training and standardization program for CRM instructors shall be established.
Cabin crew CRM instructors shall:
 have suitable experience of commercial air transport as a CCM,
 have received instruction on „Human Factors Performance Limitations‟,
 have completed an introductory CRM course and the operator‟s CRM training;
 have received instruction in training skills in order to conduct CRM trainings,
 be supervised by a suitable qualified CRM instructor when conducting his first
CRM training course
 a practical assessment to assess the candidate‟s ability to conduct CRM
training shall be performed by a BCAA Ops inspector..
The certificate of the CRM instructor is valid for:

 A period of one year if it is the first approval as CRM instructor
 A period of two years for any subsequent approval
o Non-cabin crew CRMI

An experienced non-cabin crew CRM instructor may continue to be a cabin crew
CRM Instructor, provided that the Head of Training or his delegate is satisfied that
this instructor has a suitable knowledge of cabin crew working environment.
This CRM instructor shall:
 have received instruction on „Human Factors Performance Limitations‟,
 have completed an introductory CRM and operator‟s CRM training when
joining the operator,
 have received instruction in training skills in order to conduct CRM trainings,
 be supervised by a suitable qualified CRM instructor when conducting his first
CRM training course,
 have demonstrated satisfactory knowledge of the nature of the operation and
the relevant specific aeroplane types.
This training has to be forwarded and approved by the authority.
o Procedure for acceptance of CSI or CRMI by the

authorities
Procedure for new CSI and CRMI:

 The BCAA will inspect all new proposed CSI or CRMI.
 If the result of the inspection is satisfactory and if the proposed instructor
complies with the AMC related to the applicable regulation, the BCAA will issue
an instructor certificate for 1 year.

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Procedure for renewal of CSI and CRMI:

 The operator shall transmit to the BCAA a summary of the courses that the
CSI or CRMI has given (ground instructor) during the last 12 months.
 The responsible coordinator will check the summary (together with the
training planning to check its consistency).
 If the instructor has given at least 2 courses as CSI or CRMI , the BCAA will
renew the certificate.
 If it is not the case, the responsible coordinator shall apply the procedure for
new CSI or CRMI.
 The instructors are inspected during the oversight programme on a random
basis.
o Information towards the authority

Each training will be described in a training syllabus, which will contain:
A day planning / time schedule;
 Information on equipment which is required to be used by the instructor and/or
participants during the training;
 Instructions for the CSI and/or Practical Training Assistant;
 Practical performance requirements for the participants. (if applicable);
 A print-out of the PowerPoint presentation for theoretical trainings (if
applicable);
 A change from Power Point Presentation to record any requests for changes
to a presentation (if applicable);
 A correction sheet for the exam (if applicable);
 All versions of the exam (if applicable).
Training syllabi will be available either at the Training Department or at the office of
the Head of Training.
Training syllabi for the following trainings will have to be submitted to the Authority for
approval at least 30 working days before the start of the training:
 Initial Training;
 Conversion Training;
 Difference Training;
 Recurrent Training.
All training syllabi:

 Will first be internally evaluated by the Head of Training and Cabin Safety
Manager;
 Must comply with the requirements of EU-OPS;
 Will be internally evaluated after receiving EU-OPS revisions.

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2.2.9 FACT Training

Before operating on Jetairfly aircraft a FACT (Fatigue Awareness and
Countermeasures Training) training must be followed.
The training consists of a CBT course on the company extranet
(http://extranet.jetairfly.be).

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2.2.10 Cabin crew training overview
- Initial training
- first conversion No Previous Yes No
- 6 sectors incl.
New to
experienc
line check operator
e
Yes
-Operator conversion No
SCCM
-4 sectors incl. line
check
Yes
Absent
Flown
No from No
in last 6
ALL
Operator conversion flying month
10hr or 2 sectors incl. duties s
check
Yes
Yes
Head of Training will

decide either
Recurrent
- Refresher training
Yes courses
- 1 familiarisation
valid
flight (incl. check if
needed)
No
Refresher training +
2 sectors including
check if needed
No Yes
Recurrent
courses
valid
Aircraft conversion
course + 2 sectors
including check if
needed
Plan recurrent No action needed

courses before flight
duties

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2.3 Training syllabi – Operations personnel

2.3.1 Dangerous goods instructor
DG instructor authorization prerequisites

 Have current commercial air transport experience.
DG instructor training, revalidation or renewal

 have followed an IATA approved DG course,
 have conducted at least one DG course less than 2 years ago or,
 have received a refresher briefing by a qualified DG instructor concerning
training duties related to the DG course.

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Course content and objectives according ICAO TI

Operator’s
and ground
Crew
handling FCMs and
members
Category agent’s staff load
(other than
accepting planners
FCMs)
dangerous
goods
General philosophy X X X
Limitations X X X
General requirements for shippers X
Classification X
List of dangerous goods X X
General packing requirements X
Packing instructions X
Labeling and marking X X X
Shippers declaration and other relevant documentation X
Acceptance procedures X
Recognition of undeclared dangerous goods X X X
Storage and loading procedures X X
Pilots notification X X
Provisions for passengers and crew X X X
Emergency procedures X X X
 the DGI will keep the course content up-to-date with the regulations covering
the following items:
o general philosophy,
o limitations on dangerous goods in air transport,
o package marking and labeling,
o dangerous goods in passengers baggage,
o emergency procedures.
 the content should cover the following objectives:

o make participants vigilant during passenger embarkation to make sure
that passengers do not carry items which are not allowed,
o make participants aware of the actions to be taken in the event of
emergencies involving dangerous goods,
o define dangerous goods,
o describe the origin of the current regulations,

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o identify the classes of dangerous goods,

o be knowledgeable of the special provisions for passengers and crew,
o look for hidden hazards in luggage,
o recognize/Identify the hazard/handling labels applicable to dangerous
goods,
o be aware of the requirement to report incidents/accidents and
misdeclarations involving dangerous goods,
o apply the appropriate emergency procedure action.

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2.3.2 Security instructor

Up to approval of the BCAA Aviation Security department.

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concerned other than crew members
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2.4 Training syllabi – Operations personnel

2.4.1 General
This chapter covers training that must be followed by personnel other than crew
members. These personnel categories are:
 dispatchers
 loadmasters
 OCC duty officers

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2.4.2 Dispatchers
Dispatching of all flights is outsourced to the Hapag-Lloyd Operation Centre in
Hanover. It is responsible for initiation, conduction and termination of flights within the
daily operation of the company. This personnel is trained as follows:
 initial training,
 recurrent training.
Initial training
Initial training consists of a theoretical part and on-the-job training. A checking will
conclude this period.
The theoretical training of 3 days consists the following topics:

 EDS SkyRrack Computer Flight Planning System,
 IDPS applications (OPSCon, SLOTCon),
 Performance applications (TOPerf, LANDPerf),
 Operations Manual Part A,
 Dangerous Goods,
 Emergency and abnormal procedures,
 MNPS airspace,
 ETOPS,
 ICAO regulation,
 Weather.
After completion of the theoretical part of the initial training, the trainee will be
assigned to perform on-the-job-training during normal duties in shifts under
supervision of an experienced dispatcher with not less than two years experience in
operations control and dispatch in a period of 4 weeks.
The check-out will consist of a written exam of 50 questions and a practical flight
plan calculation. The written exam as well as practical testing have to be in English
and the passing level is 75%. The philosophy of „second chance‟ is also applicable.

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Recurrent training
Recurrent trainings are on an annual basis, but at least every 3 years, except human
factors, which shall be included on an annual basis.
Every dispatcher receives a minimum of 16 hours of classroom training per year
containing following topics:
 Civil air law and regulations,
 Aircraft performance,
 Navigation & airports,
 Air traffic management & CFMU procedures,
 Meteorology (icing, hazardous weather conditions, …),
 Weight & balance,
 Aircraft systems & MEL/CDL,
 Dangerous goods,
 Flight planning & monitoring,
 Security,
 Emergency & abnormal procedures,
 De-icing & anti-icing procedures.
In addition to the recurrent training mentioned above, 8 hours human factors training
has to be performed containing following topics:
 Human error,
 Cognition,
 Situational awareness,
 Communication,
 Leadership & teamwork,
 Decision making,
 Stress management.

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2.4.3 Loadmasters
Course
This category of personnel is outsourced to the respective ground handling
organization of each airport.
All personnel involved in elaboration of load sheets follow a „Basic load control
course‟ given by a load control instructor covering:
 aerodynamics,
 aerodynamics versus weight,
 aerodynamics versus balance,
 takeoff performances,
 specific operational weights and limitations,
 different aspects of an operation:
 safety,
 quality,
 economy,
 load planning:
o fuel calculation,
o balance calculation,
o payload calculation,
o operational weights calculation,
o hold capacity and particularities,
o lashing and spreading,
o special load,
o dangerous good,
o particularities/specifications of different aircraft narrow/wide bodies,
o operational messages
o aircraft supervision,
o Departure Control System (DCS) utilization.
Checking
Checking consists of at least a written test after the course.
Recurrent
Recurrent courses will be programmed yearly.

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2.4.4 OCC duty managers

OCC duty managers are responsible for flight and crew watch (H24 Operations
Control). They do not perform any tasks related to flight planning. They are trained as
follows:
 On-the-job training (OJT);

 Initial classroom training and visits;
 Recurrent training.
A detailed follow-up of the program is kept on file at the office of the Head of OCC.
Initial training
All OCC duty managers must receive following training sessions / briefings during the
first six months of employment:
 Briefing OCC Manual & OCC QRH (including written test);

 Duty time limitations, Scheduling Manual and Fatigue Risk Management
System (including written test);
 CRM course;
 IDPS course including OpsMan, OpsCon, RSCOMM, Arcom, CAP…;
 Security / ERP course (including written test);
 CBT: Lido, ETOPS, MNPS;
 Observer flight;
 Visits (airport, catering, Jetair HQ);
 OM A, C and D briefings;
 Basic aircraft performance;
 Dangerous Goods (including written test).
Additionally, all OCC duty managers must demonstrate basic knowledge of the
following items:
 Civil air law and regulations;

 Navigation & airports;
 Air traffic management & CFMU procedures;
 Meteorology (icing, hazardous weather conditions, etc.);
 Aircraft systems & MEL/CDL;
 Flight planning & monitoring;
 Emergency & abnormal procedures;
 De-icing & anti-icing procedures.

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This knowledge can be demonstrated by providing a Pilot‟s License, a Flight

Operations Officer or Flight Dispatcher Certificate. Alternatively, a course will be
organized internally, including a written test on a selection of relevant topics.
Recurrent Training
All OCC duty managers who do not hold a valid Pilot‟s License must receive
recurrent training on the items indicated in the last paragraph above (civil air law and
regulations, navigation and airports, etc). This training must be performed at least
once every three years.
Dangerous Goods recurrent training shall be planned every 24 months.

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2.4.5 EFB administrator

Refer to EFB Policy and Procedure Manual.

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General procedures for FCM training and
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3 Procedures
3.1 General procedures for FCM training and
checking
3.1.1 Assessment
All assessments shall be performed by the flight crew training and checking staff, as
authorized. For every part or phase of training and associated checking, specific
forms shall be completed.
The training and checking forms related to an individual FCM shall be kept in the
FCM personal file at the training department.

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3.1.2 Instructions for assessment

Performance shall be assessed using grades from 1 to 5.

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3.1.3 Exercise and skill level

The following terminology shall be used for assessment purposes:
 1: fail,
 2: needs development,
 3: standard,
 4: above standard,
 5: high standard.
3.1.3.1 Exercise level

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3.1.3.2 CRM skill level

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3.1.4 Overall Assessment

Assessment Result Action
1 score of 1
Fail extra training required
6 or more scores of 2
3 or more scores of 2 corrective action recommended
Pass
All the rest Nil

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3.1.5 Remark form

A remark form with written remarks is required, when awarding with a score of 1 or 2.
The remarks on the remark form should be clear and concise and should reflect:
 the appropriate item or items that result in an assessment of score 1 or 2
and/or
 the major variation(s) from the acceptable performance
Note: The remark form is completed, once the instructor has signed the form.

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3.2 OPC
3.2.1 General
The company is using the OPC form to grade operator proficiency check including
the CRM assessment.
For License Proficiency Checks (LPC), the Alternative Proficiency Check Form for
multi pilot aeroplanes (refer to Chapter “BCAA forms”), may be used.

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3.2.2 BCAA registration of License Proficiency Checks

and skill tests
3.2.2.1 Procedure
 BCAA requires all examiners to register skill tests and proficiency checks at
least 24 hours prior to the test. This concerns license proficiency checks and
skill tests, not operator proficiency checks.
 The form is available on www.mobilit.fgov.be – Lucht – Vliegvergunningen –

Skill test registration.
 Jetairfly‟s training department administration is authorized to register the tests

on behalf of the examiners. Refer to the procedure below. Note that the final
responsibility to register the test rests with the examiner.
 Any test performed by a Belgian examiner for a foreign license must also be
registered.
 A skill test ATPL does not have to be linked to an Approved Training

Organization (ATO) nor AOC holder.
 A proficiency check does not have to be linked to an Approved Training

Organization (ATO) nor AOC holder.
 In case 2 examiners are designated for a test (may be the case for instructor
skill tests), only one examiner has to fill out the registration form.
 If the location where the test will be performed is not included in the list,
choose “Other” and specify the location.
 A cancellation does not have to be communicated 24h in advance. Only the

registration must be delivered at least 24h in advance.
 Any modification to a test must be communicated before the test (this is not
necessarily 24 hours in advance).
 The take off time must be encoded in UTC.
 The examiner shall include the ticket number on the skill test / proficiency
check report.
3.2.2.2 Administration
Registration

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 Once a week, all checks for the next week are registered by Jetairfly Training
department. The e-mail address entered on the electronic form will be
cockpittraining@jetairfly.be. Phone number will be that of the examiner.
 A confirmation e-mail (containing a ticket number) is received by Training
department on this e-mail address and forwarded to the examiner and
occ@jetairfly.be.
Changes during office hours
 In case of changes (location, composition of crew, timing, examiner, etc),

Training department will send a reply to the BCAA‟s confirmation e-mail,
explaining the changes and the info of the newly scheduled examiner if this is
the case (name, TRE authorization number, telephone number and e-mail
address).
 A copy of this e-mail shall be sent to the examiner.
Changes outside office hours
 The same procedure as above is applied by Jetairfly OCC.

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3.2.3 Test tolerances

The main nominated tolerances below are extracted from EU Part FCL.
These limitations are for general guidance. Due allowance should be made for
position in relation to the beacon, turbulent conditions and the handling qualities
during abnormal operations etc. The tolerances represent the performance expected
in good flying conditions. Any action or lack thereof, by the applicant, which requires
corrective intervention by the examiner, shall be disqualifying.
IR, ATPL and all type or

PROFILE class skill test and
proficiency checks
Altitude or Height (in feet)
Normal Flight  100
With simulated engine failure  100
Limited or partial panel  200
Starting go-around at decision alt/ht + 50 / - 0
(one engine inoperative +
100 / - 0)
Minimum descent altitude / height + 50 / - 0
(one engine inoperative
+100/ - 0)
Circling minima +100/ - 0
Tracking
On radio aids  5
Precision approach half scale deflection
azimuth and glidepath
DME arcing  1nm
Heading
All engines operating  5
With simulated engine failure  10
Limited or Partial panel  15
Speeds (in knots)
Take-off / Vr +5/-0
Climb and approach 5
Vtgt / Vref +5 /-0
Cruise 5
Limited or Partial Panel  10
With simulated engine failure + 10 / - 5
Maximum airspeed error in any other regime  10

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3.2.4 Satisfactory performance

The ability of an applicant to safely perform the required assignments is based on:
 performing the assignments within the test standards and tolerances,
 demonstrating control of the aeroplane and flight with the successful outcome
of each assignment performed never seriously in doubt,
 demonstrating sound judgment and crew resource management.

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3.2.5 Unsatisfactory performance

Consistently exceeding the relevant tolerances stated in test Tolerances table above,
or failure to take prompt, corrective action when tolerances are exceeded is indicative
of unsatisfactory performance. A maneuver or exercise is normally graded on the first
attempt.
When a required maneuver or exercise scores 1 or 2, it may be attempted a second
time. A written comment shall be made on the remark form.
 When the performance is satisfactory on the second attempt, the maneuver or
exercise shall be graded.
 When the performance is unsatisfactory on the second attempt, the maneuver
or exercise shall be graded and another written comment shall be made on the
remark form.
Time permitting, corrective training may be completed during the same simulator
session.

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3.2.6 Remark form

A remark form with written remarks is required when awarding a flight test exercise
with a 1 or 2 score. The remarks on the remark form should be clear and concise and
should reflect:
 the major variation(s) from the acceptable performance for the exercise as
outlined in the appropriate flight test standards and tolerances and/or
 the appropriate item or items that result in an assessment of the 1 or 2 score
as listed in the grading scale section of the flight test standard(s) below.

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Procedures for updating the recurrent CRM
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3.3 Procedures for updating the recurrent CRM

training
On every line check and OPC of a FCM a CRM assessment shall be made by the
instructor/examiner. The results of the CRM assessments of the FCM will be used by
the company (in a de-identified manner) to recognize general negative tendencies in
the CRM performance of FCM. The results will be internally discussed and used to
develop and to adjust the CRM courses and consequently improve the CRM
performance of the crew.

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3.4 Cabin crew checking

The operator shall ensure that each CCM undergoes checks as follows:
 All items mentioned in the content during or after completion of the following
training:
o Initial safety training.
o Conversion and Differences training.
o Recurrent training.
o Refresher training.
o SCCM training.
 Elements of training which require individual practical participation should be
combined with practical checks;
 The checks shall be performed by suitably qualified personnel and should be
accomplished by the method appropriate to the type of training including:
o Practical demonstration; and/or
o Computer based assessment; and/or
o In-flight checks; and/or
o Oral or written tests.
Theoretical training
Theoretical training will be followed by an examination.
 A result of at least 80% is required to pass the training;

 If the result of this examination is less then 70%, the Cabin Safety Manager in
coordination with the Head of Training will decide if the participant:
o Is allowed a re-examination; or
o Is rescheduled on a new training; or
o Is subject to disciplinary actions.
 If the result is between 70% and 80%, the participant will be allowed only 1 re-
examination:
o The result of this re-examination must be at least 85% to pass.
The operator will not allow the participant to operate on the aeroplane type(s) or
variant(s) without further training and/or checking:
 Whenever the result of the examination is below 80%; or
 Whenever the result of the re-examination is below 85%; or
 Whenever the candidate is not allowed to perform a re-examination.
In case of an oral examination, a script with questions and a checklist with answers
will be provided to the examiner.

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Initial training
In addition to the previous requirements, all participants will undertake regular
examination, taking into account the theoretical training of the previous day(s).
To be allowed to participate in the final exam, the average score of all these daily
exams must be at least 80%.
If that average is not reached or having failed in a total of 3 daily exams (due to
negative results (-80%) or absence), the Cabin Safety Manager in coordination with
the Head of Training will decide if the participant:
Is allowed a re-examination; or
Is rescheduled on a new training; or
Is subject to disciplinary actions.
After completion of the entire Initial training and the First Conversion with positive
examination results, as described above, the candidate will undergo familiarization.
Familiarization flights and check flight

New entrant cabin crew
Each new entrant cabin crew member having no previous comparable operating
experience should:
 participate in a visit to the aeroplane to be operated; and
 participate in familiarization flights as described in paragraph below.
CCM inexperienced: 6 sectors including line / qualification check
CCM experienced (direct entry): 4 sectors including line / qualification check.
Cabin crew operating on a subsequent aeroplane type

A cabin crew member assigned to operate on a subsequent aeroplane type with the
same operator should either:
 participate in a familiarization flight as described in paragraph below; or
 participate in an aeroplane visit to the aeroplane to be operated.
CCM experienced (already employed by the Operator): 2 sectors including line /
qualification check or extended aircraft visit.
Familiarization Flights
 During familiarization flights, the CCM should be additional to the minimum
number of cabin crew required;
 Familiarization flights should be conducted under the supervision of the senior
cabin crew member;
 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;
 Familiarization flights should be operated with the cabin crew member in the
operator‟s uniform;
 Familiarization flights should form part of the training record for each cabin
crew member.

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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.
The aeroplane visit should provide an overview of the aeroplane‟s exterior, interior
and systems including the following:
 interphone and public address systems;
 evacuation alarm systems;
 emergency lighting;
 smoke detection systems;
 safety/emergency equipment;
 flight deck;
 cabin crew stations;
 toilet compartments;
 galleys, galley security and water shut-off;
 cargo areas if accessible from the passenger compartment during flight;
 circuit breaker panels located in the passenger compartment;
 crew rest areas;
 exit location and its environment.
An aeroplane familiarization visit may be combined with the conversion training
Pre-flight checking
Before each flight duty, it is the obligation of the SCCM to be certain that the
knowledge of all crew members is adequate enough to maintain a high standard of
safety for the duration of the flight. To verify this knowledge the Senior Cabin Crew
Member will perform during his pre-flight briefing a question round (question is taken
out of a known question database).
During this question round the crew members must provide the correct answers to
safety related questions.
Spot checks
The possibility is given to the Head of Training (or his delegate) to request spot-
checks by CSI, coaches or line training senior cabin crew members during pre-flight
briefings, during or after flights. It must be understood that this check will never
interfere with the normal and emergency procedures described in the cabin attendant
manual.

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Procedures in case of not achieving the
16 Oct 2014
required standards
Version 11.0
3.5 Procedures in case of not achieving the

required standards
3.5.1 FCM
General
If at any stage of training, or as a result of a check/test, it is evident that the pilot has
not achieved the necessary standards, the instructor should refer the case to the
Head of Training for a decision on whether or not further training should be given.
In the event of a FCM failing to meet the required standard of competency during a
periodical check/test, the instructor/examiner shall:
 inform the pilot that he has failed.
 inform the pilot that he is not allowed to fly for the company until the time he
has successfully passed a recheck.
 with a failure of a licensing proficiency check (LPC) or operator proficiency
check (OPC), respectively the licensing or operations department of the
authority shall be informed as soon as possible.
 make the appropriate entries on the check form,
 notify the Head of Training, crew scheduling department and OCC as soon as
possible so that the necessary administrative action can be taken and the
required crew scheduling changes are made.
In the event a trainee shows a consistent failure to meet the required standard of
competency during training, or has failed one or more intermediate tests / checks, the
training commission (Director of Flight Operations, Head of Training and Chief Flight
Instructor) will meet and shall decide upon the further course of action. This may be
any of the following:
 inform the trainee that his progress is under the level expected and set
expected gates of performance for further evaluation,
 decide upon a remedial training program and set expected gates of
performance for further evaluation
 stop the training.

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required standards
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LIFUS
If at any stage of the line/route training, it is evident that the pilot in training has not
achieved the necessary standards, the instructor should refer the case to the Head of
Training (in a timely manner) for a decision on whether or not further training should
be given.
In the event of a student failing to meet the required standard of competency during
initial line/route training, refer to the procedure mentioned above.
Initial line check

After failure of the initial line check, the Head of Training will consider the check
report in relation to all available training result history reported and will decide
whether the pilot should receive further training to be followed by another check.

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3.5.2 CCM
Familiarisation flights
Evaluation flight can be done by coaches, line training senior cabin crew members,
cabin safety instructors and/or SCCMs. SCCM candidates must be evaluated by
coaches, line training senior cabin crew members and/or cabin safety instructors All
negative evaluations must be reported to all coaches and the Head of Training or his
delegate.
 If the crew member fails an initial, aircraft or operator conversion, recurrent or

refresher evaluation (theoretical or practical), he is not allowed to operate as
(S)CCM until a re-examination is passed successfully on all types . The crew
member is authorized to read with the staff all reports about the training and
progress in order to have a clear understanding and transparency.
Pre-flight checking
When during the pre-flight question round an answer is found unsatisfactory, the
senior cabin crew member must take a second opportunity for the crew member by
asking a second question out of the known question database. Inadequate
knowledge must be reported via CCTR-03. The SCCM must inform the Commander,
who will decide whether or not to accept the CCM on the flight.
The crew member will be grounded and must undertake and pass a re-examination
before being allowed to perform flight duties,
When during a spot check the result is found unsatisfactory, this must immediately be
notified to the Head of Training or his delegate. The crew member will be grounded
when arriving at the home base and must then undertake and pass a re-examination
before being allowed to perform flight duties.
Examinations
If the CCM fails the re-examination (minimum 85%), a final check (minimum 85%)
may take place at the discretion of the DFO or the Head of Training. If the participant
does not succeed, he will be dismissed from any further flying duties within the
company.
SCCM course
If the CCM does not achieve the standards required in the training to become SCCM
or fails the related check, he will return to his previous function. In that case the
candidate will not be allowed to the continuation of the SCCM course and a minimum
of 6 months will be taken into account before considering the candidate to participate
to another SCCM course.
The outcome will be communicated to the director of flight operations, Head of
Training, or their delegates for further actions.

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required standards
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Procedures to ensure that abnormal or
emergency situations are not simulated during 16 Oct 2014
commercial air transport flights
Version 11.0
3.6 Procedures to ensure that abnormal or

emergency situations are not simulated
during commercial air transport flights
At no time simulating failures or emergency situations may be simulated during
commercial flights:
A list of these acts include but are not limited to:
 aerobatic maneuvers,
 FCM or CCM incapacitation simulation,
 pulling circuit breakers,
 using alternate systems when not needed,
 simulating IMC by covering the view of the FCM,
 …

Procedures to ensure that abnormal or
emergency situations are not simulated during 16 Oct 2014
commercial air transport flights
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Pilot mentoring program 16 Oct 2014
Version 11.0
3.7 Pilot mentoring program
3.7.1 Introduction
It is the goal of Jetairfly to employ pilots with the highest level of standards.
Whenever pilots show a particular area for improvement in the execution of their
function, ranging from F/O to instructor, it is the aim of the company to aid the pilot in
developing his / her knowledge and skills to the requested level.
The Pilot Mentoring Program is conducted according to the procedure below and
using the form FCTR-19.

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3.7.2 Pilot mentoring program entry

The Pilot Mentoring Program is intended for pilots showing a particular area for
improvement in their functioning. These areas for improvement can be in various
domains such as in knowledge, stick and rudder skills, non technical skills and
professional behavior or instructional skills.
These areas for improvement may be reported through training forms, failure of
checks, observations by staff members and consistent reports of inappropriate
behavior. Further a pilot may request him/herself to be included into the Pilot
Mentoring Program.
A delegation of the staff pilots from DFO, the Fleet Office and the Head of Training
will decide to include a particular pilot into the Pilot Mentoring Program. This group of
plots is called the Pilot Mentoring Staff in the text hereafter.

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3.7.3 Pilot mentoring program procedure

Whenever the decision is taken to include a pilot into the Pilot Mentoring Program,
following procedure is followed:
1. The Pilot Mentoring Staff appoints a mentor for the particular pilot.
2. The mentor describes the area(s) for improvement of the pilot based on the
reports received and defines mentoring goals and a mentoring path.
3. The mentoring goals and path are discussed with and approved by the Pilot
Mentoring Staff.
4. The pilot is invited for a meeting with his mentor. During this meeting the
mentor discusses the observed area(s) for improvement and the intended
mentoring goals and path. These are noted on the Pilot Mentoring Program
form and signed by both the pilot and the mentor.
o In case a need for major adjustments of mentoring goals and path are
arising from this meeting, steps 2 to 4 are repeated.
o The pilot will keep his file containing the Pilot Mentoring Program Form
and any other forms needed for instructors to fill in. These forms will
typically be Airline Training forms
5. The mentoring path is programmed. Details are fed back to the mentor.
6. Depending on the details of the mentoring path
o The mentor will inform the relevant instructors included in the mentoring
path of the observed area(s) for improvement, the mentoring goals and
path for the pilot. He / she will also define when and how these
instructors will provide feedback to the pilot and the mentor.
o The pilot will show his mentoring file to the instructors he is working
with. The instructors fill in the appropriate forms. The instructor will
provide a copy of this form in the Training department mailbox.
7. The mentor will closely follow-up the progress of the mentored pilot. At regular
times, the mentor will provide feedback to the Pilot Mentoring Staff. In case of
a need of change in mentoring goals or path, the above described steps will
be repeated.
8. At the end of the mentoring path, the mentor will summarize the findings and
assess if the goals are attained. The Pilot Mentoring Staff will then decide
upon further course of action. The mentor will complete the Pilot Mentoring
Program form.
The pilot is invited for a meeting with his mentor to discuss the results of the
mentoring and the further course of action. The backside of the Pilot Mentoring
Program form is signed both by the pilot and the mentor.

Policy on the use of electronic devices during
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3.8 Policy on the use of electronic devices

during training
The use of electronic devices during training is allowed to take notes.
It is not allowed to (unless authorized by instructor):
 make voice or video recordings;
 visit websites;
 check social media.

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training
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Forms Page 4-1
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training
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4 Forms
In this chapter the model of the forms used by the training department, the storage,
the description, the depiction and guidelines for of these documents will be
discussed.
The flight crew training records and training & checking forms are kept in a personal
training file at the training department.
The Head of Training is responsible for the correct filing and storage of all training
registration documents, according to the legal regulations.
On request of a FCM, the applicable training file can be made available to the
individual crewmember by the Head of Training.

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training
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Forms Page 4-3
Storage 16 Oct 2014
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4.1 Storage
Paper storage of all forms listed below for the retention period specified below is at
the training department. In addition, the forms are electronically stored on the
company network with an unlimited retention.

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Storage 16 Oct 2014
Version 11.0

FORM N° AND NAME USE THIS FORM: RETENTION
4.2
TR-01 General Attendance List to have an attendance list of a course. 36 months
Operator Conversion to have an overview of the candidate starting in the company or

FCTR-02 36 months
Course changing type of aircraft.
when a candidate is entering the company in an OCC program or

FCTR-03 Line Training Syllabus 36 months
when he is performing his captain‟s upgrade within the company.
TUI Airlines Belgium (trading as Jetairfly)

FCTR-04 Line Training Report to report each flight during line / route training. 36 months
Low visibility takeoff and to fill in the ground school, simulator and aircraft parts of the low
FCTR-05 36 months
landing visibility training and checking (type and function specific).
ETOPS / MNPS / RVSM /

FCTR-06 PRNAV Training & Not used until further notice. 36 months
Forms
Checking
Operations Manual Part D

FCTR-07 Line Check Report to perform a line / route check. 36 months
FCM: Description and Retention
FCTR-08 Simulator Training when a FCM performs a simulator training. 36 months

Pre-flight inspection to check that the FCM has had a training how to perform a walk-
OPERATIONS MANUAL PART D - TRAINING
FCTR-09 36 months
checking around of the aircraft (type specific).
Operator Proficiency to specify that a FCM did perform an OPC.

FCTR-10 36 months
Check (OPC)
FCTR-11 Line Training Captain to check that a captain has performed supplementary training to 36 months
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Chapter 4
(LTC) training. act as LTC.

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Training
FCTR-12 Difference training Not used until further notice. 36 months
FCTR-13 Command potential to asses if a FCM has the potential to become a commander. 36 months
Command simulator
FCTR-14 during simulator training to become a commander. 36 months
Training

FCTR-15 Long absence training when needed due long absence. 36 months
Relief pilot –
FCTR-16 when undergoing a relief pilot training or either seat training 36 months
Either seat pilot
Category C airport
FCTR-17 when a pilot receives training to fly to a category C airport 36 months
qualification
Forms
FCTR-18 Remark form as an addition to another form. 36 months

FCTR-19 Pilot mentoring form Form used to document a pilot mentoring programme and 36 months
training.
FCTR-20 FCP Initial / Recurrent Forms used to document initial and recurrent Functional Check 36 months
training Pilot training.
Validity
License Copy
period
Validity
Medical Copy
period
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Training
Forms Page 4-7
FCM: Depiction of forms 16 Oct 2014
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4.3 FCM: Depiction of forms
4.3.1 Form TR-01 General Attendance List
Course name (1):

Instructor name &
Signature:
Location & date:
(1)
Name of the course as specified in OM part D.
If a course lasts more than one day, a separate form for each day is required. Specify: Day 1 – Day 2 and so on.
If an oral or written check is applicable, mark if candidate passed the check.

If more than 15 candidates were present, make a second, separate form.
By signing this attendance list the instructor declares all trainees did attend the full duration of this training.
3-ltr Result
Full name of trainees check
code
(if applicable)

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4.3.2 Form FCTR-02 Operator conversion course

Capt. Name:
3-Ltr. Code:
F/O
Aircraft type and variant(s):
COURSE DATE INSTRUCTOR (or CBT) SIGNATURE

Aircraft technical refresher
check (4)
OM B test (4)
OM A & C test (4)

Simulator training completed
(OPC) (4)
Evacuation narrow/wide(3)
body (4)
First Aid (4)
Fire and smoke (4)
Water survival (4)
Joint CRM (2)
CRM initial (2) (6)
Operator conversion CRM (5) (6)
Dangerous goods (4)

Emergency and safety
equipment (4)
Aviation security (5)
Autoland on A/C
/
(dates) (5)
RVSM (4)
MNPS (4)
RNAV (Precision +
approaches) (4)
CBT
Low visibility Ops (CAT

II/III) (4)
CPDLC (4)
LIDO charts (4)
FACT(4)
ETOPS simulator / Line check
(4) (6) / / /
Line check
Signature of the Fleet manager: Signature of the Head of Training:
(1)
May be replaced by 1 or 0 approach on the aircraft if the CAT II/III training has been done in ZFT simulator.
(2) (3)
Shall be done before unsupervised line flying. Cross-out inapplicable item.
(4) (5) (6)
Must be completed before LIFUS. Must be completed before line check. If applicable.

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4.3.3 Form FCTR-03 Line training syllabus

Name: A/C type + variant:
3-Ltr. Code:
Items to discuss during the initial flight (F/O only) Date Instructor
1. Engine failure during cruise
2. Captain‟s incapacitation (with diversion to suitable airport)
3. Autoland
4. Emergency descent
5. Procedure when alone on flight deck
6. Emergency calls towards cabin crew
In-flight Date Instructor
Sign-in, boarding (reduced crew), uniform rules
Airport categories/qualifications, AQB‟s home bases, RFFS
Responsibilities & contact info GOC/OCC/MOC/handling ag.
OFP (legends + in flight)
TOperf
Structure OM, TR, Memo FCM/CCM
ATL / MEL / DDG (applicability, use, self-dispatch, etc.)
On board documentation and aircraft documents
Use of EFB (if applicable)
Selection of alternates (departure, en-route, destination)
Security procedures (airport, aircraft)
Noise abatement
Fueling, defueling, ground transfer of fuel (if applicable)
Fuel policy (dispatch & in-flight)
Use of in-flight performance
Descent planning
Driftdown / letdown rule
Take-off minima
Meaning LVPP
Landing minima & approach ban
RNAV (BRAV, PRNAV, approaches)
MNPS
RVSM
CPDLC
ETOPS (if applicable)
LIDO charts: legends (including en-route charts)
Procedure reinforced crew (hand-over of command, CRM, etc.)
Bomb threat
Taxi speed, aircraft dimensions, visual cues during taxi
Wake turbulence (causes, behavior, separation)
Cold wx operations, T/O & landing on contaminated RWY
CB avoidance, use of wx radar

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Ice crystal icing

Hot weather operations
Operation in turbulence / severe turbulence & categories
Operation in moderate to heavy rain, hail or sleet
Fuel saving techniques
Unruly passengers (levels, warning letter, etc.)
Air Safety Report, safety culture, FDM
Braking technique (reverse / brakes, cooling schedule, etc.)
Windshear (avoidance, procedures, predictive w/s warn.)
Duty and rest rules
Use of public address (commercial)
Handling delays
Procedures Date Instructor
1. Landing with more than idle reverse
2. Landing with manual braking
3. Autoland by F/O
4. Takeoff with non-standard flap setting (if applicable)
5. No bleed/pack takeoff
6. Landing with maximum flap setting (if applicable)
Approaches flown as PF (for info only)
Autoland A/P F/D Raw data
ILS
Non-ILS (basic) N/A
LNAV-VNAV N/A
Visual N/A
Circling N/A

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4.3.4 Form FCTR-04 Line training report

Capt. / F/O (*) Name: Date:
( )
* cross-out inapplicable item 3-Ltr. Code: Flight Nr.:
A/C type + variant: Departure and Destination airports: Sequence Nr.
Safety Pilot: Yes / No (*) 3-Ltr. Code: A/C Reg.:
Instructor: 3-Ltr. Code:
Capt. / F/O (*) 3-Ltr. Code:
Number of sectors flown Times (hhh/mm)
PF PM PF PM
Previous
Present
Total
(for info only) Autoland A/P F/D Raw data
ILS
Non-ILS (basic) N/A
LNAV-VNAV/VS N/A
Visual N/A
Circling N/A

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Remarks
Needs corrective training Yes / No (*)(+)

Signature LTC - TRI (*)
(*)
When corrective training is needed fill in the remarks box or fill in FCTR-18.

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4.3.5 Form FCTR-05 Low visibility takeoff & landing

( )
* cross-out inapplicable item 3-Ltr. Code:
A/C type + variant:
GROUNDCOURSE (if required)

Date:
Audio-visual Low visibility CBT:
SIMULATOR TRAINING INITIAL/ABBREVIATED (*)

Location simulator:
Non ZFT simulator training / ZFT type qualification training / ZFT approved simulator (*)
75/125/150 m (*) RVR T/O qualification: Yes / No (*)
Name instructor Signature 3-Ltr. Code: Date:
AIRCRAFT TRAINING (automatic approaches) (if required)

Name LTC/TRI (*) Signature 3-Ltr. Code: Date:

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4.3.6 Form FCTR-06 ETOPS / MNPS / RVSM / PRNAV

training and checking
Form FCTR-06 not used until further notice.

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4.3.7 Form FCTR-07 Line check report

Capt. / F/O (cross-out inapplicable item) Name:
Date: 3-Ltr. Code:
Airports: A/C type + variant:
Flight N°: A/C registration:
Preflight 12345 En-route 12345

Weather analysis MEA compliance
Flight planning, OFP Adherence to clearance
NOTAM Navigation (inertial, etc)
Pilot pre-flight inspection (in- & outside) Descent, approach, ldg, after ldg 12345
OTP (time management) Altitude awareness (EGPWS)
Navigation flight plan and Logs Vertical profile
A/C status (ATL / maintenance) Aircraft configuration
Loading and Fuel 12345 Flight parameters
Departure fuel decision Stabilized approach
Verification of loadsheet prior flight Landing performance
Reproduction of loadsheet in flight Flare, Ldg and deceleration after T/D
Load distribution Taxi in and parking
In-flight fuel consumption follow-up General 12345
Departure, taxi, T/O, climb 12345 RVSM, MNPS, ETOPS, PRNAV
Push-back procedure Checklist discipline
Starting procedure Crew coordination
Taxi procedure Compliance with legal regulations
T/O and rotation technique Compliance with company procedures
Compliance with A/C limitations Air Traffic Control
V1 / VR / V2 compliance Compliance with ICAO procedures
Dep. Clear. / SID Noise Abatement Compliance with OM Part A / B
Initial climb out Door operation (if applicable)
Use of EFB (if applicable)
Communications (cabin, Ops, handling)
R/T procedures
Security procedures (search, form,…)

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Skill 12345 Observations / Development Points

Briefing
Crew
Teamwork
Communications
Situational awareness
Management
Task
Workload
Decisions
Professional style
Operation
Aircraft handling
Applied knowledge
Result of Line – Route check Passed / Failed (*)

Theoretical topics reviewed Yes / No (*)
Name LTC - TRI (*)
Signature
(+)
When corrective training is needed fill in the remarks box or FCTR-18.
1 2 3 4 5
Fail Needs development Standard Above the standard High standard
Remarks (if needed use FCTR-18)

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4.3.8 Form FCTR-08 Simulator training

( )
A/C type + variant: Location and Simulator approval number:
Other crew member
Capt. / F/O (*) 3-Ltr. Code:
Training info
Specify sort of simulator training program:
Name SFI - TRI (*)
Signature
(*)

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4.3.9 Form FCTR-09 Pre-flight inspection

( )
A/C type + variant: Location: A/C reg:
Training Info
Name instructor
Signature

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4.3.10 Form FCTR-10 Operator proficiency check

Capt. / F/O (cross-out inapplicable item) Name:
Date: 3-Ltr. Code:
Program covered: A/C type + variant:
Theoretical examination % LOFT scenario 12345

( )
OM A & C / OM B * Crew coordination
Mandatory items as PF 12345 Compliance with company procedures
Rejected takeoff Standard call-outs
Engine failure between V1 and V2 Use of checklists
Single engine ILS (manual) Use of automation
Single engine go-around Knowledge of aircraft systems
Single engine landing Execution of procedures
Non-ILS to the minima: Use of EFB (if applicable)
Mandatory LVO – CAT II/III items 12345 Attention and communication to pax
Rejected takeoff during min takeoff weather Attention and communication with (S)CCM
Automatic approach N°1 R/T procedures
Automatic approach N°2 Either seat qualification (if applicable) 12345
Go-around after automatic approach Relevant Exercises
Automatic landing Cruise relief pilot (if applicable) 12345
Relevant Exercises
(continued on next page)

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CRM Skill 12345 Observations / Development points
Briefing
Crew
Teamwork
Communications
Situational awareness
Management
Task
Workload
Decisions
Professional style
Operation
Aircraft handling
Applied knowledge
Result OPC Passed / Failed (*)

(*)
Name and authorization number TRE
Signature
1 2 3 4 5

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4.3.11 Form FCTR-11 LTC and TRI Training

Capt. Name: A/C type + variant(s):
( )
* Cross-out inapplicable item 3-Ltr. Code:
GROUNDSCHOOL (if applicable)

Location:
SIMULATOR SESSION (opposite seat) (if applicable)

Simulator location:
( )
Needs corrective training Yes / No *
FLIGHT RELEASE
Name TRI Signature 3-Ltr. Code: Date:
Flight N°1
Flight N°2
(if applicable)
1 2 3 4 5 ( )
Result LTC/TRI flight release Passed / Failed *
( )(+)
Needs corrective training Yes / No *
Name TRI (*)
Signature
(+)
When corrective training is needed fill in FCTR-18.
1 2 3 4 5
Fleet Manager Head of Training

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4.3.12 Form FCTR-12 Difference training

Form FCTR-12 is not used until further notice.

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4.3.13 Form FCTR-13

Form FCTR-13 not used until further notice.

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4.3.14 Form FCTR-14 Command Training

F/O Name: A/C type + variant(s):
( )
* Cross-out inapplicable item 3-Ltr. Code:
GROUNDSCHOOL
Name Instructor Signature 3-Ltr. Code: Date:
CBT completion (self briefing)
Technical examination
Performance course
Perfo examination
Command CRM
Line Briefing
Loft Briefing
Oral Test
SIMULATOR TRAINING
Simulator session Name TRI Signature 3-Ltr. Code: Date:
1.
2.
4. OPC
LOFT I.
LOFT II.
LOFT III.
LOFT IV.
Also complete FCTR-08 for each simulator session or FCTR-10 for the OPC.
Result Command Sim Training 1 2 3 4 5 ( )
Passed / Failed *
(by Head of Training)
1 2 3 4 5

Forms Page 4-32
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COMMAND TRAINING FLIGHTS (minimum 20 sectors + line check)

Flight Name TRI Signature 3-Ltr. Code: Date:
Line Check
Line Check
Also complete FCTR-04 for each training flight or FCTR-07 for the line check.
Final Result Command Training 1 2 3 4 5 ( )
Passed / Failed *
(by Head of Training)
1 2 3 4 5
Fleet Manager Head of Training

Forms Page 4-33
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4.3.15 Form FCTR-15 Long Absence Training

Capt. / F/O (*) Name:
( )
A/C type:
Period
Date start
Date last flight: Difference days:
long absence training:
GROUND REFRESHER (if applicable)

3-Ltr. Code: Date:
SIMULATOR TRAINING (if applicable)

Signature SFI/TRI (*): 3-Ltr. Code: Date:
AIRCRAFT TRAINING (3 sectors as PF)

Signature TRI: 3-Ltr. Code: Date:
Line Check (if applicable)

Signature LTC/TRI (*): 3-Ltr. Code: Date:
(*) cross-out inapplicable item

Forms Page 4-34
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Forms Page 4-35
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4.3.16 Form FCTR-16 Initial relief pilot – Either seat pilot

qualification
Capt. / F/O (*) Name: 3-Ltr. Code:
A/C type: RELIEF PILOT (*) EITHER SEAT PILOT (*)
SIMULATOR TRAINING
Signature SFI/TRI/TRE (*): 3-Ltr. Code: Date:
SIMULATOR CHECKING (FOR EITHER SEAT QUALIFICATION ONLY)

Signature TRE 3-Ltr. Code: Date:
LINE TRAINING
(*)
Signature LTC/TRI/TRE 3-Ltr. Code: Date:
LINE CHECK
(*)
Signature LTC/TRI/TRE 3-Ltr. Code: Date:
Note:
The initial simulator training and checking (for either seat qualification only) can be
combined in one simulator session conducted by a TRE.
For line check as either seat pilot, additionally complete form FCTR-07.

Forms Page 4-36
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Forms Page 4-37
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4.3.17 Form FCTR-17 Category C airport qualification

CATEGORY C AIRPORT(*)
This certifies that Captain / First Officer (*)

3-Ltr.
Name:
Code:
has been cleared to operate to the following airport:
On A/C type + variant:

The qualification has been obtained by:
( )
* cross-out inapplicable item.
Date Instr.
Flight under supervision
Audio-visual presentation
Simulator session
Observer flight
Company briefing

Forms Page 4-38
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Forms Page 4-39
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4.3.18 Form FCTR-18 Remark form

REMARK:
Attachment to FCTR- Date:

Forms Page 4-40
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Forms Page 4-41
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4.3.19 Form FCTR-19: Pilot mentoring form

F/O / Capt/ TKI / SFI / TRI / TRE (cross-out
Name:
inapplicable item)
Date: 3-Ltr. Code:
Narrative of findings
Mentoring Goals
Mentoring Path
Actions Target Date Date and Instructor
Name of supervising mentor
Signature

Forms Page 4-42
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Observations during mentoring
Decision
Have mentoring goals been attained? YES / NO / Partial
Will mentoring be continued YES / NO
Name of supervising mentor
Signature

Forms Page 4-43
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4.3.20 Form FCTR-20: FCP initial / recurrent training

FUNCTIONAL CHECK PILOT QUALIFICATION
( ) ( ) ( )
INITIAL * ADDITIONAL A/C TYPE * RECURRENT *
A/C type: Name: 3-Ltr. Code:
BRIEFING (if applicable)

SIMULATOR TRAINING

Forms Page 4-44
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4.4
TR-01 General Attendance List to have an attendance list of a course. Career + 1 yr
Initial, or Operator when performing an initial or an operator conversion

CCTR-02 Career + 1 yr
Conversion training training.
Evaluation report cabin crew when a crew member is being evaluated in flight and during
CCTR-03 Career + 1 yr
(CCM/SCCM) line checks

CCTR-04 Familiarization flight form when a crew member performs a familiarization flight. Career + 1 yr
as an addition to another form.

CCTR-05 Remark form Career + 1 yr
Validity
Cabin Crew Qualification Card (CCQC) Last copy
period
Forms
Validity
Attestation of initial safety training Copy

period
Last copy Validity

Medical
period
Note: In case the CCM leaves the company, only the last two of the recurrent forms will be kept.
Forms CCM: Description and retention
In all cases, DG courses will be kept for at least 3 years.

Forms CCM: Description and retention

Chapter 4
Page 4-45
16 Oct 2014
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Training
Forms Page 4-46
Forms CCM: Description and retention 16 Oct 2014
Version 11.0

Forms Page 4-47
CCM: Depiction of forms 16 Oct 2014
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4.5 CCM: Depiction of forms
Course name (1):

Instructor name &
Signature:
Location & date:
(1) Name of the course as specified in OM part D.

3-ltr Result
code
(if applicable)

Forms Page 4-48
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Forms Page 4-49
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4.5.2 Form CCTR-02 Initial or Conversion training

3-Ltr. Aircraft
Name: type:
Code:
GROUNDSCHOOL
INITIAL
Name & Signature instructor: 3-Ltr. Code: Date:
Result Initial % Satisfactory / Unsatisfactory (*)

theoretical :
CONVERSION
General Data % Satisfactory / Unsatisfactory (*)

Result Conversion
Conversion % Satisfactory / Unsatisfactory (*)
GENERAL
Name
COURSE Signature 3-Ltr. Code: Date:
instructor
Fire and smoke
Water survival
First aid
Dangerous goods
Initial CRM
Operator conversion
CRM
Evacuation
Aviation Security
IN-FLIGHT
Check Flight:
1 2 3 4 5
Final Result: Satisfactory / Unsatisfactory (*)
1 2 3 4 5
Head of Training

Forms Page 4-50
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Forms Page 4-51
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4.5.3 Form CCTR-03 Evaluation report CCM/SCCM

DATA
( )
SCCM / CCM * Name: Date:
( )
Work In super
Flight Number: Pax nr outbound Pax nr inbound
position: numary
Aircraft Type: (*)

Destination(s):
B737 / B738 / B767 / B787 / E-jet
Training / Line Check (*)

Release flight
Familiarization flight(*) 1st training flight(*) 2nd training flight(* 3rd training flight(* or line check:
PASSED / FAILED(*)
Name:
Cabin Crew Manager
( )
Coach / LTS / SCCM * 3-Ltr. Code:
SCORE LEGEND
1 2 3 4 5
SCCM CRITERIA
Pre flight Briefing 123 Teamwork 12345
Read latest mandatory messages Positive attitude
Briefing prepared (before start briefing) Respectful
Check CCQC Company minded
Clear to the point Communication 12345
Commercial & other specials Stimulates open dialogue
Personal safety questions Invites input from others
Timing briefing (not too long/short) Has patience to listen people out
Speeches 123 Leadership 12345
Correct speeches (ann. Manual) Overall control
Articulation – Pronunciation - Smile Standard working – service plan
Intonation Problem solving
Speed Organizational & Time management
Languages Decision making-aligned with cy vision
Documentation / Administration 123 Values feedback from others
2 wallets – cash fund 50€ Act as a role model
CTL & Flight report Stimulates customer attitude
Evaluation report Result oriented ( wants to exceed goals)

Forms Page 4-52
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SCCM & CCM CRITERIA

Punctuality 1 3 Boarding announcement 123
On time sign in at BRU/CRL/LGG/OST Correct speeches (ann. Manual)
On time for briefing (all stations) Articulation – Pronunciation - Smile
On time for pick up Intonation
Documentation / Administration 1 3 Speed
Latest CCQC Languages
Passport Working methods/procedures 123
Visa (if required) Standard working methods (general)
Company badge VIP service (timing-sequence)
Airport badge MEAL service (timing-sequence)
Appearance (uniform regulations) 123 NOML service (timing-sequence)
Uniform Water/drink service (timing-sequence)
Hairstyle Duty Free
Grooming Clean & safe galley - cabin
Well shaved Padlock & seals
Nails Administration BOB/DF
Shoes (correct & polished) OBT application
Commercial preflight check 123 Preparation in case of crew change
Meals Cabin clearing & cleaning
Service equipment Replacing sickness bags(outstation)
Water & waste Empty/replace waste bags (outstation)
Reporting Workload participation/behavior 12345
Safety (knowledge & application) 123 Initiative
Safety questions during briefing Speed
Safety pre flight check (ALF & reporting) Organization
Arming/disarming (correct & reporting) Independence
Safety demo Present in cabin
Area check (correct & reporting) Flexibility
Safety in-flight (Lavatory, cabin, turbulence..) General attitude 12345
Reaction to commands Positive, dynamic, motivated
Fueling procedure Company minded
Boarding/Deboarding procedures 12345 Respectful (towards pax & crew)
Active & dynamic in cabin Passenger caring
Welcoming attitude Mature & diplomatic
Attention for PRM & kids Silent in galley
Correct headcount (if required) p Values feedback positively
Farewell Language 123
Check cabin (no items forgotten by pax) p Correct use of language

Forms Page 4-53
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OBSERVATIONS / CORRECTIVE FEEDBACK / FUTURE ACTION PLAN
POSITIVE FEEDBACK
SIGNATURE EVALUATOR

Forms Page 4-54
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Forms Page 4-55
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4.5.4 Form CCTR-04 Familiarization flight form

DATA
3-Ltr.
SCCM / CCM (*) Name:
Code:
( )
* cross-out inapplicable item Date: Aircraft Type:
B737 / B767 / B787/

Flight Number: Destination(s):
E-jet(*)
( )
* cross-out inapplicable item
3-Ltr.
Supervising SCCM Name:
Code:
CHECKLIST
CCM must demonstrate actual opening/closing/arming/disarming door
CCM explains emergency opening all doors
CCM must demonstrate manual functioning pilot mechanism
General safety knowledge (PAS, interphone, smoke detector systems, emergency lights,
seating policy)
CCM explains the use of circuit breakers/shut off valves
Note: CCM performing familiarization flights, must be involved in the participation of

safety related preflight, in-flight and post-flight duties and will therefore operate in
uniform.

Forms Page 4-56
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Forms Page 4-57
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4.5.5 Form CCTR-05 Remark form

REMARK:
Attachment to CCTR- Date:

Forms Page 4-58
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Forms Page 4-59
Forms Other Pers.: Description and retention 16 Oct 2014
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4.6 Forms Other Pers.: Description and retention

Career + 1 yr
RETENTION
Note: In case the person leaves the company, only the last two of the recurrent forms will be kept.
USE THIS FORM:
to have an attendance list of a course.

General Attendance List
FORM N° AND NAME
TR-01

Forms Page 4-60
Forms Other Pers.: Description and retention 16 Oct 2014
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Forms Page 4-61
Other Personnel: Depiction of forms 16 Oct 2014
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4.7 Other Personnel: Depiction of forms
Course name (1):

Instructor name &
Signature:
Location & date:
(1) Name of the course as specified in OM part D.

3-ltr Result
code
(if applicable)

Forms Page 4-62
Other Personnel: Depiction of forms 16 Oct 2014
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Forms Page 4-63
BCAA forms 16 Oct 2014
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4.8 BCAA forms

In reference to the ATQP (Alternative Training Qualification Program) implementation
manual, following Alternative Proficiency check form may be used:

Forms Page 4-64
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Annex 1: Subcontracted training Page 5-1
Version 11.0
5 Annex 1: Subcontracted training

List of subcontractors for training in accordance with OM part D.
Course Subcontractor Contact / Location
Frederic Smet (Head of Training)

Jetairport – 40P – Box 1
Type rating B737 & B767, Luchthaven Brussel Nationaal
TUIfly Academy
B787, E-jet, TKI, SFI, TRI 1930 Zaventem
Brussels
training
frederic_smet@jetairfly.be
Tel.: +32 (0)475 677 677
Diamantlaan 3
Simulator Training
2132WV Hoofddorp
B737-NG
CAE The Netherlands
E-jet
planning-ams@cae.com
Tel.: +31 (0)235 671 671
Anthony Fokker Park

Simulator Training
Fokkerweg 300 (AMB-1)
B737-NG
1438 AN Schiphol – Oude Meer
B767-300 FSC
The Netherlands
E-jet
planning@fsctraining.com
Tel.: +31 (0)20 304 3225
Brussels Airport – Building 201

Simulator Training 1820 Steenokkerzeel
B737-NG CAE Belgium
B767-300 magda.vandaele@cae.com
Tel.: +32 (0)2 752 5711
Jakub Motl
Ruzyne Airport
Simulator Training Czech Airlines 160 08 Prague 6
B737-NG Training center, s.r.o. Czech Republic
jakub.motl@csa.cz
Tel.: + 420 220 112 213
Manor Royal
Crawley Business Quarter
Simulator Training Boeing UK Training Crawley
B787 & Flight Services West Sussex, UK
RH10 9AD
Tel: +44-1293-819-000

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1300 Avenue de l‟Europe Zone d‟Aviation

d‟Affaires
Le Bourget, Paris, 93352
France
Tel.: +33-1-49-92-1919
Simulator Training
FSI
E-jet
Flybe Training Academy
Exeter Airport
EX5 2LJ Exeter
UK
Tel.: +44-1392-880-800
Fleming Way
Crawley
Simulator Training
OAA UK
E-jet
RH10 2UH
Tel. : +44-1293-543-541
Parc scientifique Fleming

Granbonpré 1
1348 Louvain-la-Neuve
A-First
training@afirst.be
Fire and smoke Tel. : +32 10 47 52 51
Fax : +32 10 47 52 57
Aéroport Casablanca/ANFA
RAM Academy
Morocco
Chaussée de Fleurus
6041 Gosselies
WAN
Narrow and wide body (tel: +32 (0)71 348180)
evacuation www.wan.be
Fire and smoke
(Facilities only)
RAM Academy Morocco
F. DURINCKX
Raketstraat 90
Security EASTI 1130 Brussels
(tel: +32 2 7240307)
Frank.Durinckx@mobilit.fgov.be

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NICO HEIJ
Roelof Bootstraat 107
Risk Control and 1135 CG Edam
First Aid
Training +31 (0)6 53979750
+31 299 3737 33
http://www.risc-control.nl
Raemdonck Danny
Breeschoot 36a
9800 Deinze
First Aid Raemdonck Aviation
+32 (0)9 380 34 20
+32 (0)496 62 62 10
danny.raemdonck@telenet.be
Chaussée de Fleurus
WAN 6041 Gosselies
(tel: +32 (0)71 348180)
Water survival
www.wan.be
RAM Academy
Morocco
Capt. Frederic Smet (Head of CCITP)

Jetairport – 40P – Box 1
Luchthaven Brussel Nationaal
Initial Cabin Crew Training Jetairfly CCITP
1930 Zaventem
frederic_smet@jetairfly.be
Tel.: +32 (0)475 677 677

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Annex 2: Training staff Page 6-1
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6 Annex 2: Training staff

FCM
TKI
DG
Name E190 B737 300-900 B767 B787 CRM STD
SR. TRE
SFI/TRI
REC
TRE
TRE
TRE
TRE
SFE
LTC
LTC
LTC
LTC
TRI
TRI
TRI
TRI
TKI
SFI
SFI
SFI
SFI
INI
Last First
ABBES Selim X X X X
AUGUSTYNS Wim X
BAETENS Frank X X
BAZAANI Hamid X X
BERGER André X X X X X X X X X X X X X X X X X
BIERTHO Olivier X X X X X X
BOEDT Olivier X X X X X X
BOEYENS Paul X X X X
BOONE Patrick X X X X
BOYLAN Nial X X
BREUGELMANS Koen X X
BROUWERS Werner X X
BRUYNINCKX Dirk X X X X X X X X X
CLAEYSSENS Blanca X X
CLAEYS Bram X X X
CLOOTS Alain X
COOLS Marc X
COOLSAET Sylvain X1 X
CORNET Christian X X X X X
CRAMERS Erik X X X X X X X X X X
DAEMS Daphne X
DE OST Jan X1 X X1 X
DE RIDDER Peter X X X X X X
DECUYPER Kurt X X X X
DEFRANCQ Katia X X X X X X X X
DENKENS Elke X
DULLAERT Jeoffrey X X
EDLUND Krister X
EVENS Jan X X X X X X
GEUNS Herman X X X X X X X
GIELENS Tom X1 X
GUYAUX Christian X X X X X X X X X
GYSEMANS Ward X X
HAEMELS Robby X X X
HEYLEN Raf X X
HUTSEBAUT Pieter X
JACQMAIN Frédéric X X
KOHL Francis X X X X X
1
TRI (FFS Only)
2
TRI (Aeroplane)

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FCM
TKI
DG
Name E190 B737 300-900 B767 B787 CRM STD
SR. TRE
SFI/TRI
REC
TRE
TRE
TRE
TRE
SFE
LTC
LTC
LTC
LTC
TRI
TRI
TRI
TRI
TKI
SFI
SFI
SFI
SFI
INI
Last First
LAMBERIGTS Pieter Jan X X
LAVAERT Lieven X X X X X X X X X X X X X X X
LAVAERT Kristof X X X X X X X
MARTIN William Brett X X
MOENECLAEY Ronald X X X X X X
MOLLET Nicolas X X X X
MORIS Olivier X X X X X X X X
NAUWELAERTS Leo X X X X
PARISIS Bart X X X X X X X X X X X X X X X
POELMANS Steven X
RAFFERTY Colin X X X2 X
ROTTIERS Jelle X1 X
ROYANT Eric X X X X X
SCHNEIDEWIND Denis X X X X X X X X X X X X
SELLESLAGH Marc X X
SMET Frederic X X X X X X X X X X X X X X X X
STEENS Patrick X
THONNART Philippe X X
VAESSENS Toon X X X X X X X X X
VAN CAUWENBERGH Dirk X X X
VAN OEVELEN Marc X X X X
VANDENDRIESSCHE Stef X X X X X
VAN KERCKHOVEN Rudy X
VANLANTSCHOOT Paul X
VANOVERBEKE Bart X X X X X X X
VANSTEELANDT Bart X X X
VERCAEMST Bruno X
VEREECKE Dave X X X2 X
VERHELST Jan X X X
VERREYKEN Danny X X X X X X
VERSCHUEREN Klaas X X
WEYGERS Nick X X
WOUTERS Wim X
ZACCHELLO Renato X
1
TRI (FFS Only)
2
TRI (Aeroplane)

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CCM
Name B737 B767 B787 E190
Water survival
SSCM course
Conversion
Conversion
Conversion
Conversion
Recurrent
Recurrent
Recurrent
Recurrent
First Aid
Initial
CRM
DG
Last First
ABDELLAH Samira X X X X X
ADAM Stephanie X X X X X
BARBEZ Marianne X X X X X
BUSSENIERS Marc X X X X X X X X
DANEELS Felix X
DE COCK Sander X
DE MEUTER Lana X
DE MULDER Liesbeth X
DUSART Thibaut X X X X
EL OUAHABI Lamiaa X X X
FAES Leen X X X X X X
HANSSENS Geert X X X X X X X X X X
HARDEMAN Lies X X X X X
HERMANS Matthias X X
MESSAL Ramses X X X X X X X X X
MOENS Melissa X
OPDEDRYNCK Katrien X X X X X
PIRRELLO Antonio X X X X X X
VANDEBEECK Greta X X X X X X X X X X X
VERHOEVEN Melissa X
VERMEERSCH Els X X X X X X
SPRUYT Frederik X
VLIEGHE Dirk X X X X X X X X
WOUTERS Wim X

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Annex 3: STD User Approval Page 7-1
STD Qualification Certificate 16 Oct 2014
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7 Annex 3: STD User Approval

7.1 STD Qualification Certificate
7.1.1 Overview
Location STD Type Expiry
CAE (Steenokkerzeel) DK-160 B737-800 N/A
CAE (Steenokkerzeel) DK-162A/B B767-300 N/A
FSC (Schiphol) NL-164 B737-800 N/A
FSC (Schiphol) NL-190 EMB190 N/A
FSC (Schiphol) NL-204 EMB170 N/A
CAE (Hoofddorp) DK-146 B737-800 N/A
CAE (Hoofddorp) DK-148 B737-800 N/A
CAE (Hoofddorp) DK-152 EMB190 N/A
CAE (Hoofddorp) DK-154 EMB170 N/A
Czech Airlines Training Centre,
CZ-12B B737-800 N/A
s.r.o. (Prague)
OAA (Gatwick) UK/GE-421B EMB190 N/A
FSI (Le Bourget) FR-192 EMB170 N/A
FSI (Exeter) UK/FS-586A EMB170 N/A
FSI (Exeter) UK/FS-586B EMB190 N/A
Boeing UK Training & Flight
UK/FB-607 B787-8 N/A
Services (West Sussex)
UK/FB-543 B787-8 N/A
UK/FB-621 B787-8 N/A

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7.1.2 CAE (Steenokkerzeel)
7.1.2.1 B737-800 (DK-160)

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7.1.2.2 B767-300 (DK-162A/B)

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7.1.3 FSC (Schiphol)
7.1.3.1 B737-800 (NL-164)

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7.1.3.2 B737-800 (NL-166)

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7.1.3.3 B737-800 (NL-172)

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7.1.3.4 B737-800 (NL-178)

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7.1.3.5 B767-300 (NL-16)

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7.1.3.6 E190 (NL-190)

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7.1.3.7 E170 (NL-204)

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7.1.4 CAE (Hoofddorp)
7.1.4.1 B737-800 (DK-148)

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7.1.4.2 E190 (DK-152)

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7.1.4.3 E170 (DK-154)

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7.1.4.4 B737-800 (DK-146)

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7.1.5 Czech Airlines Training Centre, s.r.o. (Prague,

Czech Republic)
7.1.5.1 B737-800 (CZ-12B)

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7.1.6 Oxford Aviation Academy (Gatwick, United

kingdom)
7.1.6.1 E190 (UK/GE-421B)

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7.1.7 Flight Safety International (Le Bourget, Paris,

France)
7.1.7.1 E170 (FR-192)

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7.1.8 Flight safety international (Exeter, United

Kingdom)
7.1.8.1 E170 (UK/FS-586A)

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7.1.8.2 E190 (UK/FS-586B)

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7.1.9 Boeing UK Training & Flight Services (West

Sussex, UK)
7.1.9.1 B787-8 (UK/FB-607)

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7.1.9.2 B787-8 (UK/FB-543)

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7.1.9.3 B787-8 (UK/FB-621)

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7.2 Difference list STD versus aircraft
7.2.1 B737-NG
A list of differences of all used STD versus our OO-JAD is available on the pilot‟s
laptop. The differences between OO-JAD and other B737-NG aircraft are covered in
the respective FCOM. Both documents must be studied by self-study.
7.2.2 B767-300
A list of differences of all used STD versus our OO-JAP is available on the pilot‟s
laptop. The differences between OO-JAP and other B767-300 aircraft are covered in
7.2.3 E190
A list of differences of all used STD versus our OO-JEM is available on the pilot‟s
laptop. The differences between OO-JEM and other E190 aircraft are covered in the
respective FCOM. Both documents must be studied by self-study.
7.2.4 B787
A list of differences of all used STD versus our OO-JDL is available on the pilot‟s
laptop. The differences between OO-JDL and other B787-800 aircraft are covered in

Difference list STD versus aircraft 16 Oct 2014
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Annex 4: Compad ATQP guidelines Page 8-1
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8 Annex 4: Compad ATQP guidelines

8.1.1 Description
Compad ATQP is the software tool used in ATQP and allows:
 Administrators to define the task analysis for the different fleets;
 Administrators to establish the relevant training and checking programmes and
make them available to the relevant trainers and examiners;
 Trainers and examiners to download the relevant training/check scenario to
their individual pilot laptop;
 Trainers and examiners to synchronize the detailed data per training/checking
session back to the server for storage and analysis by the ATQP and training
managers;
 Automatic updating of pilot qualifications in IDPS / Crewsys after completion of
proficiency checks / skill tests;
 An objective and homogeneous assessment which is enhanced by means of
tooltips as described below;
 ATQP manager and Head of Training to analyze data per pilot group, fleet,
etc.
8.1.2 Interface
Administrator functions are not part of the scope of this guideline. Only the trainer‟s
interface is explained.
All TRE‟s, TRI‟s, SFI‟s and LTC‟s have following icon visible on the laptop‟s desktop:

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Version 11.0
A double-click on this item opens the programme and opens the login page.
Enter user name and password.
The green dash in the left top corner of the page means you are on line and
connected to the ATQP server:
Double click on this symbol to download your check forms to your individual laptop.

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Following screen will appear:
Select the date range for which you want to download training / check forms and
execute. The system will download your training / checking forms and go off-line.
Remain off-line when using ATQP.
Note: If you need to complete a check which happened in the past you have to set
the time window in the past as well (otherwise the concerned check will not be
visible)

16 Oct 2014
Version 11.0
Training and check forms will now be downloaded and displayed as follows. You are
now off-line and the check form can be selected an opened via the green button in
the toolbar:
The status of the check can be observed in the “status” column. There are 3
possibilities:
 Initialised: the check is prepared by the administrator and available for use.
 Running: The check is on-going, started by the trainer (see lower) and at least
one intermediate “save” is done.
 Signed: the check is correctly completed and saved by the trainer (as soon as
you go online again the check will be uploaded to the data base).
In case no check form is displayed, you can create the session manually as follows.
In the top right corner, click on the green “+” symbol.

16 Oct 2014
Version 11.0
The system allows you to create the session manually. A new window opens:
Click on the buttons to select trainer, event template (e.g. 2012-1 OPC), simulator,
aircraft type, start en end dates and times, trainees, etc. To fill in the times, use the
shift lock function on some laptops.
Next, select the scenario you want to start.
Click on run, to start.

16 Oct 2014
Version 11.0
The scenario will appear on the left.
Tasks, sub-tasks and items are shown, as are the PF, conditions, etc.
Grading is performed at item level. When moving the cursor over a grade, a tooltip
box pops up. This tooltip is a description of the conditions of the item and value.

16 Oct 2014
Version 11.0
It is important to tick the correct value in accordance with the set conditions by the
task analysis (as showed by the tooltips) to obtain a correct grading and consequent
correct data collection.
“NO” means “not observed”.
Mark in case the task is failed or needs to be repeated. In case of a repeat, the task
is automatically added at the bottom of the check scenario (end of check) to allow a
second attempt.

16 Oct 2014
Version 11.0
Click next task, to move to the next task:
Some of the tasks are optional or grouped:

 Optional (eg diversion): If you select it it must be graded, if the task is not
needed it can be left alone. In the left column optional tasks are indicated by a
black cube. They revert to the normal colors when activated
 Grouped: (eg: different kind of approaches: ILS, non-ILS, Visual,..): select the
kind of approach that was performed and grade it. The other approaches will
be deleted automatically. In the left column the grouped tasks are indicated by
red fond. You have to activate one of them. The activated one gets normal
fond and the others disappear.

16 Oct 2014
Version 11.0
When for instance, during a LC, different items are foreseen to fly a specific approach
(eg ILS approach, raw data, FD, auto approach) all of these items will be defaulted
on “0”. In this case grade only the items you saw (eg related to FD approach) and put
a “NO” at the other items (in this case the raw data and auto approach). Otherwise
the data base might become corrupt.
When during a check, RHS or relief pilot exercises are programmed, select for that
task the swap seat button
The swap is only valid for that particular task! For the next task the pilots are by
default back in their original seat. In this case the next task is a relief pilot exercise so
the seats have to be swapped a second time….
At every task, behavioural markers can be graded by clicking on the dot in front of the
item or at the bottom of the task. In the first case you grade a specific item, in the
latter the whole task:

16 Oct 2014
Version 11.0
Following screen will be displayed. Select the behavioural marker. Tooltips will pop
up. The possibility exists to add free text as well.
On completion of a checking session, the result and the overall grade shall be given
by the TRE (or TRI / LTC in case of line check).

16 Oct 2014
Version 11.0
The overall grade is not related to the grading at item level. Refer to OM D chapter 3
on guidelines to establish an overall grade for a check.
If there is still an open (not graded) item in one of the tasks it will be announced by a
magenta bar at the top of the page and you will not be able to complete the check.
The tasks where the grades are missing are indicated by the task cube(s), missing
the green square in the upper left corner.

16 Oct 2014
Version 11.0
When the result and overall grading is done tick the 2 “complete” boxes on the lower
half of the page (these boxes are only accessible when all of the items have been
graded)
Hit the “Save” button (attention, changes to the check are not possible any more from
here). The check will close and you will return to the overview page. Check that the
status of your check has changed from “running” to “signed”.
Go online again and the check will be uploaded to the data base.

16 Oct 2014
Version 11.0
Miscellaneous:
1. on an initialised check, one or both of the trainees or the simulator has

changed:
Select the training / check, right click on the check and chose “edit” or use the edit
icon in the toolbar.
A new window will open with changeable fields (trainees / simulator) in white.
In this example the simulator will be changed
On the simulator field you can click and another window will give you the choice of
simulators.
Click on the CAE AMS/T38 to select the correct simulator and the OK (right lower
corner).
When this is done, do not forget to save your change (right lower corner again) on
the edit window.

16 Oct 2014
Version 11.0
2. Line checks:
 If is is a 2-sector flight on the same day (MH or LH) both sectors will be
considered for the line check
 On LH a line check may be spread over several days when you have only 2
sectors (e.g. BRU-PUJ on day 1 and PUJ-BRU on day 3)
 When a LC is programmed on a 3 or 4 sector rotation, the LC will always be
programmed in ATQP on the first 2 legs unless prior notice has been given
(for instance when there is one more sector required in line training). So take
care that you as a trainer take the LC accordingly. If for operational reasons
this is not possible, then the initialised LC has to be cancelled and the correct
one (e.g.with sector 2 and 3 as LC) has to be created manually.
3. Being online or off line
It is important to go off-line during a check while you grade as your data may be lost if
you loose your internet connection (which is the case during a LC and might happen
during a SIM session)
It is important as well to come back and stay online when you are not grading as
otherwise updates might get lost if done during an off-line period (your ATQP
temporary file on your laptop might not recognise the (changed) maste file).

16 Oct 2014
Version 11.0
4. Changing your password
This can be done on the overview page via the “tools” button and choose “change
password in the drop-down menu. The password can now be changed:
If you forget your password contact the administrator (Bart Haans or Erik Cramers)
for a reset.

16 Oct 2014
Version 11.0

Operations Manual Part D: Customer Obsessed Value Driven Responsible Leadership Playing To Win

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Operations Manual Part D: Customer Obsessed Value Driven Responsible Leadership Playing To Win

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Operations Manual

0.3 List of effective pages

Date Date Date Date Date

Date Date Date Date Date

Date Date Date Date Date

Date Date Date Date Date

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

Date Date Date Date Date

Date Date Date Date Date

Annex 2: Training staff

Date Date Date Date Date

Annex 3: STD User approval

Date Date Date Date Date

Annex 4: Compad ATQP guidelines

Date Date Date Date Date

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

0.4 Revision highlights

0.4.1 General highlights

0.4.2 Highlights in detail

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

o Deleted recency requirements.

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

0.5 Table of contents

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

2.2.4 Recurrent training and checking ........................................................ 2-92

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

4.3 FCM: Depiction of forms ............................................................................ 4-7

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

7.2.1 B737-NG ............................................................................................ 7-45

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

Intentionally left blank

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

1 Training syllabi & checking

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TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

1.2 Distribution list

1.2.1 Paper copies

Civil Aviation Authorities

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

1.2.2 Electronic copies

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

Copies of OM part D will be made available to non-company personnel who are

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Intentionally left blank

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

1.4 Structure of OM part D

Chapter 1: “Training syllabi and checking programs (general)”

Chapter 2: “Training syllabi and checking”

Chapter 4: “Documentation and storage”

Annex 2: “Training staff”

Annex 3: “STD User approval”

Annex 4: “Compad ATQP guidelines”

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TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

2 Training syllabi and checking

2.1.1 Operator conversion course (OCC)

Minimum standards before undertaking the OCC

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

Course Duration Planning guide Check

TUI Airlines Belgium (trading as Jetairfly) Operations Manual Part D Training

Low visibility Ops