KONINKRIJK BELGIE
MINISTERIE VAN VERKEER
EN INFRASTRUCTUUR
Bestuur van de Luchtvaart
CIRCULAIRE
Datum 10/01
CIR/TRNG-01
Uitgave : 7
Betreft :
Opleiding en onderzoek naar de bekwaamheid van het stuurpersoneel.
Ref:
Het M.B. van 13 februari 1970 houdende reglement waarbij de technische
maatregelen worden vastgesteld die moeten genomen worden voor de exploitatie van
de vliegtuigen in het handelsluchtvervoer, met een hoogst toegelaten totaalgewicht
van 5.700 kg en meer, in het bijzonder § 3.3.
Reglement waarbij de technische maatregelen worden vastgesteld die genomen
moeten worden voor de exploitatie van de vliegtuigen in het handelsluchttransport
met een hoogst toegelaten totaalgewicht van minder dan 5.700 kg; omvat in het
ministerieel besluit van 12 september 1991, in het bijzonder het chapiter 3.
De 7de uitgave bevat
Voor de Directeur-generaal afwezig,
De Adviseur-Generaal
J. GERKENS
48
blz. gedagtekend
: 10/01
Onderwerp van de circulaire
1.
De bijlage aan de huidige circulaire heeft tot doel de verplichtingen van
de exploitant te bepalen, ten opzichte van opleiding en onderzoek naar
de bekwaamheid van het stuurpersoneel.
2.
De exploitant moet de programma's van opleiding en onderzoek naar de
bekwaamheid van het stuurpersoneel voor goedkeuring voorleggen aan
het Bestuur van de Luchtvaart. Goedgekeurde programma's moeten in
het vluchthandboek van de exploitant opgenomen worden.
3.
De exploitant moet ook de opleidingsprogramma's voorleggen van de
instructeurs die aan de opleidingsprogramma's van het stuurpersoneel
deelnemen, buiten de opleidingen die verband houden met de
toepassing van de JAR-FCL.
4.
Het vluchthandboek van de exploitant moet de voorschriften van de
huidige circulaire en zijn bijlage naleven, ten laatste op datum van 01
april 1997.
Voor de exploitanten van vliegtuigen met een massa kleiner dan 5.700
kg is deze uiterste datum evenwel vastgesteld op 30 juni 2001.
De andere exploitanten die houder zijn van een AOC op de dag de 7de
uitgave van deze circulaire wordt uitgevaardigd, beschikken over een
termijn van 6 maanden te rekenen vanaf deze uitvaardiging om in hun
vluchthandboek de door deze 7de uitgave vereiste wijzigingen aan te
brengen.
5.
Na onderzoek van een omstandige aanvraag ingediend door de
exploitant, kan de Directeur Generaal van het Bestuur van de Luchtvaart
afwijkingen toestaan inzake de periodiciteit van bepaalde regelmatige
terugkerende opleidingen en controles, met uitsluiting van de controle
over de bekwaamheid en de controle in vlucht. Deze afwijkingen zullen
in elke geval een beperkte uitwerking hebben in de tijd.
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CIVIL AVIATION ADMINISTRATION, BELGIUM
a member of the
JOINT AVIATION AUTHORITIES
FLIGHT CREW TRAINING
COMMERCIAL AIR
TRANSPORTATION
(AEROPLANES)
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I. GENERAL
(a)
As a general rule, the operator shall:
(1) Ensure that his flight crews are qualified as required for the type of
operations and the applicable type of aeroplane;
(2) Ensure that the Part D of the Operations Manual includes the
training programmes for flight crews (See Circular CIR/OPS-O1 ),
including the procedures to be applied in the event that personnel does
not achieve or maintain the required standards;
(3) Satisfy the Belgian Civil Aviation Administration (BCAA) that he has
the ability to comply with the required training programmes.
(b)
Flight crew qualification requirements include:
-
General
-
Composition of flight crew
-
Conversion training and checking
-
Differences training and familiarisation training
-
Nomination as commander
-
Commanders holding a commercial pilot licence
-
Recurrent training and checking
-
Pilot qualification to operate in either pilot's seat
-
Recent experience
-
Route and aerodrome competence qualification
-
Advanced qualification proqramme
-
Operation on more than one type or variant
-
Operation of helicopters and aeroplane
-
Selection and training of line training captains
-
Training records
-
Security training
-
Check forms
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(c)
Within the scope of this circular, "Type Rating Instructor (TRI)" means
"TRI qualified on the considered aeroplane type and employed on
permanent basis by the operator", unless otherwise accepted by the
BCAA.
(d)
Line training-captains have to complete an approved training
programme. Within the scope of this circular, "line Training Captain
(LTC)" and "Synthetic Flight Instructor (SFI)" means "LTC or SFI
qualified on the considered aeroplane type and employed on a
permanent basis by the operator", unless otherwise accepted by the
BCAA.
(e)
Ground instructors shall have appropriate experience and shall prove
their competency by giving a test lecture in presence of a TRI or CRI, as
appropriate to the aircraft operated. Ground instructors of foreign
operators, manufacturers or type rating training organisations may be
accepted by the BCAA provided that evidence can be shown that they
have the appropriate competence and experience.
(f)
Crew resource management instructors and emergency and safety
equipment instructors shall have appropriate experience and shall
prove their competency by giving a test lecture in presence of a BCAA
Inspector to obtain BCAA approval. Instructors of foreign operators,
manufacturers or specialized training organisations may be accepted by
the BCAA provided that evidence can be shown that they have the
appropriate competence and experience.
(g)
Planning of trainings and evaluations: Sufficiently in advance and
preferably on a periodic basis the operator shall forward the planning of
the operator's intended trainings and evaluations to the BCAA
Operations Division to enable the BCAA to schedule the training
inspections. Failure to advice the BCAA sufficiently in advance may
invalidate the operator trainings or evaluations.
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CHAPTER
II. COMPOSITION OF FLIGHT CREW
(See Appendix 1 & 2)
(a)
An operator shall ensure that::
(1) The composition of the flight crew and the number of flight
crewmembers at designated crew stations are both in compliance with,
and no less than the minimum specified in, the Aeroplane Flight Manual
(A FM);
(2) The flight crew includes additional flight crewmembers when
required by the type of operation, and is not reduced below the number
specified in the Operations Manual;
(3) All flight crewmembers hold an applicable and valid licence
acceptable to the BCAA and are suitably qualified and competent to
conduct the duties assigned to them;
(4) Procedures are established, acceptable to the BCAA, to prevent
the crewing together of inexperienced flight crewmembers; (See AMC
1)
(5) One pilot amongst the flight crew, qualified as a pilot-in-command
in accordance with JAR-FCL, is designated as the commander who
may delegate the conduct of the flight to another suitably qualified pilot;
and
(6) When a dedicated System Panel Operator is required by the A FM,
the flight crew includes one crewmember who holds a Flight Engineer's
licence or is a suitably qualified flight crewmember and acceptable to
the BCAA;
(7) An operator shall ensure that when engaging the services of flight
crewmembers who are self-employed and/or working on a freelance or
part-time basis, the requirements of this circular are complied with. In
this respect, particular attention must be paid to the total number of
aircraft types or variants that a flight crewmember may fly for the
purposes of commercial air transportation, which must not exceed the
requirements prescribed in Chapter XII and Chapter XIII, including
when his services are engaged by another operator.
(b)
Minimum flight crew for operations under IFR or at night. For operations
under IFR or at night, an operator shall ensure that:
(1) -For all turbo-propeller aeroplanes with a maximum approved
passenger seating configuration of more than 9; or
- For all turbojet aeroplanes; or
- For pressurized aeroplanes; or
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- For aeroplanes with a max take-off weight of more the 5.700 kg,
the minimum flight crew is 2 pilots; or
(2) Aeroplanes other than those covered by sub-paragraph (b) (1)
above are operated by a single pilot provided that the requirements
of Appendix 2 are satisfied. If the requirements of Appendix 2 are
not satisfied, the minimum flight crew is 2 pilots.
(1)
Note : VFR flight at night may not be authorised in some
countries.
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III. CONVERSION TRAINING AND CHECKING
(See Appendix 3)
(See AMC 2/ IEM 1)
(a)
An operator shall ensure that:
(1) A flight crewmember completes a Type Rating course, which
satisfies the applicable requirements of JAR-FCL when changing from
one type of aeroplane to another type or class for which a new type or
class rating is required;
(2) A flight crewmember completes an operator's conversion course
before commencing unsupervised line flying:
(i) When changing to an aeroplane for which a new type or class
rating is required;
or
(ii)
When changing operator;
(3) Conversion training is conducted by suitably qualified persons in
accordance with a detailed course syllabus included in the Operations
Manual and acceptable to the BCAA;
(4) The amount of training required by the operator's conversion
course is determined after due note has been taken of the flight
crewmember's previous training as recorded in his training records
prescribed in Chapter XV.
(5) The minimum standards of qualification and experience required of
flight crewmembers before undertaking conversion training are specified
in the Operations Manual;
(6) Each flight crewmember undergoes the checks required by
Chapter VII (b) and the training and checks required by Chapter VII (d)
before commencing line flying under supervision;
(7) Upon completion of line flying under supervision, the check
required by Chapter VII (c) is undertaken;
(8) Once an operator's conversion course has been commenced, a
flight crewmember does not undertake flying duties on another type or
class until the course is completed or terminated; and
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(9) Crew Resource Management training is incorporated in the
conversion course. (See AMC 3 and IEM 2)
(10) The flight crewmember has received adequate training and
checking on the knowledge of the relevant parts of the Operations
Manual.
(b) In the case of changing aeroplane type or class, the check required by
Chapter VII (b) may be combined with the type or class rating skill test
required by JAR-FCL.
(c) The operator’s conversion course and the Type or Class Rating course
required by JAR-FCL may be combined.
IV. DIFFERENCES TRAINING AND
FAMILIARISATION TRAINING
(a)
An operator shall ensure that a flight crewmember completes:
(1) Differences training, which requires additional knowledge, and
training on an appropriate training device or the aeroplane;
(i) When operating another variant of an aeroplane of the same
type or another type of the same class currently operated; or
(ii) When changing equipment and/or procedures on types or
variants currently operated;
(2) Familiarisation training, which requires the acquisition of additional
knowledge:
(i)
When operating another aeroplane of the same type; or
(ii) When changing equipment and/or procedures on types or
variants currently operated.
(b) The operator shall specify in the Operations Manual when such
differences training or familiarisation training is required.
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V. NOMINATION AS COMMANDER
(a) An operator shall ensure that for upgrade to commander from co-pilot
and for those joining as commanders:
(1) A minimum level of experience, acceptable to the BCAA, is
specified in the Operations Manual; and
(2) For multi-crew operations, the pilot completes an appropriate
command course.
(b) The command course required by sub-paragraph (a)(2) above must be
specified in the Operations Manual and include at least the following:
(1) Training in a flight simulator (including Line Orientated Flying
Training} and/or flying training;
(2)
An operator proficiency check operating as commander;
(3)
Commander's responsibilities;
(4) Line training in command under supervision. A minimum of 10
sectors is required for pilots already qualified on the aeroplane type;
(5) Completion of a commander's line check as prescribed in Chapter
VII(c} and route and aerodrome competence qualification as prescribed
in Chapter X; and
(6)
Crew Resource Management training (See AMC 3 & IEM 2}
VI. COMMANDERS HOLDING A COMMERCIAL
PILOT LICENCE
An operator shall ensure that:
(1) A Commercial Pilot Licence (CPL} holder does not operate as a
commander of an aeroplane certificated in the Aeroplane Flight Manual
for single pilot operations unless:
(i) When conducting passenger carrying operations under Visual
Flight Rules (V FR} outside a radius of 50 nm from an aerodrome
of departure, the pilot has a minimum of 500 hours total flight time
on aeroplanes or holds a valid Instrument Rating; or
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(ii) When operating on a multi-engine type under Instrument
Flight Rules (IFR}, the pilot has a minimum of 700 hours total flight
time on aeroplanes which includes 400 hours as pilot-in-command
(in accordance with JAR FCL} of which 100 hours have been under
IFR including 50 hours multi-engine operation. The 400 hours as
pilot-in-command may be substituted by hours operating as co-pilot
on the basis of two hours co-pilot is equivalent to one hour as pilotin- command provided those hours were gained within an
established multi-pilot crew system prescribed in the Operations
Manual.
(2) In addition to sub-paragraph (1)(ii) above, when operating under
IFR as a single pilot the requirements prescribed in Appendix 2 are
satisfied; and
(3) In multi-pilot crew operations, in addition to sub-paragraph (1)
above, and prior to the pilot operating as commander, the command
course prescribed in Chapter V (a)(2) is completed.
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VII. RECURRENT TRAINING AND CHECKING
(See Appendix 4,5)
(See I EM 3)
(a)
General.
An operator shall ensure that:
(1) Each flight crewmember undergoes recurrent training and checking
and that all such training and checking is relevant to the type or variant
of aeroplane on which the flight crewmember operates;
(2) A recurrent training and checking programme is established in the
Operations Manual and approved by the 8CAA;
(3)
Recurrent training is conducted by the following personnel:
(i)
Ground and refresher training by suitably qualified personnel;
(ii) Aeroplane/flight simulator training by a Type Rating Instructor
(TRI), or in the case of the flight simulator content, a Synthetic
Flight Instructor (SFI), providing that the TRI or SFI satisfies the
operator's experience and knowledge requirements sufficient to
instruct on the items specified in Appendix 4 (a)(1)(i)(A) and (8);
(iii) Emergency and safety equipment training by suitably qualified
personnel; and
(iv) Crew Resource Management (CRM) training by suitably
qualified personnel.
(4)
Recurrent checking is conducted by the following personnel:
(i) Operator proficiency check -by a Type Rating Examiner or,
if the check is conducted in a flight simulator qualified and
approved for the purpose in accordance with JAR-STD 1 A, a
Synthetic Flight Examiner;
(ii) Line checks by commanders nominated by the operator and
acceptable to the BCAA;
(iii) Emergency and safety equipment checking by suitably
qualified personnel.
(b)
Operator Proficiency Check
(1)
An operator shall ensure that:
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(i) Each flight crewmember undergoes operator proficiency
checks to demonstrate his competence in carrying out normal,
abnormal and emergency procedures; and
(ii) The check is conducted without external visual reference
when the flight crewmember will be required to operate under IFR;
(iii) Each flight crewmember undergoes operator proficiency
checks as part of a normal flight crew complement.
(2) The period of validity of an operator proficiency check shall be 6
calendar months in addition to the remainder of the month of issue. If
issued within the final 2 calendar months at validity of a previous
operator proficiency check, the period of validity shall extend from the
date of issue until 6 calendar months from the expiry date of that
previous operator proficiency check.
(c)
Line Check.
An operator shall ensure that each flight crewmember undergoes a line
check on the aeroplane to demonstrate his competence in carrying out
normal line operations described in the Operations Manual. The period
of validity of a line check shall be 12 calendar months, in addition to the
remainder of the month of issue. If issued within the final 3 calendar
months of validity of a previous line check the period of validity shall
extend from the date of issue until 12 calendar months from the expiry
date of that previous line check.
(d)
Emergency and Safety Equipment training and checking.
An operator shall ensure that each flight crewmember undergoes
training and checking on the location and use of all emergency and
safety equipment carried. The period of validity of an emergency and
safety equipment check shall be 12 calendar months in addition to the
remainder of the month of issue. If issued within the final 3 calendar
months of validity of a previous emergency and safety check, the period
of validity shall extend from the date of issue until 12 calendar months
from the expiry date of that previous emergency and safety equipment
check.
(e)
Crew Resource Management.
An operator shall ensure that each flight crewmember undergoes Crew
Resource Management training as part of recurrent training. (See AMC 3 &
IEM 2).
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(f)
CHAPTER
Ground and Refresher training.
An operator shall ensure that each flight crewmember undergoes
ground and refresher training at least every 12 calendar months. If the
training is conducted within 3 calendar months prior to the expiry of the
12 calendar months period, the next ground and refresher training must
be completed within 12 calendar months of the original expiry date of
the previous ground and refresher training.
(g)
Aeroplane/flight simulator training.
An operator shall ensure that each flight crewmember undergoes
aeroplane/flight simulator training at least every 12 calendar months. If
the training is conducted within 3 calendar months prior to the expiry of
the 12 calendar months period, the next aeroplane/flight simulator
training must be completed within 12 calendar months of the original
expiry date of the previous aeroplane and flight simulator training.
Remarks:
I. LINE CHECKS
(1) Where a pilot is required to operate as pilot flying and pilot nonflying, he shall be checked on one sector as pilot flying and on
another sector as pilot non-flying.
(2) However, where an operator's procedures require integrated
flight preparation, integrated cockpit initialisation and that each
pilot performs both flying and non-flying duties on the same
sector, then the line check may be performed on a single
sector.
II. DESIGNATION OF TRE/TRI:
(1) The TRE shall be from the company or designated by the
BCAA
(2) For the class rating TRI/TRE can be replaced by CRI/CRE.
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VIII. PILOT QUALIFICATION TO OPERATE IN EITHER
PILOT'S SEAT
(See Appendix 6)
An operator shall ensure that:
(1) A pilot who may be assigned to operate in either pilot's seat
completes appropriate training and checking; and
(2) The training and checking programme is specified in the
Operations Manual and is acceptable to the BCAA.
IX. RECENT EXPERIENCE
(a)
An operator shall ensure that:
(1) A pilot is not assigned to operate an aeroplane as part of the
minimum certificated crew, either as pilot flying or pilot non-flying, unless
he has carried out three take-offs and three landings in the previous 90
days as pilot flying in an aeroplane, or in a flight simulator qualified and
approved for the purpose according to JAR STD 1 A, of the same
type/class.
(2) A pilot who does not hold a valid instrument rating is not assigned
to operate an aeroplane at night as commander unless he has carried
out at least one landing at night in the preceding 90 days as pilot flying
in an aeroplane, or in a flight simulator qualified and approved for the
purpose according to JAR STD 1 A, of the same type/class.
(b) The 90-day period prescribed in sub-paragraphs (a)(1) and (2) above
may be extended up to a maximum of 120 days by line flying under the
supervision of a Type Rating Instructor or Examiner. For periods beyond 120
days, the recency requirement is satisfied by a training flight (or use of an
approved flight simulator) and a proficiency check.
Remark:
Recency
When using a simulator for meeting the landing requirements in
subparagraph (a1) and (a2) above, complete visual traffic patterns
or complete IFR procedures starting from the Initial Approach Fix
shall be flown.
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X. ROUTE AND AERODROME COMPETENCE
QUALIFICATION
(See AMC 4)
(a) (1)An operator shall ensure that, prior to being assigned as commander
or as pilot to whom the conduct of the flight may be delegated by the
commander, the pilot has obtained adequate knowledge of the route to be
flown and of the aerodromes (including alternates), facilities and procedures
to be used.
(b) The period of validity of the route and aerodrome competence
qualification shall be 12 calendar months in addition to the remainder of:
(1)
The month of qualification; or
(2)
The month of the latest operation on the route or to the aerodrome.
(c) Route and aerodrome competence qualification shall be revalidated by
operating on the route or to the aerodrome within the period of validity
prescribed in sub-paragraph (b) above.
(d) If revalidated within the final 3 calendar months of validity of previous
route and aerodrome competence qualification, the period of validity shall
extend from the date of revalida1ion until12 calendar months from the expiry
date of that previous route and aerodrome competence qualification.
(1) See "Relief of the Commander" in Appendix 1
XI. ADVANCED QUALIFICATION PROGRAMME
(a) The periods of -validity of Chapter VII and chapter IX may be extended,
where the BCAA has approved an Advanced Qualification Programme
established by the operator.
(b) The Advanced Qualification Programme must contain training and
checking which establishes and maintains a proficiency that is not less than
the provisions prescribed in Chapter III; Chapter VII; Chapter IX.
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XII. OPERATION ON MORE THAN ONE TYPE OR
VARIANT
(See Appendix 7)
(See AMC 5)
(a) An operator shall ensure that a flight crewmember does not operate on
more than one type or variant, unless the flight crewmember is competent to
do so.
(b) When considering operations of more than one type or variant, an
operator shall ensure that the differences and/or similarities of the aeroplanes
concerned justify such operations, taking account of the following:
(1)
The level of technology;
(2)
Operational procedures;
(3)
Handling characteristics. (See AMC 6 and IEM 4)
(c) An Operator shall ensure that a flight crewmember operating more than
one type or variant complies with all of the requirements prescribed in this
circular for each type or variant unless the BCAA has approved the use of
credit(s) related to the training, checking and recent experience
requirements.
(d) An operator shall specify appropriate procedures and/or operational
restrictions, approved by the BCAA, in the Operations Manual, for any
operation on more than one type or variant covering:
(1)
The flight crewmembers minimum experience level;
(2) The minimum experience level on one type or variant before
beginning training for and operation of another type or variant;
(3) The process whereby flight crew qualified on one type or variant
will be trained and qualified on another type or variant; and
(4) All applicable recent experience requirements for each type or
variant.
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XIII. OPERATION OF HELICOPTERS AND
AEROPLANES
When a flight crewmember operates both helicopters and aeroplanes:
An operator shall ensure that operations of helicopter and aeroplane are
limited to one type of each.
The operator shall specify appropriate procedures and/or operational
restrictions, approved by the BCAA in the Operations Manual.
XIV. SELECTION AND TRAINING OF LINE TRAINING
CAPTAINS
(a)
The functions of the line-training captain are:
(1) To ensure the acquisition of the knowledge of the flight
crewmember upgrading to commander during line flying under
supervision, according to the approved training programme and the
instructions of the TRI in charge;
(2) To ensure the acquisition of the knowledge of the flight
crewmember undergoing conversion training during line flying under
supervision, according to the approved training programme and the
instructions of the TRI in charge;
(3) To perform line checks when so instructed by the Training
Manager or Flight Operations Manager.
(b)
Selection and approval of line training captainsThe line-training captains are selected by the Training Manager and are
qualified after completion of an approved training programme.
(c)
Line training captain's training programme
(1) Obtain the qualification to operate in either pilot's seat (see
Appendix 6)
(2)
Psycho-pedagogical training issued by a TRI.
(3)
Simulator training in the right hand seat with a TRI including:
(i) A revision of normal and abnormal procedures and of
approach procedures
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(ii) Monitoring methods and corrections to be applied in case of
incorrect execution, and
(iii) Take over of flight controls during situations likely to develop
abnormally or during incorrect approach positions,
(4) Line flying supervision of a flight crewmember upgrading to
commander acting in either seat during 4 sectors under supervision of a
Type Rating Instructor.
(d)
Line training flight engineers
The training of line training engineers shall be organised and conducted
alike.
XV. TRAINING RECORDS
An operator shall:
(1) Maintain records of all training, checking and qualification
prescribed in: Chapter III, Chapter V, Chapter VII, Chapter VIII, and
Chapter X undertaken by a flight crewmember; and
(2) Make the records of all conversion courses and recurrent training
and checking available, on request, to the flight crewmember
concerned.
A summary of training shall be maintained by the operator to show a flight
crewmember's completion of each stage of training and checking.
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XVI. SECURITY TRAINING
An operator shall ensure that each flight crewmember undergoes the
required security training and checking prescribed by Royal Decree of
03/05/91 and Ministerial Decree of 06/05/91.
XVII. CHECK FORMS
Operator proficiency check form, line check form and training form must be
acceptable to the BCAA and be included in the Operation Manual.
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APPENDIX
APPENDIX 1
IN-FLIGHT RELIEF OF FLIGHT CREWMEMBERS
(a) A flight crewmember may be relieved in flight of his duties at the controls
by another suitably qualified flight crewmember.
(b)
Relief of the Commander
The commander may delegate conduct of the flight to:
(i)
Another qualified commander; or
(ii) For operations only above FL200, a pilot qualified as detailed
in sub-paragraph (c) below.
(c)
Minimum requirements for a pilot relieving the commander
(1)
Valid Airline Transport Pilot Licence;
(2) Conversion training and checking (including Type Rating Training)
as prescribed in Chapter III;
(3) All recurrent training and checking as prescribed in Chapter VII and
Chapter VIII; and
(4)
(d)
Route competence qualification as prescribed in Chapter X.
Relief of the co-pilot
The co-pilot may be relieved by:
(i)
Another suitably qualified pilot; or
(ii) A cruise relief co-pilot qualified as detailed in sub-paragraph
(e) below.
(e)
Minimum requirements for Cruise Relief Co-Pilot
(1)
Valid Commercial Pilot Licence with Instrument Rating;
(2) Conversion training and checking, including Type Rating training,
as prescribed in Chapter III except the requirement for take-off and
landing training;
(3) All recurrent training and checking as prescribed in Chapter VII
except the requirement for take-off and landing training; and
(4) To operate in the role of co-pilot in the cruise only and not below
FL 200.
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(5) Recent experience as prescribed in Chapter IX is not required. The
pilot shall, however, carry out flight simulator recency and refresher
flying skill training at intervals not exceeding 90 days. This refresher
training may be combined with the training prescribed in Chapter VII.
(f)
Relief of the system panel operator.
A system panel operator may be relieved in flight by a crewmember who
holds a Flight Engineer's licence or by a flight crewmember with a
qualification acceptable to the BCAA.
APPENDIX 2
SINGLE PILOT OPERATIONS UNDER IFR OR AT NIGHT 1
Aeroplanes referred to in Chapter Il (b)(2) may be operated by a single pilot
under IFR or at night when the following requirements are satisfied:
(1) The operator shall include in the Operations Manual a pilot's
conversion and recurrent training programme which includes the
additional requirements for a single pilot operation.
(2)
In particular, the cockpit procedures must include:
(i)
Engine management and emergency handling;
(ii)
Use of normal, abnormal and emergency checklists;
(iii) ATC communication;
(iv) Departure and approach procedures;
(v)
Autopilot management; and
(vi) Use of simplified in-flight documentation.
(3) The recurrent checks required by Chapter VII shall be performed in
the single-pilot role on the relevant type or class of aeroplane in an
environment representative of the operation;
(4) The pilot shall have a minimum of 50 hours flight time on the
specific type or class of aeroplane under IFR of which 10 hours is as
commander; and
(5) The minimum required recent experience for a pilot engaged in a
single-pilot operation under IFR or at night shall be 5 IFR flights,
including 3 instrument approaches, carried out during the preceding 90
days on the type class of aeroplane in the single-pilot role. This
requirement may be replaced by an IFR instrument approach check on
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the type or class of aeroplane.
1- Note special Flight duty time and autopilot requirement are applicable to single pilot
IFR operation.
APPENDIX 3
OPERATOR'S CONVERSION COURSE
(See AMC 2, IEM 1)
(a)
An operator's conversion course shall include:
(1) Ground training and checking including aeroplane systems,
normal, abnormal and emergency procedures;
(2) Emergency and safety equipment training and checking which
must be completed before aeroplane training commences;
(3)
Crew Resource Management training;
(4)
Aeroplane/flight simulator training and checking; and
(5)
Line flying under supervision and line check.
(b) The conversion course shall be conducted in the order set out in subparagraph (a) above.
(c) Following completion of a Zero Flight Time Conversion Course a pilot
shall:
1. Commence line flying under supervision within 15 days; and
2. Conduct his initial four take-offs and landings in the aeroplane
under the supervision of a TRI (A) occupying a pilot's seats.
(d) When a flight crewmember has not previously completed an operator's
conversion course, the operator shall ensure that in addition to subparagraph (a) above, the flight crewmember undergoes general first aid
training and, if applicable, ditching procedures training using the equipment in
water. The flight crewmember shall have received adequate training and
checking on the knowledge of the relevant parts of the Operation Manual.
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APPENDIX 4
RECURRENT TRAINING AND CHECKING-PILOTS
(See I EM 3)
(a)
Recurrent Training
Recurrent training shall comprise:
(1)
Ground and refresher training
(i)
The ground and refresher training programme shall include:
A. Aeroplane systems;
B. Operational procedures and requirements including
ground de-/anti- icing and pilot incapacitation; and (See
remark)
C. Accident/lncident and occurrence review.
(ii) Knowledge of the ground and refresher training shall be
verified by a questionnaire or other suitable methods.
(2)
Aeroplane/Flight Simulator training
(i) The aeroplane/flight simulator-training programme shall be
established such that all major failures of aeroplane systems and
associated procedures will have been covered in the preceding 3year period.
(ii) When engine-out manoeuvres are carried out in an aeroplane,
the engine failure shall be simulated.
(iii) Aeroplane/flight simulator training may be combined with the
operator proficiency check.
(3)
Emergency and Safety Equipment Training
(i) Emergency and safety equipment training may be combined
with emergency and safety equipment checking and shall be
conducted in an aeroplane or a suitable alternative training device.
(ii) Every year the emergency and safety equipment-training
programme must include the following:
A. Actual donning of a lifejacket where fitted;
B. Actual donning of protective breathing equipment where
fitted;
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C. Actual handling of tire extinguishers;
D. Instruction on the location and use of all emergency and
safety equipment carried on the aeroplane;
E. Instruction on the location and use of all types of exits; and
F. Security procedures.
(iii) Every 3 years the programme of training must include the
following:
A. Actual operation of all types of exits;
B. Demonstration of the method used to operate a slide
where fitted.
C. Actual fire-fighting using equipment representative of that
carried in the aeroplane on an actual or simulated tire except
that, with Halon extinguishers, an alternative method
acceptable to the 8CAA may be used;
D. The effects of smoke in an enclosed area and actual use
of all relevant equipment in a simulated smoke-filled
environment;
E. Actual handling of pyrotechnics, real or simulated, where
fitted; and
F. Demonstration in the use of the life-raft(s) where fitted.
(4)
(e)
Crew Resource Management training
Recurrent checking
Recurrent checking shall comprise:
(1) Operator proficiency checks
(i)
Where applicable, operator proficiency checks shall include
the following manoeuvres:
A Rejected take-off when a flight simulator is available,
otherwise touch drills only;
B Take-off with engine failure between V1 and V2 or as soon
as safety considerations permit;
C Precision instrument approach to minima with, in the case
of multi-engine aeroplanes, one engine inoperative;
D Non-precision approach to minima;
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E Missed approach on instruments from minima with, in the
case of multi-engine aeroplanes, one engine inoperative; and
F Landing with one engine inoperative. For single-engine
aeroplanes a practice forced landing is required.
(ii) When engine out manoeuvres are carried out in an
aeroplane, the engine failure must be simulated.
(iii) In addition to the check prescribed in sub-paragraphs (i)(A) to
(F) above, the requirements of JAR-FCL must be completed every
12 months and may be combined with the operator proficiency
check.
(iv) For a pilot operating V FR only, the checks prescribed in subparagraphs (i)(C) to (E) above may be omitted except for an
approach and go-around in a multi-engine aeroplane with one
engine inoperative.
(v)
Operator proficiency checks must be conducted by a Type
Rating Examiner. (1)
(2) Emergency and safety equipment checks.
The items to be checked shall be those for which training has been
carried out in accordance with sub-paragraph (a)(3) above.
(3) Line checks;
(i)
Line checks must establish the ability to perform satisfactorily
a complete line operation including pre-flight and post-flight
procedures and use of the equipment provided, as specified in the
Operations Manual.
(ii) The flight crew must be assessed on their Crew Resource
Management skills.
(iii) When pilots are assigned duties as pilot flying and pilot nonflying they must be checked in both functions.
(iv)
Line checks must be completed in an aeroplane.
(v) Line checks must be conducted by commanders nominated
by the operator and acceptable to the BCAA.
Remark:
Pilot incapacitation training
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1. Procedures shall be established to train flight crew to
recognise and handle pilot incapacitation. This training
shall be conducted every year and can form part of
other recurrent training. It shall take the form of
classroom instruction, discussion, video or other similar
means.
2. If a simulator is available for the type of aeroplane
operated, practical training on pilot incapacitation shall
be carried out every 3 years.
(1) See chapter VII (a)(4)(i) and remark Il page 12
APPENDIX 5
RECURRENT TRAINING AND CHECKING - SYTEM PANEL
OPERATORS
(a) The recurrent training and checking for System Panel Operators shall
meet the requirements for pilots and any additional specific duties, omitting
those items that do not apply to System Panel Operators.
(b) Recurrent training and checking for System Panel Operators shall,
whenever possible, take place concurrently with a pilot undergoing recurrent
training and checking.
(c) A line check shall be conducted by a commander nominated by the
operator and acceptable to the BCAA or by a System Panel Operator Type
Rating Instructor or Examiner.
APPENDIX 6
PILOT QUALIFICATION TO OPERATE IN EITHER PILOT'S
SEAT
(a) Commanders whose duties also require them to operate in the righthand seat and carry out the duties of co-pilot, or commanders required to
conduct training or examining duties from the right-hand seat, shall complete
additional training and checking as specified in the Operations Manual,
concurrent with the operator proficiency checks prescribed in Chapter VII (b).
This additional training must include at least the following:
(1)
An engine failure during take-off;
(2)
A one engine inoperative approach and go-around; and
(3)
A one engine inoperative landing.
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(b) When engine-out manoeuvres are carried out in an aeroplane, the
engine failure must be simulated
(c) When operating in the right-hand seat, the checks required by this
Circular for operating in the left-hand seat must, in addition, be valid and
current.
(d) A pilot relieving the commander shall have demonstrated, concurrent
with the operator proficiency checks prescribed in Chapter VII (b), practice of
drills and procedures which would not, normally, be the relieving pilot's
responsibility. Where the differences between left and right seats are not
significant (for example because of use of autopilot) then practice may be
conducted in either seat.
(e) A pilot other than the commander occupying the left-hand seat shall
demonstrate practice of drills and procedures, concurrent with the operator
proficiency checks prescribed in Chapter VII (b), which would otherwise have
been the commander's responsibility acting as pilot non-flying. Where the
differences between left and right seats are not significant (for example
because of use of autopilot) then practice may be conducted in either seat.
APPENDIX 7
OPERATION ON MORE THAN ONE TYPE OR VARIANT
(See AMC 5)
(a) When a flight crewmember operates more than one aeroplane class,
type or variant listed in AMC FCL 1.215A (class-single pilot) and/or AMC FCL
1.220 (type-single pilot), but not within a single licence endorsement, an
operator must comply with the following:
(1)
A flight crewmember shall not operate more than:
(i)
Three piston engine aeroplane types or variants; or
(ii)
Three turbo-propeller aeroplane types or variants; or
(iii) One turbo-propeller aeroplane type or variant and one piston
engine aeroplane type or variant; or
(iv) One turbo-propeller aeroplane type or variant and any
aeroplane within a particular class.
(2) Recurrent training and checking for each type or variant operated
unless the operator the operator has demonstrated specific procedures
and/or operational restrictions which are acceptable to the BCAA.
(b) When a flight crewmember operates more than one aeroplane type or
variant within one or more licence endorsement as defined by AMC FCL
1.220B (type - multi-pilot), an operator shall ensure that:
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(3) The minimum flight crew complement specified in the Operations
Manual is the same for each type or variant to be operated;
(4) A flight crewmember does not operate more than two aeroplane
types or variants for which a separate licence endorsement is required;
and
(5) Only aeroplanes within one licence endorsement are flown in any
one-flight duty period unless the operator has established procedures to
ensure adequate time for preparation.
Note: In cases where more than one licence endorsement is involved, see sub-paragraphs
(c) and (d) below.
(c) When a flight crewmember operates more than one aeroplane type or
variant listed in AMC FCL 1.220 A and B (type - single pilot and type - multi
pilot), but not within a single licence endorsement, an operator must comply
with:
(1)
Subparagraphs (b)(1 ), (b)(2) and (b)(3) above; and
(2)
Subparagraph (d) below.
(d) When a flight crewmember operates more than one aeroplane type or
variant listed in AMC FCL 1.220 B (type - multi pilot), but not within a single
licence endorsement, an operator must comply with the following:
(1)
Subparagraphs (b)(1), (b)(2) and (b)(3) above;
(2)
Before exercising the privileges of 2 licence endorsements:
(i)
Flight crewmembers must have completed two consecutive
operator proficiency checks and must have 500 hours in the
relevant crew position in commercial air transport operations with
the same operator.
(ii) In the case of a pilot having experience with an operator and
exercising the privileges of 2 licence 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 licence endorsements.
(3)
Before commencing training for and operation of another type or
variant, flight crewmembers must have completed 3 months and 150
hours flying on the base aeroplane which must include at least one
proficiency check.
(4)
After completion of the initial line check on the new type, 50 hours
flying or 20 sectors must be achieved solely on aeroplanes of the new
type rating.
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(5)
Recent experience for each type operated unless credits have
been allowed by the BCAA in accordance with sub-paragraph (7) below.
(6)
The period within which line-flying experience is required on each
type must be specified in the Operations Manual.
(7)
Where credits are sought to reduce the training and checking and
recent experience requirements between aeroplane types, the operator
must demonstrate to the BCAA which items need not be repeated on
each type or variant because of similarities (See AMC 5 and AMC 6).
(i)
Recurrent training and checking (b) requires two operator
proficiency checks every year. When credit is given in accordance
with sub-paragraph (7) above for operator proficiency checks to
alternate between the two types, each operator proficiency check
revalidates the operator proficiency check for the other type.
Provided that the period between proficiency checks for
revalidation or renewal of type rating does not exceed that
prescribed in JAR-FCL for each type, the JAR-FCL requirements
will be satisfied. In addition relevant and approved recurrent
training must be specified in the Operations Manual.
(ii) Recurrent training and checking (c) requires one line check
every year. When credit is given in accordance with sub-paragraph
(7) above for line checks to alternate between types or variants,
each line check revalidates the line check for the other type or
variant.
(iii) Annual emergency and safety equipment training and
checking must cover all requirements for each type.
(iv) Recurrent training and checking for each type or variant
operated unless credits have been allowed by the BCAA in
accordance with sub-paragraph (7) above.
(e) When a flight crewmember operates combinations of aeroplane types
or variants as defined by AMC FCL 1.215 (class - single pilot) and Appendix
2 of AMC FCL 1.220 (type - multi pilot) an operator must demonstrate that
specific procedures and/or operational restrictions are approved in
accordance with Chapter XII (d).
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AMC1
CREWING OF INEXPERIENCED FLIGHT CREWMEMBERS
See Chapter Il (a)(4)
1. An operator shall consider that a flight crewmember is inexperienced,
following completion of a Type Rating or command course, and the associated line
flying under supervision, until he has achieved on the Type either:
a. 100 flying hours and flown 10 sectors within a consolidation period of
120 consecutive days; or
b.
150 flying hours and flown 20 sectors (no time limit).
2. A lesser number of flying hours or sectors, subject to any other conditions
which the BCAA may impose, may be acceptable to the BCAA when:
a.
A new operator is commencing operations; or
b.
An operator introduces a new aeroplane type; or
c. Flight crewmembers have previously completed a type conversion
course with the same operator; or
d. The aeroplane has a Maximum Take-off Mass below 10 tonnes or a
Maximum Approved Passenger Seating Configuration of less than 20.
AMC2
CONVERSION COURSE SYLLABUS
See Chapter III and Appendix 3
1
1.1
2
General
Type rating training when required may be conducted separately or as part of
conversion training. When the type rating training is conducted as part of
conversion training, the conversion-training programme shall include all the
requirements of JAR-FCL.
Ground training
2.1 Ground training shall comprise a properly organised programme of
ground instruction by training staff with adequate facilities, including any
necessary audio, mechanical and visual aids.
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However, if the aeroplane concerned is relatively simple, private study
may be adequate if the operator provides suitable manuals and/or study
notes.
2.2 The course of ground instruction shall incorporate formal tests on such
matters as aeroplane systems, performance and flight planning, where
applicable.
3
Emergency and safety equipment training and checking
On the initial conversion course and on subsequent conversion courses as
applicable, the following shall be addressed:
a. Instruction on first aid in general (Initial conversion course only);
Instruction on first aid as relevant to the aeroplane type of operation
and crew complement including where no cabin crew are required to
be carried (Initial and subsequent);
b. Aero medical topics including:
i. Hypoxia;
ii. Hyperventilation;
iii. Contamination of the skin/eyes by aviation fuel or hydraulic or
other fluids;
iv. Hygiene and food poisoning; and
v. Malaria;
c. The effect of smoke in an enclosed area and actual use of all
relevant equipment in a simulated smoke-filled environment;
d. The operational procedures of security, rescue and emergency
services.
e. Survival information appropriate to their areas of operation (e.g.
polar, desert, jungle or sea) and training in the use of any survival
equipment required to be carried.
f. A comprehensive drill to cover all ditching procedures shall be
practised where flotation equipment is carried. This shall include
practice of the actual donning and inflation of a lifejacket, together
with a demonstration or film of the inflation of life rafts and/or sliderafts and associated equipment. This practice shall, on an initial
conversion course, be conducted using the equipment in water,
although previous certificated training with another operator or the
use of similar equipment will be accepted in lieu of further wet-drill
training.
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g. Instruction on the location of emergency and safety equipment,
correct use of all appropriate drills, and procedures that could be
required of flight crew in different emergency situations. Evacuation
of the aeroplane (or a representative training device) by use of a
slide where fitted shall be included when the Operations Manual
procedure requires the early evacuation of flight crew to assist on the
ground.
4
Aeroplane/Flight Simulator training
4.1 Flying training shall be structured and sufficiently comprehensive to
familiarise the flight crewmember thoroughly with all aspects of limitations
and normal /abnormal and emergency procedures associated with the
aeroplane and shall be carried out by suitably qualified Type Rating
Instructors and/or Type Rating Examiners. For specialised operations
such as steep approaches, ETOPS or All Weather Operations, additional
training shall be carried out.
4.2 In planning aeroplane/flight simulator training on aeroplanes with a flight
crew of two or more, particular emphasis shall be placed on the practice
of Line Orientated Flying Training (LOFT) with emphasis on Crew
Resource Management (CAM).
4.3 Normally, the same training and practice in the flying of the aeroplane
shall be given to co-pilots as well as commanders. The 'flight handling'
sections of the syllabus for commanders and co-pilots alike shall include
all the requirements of the operator proficiency check required by Chapter
VII.
4.4 Where the type rating training programme is carried out in appropriate
flight simulator, approved for zero flight time conversion, the first four takeoffs and landings carried out in the aeroplane after completion of the
conversion training shall be flown under the supervision of a TRI (A)
occupying a pilot seat.
4.5 If the flight crewmember undergoes his first conversion training on a
turbojet aeroplane, a jet conversion course shall be included in the ground
and flight simulator training.
5
Line flying under supervision
5.1
Following completion of aeroplane/flight simulator training and checking
as part of the operator's conversion course, each flight crewmember shall
operate a minimum number of sectors and/or flying hours under the
supervision of a flight crewmember nominated by the operator and
acceptable to the BCAA.
5.2
The minimum sectors/hours shall be specified in the Operations Manual
and shall be determined by the following:
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a. Previous experience of the flight crewmember;
b. Complexity of the aeroplane; and
c. The type and area of operation.
5.3
6
A line check in accordance with Chapter III (a)(8) shall be completed upon
completion of line flying under supervision.
System Panel Operator
6.1 Conversion training for system panel operators shall approximate to that
of pilots.
6.2 If the flight crew includes a pilot with duties of a system panel operator, he
shall, after training and the initial check in these duties, operate a
minimum number of sectors under the supervision of a nominated
additional flight crewmember. The minimum figures shall be specified in
the Operations Manual and shall be selected after due note has been
taken of the complexity of the aeroplane and the experience of the flight
crewmember.
IEM 1
LINE FLYING UNDER SUPERVISION
See Chapter III
1
Introduction
1.1 Line flying under supervision provides the opportunity for a flight
crewmember to carry into practice the procedures and techniques he has
been made familiar with during the ground and flying training of a
conversion course. This is accomplished under the supervision of a flight
crewmember specifically nominated and trained for the task. At the end of
line flying under supervision the respective crewmember shall be able to
perform a safe and efficient flight conducted within the tasks of his
crewmember station.
1.2 The following minimum figures for details to be flown under supervision
are guidelines for operators to use when establishing their individual
requirements.
2
Turbo jet aircraft
a.
Co-pilot undertaking first conversion course:
Total accumulated 100 hours or minimum 40 sectors;
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b.
AMC/IEM
Co-pilot upgrading to commander:
i.
Minimum 20 sectors when converting to a new type;
ii. Minimum 10 sectors when already qualified on the aeroplane
type.
AMC3
CREW RESOURCE MANAGEMENT (CRM) TRANING
See Chapter III (a)(9)/Chapter V (b)(6)/Chapter VII (e)
1. If the flight crewmember has not previously completed an operator's
conversion course then the operator shall ensure that a CRM course with a fullIength syllabus is completed. The flight crewmember shall not be assessed either
during or upon completion of this course.
2. If the flight crewmember undergoes a subsequent conversion course with the
same or a change of operator he shall complete the appropriate elements of the
CRM course. The flight crewmember shall not be assessed either during or upon
completion of this training.
3.
Recurrent training:
3.1 Where an operator utilises Line Orientated Flying Training (LOFT) in the
recurrent training programme the flight crewmember shall complete elements
of CRM training. The flight crewmember shall not be assessed.
3.2 Where an operator does not utilise LOFT, the flight crewmember shall
complete elements of CRM training every year. The flight crewmember shall
not be assessed.
3.3 An operator shall ensure that flight crewmembers complete the major
elements of the full length CRM course over a four-years recurrent training
cycle. The flight crewmember completing this refresher training shall not be
assessed.
3.4 When a flight crewmember undergoes an operator proficiency check,
line check or command course, then CRM skills shall be included in the
overall assessment.
4. Operators shall, as far as is practicable, provide combined training for flight
crew and cabin crew.
5. There shall be an effective liaison between flight crew and cabin crew training
departments. Provision shall be made for flight and cabin crew instructors to
observe and comment on each other's training.
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6. The successful resolution of aeroplane emergencies requires interaction
between flight crew and cabin crew and emphasis shall be placed on the
importance of effective co-ordination and two-way communication between all
crewmembers in various emergency situations. Initial and recurrent CRM training
shall include joint practice in aeroplane evacuations so that all who are involved
are aware of the duties other crewmembers shall perform. When such practice is
not possible, combined flight crew and cabin crew training shall include joint
discussion of emergency scenarios.
IEM 2
CREW RESOURCE MANAGEMENT (CRM) TRAINING
See Chapter III (a)(9)/Chapter V (b)(6)/Chapter VII (e)
1. CRM is the effective utilisation of all available resources (e.g. crewmembers,
aeroplane systems, and supporting facilities) to achieve safe and efficient
operation.
2. The objective of CRM is to enhance the communication and management
skills of the flight crewmember concerned. The emphasis is placed on the nontechnical aspects of flight crew performance.
3.
CRM training shall include the following elements:
a.
Statistics and examples of Human Factor related accidents;
b.
Human perception, learning process;
c.
Situational awareness;
d.
Management of workload, tiredness or fatigue, and vigilance management of stress;
e.
Operator's Standard Operating Procedures;
f.
Personality type, delegation, leadership, and effective communication
skills;
g.
The CRM loop:
Inquiry (or explore, examine, scrutinise)
Advocacy (support a cause; present a view)
Notion of Synergy
Conflict resolution
Decision-making
Critique
Feedback
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h.
Effective communication and co-ordination within the flight crew, and
between crewmembers and other operational personnel (Air Traffic
Controllers, maintenance personnel etc.);
i.
Error chain and taking actions to break the error chain; and
j.
Implications of automation on CRM.
4. CRM training shall also address the nature of the company's operations as
well as the associated crew operating procedures. This will include areas of
operations, which produce particular difficulties, adverse climatic conditions and
any unusual hazards.
5.
CRM training shall include both:
a.
Classroom training; and
b. Practical exercises including group discussions and accident reviews to
analyse communication problems and instances or examples of a lack of
information or crew management.
6. Ideally, the CRM training course shall last a minimum of 3 days, but providing
the whole syllabus is covered, then a 2-day course may be acceptable. A one-day
course for single pilot operations may be acceptable.
7. As part of the acceptance of the Operations Manual, the CRM course (for
conversion and recurrent training) shall also be acceptable by BCAA.
IEM 3
RECURRENT TRAINING AND CHECKING
See Chapter VII
1. Line checks, route and aerodrome competency and recent experience
requirements are intended to ensure the crewmember's ability to operate efficient I
y under normal conditions, whereas other checks and emergency and safety
equipment training are primarily intended to prepare the crewmember for
abnormal/emergency procedures.
2. The line check is performed in the aeroplane. All other training and checking
shall be performed in the aeroplane or an approved flight simulator or, in the case
of emergency and safety equipment training, in a representative training device.
The type of equipment used for training and checking shall be representative of
the instrumentation, equipment and layout of the aeroplane type operated by the
flight crewmember.
3.
Line Checks.
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3.1 The line check is considered a particularly important factor in the
development, maintenance and refinement of high operating standards, and
can provide the operator with a valuable indication of the usefulness of his
training policy and methods. Line checks are a test of a flight crewmember's
ability to perform a complete line operation satisfactorily, including pre-flight
and post flight procedures and use of the equipment provided, and an
opportunity for an overall assessment of his ability to perform the duties
required; as specified in the Operations Manual. The route chosen shall be
such as to give adequate representation of the scope of a pilot's normal
operations. When weather conditions preclude a manual landing, an
automatic landing is acceptable. The line check is not intended to determine
competence on any particular route.
3.2 In addition to the above duties, flight crewmembers shall be assessed
on their crew resource management skills. The commander, or any pilot who
may be required to relieve the commander, shall also demonstrate his ability
to 'manage' the operation and take appropriate command decisions. When
assessing crew resource management skills, the examiner required by
Chapter VII (a)(4)(ii) shall occupy an observer's seat.
4.
5.
Proficiency Training and Checking
a.
When a flight simulator is used, the opportunity shall be taken, where
possible, to use Line Oriented Flying Training (LOFT).
b.
Proficiency training and checking for System Panel Operators shall,
where practicable, take place at the same time a pilot is undergoing
proficiency training and checking.
Emergency and safety equipment training.
Emergency and safety equipment training shall, as far as is practicable, take
place in conjunction with cabin crew undergoing similar training with emphasis
on co-ordinated procedures and two way communication between the flight
deck and the cabin.
AMC4
ROUTE AND AERODROME COMPETENCE QUALIFICATION
See Chapter X
1.
Route competence
1.1 Route competence training shall include knowledge of:
a.
Terrain and minimum safe altitudes;
b.
Seasonal meteorological conditions;
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c. Meteorological, communication and air traffic facilities, services and
procedures;
d.
Search and rescue procedures; and
e. Navigational facilities associated with the route along which the
flight is to take place.
1.2 Depending on the complexity of the route, as assessed by the operator,
the following methods of familiarisation shall be used:
2.
a.
For the less complex routes, familiarisation by self-briefing with
route documentation, or by means of programmed instruction; and
b.
For the more complex routes, in addition to sub-paragraph 1.2.a
above, in-flight familiarisation as a pilot in command, co-pilot or
observer under supervision, or familiarisation in an approved flight
simulator using a database appropriate to the route concerned.
Aerodrome competence
2.1. The Operations Manual shall specify a method of categorisation of
aerodromes and specify the requirements necessary for each of these
categories. If the least demanding aerodromes are Category A, Category
Band C would be applied to progressively more demanding aerodromes. The
Operations Manual shall specify the parameters, which qualify an aerodrome
to be considered Category A and then provide a list of those aerodromes,
categorised as B or C.
2.2. All aerodromes to which an operator operates shall be categorised in
one of these three categories. The operator's categorisation shall be
acceptable to the BCAA.
3.
Category A. An aerodrome, which satisfies all of the following requirements:
a.
An approved instrument approach procedure;
b.
At least one runway with no performance limited procedure for take-off
and/or landing;
c.
Published circling minima not higher than 1000 feet above aerodrome
level; and
d.
Night operations capability.
4. Category B. An aerodrome, which does not satisfy the Category A
requirements or which requires extra considerations such as:
a.
Non-standard approach aids and/or approach patterns; or
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b.
Unusual local weather conditions; or
c.
Unusual characteristics or performance limitations; or
d.
Any other relevant considerations including obstructions, physical
layout, lighting etc.
Prior to operating to a Category B aerodrome, the commander shall be
briefed, or self- briefed by means of programmed instruction, on the
Category B aerodrome(s) concerned and shall certify that he has carried
out these instructions.
5. Category C. An aerodrome, which requires additional considerations to a
Category B aerodrome.
Prior to operating to a Category C aerodrome, the commander shall be
briefed and visit the aerodrome as an observer and/or undertake instruction
in a flight simulator approved by the BCAA for that purpose. This instruction
shall be certified by the operator.
AMC 5
OPERATION ON MORE THAN ONE TYPE OR VARIANT
See Chapter XII
Terminology
1. The terms used in the context of the requirement for operation of more than
one type or variant have the following meaning:
a.
Base aeroplane. An aeroplane, or a group of aeroplanes, designated by
an operator and used as a reference to compare differences with other
aeroplane types/variants within an operator's fleet.
b.
Aeroplane variant. An aeroplane, or a group of aeroplanes, with the
same characteristics but which have differences from a base aeroplane
which require additional flight crew knowledge, skills, and or abilities that
affect flight safety.
c.
Credit the acceptance of training, checking or recent experience on one
type or variant as being valid for another type or variant because of
sufficient similarities between the two types or variants.
d.
Differences training. See Chapter IV (a)(1)
e.
Familiarisation training. See Chapter IV (a)(2)
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2.
AMC/IEM
f.
Major change. A change, or changes, within an aeroplane type or
related type, which significantly affect the flight crew interface with the
aeroplane (e.g. flight characteristics procedures, design/number of
propulsion units, change in number of required flight crew).
g.
Minor change. Any change other than a major change.
h.
Operator Difference Requirements (ODR). A formal description of
differences between types or variants flown by a particular operator.
Training and checking difference levels
a.
level A
i. Training. Level A training can be adequately addressed through
self-instruction by a crewmember through page revisions, bulletins or
differences handouts. Level A introduces a different version of a system
or component, which the crewmember has already shown the ability to
use and understand. The differences result in no, or only minor,
changes in procedures.
ii. Checking. A check related to differences is not required at the time
of training. However, the crewmember is responsible for acquiring the
knowledge and may be checked during proficiency checking.
b.
level B
i. Training. Level B training can be adequately addressed through
aided instruction such as slide/tape presentation, computer based
instruction, which may be interactive, video or classroom instruction.
Such training is typically used for part-task systems requiring knowledge
and training with, possibly, partial application of procedures (e.g. fuel or
hydraulic systems etc.).
ii. Checking. A written or oral check is required for initial and
recurrent differences training.
c.
level C
i. Training. Level C training can be accomplished only by use of
"hands on" systems training devices. The differences affect skills,
abilities as well as knowledge but do not require the use of "real time"
devices. Such training covers both normal and non-normal procedures
(for example for flight management systems) and may utilise system
simulators, cockpit procedures trainers or other part-task trainers.
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ii. Checking. A system device used for training level C or higher is
required for a check of initial and recurrent training. The check shall
utilise a dynamic flight environment such as the demonstration of the
use of a flight management system. Manoeuvres not related to the
specific task do not need to be tested.
d.
level D
i. Training. Level D training addresses differences affecting
knowledge, skills and abilities for which training can only be given in a
simulated flight environment involving, "real time" flight manoeuvres for
which the use of a single system device would not suffice but for which
motion and visual clues are not required. Such training would typically
involve a flight-training device as defined in JAR-STD Part 3.
ii. Checking. A proficiency check for each type or variant shall be
conducted following both initial and recurrent training. However, credit
may be given for manoeuvres common to each type or variant and need
not be repeated. Items trained to level D differences may be checked in
flight training devices. Level D checks will therefore comprise at least a
full proficiency check on one type or variant and a partial check at this
level on the other.
e.
Level E
i. Training. Level E provides a realistic and operationally oriented
flight environment achieved only by the use of Level C or D Full Flight
Simulators, or the aeroplane itself. Level E training shall be conducted
for types and variants, which are significantly different from the base
aeroplane and/or for which there are significant differences in handling
qualities.
ii. Checking. A proficiency check on each type or variant shall be
conducted in a level C or D full flight simulator or the aeroplane itself.
Either training or checking on each Level E type or variant shall be
conducted every 6 months. If training and checking are alternated, a
check on one type or variant shall be followed by training on the other so
that a crewmember receives at least one check every 6 months and at
least one check on each type or variant every 12 months.
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AMC 6
METHODOLOGY - USE OF OPERATOR DIFFERENCE
REQUIREMENT (ODR) TABLES
See Chapter XII (b)
See also IEM 4
1.
General
Use of the methodology described below is acceptable to the BCAA as a
means of evaluating aeroplane differences and similarities to justify the
operation of more than one type or variant, and when credit is sought.
2.
ODR Tables
Requirements (ODR), preferably presented in, tabular format, constitute part
of the justification for operating more than one type or variant and also the
basis for the associated differences/familiarisation training for the flight crew.
3.
The ODR Tables shall be presented as follows:
3.1. Table 1 – ODR 1 – GENERAL
BASE AEROPLANE :
DIFFERENCE AEROPLANE
COMPLIANCE METHOD
GENERAL
DIFFERENCES
FLT
CHAR
PROC
CHNG
General
Description
Of
aircraft
(dimensions
weight,
limitations,
etc.)
Identification of the
relevant differences
between the base
aeroplane and the
difference
aeroplane
Impact
on
flight
characteristics
(performance
and/or
handling)
Impact on
procedures
(Yes
or
No)
Training
Checking
Assessment of the
according to table 4
Recent
Experience
difference
levels
3.2. Table 2 – ODR 2 – SYSTEMS
BASE AEROPLANE :
DIFFERENCE AEROPLANE
GENERAL
DIFFERENCES
Brief
description of
systems an
subsystems
classified
according to
the ATA 100
index
List of differences
for each relevant
subsystem
between the base
aeroplane and the
difference
aeroplane.
COMPLIANCE METHOD
FLT
CHAR
PROC
CHNG
Impact
on
flight
characteristics
(performance
and/or
handling)
Impact on
procedures
(Yes
or
No)
Training
Checking
Assessment of the
according to table 4
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3.3. Table 3 – ODR 3 – MANOEUVRES
BASE AEROPLANE :
DIFFERENCE AEROPLANE
GENERAL
DIFFERENCES
Described
according to
phase
of
flight (gate,
taxi,
flight,
taxi, gate).
List of relevant
differences for each
manoeuvre
between the base
aeroplane and the
difference
aeroplane.
4.
COMPLIANCE METHOD
FLT
CHAR
PROC
CHNG
Impact
on
flight
characteristics
(performance
and/or
handling)
Impact on
procedures
(Yes
or
No)
Training
Checking
Assessment of the
according to table 4
Recent
Experience
difference
levels
Compilations of ODR Tables
4.1. ODR 1 -Aeroplane general
The general characteristics of the difference aeroplane shall be compared
with the base aeroplane with regard to:
i.
General dimensions and aeroplane design
ii.
Flight deck general design;
iii.
Cabin layout;
iv.
Engines (number, type and position);
v.
Limitations (flight envelope).
4.2. ODR 2- Aeroplane systems
Consideration shall be given to differences in design between the difference
aeroplane and the base aeroplane. This comparison shall be completed using
the ATA 100 index to establish system and subsystem classification and then
an analysis performed for each index item with respect to main architectural,
functional and/or operations elements, including controls and indications on
the systems control panel.
4.3. ODR 3- Aeroplane manoeuvres (operational differences)
Operational differences encompass normal, abnormal and emergency
situations and include any change in aeroplane handling and flight
management, It is necessary to establish a list of operational items for
consideration on which an analysis of differences can be made. The
operational analysis shall take the following into account::
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i.
Flight deck dimensions (e.g. size, cut-off angle and pilot eye
height);
ii.
Differences in controls (e.g. design, shape, location, function);
iii.
Additional or altered function (flight controls) in normal or abnormal
conditions;
iv.
Procedures;
v.
Handling qualities (including inertia) in normal and abnormal
configurations;
vi.
Performance in manoeuvres;
vii.
Aeroplane status following failure;
viii.
Management (e.g. ECAM, EICAS, navaid selection, automatic
checklists).
4.4. Once the differences for ODR 1, ODR 2 and ODR 3 have been
established, the consequences of differences evaluated in terms of Flight
Characteristics (FLT CHAR) and Change of Procedures (PROC CHNG) shall
be entered into the appropriate columns.
4.5. Difference Levels -crew training, checking and currency
The final stage of an operator's proposal to operate more than one type
or variant is to establish crew training, checking and currency
requirements. This may be established by applying the coded difference
levels from Table 4 to the Compliance Method column of the ODR
Tables.
5. Differences items identified in the ODR systems as impacting flight
characteristics, and/or procedures, shall be analysed in the corresponding ATA
section of the ODR manoeuvres. Normal, abnormal and emergency situations
shall be addressed accordingly.
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6.
AMC/IEM
Table 4 - DIFFERENCE LEVELS VERSUS TRAINING
Difference Level
Method/Minimum Training Device
A: Represents knowledge requirement
Self-Instruction through operating bulletins or
differences handouts.
B: Aided instruction is required to ensure crew
understanding, emphasis issues, aid retention of
information, or:
Aided instruction with partial application of
procedures.
C: For variants having part task differences
affecting skills or abilities as well as knowledge.
Training device required to ensure attainment and
retention of crew skills.
D: Full task differences affecting knowledge, skills
and/or abilities requiring devices capable of
performing flight manoeuvres.
E: Full tasks differences requiring high fidelity
environment to attain and maintain knowledge
skills and abilities.
Aided instruction e.g. computer based training
(CBT), classroom instruction or videotapes.
Interactive CBT.
System device
Flight Training Device
(JAR-STD Part 2)
Full Flight Simulator Level C
(JAR-STD Part 1)
Note: Levels A and B require familiarisation training, levels C, D and E require differences training.
For level E, the nature and extent of the differences may be such that it is not possible to fly both
types or variants with a credit in accordance with Appendix 1 to JAR-OPS 1.980, sub-paragraph
(d)(7).
IEM 4
OPERATION ON MORE THAN ONE TYPE OR VARIANT PHILOSOPHY AND CRITERIA
See Chapter XII (b)
1.
Philosophy
1.1. The concept of operating more than one type or variant depends upon
the experience, knowledge and ability of the operator and the flight crew
concerned.
1.2. The first consideration is whether or not the two aeroplane types or
variants are sufficiently similar to allow the safe operation of both.
1.3. The second consideration is whether or not the types or variants are
sufficiently similar for the training, checking and recent experience items
completed on one type or variant to replace those required on the similar type
or variant. If these aeroplanes are similar in these respects, then it is possible
to have credit for training, checking and recent experience. Otherwise, all
training, checking and recent experience requirements prescribed in this
circular shall be completed for each type or variant within the relevant period
without any credit. ,
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2.
AMC/IEM
Differences between aeroplane types or variants
The first stage in any operator's submission for crew multi-type or variant
operations is to consider the differences between the types or variants. The
principal differences are in the following three areas:
a. level of technology. The level of technology of each aircraft type or
variant under consideration encompasses at least the following design
aspects:
i. Flight deck
manufacturer);
layout
(e.g.
design
philosophy
chosen
ii.
Mechanical versus electronic instrumentation;
iii.
Presence or absence of Flight Management System (FMS);
by
a
iv.
Conventional flight controls (hydraulic, electric or manual controls)
versus fly-by-wire;
v.
Side-stick versus conventional control column;
vi.
Pitch trim systems;
vii. Engine type and technology level (e.g. jet/turboprop/piston, with or
without automatic protection systems.
b. Operational differences. Consideration of operational differences
involves mainly the pilot machine interface, and the compatibility of the
following:
i.
Paper checklist versus automated display of checklists or
messages (e.g. ECAM, EICAS) during all procedures;
ii.
Manual versus automatic selection of navaids;
iii.
Navigation equipment;
iv.
Aircraft weight and performance.
c. Handling characteristics. Consideration of handling characteristics
includes control response, crew perspective and handling techniques in all
stages of operation. This encompasses flight and ground characteristics as
well as performance influences (e.g. Number of engines). The capabilities of
the autopilot and auto thrust systems may affect handling characteristics as
well as operational procedures.
3. Training, checking and crew management. Alternating training and
proficiency checking may be permitted if the submission to operate more than one
type or variant shows clearly that there are sufficient similarities in technology,
operational procedures and handling characteristics.
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4. An example of completed ODR tables for an operator's proposal for flight
crews to operate more than one type or variant may appear as follows:
Table 1 - ODR 1 -AEROPLANE GENERAL
BASE AEROPLANE: “X”
DIFFERENCE AEROPLANE: “Y”
GENERAL
Flight deck
Cabin
DIFFERENCES
FLT
CHAR
Same flight deck
arrangement,
2
observes seats on
“Y”
“Y” max certificated
passenger
capacity: 335, “X”:
179
COMPLIANCE METHOD
PROC
CHNG
Training
Checking
Recent
Experience
NO
NO
A
/
/
NO
NO
A
/
/
Table 2 – ODR 2 – AEROPLANE SYSTEMS
BASE AEROPLANE: “X”
DIFFERENCE AEROPLANE: “Y”
SYSTEMS
21 Air
conditioning
22 Auto flight
DIFFERENCES
FLT
CHAR
- Trim air system
- Packs
Cabin temperature
-FMGS architecture
-FMBES functions
-Reversion modes
NO
NO
NO
NO
NO
NO
COMPLIANCE METHOD
PROC
CHNG
Training
Checking
Recent
Experience
B
B
B
B
C
D
B
C
D
B
C
D
YES
NO
YES
NO
YES
YES
23
communications
Table 3 – ODR 3 – MANŒUVRES
BASE AEROPLANE: “X”
DIFFERENCE AEROPLANE: “Y”
MANOEUVRES
Taxi
Take-off
DIFFERENCES
-Pilot eye height,
turn radius.
-Two engine taxi
(1&4)
Flight
Characteristics in
ground law.
Rejected take-off
Reverser actuation
logic
Take-off engine
failure
-V1/Vr split
-Pitch
attitude/lateral
control
FLT
CHAR
COMPLIANCE METHOD
PROC
CHNG
Training
Checking
Recent
Experience
YES
NO
D
D
/
NO
NO
A
/
/
YES
NO
E
E
E
YES
NO
D
D
D
YES (P)*
YES (H)*
NO
NO
B
E
B
E
B
*P = Performance, H = Handling.
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