INSTRUCTORS & EXAMINERS INDOCTRINATION MANUAL SFI / …

Controlled Document – Do Not copy without prior permission of Director Flight Operations

I N S T R U C T O R S & E X A M I N E R S

I N D O C T R I N A T I O N M A N U A L S F I / T R I & S F E / T R E

Training Program

TRAINING DIVISION FLIGHT OPERATIONS DEPARTMENT

Instructors & Examiners Training Syllabus

Document # F/TRG/01-D01 Annexure-E

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APPROVAL

STEP NAME & DESIGNATION SIGNATURE DATE

Prepared by Capt. Nabeel Javed

28-MAR-2021

Reviewed by

Capt. Muaawiya Muhammad Dy. Chief Pilot ATR 05-APR-2021

Capt. R.A Hussain Dy. Chief Pilot A320

05-APR-2021

Vetted by Capt. Kaleem Chughtai CP Crew Training

05-APR-2021

Approved by Capt. Arshad Khan

Director Flight Operations 05-APR-2021

PCAA Approval # HQCAA / 1076 / 021 / FSAC / 0096

Effective Date 20 – APR – 2021

______________________ SIGNATURE & STAMP OF APPROVING AUTHORITY



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Note: Relevant part to be attached in the training file.

Table of Contents Chapter Chapters

0.1 RECORDOFREVISION

0.2 GENERAL

1 SYNTHETICFLIGHTINSTRUCTOR(SFI)

2 TYPERATINGINSTRUCTOR(TRI)

3 SYNTHETICFLIGHTEXAMINER(SFE)

4 TYPERATINGEXAMINER(TRE)



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0.1 RECORD OF REVISIONS

Edition Revision Issue Date Insertion

Date Sign

Edition 1 00 Jan 23, 2019 Feb 21, 2019

Edition 2 00 April 05, 2021



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0.2 GENERAL

PIA Instructors & Examiners indoctrination syllabus is designed to train and develop new SFI/TRI & SFE/TRE on a particular aircraft (ATR, A320 or B777) the SFI training is designed in Six phases; Phase One to Four require ground based self studies followed by Phase Five and Six which involves Observation and Training sessions respectively on approved FSTD (Flight Simulation Training Device) during simulator sessions. Ideally all training is to be conducted sequentially, the SFI training being basic and initial for development of new instructors, therefore aspirant candidates must have at least completed the theoretical part of SFI training before moving to next competency.

Any question about the content or suggestions can be directed to:

Chief Pilot Crew Training

Flight Operations Dept. Head Office,

Karachi, Airport.

E-Mail: [email protected]



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Table of Contents Chapter/Clause #

Chapters

1.1 GROUND STUDIES

1.1.1 PHASE 1 TECHNICAL & PROCEDURES

1.1.2 PHASE 2 CYCLIC & TRANSITION SYLLABUS

1.1.3 PHASE 3 LESSON PLANNING & BRIEFINGS

1.1.4 PHASE 4 IOS-MANUAL

1.2 FLIGHT SIMULATOR TRAINING DEVICE (FSTD)

1.2.1 PHASE 5 OBSERVATIONS SESSIONS

1.2.2 PHASE 6 TRAINING SESSIONS

1.2.3 SYLLABUS

1.2.4 SCOPE OF SFI IN TRAINING EXERCISES

1.3 DEBRIEFING

1.4 SFI CHECK/EVALUATION



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1.1.1 PHASE 1

Topic Self Study

TECHNICAL & PROCEDURES 12 Hrs

This Phase requires SFI candidate to review and revise Aircraft Systems, Performance, Normal Procedures, Abnormal Procedures, Memory items and Limitations.

1.1.2 PHASE 2

Topic Self Study

CYCLIC & TRANSITION SYLLABUS 06 Hrs

SFI candidate shall become acquainted with simulator recurrent and transition syllabus and study the exercises in conjunction with QRH and expanded procedures in FCOM.

1.1.3 PHASE 3

Topic Self Study

LESSON PLANNING & BRIEFINGS 07 Hrs

In this Phase SFI candidate shall put the intended exercises from engine start to parking in a lesson plan with realistic time distribution and prepare/practice briefing sessions with short lectures on topics like:



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• ENGINE FAIL after T/O • ENGINE FAIL in cruise • TCAS • GPWS • NON PRECISION APPROACH (NPA) • ENGINE FIRE AFTER T/O • DUAL HYDRAULIC FAILURE • EMERGENCY DESCENT • UPSET RECOVERY • CROSS WIND LANDING TECHNIQUE

1.1.4 PHASE 4

Topic Self Study

Instructors Operating Station - MANUAL 03 Hrs

SFI candidate shall to review the simulator’s IOS manual (instructors operating station), this contains information pertaining to the operations of simulator and define its interface.

1.2.1 PHASE 5

Topic SIM TIME

OBSERVATIONS SESSIONS 06 Hrs

The trainee SFI will occupy the observer seat in the FSTD (Flight Simulation Training Device) and will observe the simulator sessions to be made familiarized with the simulator functions in the syllabus below and will be marked checked accordingly:



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1.2.2 PHASE 6

Topic SIM TIME

TRAINING SESSIONS 06 Hrs

The trainee SFI will occupy the instructor seat in the FSTD and will conduct the simulator sessions with assistance and instruction provided by endorsed SFI/SFE, trainee SFI shall be able to operate all the simulator functions in the syllabus below and will be marked checked accordingly:



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1.2.3 SYLLABUS

Name of Candidate: _______________________________________

P#: _____________ ATPL#____________ ACFT TYPE: ____________

S.NO. SFI Training Syllabus SFI/SFE Name, Initial & Date

1. Observer and Operator seat adjustment function

2. FSTD door operation and activating Motion feature

3. Location of FSTD fire extinguisher

4. location of FSTD emergency exit, rope/ladder

5. Instructors panel reading light and display brightness

6. FSTD temperature control

7. Engine and environment sound volume control

8. Emergency stop switch 9. Master Index page and contents 10. Fuel, loading and CG configuration 11. Quick setup page

12. Generating Route departure and destination airport

13. Generating ATIS 14. Creating dispatch with C/F snag 15. Setting time of the day and season

16. Generating runway state dry, wet, contaminated, slush, compact snow or icy



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17. CAVOK hard button 18. Freeze hard button

19. Generate Weather phenomenon CB, cumulus, microburst, wind shear, icing and turbulence

20. Changing current/destination WX

21. Setup general WX; QNH, wind, visibility, cloud base, temperature/dew point etc

22. Use of moving map, range and compass web

23. Usage of slew feature, Altitude, position, HDG and IAS

24. Reposition locations

25. FLT freeze, fuel freeze, position freeze usage

26. Visual effects page

27. Fail a particular NAV AID

28.

Reset; engine quick restart, AHRS instant align, SYS reset, environment reset, malfunction reset, Master reset

29. Providing GPU

30. Cabin/Cargo door open close

31. Mechanic/cabin attendant call

32. Use of session video recording where applicable

33. RFF vehicle generation

34. Marshaller generation



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35. TUG master generation

36. Visual effects generation; rain, snow fall, birds etc

37. Crash inhibit function

38. GPWS generation

39. TCAS event generation

40. Use of track and de clutter function

41. FSTD locations of books stowage

42. Printer unit usage

43. Communication feature/ discrete communication

44. Malfunction index

45. Arming malfunction, arming criteria, activating malfunction

46. Smoke warm-up and smoke activation

47. Unusual attitudes activation

48. Flight path print for debriefing

49. Communication with FSTD engineer on intercom

50. Discuss FSTD and A/C differences/ defects if any

51. SFI ability to radar vector



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52. Communication; SFI role as ATC, GND crew, Cabin crew & Company.

53.

System malfunction pages; Electrical, Start abnormalities, Engine, Propeller (ATR), Fuel system, Pneumatics, pressurization and door, Hydraulics, Flight Instruments, Navigation, Auto Flight, GPWS, Flight controls, Landing Gear and Brakes, Fire and smoke, Ice protection, Misc.

54. Time management

Note: Along with operating the FSTD, SFI candidate must also develop skills to observe the trainee for correct procedure adherence and note down his/her mistakes and shortcomings for debriefing later or correct the trainee on spot if required, the mistakes may be categorized in Minor, Major or Critical Errors. SFI shall learn to identify the reasons of errors e.g. inadequate knowledge, haste, nervousness, distraction, lack of situational awareness, incorrect scanning and eyeballing, once these reasons are identified instructor shall help the students to improve their performance.



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DEVIATIONS AND ERRORS

Deviations: A deviation is a quantifiable measurement of a variation in precision from a specified flight exercise tolerance.

Deviation Severity Description

Minor Deviation *A deviation that does not exceed a specified tolerance

Major Deviation

*A deviation that exceeds a specified tolerance by less than double; or *Repeated minor deviations without achieving stability

Critical Deviation

*A deviation that exceeds a specified tolerance by more than double; *Repeated major deviations without achieving stability; or *Not identifying and correcting a major deviation.

Errors: An error is a qualitative assessment of an action or inaction by a flight crew that leads to a variation from flight crew intentions or expectations.

Error Severity Description

Minor Error *An action or inaction that is inconsequential to the completion of a task, procedure, or maneuver; and *Undesired Aircraft State (UAS) did not occur

Major Error *An action or inaction that is consequential to the completion of a task, procedure, or maneuver; and *Undesired Aircraft State (UAS) did not occur

Critical Error

*An action or inaction that is consequential to the completion of a task, procedure, or maneuver; and *Undesired Aircraft State (UAS) occurred



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1.2.4 SCOPE OF SFI IN TRAINING EXERCISES

The SFI will train to ensure students are performing as per the guidelines below in respective exercises.

ENGINE START/DEPART

Aim To complete the correct engine start procedures including the use of an auxiliary power unit (APU) or external power source under various atmospheric conditions, conducting warm-up, run-up and system checks, recognize normal and abnormal situations, and take proper action in the event of a malfunction. Description The candidate will demonstrate the proper use of the pre-start, start and pre-taxi checklists and check the appropriate radio communications, navigation and electronic equipment and selection of the appropriate communications and navigation frequencies prior to flight. Performance Criteria Base the assessment on the candidate’s ability to:

a. ensure ground safety procedures are followed during the before-start, start, and after-start phases;

b. ensure the appropriate use of ground crew personnel during the start procedures;

c. perform all items of the start procedures by systematically following the approved checklist items for the before-start, start, and after-start phases;

d. demonstrate sound judgment and operating practices in those instances where specific instructions or checklist items are not published;



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e. use the challenge-and-response (or other approved) method with the other crewmember(s), where applicable, to accomplish the checklist procedures;

f. coordinate with ground crew and ensures adequate clearance prior to moving any devices, such as door, hatches, and flight control surfaces;

g. demonstrate adequate knowledge of the pre-takeoff checks by stating the reason for checking the items outlined on the approved checklist and explaining how to detect possible malfunctions;

h. divide attention properly inside and outside cockpit; i. ensure that all systems are within their normal operating range

prior to beginning, during the performance of, and at the completion of those checks required by the checklist;

j. explain, as may be requested by the instructor, any normal or abnormal system operating characteristic or limitation; and the corrective action for a specific malfunction;

k. determine if the aeroplane is safe for the proposed flight or requires maintenance;

l. determine the aeroplane’s takeoff performance, considering such factors as wind, density altitude, weight, temperature, pressure altitude, and runway condition and length;

m. determine airspeeds/V-speeds and properly sets all instrument references, flight director and autopilot controls, and navigation and communications equipment;

n. review procedures for emergency and abnormal situations, which may be encountered during takeoff, and states the corrective action required of the pilot in command and other concerned crewmembers;

o. Perform an avionics and navigation equipment cockpit check; and

p. obtain and correctly interpret the takeoff and departure clearance as issued by ATC.



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TAXI-OUT

Aim To maneuver the aeroplane safely on the ground and avoid unnecessary interference with the movement of other traffic as appropriate to the aeroplane including pushback or power-back, as applicable.

Description The candidate will taxi the aircraft to and from the runway in use and as otherwise required during the session. While taxiing, the candidate will follow taxiing procedures including docking, where appropriate. In addition, the taxi check will include the use of the taxiing checklist, taxiing in compliance with clearances and instructions issued by the air traffic control unit (instructor).

Performance Criteria Base the assessment on the candidate’s ability to: a. demonstrate adequate knowledge of safe taxi procedures (as

appropriate to the aeroplane including push-back or powerback, as may be applicable);

b. demonstrate proficiency by maintaining correct and positive aeroplane control;

c. maintain proper spacing on other aircraft, obstructions, and persons;

d. accomplish the applicable checklist items and perform recommended procedures;

e. maintain desired track and speed; f. perform an instrument check; g. comply with instructions/clearances issued by ATC (or the

examiner simulating ATC); h. observe runway hold lines, localizer and glide slope critical areas

and other surface control markings and lighting; and i. maintain constant vigilance and aeroplane control during taxi

operation to prevent runway incursion.



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TAKE-OFF

Aim To take off safely using the correct technique and procedure for the actual wind conditions, runway surface and length, and can assess the possibility of further conditions such as wind shear and wake turbulence. Moreover SFI will note the trainees correct positioning of hands, toes and heels during takeoff role. Description The candidate will demonstrate a normal takeoff performed in accordance with the Airplane Flight Manual. The candidate will demonstrate an instrument take-off in the same manner as the normal take-off with simulated instrument conditions established at or after reaching an altitude of 200 feet above the airport elevation. Where practicable, the candidate will demonstrate, one crosswind take-off performed in accordance with the FCOM/FCTM where applicable. The candidate will demonstrate one such take off to the lowest limit as appropriate to his flight crew position. Note: The instructor may combine any or all of these take-offs. Performance Criteria Take off Base the assessment on the candidate’s ability to: a. demonstrate adequate knowledge of normal and crosswind

takeoffs and climbs including (as appropriate to the aeroplane) airspeeds, configurations, and emergency/abnormal procedures;

b. note any surface conditions, obstructions, or other hazards that might hinder a safe takeoff;



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c. verify and correctly apply correction for the existing wind component to the takeoff performance;

d. complete required checks prior to starting takeoff to verify the expected power plant performance.

e. Performs all required pre-takeoff checks as required by the appropriate checklist items;

f. aligns the aeroplane on the runway centerline; g. apply the controls correctly to maintain longitudinal alignment on

the centerline of the runway prior to initiating and during the takeoff;

h. adjusts the power plant controls as recommended by the FCOM. i. monitor power plant controls, settings, and instruments during

takeoff to ensure all predetermined parameters are maintained; j. adjusts the controls to attain the desired pitch attitude at the

predetermined airspeed/V-speed to attain the desired performance for the particular takeoff segment;

k. perform the required pitch changes and, as appropriate, performs or calls for and verifies the accomplishment of, gear and flap retractions, power adjustments, and other required pilot-related activities at the required airspeed/V speeds within the tolerances established in the FCOM.

l. use the applicable noise abatement and wake turbulence avoidance procedures, as required;

m. accomplish or calls for and verifies the accomplishment of the appropriate checklist items;

n. maintain the appropriate climb segment airspeed/V speeds; and o. maintain the desired heading within ±10° and the desired

airspeed/V-speed within +10/-5 knots or the appropriate V speed range.

Performance Criteria Engine Failure After Take-Off Base the assessment on the candidate’s ability to: a. recognize the simulated engine failure promptly; b. control the aeroplane;



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c. set the power controls and reduce drag by using control application, in the proper sequence;

d. identify and verify the inoperative engine; e. bank toward the operating engine, as recommended for best

performance; f. maintain directional control within ±10 degrees of assigned

heading. g. establish a positive rate of climb, if the aeroplane is capable; h. accelerate to and maintain one engine inoperative required

airspeed/Vspeeds and trim the aeroplane, as required; i. continue towards a specified altitude; j. locate the necessary controls and switches to carry out and

complete the emergency procedures in accordance with the emergency procedures checklist (Engine Failure during Takeoff)

k. complete prescribed engine failure vital action checks from memory;

l. complete the emergency drill, in accordance with the emergency checklist; and

m. complete engine shutdown checks and other necessary checks in accordance with the appropriate emergency checklist(s).

n. monitor the operating engine and take appropriate action to keep the operating engine parameters within limitations.

REJECTED TAKE-OFF Aim To recognize an abnormal situation necessitating a rejected takeoff and to carry out an appropriate procedure in accordance with the FCTM/FCOM/ SOP. Description The candidate will demonstrate a rejected take-off before reaching V1 speed, the candidate will demonstrate one such rejected take off to the lowest limit as appropriate to his flight crew position.



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Performance Criteria Base the assessment on the candidate’s ability to: a. demonstrate adequate knowledge of the technique and procedure

for accomplishing a rejected takeoff after powerplant/system(s) failure/warnings, including related safety factors;

b. take into account, prior to beginning the takeoff, operational factors which could affect the maneuver, such as Takeoff Warning Inhibit Systems or other aeroplane characteristics, runway length, surface conditions, wind, obstructions that could affect takeoff performance and could adversely affect safety;

c. align the aeroplane on the runway centreline; d. perform all required pre-takeoff checks as required by the

appropriate checklist items; e. adjust the power plant controls as recommended for the existing

conditions; f. apply the controls correctly to maintain longitudinal alignment on

the centreline of the runway; g. abort the takeoff if, the powerplant failure occurs at a point during

the takeoff where the abort procedure can be initiated and the aeroplane can be safely stopped on the remaining runway/stopway.

h. reduce the power promptly, i. use spoilers, prop reverse, thrust reverse, wheel brakes, and other

drag/braking devices, as appropriate, maintaining positive control in such a manner as to bring the aeroplane to a safe stop.

j. Accomplishes the appropriate power plant failure procedures and/or checklist.

INITIAL CLIMB / ENROUTE CLIMB Aim To comply with initial climb departure procedures and enroute departure procedures as cleared.



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Description The candidate will complete the initial climb procedures, the departure procedures and establish the aircraft on the en-route course, as cleared. In addition, the candidate will demonstrate the proper programming and use of Flight Management Systems (FMS/GNSS) as applicable. Performance Criteria Initial Climb Base the assessment on the candidate’s ability to: a. transition smoothly and accurately from visual meteorological

conditions to instrument meteorological conditions, where applicable;

b. monitor power plant controls, settings, and instruments during the initial climb to ensure all predetermined parameters are maintained;

c. adjusts the controls to attain the desired pitch attitude at the predetermined airspeed/V-speed to attain the desired performance for the particular takeoff and climb segment;

d. perform the required pitch changes and, as appropriate, performs or calls for and verifies the accomplishment of, gear and flap retractions, power adjustments, and other required pilot-related activities at the required airspeed/Vspeeds within the tolerances established in the AFM.

e. use the applicable noise abatement and wake turbulence avoidance procedures, as required;

f. accomplish or call for and verify the accomplishment of the appropriate checklist items;

g. maintain the desired heading within ±10° and the desired airspeed/V-speed within +10/-5 knots or the appropriate Vspeed range; and

h. comply with ATC clearances and instructions issued by ATC (simulating ATC).



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Performance Criteria En-route Climb Base the assessment on the candidate’s ability to: a. establish communications with ATC, using proper phraseology; b. select and identify use the appropriate communications and

navigation systems associated with the proposed departure phase; c. perform the aircraft checklist items relative to the phase of flight; d. intercept, in a timely manner, all tracks, radials and bearings

appropriate to the procedure, route or clearance; e. adhere to departure, noise abatement and transition procedures

or ATC instructions; f. comply, in a timely manner, with all instructions and airspace

restrictions; g. maintain proper aircraft control and flight within operating

configurations and limitations; h. maintain assigned headings within ±10 degrees; i. maintain assigned tracks and bearings within ±10 degrees; j. maintain altitude within ±100 feet; k. exhibit adequate knowledge of two-way radio communications

failure procedures; and l. conduct the departure phase to a point where, in the opinion of

the instructor, the transition to the en-route environment is complete.

CRUISE

Aim To establish the aeroplane in cruising flight at the pre-planned power settings in accordance with the FCOM and to determine the candidate’s ability to comply with en-route procedures as cleared. Description The candidate will establish the aeroplane in cruising flight in accordance with the performance charts in FCOM. In addition, the



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candidate will maintain the aircraft on the en-route course and comply with en-route procedures, as cleared; the candidate will demonstrate the proper programming and use of Flight Management Systems as applicable. Performance Criteria Base the assessment on the candidate’s ability to: a. select and use the appropriate communications frequencies; b. select and identify the navigation aids associated with the

proposed en-route phase; c. perform the aircraft checklist items relative to the phase of flight; d. intercept, in a timely manner, all tracks, radials and bearings

appropriate to the route or clearance; e. adhere to the en-route procedures; f. maintain proper aircraft control and flight within operating

limitations; g. maintain assigned heading, tracks or bearings within ±10 degrees,

and altitude within ±100 feet; h. set the power/throttle(s), as required. i. confirm cruise performance and demonstrate good decision-

making to deal with the consequences of variances from the expected performance.

STEEP TURNS

Aim To perform level and coordinated steep turns. Description The candidate will execute at least one steep turn in each direction with a bank angle of 45° and a change in heading of at least 180° but not more than 360°. The candidate will specify the selected altitude, airspeed and initial heading before entering the turn.



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Performance Criteria Base the assessment on the candidate’s ability to: a. where applicable, divide attention appropriately between outside

visual references and instrument indications; b. roll into and out of turns, using smooth and coordinated pitch,

bank and power control to maintain the specified altitude within ±100 feet and the desired airspeed within ±10 knots;

c. establish the recommended entry airspeed; d. maintain the bank angle of 45º within ±10º while in smooth

stabilized flight; e. after 180° of turn, roll out of the turn at approximately the same

rate used to roll into the turn and reverse the direction of turn and repeat the maneuver in the opposite direction;

f. roll out of the turn at the reversal heading and the entry heading within ±10º; and

g. avoid any indication of an approaching stall, abnormal flight attitude, or exceeding any structural or operating limitation during any part of the maneuver.

APPROACHES TO STALL

Aim To determine the candidate’s ability to recognize and recover promptly and correctly from an approach to a stall in various configurations, and avoid a stall. Description For the purpose of this maneuver, an approach to a stall may be identified by: The first indication of aerodynamic buffeting, a lack of pitch authority, a lack of roll control, an inability to arrest a descent rate; and/or the activation of stall warning devices, stick shaker and/or stick pusher devices.



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Stalls shall be practiced: In the take-off configuration. In a clean configuration, preferably at a medium or high altitude; and In a landing configuration. While in a turn with a bank angle of between 15° and 30°. Performance Criteria Assessment of the candidate’s ability to: 1. recognize the first indication of an approach to a stall. 2. disconnect autopilot and auto-throttle (as applicable); 3. apply nose down pitch control until indications of stall and/or stall

warning is significantly diminish or disappear, and trim as needed; 4. roll to wings level using ailerons and apply rudder only as

necessary to control sideslip; 5. add or adjust power/thrust as needed; 6. carry out configuration changes as recommended and ensure that

speed brakes/spoilers (if installed) are retracted; 7. recover to a safe airspeed and stabilized flight; and 8. ensure that the aeroplane is in a suitable configuration by

checking pertinent items from an appropriate checklist.”

HOLDING

Aim To establish the aircraft in a holding pattern using simulated ATC clearance. Description The candidate must demonstrate adequate knowledge of a holding procedure for a standard or non-standard, published or non-published holding pattern. If appropriate, the candidate must demonstrate adequate knowledge of holding endurance, including, but not necessarily limited to, fuel on board, fuel flow while holding, fuel required to alternate, etc.



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Based on an clearance, the candidate will select a suitable entry procedure, enter the hold and establish the aircraft in the holding pattern. Also, the candidate will demonstrate the proper programming and use of Flight Management Systems as applicable. Performance Criteria Base the assessment on the candidate’s ability to: a. change to the recommended holding airspeed appropriate for the

aeroplane and holding altitude, so b. as to cross the holding fix at or below maximum holding airspeed; c. recognize arrival at the clearance limit or holding fix and initiate

entry into the holding pattern; d. follow appropriate entry procedures for a standard, nonstandard,

published, or non-published holding pattern; e. report entering the hold; f. comply with ATC reporting requirements; g. use the proper timing criteria required by the holding altitude and

ATC or as instructed; h. comply with the holding pattern leg length when a DME distance

is specified; i. use the proper wind-drift correction techniques to accurately

maintain the desired radial, track, courses, or bearing; j. arrive over the holding fix as close as possible to the “expect

further clearance” time; k. maintain the appropriate airspeed/V-speed within ±10 knots,

altitude within ±100 feet, headings/tracks/course within ±10° or within ½ scale deflection of the course deviation indicator, as applicable and accurately tracks radials, courses, and bearings; and

l. maintain proper aircraft control and flight within operating configurations and limitations while in the hold.



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DESCENT Aim To comply with arrival procedures and maintain correct descent profile. Description Descent begins when the crew departs the cruise altitude for the purpose of an approach at a particular destination and ends when the crew initiates changes in aircraft configuration and/or speeds to facilitate a landing on a particular runway. Performance Criteria Base the assessment on the candidate’s ability to: a. demonstrate adequate knowledge of Approach Charts, b. select and identify the navigation aids associated with the

proposed arrival phase; c. select and correctly identify all instrument references, flight

director and autopilot controls, and navigation and communications equipment associated with the arrival;

d. perform the aeroplane checklist items appropriate to the arrival; e. select and establish communications with ATC, using proper

phraseology; f. comply, in a timely manner, with all ATC clearances, instructions,

and restrictions; g. demonstrate adequate knowledge of two-way communications

failure procedures; h. intercept, in a timely manner, all tracks, radials and bearings

appropriate to the procedure, route, i. ATC clearance, or as directed by the instructor; j. correctly adhere to arrival procedures; k. adhere to airspeed restrictions and adjustments required by ATC,

FCOM and SOP.



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l. establish, where appropriate, a rate of descent consistent with the aeroplane operating characteristics and safety;

m. maintain the appropriate airspeed/V-speed within ±10 knots, but not less than VREF, if applicable; heading ±10°; altitude within ±100 feet; and accurately tracks radials, courses, and bearings;

n. complies with the provisions of the Profile Descent, STAR, and other arrival procedures, as appropriate; and

o. maintain proper aircraft control and flight within operating limitations.

APPROACH

Aim To fly a successful stabilized precision and non-precision instrument approach in accordance with the published instrument approach procedure. Description The candidate will be trained to fly instrument approaches with failure of one engine. The failure should occur before initiating the final approach segment and must continue to touchdown or throughout the missed approach procedure. Note: For CDA The candidate may fly at altitudes higher than the

applicable minimum altitudes depicted on the approach chart, but descent during the final segment of the approach should result in reaching the MDA at a distance from the MAP approximately equal to the recommended minimum visibility. The minimum altitudes depicted on the approach chart represent hard approach floor heights above terrain or other obstacles determined during the approach design process. Descent below these altitudes compromises the approach design safety factor.



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Non Precision Instrument Approach– Non CDA Performance Criteria Base the assessment on the candidate’s ability to: a. select and comply with the VOR/ LOC or NDB instrument

approach procedure to be performed; b. establish two-way communications with ATC using the proper

communications phraseology and techniques, either personally, or, if appropriate, directs co-pilot/safety pilot to do so, as required for the phase of flight or approach segment;

c. comply in a timely manner, with all clearances, instructions, and procedures issued by ATC and advise accordingly if unable to comply;

d. select, tune, identify, confirm and monitor the operational status of ground and aircraft navigation equipment to be used for the approach procedure;

e. establish the appropriate aircraft configuration and airspeed/V-speed considering turbulence, windshear, microburst conditions, or other meteorological and operating conditions;

f. complete the aircraft check list items appropriate to the phase of flight or approach segment, including engine out approach and landing checklist, as appropriate;

g. prior to final approach course, maintain declared altitudes (±100 feet) without descending below applicable minimum altitudes, and maintain headings (±10 degrees);

h. on the intermediate and final segments of the final approach course: 1. maintain VOR/ LOC/ LOC BC tracking within ½ scale deflection

of the course deviation indicator or within 5 degrees of the desired track in the case of an NDB approach;

2. fly the approach in a stabilized manner without descending below the applicable minimum altitudes depicted on the approach chart (+as required/–0 feet);

3. descend to and accurately maintain the Minimum Descent Altitude (MDA) and track to the Missed Approach Point (MAP)



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or to the recommended minimum visibility that would permit completion of the visual portion of the approach with a normal rate of descent and minimal maneuvering;

I. maintain declared approach airspeeds (+10/-5 knots); j. initiate the missed approach procedure, if the required visual

references for the intended runway are not obtained at the MAP k. execute a normal landing from a straight-in or circling approach as

required. Non Precision Instrument Approach – CDA Performance Criteria Base the assessment on the candidate’s ability to: When using an CDA technique while conducting the final approach segment of a non-precision approach to straight-in minima, the candidate will be assessed on his/her ability to:

a. use temperature corrections to MDA / DA and other published altitudes, during cold weather operations;

b. verify altitude and waypoint information. c. compute a stable approach path that approximates an optimum

descent angle in accordance with Standard Operating Procedures (SOP), by using any aircraft computer-generated approach path systems or other methods of computing stable approach paths to the target touchdown point, for example by determining an appropriate descent angle or descent rate;

d. brief the anticipated procedure in accordance with SOPs, and in particular any additional altitude margin to the Minimum Descent Altitude (MDA), where applicable;

e. maneuver the aircraft so as to commence the final approach segment in the proper configuration and at an appropriate indicated airspeed, in accordance with SOPs;



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f. overfly any step-down fix between the Final Approach Fix (FAF) and the Missed Approach Point (MAP) at or above the minimum altitude;

g. carry out a continuous descent, without level-offs, to be flown based on the descent angle obtained from the approach chart or as determined by the flight crew member(s);

h. meet all criteria for a stabilized approach by 1000 feet AGL i. maintain an appropriate vertical profile to a point in space which

will permit a safe landing with minimum maneuvering if the required visual reference to continue to land has been established;

j. initiate a missed approach if any stabilized approach parameter is not met by the applicable limit or if the required visual reference necessary to continue to land has not been established, upon reaching the earlier of: i. MDA / DA; or ii. the MAP; and

k. commence the horizontal (lateral) navigation portion of the published missed approach procedure at the MAP.

1. The pilot-in-command shall conduct a final approach descent with a

planned CDA from the final approach fix to a nominal landing runway threshold crossing height of 50 feet;

2. The pilot-in-command shall initiate a missed approach upon reaching the earliest of either the MDA or the MAP, where the required visual reference necessary to continue the approach to land has not been established;

Precision Instrument Approach - ILS Performance Criteria Assessment of the candidate’s ability to: a. select and comply with the ILS instrument approach procedure to

be performed; b. establish two-way communications with ATC using the proper

communications phraseology and techniques.



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c. comply in a timely manner, with all clearances, instructions, and procedures issued by ATC and advise accordingly if unable to comply;

d. select, tune, identify and confirm the operational status of ground and aircraft navigation equipment to be used for the approach procedure.

e. establish the appropriate aircraft configuration and airspeed/V-speed considering turbulence, wind shear, microburst conditions, or other meteorological and operating conditions;

f. complete the aircraft checklist items appropriate to the phase of flight or approach segment, including engine-out approach and landing checklist, as appropriate;

g. prior to final approach course, maintain declared or assigned altitudes within ±100 feet without descending below applicable minimum altitudes and maintain headings within ±10 degrees;

h. on final approach course, allow no more than ½ scale deflection of the localizer and/or glide slope indications;

i. maintain declared approach airspeeds within +10/-5 knots. j. maintain a stabilized descent to the Decision Height (DH) or

Decision Altitude (DA) to permit completion of the visual portion of the approach and landing with minimal maneuvering;

k. initiate the missed approach procedure, upon reaching the DH/DA, when the required visual references for the intended runway are not obtained.

Circling Approach Performance Criteria Base the assessment on the candidate’s ability to: a. demonstrate adequate knowledge of circling approach categories,

speeds, and complies with procedures to a specified runway; b. demonstrate sound judgment and knowledge of the aeroplane

maneuvering capabilities throughout the circling approach;



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c. descend at a rate that ensures arrival at the MDA at, or prior to, a point from which a normal circle-to-land maneuver can be accomplished;

d. avoids descent below the appropriate circling MDA or exceeding the visibility criteria until in a position from which a descent to a normal landing can be made.

e. maneuver the aeroplane, after reaching the authorized circling approach altitude, by visual references to maintain a flight path that permits a normal landing on a runway at least 90° from the final approach course;

f. maintain the desired altitude within -0, +100 feet, heading/track within ±10°, the airspeed/Vspeed within +10/-5 knots, but not less than the airspeed as specified in the FCOM;

g. use the appropriate aeroplane configuration for normal and abnormal situations and procedures, where applicable;

h. turn in the appropriate direction, when a missed approach is dictated during the circling approach, and uses the correct procedure and aeroplane configuration; and

i. perform all procedures required for the circling approach and aeroplane control in a smooth, positive, and timely manner.

GO-AROUND

Aim To carry out a successful missed approach. Description Following an instrument approach, the candidate will conduct a missed approach at any time from intercepting final approach to touch down on the runway. Except where ATC amends it, the candidate must follow the published missed approach profile. In addition, the candidate will demonstrate the proper programming and use of Flight Management Systems as applicable.



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Missed Approach Performance Criteria Base the assessment on the candidate’s ability to: a. demonstrate adequate knowledge of missed approach

procedures associated with standard instrument approaches; b. initiate the missed approach procedure promptly by the timely

application of power, establish the proper climb attitude, and reduces drag in accordance with the approved procedures;

c. report to beginning the missed approach procedure; d. comply with the published or alternate missed approach

procedure. e. report with ATC anytime the aircraft is unable to comply with a

clearance, restriction, or climb gradient; f. follow the recommended aeroplane check list items appropriate

to the go-around procedure; g. request a clearance, if appropriate, to the alternate airport,

another approach, a holding fix, clearance limit, or as directed by the instructor.

h. maintain recommended airspeeds within +10/-5 knots; i. maintain heading, track or bearing within ±10 degrees; and j. climb to and maintain the published missed approach altitude, or

as cleared by ATC.

LANDING

Aim To carry out a normal or crosswind landing and, where practical, a landing from an instrument approach by visual descent from an approach MDA or DA. Description The candidate will be trained for:



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1. normal landing as well as without glide slope or PAPI/VASI information;

2. crosswind landing, where practicable, under existing meteorological, runway and airport traffic conditions;

3. landing and maneuvering to that landing with a engine failure Performance Criteria Base the assessment on the candidate’s ability to: a. demonstrate adequate knowledge of normal and crosswind

approaches and landings including recommended approach angles, airspeeds, V-speeds, configurations, performance limitations, and ATC instructions.

b. consider factors to be applied to the approach and landing such as displaced thresholds, meteorological conditions, NOTAMs, wake turbulence, wind shear, microburst, gust/wind factors, visibility, runway surface, braking conditions, and other related safety factors.

c. establish the approach and landing configuration appropriate for the runway and meteorological conditions, and adjusts the power plant controls as required;

d. perform the aircraft checklist items relative to the phase of flight; e. maintains a ground track that ensures the desired traffic pattern

will be flown, taking into account any obstructions and ATC instructions;

f. verify existing wind conditions, makes proper correction for drift, and maintains a precise ground track;

g. maintain a stabilized approach and the desired airspeed/V-speed within +10/-5 knots.

h. execute a landing from an approach MDA or DA when the required visual references for the intended runway are obtained;

i. accomplish a smooth, positively controlled transition from final approach to touchdown.

j. maintain positive directional control and crosswind correction during the after-landing roll;



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k. use spoilers, prop reverse, thrust reverse, wheel brakes, and other drag/braking devices, as appropriate, in such a manner to bring the aeroplane to a safe stop; and

l. complete the applicable after-landing checklist items in a timely manner and as recommended by the manufacturer.

GROUND ARRIVAL

Aim To conduct after landing taxi in, arrival/engine shutdown, post-flight and flight close procedures as appropriate. Description The candidate will demonstrate the ability to maneuver the aircraft under its own power to an arrival area for parking, shut down the engines and auxiliary systems and conduct required post flight procedures.

Performance Criteria Base the assessment on the candidate’s ability to: a. demonstrate proficiency by maintaining correct and positive

control; b. consider the safety of nearby persons or property by maintaining

proper look-out, spacing between aircraft and obstructions; c. accomplish the applicable checklist items and performs the

recommended procedures; d. maintain the desired taxi speed; e. comply with instructions issued by ATC (instructor) f. observe runway hold lines, localizer and glide slope critical areas,

and other surface control markings and lighting to prevent a runway incursion.

g. maintain constant vigilance and aeroplane control during the taxi operation.



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1.3 DE-BRIEFING

Debriefing Methods There are two debrief methods which are considered most effective. Instructor will select one of the following methods depending on the outcome of the session:

(i) The traditional debrief; and (ii) The facilitated debrief;

Note: The C-A-L Model which analyzes and evaluates CRM with a link to the line flying environment should be incorporated into a facilitative debrief. Successful Session Normally, a facilitated debrief (incorporating the C-A-L model) is used for a successful session. The traditional debrief may be used for a routine session with only minor errors where a facilitated debrief would add little value. Unsuccessful Session The traditional debrief must be used in the case of an unsuccessful performance. The C-A-L model is not incorporated in this case. Regardless of the debrief method employed, the debrief should promote learning and increase the knowledge and confidence of the candidate(s). The Traditional Debrief During a traditional debrief, the instructor leads discussion points. It must encompass both technical and nontechnical elements (i.e., cooperation, leadership and managerial skills, situational awareness, decision making, communication, and threat & error management). While a candidate(s) must be debriefed as soon as practical following a session, the instructor must ensure that the debrief is thorough and



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accurate. Instructors should review the session in a logical order which is not necessarily chronological. A traditional debrief should be organized as follows:

(a) Overall assessment of the session (i.e., successful or unsuccessful);

(b) Performance strengths; (c) Performance weaknesses; (d) Questions and feedback; and (e) Specific actions necessary for the candidate to improve future

performance. While it may be easier to concentrate on negative performance, the candidate may be more receptive to assessments of poor performance if good performance is recognized first.

A candidate's performance shouldn’t be specifically critiqued until their knowledge of a procedure and/or motivations for actions taken have been determined. While criticism should be balanced by praise, Instructors must be plain-spoken if the candidate is to receive full benefit of the debrief.

The Facilitated Debrief The facilitated debrief emphasizes candidate self-critique. This method of debriefing draws upon the candidate’s professional experience to enhance learning. An effective facilitated debrief ensures that candidates do most of the talking. Ideally, the flight crew should discuss issues among themselves and thoroughly analyze situations that confronted them during the session. The facilitated debrief must cover both technical elements (i.e., aircraft handling and knowledge and skills) and non-technical elements (i.e., cooperation, leadership and managerial skills, situational awareness and decision making). Related nontechnical concepts (i.e., communication, automation and threat and error management) should also be considered.



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Levels of Facilitation There are three levels of facilitation; high, medium and low. An Instructor should strive to use the highest level of facilitation possible. High Level Facilitation High level facilitation is possible when the crew discovers and discusses important issues on their own with minimal guidance from the instructor. For facilitating a discussion at this level, the flight crewmembers must be able to do the following:

a. Identify important topics and issues that arose during the session; b. set an agenda for discussing these issues, c. Analyze (critically) the situation; and d. Evaluate how well they performed.

The instructor’s role is as follows: a. Inform the crew of the objectives for the debrief, b. Outline the debrief process; and c. Assist in guiding the discussion only when necessary.

Although the instructor retains responsibility for ensuring that the debrief objectives are met, the instructor achieves this through general guidance rather than actually leading the discussion. Medium Level Facilitation Medium level facilitation occurs when the instructor must help the crew discover important issues and lessons by asking questions. An instructor will encourage the crew to analyze situations and their performance in greater detail during this level of facilitation. The instructor must therefore lead the discussion more directly. Low Level Facilitation Low level facilitation does not imply inadequate facilitation on the part of the instructor. It may be necessary and appropriate to use when crews do not respond to higher levels of facilitation.



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Low level facilitation must be employed when flight crewmembers show little initiative and respond only superficially. At this level, self-discovery by the crew is limited; however the instructor is still encouraged to use effective facilitation techniques to lead the crew to critical issues, appropriate solutions and correct evaluation. The Instructor is expected to summarize each item and confirm the flight crew understands and agrees with the outcome of the discussion before moving on to the next debrief item. Conducting a Facilitated Debrief Introduction and Format An introduction lays the foundation for the debrief. It should explicitly state how the crew and the instructor will participate. It should also include the following:

a. Clarify your role and set expectations for crew participation; b. Provide rationale for the use of facilitation debrief; c. Explain the format or model that will be used (e.g., C-A-L model);

and d. Explain that all critical areas will be covered. e. Agenda

An agenda is helpful to identify items that must be discussed. While this should include areas of both good and poor performance, it must contain any exercise which requires improvement. To promote crew discussion, the crew should develop the agenda with the instructor. Behavior Model (e.g., C-A-L Model) Organizing the discussion with the use of a recognized behavior model provides a structure that will ensure that non-technical evaluation elements and related concepts are discussed in addition to technical evaluation elements.



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The instructor should use the CAL model.

Recommended Techniques and Practices The following techniques and practices are provided. Instructors are encouraged to refine their style of facilitation to suit the candidate and his training need:

i. Participation encourages adult learning. ii. Do not lecture or make long speeches.

iii. Do not give the impression that only your views are important. iv. Balance the role of instructor and facilitator (ensuring that all of

your points are covered). v. Use facilitation to meet debrief objectives.

vi. Adapt facilitation to the level of crew experience and performance to meet crew needs.

vii. Adjust your facilitation to the level needed to engage crew to the maximum extent.

viii. Ensure that both technical and non-technical issues are discussed. ix. Keep discussion crew-centered. x. Ensure the crew analyzes performance and discusses how to do

better. xi. Encourage crewmembers to do most of the talking.

xii. Ask questions that begin with what, how and why (open-ended questions).

xiii. Re-word questions instead of giving the answer. xiv. Use questions to promote in-depth crew participation. xv. Ask quiet crewmembers to comment on what other

crewmembers said. xvi. Re-direct crew comments and questions back to them.

xvii. Use silence/pauses to elicit thoughtful crew responses. xviii. Ask follow-up questions that require in-depth analysis.

xix. Ask crew to analyze the reasoning behind their decisions. xx. Do not interrupt the crew or leave a topic while they still want to

talk. xxi. Do not give your own analysis before the crew.

xxii. Reinforce good crew performance following crew analysis.



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The C-A-L Model

1. It is known that CRM skills are frequently the underlying cause(s) of poor as well as excellent performance. It is imperative these skills are reviewed during a session debrief.

2. C-A-L stands for CRM, analysis (and evaluation) and line flying. 3. The C-A-L model is a facilitated debrief method that ensures

participation by the flight crew members and promotes an in-depth review and analysis of non-technical (i.e., CRM) evaluation elements. It goes further by relating performance to the line flying environment.

C-A-L Model for Facilitated Debriefing

C

CRM (non-technical elements and related concepts) * Display a list of non-technical elements and related non-technical

concepts. *Tie discussion points to operational issues.

A

Analysis and Evaluation *Explicitly evaluate performance during the session. *How effective was management of the situation?

*What went well, and why? *What could be improved, and how?

*Interactively analyze the situation confronted. *What happened? *How was it managed (include non-technical techniques

utilized)? *Why it was managed that way?

L

Line Operations *Discuss how the session performance and associated non-technical elements and related concepts relate to line operations.

*Discuss related line incidents that illustrate non-technical elements and related non-technical concepts. *Discuss how to apply session success to line operations.

*Discuss how things could have been done differently.



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*What could have been done differently to improve the outcome in the session? *What non-technical element and/or related non-technical concepts techniques could have helped?

*How could you turn areas for improvement into strengths? *What can be done to prevent or manage similar situations on line?

1.4 SFI CHECK/EVALUATION

SFI will conduct a simulator training or check session in presence of a SFE and a CAA flight inspector, the SFI candidate must ensure good time management to plan the session in such a way that all mandatory items are completed in stipulated time, the students shall be briefed about the exercises, but sequence shall not be disclosed in briefing. Any items not completed with satisfactory performance may be given an allowance of one repeat if instructor feels the margin of improvement; this repeat shall be performed in the end of the session, extra time maybe acquired if deemed necessary. The SFI candidate performance shall be found satisfactory for issuance of SFI rating.



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Chapters

2.0 TRI REQUIREMENTS

2.1 TRAIN THE TRAINER GROUND SCHOOL

2.2 P1 EXPERIENCE

2.3 INTERVIEW

2.4 SHADOW SESSIONS (Observation of Training Flights)

2.5 LINE INDOCTRINATION

2.6 RHS TAKE-OFFS & LANDINGS

2.7 TRI CHECK/EVALUATION



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2.0 TRI Requirements

2.1 Train the Trainer Ground School: The candidate TRI shall successfully attend the last three days minimum of the Train the Trainer Ground school.

2.2 P1 Experience:

The candidate TRI shall attain the OM-D minimum Hours requirement as P1 on the equipment.

2.3 Interview:

The candidate TRI shall undergo an in-house interview if initially not underwent for SFI. The interview board has given satisfactory remarks to the candidate.

2.4 Shadow Sessions (Observation of Training Flights):

The candidate TRI shall perform Three flights or Six sectors (whichever is more) as an Observer on training and/or check flights (Line Observation). This requirement is only for ab-initio TRI.

2.5 Line Indoctrination:

During line indoctrination phase the candidate TRI will perform line flights with a TRI/TRE for the purpose of line indoctrination and RHS landings. In cruise the TRI/TRE will choose any exercises or discussion items (minimum Two per sector) from the Under Supervision syllabus of that equipment and assign it to the



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candidate TRI, now the TRI/TRE will play the role of Phantom trainee. The candidate TRI will brief and explain those exercises to the Phantom trainee using cockpit ergonomics in the same manner as it is to be done to a trainee Captain or First officer. Upon completion, the TRI/TRE will provide tips for betterment or identify any inadequacy in the explanation/briefing method. When TRI/TRE is satisfied he will pen down the name of chosen exercise/discussion item with satisfactory remarks in the syllabus. Total Twelve exercises/discussion items are to be completed minimum two each sector, more than twelve exercises may be discussed if so, it shall be written in the syllabus accordingly. This will be followed by a RHS landing of candidate TRI on the same sector.

2.6 RHS Take-offs & Landings: Right Hand Seat (RHS) Take-off/Landings will be carried out of the candidate TRI to make him acclimatized with flying and PF/PNF task sharing duties from the RHS. A total of Six Landings shall be performed with Minimum one-night RHS landing and one PNF take-off from RHS.

Note (2.5/2.6): TRI RHS Take-offs/Landings training is allowed to be conducted in a level D/Category 7 FSTD. In this case, step 2.5 is to be simulated in Simulator Cruise, thereafter, reposition to finals shall be executed to perform RHS landings of the candidate TRI. In this case if a SFE is operating the FSTD any crew may occupy the left seat of the cockpit but if a SFI is operating the FSTD a TRI/TRE will be required on the left seat and to fill the syllabus.



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Name of Candidate: _______________________________________ P#: _____________ ATPL#____________ ACFT TYPE: ____________

TRILineIndoctrinationandRHST/O&LDGsFORM

DATE FLT# SECTOR EXERCISE / DISCUSSION ITEM

LDGs D/N Remarks

TRI/TRE Name &

Signature

1. 2. 3.

1. 2. 3.

1. 2. 3.

1. 2. 3.

1. 2. 3.

1. 2. 3.

1. 2. 3.

Total RHS LDGS = 6 (minimum 1 night) RHS PNF T/O = 1 Exercise / discussion item total = minimum 12 Exercise / discussion item per sector = minimum 02



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2.7 TRI Check/Evaluation:

The TRI check/evaluation will require following three men in the cockpit on a line flight.

1. Candidate TRI 2. TRE 3. PCAA inspector or DE

TRI check will require a candidate TRI to perform a line flight with a TRE who while assessing training capability of the candidate TRI, will also play the role of a Phantom trainee. The Candidate TRI shall render training to Phantom trainee in various phases of flight brief/explain him on minimum Two exercises/discussion items in cruise which are allotted to him by the TRE. In order to clear the candidate TRI, the TRE shall assess the candidate TRI for his articulation method, impartment of cognition and overall conduct of the flight in a safe manner.



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SyntheticFlightExaminer(SFE)

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Chapters

3.0 SFE REQUIREMENTS


3.2 EXPERIENCE

3.3 SHADOW SESSION (OBSERVATION OF SIM SESSION):

3.4 SFE CHECK



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3.0 SFE Requirements

3.1 Train the Trainer Ground School: The candidate SFE must have successfully attended the five days Train the Trainer Ground School.

3.2 Experience:

The candidate SFE shall attain minimums hours as a SFI in accordance with OM-D requirements.

3.3 Shadow Session (Observation of SIM Session):

Candidate SFE shall observe one complete check Simulator session which will include Briefing, Simulator check and Debriefing with an SFE.

3.4 SFE Check: Check of candidate SFE will be performed on a Simulator during a recurrent Day-2 or transition check in which the complete check session (briefing, Simulator check and De-briefing) will be conducted by the candidate SFE in the presence of an SFE. Moreover, the candidate SFE will ensure that the conduct of check is different from recurrent day 1 and transition training sessions, therefore he will refrain from impromptu coaching during the check session, instead he will note down the points for debriefing. The check will be monitored by a PCAA inspector or a DE



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TypeRatingExaminer(TRE)

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Chapters

4.0 TRE REQUIREMENTS


4.2 EXPERIENCE

4.3 PERSONAL CHECKING AND STANDARDIZATION

4.4 CONDUCT OF ANNUAL ROUTE CHECKS

4.5 TRE CHECK



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4. TRE Requirements

4.1 Train the Trainer Ground School:

The candidate TRE must have successfully attended the five days Train the Trainer Ground school.

4.2 Experience:

The candidate TRE shall attain minimums hours as a TRI in accordance with the OM-D requirements.

4.3 Personal Checking and Standardization:

The candidate TRE on must bases has underwent and cleared an Annual Route check and a Standardization check in last 365 days.

4.4 Conduct of Annual Route Checks:

The candidate TRE must have conducted a minimum of Five Annual Route checks as a TRI.



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4.5 TRE check:

The candidate TRE will conduct a route check of a Captain or a First officer in presence of a TRE which will be monitored by a PCAA inspector or DE. If any Captains or First officers are not scheduled for a route check then the TRE shall play the role of a Phantom Trainee First officer under check and will sit on the RHS. This will require the following three men in the cockpit:

1. Candidate TRE 2. TRE 3. PCAA inspector or DE

The candidate TRE shall prepare a lesson plan applicable to realistic line flying phases, this lesson plan shall inculcate assessment of the trainee under check via oral questioning and exercises so it is assured that the required proficiency level of the crew under check suffice company standards and he/she may be entrusted for a safe conduct of line operations.



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Documents

INSTRUCTORS & EXAMINERS INDOCTRINATION MANUAL SFI / …