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OPERATIONS MANUAL
PART D : TRAINING
This Operations Manual is produced by AIR ALGERIE Flight Operations Direction. It is based
on the Algerian CAA (DACM) Requirements (e.g. Instructions N° 020 of January 4th 2006, N°
425 of February 27th 2005…etc.).

The content of this manual is approved / accepted by the Algerian Civil Aviation Authority.

In case of conflict with the applicable national regulations or any variance with Flight or
Technical manuals, the latter apply.

Any questions with respect to information contained in this manual should be in writing,
directed to the Chief Pilot Training.

AIR ALGERIE
FLIGHT OPERATIONS DIRECTION
Chief Pilot Training,
HOUARI BOUMEDIENE INTERNATIONAL AIRPORT.
16100. ALGIERS
ALGERIA

Phone / Fax : +213 21 509 229

E-mail : flighttraining@airalgerie.dz

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STRUCTURE OF MANUAL Chapter SOM Page 1
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Chapter Number Chapter Title

LEP List of Effective Pages

RNR Record of Normal Revisions

RETR Record of Effective Temporary Revisions

RH Revision Highlights

0 Administration and Control

1 Organization, Responsibilities and Training Staff Requirements

2 Quality System

3 Flight Training Policies and Procedures

4 Conversion Training and Checking

5 Supplementary Training

6 Recurrent Training and Checking - Flight Crew

7 Command Upgrade Training

8 Ab-initio Training

9 Training for Transportation of Dangerous Goods

10 Security Training

11 Assessment and Grading System

12 Training Syllabi

13 Training and Check Forms

14 Cabin Crew Training and Checking

15 Flight Dispatch Training and Checking

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RECORD OF NORMAL REVISIONS Chapter RNR Page 1
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Revision to this Operations Manual shall be made by all authorized users without delay. After inserting the
revision enter the appropriate data in the revision sheet below. The compliance has to be signed under
“Inserted By” column. Revision will be issued at irregular intervals, retain this revision sheet until officially
replaced.

REV. N° REVISION DATE DATE FILED INSERTED BY

00 JUN 2012
01 SEP 2012
02 JUL 2014
03 JUL 2016
04 SEP 2016
05 APR 2017
06 JUL 2018

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RECORD OF EFFECTIVE TEMPORARY REVISIONS Chapter RETR Page 1
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Temporary Revisions to this manual shall be inserted by the authorized user without delay. After inserting the
Temporary Revision enter the appropriate data in the revision sheet below. The compliance has to be signed
under “Inserted By” column. Revision will be issued at irregular intervals. Retain this Revision sheet until
officially replaced.

TR. N° ISSUE DATE DATE FILED INSERTED BY

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 EDITION N° : 03
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TABLE OF CONTENTS Chapter 0 Page 1
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CHAPTER 0 – ADMINISTRATION AND CONTROL

0.1. PREAMBLE…………………………………………………………………………………………………………….3

0.2. INTRODUCTION……………………………………………………………………………………………………. 4

0.2.1. Supporting Documents and Publications………………………………………………………………… 4

0.2.2. Editorial Conventions…………………………………………………………………………………………4
0.2.3. Abbreviations………………………………………………………………………………………………. 5
0.2.4. Definitions……………………………………………………………………………………………………..7
0.2.5. Synonyms…………………………………………………………………………………………………….10

0.3. SYSTEM OF AMENDMENT AND REVISION…………………………………………………………………….12

0.3.1. Manual Holder Responsibility………………………………………………………………………………12

0.3.2. Manual Distribution………………………………………………………………………………………….12
0.3.3. Non-authorized Copies……………………………………………………………………………………..12
0.3.4. Handwritten Amendments…………………………………………………………………………………..
12
0.3.5. Pagination…………………………………………………………………………………………………….13
0.3.6. Revisions…………………………………………………………………………………………………….14
0.3.7. How to Insert a Revision……………………………………………………………………………………..
14

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
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PREAMBLE Chapter 0 Page 3
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0.1. PREAMBLE Training of equipment 'specific procedures' for

issuing any amendments if required to the OM Part
The OM Part “D” is an AIR ALGERIE controlled
'D' specific.
document approved by the DACM clearly outlining
the policies and procedures governing the The training policies as stated herein are regarded
principles involved in the training of the Flight Crew by the DACM as the primary indication of the
and the Cabin crew. This document has been standards of training and testing to be achieved by
formulated keeping in view the requirements faced AIR ALGERIE; therefore only documents
by the unprecedented expansion as well as to authorized and published by AIR ALGERIE are to
keep up with the ongoing training demands for the be used by the appointed training personnel for
coming years in order to achieve at all times, the crew training and examination purposes. These
highest standards in the aviation industry. policies may be used in tandem with the
'Standards' policy as approved and issued for the
No specific technical details and operating
reference of the Standards Check Instructors."
information for instruction purposes have been
included herein, rather it is concise in its purpose
of giving formal expression to AIR ALGERIE
training requirements for guidance on these
matters to the instructors.
It is AIR ALGERIE policy that the checking and
training of flight crew shall take place whenever
possible in an approved flight simulator or during
normal route operations.
However, flight crew are not authorized to carry out
maneuvers involving asymmetric flight or any other
departure from normal operating procedures
during en-route training on revenue flights.
The policies as stated in the Part 'D' are in line with
the requirements of the DACM, as well as entails
additional requirements of AIR ALGERIE involved
in the selection criterion of the Instructors,
requirements that cover the simulator and aircraft
endorsements recurrent cyclic training based on
the 3 yearly JAR module, the ground technical
courses and examinations. In addition it covers the
failure and post failure policies with an endeavor to
provide a fair and transparent opportunity for the
affected pilot.
The Part “D” shall be subject to regular review and
altered at any time if so required with the approval
of the Chief Pilot Training.
Notwithstanding the above these revisions and
alterations shall be incorporated only if so
warranted by changes or revisions in the National
Regulation, otherwise in the interest of continuity it
shall maintain its original approved form.
The concerned Fleet Training Managers shall
remain responsible for advice to the Chief Pilot

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REF : MANEX INTRODUCTION Chapter 0 Page 4

0.2. INTRODUCTION – B767 FCOM/FCTM

The AIR ALGERIE Training manual is issued in – ATR72 FCOM
accordance with the requirements of the DACM. It
– Cabin and Safety Manual
complies with the requirement and all applicable
terms and conditions of Air Operator’s Certificate. The relevant aircraft type volumes are supported
by the manufacturer approved Flight Crew Training
The Training manual defines the Operations
Manual (Program). These manuals provide further
Training department policies and procedures, sets
information about the conduct and training of
minimum Training and Qualifications standards,
operations.
describes the roles and responsibilities of the
Training Management personnel, provides Detailed procedures supporting the day-to-day
guidelines for Training Syllabi and processes, and application of policies and practices are described
is the primary source of reference out of which all in this manual.
training documents and processes flow.
0.2.2. Editorial Conventions
This manual addresses the training, qualification,
checking and certification requirements for Flight The following terms are used throughout the
and Cabin crews, and use for those Flight manual. Their meaning is defined as below :
Operations personnel assigned to operational
duties in connection with the training of flight and – “Shall” or “Must” means that the application
cabin crew. All Instructors shall comply with it. of the criteria is mandatory.

Note: Flight and Cabin crew to only use – “Should” means that the application of the
documentation provided by the company criteria is recommended.
for training and Line Operations. – “May” means that the application of the criteria
Note: Where information in this manual is at is optional.
variance with Technical data and – “Will” indicates a mandatory requirement and
Operations Manual Part A : General/Basic, serves to advise that action is incumbent on the
the lattest shall be regarded as the Authority.
authoritative sources.
– “the Authority” means the DACM.
The language used throughout the manual is – “He / She” the pronoun ‘he’ is used throughout
English. for ease of reading.
Responsibility for the contents of Operations – “the Company” means AIR ALGERIE.
Manual Part D: Training, and their proper
Implementation, rests with Chief Pilot Training who – “Suitably qualified” means having the
is the required nominated Postholder. required experience, qualifications and training
to conduct training in accordance with the
0.2.1. Supporting Documents and Publications provisions required by the Authority.

Detailed syllabi and further information regarding – “Training Captain” is a generic term referring
the content and conduct of Training courses is to a TRE, TRI and LTC.
described in the relevant Flight Crew Training and – “Ground Instructor” is a generic term referring
Operating Manuals. The following volumes are to to an suitably qualified CRMI, SFI, TRI, SFE,
be considered as Annexes to the Operations TRE or other nominated and authorized person
Manual Part D : conducting ground or classroom based
– OM D Volume 2 “Type Rating Syllabi”. instructional duties.

– A330 FCOM/FCTM – “Check” normally indicates that the exercise

referred to is a mandatory simulator or airplane
– B737 FCOM/FCTM assessment.

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– “Examination” normally indicates a ground CQB Central Question Bank

based or classroom test of knowledge.
CRM Crew Resource Management
– “Evaluation” normally indicates a non-
Crew Resource Management
mandatory simulator or airplane assessment. CRMI
Instructor
– Low Visibility Operations (LVOPS) may be
Direction de l’Aviation Civile et de la
termed All Weather Operations (AWOPS) in DACM
Météorologie (Algerian CAA)
other manuals.
DG Dangerous Goods
0.2.3. Abbreviations EFB Electronic Flight Bag
The following list contains abbreviations used in Extended Range Twin Engine
the Training Manual (also refer to Operations ETOPS
Operations
Manual Part A : General/Basic, Chapter 0)
F/A Flight Attendant
A/C Aircraft FANS Future Air Navigation System
A330 Airbus 330-200 FBS Fixed-Base Simulator
AH Alert Height FBW Fly By Wire
AMC Acceptable Means of Compliance FCL Flight Crew Licensing
AME Authorized Medical Examiner FCOM Flight Crew Operating Manual
AOC Air Operator‘s Certificate FCTM Flight Crew Training Manual
APU Auxiliary Power Unit FD Flight Director
ATC Air Traffic Control FFS Full Flight Simulator
ATE Agent Technique d’Exploitation FGCP Flight Guidance Control Panel
ATO Approved Training Organization FL Flight Level
ATP Airline Transport Pilot FLC Final Line Check
ATPL Airline Transport Pilot License Flight and Navigation Procedures
FNPT
Trainer
ATR ATR72-500
FOA Flight Operations Assistant
AWO All Weather Operations
FSTD Flight Simulation Training Device
B737 BOEING 737-600/800
FTM Fleet Training Manager
B767 BOEING 767-300
FTO Flying Training Organization
B-RNAV Basic Area Navigation
GI Ground Instructor
CAA Civil Aviation Authority
GPS Global Positioning System
CBT Computer-Based Training
HPL Human Performance and Limitations
CCQ Cross Crew Qualification
HR Human Resources
CFIT Controlled Flight Into Terrain
International Civil Aviation
CFOO Chief Flight Operations Officer ICAO
Organization
CM1or Crew member in the left-hand (1) or Interpretative and Explanatory
2 right-hand seat (2) IEM
Material
CPL Commercial Pilot License IFR Instrument Flight Rules
CPT Chief Pilot Training ILS Instrument Landing System

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IMC Instrument Meteorological Conditions PIC Pilot-in-Command

IR Instrument Rating PICUS Pilot-in-Command under Supervision
JAA Joint Aviation Authorities PM Pilot Monitoring
JAR Joint Aviation Requirements PNF Pilot Not Flying
JAR JAR Flight Crew Licensing PRM Precision Radar Monitor
FCL Requirements (JAR-FCL) PRNAV Precision Area Navigation
JAR JAR Synthetic Training Device R/T Radiotelephony
STD Requirements
RHS Right Hand Seat
LC Line Check RNAV Area Navigation
LEP List of Effective Pages RNP Required Navigation Performance
LFUS Line Flying Under Supervision RVR Runway Visual Range
LI Line Instructor RVSM Reduced Vertical Separation Minima
LOFT Line Oriented Flight Training SE Single Engine
LST Line Skill Test SEP Safety and Emergency Procedures
LT Line Training SFE Synthetic Flight Examiner
LTC Line Training Captain SFI Synthetic Flight Instructor
LVOPS Low Visibility Operations SIM Simulator
LVP Low Visibility Procedures STD Synthetic Training Device
LVTO Low Visibility Take-off TAC Temporary Airman’s Certificate
MCC Multi-Crew Co-operation TC Training Captain
MCP Mode Control Panel TCAS Terminal Collision Avoidance System
ME Multi-engine Technicien de Navigation Aériennes /
TNA/O
MEL Minimum Equipment List Opérations
MFF Mixed Fleet Flying TR Temporary Revision
MFTD Maintenance Flight Training Device TRE Type Rating Examiner
MMEL Master Minimum Equipment List TRI Type Rating Instructor
Minimum Navigation Performance VDP Visual Descent Point
MNPS
Specification VFR Visual Flight Rules
MPA Multi-Pilot Airplanes VMC Visual Meteorological Conditions
MTOW Maximum Take-off Weight ZFTT Zero Flight Time Training
NM Nautical Miles
OTD Other Training Devices
PC Proficiency Check
PCU Power Control Unit
PEC Pressure Error Correction
PF Pilot Flying
PI Performance Instructor

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0.2.4. Definitions
The following definitions are used in the Training manual. This list might not cover all definitions.

Alert Height The Alert Height is a specific radio height, based on the characteristics of the
airplane and its fail-operational landing system. In operational use, if a failure
occurred above the Alert height in one of the redundant operational systems in the
airplane (including, where appropriate, ground roll guidance), the approach would
be discontinued and a go-around executed, unless reversion to a higher decision
height is possible. If a failure in one of the required redundant operational systems
occurred below the alert height, it would be ignored and the approach continued.
Category (of aircraft) Categorization of aircraft according to specified basic characteristics, e.g. airplane,
helicopter, glider, free balloon.
Competency A combination of skills, knowledge and attitude required to perform a task to the
prescribed standard.
Competency Element An action that constitutes a task that has a triggering and a terminating event that
clearly defines its limits, and an observable outcome.
Competency Unit A discrete function consisting of a number of competency elements.
Credit Recognition of alternative means or prior qualifications.
Cross-country A flight between a point of departure and a point of arrival following a pre-planned
route using standard navigation procedures.
Conversion (of a The issue of a license on the basis of a license issued by an ICAO contracting
license) State.
Decision Height Decision Height is the wheel height above the runway elevation, by which a go-
around must be initiated, unless adequate visual reference has been established,
and the aircraft position and approach path have been assessed as satisfactory to
continue the approach and land in safely.
Dual instruction time Flight time, or instrument ground time, during which a person is receiving flight
instruction from a properly authorized Instructor.
Error An action or inaction by the flight crew that leads to deviations from organizational
or flight intentions or expectations.
Error Management The process of detecting and responding to errors with countermeasures that
reduce or eliminate the consequences of errors, and mitigate the probability of
errors or undesired aircraft states.
Flight Engineer A person who complies with the requirements of DACM for the issue of a Flight
Engineers License.
Flight time The total time that an aircraft first moves under its own power, or commences
push-back, for the purpose of taking off, until the moment it is parked at the end of
the flight.
Go-around A go-around is the transition from an approach to a stabilized climb.
Instrument time Instrument flight time or instrument ground time.

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Instrument flight time Time during which a pilot is controlling an aircraft in flight solely by reference to
instruments.
Instrument ground time Time during which a pilot is receiving instruction in simulated instrument flight in
Synthetic Training Devices (STDs).
Multi-crew co-operation The functioning of the flight crew as a team of co-operative members, led by the
Pilot-in-Command.
Multi-pilot airplanes Airplanes certificated for operation with a minimum flight crew of at least 2 pilots
Night The period between the end of evening civil twilight and the beginning of morning
civil twilight, or such other period between sunset and sunrise as may be
prescribed by the appropriate Authority.
Other Training Devices Training aids other than Full Flight Simulators (FFS), Flight Training Devices
(OTD) (FTD) or flight and navigation procedures trainers (FNPT), which provide means
for training where a complete simulation of the flight deck environment is not
necessary.
Performance Criteria A simple, evaluative statement on the required outcome of the competency
element and a description of the criteria used to judge if the required level of
performance has been achieved.
Pilot-in-command under Co-pilot performing, under the supervision of the pilot-in-command, the duties and
supervision functions of a pilot-in-command, provided that the method of supervision
employed is acceptable to the DACM.
Private pilot A pilot who holds a license which prohibits the piloting of aircraft in operations for
which remuneration is given.
Professional pilot A pilot who holds a license which permits the piloting of aircraft in operations for
which remuneration is given.
Proficiency Checks Demonstrations of skill, including such oral examinations as the Examiner may
require, conducted to re-validate or renew ratings.
Rating An entry in a license stating special conditions, privileges or limitations pertaining
to that license.
Ready Entry Pilot New-hire pilot with license qualifications and experience that satisfy Company
recruitment policies (and which are acceptable to DACM), and already type-rated
for the airplane on which he will be operating with AIR ALGERIE.
Renewal (of a Rating The administrative action taken after a rating or approval has lapsed, which
or Approval) renews the privileges of the rating or approval for a further specified period,
consequent upon fulfillment of the applicable renewal requirements.
Revalidation (of a The administrative action taken, within the period of validity of a rating or approval,
Rating or Approval) which allows the holder to continue to exercise the privileges of that rating or
approval for a further specified period, consequent upon fulfillment of the
applicable revalidation requirements.
Route sector A flight comprising take-off, departure, cruise of not less than 15 minutes, arrival,
approach and landing phases.
Single-pilot airplanes Airplanes certificated for operation by one pilot.

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Skill tests Skill tests are demonstrations of skill for initial issue of a license or rating,
including such oral examinations as the Examiner may require.
Solo flight time Flight time during which a student is the sole occupant of the aircraft.
Synthetic Flight Instructor authorized by DACM to undertake the training duties assigned to a TRI,
Instructor (SFI) with the exception of line training in the airplane.
Synthetic Flight Examiner authorized by DACM to conduct all the checking duties of a TRE, with
Examiner (SFE) the exception of checks conducted in the airplane.
Threat Events or errors that occur beyond the influence of the flight crew, increase
operational complexity and which must be managed to maintain the margin of
safety.
Threat Management The process of detecting and responding to the threats with countermeasures that
reduce or eliminate the consequences of threats, and mitigate the probability of
errors or undesired aircraft states.
Type (of aircraft) All aircraft of the same basic design, including all modifications except those
modifications which result in a change of handling, flight characteristics or flight
crew compliment.
Type Rating Instructor Instructor authorized by DACM to undertake the training duties specified in
(TRI) Chapter 1.
Type Rating Examiner Examiner authorized by DACM to conduct the checking duties specified in
(TRE) Chapter 1.

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REF : MANEX INTRODUCTION Chapter 0 Page 10

0.2.5. Synonyms
The words in the left column are used in this manual. They are equal in meaning to the words in the right
column. Due to the lack of standardization of terminology, the following list of synonyms cross-references the
terms used in this manual with the terms which may be encountered in the operation.

Terms used in this manual Synonyms

About Approximately
Aerodrome Airport
AFM Airplane Flight Manual (The OM-B as accepted by the DACM
includes the relevant contents of the AFM)
Airplane Airplane, aircraft
At the same time Simultaneously
Authorisation Authorization
Baggage Luggage
Before Prior
CAT 1, 2 and 3 Category 1, 2, 3
CFOO DOA (Directeur des Opérations Aériennes)
Commander Pilot-in-command, pilot in command, PIC, CP, CPT, Cpt, Captain
Copilot Co-Pilot, Co-pilot, First Officer, FO, F/O
Country State
Crewmember crew member, crew-member
Datalink ACARS
Dead-Head Flight crew member travelling as passenger, proceeding
EDP Electronic Data Processing
En-Route Enroute, en route
Evacuation Route Emergency escape path
Familiarization Familiarization

All persons on the flight deck, responsible for the conduct of the
Flight Crew
flight: commander, first officer, flight engineer

Flight deck Flight-deck, cockpit

FOA TNA/O
Go-around G/A, go around, go-round
Hand baggage Hand luggage, carry-on baggage
If possible Preferably
Licence License
Limit Limitation

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Terms used in this manual Synonyms

Limited Restricted
Live vest Life jacket
New Hire Ready-entry, Direct entry
Next Following, subsequent
Previous Preceding
Programme(s) Program(s)
Quantity Amount
Seat belts Safety belts
Sector Leg
Stair / Jetway Stairs, steps
Standardization Standardization
Stand-by Standby
Sufficient Adequate
Take-off T/O, take off
To allow To permit
To board To embark
To deboard To disembark
To enter To write, to fill in
To file To keep (documents)
To get To obtain
To load To stow
To observe To watch
To off-load To unload
To replace To exchange (parts)
To send to To distribute, to submit, to transmit
To stay To remain
Transport Carriage
Weight Mass

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REF : MANEX SYSTEM OF AMENDMENT AND REVISION Chapter 0 Page 12

0.3. SYSTEM OF AMENDMENT AND REVISION copy numbers and the name/appointment as
appropriate.
The responsibility for the control of the Training
Manual is Chief Pilot Training who authorizes all
0.3.3. Non-authorized Copies
amendments as required by the Company or the
DACM. Non-authorized copies shall not be used for
performing of Flight Operations duties.
All amendments shall be forwarded to the DACM
for an approval before publication. After receiving
0.3.4. Handwritten Amendments
the approval of the DACM the amendments shall
be issued to an authorized holder through the Handwritten amendments shall not be used
Flight Operations Library. throughout the Operations Manual.
If time does not permit to receive prior approval of
the DACM, information requiring immediate
notification or safety related items will be issued by
a Temporary Revision, which may be incorporated
into the next manual amendments or will be
withdrawn after a defined period of time. In this
case the updated material shall be forwarded to
the DACM as well for approval, but publication of
the revision can go ahead as needed.
All amendments shall be in the form of printed,
replacement pages for the paper copy, or
transmitted electronically for the electronic version.
The Training Manual is not required to be carried
on-board the aircraft. However, the Company will
ensure that a copy is provided for each appointed
member of the training staff and for the DACM.

0.3.1. Manual Holder Responsibility

The manual is issued electronically to all appointed
members of the training staff. Several hard copies
are also distributed to selected appointment
holders and the DACM. The manual holder is
personally responsible to collect his updates from
the Flight Operations Training Department
whenever notified.
All manual holders have a responsibility to notify
the Chief Pilot Training on any errors or anomalies
contained within, by e-mail or using the Feedback
form provided at the end of the manual.

0.3.2. Manual Distribution

The amendments / revisions are distributed to the
authorized users by the Flight Operations Training
Department, which is also responsible to maintain
up-to-date list of manual holders together with their

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REF : MANEX SYSTEM OF AMENDMENT AND REVISION Chapter 0 Page 13

0.3.5. Pagination
A vertical line indicates revised or newly published text on the pages. It will not be used to indicate format or
page number changes.
The header of each page contains :
(10) (9)

EDITION N° : 03
OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 ADMINISTRATION AND CONTROL
SYSTEM OF AMENDMENT AND REVISION Chapter 0 Page 13
REF : MANEX

(1) (2) (3) (4) (5) (6) (7) (8)

– (1) : Manual Reference.

– (2) : Revision Number.
– (3) : Edition Number.
– (4) : Section title.
– (5) : Chapter title.
– (6) : Date of Revision.
– (7), (8) : Chapter and Page Number.
– (9) : AIR ALGERIE Logo.
– (10) : Type of Operations Manual (i.e. OM Part D).

Every Chapter is preceded by a Table of Content for that Chapter.

0.3.6. Revisions

0.3.6.1. Normal Revisions

Issued periodically to cover non-urgent corrections, changes and/or to add new data. They are accompanied
by Filing instructions and an updated LEP.

0.3.6.2. Intermediate Revisions

They are issued between normal revisions to cover the changes. They are numbered in ascending sequence
e.g. 1A, 1B, 1C …, for intermediate revisions issued between normal revision 1 and 2. They are accompanied
by filing instructions and an updated LEP.

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 ADMINISTRATION AND CONTROL
REF : MANEX SYSTEM OF AMENDMENT AND REVISION Chapter 0 Page 14

0.3.6.3. Temporary Revisions

Temporary Revisions (TR) are printed on yellow paper and are issued to cover urgent matters arising between
normal revisions. They are accompanied by filing instructions and an updated list of effective TR.

0.3.7. How to Insert a Revision

0.3.7.1. Filing Instructions

Use the filing instructions as follows:
REMOVE:
The Page must be removed. It may be replaced by new page if associated with an INSERT instruction. If not,
the page is cancelled.

INSERT:
The page must be inserted. If not associated with a REMOVE instruction, the page is new and does not
replace an existing one.

0.3.7.2. List of Effective Pages

The manual after revision must comply with the List of Effective Pages (LEP), which lists all the pages that are
in the manual. The new pages are indicated by ‘N’ and the revised pages by ‘R’.

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 ORGANIZATION, RESPONSIBILITIES AND TRAINING STAFF
TABLE OF CONTENTS Chapter 1 Page 1
REF : MANEX

CHAPTER 1 – ORGANISATION, RESPONSIBILITIES AND TRAINING STAFF REQUIREMENTS

1.1. ORGANIZATION STRUCTURE……………………………………………………..…………………………3

1.1.1. Flight Operations Organization Structure………………………………………….…………….... 3

1.1.2. Training Organization Structure……………………………………………………………………. 3

1.2. DUTIES, RESPONSIBILITIES AND QUALIFICATION REQUIREMENTS……………………………….4

1.2.1. General Duties and Responsibilities………………………………………………….……………..4

1.2.2. Chief Pilot Training…………………………………………………………………….………………5
1.2.3. Fleet Training Manager………………………………………………………………………………..6
1.2.4. Type Rating Examiner and Flight Engineer Examiner……………………………………………….
6
1.2.5. Type Rating Instructor…………………………………………………………………..………………..
7
1.2.6. Line Instructor…………………………………………………………………………………………..8
1.2.7. Synthetic Flight Examiner…………………………………………………………………………….8
1.2.8. Synthetic Flight Instructor……………………………………………………………………………….
9
1.2.9. Ground Instructor…………………………………………………………………………………………
10
1.2.10. CRM Facilitator – Flight and Cabin Crew………………………………………………………………..
10
1.2.11. SEP Instructor……………………………………………………………………………………………
11
1.2.12. First-aid Instructor………………………………………………………………………………………..
12
1.2.13. Dangerous Goods Instructor……………………………………………………………………………
12
1.2.14. Security Instructor……………………………………………………………………………………..
12
1.2.15. Flight Dispatch Instructor……………………………………………………………………………….
13

1.3. SELECTION OF CREW TRAINING STAFF………………………………………………………………….

14

1.3.1. General Selection Criteria……………………………………………………………………………….

14
1.3.2. Training Manpower Requirements………………………………………………………………………
14
1.3.3. Selection Process……………………………………………………………………………………….
15
1.3.4. Selection Interview………………………………………………………………………………………
15
1.3.5. Re-appointments…………………………………………………………………………………………
15

1.4. TRAINING REQUIREMENTS……………………………..…………………………………………………. 16

1.4.1. General…………………………………………………………………………………………………..
16
1.4.2. Syllabus and Contents………………………………………………………………………………..
17
1.4.3. Ground Training……………………………………………………………………………………….
18
1.4.4. Right Hand Seat Training…………………………………………………………………………….
18

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TABLE OF CONTENTS Chapter 1 Page 2
REF : MANEX

1.4.5. Simulator Training………………………………………………………………….……………… 18

1.4.6. Simulator Instructions Training………………………………………………………………………
19
1.4.7. Flight Training……………………………………………………………………………………………
19
1.4.8. Examiner Training…………………………………………………………………………………….19
1.4.9. Base Training Authorization…………………………………………………………………………..
20
1.4.10. Test Flight Authorization…………………………………………………………………………… 20
1.4.11. Ground Instructor Training……………………………………………………………………………
20
1.4.12
Qualification Programme GI…………………………………………………………………………..
20
.
1.4.13
CRM Facilitator………………………………………………………………………………………….
21
.
1.5. REVALIDATION AND RENEWAL……………………………………………………………………………..
23

1.5.1. TRI and TRI(E) Rating………………………………………………………………………………….

23
1.5.2. TRE and TRE(E) Authorisation……………………………………………………………………….
23
1.5.3. SFI and SFI(E) Authorisation………………………………………………………………………….
23
1.5.4. SFE and SFE(E) Authorisation……………………………………………………………………….
24
1.5.5 CRM, DGR, SEP and Security trainer Revalidation and Renewal…………………………………..
24

1.6. PERFORMANCE REQUIREMENTS……………………………………………………………………………..

25

1.6.1. Annual Instructor Evaluations……………………………………………………………………….25

1.6.2. Training and Proficiency Check Record………………………….………………………………. 25

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 ORGANIZATION, RESPONSIBILITIES AND TRAINING STAFF
ORGANIZATION STRUCTURE Chapter 1 Page 3
REF : MANEX

1.1. ORGANIZATION STRUCTURE

1.1.1. Flight Operations Organization Structure

(Refer to OM Part A, Chapter 1.1.3)

1.1.2. Training Organization Structure

(Refer to MANUEL D’ORGANISATION DOA,
Chapter 4.1)

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REF : MANEX DUTIES, RESPONSIBILITIES AND QUALIFICATION REQUIREMENTS Chapter 1 Page 4

1.2. DUTIES, RESPONSIBILITIES AND – Training personnel nominated as a TRI, TRE,

QUALIFICATION REQUIREMENTS SFI or SFE must be approved by the DACM.
– Commanders nominated as Line Instructor (LI)
1.2.1. General Duties and Responsibilities
must be acceptable to the DACM.
Personnel appointed as:
– Training personnel conducting ground school
 Chief Pilot Training instruction must be suitably qualified to conduct
 Fleet Training Manager such training and acceptable to the DACM.
 Type Rating Examiner (TRE) – Where training and check personnel are
 Type Rating Instructor (TRI) required to occupy either pilot’s seat, it is
essential that they are additionally checked and
 Line Instructor (LI)
certified in their normal and emergency duties
 Synthetic Flight Examiner (SFE) in both seats.
 Synthetic Flight Instructor (SFI)
– Training personnel nominated to conduct
 Ground Instructor (GI) mandatory checks shall be authorized by the
 CRM Facilitator DACM. This authorization permits the
 SEP Instructor nominated examiner to conduct the
 First-aid Instructor tests/checks detailed in their authorization.
 Dangerous Goods Instructor Training personnel:
 Security Instructor – Have the responsibility to develop the potential
 Flight Dispatch Instructor and skills of Company pilots.
are subject to the duties, responsibilities and – Are expected to uphold standards and provide
qualification requirements specified in this Chapter. a positive role model to all other personnel.
Chief Pilot Training is responsible for the selection – Are in the best position to monitor the quality of
of potential new Training Captains through an input training and its applicability to normal line
from the respective Fleet Training Manager and operations.
the Chief Pilot of the fleet in a Selection Meeting.
– Should take responsibility for suggesting and
Training appointments will be made in the light of
developing training system and course
individuals’ qualifications, experience, ability and
improvements.
performance with particular regard to the duties
being carried out. – Shall ensure that the records they are required
to be submitted are both accurate and
The Company will decide as and when to appoint
complete. Each item of training has an objective
staff in line with Company business needs.
which should be understood and each trainer
All personnel conducting training or checking on must be aware of the objectives and the
behalf of the Company will be suitably qualified standards required.
and, in certain cases, either accepted or approved
Responsibilities of personnel assigned to Training
by the DACM, according to the following guidance:
and/or Checking duties include :
– Prior to appointment to a training position,
– Carrying out training or conducting checks as
nominees must have been checked in those
directed for the flight crew;
duties applicable to the appointment. A
certificate of competence to conduct the duties – Correcting any procedure not in accordance
of the particular training or checking capacity with the Flight Crew Training Manual
must be verified and evidence retained on the (Program),
individual’s personal training file.

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REVISION N° : 02 ORGANIZATION, RESPONSIBILITIES AND TRAINING STAFF
REF : MANEX DUTIES, RESPONSIBILITIES AND QUALIFICATION REQUIREMENTS Chapter 1 Page 5

– Operations Manual or the requirements of the required checks and training are conducted on
DACM; time.
– Supervising ground and en-route training; – Ensures that the standard of all
pilots/instructors are maintained to a required
– Familiarizing flight crew with the latest
level.
operational procedures;
– If holding the relevant authorization, carrying
out Proficiency Checks / Skill Tests as directed
and Line Checks on behalf of the Company;
– Making proposals for improving safety
standards and efficiency in training and line
operations;
– Completing training and check forms promptly
on completion of the training or check and for
forwarding the completed forms to the
appropriate office;
– Where so qualified, re-validating pilot licenses
(Certificate of Test) as appropriate on
satisfactory completion of a test or check; and
– To submit a report to the Chief Pilot Training or
the concerned Fleet Training Manager in an
event of a failure of a check describing the
circumstances and reasons of the failure, as
well as any recommendations for further
training or any other appropriate remedial
action.

1.2.2. Chief Pilot Training

The Chief Pilot Training is responsible to the Flight
Operations Director for Flight Crew Training.
In addition to the duties and responsibilities given
in the Operations Manual Part A : General/Basic,
he is also responsible for the following functions :
– Development and revision of the Operations
Manual Part D : Training;
– Manage and organize all courseware, training
and check forms, and all the Company training
facilities;
– Maintain all Flight and Cabin crew Training
records and documentation;
– To appoint Training personnel; and
– To ensure, in cooperation with the company's
crew planning section (the flight crew), that all

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REF : MANEX DUTIES, RESPONSIBILITIES AND QUALIFICATION REQUIREMENTS Chapter 1 Page 6

1.2.3. Fleet Training Manager 1.2.4. Type Rating Examiner and Flight
Engineer Examiner (TRE & TRE (E))
JOB PURPOSE
– The Fleet Training Manager (FTM) shall be a 1.2.4.1. Duties and Responsibilities
training Captain holding a valid appropriate type
TREs and TRE(E)s are appointed by the Potholder
rating and a TRE/TRI authorization for the fleet
Crew Training in consent with the relevant Chief
he is current on.
Pilot. The TREs and TRE(E)s have been given a
– To identify the training requirements within the clear statement of their individual duties and
Department and ensure that it is accomplished responsibilities. Each appointee shall be
in a timely manner. responsible for:
JOB DIMENSIONS – Conduct skill test for the issue of type ratings /
ATPL of multi-pilot airplanes;
– Publish, amend and revise AIR ALGERIE
operations manual Part D to set guidelines for – Conduct of proficiency checks for the
training policies. revalidation or renewal for multi-pilot type and
instrument ratings;
– Assure adequate numbers of Examiners/
Instructors are available to cover the training – Correcting any Operational Procedure not in
requirement. accordance with the OM Part A, B, C or D or
any other requirements,
– Develop all training materials.
– Revalidation and/or renewal of instrument rating
– Organize the necessary training for the crew to
skill tests;
acquire and maintain their legal licenses and
qualifications in order to adequately perform – Conduct aircraft training (base training) and
their assigned duties. checks to complete skill test requirements;
– All Simulator and base training activities of the – Conduct Low Visibility Procedure Checks
fleet they are assigned to; Such other duties as (LVTO and CAT 2/3 approaches) in an
are assigned to them by the CPT. approved simulator;
– Day to Day Administration matters within the – Conduct of recurrent and initial Line checks;
training dept.
– Signing licenses and other related
– Attend the selection board and review board documentation required for the revalidation
meetings and recommend to the CPT in terms and/or renewal of MPA type and instrument
of appointments, Promotions, Demotions, ratings.
Dismissal and any other disciplinary action
– Reporting to the Chief Pilot Training, the
within his area of responsibility.
concerned Fleet Training Manager and to the
– Deputize CPT during his absence. Crew Control of any failure of a check through
the quickest available means. A full report must
– Selecting and training Ground Instructors.
be submitted along with the DACM Mandatory
– Standardization of Ground Instructors. Check Failure, describing the circumstances
and reasons of the failure, as well as any
– Develop Ground Courses.
recommendations for further training or any
– Develop Technical Exams. other appropriate remedial action;
– Any other task given by Chief Pilot Training. – Conduct of test flight if so authorized by the
DACM;
– To participate in TRE Workshops, when so
required by the Company and/or DACM; and

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REF : MANEX DUTIES, RESPONSIBILITIES AND QUALIFICATION REQUIREMENTS Chapter 1 Page 7

– Conduct the duties of a LI or TRI, when so – Have 1500 hours as a Fight Engineer with a
required. minimum of 200 hours on type;
– Hold a TRI(E) authorization;
1.2.4.2. Minimum Qualification Requirements
– Have completed and passed the appropriate
An applicant for appointment as a TRE shall satisfy
instructors course as approved by the Authority.
the following requirements :
– holds the license, ratings and any other 1.2.5. Type Rating Instructor
qualification required to operate as the
Commander on the applicable airplane type; 1.2.5.1. Duties and Responsibilities
– has completed 3500 hours flight time as pilot of Type Rating Instructors are appointed by the
multi-pilot airplanes including 500 hours as PIC; Postholder Flight Training in consent with the
relevant Chief Pilot. The TRIs have been given a
– completed 6 months in appointment as TRI in
clear statement of their Individual duties and
the Company; and
responsibilities. Each appointee shall be
– holds or has held a TRI authorization, responsible for:
– qualified to act as PIC on aeroplanes used on – Conduct of simulator training for license
tests / checks, holders, required for the issue of a multi-pilot
airplane type rating, and the instruction required
– Comply with the examiner's standardization
for a Multi Crew Co-operation (MCC) course, in
arrangements approved by the Authority. This
accordance with an approved course syllabus;
includes national requirements, the conduct of
skill tests and proficiency checks, their – Conduct of recurrent simulator training sessions
documentation and reporting and applicable for pilots already qualified on type;
protection requirements for personal data,
– To recommend trainees for a proficiency check
liability etc., and
and/or skill test. In the event that a trainee is not
Successfully complete an Examiner recommended, then he must advise the Chief
Authorisation Acceptance Test supervised by Pilot Training or the concerned Fleet Training
an Inspector of the Authority or by an Examiner Manager through the quickest available means.
specifically authorised by the Authority for this A full report must be submitted describing areas
purpose. The assessment includes the of weakness and recommendations for further
applicant conducting at least one skill test in the training or other appropriate remedial action;
role of an examiner including briefing, conduct and
of the skill lest, assessment of the applicant to
– After ensuring completion of all applicable line
whom the skill test is given, de-briefing and
training requirements, and that a satisfactory
recording / documentation.
level of proficiency and knowledge has been
When transferring to another fleet as a TRE and achieved, recommend a trainee to undergo an
prior approval of the DACM, must complete at initial Line Check.
least 20 sectors or 50 hours operational
– Conduct of line training, in accordance with the
experience, whichever later.
applicable syllabus.
The requirements for authorization as a Flight
1.2.5.2. Minimum Qualification Requirements
Engineer Examiner (TRE(E)) are as follows:
An applicant for appointment as a TRI or TRI(E)
– A Flight Engineer Examiner must be acceptable shall satisfy the following requirements :
to the Authority;
– Hold the license, ratings and any other
– Hold a valid Type Rating; qualification required to operate as the
Commander on the applicable airplane type;

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– Successfully completed an approved TRI achieved, recommend a trainee to undergo a

course at an Approved ATO; line check; and
– Has completed at least 500 hours flight time as – To familiarize pilots with all operational
a PIC on the applicable airplane type; procedures.
– Has completed within the 12 months preceding
1.2.6.2. Minimum Qualification Requirements
the application at least 500 Hours Flight Time;
Captains nominated as line Instructor must be
– Conducted on a complete type rating course at
acceptable to the Authority and require the
least one part related to the duties of a TRI on
following minimum experience:
the applicable type of airplane under the
supervision of a TRI notified by the Authority for – Hold the license, ratings and any other
this purpose, and qualification required to operate as PIC on the
applicable airplane type;
– complete an assessment carried out by the
Authority, – have a current proficiency check for the seat in
which he has to operate;
– Must be acceptable to the DACM as a TRI.
– have completed a simulator and ground course
Before the privileges of a TRI is extended to further relevant to the duties of a Line Training
types of multi-pilot airplanes, the holder shall have : Commander;
– 500 Hours Flight Time on the applicable – Have 5000 hours flying experience of which
airplane type, and completed within the 12 2000 hours are on multi pilot airplanes, and
months preceding the application, at least 15
– A minimum of 200 hours in command on type.
route sectors, to include take-offs and landings
as pilot-in-command or co-pilot on the – Must be acceptable to the Authority as LI;
applicable airplane type, or a similar type as
agreed by the DACM, of which not more than 7 – When upgraded as a Commander then he must
complete at least 1 year and 500 hours
sectors may be completed in a flight simulator;
operational experience on the fleet, whichever
– Satisfactorily completed the relevant technical later.
training content of an approved TRI course.
– A line Training Engineer must be acceptable to
– Conducted on a complete type rating course at the Authority. Flight Engineers nominated as
least 3 hours of flight instruction related to the line Training Engineers must have a minimum
duties of a TRI on the applicable type of of 200 hours on type.
airplane and/or flight simulator under the
supervision and to the satisfaction of a TRI 1.2.7. Synthetic Flight Examiner (SFE & SFE(E))
notified by the DACM for this purpose.
1.2.7.1. Duties and Responsibilities
1.2.6. Line Instructor The duties and responsibilities of a Synthetic Flight
1.2.6.1. Duties and Responsibilities Examiner (SFE & SFE(E)) are as follows :
– Conduct of skill tests in an approved simulator
The duties and responsibilities of a Line Instructor
for the use of type ratings for multi-pilot
(LI) are as follows :
airplanes;
– Conduct of line training in accordance with the
– Conduct of proficiency checks in an approved
applicable syllabus;
simulator for the revalidation and/or renewal of
– Conduct of Line checks; multi-pilot type and instrument ratings;
– After ensuring completion of all applicable line – Conduct of Low Visibility Procedure checks
training requirements, and that a satisfactory (LVTO and CAT 2/3 approaches) in an
level of proficiency and knowledge has been approved simulator;

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REVISION N° : 02 ORGANIZATION, RESPONSIBILITIES AND TRAINING STAFF
REF : MANEX DUTIES, RESPONSIBILITIES AND QUALIFICATION REQUIREMENTS Chapter 1 Page 9

– Conduct of skill tests in an approved simulator 1.2.8. Synthetic Flight Instructor (SFI & SFI(E))
for ATPL issue;
1.2.8.1. Duties and Responsibilities
– Signing licenses and other related
The duties and responsibilities of a Synthetic Flight
documentation required for the revalidation
Instructor (SFI) are as follows :
and/or renewal of multi-pilot airplane type and
instrument ratings; – conduct of simulator training for type ratings
and instructions required for multi-crew
– Reporting to the Chief Pilot Training or the
cooperation in accordance with an approved
concerned Fleet Training Manager and to the
course syllabus;
Crew Control of any failure of a check through
the quickest available means. A full report must – Conduct of recurrent simulator training sessions
be submitted along with the DACM Mandatory for pilots already qualified on type; and
Check Failure, describing the circumstances
– To recommend trainees for proficiency check
and reasons of the failure, as well as any
and/or skill test. In the event that a trainee is not
recommendations for further training or any
recommended, then he must advise the Chief
other appropriate remedial action;
Pilot Training or the concerned Fleet Training
– To participate in TRE Workshops, when so Manager by the quickest means available, and
required by the Company and/or DACM; and submit a full report describing areas of
weakness and recommendations for further
– Conduct the duties of a Ground Instructor or
training or other appropriate remedial action.
SFI when so required.
– Any duties that may be reasonably assigned by
– Any duties that may be reasonably assigned by
the Chief Pilot Training or his deputies.
the Chief Pilot Training or his deputies.
1.2.8.2. Minimum Qualification Requirements
1.2.7.2. Minimum Qualification Requirements
An applicant for an initial appointment as an
An applicant for an initial appointment as a SFE or
SFI/SFI(E) shall satisfy the following requirements :
SFE(E) shall satisfy the following requirements :
– Holds current professional pilot (F/E) license, or
– Holds a valid ATPL (F/E License) and is entitled
has held such a license within the past 24
to exercise the privileges of a SFI(A) and for the
months;
purpose of conducting skill tests for the issue of
Type ratings for multi-pilot airplanes and must – Has at least 1500 hours flying experience as
hold a valid type rating on the applicable pilot (F/E) on multi-pilot airplanes, including at
aircraft. least 500 hours as pilot-in-command on such
types;
– Has completed not less than 1500 hours of
flight time as a pilot or F/E of multi-pilot – Has completed the approved flight simulator
airplanes; and content of the applicable type rating course at
an approved ATO;
– Hold an SFI, SFI(E) authorization;
– Has completed an approved TRI course at an
– Qualified to act as PIC (F/E) on aeroplanes
approved ATO;
used on tests/checks,
– Must be acceptable to the DACM as SFI
– Comply with the examiner's standardization
(SFI(E));
arrangements approved by the Authority.
– Has conducted on a complete type rating
– Is authorized by the DACM as a SFE.
course at least one part of flight instructions
– Must have completed a Training Technique related to the duties of a TRI on the applicable
Core Course. airplane type under the supervision and to the
satisfaction of a TRI notified by the DACM for
this purpose;

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… etc) in accordance with the applicable

– Have completed within a period of 12 months,
syllabus;
preceding the application, a proficiency check
on a flight simulator of the applicable type; and – Conducting of (M)FTD training and invigilating
CBT training for pilots, in accordance with the
– Has completed within a period of 12 months,
applicable ground training course syllabus;
preceding the application, at least :
– Supervise and conduct any phase progress
i. Three (03) route sectors as an observer on
tests during the approved ground training
the flight deck of the applicable type, or
course, as well as the final technical
ii. Two (02) LOFT based simulator sessions examination at the conclusion of the course;
conducted by qualified flight crew as an and
observer on the flight deck of the applicable
– Report to the Training Department for any
type. These simulator sessions shall include :
significant progress problems being
a) Flight between 2 different airports of at experienced by a trainee and, by the quickest
least 2 hours duration each, and means available, any failure to pass the final
theoretical knowledge examination.
b) Associated pre-flight planning and de-
briefing. – Any duties that may be reasonably assigned by
the Chief Pilot Training or Fleet Training
If the privileges of a SFI is to be extended to Manager.
further types of multi-pilot airplanes, the holder
shall have : 1.2.9.2. Minimum Qualification Requirements
– Satisfactorily completed the simulator content of An applicant for appointment as a GI shall satisfy
the relevant type rating course; and the following requirements :
– Has conducted on a complete type rating – Up to the age of 62 years of age if having had
course at least 4 hours of flight instructions previous training experience or 57 years of age
related to the duties of a TRI on the applicable if having no previous training experience.
airplane type under the supervision and to the
– Following an Initial Upgrade as a Commander,
satisfaction of a TRI notified by the DACM for
must have completed at least 12 months
this purpose.
experience on the Fleet.
Note: A line Captain with previous TRE/TRI
Starting from Final Line Check
experience on the type may be appointed
directly as SFI after completing his final – Successfully pass the selection board.
line check in the company provided he
– Must have successfully completed an Instructor
meets the requirement in OM Part D
core course.
1.2.7.2
1.2.10. CRM Facilitator – Flight and Cabin Crew
1.2.9. Ground Instructor
1.2.10.1. Duties and Responsibilities
1.2.9.1. Duties and Responsibilities
The duties and responsibilities of a CRM Facilitator
The duties and responsibilities of a Ground are as follows :
Instructor (GI) are as follows :
– Conduct of CRM training in accordance with the
– Reports to the Fleet Training Manager or Chief approved CRM syllabus; and
Instructor in case of conducting type rating
– If so authorized by the Chief Pilot Training, to
course.
conduct the applicable parts of the training
– Conduct of Operational Ground courses (e.g. required to qualify new CRM Facilitators, in
Induction course, ETOPS Ground phase, LPC accordance with the approved training syllabus.

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1.2.10.2. Minimum Qualification Requirements CRM training should be conducted by at least one
CRM Facilitator possessing group facilitation skills
An applicant for appointment as a CRM Facilitator
who may be assisted by experts in order to
shall satisfy the following requirements :
address specific areas.
a) A commercial air transport experience as a
An experienced non-cabin crew CRM Facilitator
crew member;
may continue to be a cabin crew CRM Facilitator,
b) Completed the Company Initial CRM provided that the provisions of paragraph b) to h)
training course; above are satisfied and that a satisfactory
knowledge has been demonstrated of the nature of
c) For a cabin crew, must have received
the operation and the relevant specific aeroplane
instruction on Human Factors Performance types. In such circumstances, the operator should
and Limitations (HPL); be satisfied that the instructor has a suitable
d) Completed the CRM Facilitator training knowledge of cabin crew working environment.
course in accordance with the approved
Instructors integrating elements of CRM into
CRM syllabus;
conversion, recurrent training, or senior cabin crew
e) Must be acceptable to the DACM; and training, should have acquired relevant knowledge
of human factors and have completed appropriate
f) For flight crew who have successfully CRM Training.
undertaken a course in Human
Performance and Limitations (HPL), in 1.2.11. SEP Instructor
accordance with the ATPL theoretical
knowledge requirements which may be
1.2.11.1. Duties and Responsibilities
satisfied as follows :
The duties and responsibilities of a SEP Instructor
 Passed the Human Performance and
are as follows :
Limitations (HPL) examination whilst
recently obtaining an ATPL; or – Conduct of mandatory safety and emergency
procedures training to the Company crew
 If holding an ATPL issued prior to the
member in accordance with the approved
introduction of HPL into the ATPL
syllabus;
syllabus, followed a theoretical HPL
course covering the whole syllabus of – To provide practical training in the classroom,
the HPL examination during the CRM on-board the aircraft, Training Mock up and at
Facilitator training course. outsourced training units;
g) Must have completed a Training – To maintain Training records and
Techniques Core Course. documentation of cabin crew;
h) Be supervised by suitably qualified CRM – To develop safety and emergency procedures
training personnel when conducting his training syllabus; and
first initial CRM training session;
– To assist in the production and amendment of
those sections of the Operations Manual related
Notwithstanding above, and when acceptable to
to the safety and survival equipments and
the Authority, a flight crew member holding a
procedures.
recent qualification as a CRM Facilitator may
continue to conduct CRM training even after the
1.2.11.2. Minimum Qualification Requirements
cessation of active flying duties. Similarly, an
experienced non-flight crew CRM Facilitator who is An applicant for appointment as a SEP Instructor
current and having knowledge of HPL, may also shall satisfy the following requirements :
continue to conduct such training.
– Minimum of 3 years service as a Senior Cabin
crew member (CS/CSD) in the Company;

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– Successful completion of a “Train the Trainer” 1.2.13. Dangerous Goods Instructor

course;
1.2.13.1. Duties and Responsibilities
– Good command of French (both written and
spoken) and sound knowledge of aviation The duties and responsibilities of a Dangerous
terminology with a demonstrated ability to Goods Instructor is to conduct Awareness
communicate at all levels; and Programme for the Company’s Flight and Cabin
crews as per DACM approved syllabus.
– Must be acceptable to the DACM.
1.2.13.2. Minimum Qualification Requirements
1.2.12. First-aid Instructor
An applicant for appointment as a Dangerous
1.2.12.1. Duties and Responsibilities Goods Instructor shall satisfy the following
requirements :
The duties and responsibilities of a First-aid
Instructor are as follows : – Qualified and current AIR ALGERIE Dangerous
Goods Instructor;
– Conduct of mandatory First-aid training to the
Company cabin crew and in accordance with – Completed the Company’s Dangerous Goods
the approved syllabus; (Acceptance) course and holds License to
conduct Dangerous Goods Course;
– To provide practical training in the classroom
and Training Mock up; – Successfully completed a "Training Techniques
Course" at a recognized Institute (i.e. IATA ...etc);
– To maintain Training records and
documentation related to First-aid training of – successfully conducted a minimum of four
cabin crew; courses on Dangerous Goods Awareness for
Flight and Cabin crews in the Company as co-
– To develop first-aid training syllabus;
instructor and
– To assist in the production and amendment of
– Must be acceptable to the DACM.
the first-aid contents of the Operations Manual;
and
1.2.14. Security Instructor
– Conduct regular pre-flight medical briefing
checks on cabin crew. 1.2.14.1. Duties and Responsibilities
The duties and responsibilities of a Security
1.2.12.2. Minimum Qualifications Requirements
Instructor is to conduct Security Training
An applicant for appointment as a First-aid Programme for the Company’s Flight and Cabin
Instructor shall satisfy the following requirements : crews as per DACM approved syllabus.
– Sound knowledge of aviation terminology with a
1.2.14.2. Minimum Qualification Requirements
demonstrated ability to communicate at all
levels; An applicant for appointment as a Security
Instructor shall satisfy the following requirements :
– Successful completion of a “Train the Trainer”
course; – Qualified and current AIR ALGERIE Security
Instructor;
– Successfully completed an approved First-aid
course at recognized Institute and holds – Completed the Company’s Security course and
License to conduct First-aid Course; holds License to conduct Security Course;
– Must have good administrative skills; and – Successfully completed a "Training Techniques
Course" at a recognized Institute (i.e. IATA ...etc );
– Must be acceptable to the DACM.

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– successfully conducted a minimum of four

courses on Security for Flight and Cabin crews
in the Company as co-instructor and
– Must be acceptable to the DACM.

1.2.15. Flight Dispatch Instructor

The Flight Dispatch Instructor is responsible to
conduct the training of Flight Dispatch / OCC staff
in order to make them aware of their duties and
responsibilities and help them in performing their
tasks as required by the Company and the
Authority.
He will also assist Manager Flight Dispatch and
Watch in the production and amendment of Flight
Dispatch Procedures.
The minimum qualification required for
appointment of Flight Dispatch Instructor is at least
university degree and a suitable experience in the
field of the course’s subjects.

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1.3. SELECTION OF CREW TRAINING STAFF responsible for establishing Training manpower
requirements for each Fleet.
1.3.1. General Selection Criteria
The selection board meetings will be carried out
Chief Pilot Training is responsible for the selection four (04) times a year at the following months :
of new Training Staff through recommendations by
– April (the candidate must reach the qualification
the Fleet Managers and Fleet Training Managers at
requirements by 31st of March).
a selection panel. Training appointments will be
merit based. Professional skills, technical – July (the candidate must reach the qualification
knowledge, integrity and personal maturity will all requirements by 30th of June);
be considered. The Instructor having previous
– October (the candidate must reach the
training experience would be an added
qualification requirements by 30th of
qualification.
September)
The selection of Training Staff shall be based on
– January (the candidate must reach the
the qualification requirements specified in this
qualification requirements by 31st December).
manual; however, the Company reserves the right
to appoint suitably qualified Staff irrespective of Note: The Chief Pilot Training has the discretion
these Normal Company requirements. The to call a selection board meeting at an
selection panel will consider the candidate’s intermediate date accordingly to the
performance in his proficiency checks and in line training Manpower requirements. However
operations during 12 months prior to the selection this discretion must only be exercised in
board (he shall obtain grade 4 or above in all special unforeseen circumstances.
items), and his personal records.
In order to satisfy training and checking needs, the
More importantly, the panel will also assess how
required manpower in TRI/TRE shall represent around
his personal qualities may affect his ability to
30% of Captains number within the same feet.
perform successfully at the higher level. The
personal qualities assessment is normally based on
the candidate’s handling of work related events and
on the selection panel’s personal knowledge of the
candidate.
Seniority may be used as a selection consideration
for Instructors, but only in the event of there being
two or more equally suitable candidates for a single
vacancy. It must be clearly understood that in
selecting an Instructor, the greatest emphasis is
placed on suitability and performance, so as to
maintain the quality and integrity of the Training
Department.
Cabin Crew Instructor Selection process assesses
not only the individual skills and experience, but
also the personality, attitudes and aptitudes of the
applicants. Accordingly, cabin crew is employed
after a thorough selection process, which includes
an interview with the cabin crew Selection team.
Instructor selection shall be in accordance with the
company policies and procedures. As a minimum,
the candidate would be evaluated on the basis of a
presentation and a personal interview.

1.3.2. Training Manpower Requirements

Chief Pilot Training with the assistance of the
respective Fleet Training Manager shall be

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1.3.3. Selection Process The selection interview process is designed to

assess the technical knowledge and instructor
Depending upon the demand for instructors on the
skills of the candidate by the use of a preselected
fleet, each Fleet Manager shall conduct a
database of technical questions and the use of a
screening of all Pilots on his fleet. Then the Fleet
briefing delivery assessment. In order to assess
Manager will pass the names to the concerned
the professional maturity, previous experience and
Fleet Training Managers who will present these
motivation, the interview panel shall use the
names to the selection board for approval.
behavioral questions deemed necessary and
Applicants will be screened based upon
report at the applicable form.
assessment of the following criteria :
The total interview time should not exceed 45
– Minimum qualification requirements, as
minutes duration.
specified above.
After the interview the panel will discuss the
– previous training experience in the Company or
candidate performance, record the results using
in another airline Company (references must be
the standard forms and prepare for the next
sought if less than two Proficiency Checks have
interview, if required.
been completed while employed by the
Company); All the applicants successful in the selection
interview thereafter shall commence the necessary
– Personal, Training files and attendance record
training as applicable to the respective training
must be reviewed. There should be no record of
appointment.
disciplinary problems or other undesirable
personality factors during the previous 3 years
1.3.5. Re-appointments
that may indicate unsuitability for a training
position. In the case of pilots serving less than 3 Under certain circumstances, such as shortage of
years in the Company, a character reference eligible candidates for vacant training
from the previous employer may be sought if appointments on a particular fleet, it may be
required; and necessary to consider a voluntary transfer of those
pilots who, in the past, held an instructor
– Results of previous simulator checks and the
appointment on the concerned type, but are now
most recent Line check, shall be assessed to
serving as a line pilot or an instructor on another
determine the general competence and
fleet. Provided that the conditions on Chapter 1 -
technical proficiency of the candidate.
Service Requirements 1.3.6 are fulfilled.
Selection Board will assess an applicant for the
Additionally, pilots who have previously held such
position of an Instructor as per 1.3.1.
an Instructor appointment on their current or
previous fleet may apply for such a position.
1.3.4. Selection Interview
In all such cases, Captains shall be evaluated and
The selection interview will be held for all those
selected on the basis of the following criteria :
applicants deemed qualified and it should be in the
following order : – Past performance record as an Instructor; and
– Psychometric testing run by specialist – Recent performance in proficiency checks and
line checks.
– CRM group activity run by HFM
Pilots re-appointed as an Instructor shall satisfy the
– Technical exam.
renewal requirements specified below for
The interview panel shall consist preferably of 3 respective training appointment.
members : The Chief Pilot Training or his
designated nominee and two Fleet Training
Managers..

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1.4. TRAINING REQUIREMENTS

1.4.1. General
Personnel selected for Instructor and Examiner
positions shall be required to carry out additional
training in accordance with the requirements
specified in this section.
Instructor training is provided in accordance with
DACM Approved Syllabus in order to :
– Enhance the trainee’s instructional skills, and to
provide the most efficient training environment
for Company Pilots.
– Indoctrinate the trainee instructor in the
Company’s training philosophy.
– Reinforce and enhance the trainee instructor’s
technical knowledge.
– Introduce the trainee instructor to the
Company’s standards of assessment to be
used during flight training.
– Ensure that the trainee instructor meets the
standard of the Company.
Examiner training is provided in accordance with
National Requirements to ensure that :
– The trainee examiner is thoroughly conversant
with the Authority’s and the Company’s
standards of checking, grading and assessment
and their application.

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1.4.2. Syllabus and Contents

AIR ALGERIE provides a structured series of ground, and if applicable, simulator and line flying instructional
modules as appropriate to the training appointment.

APPLICABLE TO
COURSE ELEMENT
TRE TRI SFE SFI LI GI

GROUND PHASE
Basic Instructor Course X X X X X X
NOTECH / LOFT Facilitation course X X X X X X
Basic Instructor Ground School X X X X X
RIGHT HAND SEAT (RHS) PHASE X
FFS : 1 Session
Line Training and Check : 2 Sectors
SIMULATOR PHASE X
FFS : 1 Session
SIMULATOR INSTRUCTION PHASE X X
1. Instructor Console Handling
2. Demonstration of Instructional Proficiency
3. Conduct of Simulator Conversion Training
4. Final Evaluation

FLIGHT PHASE X

8 Sectors including a final evaluation (Note 3).

EXAMINER TRAINING X X
BASE TRAINING AUTHORISATION X
TEST FLIGHT AUTHORISATION X

Note: 1) An applicant for initial SFE shall complete the full TRE qualification course with the exception of the
Flight Phase. This requirement may be waived in the case of a current Company’s TRE who wishes,
for whatever reason, to transfer to the position of SFE.

2) An applicant for initial SFI shall complete the full TRI qualification course with the exception of the
Flight Phase.

3) If a candidate has previous training experience, then, at discretion of the Chief Pilot Training, 8
sectors may be reduced to 6 sectors including a final line check.

4) Each instructor training shall commence with an observation of experienced instructors

administering the course and syllabus lessons.

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1.4.3. Ground Training  Basic Instructor Ground School :

Comprised of three separate modules, designed to It is designed to provide a base line of knowledge
equip the Trainee Instructor with the basic skills for the trainee instructor covering :
and knowledge required and expected by both the
– Operations Manual Part D : Training
DACM and AIR ALGERIE.
– PANS-OPS
 Instructor Core Course :
– Aircraft Performance
The new Instructor or Examiner must successfully
– Flight Operations Monitoring
complete the DACM approved Basic Instructor
Training course. This requirement may be waived
1.4.4. Right Hand Seat Training
only if the trainee has completed, within the
previous 3 years, a Train the Trainer course that Right Hand Seat (RHS) Training is intended to
complies with the DACM requirements (Teaching qualify an instructor to act as pilot-in command
and Learning), such a waiver shall be subject to from the RHS, and to confirm his ability to act as
the specific approval of Chief Pilot Training and the both PF and PNF during normal and nonnormal
DACM. operations whilst occupying either pilot’s seat.
The course is designed to give adequate training During aircraft training a minimum of 2 sectors are
to the applicant in theoretical knowledge conducted by the trainee instructor as PF/PNF
instruction, flight instruction and as appropriate from RHS, under the supervision of a TRE, who
synthetic flight instruction in order to instruct for occupies LHS.
any multi-pilot airplane type rating for which the
applicant is qualified. The minimum subjects 1.4.5. Simulator Training
covered are as follows :
Simulator Training is designed to introduce the
– The Learning Process. Trainee Instructor to the aircraft training
– The Teaching Process. environment, to develop and enhance his skills in
the following areas :
– Training Philosophy.
– Planning and Co-ordination.
– Techniques of Applied Instruction.
– Management of the aircraft training
– Student Evaluation and Testing.
environment.
– Training Programme Development.
– Effective communication and presentation.
– Human Performance and Limitations relevant to
Flight Instruction. – Briefing and de-briefing.
– Hazards involved in Simulating System Failures The simulator training sessions will :
and Malfunctions in the airplane during flight.
– allow the trainee instructor to practice various
– Training Administration. normal and non-normal maneuvers, and to
– Company policies and procedures confirm a high standard of proficiency can be
consistently demonstrated. Particular emphasis
– General CRM
is placed on strict adherence to SOP’s and
standard calls.
 NOTECHS / LOFT Facilitation Course :
– familiarize the trainee instructor with practical
All trainee Instructors must complete a DACM line instructional techniques and procedures,
approved course designed to qualify the trainee to including fault analysis and correction.
train and assess CRM skills in all phases of
training, and in particular to facilitate assessment – provide practical training in recovery from
of CRM in the Line Check environment. unusual configurations and situations that may

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be encountered during instructional duties in training requirements of 4 Take-off and

the aircraft. A most important goal is for the Landings with a ZFTT student.
trainee instructor to understand when it is
appropriate and necessary to intervene and 1.4.7. Flight Training
take control of the aircraft.
The flight training (line training) shall be carried out
in the aircraft. The major objective of the line
1.4.6. Simulator Instructions Training
training phase is to ensure that the trainee
Before being nominated to the DACM for approval instructor is capable of conducting safe and
as a TRI/SFI, the applicant undergoes further efficient line operations whilst also successfully
simulator training. The training undertaken during fulfilling his instructional responsibilities. The new
this module is designed to qualify a candidate to instructor must demonstrate and train the correct
conduct Simulator Training, and shall consist of the application of SOP’s and promote proper crew co-
following : ordination.
 Instructor Console Handling (1 Session) The line training phase comprise of 8 sectors
The candidate shall undergo a minimum of 1 including a final evaluation (i.e. 6 sectors Line
simulator training session. Training + 2 sectors Final evaluation).

Note: GI’s will undergo an Instructor Console Note: If a candidate has previous training
Handling session on the applicable experience, then at discretion of the Chief
(M)FTD upon completion of the Ground Pilot Training 8 sectors may be reduced to 6
Course. sectors including a final line check.

 Demonstration of Instructional Proficiency During this phase the Trainee Instructor shall
conduct line training with an actual trainee;
The primary purpose of this phase of training
instructing from both the LHS and RHS
shall be to ensure that the candidate can apply
accordingly. This will be carried out under the
the fundamental instructional theory and
supervision of a TRE/TRI who will occupy the jump
teaching techniques acquired in the Basic
seat. In the event that no actual trainee exists, then
Instructor Training course in the practical
the TRE/TRI will simulate various types of trainee’s
environment of the simulator.
role as required.
 Conduct of Simulator Conversion Training
The final evaluation shall be conducted by the
 Final Evaluation (1 Session) Chief Pilot Training or his nominated Fleet Training
The final evaluation shall be conducted during Manager or an authorized TRE, who shall occupy
conversion, recurrent or skill test training the jump seat.
sessions under the observation of a DACM Successful completion of this phase shall be
Inspector, or nominated TRE/TRI, when sufficient for authorization as a Line Instructor.
specifically authorized for this purpose by the
DACM. 1.4.8. Examiner Training
 Final Evaluation (1 Session) : An applicant appointed for Examiner (TRE / SFE)
The candidate shall undergo a training session, shall undergo the following training :
conducted by a Company Base Trainer, during
– a briefing conducted by a DACM inspector or a
which a ZFTT session will be practiced (from
TRE authorized for this purpose covering the
both seats).
following topics :
Following the successful completion of this  The role of an examiner.
stage of the Training Course, the TRI shall be
 Requirements for the issue of Flight crew
authorized to conduct ZFTT Simulator Training
Licenses.
duties, and conduct the post ZFTT simulator

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 The procedures and techniques associated – conduct aircraft training for one trainee, under
with the conduct of skill tests and proficiency the supervision of a TRE already holding such
checks. authorization, and under observation by DACM
 The technique and standards used in the (this requirement may be waived with the
assessment and evaluation of candidate written approval of the DACM).
performance. Note: Base Training Authorization shall be given
 Briefing / debriefing procedures and based on overall performance as a TRE in
requirements. the company, and by the sole discretion of
 Completion of all applicable forms and the Chief Pilot Training.
documentation.
1.4.10. Test Flight Authorization
 The contents and interpretation of all
applicable manuals and publications. To qualify a TRE to carry out Test flights, he shall
complete a simulator session of at least 4 hours
– Observations of at least one skill test or a
conducted by a designated test pilot on the type
proficiency check in an approved simulator.
approved by the DACM.
– Conduct of at least two skill tests or a
Note: Test flight Authorization shall be given
proficiency checks in an approved simulator,
based on overall performance as a TRE in
under the supervision of a TRE.
the company, and by the sole discretion of
The trainee Examiner shall carry out the briefing, the Chief Pilot Training.
conduct the check and subsequent debrief, and
then complete all necessary paperwork, except for 1.4.11. Ground Instructor Training
any signature and license entries, which shall be
made by TRE conducting the training. An applicant selected for Ground Instructor shall
complete the following training :
The final evaluation shall be conducted under the
– successful completion of Basic Instructor
observation of a DACM Inspector or Chief Pilot
Course (Train the Trainer Course); and
Training or a TRE specifically authorized for this
purpose by the DACM. Subject to the satisfactory – successful completion of the ground training
demonstrations of his ability to perform the phase;
required duties, the observing inspector shall
recommend the authorization of the applicant as – successful completion of a GI Bridging course;
an Examiner (TRE / SFE). – successful completion of the (M)FTD training
Note : Written authorization from the DACM must phase.
be received prior to the applicant
conducting the duties of an Examiner (TRE 1.4.12. Qualification Programme GI
/ SFE). Ground Training Phase

1.4.9. Base Training Authorization  Observe, as a minimum, the following

Ground courses: RNAV, ETOPS, AWOPS,
To qualify a TRE to conduct Aircraft Training and Induction. Whenever possible more courses
Checking (Base Training), he shall undergo the should be observed.
following training :
 Conduct under supervision: RNAV, ETOPS,
– appropriate simulator training, covering the AWOPS, Induction course.
TRE’s role during circuit training and the
exercises required in the aircraft to complete a  Pass an evaluation on any course, observed
type-rating skill test; by the CGI or a GI tutor.

– observation of the conduct of aircraft training;

and

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(M)FTD Phase  Initial Briefing :

A full program of the published FTD training Introduction to CRM facilitation concepts and
footprint should be covered as follows : procedures, and discussion of the training
programme to be conducted by a Senior CRM
AIRBUS Facilitator.
 FTD1 Observing  HPL Training (for Flight Crew) :
 FTD2 Observing For those trainees who have not successfully
completed the HPL examination required to satisfy
 FTD 3 Conducting under supervision
the theoretical knowledge requirements for the
 FTD4 Conducting under supervision issue of an ATPL license (in accordance with
 FTD5 Conducting under supervision DACM-FCL), the HPL course covering the
 FTD6 Observing applicable syllabus contents shall be conducted.
 FTD7 Observing  Familiarization Training :
 FTD 8 Conducting under supervision Trainees shall monitor one (1) complete CRM
 FTD 9 Conducting under supervision/ course, in order to be thoroughly familiar with the
Evaluation contents. Trainees shall not participate directly in
the course, and shall be additional to the normal
Note: FTD 9 will be a final evaluation session attendance quota. They shall use these sessions
with CI, FTM, DFTM or GI tutor. to make necessary notes, and to discuss both the
content and the facilitation techniques with the
BOEING conducting facilitators.
1) Full Course  Consolidation Phase :
 FTD1 Observing
Trainees shall be provided with a period of at least
 FTD2 Observing 3 weeks, during which they will be required to self-
 FTD 3 Conducting under supervision study their notes and the applicable course
 FTD4 Conducting under supervision documentation, in order to consolidate their
 FTD5 Conducting under supervision
knowledge of the course content. Prior to
proceeding to the next phase, each trainee shall
 FTD6 Observing be required to present two (2) modules of a CRM
 FTD7 Observing training course under the observation of a qualified
 FTD 8 Conducting under supervision CRM Facilitator.
 FTD 9 Conducting under supervision/  Supervision Training :
Evaluation
Each trainee shall be scheduled for two (2)
2) Star Course complete CRM courses, in which they shall
 Observe one full star course sequence. participate actively under the supervision of a
qualified CRM Facilitator. The supervising
 Conduct one full star course sequence
Facilitator must make a recommendation at the
under supervision (Last session is
end of this phase as to whether the trainee is
evaluation).
ready to move on to the final phase.
1.4.13. CRM Facilitator  Final Validation :
An applicant selected for CRM Facilitator shall Each trainee shall conduct one complete CRM
complete the following training: course, monitored by a qualified CRM Facilitator
specifically authorized by Chief Pilot Training for
this purpose. A qualified CRM Facilitator must also
partner the trainee facilitator during this course,

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REF : MANEX TRAINING AND VALIDITY REQUIREMENTS Chapter 1 Page 22

and shall not be involved in the monitoring

process. Final approval as a qualified CRM
Facilitator is dependent upon a satisfactory
assessment on the final day of the course.
Note: If Initial CRM courses are not being
conducted at the time of training, then the
facilitator trainee shall carry out all the above
training requirements in conjunction with
Recurrent CRM courses or Command CRM
courses.

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EDITION N° : 03 OM PART D – TRAINING DATE : JULY 16
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REF : MANEX REVALIDATION AND RENEWAL Chapter 1 Page 23

1.5. REVALIDATION AND RENEWAL  Successfully completed an approved TRI

course, according to the requirements of the
Training and Checking Personnel who are
Authority, and
permitted to operate on more than one variant
must achieve the minimum experience levels  Conducted on a complete type rating course at
required by DACM. least one part related to the duties of TRI on
the applicable type of multi-pilot aeroplanes
To maintain authorisation, the instructor/examiner
under the supervision of a TRI notified by the
must comply with the requirements given below.
Authority for this purpose.
The validity period (or a specific authorisation)
1.5.2. TRE and TRE(E) Authorisation
shall not exceed 12 months.
An examiner's authorisation is valid for not more
Examiners are re-authorised at the discretion of
than 1 year. To be re-authorised, the examiner
the Authority.
should have conducted at least two skill tests or
Authorised Instructors and Examiners should note proficiency checks within this year.
that it is THEIR responsibility to notify the Authority
For revalidation of a TRE authorisation, the
IMMEDIATELY of any changes to their
applicant shall have completed a supervised
circumstances that may effect the validity of their
examiner skill test within the last year of
authorisation(s).
authorisation. In addition examiners must comply
with appropriate examiner standardisation
1.5.1. TRI and TRI(E) Rating
arrangements as issued by the Authority.
For revalidation of a TRI rating on a multi-pilot
For renewal of an expired authorisation an
aeroplane the applicant shall have conducted
applicant must reapply to the Authority.
within 12 months preceding the expiry date of
rating: 1.5.3. SFI and SFI(E) Authorisation
 Under observation of crew training manager or The privileges of an SFI and SFI(E) are to carry
TRI nominated and specially authorized for this out synthetic flight instruction on a synthetic
purpose conduct one simulator training session training device for type ratings including the
(of at least 3 hours duration); instruction required for multi-crew cooperation.
 Conduct one of the following parts of a If the privileges are to be extended to further types,
complete type rating/refresher/recurrent training the holders shall have satisfactorily completed the
course: simulator content of the relevant type rating course
and conducted on a complete type rating course at
– One simulator session of at least 3 hours, or
least 3 hours of flight instruction related to the
– One air exercise of at least 1 hour duties of a TRI on the applicable type of aeroplane
comprising a minimum of 2 take-offs and under the supervision of a TRI nominated by the
landings, Authority.
 Refresher training as a TRI to the satisfaction of For revalidation of a SFI or SFI(E) authorisation
an authorised examiner notified by the the applicant shall have conducted within 12
Authority. months preceding the expiry date of the
authorisation:
If the rating bas lapsed the applicant shall;
 Under observation of crew training manager or
 Completed within the 12 months preceding the
TRI nominated and specially authorized for this
application at least 30 route sectors, to include
purpose conduct one simulator training session
take-offs and landings as pilot-in-command or
(of at least 3 hours duration);
co-pilot on the applicable aeroplane type, or a
similar type as agreed by the Authority, of which  Conduct one of the following parts of a
not more than 15 sectors may be completed in complete type rating/ refresher/ recurrent
an approved Flight simulator, training course:

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In addition, CRM/DGR/SEP and Security trainers

undergo refresher training after each regulatory
– One simulator session of at least 3 hours, or evolution.
– One air exercise of at least 1 hour
Comprising a minimum of 2 take-offs and
landings,
Refresher training as a TRI or TRI(E) to the
satisfaction of an authorised examiner notified by
the Authority. If the rating has lapsed the applicant
shall:
 completed a simulator content of the applicable
type rating course,
 successfully completed an approved TRI or
TRI(E) course, according to the requirements of
the Authority, and
 conducted on a complete type rating course at
least one part related to the duties of a TRI or
TRI(E) on the applicable type of multi-pilot
aeroplanes under the supervision of a TRI or
TRI(E) notified by the Authority for this purpose,

1.5.4. SFE and SFE(E) Authorisation

An examiner's authorisation is valid for not more
than 1 year, To be re-authorised, the examiner
should have conducted at least two skill tests or
proficiency checks in this year.
For revalidation of an SFE and SFE(E)
authorisation, the applicant shall have completed a
supervised examiner skill test within the last year
of authorisation. In addition examiners must
comply with appropriate examiner standardisation
arrangements as Issued by the Authority.
For renewal of an expired authorisation, an
applicant must reapply to the Authority.

1.5.5. CRM, DGR, SEP and Security trainer

Revalidation and Renewal :
The CRM/DGR/SEP and Security Trainer
Revalidation training consists of having conducted
at least one (01) CRM / DGR / SEP / SECURITY
course less than one (01) year ago, or having
received a refresher briefing by a qualified
Instructor concerning training duties related to
CRM/DGR/SEP/SEC courses. If not, conduct a
course under supervision of a qualified Instructor.

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REF : MANEX PERFORMANCE REQUIREMENTS Chapter 1 Page 25

1.6. PERFORMANCE REQUIREMENTS

1.6.1. Annual Instructor Evaluations

Chief Pilot Training or his nominated deputy shall

annually check the Instructors competence in
instructional duties including briefing, debriefing
and report writing. As appropriate, these exercises
will be carried out in the simulator.

Those Captains required to supervise and check

route operation from the right-hand seat will be
required to demonstrate bi-annually competency in
that seat. This may be completed as part of a
simulator check (i.e. LOFT) or in an aircraft.

1.6.2. Training and Proficiency Check Record

Pilots holding Training appointment are expected

to demonstrate a consistently good standard for all
recurrent training and proficiency checks.

In the event of a Training Captain or GI not being

recommended for a Proficiency Check (PC), failing
a proficiency check of any type or achieve overall
grade 3, he will be removed from all training and /
or checking duties for a minimum of 12 months
and until all the following conditions would be
satisfied :

a) Overall grade 4 or above achieved at next Two

PC,

b) Chief Pilot Training approval, subject to DACM

approval if applicable (TRE);

c) Applicable training refresher course completed.

Note: In case of RHS qualification failure during

PC, the pilot will have his instructor
privileges suspended until Chief Pilot
Training approval for further remedial
training / check.

In the case of an Examiner, all decisions shall be

the responsibility of Chief Pilot Training and shall
notify the DACM.

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EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 QUALITY SYSTEM

REF : MANEX TABLE OF CONTENTS Chapter 2 Page 1

CHAPTER 2 – QUALITY SYSTEM

2.1. INTRODUCTION…………………………………………………………………………………………………. 3

2.2. PILOT AND INSTRUCTOR SELECTION…………………………………………………………………….. 4

2.3. SIMULATORS AND TRAINING FACILITIES…………………………………………………………………..5

2.4. FEEDBACK SYSTEM…………………………………………………………………………………………… 6

2.5. TRAINING PROGRAMME IMPROVEMENT……………………………………………………………………7

2.6. STANDARDIZATION PROCESS (FLIGHTS + SIMULATORS)………………………………………………

8

2.7. SUB-CONTRACTORS……………………………………………………………………………………………
11

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REF : MANEX INTRODUCTION Chapter 2 Page 3

2.1. INTRODUCTION
A quality assurance system for training activities is
established and maintained as part of the overall
AIR ALGERIE quality assurance programme, in
accordance with the requirements of DACM. The
Company Quality Assurance Programme is
detailed in the Quality Management System
Manual (QMSM) and in the Operations Manual
Part A : General/Basic, Chapter 3.
The training quality assurance system is designed
to monitor training activities, to detect deviations
from set rules and standards, as part of the
broader principles prescribed in the Flight
Operations quality assurance programme. It will
enable AIR ALGERIE to monitor compliance with
the relevant DACM regulations and requirements,
and any other standards established by AIR
ALGERIE or the DACM to ensure safe and
effective training.

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REF : MANEX PILOT AND INSTRUCTOR SELECTION Chapter 2 Page 4

2.2. PILOT AND INSTRUCTOR SELECTION

Quality control for training begins at the selection
stage for both pilots and instructors.
The pilot selection procedures assess not only
technical skills and experience, but also the
personality, attitudes and aptitudes of the
applicants. Accordingly, flight crew is employed
after a thorough selection process, which may
include a psychometric assessment conducted by
the Human Resources department, and an
interview with the Chief Pilot Training.
Instructor selection shall be in accordance with the
policies and procedures specified in Chapter 1.3 of
this manual.

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REF : MANEX SIMULATOR AND TRAINING FACILITIES Chapter 2 Page 5

2.3. SIMULATORS AND TRAINING FACILITIES

The utilization of any Simulator / Training device
for training and checking purposes by AIR
ALGERIE shall be subject to specific approval by
the DACM.

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REF : MANEX SIMULATOR AND TRAINING FACILITIES Chapter 2 Page 6

2.4. FEEDBACK SYSTEM

Trainees at all levels (crew and TNA/O) are
requested to complete a course critique or
feedback form which is included in the student's
training files, and must be returned to the Flight
Training department for analysis.
Instructors shall also maintain a constant liaison
with their respective Fleet Training Manager, in
order to identify issues requiring their mutual
attention.
The respective Fleet Training Manager will ensure
that the Chief Pilot Training is informed of all
feedback received that may be of relevance to the
overall training system, and to ensure that
appropriate follow-up actions are taken.
Training reports and the results of skill tests and
proficiency checks shall be recorded and used to
monitor and evaluate the progress of all trainees
and pilots either successful or unsuccessful. All
such records shall be correctly and accurately
completed by all concerned training and checking
personnel, and properly maintained under the
overall supervision of the respective Fleet Training
Manager, who shall ensure that the Chief Pilot
Training is aware of course progress and any
problems as they arise.

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2.5. TRAINING PROGRAMME IMPROVEMENT

Chief Pilot Training with the assistance of the
respective Fleet Training Manager, shall ensure
improvement in training programmes using the
following trend analysis :
– The feedback system as defined in 2.4;
– Flight crew operational non-compliances
and training deficiencies during the
simulator/aircraft training and normal line
operations;
– The grading system used for proficiency
and line checks.
– Data collected from Standardization flights
and simulators. Ref.2.6

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2.6. STANDARDISATION PROCESS (FLIGHTS + Objective

SIMULATORS)
The objectives of the Training Standards Captains
Introduction will be as follows:
Airline Operations worldwide need to be dynamic – To monitor training programs and standards of
and evolutionary. Consistent and positive inputs the Training Department.
are a pre-requisite for achieving the high
– To ensure that Line Training Captains, Type
professional standards that are required by both
Rating Instructors and Type Rating Examiners
the operator and the relevant regulatory
are imparting training in a uniform and
authorities.
standardized way.
In this context AIR ALGERIE Standards Inspection
– To ensure that all syllabi and curriculum are
Policy has the following roles:
being implemented correctly.
– It will ensure that the Quality of the Flight
– To provide feedback to the Flight Operations
Training courses delivered by Training
Quality Assurance Department and in turn to
personnel are consistent with policies and
the Training Department to enhance and
procedures established in the AIR ALGERIE
improve the quality of line and simulator/flight
Operations Manuals.
training.
– It will ensure that the Flight Training courses
– To ensure that checks are being carried out
delivered by Training personnel are complaint
according to prescribed procedures.
with the training requirements established by
DACM.
Duties of the Training Standards Captain
– It will ensure that Training output is consistent
and is reflected operationally by Company pilots The duties of the Training Standards Captain will
during line operations. be as follows:
– To monitor and report that Type Rating
– It cannot be over emphasized herein that
Examiners, Type Rating Instructors and Line
vigilance and professionalism are key words to
Training Captains are carrying out training and
accessing the higher standards of aviation
checks according to the laid down procedures.
excellence and thereby making them a truly
effective reality. – To monitor that flight crew are following the
airline’s procedures, DACM policies and
General aviation legislative requirements and thus check
the effectiveness of the airline’s training
In order to carry out the basic function of
programs. This process will take particular note
monitoring training standards and to standardize
of the following areas :
training procedures of all Line Training Captains,
Type Rating Instructors and Type Rating - Pre-flight Briefing.
Examiners, Chief Pilot Training will appoint - Cockpit preparation.
Training Standards Captains to periodically - Use of Checklists and their Responses.
monitor and conduct line and simulator
- Start, Taxi, Take-off and Climb, Cruise,
assessments on training details.
Descent and Approach and Landing
The following will apply: Procedures.
– Training Standards Captains will not interfere – To evaluate and make recommendations on the
with or interrupt the training or check session. airline’s procedures and standards.
– Training Standards Captains will also monitor
line operations and observe line practices.

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REF : MANEX

Assessment Standards – The training Standards Captain will monitor

training standards and standardization of
A uniform assessment standard is vital to ensure
procedures on all aircraft.
standardization. The standardization report must
be filled on the prescribed form. Additional – The Training Standards Captains will also
remarks, with amplified comments are highly provide a conduit for constructive exchange of
useful and recommended. ideas between all the examiners and
instructors and the management.
Assessment standards will be generally based on
adherence to current procedures laid down in the – They will make recommendations to the Chief
FCOM, SOPs, DACM Standards Documents and Pilot Training for improvement of procedures
latest airline policy. and checklists in order to enhance safety and
efficiency.
Recommendations must be made based on
– The Training Standards Captain is expected to
industry best practice and current DACM rulings.
regularly liaise with Chief Pilot Training and
Fleet Training managers to advise them in
Terms of Reference of the Training Standards
writing, of ways and means to eradicate unsafe
Captain
and inefficient practices in line flying that he
Training Standards Captains will monitor all type has become aware of.
rating examiners, Type rating Instructors and Line
training captains at random. The training Captains Administration of Standardization Checks
will be notified prior to observation by their monthly
After the session, a frank and constructive
roster. The following will apply :
discussion involving an exchange of ideas,
– Training Standards Captains will monitor between the Type Rating Examiner, Type Rating
training conducted on the line. This will be Instructor or Line Training Captain and the Training
reflected on the monthly roster for all who are Standards Captain is highly recommended. Any
involved. feedback from the candidate LTC/TRI/TRE must
be recorded in the standards report.
– A PC combined with a Standardization check.
In such a case the crew will be so informed in
Follow-Up Procedure
advance on their monthly roster.
After conducting/monitoring a standardization
– Training standards Captains while monitoring
check, the Training Standards Captain will submit
line training Captains, TRIs and TREs during
his report, along with recommendations, to the
checking or training will have non-operating
Flight Operations Quality Manager and Chief Pilot
status.
Training.
– During all monitored checks, Training
The Flight Operations Quality Manager and Chief
Standards Captains shall observe the check
Pilot Training will be responsible for scrutinizing
without any involvement or intervention.
these reports to resolve the issue and possible
Subsequently a report on the prescribed form
allocation of corrective procedures. If the matter
will be sent to the Flight Operations Quality
cannot be resolved at this level, the Chief Pilot
Manager and Chief Pilot Training for perusal
Training will prepare a report on the subject for the
and further action.
CFOO, who will authorize appropriate action as
– No Standardization check will be carried out deemed necessary.
without prior approval of the Chief Pilot
The Chief Pilot Training will be responsible for
Training.
following up the above duly authorized action and
– A maximum of 10 checks in 12 consecutive ensure implementation.
months should ideally be conducted by the
Training Standards Captain.

Additional Responsibilities
The training Standards captain will be expected to
fulfill the following additional responsibilities :

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REF : MANEX

Half Yearly Reports

The Training Standards Captain will submit a
written half yearly report to the Flight Operations
Quality Manager and Chief Pilot Training.
– Any observed weaknesses and inadequacies
in training and checking.
– Unsafe and /or inefficient line practices and
discrepancies that he has observed, is aware
of, or has been informed about.

Half Yearly Standardization Meeting

This meeting will be held irrespective of the
contents of the reports submitted; strategies will be
discussed and developed to improve the standard
of training, checking and the line-flying standards
of the overall fleet.
Participants
1) Flight Operations Quality Manager.
2) Chief Pilot Training.
3) Chief Pilot Fleets.
4) Fleet Training Manager.
5) Fleet Managers.
6) Fleet TRI’S ( In the frame of recurrent
qualification program )

In this meeting the group will evolve ways and

means to eradicate any inefficient and unsafe
practices and any significant ambiguities or
differences in training and operating philosophy
between the airline’s fleets. These
recommendations will then be auctioned before the
CFOO who will authorize implementation.

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SUB-CONTRACTORS Chapter 2 Page 11
REF : MANEX

2.7. SUB-CONTRACTORS
If sub-contractors are utilized to provide training
services / facilities for AIR ALGERIE then it shall
be limited to the maximum possible extent, to well-
established companies having a reputation for
quality and expertise.
The ultimate responsibility for the standard of
training services/facilities provided by any
subcontractor remains with the Chief Pilot Training,
even if that organization is approved by the DACM.
Chief Pilot Training shall ensure that sub-
contractors :
– Correspond with the relevant regulatory and the
Company requirements, and
– Conduct yearly inspections to monitor the
necessary compliance.
He shall also ensure that any training sub-
contractor has the necessary authorizations/
approvals as appropriate, and commands the
resources and competence to undertake the
contracted task.
Training personnel (especially TRIs) must advise
their respective Fleet Training Manager of any
deficiencies in the training services / facilities
provided by a sub-contractor.

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REF : MANEX

CHAPTER 3 – FLIGHT TRAINING POLICIES AND PROCEDURES

3.1. GENERAL……………………………………………………………………………………..………………..…3
3.1.1. Joint Training…………………………………………………………………………………………….3
3.2. EXPIRY OF MANDATORY TRAINING AND CHECKS…………………………………………………….. 4

3.3. TRAINING RECORDS………………………………………………………………………………………….. 5

3.3.1. Journey Log………………………………………………………………………………………………6
3.4. VALIDITY PERIODS FOR TRAINING AND CHECKS……………………………………………………… 7
3.4.1. Type Rating……………………………………………………………………………………………. 7
3.4.2. Instrument Rating………………………………………………………………………………………. 7
3.4.3. Proficiency Check……………………………………………………………………….………………7
3.4.4. Aircraft / Flight Simulator Training…………………………………………………………………… 7
3.4.5. Line Check……………………………………………………………………………………………… 7
3.4.6. Emergency and Safety Equipment………………………………………………………………….. 8
3.4.7. Recurrent CRM Training……………………………………………………………………………… 8
3.4.8. Ground Refresher Training……………………………………………………………………………. 8
3.4.9. Qualification to Operate in Either Pilot’s Seat………………………………………………………..8
3.4.10. Pilot Incapacitation…………………………………………………………………………………….. 8
3.4.11. Route and Aerodrome Competence Qualifications………………………………………………….8
3.4.12. Dangerous Goods Training…………………………………………………………………………… 8
3.4.13. Security Training……………………………………………………………………………………….. 8
3.4.14. Recent Experience - Captain and First Officer.……………………………………………………. 9
3.4.15. Recent Experience – Flight Engineer.……………………………………………………. 9
3.4.16. Recent Experience - Relief Pilot …………………………………………………………………….. 9
3.4.17. Recent Experience - Low Visibility Operations…………………………………………………….. 9
3.4.18. Recent Experience - Mixed Fleet Flying…………………………………………………………….. 9
3.4.19. English Proficiency Level……………………………………………………………………………… 9
3.5. CONDUCT OF TRAINING - GENERAL POLICIES………………………………………………………….10
3.5.1. General………………………………………………………………………………………………….10
3.5.2. Training Facilities………………………………………………………………………………………..
10
3.5.3. Training Syllabus………………………………………………………………………………………..
10
3.5.4. Safety Pilot……………………………………………………………………………………………….
10
3.5.5. Crew Complement for Training and Checking………………………………………………………12
3.5.6. Assignment of Instructors………………………………………………………………………………
12

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3.6. TRAINING REPORTS……………………………………………………………………………….……….. 13

3.6.1. Progress Reports………………………………………………………………………………………13
3.6.2. Training Confidential Reports………………………………………………………………………...13
3.7. TRAINING PROGRESS AND FAILURE POLICY……………………………………………………………14
3.7.1. Initial Training Course…………………………………………………………….……………………14
3.7.2. Line Training following Initial Transition Course…………………………………………………....14
3.7.3. General………………………………………………………………………………………………….15
3.7.4. Suspension of a Trainee………………………………………………………………………………18
3.7.5. Unsatisfactory Recurrent Training / Checking and other Training Courses (including…………19
Command Upgrade).
3.7.6. Additional Training Procedures for Recurrent Training…………………………………….………21
3.7.7. Failure of Proficiency Checks………………………………………………………………………….
22
3.7.8. Long Term Training and Check Performance Record………………………………………………
23
3.7.9. Training Review Board…………………………………………………………………………………25
3.7.1
Appeal Procedure………………………………………………………………………………………25
0.
3.7.1
Trainee’s Grievances…………………………………………………………………………………….
26
1.
3.8. AIR ALGERIE TRAINING COURSES…………………………………………………………………………27
3.8.1. Flight Crew Training Courses…………………………………………………………………………27
3.8.2. Cabin Crew Training Courses………………………………………………………………………….
31

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REVISION N° : 00 FLIGHT TRAINING POLICIES AND PROCEDURES
REF : MANEX EXPIRY OF MANDATORY TRAINING AND CHECKS Chapter 3 Page 3

3.1. GENERAL
The Chief Pilot Training and Fleet Training
Manager shall be responsible to :
– Establish the syllabus and detailed structure
of each training course conducted by the
Company;
– Ensure that sufficient ground training courses
and simulator training programmes are
arranged to accommodate planned
operations;
– Ensure that sufficient training and checking
staff are available to meet training
requirements; and
– Ensure that all training courses provided for
the flight crews are approved by the DACM.
– Ensure flight crew members, prior to an
evaluation are familiar with those maneuvers
and / or malfunctions that may be presented
during the evaluation , but are not given
information that reveals the exact sequence
and the circumstances under which such
maneuvers or malfunctions will be presented.

3.1.1. Joint Training

Joint training provides a forum to focus on the
coordination and communication necessary
between the flight and cabin crews and the
subjects associated with emergency procedures,
security procedures and human factors.
Whenever practicable, initial and / or recurrent
CRM / Ditching / Fire Fighting training should be
addressed during a combined training of Cabin
Crewmembers and Flight Crewmembers, special
emphasis being placed on bringing them together.
This training shall, whenever practicable, include
combined practice in aircraft evacuation and joint
discussions of emergency scenarios.

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REF : MANEX EXPIRY OF MANDATORY TRAINING AND CHECKS Chapter 3 Page 4

3.2. EXPIRY OF MANDATORY TRAINING AND taken to revalidate the qualification or training prior
CHECKS to its expiry date.
The Training department will be responsible for
maintaining a record of the expiry dates of the
following regular checks, training requirements,
associated licenses and qualifications:
 Pilot License Validity.
 Medical Certificates Validity.
 Temporary Airman Certificate validity.
 Proficiency Checks.
 Type Rating and Instrument Rating Tests.
 Line checks.
 Emergency and Safety Equipment training
and checking.
 Recurrent CRM Training.
 Ground and Refresher Training.
 Route and Aerodrome Qualifications.
 English Language Proficiency.
 Recurrent Transit.
 SFI/SFE/TRI/TRE Refresher Course.
 ETOPS qualifications.
 LVOPS Qualifications.
 Dangerous Goods Training.
 Security Training.
 Recent Experience Requirements.
 TRE / SFE Monitor Requirements (conducting
and undergoing a proficiency check).
 TRE / SFE Workshops.
 TRI / SFI Qualification Requirements.
 Ground Instructor Qualification.
 Training and Checking to Operate in Either
Pilot’s Seat.
The responsible employee within the Training
department shall ensure that advance notification
is provided to all concerned, including the
concerned pilot, so that the appropriate action is

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 06 FLIGHT TRAINING POLICIES AND PROCEDURES
REF : MANEX TRAINING RECORDS Chapter 3 Page 5

3.3. TRAINING RECORDS period is given in Operations Manual Part A:

General/Basic, Chapter 2.1.5.6.
The Company is required to maintain complete
records of all training and checking which must be Individual records shall be maintained for each
certified by the Instructor or Examiner and crew and access shall be strictly restricted.
available for inspection to the DACM.
Individual records that need to be destroyed shall
Flight and cabin crew training records shall be be stored in the Company store and properly
maintained on the appropriate forms, as specified marked “FOR DESTRUCTION”.
in Chapter 13 of this manual.
Records shall be maintained in secure and
Once a check, test or training requirement has fireproof storage. The Postholder Crew Training
been completed, the Instructor or Examiner will be responsible for the safe-keeping and
conducting the check, test or training will forward security of all training records.
the completed forms to the Training Department.
The concerned Fleet Training Manager shall Prior to commencing training, each student will be
ensure that: given a Training File. This must be completed by
the relevant Instructor on a daily basis. On
– The forms have been correctly completed;
completion/termination of the course, the
– The copies are retained in the individual flight instructor/examiner is responsible for the safe
crew member’s personal file; return of the completed training file to the Training
Department, where it will be filed and forward the
– The information related to the qualifications or
relevant reports to the Authority, as appropriate.
ratings of an expiry date is forwarded to the
training department to update the
computerized records used to monitor the
expiry dates; and
– The relevant check report forms and
associated documentation are forwarded to
the DACM.
The type of flight crew training records to be
maintained are given in Operations Manual Part A
: General/Basic, Chapter 2.1.5.6, which shall be
retained for a periods of Three (03) years.
The following records of flight crew training shall
be maintained and retained for a period of at least
5 years;
a) Pilot trainee's assessments before and during
the course;
b) Details of theoretical knowledge, flying and
simulated flight training given lo individual
trainees, and
c) Personal information, (expiry dates of medical
certificates, ratings, etc.) related to the Airline’s
training and examining personnel.
The responsibility to maintain Cabin crew training
records rests with the Manager Cabin Crew. The
type of Cabin training records and its storage

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REVISION N° : 06 FLIGHT TRAINING POLICIES AND PROCEDURES
REF : MANEX TRAINING RECORDS Chapter 3 Page 6

Documents Storage Periods – Reports Documents Storage Periods – Cabin Crew

Records
journey Log (to be retained by 3 months
Training Department) Initial training, conversion As long as the cabin
and differences training crew member is employ-
(including checking) yed by the operator
Documents Storage Periods – Flight Crew
Records Recurrent training and Until 12 months after the
refresher (including cabin crew member has
Conversion Training and Checking 5 years checking) left the employ of AIR
ALGERIE
Command Course (including checking) 5 years
Dangerous Goods
3 years
training as appropriate
Recurrent Training and Checking 5 years
to be retained by Training Department
Training and checking to operate in
5 years
either pilots seat

Recent experience 15 months Documents Storage Periods – Records for

other Operations Personnel
Route and aerodrome competence 5 years
Training/qualification records of Last 2 Training
Training and qualification for specific other personnel for whom an Records
operations when required (e,g: 5 years approved training program is
ETOPS, CAT 2/3 operations) required
Dangerous Goods Training as 5 years To be retained by Training Department
appropriate
Instructor/Examiner/ Line check 3.3.1. Journey Log
airman qualification 5 years
The company retains the following information for
CRM/Human Factors Traininq 5 years each flight or simulator mission in form of a
Journey Log:
Security training 5 years  Aeroplane / Simulator registration;
 Date:
to be retained by Training Department
 Name and duty assignment of crew members,
Place and time (off-block time) of departure /
beginning of mission;
 Place and time (on-block time) of arrival / end of
simulator mission;
 Hours and nature of flight;
 Incidents, observations (if any); and
 Commander's signature.
The entries in the Journey Log are made
concurrently and they are permanent in nature.

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REVISION N° : 02 FLIGHT TRAINING POLICIES AND PROCEDURES
REF : MANEX TRAINING RECORDS Chapter 3 Page 7

3.4. VALIDITY PERIODS FOR TRAINING AND one (01) year. Those two (02) PC shall be
CHECKS undergone at interval not shorter than 4 months.
For public transport, DACM requires training, The period of validity of a PC shall be 6 calendar
experience, practice and periodical tests. months from the end of the month of the check.
The requirements are as follows: Proficiency checks shall be conducted in an
approved simulator, in accordance with the
3.4.1. Type Rating requirements of the DACM, and as specified in the
approved syllabus.
Type ratings are issued after successful
completion of a Skill Test conducted as part of a
3.4.4. Aircraft / Flight Simulator Training
Conversion Course, and are revalidated by
successful completion of a Proficiency Check (PC). The aircraft / flight simulator training program is
established to cover all major failures of aircraft
Type ratings are valid for one year from the date of
systems and associated procedures over a period
issue, or one year from the date of expiry if
of 3 years.
revalidated within the validity period. For
revalidation, the check is to be completed within 3 A pilot shall undergo aircraft / flight simulator
months preceding the expiry date of the rating. training every 12 calendar months, in conjunction
with the conduct of recurrent proficiency checks.
An applicant who fails in a PC before the expiry
date of a type rating shall not exercise the If the training is conducted within 3 calendar
privileges of that rating until the PC has months prior to the expiry of the 12 calendar
successfully been completed. months period, the next aircraft / flight simulator
training must be completed within 12 calendar
3.4.2. Instrument Rating months of the original expiry date of the previous
aircraft / flight simulator training.
Instrument Ratings are issued after successful
completion of a Skill Test conducted as part of a Note: AIR ALGERIE pilots undergo flight simulator
Conversion Course and are revalidated by training every six (06) calendar months, in
successful completion of a PC. conjunction with the conduct of recurrent
proficiency checks.
Instrument ratings are valid for one year from the
date of issue or one year from the date of expiry if
3.4.5. Line Check
revalidated within the validity period. For
revalidation, the check is to be completed within 3 A Line Check is conducted on the aircraft. It is a
months preceding the expiry date of the rating. test of a pilot's ability to perform a complete line
operation satisfactorily. It includes the conduct of
In case of a renewal of the Instrument Rating, the
pre-/post-flight procedures and use of the on-board
same conditions as for a revalidation shall apply,
equipment.
except for any additional requirements as deemed
necessary by the DACM. The period of validity of a line check shall be 12
calendar months from the end of the month of the
An applicant who fails to achieve a pass in a PC
check. If a recurrent line check is conducted within
before the expiry date of an instrument rating shall
the final 3 calendar months of validity, the period of
not exercise the privileges of that rating until the
validity shall extend for a further 12 months from
PC has successfully been completed.
the expiry date of the previous line check.
3.4.3. Proficiency Check
3.4.6. Emergency and Safety Equipment
To demonstrate his competence in handling and
A pilot is required to undergo training / checking on
carrying out normal, abnormal and emergency
the location and use of all the emergency and
procedures, a pilot shall undergo a minimum of two
(02) Proficiency Checks (PC) within a period of

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REF : MANEX TRAINING RECORDS Chapter 3 Page 8

safety equipment on-board the aircraft type(s) 3.4.10. Pilot Incapacitation

operated by AIR ALGERIE.
Pilot incapacitation training forms a part of
The period of validity of an Emergency and Safety recurrent training once every year, it may consist
Equipment check is 12 calendar months from the of a video or discussion or handout, a practical
end of the month of the check. If a recurrent exercise is conducted in a simulator once every 3
Emergency and Safety Equipment check is years as a minimum.
conducted within the final 3 months of the validity
period, the period of validity shall extend for a 3.4.11. Route and Aerodrome Competence
further 12 calendar months from the expiry date of Qualifications
the previous check.
The period of validity of the route and aerodrome
Note: Certain SEP training items have 36 months qualification is 12 calendar months from the end of
validity, refer to Chapter 6.1.3. the month of qualification, or the end of the month
of the latest operation on the route or to the
3.4.7. Recurrent CRM Training aerodrome.
CRM Training will be completed through the use of Operating on the route or to the aerodrome within
non-assessed simulator LOFT exercises. The the period of validity revalidates the route and
major elements of CRM should be completed over aerodrome competence qualification.
a period of 3 year recurrent training cycle.
If revalidated within the final 3 calendar months of
In addition, each pilot shall also complete recurrent the validity period, the period of validity is extended
CRM training every 12 calendar months. If for 12 months from the end of the previous validity
completed within the final 3 months of validity, the period.
next period of validity shall extend from the date of
completion until 12 calendar months from the 3.4.12. Dangerous Goods Training
expiry date of the previous CRM training.
Crew members must have received training to a
depth sufficient to ensure that an awareness is
3.4.8. Ground Refresher Training
gained of the hazards associated with the
Each flight crew member undergoes ground dangerous goods, how to identify them, and what
refresher training at least every 12 calendar requirements apply to the carriage of such goods
months to verify his operational knowledge. The by passengers or, more generally their carriage on
relevant topics to be covered are given in Chapter an aircraft.
6.1.1.
The period of validity of Dangerous Goods Training
If the training is conducted within 3 calendar is 2 years from the end of the month of the training.
months prior to the expiry of the 12 calendar
The recurrent training shall be conducted at
months period, the next ground and refresher
intervals of not longer than 2 years.
training must be completed within 12 calendar
months of the original expiry date of the previous
3.4.13. Security Training
ground and refresher training.
A pilot is required to undergo Security Training
3.4.9. Qualification to Operate in Either Pilot’s which enables him to take appropriate action to
Seat prevent acts of unlawful interference, such as
sabotage or unlawful seizure of airplanes and to
The Commander whose duties require operating
minimize the consequences of such events, should
from either pilot’s seat shall be checked on the
they occur.
practice of drills and procedures from either pilot’s
seat concurrent with the Proficiency Check. The period of validity of Security Training is 3
years. If Security training is conducted within the
The validity period will be as per an PC detailed in
final 3 months of the validity period, the period of
3.4.3 above.

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REVISION N° : 06 FLIGHT TRAINING POLICIES AND PROCEDURES
REF : MANEX TRAINING RECORDS Chapter 3 Page 9

validity shall extend for a further 3 years from the

expiry date of the previous check.

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REF : MANEX TRAINING RECORDS Chapter 3 Page 10

3.4.14. Recent Experience - Captain and First the language used for radio telephony
Officer communications in accordance with DACM
requirements. The language proficiency required
A pilot must not operate an aircraft as a
must be at least operational level (Level 4) of the
Commander or a First Officer unless, he has
ICAO Language proficiency rating.
carried out at least 3 take-offs and 3 landings as
pilot flying in an aircraft or in an approved simulator
of the type to be operated in the preceding 90
days.

3.4.15. Recent Experience – Flight Engineer

ICAO
A Flight Engineer must not operate an aircraft as a Recurrent
Proficiency Interval
Flight Engineer unless, he has carried out at least Training Required
Level
50 hours of flight time on the aircraft type within the
6 No N/A
preceding 6 months or he has operated as Flight
Engineer on board that aircraft type or in a 5 Yes 6 Years
simulator type within the preceding 90 days.
4 Yes 3 Years

3.4.16. Recent Experience - Relief Pilot The recurrent training interval starts from the date
the test was taken. AIR ALGERIE will plan any
Same as for captain or First Officer. In addition, the training needed in accordance with these DACM
First Officer assigned as an IRP must have regulations.
operated as such at least once in the preceding
ninety (90) days. Note: Pilots applying for a DACM license based on
a previously obtained ATPL license that was
Note: AIR ALGERIE uses only Captain as Relief issued according to DACM requirements
Pilot. shall be allowed to transfer any previously
obtained ICAO language proficiency level.
3.4.17. Recent Experience - Low Visibility
Operations
To maintain currency, a pilot will, in conjunction
with the normal recurrent training and PC, be
trained and checked in his knowledge and ability to
perform the tasks associated with CAT 2/3
operations. Within the validity period of each PC, a
minimum of three (3) Category 2/3 approaches
shall be conducted during simulator training and
checking. The details of training and checking are
given in Chapter 5.3.8.

3.4.18. Recent Experience - Mixed Fleet Flying

Pilots will perform every 90 days at least 3 takeoffs
and landings as PF on both airplane. If not, the
pilot has to perform long absence training.

3.4.19. English Proficiency Level

All applicants for a license and license holders who
are required to use the radio telephone shall
demonstrate the ability to speak and understand

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EDITION N° : 03 OM PART D – TRAINING DATE : JULY 16
REVISION N° : 00 FLIGHT TRAINING POLICIES AND PROCEDURES
REF : MANEX CONDUCT OF TRAINING - GENERAL POLICIES Chapter 3 Page 11

3.5. CONDUCT OF TRAINING - GENERAL can be planned for a course. This can only be
POLICIES done in case the course purpose is non technical
(admin only) and does not require a large
3.5.1. General instructor input.
AIR ALGERIE training programs are organized on For the conduct of ground training courses, the
a modular basis. Each training course will consist following facilities must be available:
of : – Air-conditioned classrooms with presentation
– A number of modules (i.e. Ground Training, equipment adequate for the intended training
Simulator Training and Line Flying Under tasks, including white boards, projector, video
Supervision) specifically developed to suit the player, multi-media PC and video displays.
particular purpose or scope of the course; and – CBT courseware may be utilized for the
– The qualification requirements of trainees. conduct of ground courses, and in this case it is
recommended that each trainee be assigned a
All instructors, evaluators, line check airmen and personal workstation. Where this is not
flight crew members (whether employed or possible, a maximum of two (2) trainees may
contracted), training facilities, devices, equipment share one workstation.
and course materials (whether owned or CBT courseware and facilities are subject to the
contracted) are standardized and must have the DACM approval.
required certification(s) and approval by DACM
and meet the required qualification and All synthetic training devices substituting the
performance standards. aircraft type operated by the Company for training
A periodic evaluation is held to ensure compliance purposes are approved by the DACM for the
with required qualification and performance conduct of training.
standards. All documents for the conduct of training shall be
the approved documents issued by the Training
3.5.2. Training Facilities Department. Any unauthorized training material
In order to satisfactorily conduct pilot training shall not be used for training purpose.
courses, the Company provides all the training
facilities necessary for each particular type of 3.5.3. Training Syllabus
course. The facilities provided are as follows : Prior to the commencement of any training course,
– Classrooms. the trainee shall be provided with copies of lesson
– CBT Facilities. plans and course objectives, as well as the
appropriate guidance material.
– Synthetic Training Devices (e.g. MFTD / Flight
Training Devices). Training programmes and course syllabi must be
– Flight Simulators (both fixed-base / full-flight approved by the DACM. Where possible, the
modes). format of course syllabi should be standardized
across the fleet, with training objectives clearly
Note: In case of any defect in the FFS simulator, stated for each session and exercise.
MEL should be consulted before
commencing training. Detailed lesson plans for each session are not
subject to the DACM approval. Where applicable,
For planning purposes, and for the comfort of each course shall be structured in phases and
trainees and ease of instruction, a maximum of 12 modules, including Ground training, Simulator
trainees may be scheduled for any given training training, Airplane training (if applicable) and Line
activity. Each course shall have at least one Flying Under Supervision.
Instructor, Examiner, or other suitably qualified
person assigned by the Company. In exceptional 3.5.4. Safety Pilot
cases, and in case the training facility is equipped
to accommodate larger groups, up to 20 trainees

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REVISION N° : 00 FLIGHT TRAINING POLICIES AND PROCEDURES
REF : MANEX CONDUCT OF TRAINING - GENERAL POLICIES Chapter 3 Page 12

Safety pilots selection is based on pilot’s grading

A Safety pilot is normally required to act as a
marks obtained in the 2 years preceding the
safety pilot during base and line training. He is
appointment (at least 2 Grade 4 or above within
intended to fulfill the following functions :
those 2 years).
– To take over command of the aircraft in an
event of incapacitation of the
Commander/Instructor, and to land as soon as
possible.
– To monitor safe operation of the aircraft during
periods of high workload (i.e. take-off, landing,
traffic congestion or approach).

– To alert the Commander / Instructor on :

 omission of any procedures by crew, and
 External threats.
A Safety pilot may be any crew qualified to operate
from at least one of the pilot seats on the relevant
aircraft type.
A Safety pilot shall be scheduled to fly on the
observer seat for a minimum of the first 4 sectors
of Line Flying under Supervision (LFUS) for all
trainees, with the following exceptions:
– No Safety pilot required when AIR ALGERIE
qualified flight crew is:
 Command Upgrade.
The Safety Pilot should only be released when the
Instructor considers that the trainee will be capable
of safe operation of the aircraft from engine start to
shutdown, without assistance.
Chief Pilot Training, the concerned Fleet Training
Manager or an Instructor shall re-instate the
requirement for a Safety Pilot, should a trainee's
subsequent progress indicate that this is
warranted. This re-instatement must be clearly
indicated on the relevant training records and
advised to Training Department.
A Safety Pilot is not intended to fulfill any training
role. However, he is expected to assist the
Instructor and Trainee in any manner considered
appropriate to the circumstances prevailing during
flight or ground operations. The Safety Pilot must
occupy a flight deck jump seat during all critical
phases of flight, and when specifically directed by
the Instructor. The Safety Pilot shall be briefed by
the Instructor on all relevant requirements, prior to
first flight of the duty.

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REF : MANEX CONDUCT OF TRAINING - GENERAL POLICIES Chapter 3 Page 13

3.5.5. Crew Complement for Training and Checking

Irrespective of other circumstances, the flight crew complement for any training or check flight shall be in
accordance with the following requirements:

Training / Check Left Hand Seat Right Hand Jump Seat

Seat

Airplane Training / Check TRE / Trainee TRE / Trainee Safety Pilot (Note 1)

Captain : Line training (Direct Entry) Trainee TRE / TRI / LI Safety Pilot (Note 2)

Captain : Initial Line Check Trainee TRI / TRE / LI

Captain : Final Line Check Trainee F/O TRE / TRI / LI

F/O : Line Training (Direct Entry) TRE / TRI / LI Trainee Safety Pilot (Note 2)

F/O : Initial Line Check TRI / TRE / LI Trainee

F/O : Final Line Check Captain Trainee TRE / TRI / LI

S/O : Line Training TRE / TR I / LI Trainee Safety Pilot (Note 3)

S/O : Initial Line Check TRI / TRE / LI Trainee

S/O : Final Line Check Captain Trainee TRE / TRI / LI

Command Evaluation TRE / TRI / LI F/O

Upgrade : Line Training Trainee TRI / TRE / LI

Upgrade : Line Training Trainee F/O TRE

Upgrade : Initial Line Check Trainee TRI / TRE / LI

Upgrade : Final Line Check TRE (Especially assigned TRE
Trainee F/O
or management pilot TRE )
Re-qualification Line Check
Captain Trainee TRE / TRI / LI
Captain ==> F/O
Annual Line Check. Captain F/O TRE / TRI / LI

Note 1: TRE conducting check may act as Safety Pilot during airplane training.
Note 2: Minimum first 4 sectors.
Note 3: In accordance with the requirements given in the relevant aircraft FCTM/FCOM, LFUS Syllabus.

3.5.6. Assignment of Instructors

AIR ALGERIE shall ensure that for each training program different Instructors are assigned for the conduct of
training. The Instructor who conducts the training shall not be assigned for evaluation / checking.
AIR ALGERIE shall also ensure that examiners and instructors are permitted to perform their assigned
activities without inappropriate interference from the management.

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REVISION N° : 00 FLIGHT TRAINING POLICIES AND PROCEDURES
REF : MANEX TRAINING REPORTS Chapter 3 Page 14

3.6. TRAINING REPORTS personally delivered to the Training department by

the concerned Instructor or Examiner, or a similarly
3.6.1. Progress Reports qualified pilot.
Instructors conducting Simulator training or Line In urgent cases, a Training Confidential Report
training shall ensure that regular training progress may be faxed to the DOA Office, marked for the
reports are completed, utilizing the appropriate personal attention of the Chief Pilot Training or the
forms provided for that purpose. All progress concerned Fleet Training Manager.
reports shall be retained in the pilot’s training file,
The Training Confidential Report can be
so that reference to them is possible for Instructors
supplemental to, (and should not be considered a
conducting subsequent training sessions or
substitute for) normal training records and reports,
sectors.
and the Instructor must clearly indicate in the
Note: Pilot Training Record Monitoring system training reports that a Confidential Report has
(PTRMS) will gradually replace the paper been submitted. Any Training Confidential Report
reports. These reports will be available to all submitted must be included in the concerned
instructors in electronic format and can be trainee's file.
consulted inside the PTRMS system.
A pilot or trainee who is the subject of a
During simulator training, progress reports shall be Confidential Report must be advised of the content
completed at the stages indicated in the syllabus. and reasons for the report by the Instructor or
During line training, a progress report shall be Examiner, prior to submission.
completed after every duty day.
Upon receipt of a Confidential Report, the Chief
In completing a progress report, an Instructor must Pilot Training or the concerned Fleet Training
provide as much information as possible on areas Manager shall review the contents to establish the
where a trainee is experiencing difficulty or slow severity of the situation. In the case of a definite
progress. Instructors should also consider making violation or a threat to safety, immediate
recommendations for subsequent instructors, in suspension of the trainee or pilot shall be
circumstances where this is considered considered.
appropriate.
The Chief Pliot Training or the concerned Fleet
Training Manager should discuss the content of
3.6.2. Training Confidential Reports
the report with the concerned Instructor/Examiner,
A Training Confidential Report must be submitted
if further clarification or information is required. The
to the Chief Pilot Training or the concerned Fleet
Chief Pilot Training or the concerned Fleet Training
Training Manager (as appropriate) by an Instructor
Manager shall interview the trainee or pilot to
or Examiner in the following cases: establish the relevant facts. The pilot or trainee
– When a pilot displays unsatisfactory Non shall have full access to the relevant training files
Technical Skills (CRM). and reports, including the Confidential Report. If
– In the event of significant disciplinary or the concerned managers are convinced, after the
behavioural problems being evident in a trainee interview, that disciplinary action is required, the
or pilot. appropriate procedures, including suspension of
– In the event of significant performance the trainee or pilot from further flying or training will
deficiencies being evident in a pilot, during a be taken.
line flight or when acting as a stand-in during a Training Confidential Report records must indicate
simulator training session or check. subsequent management actions and conclusions,
A Training Confidential Report must be treated and the originator of the report must also be
with utmost confidentiality, and must not be sent to informed of the same.
the Training department through the normal
channels. It must reach the Training department by
secure means, preferably in a sealed envelope

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REF : MANEX TRAINING PROGRESS AND FAILURE POLICY Chapter 3 Page 15

3.7. TRAINING PROGRESS AND FAILURE of the member of staff, should be confirmed in
POLICY writing to the trainee. The letter should specify to
whom any appeal must be sent, and by what date
3.7.1. Initial Training Course (7 days after the TRB ruling).
When a trainee has difficulties on the initial All appeals against a decision by the TRB should
conversion course, which results in an be made in the first instance to the Chief Pilot
unsatisfactory performance, Chief Pilot Training (in Training. All documentation regarding
consultation with the concerned Fleet Training unsatisfactory performance must be recorded in
Manager) will interview him. both the trainee’s personal and training files.
The trainee must be sent a formal letter
3.7.2. Line Training following Initial Transition
summarizing the contents of the interview,
Course
outlining the agreed extra training and stating the
result expected from that extra training. If there is When a trainee has difficulties on the initial
any further unsatisfactory performance, a similar conversion course, which results in an
recorded interview will take place before any extra unsatisfactory performance, the Chief Pilot
training is given. Particular attention will be paid to Training (in consultation with the Fleet Training
the possibility of personal problems, and, if Manager) will interview him.
necessary, medical opinion will be sought.
The trainee must be sent a formal letter
A further formal letter outlining any further agreed summarizing the contents of the interview,
training, the expected results from that extra outlining the agreed extra training and stating the
training and the consequences of not achieving the result expected from that extra training. If there is
required standard will be sent. any further unsatisfactory performance, a similar
recorded interview will take place before any extra
The instructor/examiner conducting the remedial
training is given. Particular attention will be paid to
training/recheck will also be furnished with a copy
the possibility of personal problems, and, if
of this report. Should further unsatisfactory
necessary, medical opinion will be sought.
progress occur, the performance of the trainee will
be considered by a Training Review Board (TRB). A further formal letter outlining any further agreed
training, the expected results from that extra
This board will consist of the Chief Pilot Training,
training and the consequences of not achieving the
the Fleet Training Manager of the concerned Fleet
required standard will be sent.
or any other Fleet Training Manager and a Training
Department representative who has been involved The instructor/examiner conducting the remedial
with the training of the trainee concerned. training/recheck will also be furnished with a copy
of this report. Should further unsatisfactory
The conclusions of the TRB will be recorded in
progress occur, the performance of the trainee will
writing with the reasons for any decision taken. If
be considered by a Training Review Board (TRB).
the TRB recommends termination of the course of
training, then the written report will form the basis This board will consist of the Chief Pilot Training,
for the Chief Pilot Training interview with the the Fleet Training Manager of the concerned Fleet
trainee, which will follow the TRB. Exceptionally, or any other Fleet Training Manager and a Training
the TRB may recommend a re-course, taking into Department representative who has been involved
account the previous experience of the trainee, with the training of the trainee concerned.
and any extenuating circumstances for the
The conclusions of the TRB will be recorded in
unsatisfactory performance. The nature and extent
writing with the reasons for any decision taken. If
of the inadequate performance must be specified,
the TRB recommends termination of the course of
and the trainee must be accorded the opportunity
training, then the written report will form the basis
to reply.
for the CFOO interview with the trainee, which will
Immediately following this interview, the decisions follow the TRB. Exceptionally, the TRB may
taken, together with advice on the right of appeal recommend a re-course, taking into account the

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previous experience of the trainee, and any All decisions related to the assignment of
extenuating circumstances for the unsatisfactory additional or remedial training and its details must
performance. The nature and extent of the be advised to the trainee in writing, and must be
inadequate performance must be specified, and recorded in both his personal and training files.
the trainee must be accorded the opportunity to
It is extremely important that the procedures
reply.
are appropriate to the phase of failure are
Immediately following this interview, the decisions strictly applied, so as to ensure fairness to
taken, together with advice on the right of appeal trainee/pilot, to allow due consideration of all
of the member of staff, should be confirmed in circumstances, and to facilitate proper
writing to the trainee. The letter should specify to reporting and record keeping.
whom any appeal must be sent, and by what date
(7 days after the TRB ruling). All appeals against a 3.7.3.1. CBT and/or Ground Training
decision by the TRB should be made in the first
After completion of a CBT and/or ground training
instance to the Chief Pilot Training. All
course, a trainee must undergo an examination for
documentation regarding unsatisfactory
performance must be recorded in both the which the passing mark shall be no less than 75%.
trainee’s personal and training files. If necessary, the examination may be repeated
once, but a second failure will be referred to the
3.7.3. General concerned Fleet Training Manager on the
concerned fleet for consideration as to whether to
The approved syllabus for any Training course is
provide further training or to suspend the training.
designed to ensure that the pilot can attain the
required average level of proficiency within the Note: For failure of up to two examinations, it is
time allocated. In the event that a trainee is unable permissible to provide extra tuition and
to achieve this, additional training may be provided another opportunity to sit for the
to rectify deficiency and develop the required level examinations.
of proficiency.
3.7.3.2. Simulator Training or Line Training
The concerned Fleet Training Manager shall, after
a careful consideration of all the relevant factors The following procedures and limits shall apply to
and reports, recommend the extent and content of awarding of additional or remedial training for
additional or remedial training. In the event that an trainees that fail to progress normally through the
Instructor change is requested either by the simulator or line training phases of a training
Instructor or the Trainee, this should be granted. course, i.e. the trainee is not ready for the next
phase or check after scheduled training is
The concerned Fleet Training Manager must
ensure that any additional or remedial training completed.
should adequately address all the areas of  Step 1 :
weakness or difficulty identified in the applicable
reports, including confidential reports. In consultation with the applicable
Instructor/Examiner, the concerned Fleet Training
It is also recommended; particularly in case of a Manager shall assess whether successful
mandatory check failure, to discuss the matter completion of the training or check is likely after
personally with the concerned Instructor/Examiner. providing:
The concerned Fleet Training Manager must brief a) Additional training, with the same instructor, up
the assigned Instructor conducting additional or to a maximum equivalent to 1/3 of the simulator
remedial training appropriately. The Instructor time or line training sectors, normally scheduled
should also be given an opportunity to review all for the applicable training phase (proceed to
the relevant training records and reports of the Step 2); or
Trainee.

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b) Additional training equivalent to more than 1/3 progress, then the training course shall be
of that normally scheduled for the applicable suspended. Further actions will be determined
training phase (proceed to Step 4). subject to the Training Review Board decision.
 Step 2 :
Assign the necessary additional training. If
successful, the trainee shall continue with the
required check, or the remainder of the training
course.
If the additional training is unsuccessful or the
mandatory check is failed, proceed to Step 3.
 Step 3 :
Subject to further assessment by the concerned
Fleet Training Manager, the trainee may be given
further additional training with a different instructor,
up to a maximum equivalent to 1/3 of that normally
scheduled for the applicable training phase.
If this training is successful, the trainee shall
proceed to the required check, or progress to the
next phase of the training program.
If this further training is unsuccessful or the
mandatory check is failed, then further training
shall be suspended. Further actions will be
determined subject to the Training Review Board
decision.
 Step 4 :
The concerned Fleet Training Manager shall
assign additional training up to a maximum
equivalent to 2/3 of that normally scheduled for the
applicable training phase. This training shall be
conducted by a different instructor.
If this additional training is successful, the trainee
shall proceed to the required check, or progress to
the next phase of the training program.
If the additional training is unsuccessful or the
mandatory check is failed, then further training
shall be suspended. Further actions will be
determined subject to the Training Review Board
decision.
Refer to the Flowchart 3.7.3.3 for the applicable
procedures.
If, during a single training course, additional
training has been assigned in accordance with the
above procedure, but a trainee is again subject to
a further non recommendation for check or section

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3.7.3.3. Failure Policy for Transition Simulator Training and Line Training

Simulator Training / Line

Training

Ready for next

Phase/Check after Next Phase /
Yes
scheduled training Check
time?

No

Successful
Completion likely
after 1/3 additional 1/3 additional training Recommended? Next Phase /
Yes Yes Check
training with same with same instructor
instructor

No
No

Additional training: 1/3 of

Additional training: 1/3 of regular training time with
regular training time with new instructor
new instructor

Recommended? Next Phase /

Recommended? Next Phase / Yes Check
Yes
Check

No
No

Training
Training Suspended !
Suspended !

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3.7.3.4. Category C Airport Qualification – Any other reasons that may arise.
Training If a trainee is subject to any of the above
Before operating to Category C Airports, the Crew circumstances, Instructor / Examiner shall submit a
shall complete one Familiarization flight as an confidential report to the concerned Fleet Training
observer. Manager (Refer to 3.6.2).

Note: In case both Captain and First Officer are 3.7.4.2. Actions Prior to Suspension
planned on the same training flight to a CAT
C Airport, the First Officer shall perform the Prior to the suspension of a trainee/pilot due to
flight as an observer from the Jump Seat. unsatisfactory training progress, the concerned
Fleet Training Manager must ensure that the
Note: If a Pilot achieves a grade 3 or lower during following requirements are satisfied :
PC or Annual Line Check, it will result in loss
– that any additional training has been provided
of Category C Airport qualification for a
and conducted in accordance with the agreed
period of 6 months. Subject to Re-
conditions and approved syllabus; and
qualification as per 3.7.3.4.
– that the trainee failed to achieve the required
The minimum recent experience required to proficiency after the remedial training is
maintain a CAT C airport qualification is 6 months. complete.
In case a pilot loses his qualification due to recent
experiences, the following training requirement to 3.7.4.3. Suspension Procedures
regain the qualification applies :
The concerned Fleet Training Manager shall follow
 After 12 months from the last flight, it will be the following procedures when a decision has
required another familiarization flight to the been made to suspend a trainee :
specific airport before the pilot has been
scheduled as operating crew. – conduct a personal interview with the trainee
and discuss the circumstances which leads to
the suspension of the training.
3.7.4. Suspension of a Trainee
– advise the trainee in writing, and summaries the
3.7.4.1. Reasons for Suspension circumstances of the suspension.

The following circumstances shall be considered Notification must be copied to the CFOO, personal
as reasons for a suspension of training : file and Human Resources Department.
– A lack of adequate progress during a training The Training Review Board shall be convened to
course, as per the requirements of Section discuss the circumstances related to the
3.7.3.2. suspension, and to decide which options to be
– Failure of a mandatory check. appropriate.
– Misconduct during training or while on duty at
3.7.5. Unsatisfactory Recurrent Training /
outstations.
Checking and other Training Courses
– Dangerous flying practices that adversely affect (including Command Upgrade).
safety of the airplane and its occupants.
Following an unsatisfactory Recurrent Check, Line
– Serious ATC violations.
Check or other training as required by the
– Serious violations of the Company Standard Company, the concerned Fleet Training Manager
Operating Procedures or other Company rules will discuss the matter with the TC involved, and
and regulations, including the published Staff arrange counseling and/or further training to return
Regulations. the crew member’s performance to a satisfactory
– Criminal prosecution. level.
– Frequent late reporting for training sessions.
– Regulatory actions against the trainee.

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Crew scheduling must be informed immediately to All appeals against a decision by the TRB should
ensure that the pilot does not fly until the remedial be made to the CFOO. All documentation
training has been completed. regarding unsatisfactory performance must be
recorded on the trainee’s personal file, and may be
The pilot will be interviewed by the concerned
duplicated in the training file if appropriate.
Fleet Training Manager to discuss the problems,
and to advise what remedial course of action is to Refer to the Flowchart 3.7.5.1 for the applicable
be implemented. The pilot will be made aware of procedures.
the required standards expected following this
remedial training, which will normally be conducted
in the flight simulator.
The Concerned Fleet Training Manager will then
write to the pilot, highlighting the salient points of
the interview, the agreed course of action, and the
improvement in performance expected. The
instructor/examiner conducting the remedial
training/recheck will also be furnished with a copy
of this report.
All action taken will be recorded in the pilot’s
personal file, and training reports will be recorded
in the pilot’s training file.
Should further unsatisfactory progress occur, the
performance of the pilot will be considered by a
Training Review Board (TRB).
This board will consist of the Chief Pilot Training,
the concerned Fleet Manager and Fleet Training
Manager.
The conclusions of the TRB will be recorded in
writing with the reasons for any decision taken. If
the TRB recommends termination of the pilot’s
contract of employment, then the written report will
form the basis for the concerned Fleet Training
Manager’s interview with the pilot.
Exceptionally, the TRB may recommend further
training, taking into account the previous
experience of the pilot, and any extenuating
circumstances for the unsatisfactory performance.
The nature and extent of the inadequate
performance must be specified, and the trainee
must be accorded the opportunity to reply.
Immediately following this interview, the decisions
taken, together with advice on the right of appeal
of the member of staff, should be confirmed in
writing to the pilot. The letter should specify to
whom any appeal must be sent, and by what date
(7 days after the TRB ruling).

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3.7.5.1. Failure Policy for recurrent training /

checking and other training courses
(including Command Upgrades).

Recurrent Training / Line Check Command

Checking Upgrade

Line Line Line

Operation Training Operation

Simulator Line Flying

Pass ? Yes Pass ? Pass ?
Pass ?

No No No No
Yes Yes

Additional training Remedial Training Additional Additional

Training Training

Simulator Line Flying

Pass ? Pass ? Pass ?
Pass ?

No No No No

Training Review Board

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3.7.6. Additional Training Procedures for to complete the training programme (i.e. due to
Recurrent Training late arrival, interruptions, or the need to repeat
multiple exercises), then the Instructor / Examiner
3.7.6.1. General shall :
Pilots are expected to complete the assigned – immediately advise the concerned Fleet
syllabus, and demonstrate the required level of Training Manager by the quickest means
proficiency in all items contained in the applicable available that additional training is required by
recurrent training syllabus. the pilot;
At the conclusion of a recurrent training session, – submit a Confidential Report in accordance with
the instructor is required to make an overall Section 3.6.2, detailing the reasons for the
assessment of the standard achieved by each unsatisfactory assessment, together with
trainee. This assessment shall be based solely on recommendations for the scope and contents of
the following criteria : the additional training; and
– Whether or not the specified training – complete the appropriate form including a note
programme has been fully completed; and that further training is recommended for the
– Whether or not the pilot has demonstrated the pilot, and that a Confidential Report has been
required level of proficiency in all the applicable submitted.
items and procedures. The assessment shall
The concerned Fleet Training Manager shall
not be based on how much training was
ensure that :
required to attain proficiency in any particular
item(s). – the pilot is immediately suspended from Line
flying duties; and
The amount of training provided for a particular
pilot should be based upon both the total simulator – discuss the content of the report with the
time available, and on the Instructor’s judgment as Instructor / Examiner for further clarification or
to what is reasonable under the circumstances. information.
Bearing in mind the nature of the exercise or
Based on his discussions with the Instructor /
procedure, and how often the pilot is exposed to it,
Examiner and his assessment of the case(s)
there is a limit as to how much training is
concerned, the concerned Fleet Training Manager
appropriate before a pilot is either able to attain
shall consider the following options :
proficiency, or is referred to additional training
dedicated to remedying the remaining deficiencies.  If only a single additional training session is
judged to be sufficient to rectify all deficiencies
If the overall assessment is unsatisfactory, then
and/or to complete the programme, provided
the instructor shall be required to take the following
that the trainee(s) Confidential report does/do
action :
not have a record that indicates an established
– Recommend further remedial training to pattern of non recommendations and/or check
address the outstanding deficiencies failures, then the PC session scheduled for the
(applicable in the case of recurrent training following day may be changed to a training
conducted in conjunction with a PC, refer to session.
3.7.6.2); or
In the event that only one trainee of a pair is not
– Do not recommend the pilot for the PC (refer to
recommended for an PC, then the other crew
3.7.6.2).
member may be utilized as a stand-in for the
additional training session. Under no
3.7.6.2. Recurrent Training in Conjunction with
circumstances shall a pilot who is not
the PC
recommended for an PC be utilized as a stand-
If a trainee or pair of trainees is not recommended in for such a check.
for the PC due to inadequate demonstration of
proficiency or because of insufficient available time

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If two pilots were not recommended for check, suspended from the line duties, pending the
then they may undergo training together appropriate investigation of the circumstances.
provided both were judged to need only one
The Instructor / Examiner shall summarize the
additional session.
details on the “Combined PC” form. In addition
The Instructor / Examiner shall summarize the a Confidential Report must be submitted
details on the “Combined PC” form, together together with the reasons for non-
with the reasons for non-recommendation and recommendation.
the exercises that must be completed and/or
The concerned Fleet Training Manager shall
that require additional training.
interview the pilot, and provide additional
If the Examiner originally scheduled for the training as appropriate to the circumstances of
check is to be used as the Instructor for the the failure, unless a further action is required
additional training session, then he must be from the Training Review Board. This training
advised of this change. Both pilot and the shall be tailored to address those deficiencies
Instructor conducting the additional training identified in the relevant reports.
shall be briefed on the contents and receive a
Both pilots and the Instructor conducting the
printed copy of the programme. The pilot shall
additional training shall be briefed on the
also receive a letter from the concerned Fleet
contents and receive a printed copy of the
Training Manager detailing the reasons for the
programme. The pilot shall also receive a letter
additional training, and the requirement to attain
from the concerned Fleet Training Manager
the necessary proficiency after completion of
detailing the reasons for the additional training,
the assigned training. A new “Combined PC”
and the requirement to attain the necessary
form shall be completed for the additional
proficiency after completion of the assigned
training session.
training. A new “Combined PC” form shall be
Provided that both pilots have received a completed for the additional training session.
recommendation for an PC after the additional
If the overall assessment of the pilot is still
training session is completed, a new check
unsatisfactory after completion of the additional
session shall be arranged for both of them as
training, then further actions will be determined
soon as possible (but no later than 14 days
subject to the Training Review Board Decision.
after the additional training session). Pilots
recommended for a proficiency check may
3.7.7. Failure of Proficiency Checks
continue to conduct normal line duties, if
necessary, prior to a re-scheduled PC, provided
that they are still within the current validity 3.7.7.1 General
period of their last successful Type Rating and A Proficiency Check is failed when a pilot is unable
Instrument Rating. to successfully perform all exercises to the
If the overall assessment of the pilot is still required standard.
unsatisfactory after completion of the additional He may not exercise the privileges of his license
training, then further actions shall be until he successfully passes the failed check.
determined subject to the Training Review
Board decision. Remedial training and a further test will be decided
as per 3.7.5.
 If substantial additional training (i.e. more
than 1 session) is judged to be necessary to When conducting the RHS check during PC, a re-
rectify all deficiencies and/or to complete the sit is allowed.
programme, or the trainee(s) Confidential report
has/have a record that indicates an established
pattern of non-recommendations and/or check
failures, then the pilot(s) shall be returned to
Algiers if he is in a simulator out of Algiers, and

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The following procedure shall apply after failure of

a proficiency check :
– Follow the notification requirements specified in
3.7.7.2. Notification Requirements 3.7.7.2.
A Training Review Board (consisting of the Chief – The Examiner shall arrange to discuss the
Pilot Training, concerned Fleet Manager, Fleet circumstances of the failure with the concerned
Training Manager) shall consider further Fleet Training Manager, and shall forward the
appropriate action when a pilot is subjected to any copies of the relevant reports including a
of the following circumstances : Confidential Report to the Training Department.
– The concerned Fleet Training Manager; and – The concerned Fleet Training Manager shall
interview the pilot, and provide additional
– Crew Control, so that arrangements can be training as appropriate to the circumstances of
made to remove the concerned pilot from flying
the failure, Board. This training shall be tailored
duties until further notice.
to address those deficiencies identified in the
In case of failure of a Mandatory Check, a full relevant reports.
report must be submitted along with the DACM Both pilots and the Instructor conducting the
Mandatory Check Failure, describing the additional training shall be briefed on the
circumstances and reasons for the failure, as well
contents and receive a printed copy of the
as any recommendations for further training or any
programme. The pilot shall also receive a letter
other appropriate remedial action. An example of
from the concerned Fleet Training Manager
DACM Mandatory Check Failure Notification form
detailing the reasons for the additional training,
is shown in Chapter 13.1.2. The concerned Fleet
and the requirement to attain the necessary
Training Manager shall ensure the DACM are proficiency after completion of the assigned
informed of the failure by means of faxing
training. A new PC form shall be completed for
“Mandatory Check Failure” Form.
the additional training session.
3.7.8. Long Term Training and Check – If the pilot is still unsatisfactory after completion
Performance Record of the additional training, then further actions
will be determined subject to the Training
A Training Review Board (consisting of the Chief Review Board decision. In this case the DACM
Pilot Training, concerned Fleet Training Manager must also be advised.
and one other Fleet Training Manager) shall
consider further appropriate action when a pilot is Refer to the Flowchart 3.7.8.2 for the applicable
subjected to any of the following circumstances: procedures.
– fails a combined total of 2 checks (i.e. LST, PC,
or line checks) within any given 2 years period.
– fails a combined total of 3 checks (i.e. LST, PC
or line checks) in any 4 years period.
– fails to fulfill the conditions specified by a
previous Training Review Board convened to
address training and checking performance
deficiencies.
– achieves Grade 3 in PC and line checks for 3
times over a period of 3 years

3.7.8.1. Procedures for Failed Proficiency

Checks

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3.7.8.2. Failure Policy of Recurrent Training and

Proficiency Checks

Recurrent Line
Training Duties

Yes

Recommended
for Profeciency Yes Proficiency Check Successful ?
Check ?

No No

Additional training Additional training

Recommended Recommended
for Profeciency Yes Proficiency Check Yes for Profeciency
Check ? Check ?

Successful ? Yes Line

Duties
No No

No

Training Review Board

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3.7.9. Training Review Board After completion of the interview, the Board shall
decide one of the following options as considered
The Training Review Board is convened to discuss
the more appropriate:
crew training performance related issues (i.e.
unsatisfactory progress during a training course, or Assigning additional training.
non-compliance with the requirements of previous
Suspension from a training course.
Training Review Board).
Temporary or permanent removal from the flying
The Board is conducted whenever required by the
duties.
policies and procedures specified in this manual.
Provision of additional training shall be strictly
The constitution of the Training Review Board will
subject to the limitation defined for the applicable
be as follows:
training course given in this manual. The pilot must
be advised in writing of the requirement to attain
the required standard within the allocated time
frame and to maintain adequate progress and
Training Related Issues The Chief Pilot Training
performance standards in future. The copy of a
and concerned Fleet
letter must be placed in both his personal and
Training Manager.
training files.
If the pilot is still unsatisfactory after completion of
Transition Line Training The Chief Pilot Training,
the additional training, then further actions will be
the concerned Line Fleet
recommended by the Board to the CFOO.
Manager and Fleet
Training Manager.

Recurrent Training / The Chief Pilot Training, Note: The Training Review Board has no authority
Checking the concerned Fleet to directly dismiss a pilot from service. Such
Training Manager, one cases must be referred (with full justification)
other Fleet Training to the CFOO, and only after consultation
Manager. with the CFOO will a pilot’s termination be
processed in conjunction with the HR
Other Training Courses The Chief Pilot Training, Department.
Line Fleet Manager and
concerned Fleet Training 3.7.10. Appeal Procedure
Manager. Any appeal against the decision of a TRB must be
made in writing in the first instance to the CFOO,
Long Term The Chief Pilot Training, who will review the circumstances of the
Performance the concerned Fleet unsatisfactory performance and recommendations
Training Manager, one of the TRB.
other Fleet Training The appeal must be made, with supporting
Manager. reasons, in writing within 7 days.
In cases where the TRB’s recommendation is for
The Board shall ensure that a thorough termination, the CFOO will consult with the CFOO
investigation and review of all circumstances as part of the appeal process.
applicable to the case has been completed, prior to CFOO will inform the appellant of the result of the
formally interviewing the concerned pilot. appeal in writing. A copy of this letter will be placed
in the appellant’s files.

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REF : MANEX TRAINING PROGRESS AND FAILURE POLICY Chapter 3 Page 27

3.7.11. Trainee’s Grievances

Any complaints or issues occurred during training
or check event, should be reported by the trainee
involved in writing, to the concerned Fleet Training
Manager.
The complaint, with the supporting reasons, must
be received not later than 7 days from the training
event and will not be accepted after this period.
The concerned Fleet Training Manager will consult
with the Chief Pilot Training and request a written
report from the instructor involved. The Chief Pilot
Training will decide if an individual meeting with
the parties would be necessary and coordinate
with the concerned Fleet Training Manager.
After the investigation conclusion, the Chief Pilot
Training will inform the trainee and the instructor
involved in writing with the next course of action.
All the process should be filed as follows :
a) The written report from the trainee and the
conclusion will be placed in the trainee’s file.
b) The written report from the trainee, the
instructor and the conclusion will be placed in
the instructor’s file.
It is important to note that regardless of the
process result, a given overall grade should not be
changed. Any exceptional circumstances for the
rule above should be described by the Chief Pilot
Training in the conclusion report.

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REF : MANEX TRAINING PROGRESS AND FAILURE POLICY Chapter 3 Page 28

3.8. AIR ALGERIE TRAINING COURSES – 75 hours of instrument time of which not more
than 30 hours may be instrument ground time;
3.8.1. Flight Crew Training Courses and
The Company conducts various training courses – 100 hours of night flight as pilot-in-command or
for flight crew, refer to 3.5 for polices on conduct of as co-pilot.
training. Details of all flight crew training courses
are published in the relevant aircraft FCTM/FCOM 3.8.1.2. Conversion Courses
and OM part D “Volume 2”.
3.8.1.2.1. First Type Rating Conversion Course
The following is a summary of the qualification
requirements and the general syllabus content for The First Conversion Course is intended to qualify
the principal flight crew training courses conducted an inexperienced ab-initio pilot for a first type rating
by the Company. on a transport category multi-pilot aircraft.
 Qualification Requirements :
3.8.1.1. Minimum Requirement for Conversion
of CPL to ATPL The applicant pilot shall fulfill the minimum
qualification requirements as specified in
The applications for the conversion of CPLs to
Operations Manual, Part A: General/Basic,
ATPLs will be accepted for following :
Chapter 5.2.2.
a) AIR ALGERIE AB-INITIO Pilots.
Note: A pilot graduating from any AIR
b) Pilots selected for Command Upgrade. ALGERIE ATO meets the qualification
requirement as specified above, since his
c) Senior First Officers.
training and selection is controlled by AIR
An applicant for an ATPL shall be at least 21 years ALGERIE.
of age, and hold a valid Class 1 medical certificate.
 Course Structure :
The applicant for an ATPL shall have completed as
The following modules specifically tailored for the
a pilot of airplanes at least 1500 hours of flight
qualification level of the trainees :
time. Of the 1500 hours flight time, up to 100 hours
of flight time may have been completed in a – Company Induction Course
Simulator and FNPT (Flight and Navigation  Duties and responsibilities;
Procedure Trainer) of which a maximum of 25  Relevant state regulations;
hours may have been completed in FNPT,  Authorized operations;
including at least :
 Relevant sections of the OM.
– 500 hours in multi-pilot operations airplanes – Initial and MCC Integrated CRM Training;
type;
– SEP Training including Fire fighting, First-aid
– i) 500 hours as pilot-in-command under and Ditching … etc;
supervision; or – Dangerous Goods, Security and HPL (if
ii) 250 hours either as pilot-in-command; or required) Training;
– MCC / Jet Conversion Training;
iii) 250 hours made up by at least 70 hours as
pilot-in-command and the necessary – Ground Training : CBT and FBS (MFTD)
additional flight time as pilot-in-command integrated training;
under supervision; – Performance and Weight and Balance;
– 200 hours of cross-country flight time of which – Operational Training (OT) Ground - Any
at least 100 hours shall be as pilot-in command applicable Special Operations Ground
or as pilot in command under supervision; Course (AWOPS, ETOPS, RVSM, RNP,
RNAV,..) as per the fleet specific training
programme.

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– Simulator Training : Normal and Non-normal For more information about the line training refer to
Procedures; OM Part D “Volume 2”.
– Line Orientation Training comprising of
Ground and Simulator training (LVOPS, 3.8.1.2.2. Additional Type Rating Conversion
ETOPS, Unstable Approach Training, Hard Course
Landing Training, Taxi Modules Training, The Additional Type Rating Conversion Course is
Windshear, TCAS, CFIT-GPWS modules intended to qualify an existing Company Captain or
and 4 LOFT sessions (duration in First Officer for a new type rating on another
accordance with syllabus specified in the aircraft type.
OM Part D Chapter 12);
 Qualification Requirements :
– Proficiency Check / Skill Test;
– Base Training; Candidates shall fulfill the following minimum
qualification requirements :
– Airplane Base Training and Checking;
– Hold a current type rating on a transport
– Line Training including Initial and Final
category airplane type.
check either 40 flight legs or 100 flight hours
during which the trainees are evaluated; and – Hold an ATPL license issued by DACM.
– Aerodrome Competence Qualification: – Currently employed as a flight crew member
Duration and type of training depends upon by the Company.
number of Category C aerodromes in Note: This course shall also be undertaken by
applicable type’s route structure and the those Company’s pilots renewing an
actual training requirements specified for expired type rating, and who are required
those aerodromes. to complete a full conversion course in
– Introduction of new policies, instructions and accordance with the requirements of
procedures. Chapter 4.2.
Two different ab-initio line training programmes  Course Structure :
including initial & final line checks are designed :
The following modules specifically tailored for
a) Normal ab-initio line training program which the qualification level of the trainees :
consists of 100 flight hours and applies to ab- – CRM training (Conversion);
initio pilots with the following criteria :
– SEP Training;
 Valid ICAO ATPL or integrated frozen ATPL
– Ground Training : CBT (MFTD) integrated
 Valid Instrument rating training;
 Valid Class one medical license – FBS : If Required.
 English Language Proficiency level 4 or – Performance and Weight and Balance;
above
– Operational Training (OT) Ground – Any
b) Fast Track ab-initio line training program which applicable Special Operations Ground
consists of 46 sectors and applies to ab-initio Course (AWOPS, ETOPS, RVSM, RNP,
pilots with the following criteria RNA...) as per the fleet specific training
 Valid ICAO ATPL or integrated frozen ATPL programme.
 Valid Class one medical license – Simulator Training : Normal and Non-Normal
 English language proficiency level 4 or Procedures;
above – Line Orientation Training comprising of
Ground and Simulator training (LVOPS,
 Below 35 years at the time of joining
Windshear, TCAS, CFIT/GPWS modules)
 A minimum of 1500 hrs modern multi pilot and 2 LOFT sessions (duration in
turbo-propeller greater than 12000 kgs
MTOW.

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REF : MANEX TRAINING PROGRESS AND FAILURE POLICY Chapter 3 Page 30

accordance with the syllabus specified in – Currently employed as a Captain or First

Chapter 12; Officer in the Company.
– Proficiency Check / Skill Test;
 Course Structure :
– Base training or ZFTT (if applicable);
The following modules specifically adapted for
– Airplane Base Training and Checking (not
the experience of the trainee, shall comprise
required if ZFTT approval applies);
the course:
– ETOPS Ground / Simulator Training if
– Ground Training in accordance with Chapter
applicable to type (with or without previous
4.2;
experience);
– Recurrent CRM not required if already
– AWOPS Ground / Simulator / Line Training if
completed;
applicable to type;
– SEP Training;
– RNAV Ground /Simulator/ Line Training if
applicable to type; – Simulator Training in accordance with the
requirements given in Chapter 4.2;
– Aerodrome Competence Qualification :
Duration and type of training depends upon – Line Orientation Training : LVOPS module
number of Category C aerodromes in and 1 LOFT session (duration in accordance
applicable type’s route structure and the with the relevant Fleet Training syllabus);
actual training requirements specified for – Proficiency Check / Skill Test;
those aerodromes; – ETOPS Ground Training, if applicable to
– Line Training excluding Initial and Final type;
check : 20 sectors; and – Aerodrome Competence Qualification :
– ETOPS Line Training if applicable to type : 1 Duration and type of training depends upon
sector may be included in sectors required number of Category C aerodromes in
for Line Flying Under Supervision specified applicable type’s route structure, and the
above. actual training requirements specified for
those aerodromes;
3.8.1.3. Renewal Course – Line Training including Final check in
accordance with Chapter 4.2 of this manual;
The Renewal Course is intended to renew a type
and
rating which has expired due to the event that pilot
has not flown that particular aircraft for more than – Transit Check Authorization Captain only (if
90 days. Pilots undergoing requalification training expired).
shall be of two types :
– Pilots current on another type of airplane.
– Pilots not current on any type of airplane.
A full detail concerning renewal training is given in
Chapter 4.2 of this manual.
 Qualification Requirements :
Candidates shall satisfy the following minimum
qualification requirements to undertake this
course:
– Hold type Rating for the applicable type
(validity period expired);
– Current ATPL issued by DACM; and

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REF : MANEX AIR ALGERIE TRAINING COURSES Chapter 3 Page 31

3.8.1.4. Command Upgrade Course 3.8.1.5. Differences Training

The Command Upgrade Course is intended to Refer to Chapter 4.4.
qualify an experienced Company’s First Officer as
a new Commander on the fleet. 3.8.1.6. Familiarisation Training
 Qualification Requirements : Refer to Chapter 4.4.
A candidate to be selected for Command
3.8.1.7. Route and Aerodrome Competence
Upgrade shall satisfy the following requirements :
Qualification Training
– Holds a valid ATPL issued by the DACM; Refer to Chapter 5.9.
– Minimum qualification requirements as
specified in the Operations Manual, Part A : 3.8.1.8. In-flight Relief Pilot Training
General/Basic, Chapter 5.2.2.1;
Not Applicable
– Satisfactory completion of 2 recurrent
proficiency checks and 1 line check during 3.8.1.9. Qualification to Operate in Either Pilot’s
12 months prior to selection board ; and Seat
– Satisfactory completion of command
evaluation requirements. Refer to Chapter 5.5.

Refer to Chapter 7.1.1 for details of selection 3.8.1.10. Operation on More than One Type or
criteria. Variant
 Course Structure : Refer to Chapter 4.5.
The following modules specifically designed for
the purpose of training an experienced First 3.8.1.11. Instructor / Examiner Training
Officer as a new Commander : Refer to Chapter 1.4
– Command CRM Course;
– Command Upgrade Ground Course; 3.8.1.12. Low Visibility Operations Training
– SEP Training, if required; Refer to Chapter 5.3.
– Simulator Training : Normal and Abnormal
Procedures; 3.8.1.13. ETOPS Training
Refer to Chapter 5.4.
– Pilots need to pass a questionnaire;
– Line Orientation Training comprising of 3.8.1.14. Basic Indoctrination Course
Ground and Simulator training (LVOPS,
Windshear, TCAS, CFIT/GPWS modules) AIR ALGERIE provides a basic ground
and 2 LOFT sessions (duration in indoctrination training and evaluation programme
accordance with the relevant Fleet Training for all newly hired crew members including at least
Syllabus); the following:
– Proficiency Check / Skill Test;  Civil Aviation Regulations
– Visual Circuit Training - Simulator or ZFTT  Duties and responsibilities of crew members
as applicable
– Line sectors including initial and final check :  Contents of AIR ALGERIE’s Operating
minimum 30 sectors check; and Specifications as part of the AOC, including (*) :
– Transit Check Authorization. – Approaches authorized by the DACM;
– Ceiling and Visibility requirements for
takeoff, approach & landing;
– Allowance for inoperative ground
components

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REF : MANEX AIR ALGERIE TRAINING COURSES Chapter 3 Page 32

– Wind limitations (crosswind, tailwind, and 3.8.1.17. Recurrent Training

headwind);
Detail of recurrent training is given in Chapter 6.
– Authorized operations.
 Appropriate sections of AIR ALGERIE’s 3.8.1.18. RNAV Training
Operations Manual Detail of RNAV training is given in Chapter 5.
 Performance and Weight and Balance Training.
3.8.1.19. CPDLC Training
AIR ALGERIE’s operating specifications given
(*)

above are reviewed during every simulator training. Detail of CPDLC training is given in Chapter 5.

3.8.1.15. Operational Training 3.8.1.20. MNPS Training

Operational Training (OT) refers to training which Detail of MNPS training is given in Chapter 5.
concentrates on a specific type of operation or on
equipment or procedures with a special purpose 3.8.1.21. Freighter Operations Training
related to normal or abnormal operations. Detail of Freighter Operations training is given in
The various types of OT modules employed by the Chapter 5.
Company cover the following requirements.
3.8.2. Cabin Crew Training Courses
3.8.1.15.1. RVSM Training The Company conducts various training courses
Refer to Chapter 5.7.1. for cabin crew. Details of training courses are
given in Chapter 14.
3.8.1.15.2. RNAV Approaches Training
Refer to Chapter 5.7.2

3.8.1.15.3. RNP Training

Refer to Chapter 5.7.3

3.8.1.15.4. Icing / Contamination Training

Refer to Chapter 5.7.4

3.8.1.15.5. TCAS Training

Refer to Chapter 5.7.5

3.8.1.15.6. Windshear Training

Refer to Chapter 5.7.6

3.8.1.15.7. CFIT / GPWS Training

Refer to Chapter 5.7.7

3.8.1.15.8. Steep Approach Training

Refer to Chapter 5.7.8

3.8.1.16. Transit Check Authorization Training

Refer to Chapter 5.11.

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Intentionally Left Blank

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EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 CONVERSION TRAINING AND CHECKING
REF : MANEX TABLE OF CONTENTS Chapter 4 Page 1

CHAPTER 4 – CONVERSION TRAINING AND CHECKING

4.1. CONVERSION COURSES……………………………………………..…………………………..………… 3

4.1.1. Type Rating Training……………………………………………………………..……………………..3

4.1.2. Conversion Course……………………………………………………………………………………. 5
4.1.3. Basic Authority to Act as a Flight Crew Member…………………………………………………….5
4.1.4. Ground Training………………………………………………………………………………………….5
4.1.5. Emergency and Safety Equipment Training………………………………………………………… 6
4.1.6. CRM Training……………………………………………………………………………………………..6
4.1.7. Simulator Training / Aircraft Training………………………………………………………………… 6
4.1.8. Flying Tests and Checks………………………………………………………………………………..8
4.1.9. Line Training Requirements………………………………………………………………………….. 8
4.1.10. Low Visibility Operations……………………………………………………………………………… 8
4.1.11. ETOPS Training and Checking………………………………………………………………………. 8
4.1.12. Inexperienced Flight Crew Member…………………………………………………………………. 9

4.2. TRAINING FOR RENEWAL OF TYPE RATINGS……………………………………………………………10

4.2.1. General…………………………………………………………………………………………………..10
4.2.2. Pilot current on another Type………………………………………………………………………..……
11
4.2.3. Pilot not current on another Type……………………………………………………………………..12

4.2.4. Flight Engineer not current on another Type……………………………………………………… 12

4.3. CHECKING REQUIREMENTS……………………………………………………………………………... 13

4.3.1. Type Rating Skill Tests and Proficiency Checks……………………………………………………13
4.3.2. Conduct of Tests/Checks, Training and Check Flights…………………………………………… 13
4.3.3. Special Requirements for ATPL / Command Upgrade Skill Tests………………………………..20
4.3.4. Acceptable Performance – Skill Tests and Proficiency Checks…………………………………….
20
4.3.5. Limits for Skill tests and Proficiency Checks…………………………………………………………
21
4.3.6. Contents of Type Rating Training and Skill Tests………………………………………………….22
4.3.7. Reduced Skill……………………………………………………......................................................26
4.3.8. Aircraft Checks………………………………………………………………………………………….26
4.3.9. Initial Line Check…………………………………………………………………………………………
26
4.3.10. Final Line Check……………………………………………………………………………………….26

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EDITION N° : 03 OM PART D – TRAINING DATE : APRIL 17
REVISION N° : 05 CONVERSION TRAINING AND CHECKING
REF : MANEX TABLE OF CONTENTS Chapter 4 Page 2

4.4. DIFFERENCES AND FAMILIARISATION TRAINING…………………………………………………….. 28

4.5. OPERATION ON MORE THAN ONE TYPE OR VARIANT………………………………………………..29

4.5.1. General………………………………………………………………………………………………….29
4.5.2. Terminology …………………………………………………………………………………………….29
4.5.3. Training and Checking Differences Level…………………………………………………………….
29
4.5.4. Operation on More than One Type or Variant - Different License Endorsement……………….30

4.6. ZERO FLIGHT TIME TRAINING……………………………………………………………………………….31

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REF : MANEX CONVERSION COURSES Chapter 4 Page 3

4.1. CONVERSION COURSES

4.1.1. Type Rating Training

The training course is required to qualify for a new
type rating; this training course is referred to as a
Conversion Course.
* There is no limit to the number of ratings that
may be held at one time, but there are restrictions
concerning the number of ratings that can be
exercised at any one time, refer to 4.5 - Operations
on More than One Type or Variant.
The requirement for separate type ratings is
assessed on the following aircraft criteria :
– Airworthiness type certificate;
– Handling characteristics that require additional
flying or simulator training;
– Certificated minimum flight crew compliments;
– Level of technology.
Type ratings are established for each type of multi-
pilot airplane, but where variants exist in one type
rating the requirements of training shall be based
on a single variant. Additional training for variant
shall be given in accordance with Chapter 4.4.
The privileges of the holder of a type rating are to
act as a pilot on the type of aircraft specified in the
rating.
The holder of a pilot’s license shall not act in any
capacity as a pilot, except as a pilot undergoing
skill testing or dual training, unless the holder has
a valid and appropriate type rating issued by the
DACM. When a type rating is issued limiting the
privileges to act as copilot only, such limitations
shall be endorsed on the rating.
The type rating course including the theoretical
knowledge training shall be completed within 6
months preceding the skill test.
Note* : All training personnel to emphasize on “the
importance of Aviate, Navigate and
Communicate” Priority, throughout the
training and checking phase.

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REF : MANEX CONVERSION COURSES Chapter 4 Page 4

Type Rating Training Flow Chart :

Type Rating
Training

Theoretical
Training CBT
Rating Training

Success Check of the Failure 1

Theoretical Training

Simulator 2 days CBT (Briefing)

Training
Failure 2

Simulator Failure 2
Check
Success Failure 1

BASE TRAINING Revision sessions

Local Check (Flight skills, + Briefing
general handling) Adjournment for
12 months
Success Failure 1
Failure 2
Flying Under
Supervision
Rating Training
Failure 2 Adjournment for
Skill Check 24 months
Success Failure 1

Archive the relevant Report of Fleet Training Manager

documents of the that determines the modalities to
new type reintroduction on line

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4.1.2. Conversion Course combined with the type rating skill test required by
DACM.
A flight crew member shall complete a Type Rating
course which satisfies the applicable requirements Before undertaking an initial conversion with the
of DACM when changing from one type of aircraft Company, a pilot without a multi-crew type rating
to another type or class of aircraft for which a new must have completed a multi-crew co-operation
type or class rating is required. A flight crew course or qualify for MCC Credit. If neither
member will be required to complete a conversion condition applies, the pilot must complete a
course : Company MCC course. It is an additional
– before commencing unsupervised line flying; Company requirement that such a pilot shall
complete an enhanced conversion course. The
– on joining the Company;
details of training is specified in the relevant
– when changing to an aircraft for which a new aircraft type training syllabus given in chapter 12.
type rating is required.
Type rating training, when required may be 4.1.3. Basic Authority to Act as a Flight Crew
conducted separately or as part of the conversion Member
training. When the type rating training is conducted License and Rating
as part of conversion training, the conversion
training programme will include all the licensing 1) A person shall not act as a flight crew member
requirements. of a civil airplane registered in the state of
Algeria unless that person holds a valid license
The minimum standards of qualification and and rating complying with the DACM
experience required of flight crew members before requirements and appropriate to the duties
undertaking the appropriate conversion course are being performed, or an authorization. The
as given in Chapter 3.8.1. license shall have been issued by :
The amount of training required will be determined a) the State of Algeria; or
after due note has been taken of the flight crew
members previous training. b) Another ICAO Contracting State and rendered
valid in accordance with DACM requirements.
The Conversion course shall include :
2) From 5 March 2008, applicants for a license
– Ground training and checking including aircraft
and license holders who are required to use the
systems and limitations, normal, abnormal and
radio telephone shall demonstrate the ability to
emergency procedures;
speak and understand the language used for
– Emergency and safety equipment training and radiotelephony communications in accordance
checking; with the DACM Instruction N° 20 of January 4th,
– CRM training; 2006 (Article 19). The language proficiency
– Aircraft/flight simulator training and checking; required must be at least Operational Level
and (level 4) of the ICAO Language Proficiency
Rating.
– Line flying under supervision and line check.
The conversion course shall be conducted in the 4.1.4. Ground Training
order as set out for each course given in Chapter
All flight crew will attend a course of ground
3.8.1.
training prior to being examined by or on behalf of
Once a flight crew member has commenced a the Authority.
conversion course he shall not undertake flying
The course of ground instruction will incorporate
duties on another type or class of aircraft until the
formal tests on aircraft systems and limitations, all
course is completed or terminated.
aspects of aircraft performance and flight planning,
In the case of a flight crew member changing where applicable. The passing mark shall be no
aircraft type, the Proficiency Check may be less than 75%.

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REF : MANEX CONVERSION COURSES Chapter 4 Page 6

The following items related to aircraft performance – A comprehensive drill to cover all ditching
shall be covered : procedures will be practiced where flotation
– Weight/mass and balance; equipment is carried. This will include practice
of the actual donning and inflation of a
– Takeoff, climb, cruise, approach and landing
lifejacket, together with a demonstration or
performance;
film of the inflation of life-rafts and/or slide-
– Obstacle clearance; rafts and associated equipment. This practice
– Fuel planning; will, on an initial conversion course, be
– Diversion planning; conducted using the equipment in water,
although previous certificate training with
– Effect of inoperative or missing components another operator or the use of similar
(MEL/CDL); equipment will be accepted in lieu of further
– If applicable, engine-out drift-down. wet-drill training.

4.1.5. Emergency and Safety Equipment – Instruction on the location of emergency and
Training safety equipment, correct use of all
appropriate drills and procedures that could
On the initial conversion course (First Type Rating) be required by flight crew in different
and on subsequent conversion courses as emergency situations. Evacuation procedures
applicable, the following items shall be addressed : of the aircraft by use of slide/raft shall be
– Instruction on first-aid in general (First Type conducted by using video or any suitable
Rating and Operator conversion course only); training method.
instruction on first-aid as relevant to the
aircraft type of operation and crew 4.1.6. CRM Training
complement including where no cabin crew Flight crew members undergoing a conversion or
are required to be carried (Initial and command course shall receive the appropriate
subsequent course); CRM training as detailed in Chapter 5.1.
– Aeromedical topics including :
4.1.7. Simulator Training / Aircraft Training
1) Hypoxia;
2) Hyperventilation; 4.1.7.1. General
3) Contamination of the skin/eyes by aviation
Training should be structured and sufficiently
fuel or hydraulic or other fluids;
comprehensive to familiarize the flight crew
4) Hygiene and food poisoning; member through all aspects of limitations and
5) Malaria; and normal/abnormal and emergency procedures
6) Incapacitation of flight crew members. associated with the aircraft. It will be conducted by
suitably qualified Instructors. Additional training will
– The effect of smoke in an enclosed area and be required for specialized operations such as
actual use of all relevant equipment in a steep approaches, ETOPS, Category 2/3
simulated smoke filled environment (i.e. actual operations … etc.
fire fighting using equipment representative of
that on the aircraft); Simulator training for multi-pilot airplane types will
place particular emphasis on the application of
– The operational procedures of security, CRM principles, especially during LOFT sessions.
rescue and emergency services.
The same training and practice in flying of the
– Survival information appropriate to the areas aircraft will be given to co-pilots as well as
of operation (e.g. polar, desert, jungle or sea) commanders. The flight handling syllabus for
and training in the use of any survival commanders and co-pilots alike will include all the
equipment required to be carried. requirements of the Proficiency Check required by
Chapter 3.4.3.

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Unless the type rating training programme has 4.1.7.3. Zero Flight Time Training
been carried out in an appropriate flight simulator ZERO FLIGHT TIME Base training is proposed to
approved for zero flight time conversion, the trainee having a prior agreement on this subject
training shall include at least 3 take-off and with the DACM.
landings in the aircraft. This session complies with the DACM
recommendation.
A flight simulator, subject to its qualification level
and approval, may be used for all types of training PREREQUISITES
and checking. Line check must be carried on the ZFTT shall only apply to candidates of multi-pilot
aircraft. airplanes having more than:
When a pilot is reconverting to a type on which he  500 hours flight time or 100 routes sectors
was previously qualified, a refresher course will be on a relevant aircraft type if a level D FFS
scheduled after due note of the crew members is used.
previous training. This refresher training will  1500 hours flight time or 250 route sectors
include an abbreviated technical course, on a relevant aircraft type if a level C FFS
proficiency check and line check (refer to 4.2).
is used.
4.1.7.2. Simulator Training NOTE: A relevant aircraft type is defined as a
turbo jet transport category airplane having a
The Simulator Training conversion course syllabus MTOW of not less than 10 tons or an approved
is designed to provide a progressive sequence of passenger seating configuration for not less than
training appropriate to the average pilot. The aim 20 passengers.
of the simulator training is to: A pilot undertaking a ZFTT course shall commence
– provide training in instrument flying and Line Flying Under Supervision as soon as possible
normal/abnormal and emergency procedures, but not later than 21 days after completion of the
so that the pilot will react without error or loss of SKILL TEST.
control in any given situation including: The first 4 take-offs and landings carried out by a
ZFTT trainee shall be flown under the supervision
 Crew division of duties;
of a TRE/TRI who shall occupy a pilot’s seat.
 Positive transfer of aircraft control; If Line Flying Under Supervision has not been
 Consistent checklist philosophy; commenced within the 21 days, another ZFTT
 Proper use of all levels of automation; training shall be provided which must be
acceptable to the DACM.
 Emphases on a prioritization (aviate,
In the absence of ZFTT approval by DACM or at
navigate, communicate).
the discretion of the operator or If the candidate
– Provide complete training in operations on doesn’t have the prerequisite the following
routes that traverse active volcanic areas or in Trainings/Checks are conducted in accordance with
the terminal areas of airports in the vicinity of DACM requirements:
active volcanoes; Aircraft Type Training required
– create pilot confidence in his own ability and in
the integrity of the airplane, its systems and the A330-200 / B767-300 / One (01) Local Check
appropriate procedures; B737-NG Flight *
– provide realistic scenarios and complete
- One (01) Training
practice of abnormal drills;
Flight *
– certify those licensing or operator related items ATR72-500 / L382-G
- One (01) Local
for which the simulator is approved; Check Flight *
– achieve a high standard of overall pilot
performance and standardization; and * Safety Pilot Required (Refer to Chapter 3.5.5)
– provide practical CRM experience to the
trainees.

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4.1.7.4. Aircraft Training

A Full Flight Simulator qualified to JAR STD 1 and
approved by the DACM, may be used to satisfy all
training and checking requirements for type rating
training and skill tests, provided the training course
itself has Zero Flight Time training (ZFTT) approval
from the DACM, and the trainees meet specific
minimum experience requirements.
In the absence of ZFTT approval, airplane training
shall be provided to complete the training
requirements of a type rating course.
Before being released onto Line Flying Under
Supervision, the pilot under training must be able
to demonstrate that he can unassisted achieve a
consistent safe standard of aircraft handling,
especially in the use of the standard landing
technique.
Pilots with a minimum of 1500 hours total, and 500
hours MPA on similar jet types, shall complete at
least 4 landings, including one full stop landing.
Pilots with less than 1500 hours total, or less than
500 hours on similar jet types, shall complete at
least 6 landings including full stops or touch-and-
go landings. This requirement apply to all ab-initio
pilots undertaking their first type rating course,
irrespective of their total hours.
Details of aircraft training (base training) are given
in the relevant aircraft type training syllabus given
in chapter 12.

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4.1.8. Flying Tests and Checks – complexity of the routes and the aerodromes
in the area of operation applicable to the
The following mandatory tests and checks will be
aircraft type; and
carried out on or prior to commencing Line Flying
under Supervision : – to provide balanced duties between PF and
PNF in accordance with the type of training
– Emergency and Safety Equipment Check;
and experience level of the trainee.
– Proficiency Check (normally combined with
The minimum number of required sectors for the
skill test);
appropriate conversion training is given in Chapter
– License Skill Test. 3.8.1. A line check will be conducted upon
completion of LFUS.
The skill test contents and sections for a rating for
multi-engine airplanes are given in 4.3.6. During LFUS a Safety pilot is required to fly on the
observer seat for certain limited sectors, the
Each applicable item in the appropriate skill test requirement is specified in Chapter 3.5.4.
shall be satisfactorily completed within the 6
months immediately preceding the date of receipt The concerned Fleet Training Manager shall be
of the application for the rating. The skill test and responsible to monitor that the correct and
Proficiency Check may be combined. appropriate balance is achieved.
The Emergency and Safety Equipment Check Note: The simulation of abnormal and emergency
must be completed before the candidate starts situations, which requires the partial or full
flying the aircraft, refer to 4.1.5. application of the abnormal/emergency
procedures is not permitted during line
When the Proficiency Check is conducted in an training flights. Additionally, the simulation of
approved simulator, crew shall also demonstrate IMC by artificial means (e.g. pulling of circuit
their proficiency in conducting Category 2/3 breakers) shall not be conducted during
approaches. such flights.
4.1.9. Line Training Requirements
4.1.9.1. Line Flying after ZFTT
Line Flying Under Supervision (LFUS) provides the
opportunity for a flight crew member to carry into
practice the procedures and techniques he has A pilot undertaking a ZFTT course shall commence
been made familiar with during the ground and Line Flying Under Supervision as soon as possible
simulator training of the conversion course. At the but not later than 21 days after completion of the
end of LFUS the respective flight crew member SKILL TEST.
should be able to perform a safe and efficient flight The first 4 take-offs and landings carried out by a
in accordance with the Company Standard ZFTT trainee shall be flown under the supervision
Operating Procedures. of a TRE/TRI who shall occupy a pilot’s seat.
If Line Flying Under Supervision has not been
Following the completion of simulator / aircraft
commenced within the 21 days, another ZFTT
training and checking, each flight crew member
training shall be provided which must be
shall operate a minimum number of sectors under
acceptable to the DACM.
the supervision of a Training Captain. The actual
number of sectors required for completion of
4.1.10. Low Visibility Operations
training will usually be determined by the following
criteria : Details of Low Visibility Operations training is given
in Chapter 5.3.
– flight crew member previous experience and
proficiency;
4.1.11. ETOPS Training and Checking
– complexity and handling characteristics of the
Details of ETOPS training and checking is given in
airplane;
Chapter 5.4.

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4.1.12. Inexperienced Flight Crew Member

A flight crew member who is inexperienced
following the completion of a type rating or
command course and the associated line flying
under supervision will be designated as
“Inexperienced Pilot”. He will not be scheduled with
another “recently type rated” pilot until he
completes the following sectors which can be
reduced subject to an overall experience by the
CFOO.

Type of Training Number of Sectors / Hours

150 hrs + 20 sectors after

New Command
FLC
150 hrs + 20 sectors after
New Hire
FLC
100 hrs + 10 sectors after
Internal Transition
FLC within 120 days
Initial (Second Officer
40 sectors after FLC
to First Officer)

Note: Two (02) operating pilots recently on type

shall not fly together.

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TRAINING FOR RENEWAL OF TYPE RATINGS Chapter 4 Page 11
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4.2. TRAINING FOR RENEWAL OF TYPE

RATINGS

4.2.1. General
In the event that a pilot does not fly a particular
aircraft type for more than 60 days, or if a type
rating has expired, the pilot shall undergo re-
qualification training in accordance with the
requirements specified in this section. For this
purpose, flight interruptions shall be measured
from the date of the last flight that a pilot conducts
on a particular aircraft type.
The re-qualification training outlined in the tables
below is the minimum acceptable to renew a type
rating, after a flight interruption whose duration
falls within the specified periods.
Ground Training shall include coverage of
systems, procedures and performance, and shall
include completion of appropriate questionnaires.
Additional training such as Low Visibility
Operations, LOFT, ETOPS and the required
proficiency checks shall be additional to the hours
and sessions specified in these tables.
The type rating shall be considered renewed from
the date of completion of the necessary proficiency
check.
If a full conversion course is required, then it shall
be conducted in accordance with the syllabus
specified in the relevant aircraft type training
syllabus given in chapter 12.

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4.2.2. Pilot current on another Type

If a flight crew member has previously operated a particular aircraft type but is no longer current on that type,
and is qualified and current on a different aircraft type, then the training required to renew the type rating is
detailed in the table below :

After a Flight
Ground Training Simulator Training Line Training
Interruption of

Up to 90 days Nil Nil -

Briefing on any Recency

After 90 days and
changes since last requirements -
before 6 months
flight (refer to 3.4.14)

Annual Ground
After 6 and up to 12
Refresher Recurrent Training Line Check
months
(Refer to 6.1.1)

After 12 and up to 18 1 training session 3 training sessions

4 sectors
months (8 hours) (12 hours)

After 18 and up to 24 2 training sessions 4 training sessions

6 sectors
months (12 hours) (16 hours)

After 24 and up to 36 4 training sessions 5 training sessions

6 sectors
months (24 hours) (20 hours)

As applicable to the
Complete conversion
More than 36 months Conversion course relevant course given
course
in Chapter 3.8.1.2

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4.2.3. Pilot not current on another Type

If a flight crew member has previously operated a particular aircraft type, but is no longer current on any
aircraft type, then the training required to renew the type rating is detailed in the table below:

After a Flight
Ground Training Simulator Training Line Training
Interruption of

Up to 90 days Nil Nil -

Briefing on any
After 90 days and Validity requirements
changes since last -
before 6 months (refer to 3.4.14)
flight

2 training sessions
After 6 and up to 12 1 training session
(8 hours) 6 sectors
months (8 hours)

After 12 and up to 18 1 training session 4 training sessions

6 sectors
months (12 hours) (16 hours)

After 18 and up to 24 4 training sessions 5 training sessions

8 sectors
months (24 hours) (20 hours)

As applicable to the
Complete conversion
After 24 months Conversion course relevant course given
course
in Chapter 3.8.1.2

4.2.4. Flight Engineer not current on another Type

A Flight Engineer who has previously operated a particular aircraft type, but is no longer current on that aircraft type
must perform 1 ground training session of 8 hours and 2 simulator training sessions of 4 hours .

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4.3. CHECKING REQUIREMENTS items shall take the failed items again. Failure in
any item on the re-test/check including those items
4.3.1. Type Rating Skill Tests and Proficiency that have been passed at a previous attempt will
Checks require the applicant to take the entire check/test
again.
The Skill test is a demonstration of knowledge and
skill required for the initial issue or renewal of a In case the applicant fails only or does not take
licence, instrument rating or type rating. Section 6, the type rating will be issued without
CAT 2 or 3 privileges.
The Proficiency check is a demonstration of
continuing knowledge and skill necessary to Section 6 is not part of the ATPL skill test.
revalidate a current type rating and instrument
Should an applicant choose not to continue with a
rating.
test/check for reasons considered inadequate by
An applicant shall not undertake a skill test unless the examiner, the applicant will be regarded as
recommended by a SFI/TRI/SFE/TRE. Examiners having failed those items not attempted. If the
shall not test applicants to whom they have check is terminated for reasons considered
provided training, except with the expressed adequate by the examiner, only those items not
consent in writing of the DACM. completed shall be tested in further flight.
Items to be covered in the Skill test are given in At the discretion of the examiner any maneuver or
4.3.6. During a Skill test, the Examiner will check a procedure of the check may be repeated once by
minimum of 3 items in the abnormal and the applicant. As general guidance, the Examiner
emergency procedures section, in accordance with should only exercise this discretion to repeat an
the approved check paper selected for use. item when he considers that the applicant does not
require remedial training. This is most likely to
For Skill tests, theoretical knowledge shall be occur when the error is of a procedural or technical
verified by an oral examination conducted during
nature. Such repeats must be indicated on the
briefing.
check report. The examiner may stop the check at
A pilot undergoing a Skill test for the initial issue of any stage if it is considered that the applicant’s
a type rating shall be required to operate as PF competency requires a complete re-test/re-check .
during all sections of the test/check, except for Further training is always required after a failed
Rejected Take-off (item 2.6), normal and abnormal test/check. Failure to achieve a valid pass after a
operations (items 3.4.0 to 3.4.14) and abnormal
re-sit shall require further training as determined by
and emergency procedures (items 3.6.1 to 3.6.8)
the concerned Fleet Training Manager.
which may be conducted as PF or PNF in
accordance with Multi-Crew Co-operation . Checks and cockpit procedures shall be carried
out in compliance with the airplane checklist, and
The Skill tests and Proficiency checks shall be with the MCC concept. Performance data for take-
performed with a normal crew complement. If an
off, approach and landing shall be calculated in
airplane, rather than a simulator, is used for the
compliance with the performance manual for the
test/check, the second pilot shall be an
aircraft and should be agreed on with the
Instructor/Examiner.
examiner.
4.3.2. Conduct of Tests/Checks, Training and 4.3.2.1.1. Use of the Flight Simulator
Check Flights
Instrument Rating Renewal and Proficiency
4.3.2.1. Conduct of Tests/Checks Checks will normally be conducted in an Approved
flight simulator. A copy of the current Authority
A Pilot shall pass all sections of the skill Approval, indicating which items of the Type
test/proficiency check. Failure of more than five Rating Test may be examined, must be displayed
items will require the applicant to take the entire in the simulator. All items of the Instrument Rating
test/check again. Any applicant failing 5 or less Renewal and Proficiency Check may be tested

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except for the "external inspection" which should touchdown). The conditions set on the Instructor
be covered by oral examination and the use of a Panel should be chosen to achieve the result
model aircraft. required (e.g. go-around or landing). Due to the
reduced peripheral vision and the lack of light
The simulator motion system must be serviceable
scatter experienced during real approaches in poor
for all checks which are required by statutory
visibility, If a landing is required it is recommended
legislation. The visual system must be serviceable
that the visibility / RVR set is better than that
for certain tests and training exercises as indicated
passed to the crew, particularly in the case of non-
in the Approval.
precision approaches.
These include but are not limited to;
 Initial Line Check; 4.3.2.1.2. Role of the Examiner
 Asymmetric Landing; The TRE / SFE function is to ensure that a pilot
 Handling recency; and meets the standards set by the Company and the
Authority under test conditions demanded by
 Low Visibility Procedures.
statutory legislation, the examiner will expect all
Flight Management, Autopilot and Flight Director normal manoeuvres in the test to be performed to
systems should be serviceable and used in a high standard. These manoeuvres represent a
accordance with Company SOPs. combination of precision flying and knowledge of
Company SOPs, which the candidate should
The examiner conducting the test must be familiar
practice during routine line flying duties. For this
with the simulator Instructor Panel and must
reason the Instrument Rating Renewal test (which
possess a current SFE or TRE Authorization.
ends with the completion of the Missed Approach
Allowance should not be made (or shortcomings in Procedure) and the Non-precision Approach test
a candidate's performance which could be should both be conducted as though they were a
attributed to malfunctioning of the simulator. In normal line flight with neither aircraft nor system
such a case the test must be aborted until the fault failures.
is rectified.
The standard of flying during non-normal
If the candidate complains, either during the test or manoeuvres will reflect the training and experience
the subsequent debrief, about any aspect of the of the candidate. The examiner should bear in
performance, response or feel of the simulator or mind that the simulator provides an opportunity for
its associated equipment, the examiner must continuation training. If the candidate's
investigate the validity of the complaint. If justified performance of a non-normal manoeuvre is
a complete retest will be carried out after the fault marginal, the examiner should consider providing
has been rectified. If the complaint is not justified, additional instruction prior to a retest of the
the test will be resumed or the result confirmed if it manoeuvre during the same "flight".
had already been completed. It is Important to
The apparently conflicting roles of examiner and
maintain as high a degree of realism as possible.
instructor are, In fact, complementary. The
To this end headsets and full seat harnesses
examiner must have a clear and precise
should be worn. R/T exchanges and ATC
understanding of what constitutes a satisfactory
clearances must conform to normal procedure and performance and insist that the candidate achieves
weather scenarios should be practical and realistic. the standard required. If the candidate fails to meet
The use of simulator freeze and reset facilities this standard or, despite a satisfactory
must be kept to a minimum and the instructor's / performance, reveals a weakness or lack of polish
examiner's presence should be unobtrusive. in some area, he must be encouraged by
instruction prior to retest or any other means to
The cloud base /visibility conditions passed to the make every effort to improve.
crew should be chosen to create a scenario in
which a particular technique will be used (e.g. Thus the examiner should constantly strive, where
handling pilot flies the aircraft through to possible, to raise the standards within the

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Company. It may not always be possible to give heading as selected on the MCP/PCU/FGCP.
instruction during a simulator session or Line Managed functions may be used on Type Specific
Check flight and the examiner must exercise tests if the FMGS is available. The speed/flap
discretion and judgment. schedule will be to the fleet standard, and the
vertical and horizontal profiles of the flight as
Since the candidates will be colleagues within the
instructed by ATC or as the published procedure.
Company and, occasionally, senior management
personnel, the examiner must adopt a consistently The candidate should be asked to specify the
tactful, detached and impartial manner to pilots configuration and target speed for each phase of
under test. He must apply the proper standards flight. The candidate will act as the handling pilot
without fear, favor or prejudice, when assessing a and effectively be in command of the flight.
candidate's performance at that particular time.
The non-handling pilot will act as a competent
crew member but will not offer advice, suggestions
4.3.2.1.3. Briefing
or reminders except as required by SOPs. Whilst
The briefing should be conducted in a friendly and acting as the non-handling pilot, the commander
sympathetic manner whilst being clear and will not be expected to exercise command.
precise. Liaison with ATC and proper use of radio aids will
be demonstrated by the candidate instructing the
The candidate must fully understand the purpose
non-handling pilot to initiate R/T calls and to select
and requirements of the test and be encouraged to
radio aid frequencies.
ask questions during the briefing to remove any
uncertainties that may exist. The briefing should The candidate must himself identify radio aids
include comments under the following headings: used for procedural flying. He will direct the non-
handling pilot to operate controls for aircraft
Purpose of the Test : systems, engine and airframe ice protection, and
changing the aircraft configuration.
Ensure that the candidate understands that the
test is also an opportunity to practice non-normal Weather :
procedures, and are familiar with those
manoeuvres and / or malfunctions that might be The weather situation for Instrument Rating
presented during the evaluation, but the instructor Renewal test will always include actual and
will not give information that reveals the exact forecast icing conditions from ground level.
sequence and the circumstances under which
The conditions for other tests may be varied to
such manoeuvres or malfunctions will be
cover the range of temperatures and air masses
presented.
experienced in the areas of operation. Cloud
ceiling, met visibility and RVR should be varied to
Flight Deck Management :
suit test requirements and Company Minima. A
Stress that the aircraft must be operated in strict brief but realistic synoptic weather situation should
accordance with the Company Operations Manual, be presented; wind gradient and turbulence may
SOPs and Check-lists. The candidate will be be introduced as appropriate.
responsible for the proper conduct of the flight
including compliance with R/T procedures, ATC Description of Instrument Rating :
instructions and clearances. Explain that the use of
Renewal Test :
autopilot / autothrottle systems is restricted to
enable the candidate to demonstrate handling skill. This should be given in chronological order. The
Explain the permitted use of MAP mode, EFIS raw test will normally be conducted with all engines
data and FMS/ FMGS within the various sections operating.
of the test. 1. Quiz on external inspection
2. Internal pre-flight check, Taxi, Take-off and
The aircraft must be flown to follow the Flight
climb, Standard Instrument Departure.
Director commands for speed, altitude and

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3. Airways Route, Requirement to intercept and ATC :

maintain specified inbound and outbound NDB
Draw attention to the fact that ATC instructions at
tracks on an ADF needle; maintain a specified
any stage may require a change to the briefed
VOR track on the lateral deviation bar; fly a
sequence.
holding pattern using the standard ICAO entry
and procedure.
Summary :
4. Procedural ILS approach with go-around at
Decision Altitude (no visual reference) following On completion of the briefing, invite the candidate
published Missed Approach procedure. to ask questions and obtain his/her
acknowledgment that the briefing has been
Note: Instrument Rating Renewal Test Type properly given and is fully understood.
Specific (such as Airbus Series A330
onwards). The candidate should be able to 4.3.2.1.4. Tolerances
demonstrate the following:
Refer to Chapter 4.3.5.
1. Knowledge of the external inspection.
2. Use RMP and programme FMGS during 4.3.2.1.5. Assessment
internal pre-flight check.
Refer to Chapter 11.
3. Take-off, SID and airways route
managed by FMGS or selected on FCU.
4.3.2.1.6. Debriefing
4. Programme FMGS for Hold, ILS
Approach and Missed Approach. The debrief is an important part of the test as the
examiner will be able to offer advice and guidance,
5. Complete a managed Holding pattern
particularly to inexperienced candidates, which will
from appropriate entry (backed up by
enable them to raise their standards. The debrief
timing and pointer selection on ND).
should be delivered in a manner which does not
6. Complete ILS to DA, Go-around and antagonize, especially if it is critical of
Missed Approach procedure in managed performance, otherwise the advice offered will be
or selected functions. ignored.
7. The auto-throttle may be engaged.
Before leaving the flight deck after a test, the
examiner may wish to clear up any uncertainty
Description of the Proficiency Check :
concerning the actioning of preflight or checklist
This should be given in chronological order which items by questioning the candidate. The examiner
will be decided by the examiner, it will include the may play back simulator "snapshots" or point out
following items: setting errors of instruments, switches or airplane
systems. The "copy" facility in the simulator
1. Non-precision Approach provides additional material for discussion or to
2. Engine failure on take-off (between V1 and V2) expand an instructional point. The use of the
and one-engine inoperative procedure, "freeze" facility to point out errors during a test
flight must be regarded as poor examining
3. Asymmetric radar vectored or procedural ILS technique.
Approach to Decision Altitude and Go-around.
The debrief should be structured to be of maximum
4. Asymmetric landing. benefit to the candidate. If no fail points have been
5. Non-normal procedures and Emergency drills. recorded, a comment on the overall standard of
At least 2 items will be introduced from the the flight is appropriate but should not be
programme which ensures all systems and non- documented. If the candidate has done well, say
normal procedures are covered during a three so and follow with a summary of minor points (if
years period. any) of weakness of standardization. If the
candidate presents a marginal performance,
weaknesses should be summarized first.

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CHECKING REQUIREMENTS Chapter 4 Page 18
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If a Fail is recorded, the examiner must tell the 4.3.2.1.8. Procedure In Case of a Fail or Partial
candidate and adjust the debrief to cover the major Pass
fail points in order of severity. Minor criticisms likely
If the candidate is unable to meet the required
to provoke argument should be avoided. A brief
standard in two or more parts of the Instrument
commentary on the whole test in chronological
Rating Renewal Test or the Proficiency Check then
order should follow with advice on how to remedy
a retest of all parts of that test or check (including
the faults and prepare for a retest. Where
any part in which the candidate may have
appropriate the candidate's good points should be
achieved a satisfactory standard) must be
acknowledged. The requirements of the retest
undertaken.
should be stated and the examinee advised that
rating privileges are withdrawn pending successful If the candidate is unable to meet the required
re-test, If a single failed exercise is retested on the standard in one part of the Instrument Rating
same flight the candidate must first be temporarily Renewal Test or the Proficiency Check and an
relieved of handling duties and given a short immediate retest on the same flight is not possible
debrief to highlight the fault. The candidate must then a "Partial Pass" will be recorded.
be able to concentrate on the debrief and the
examiner may advise a remedy. The majority of In either case of a Fail or Partial Pass, the
candidate will be unable to undertake normal flying
flight crew have the ability to analyze their own
duties and the examiner must immediately inform
performance are usually extremely self-critical.
the Crew Scheduling Department.
Those few that are not should be encouraged to
develop the qualities of self-awareness and self- The examiner must advise the candidate that
criticism. he/she has been withdrawn from Company flying
duties until a successful retest has been achieved.
4.3.2.1.7. Procedure in Case of a Pass If a Fail or Partial Pass has been recorded in the
Instrument Rating Renewal Test then the
The examiner will sign the Instrument Rating
candidate must be advised that Instrument Rating
Certificate of Test and the Aircraft Rating
privileges are withdrawn for all aircraft.
Certificate of Test in the candidate's licence. The
following forms must be signed by the examiner :
4.3.2.1.9. Retest Requirements
1. Type Rating Test Form (Initial conversion only);
1. Fail :
2. Instrument Rating Renewal (Initial Conversion
only); A complete retest of the Instrument Rating
Renewal Test or the Proficiency Check must be
3. Recurrent Instrument Rating / Proficiency accomplished.
Check;
2. Partial Pass :
4. Line Check / Commander's Competency Check.
Only the part of the test or check in which a failure
Note: The Forms above are to be sent as was recorded need to be retested except that an
appropriate to the Authority concerned. No IR partial retest will include a Departure which
comments other than "satisfactory" should must be flown to test standards even though it was
be written on a Form or Certificate which satisfactorily performed on the original test.
records a Pass. If the examiner wishes to
comment on the ability of a candidate, the If a Fail is recorded on a Line Check or
remarks should be recorded on Form 2 Commander's Competency Check, the candidate
above and forwarded to the Fleet Training may not continue to act in either pilot role. The
Manager for retention with the candidate's Training Captain will occupy the failed candidate's
Training Records. seat to operate any subsequent sectors back to
base. The candidate must undergo an Initial Line
Check prior to any further training or retest.

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The Fleet Training Manager will review the selection, and after a steady climb attitude has
candidate's performance prior to authorizing further been achieved;
simulator and/or line training.
 Simulated engine-out landing shall only be
made to full stop;
4.3.2.1.10. Use of Autopilot/Auto-throttle
 Single engine out procedures only shall be
Automatic systems will not normally be used
simulated;
during an Instrument Rating Renewal Test flight.
However, throughout a Proficiency Check the  Visual circuits out shall not be conducted is
candidate should be encouraged to engage auto- cloud base is less than 1500 feet AGL or
flight systems in accordance with Company SOPs, visibility less than 5 KM;
whilst handling a non-normal situation. An
 ILS approaches, via radar vectors, may be
automatic approach may be flown subject to
used, provided the cloud base is not less than
system serviceability and test requirements, except
500 feet AGL and the visibility is not less than 3
when using the auto-flight systems to relieve flight
KM.
deck workload in non-normal situations, manual
flying practice to improve handling skills should be
4.3.2.2.2. Change of Control
required.
The base Training Captain will say “I have control”
4.3.2.2. Conduct of Training and Check Flights or “you have control”. if Base Training Captain
says “I have control” he will already be on the
4.3.2.2.1. General controls. This requires a positive response “You / I
have control” to avoid confusion. Transfer of
Prohibited manoeuvres on aircraft training : control is not permitted between V1 and 1000 ft
AGL unless a dangerous situation develops.
Rejected Take Off (RTO), Simulated V1 cut, Slow
flight/approach to stall/ emergency descent, dutch Note: This procedure concerns training and non
roll, overspeed flight, Windshear avoidance, training flights.
response to GPWS and TCAS alerts and warnings
and the avoidance of CFIT. 4.3.2.2.3. Pre-flight Briefing
In addition: A comprehensive pre-flight briefing must be carried
out prior to any training or check flight conducted
 Practice reject takeoffs will not be conducted.
on the aircraft. Time spent on the ground will save
The decision to reject a take-off is made
time in the air and each manoeuvre should be
exclusively by the PIC, who will immediately
discussed taking into account the trainee's level of
take control of the aircraft. This requirement
experience which may warrant a review of
shall be emphasized during the briefing conduct
handling techniques. By its very nature an Aircraft
prior the flight, and shall be re-emphasized
Base Training exercise is likely to be hazardous
during the pre-takeoff briefing conduct in the
compared with a Line flight.
aircraft;
The safety aspects must be reviewed and any
 Aircraft systems shall not be deliberately shut
additional precautions (e.g. Safety Pilot)
down;
implemented.
 Stabilizer runaway shall not be simulated;
4.3.2.2.4. Roller Landings
 An engine shall not be shut down during aircraft
training. Engine ‘failure’ shall be simulated by Roller Landings are permitted provided a qualified
retarding a thrust lever to the idle stop, having Training Captain is at the controls and revenue
first checked the correct functioning of other passengers are not carried. Roller landing practice
engine(s). Engine failure on take-off or go must not detract from training in full stop landings
around should only be simulated after gear-up and normal take-offs.

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The intention of carrying out a roller or full-slop If an actual emergency occurs during a simulated
landing must be confirmed to the trainee on each exercise the instructor must rectify the simulated
circuit. For a roller landing the instructor must Condition before dealing with the emergency.
check that auto-brakes and auto-spoilers are
Check-lists :
disarmed and remind the trainee not to operate the
foot brakes or reverse thrust. The Instructor will The full Checklist will be used until completion of
reapply take-off thrust. the After Take-off check following the first take-off.
The Training Checklist (if available) may then be
If any retardation device is in advertently applied
used until the final approach and landing when the
during a roller landing the Instructor must take
full checklist will be reinstated.
control and convert the landing to a full slop. Roller
landings are not permitted in the following Initial Line Check :
circumstances:
The Initial Line Check may be conducted by a
1. Crosswind component in excess of 20kts. suitably qualified TRE on a single sector in an
approved simulator or in the aircraft on a non-
2. Slippery runway.
revenue flight.
3. Simulated or actual non-normal configuration
(except for one-engine-inoperative approach 4.3.2.2.6. Checks/Training Conducted on
converted to all engine take-off). Revenue Flights
4. Runway length less than 7500 feet. The Final Line Check, Annual Line Check and
Commander's Competency Check are the only
4.3.2.2.5. Simulated Emergencies checks which may be conducted on a revenue
flight irrespective of whether passengers are
Simulated emergencies and non-normal situations carried or not.
may only be practiced during nonrevenue Base
Training Flights. A suitably qualified trainee pilot may carry out Line
Training on a revenue flight under the supervision
Engine failure may be simulated only by closing of a Training Captain.
the thrust lever. The engine must not be shut down
completely. Simulated emergencies and practice non-normal
procedures may not be conducted on a revenue
Handling of simulated engine failure at or soon flight nor may circuit breakers be pulled to create
after V1 is required to be demonstrated for initial training or test situations.
Type Rating Test purposes, To avoid cold shock
the thrust lever should be retarded slowly to allow 4.3.2.2.7. Certification
approximately 2 seconds deceleration time
between take-off and idle thrust. In addition to licensing requirements, Legislation
requires that various training and checking
Asymmetric manoeuvres subsequent to the V1 cut certificates are maintained with individual training
will be accomplished with the engine running at records.
flight idle thrust.
Line Check Certificate :
The instructor must back up the rudder pedal
during all critical phases of the asymmetric Form used to record the completion of all Line
exercise and, by keeping a hand on the thrust Checks and must be retained for a minimum of two
levers, be prepared to reinstate thrust on the Idling years.
engine. The Initial Line Check may be conducted by a
All Non-normal Drills and Procedures related to suitably qualified TRE on a single sector in an
simulated emergencies must be carried out as approved simulator or in the aircraft on a non-
"Touch Drills" only. No aircraft system will be revenue flight. The Final Line Check and Annual
deactivated and no circuit breaker pulled. Line Checks are conducted over two sectors in the
aircraft.

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The Commander's Competency Check is the last – Maintain control of the aircraft at all times in
stage of up-grading to commander. It follows such a manner that the successful outcome of
immediately after the Final Line Check and is a procedure or maneuver is never in doubt;
conducted over at least two sectors by a
– Understand and apply crew co-ordination and
management Captain occupying the flight deck
incapacitation procedures; and
(jump) supernumerary seat.
– Communicate effectively with other crew
4.3.3. Special Requirements for ATPL / members.
Command Upgrade Skill Tests
A pilot undergoing a check for the initial issue of an
ATPL or for Command Upgrade, shall operate as
both PF and PNF during the test/check.
The following shall be specifically checked when
testing/checking pilots for the ATPL or upgrade to
the Commander, irrespective of whether the pilot
acts as PF or PNF :
– Management of crew co-operation;
– Maintaining a general survey of the airplane
operation by appropriate supervision; and
– Setting priorities and making decisions in
accordance with safety aspects and relevant
rules and regulations appropriate to the
operational situation, including emergencies.
The Skill Test should be accomplished as far as
possible in a simulated line operational
environment under IFR. An essential element is
the ability to plan and conduct the flight from
routine briefing material.
The ATPL Skill Test shall include checking Raw
Data ILS. The necessary training shall be provided
in the preceding Recurrent Training session.
The ATPL Skill test must be conducted by a DACM
Inspector or a TRE specifically authorized for the
particular check.

4.3.4. Acceptable Performance – Skill Tests

and Proficiency Checks
The pilot undergoing a skill test shall demonstrate
the ability to :
– Operate the airplane within limitations;
– Complete all maneuvers with smoothness and
accuracy;
– Exercise good judgment and airmanship;
– Apply aeronautical knowledge;

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4.3.5. Limits for Skill tests and Proficiency Checks

The following limits are for general guidance. The examiner shall make due allowance for momentary
variations in response to weather, turbulence, simulated malfunctions, and their effect upon the handling
qualities and performance of the aircraft type concerned.

Tolerance

Altitude or Height

Normal Flight ± 100 feet

With Simulated Engine Failure ± 100 feet

Starting Go-Around at Decision Altitude/Height + 50 feet / – 0 feet

+ 100 feet / – 50 feet or as defined in the

APV Baro Final Approach Segment
aircraft flight manual 1.

Minimum Descent Altitude/Height + 50 feet / – 0 feet

Tracking

Precision Approach half scale deflection azimuth and glidepath

± half required navigation accuracy (RNP)

RNAV (GNSS) NPA and APV Baro Approach except for brief overshoots when turning
during the initial and intermediate segments

Other Approaches ± 5 degrees

Heading

All Engines Operating ± 5 degrees

With Simulated Engine Failure ± 10 degrees

Speed

All Engines ± 5 knot

Asymmetric +10 / – 5 knot

Note 1: As defined in the aircraft flight manual, is to cater for tolerances that do not comply with AMC20-27
e.g. A330-200 has a limit of one third scale which equates to a deviation of 125 ft.

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4.3.6. Contents of Type Rating Training and Skill Tests

The contents and sections for skill test are as given below. Also refer to 4.3.7 for reduced skill test.
The following symbols mean :

M Mandatory exercise for Skill test / Proficiency check.

X DACM Approved Simulator shall be used for the exercise.
* Required for Instrument rating.
Blank Optional (TRI Discretion)

Regulation
Maneuvers / Procedures (including Multi-crew Co-operation)
Requirements

Section 1 : Flight Preparation

1.1. Performance calculation.

Airplane exterior visual inspection; Location of each item and purpose of

1.2.
inspection.

1.3. Cockpit inspection

1.4. Use of checklist prior to starting engines, starting procedures, radio and
M
navigation equipment check.

1.5. Taxiing in compliance with ATC or Instructor instructions.

1.6. Before take-off checks. M

Section 2 : Take-offs

2.1. Normal take-offs with different flap settings, including expedited take-off.

2.2. Instrument take-off; transition to instrument flight is required during rotation or

*
immediately after airborne.

2.3. Crosswind take-off (if practicable).

2.4. Take-off at maximum take-off weight (actual or simulated).

2.5. Take-offs with simulated engine failure :

2.5.1. shortly after reaching V2, or *

2.5.2. between V1 and V2 M/X/*

2.5.3. As close as possible to V1, after V1, when V1 and V2 or V1 and VR are identical. M/X/*

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2.6. Rejected take-off at a reasonable speed before reaching V1. M

Regulation
Maneuvers / Procedures (including Multi-crew Co-operation)
Requirements

Section 3 : Flight Maneuvers and Procedures

3.1. Turns with and without spoilers

Tuck under and Mach buffets after reaching the critical Mach number, and other
3.2. X
specific flight characteristics of the airplane (e.g. Dutch Roll)

3.3. Normal operation of systems and controls engineer’s panel

3.4. Normal and abnormal operations of the following systems : (a minimum of 3 items
shall be selected from 3.4 to 3.5 inclusive).

3.4.0. Engines M
3.4.1. Pressurization and air-conditioning M
3.4.2. Pitot / static system M
3.4.3. Fuel system M
3.4.4. Electrical systems M
3.4.5. Hydraulic systems M
3.4.6. Flight control and trim system M
3.4.7. Anti-/de-icing system, Glare shield heating M
3.4.8. Autopilot/Flight director M
Stall warning devices or stall avoidance devices, and stability augmentation
3.4.9. M
devices
3.4.10. GPWS, Weather Radar, Radio altimeter, Transponder M
3.4.11. Response to GPWS alerts and warnings and the avoidance of CFIT M/X

3.4.12. Radio’s, Navigation equipment, Instruments, Flight management system M

3.4.13. Landing gear and Brake system M

3.4.14. Slat and Flap system M

3.4.15. Auxiliary Power Unit (APU) M
3.5. TCAS M

3.5.1. Response to TCAS/ACAS alerts M/X

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Regulation
Maneuvers / Procedures (including Multi-crew Co-operation)
Requirements

Section 3 : Flight Maneuvers and Procedures (Cont’d)

3.6. Abnormal and Emergency procedures : (a minimum of 3 items shall be selected

from 3.6.1 to 3.6.8 inclusive).

3.6.1. Fire drills e.g. Engine, APU, Cabin, Cargo Compartment(s), Flight deck, Wing
M
and Electrical fires including Evacuation.

3.6.2. Smoke control and removal. M

3.6.3. Engine failures, shut down and restart at a safe altitude. M

3.6.4. Fuel dumping (simulated). M

3.4.5. Windshear at Take-off / Landing. M/X

3.6.6. Simulated cabin pressure failure / Emergency descent. M

3.6.7. Incapacitation of a flight crew member. M

3.6.8. Other emergency procedures as outlined in the relevant Flight Manual. M

3.7. Steep turns with 45º bank, 180º to 360º left and right
3.8. Early recognition and counter measures on approaching stall (up to activation of
stall warning device) in take-off configuration (flaps in take-off position), in cruise
X
configuration and in landing configuration (flaps in landing position and gear
down).
3.8.1. Recovery from full stall or after activation of stall warning device in climb, cruise
and approach configuration.

3.9. Instrument flight procedures

3.9.1. Adherence to departure and arrival routes and ATC instructions M/*

3.9.2. Holding procedures *

3.9.3. ILS approaches down to a decision height (DH) not less than 60m (200 feet)

3.9.3.1. Manually, without Flight director M/*

3.9.3.2. Manually with Flight director

3.9.3.3. Automatically, with autopilot

3.9.3.4. Manually with one engine simulated inoperative (engine fail has to be simulated
during final approach from before passing the Outer Marker (OM) until touchdown M/*
or through the complete missed approach).

3.9.4. NDB or VOR/LOC approach down to the MDH/A M/*

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Regulation
Maneuvers / Procedures (including Multi-crew Co-operation)
Requirements

Section 3 : Flight Maneuvers and Procedures (Cont’d)

3.9.5 Circling approach to a runway at least 90º off centerline from final approach or
M/*
complete item 3.9.6
3.9.6 Simulated low visibility pattern M/*

Section 4 : Missed Approach Procedures

4.1 Go-around with all engines operating after an ILS approach on reaching
*
Decision height
4.2 Other missed approach procedures *
4.3 Go-around with one engine simulated inoperative after an ILS approach on
M/*
reaching DH (see also 3.9.3.4)
4.4 Rejected landing at 15 m (50 feet) above runway threshold and go-around *

Section 5 : Landings
5.1 Normal landings also after an ILS approach with transition to visual flight on
*
reaching DH
5.2 Landing with simulated jammed horizontal stabilizer in any out of trim position X
5.3 Cross wind landings (if practicable)
5.4 Traffic pattern and landing without extended or with partly extended flaps and
slats

5.5 Landing with critical engine simulated inoperative. M

5.6 Landings with two engines simulated inoperative, (Aircraft with 4 engines : two
M/X
engines on one side).
Section 6 : Type Rating for CAT 2 / 3

Special requirements for extension of a type rating for instrument approaches down to a decision height of
less than 200 feet (60 m), i.e. CAT 2/3 operations.
6.1 Rejected take-off with minimum authorized RVR at a reasonable speed before
M/X/*
reaching V1
6.2 ILS approach using flight guidance system (checking for SOP, task sharing,
M/*
standard calls … etc).
6.3 Go-around - manual/automatic from DH/AH (due to reduced RVR, wind shear
M/*
and ground/aircraft equipment failure).
6.4 Landing(s), manual/automatic from DH/AH with visual reference established. M/*

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4.3.7. Reduced Skill The route chosen shall be such as to give

adequate representation of the scope of a pilot’s
Reserved.
normal operations. When weather conditions
preclude a manual landing, an automatic landing is
4.3.8. Aircraft Checks
acceptable. The line check is not intended to
If the skill test is conducted in a simulator whose determine competence on any particular route.
JAR-STD qualification level is Level B, then the The Initial Line Check shall consist of at least 2
mandatory take-off and landing test items must be sectors, and a pilot will be checked on one sector
completed in the airplane.
as PF and on another sector as PNF. At least 1
The following maneuvers shall be specifically sector shall have a block time of greater than 1
covered during the airplane check, which will hour and 15 minutes. This may be reduced at the
normally be carried out in conjunction with airplane discretion of Chief Pilot Training.
training (refer to 4.1.7.4) :
Initial Line checks must be conducted by a TRE /
– satisfactory landing with all engines operating; TRI, who shall occupy the left or right seat
accordingly depending on the trainee being
– 1 satisfactory take-off with simulated engine checked. Crew complement for an Initial Line
failure after V1 (during initial climb after gear Check shall be in accordance with Chapter 3.5.5.
up);
– 1 satisfactory missed approach with one 4.3.10. Final Line Check
engine simulated inoperative; and
After successfully completion of Initial line check,
– 1 satisfactory landing with one engine the flight crew will undergo 2 sectors as final line
simulated inoperative. check.
The check must be conducted by a TRE who did The Training Captain will occupy the jump seat
not conduct the airplane training for the candidate. and will observe the candidate operate as part of a
normal line crew (refer to 3.5.5 for crew
4.3.9. Initial Line Check complement). This allows all aspects of normal
operation to be evaluated in a more realistic
Initial Line checks must be completed in the atmosphere. This is the stage where a flight crew
aircraft. The Initial Line Check is a Company will be cleared and the Commander is released to
requirement, conducted at the conclusion of a accept the aircraft and sign all documents (i.e.
conversion course. It is an important factor in the Aircraft Technical Log, Company documents…
development, maintenance and refinement of high etc).
operating standards, and can provide a valuable
indication of the effectiveness of AIR ALGERIE The flight crew members should also be assessed
training programmes. on their CRM skills, but CRM assessment alone
shall not be used as a reason for failure of a line
The Initial Line check is a test of a flight crew check.
member’s ability :
In the case of long haul operations where
– to perform a complete line operation additional operating flight crew are carried, the
satisfactorily including pre-flight and post flight Instructor/Examiner may fulfill the function of a
procedures; cruise relief pilot and shall not occupy either pilot’s
– to correctly use of all the necessary seat during take-off, departure, initial cruise,
equipment; and descent, approach and landing. His CRM
assessments shall solely be based on
– to assess his ability to perform the duties observations made during the initial briefing, cabin
required as specified in the Operations briefing, cockpit briefing and those phases where
Manuals. he occupies the observer’s seat.

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A 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.
Final Line checks must be completed in the aircraft
and shall consist of at least 2 sectors with the
block time of at least 1 sector greater than 1 hour
and 15 minutes. This may be reduced at the
discretion of Chief Pilot Training.
Note: Final Line Checks can be conducted by
TRI/TRE, except in case of a final line
check following command upgrade
training. In this case the final line check
must be performed by the concerned Fleet
Training Manager or an especially
assigned TRE.

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4.4. DIFFERENCES AND FAMILIARISATION Training, checking and recent experience

TRAINING requirements done on any variant will be valid for
all variants. Details of differences and
In order to operate a different aircraft variant
familiarization training are given in the relevant
permitted within a particular type rating, or another
aircraft FCTM/FCOM and OM Part D “Chapter 12”.
aircraft type with strong functional commonality
with a type for which a pilot is currently qualified,
 Jet Familiarization Training
further differences training or familiarization
training is required. Jet familiarization/orientation training of one (1)
day ground school, one (1) FBS session of 2
Refer to 4.5.2 for the meaning of terminology in
hours and two sessions FFS of four hours for
this context.
those pilots how do not have jet experience.
 Differences Training  Ground school subjects:
A flight crew member shall complete – How jet engines work
differences training which requires additional – High altitudes aerodynamics
knowledge and training on an appropriate – Common jet aircraft systems.
training device or the airplane when:
 Simulator training:
– operating another variant of an aircraft of – Engine start and taxi
the same type or another type of the same
class currently operated; or – Take off and climb out
– Flying with different configurations
– a change of equipment and/or procedures – Descent, ILS approach, Non-precision
on types of variants currently operated.
approach, visual approach and go
Differences training shall be conducted in around.
accordance with a syllabus approved by the – Landing
DACM and shall be recorded on the – Aircraft handling with one engine out.
appropriate training records by a TRE / TRI /
SFI.
If the variant has not been flown within a
period of 2 years following the differences
training, further differences training or a
proficiency check in that variant will be
required.

 Familiarization Training
A flight crew member shall complete
familiarization training which requires the
acquisition of additional knowledge when :
– operating another airplane of the same
type or variant; or
– a change of equipment and/or procedures
occurs on types or variants currently
operated.
Refer to 4.5.3 for Training and Checking
Differences level.

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4.5. OPERATION ON MORE THAN ONE TYPE Different type is formally assigned to two or
OR VARIANT more aircraft that have different type ratings
for which simulator training is mandatory (e.g.
4.5.1. General A330/A340).
A pilot shall not operate more than one type or  Major Change :
variant unless he is trained and qualified to do so.
Approval is required from DACM for a pilot to A change, or changes, within an aircraft type
operate more than one type. or related type, which significantly affect the
flight crew interface with the aircraft (e.g. flight
When considering operations of more than one characteristics, procedures, design/number of
type or variant, the aircraft differences as well as propulsion units, change in number of
similarities must be such as to justify such required flight crew).
operations in respect of :
 Minor Change :
– The level of technology;
Any change other than a major change.
– Operational procedures;
– Handling characteristics.  Operator Difference Requirements (ODRs):

Note: AIR ALGERIE uses only specific flight crew A formal description of differences between
TRI/TRE to fly more than one ATR72 variant. types or variants flown by AIR ALGERIE, with
a corresponding list of compliance method
4.5.2. Terminology pertinent to training, checking and currency.

The terms used in this context have the following AIR ALGERIE apply difference training from
meaning: ATR72 PEC equipped (ATR72-500) to ATR72
Glass Cockpit (ATR72-600) and the level for
 Base Aircraft : Training/Checking/Currency requirement are:
An aircraft or group of aircraft designated by LEVEL C/ LEVEL D/ LEVEL D respectively.
AIR ALGERIE (A330 or B737 or ATR72 ) and
used as a reference to compare differences Following completion of ATR-500 to ATR-600
with another aircraft types/variants within AIR differences training, 8 sectors must be flown
ALGERIE fleet. as PF or PNF under supervision of TRI
including a check (2 sectors). A flight crew
 Aircraft Variant : member should be considered inexperienced,
A variant is an aircraft or a group of aircraft until he/she has achieved on the new variant,
with the same characteristics that have 30 sectors and a minimum of 30 flight hours,
pertinent differences from a base aircraft. as PF or PNF (including any Familiarization
Pertinent differences are those which require Flights).
different or additional flight crew knowledge, An inexperienced flight crew member should
skills and/or abilities that affect flight safety. not operate the ATR-600 together with any
other ATR 42/72 variant.
 Credit :
The acceptance of training, checking or recent 4.5.3. Training and Checking Differences Level
experience on one type or variant as being
The training and checking differences level are
valid for another type or variant because of
defined as follows:
sufficient similarities between the two types or
variants.  Level A :
 Different Type : Training :

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Level A training can be adequately addressed A system device used for training Level C or
through self-instruction by a crew member higher is required for a check of initial and
through page revisions, bulletins or recurrent training. The check should utilize a
differences handouts. Level A introduces a dynamic flight environment such as the
different version of a system or component, demonstration of the use of a Flight
which the crew member has already shown Management System. Maneuvers not related
the ability to use and understand. The to the specific task do not need to be tested.
differences result in no, or only minor,
changes in procedures. Currency:
Checking :
Level C currency is applicable to one or more
A check related to differences is not required designated systems or procedures, and
at the time of training. However, the crew relates to both skill and knowledge
member is responsible for acquiring the requirements. An example would be
knowledge and may be checked during establishment of INS currency, FMS currency,
proficiency checking. flight guidance control system currency, or
other particular currency that is necessary for
 Level B : safe operation of a variant. Establishment of
Training : Level C for a variant with a flight management
system (FMS) would typically require a
Level B differences training is applicable to crewmember to fly that variant within the
functionally similar aircraft with system or specified period or re-establish currency.
procedures that can adequately be addressed Currency constraints for level C typically are
through aided instruction such as slide/tape 90 days. However, some systems or
presentations, Computer based instruction procedures may require shorter time limits
which may be interactive, video or classroom while others may be longer than the normal
instruction. Such training is typically used for interval for proficiency checks, if the pertinent
part-task systems requiring knowledge and items are not always addressed by these
training with, possibly, partial application of checks. When level C currency applies, any
procedures (e.g. fuel or hydraulic systems … pertinent lower level currency must also be
etc). addressed. Examples of methods acceptable
Checking : for addressing level C currency are:

A written or oral check is required for initial a. Crew scheduling practices resulting in a
and recurrent differences training. crewmember being scheduled to fly a
variant with the pertinent system/procedure
 Level C : within the specified period;
Training : b. Tracking of an individual crewmember's
Level C training can be accomplished only by flying of variants to ensure that the particular
use of “hands on” systems training devices. system/procedure has been flown within the
The differences affect skills, abilities as well specified period;
as knowledge, but do not require the use of c. Use of a higher level method (level D or E
“real time” devices. Such training covers both currency); or
normal and non-normal procedures (e.g. d. Flight crew must have recent experience
Flight Management Systems) and may utilize in each type/variant according to 3.4.14.
system simulators, cockpit procedures
trainers or other part-task trainers Level D :
Checking :

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Training : similarities of the aeroplanes concerned justify such

operations, taking account of the following:
Level D training addresses differences effecting 1. The level of technology;
knowledge, skills and abilities for which training can 2. Operational procedures;
only be given in a simulated flight environment 3. Handling characteristics.
involving, “real time” flight maneuvers for which the (C) AIR ALGERIE ensures that a flight crew member
use of a single system device would not suffice but operating more than one type or variant complies with all of
for which motion and visual clues are not required. the requirements prescribed by the DACM written in
Such training would typically involve a flight device. “Instructions N ° 02 / DACM of January 04, 2006 and N ° 425
Checking : / DACM of February 27, 2005” for each type or variant unless
the Authority has approved the use of credit(s) related to the
A proficiency check for each type or variant shall training, checking and recent experience requirements.
be conducted following both initial and recurrent (D) AIR ALGERIE specifies appropriate procedures and/or
training. However, credit may be given for operational restrictions, approved by the Authority, in the
maneuvers common to each type or variant and Operations Manual, for any operation on more than one type
need not be repeated. Items trained to Level D or variant covering:
differences may be checked in flight training 1. The flight crew members’ minimum experience level;
devices. Level D checks will therefore comprise at 2. the minimum experience level on one type or variant before
least a full proficiency check on one type or variant beginning training for and
and a partial check at this level on the other. operation of another type or variant;
3. The process whereby flight crew qualified on one type or
 Level E : variant will be trained and qualified on another type or variant;
4. All applicable recent experience requirements for each type
Training:
or variant.
Level E provides a realistic and operationally A maximum of two aircraft types may be operated
oriented flight environment achieved only by the concurrently. Flying both the B737
use of Level C or D Full Flight Simulators, or the and the B767 is accepted.
airplane itself. Level E training should be The pilot shall have a minimum level of experience on type
conducted for types and variants which are (minimum 12 months and 500 hours of flight) in the relevant
significantly different from the base airplane and/or crew position as commander or co-pilot, before being assigned
for which there are significant differences in to operate on more than one type or variant and the pilot must
handling qualities. have completed 2 consecutive operator proficiency checks
before again being eligible to exercise 2 license endorsements.
Checking : After completion of the initial line check on the secondary
A proficiency check on each type or variant shall be type, 50 hours flying or 20 sectors must be achieved solely on
conducted in a Level C or D Full Flight Simulator or airplanes of the new type rating. FCMs must have completed 3
the airplane itself. Either training or checking on months and 150 hours flying on the base airplane which must
each Level E type or variant should be conducted include at least one proficiency check.
every 6 months. If training and checking are Recurrent training and checking is performed for each aircraft
alternated, a check on one type or variant shall be type every 6 months and 1 line check per year for each aircraft
followed by training on the other so that a crew type.
member receives at least one check every 6 It shall be avoided that two pilots with minimal experience on
months and at least one check on each type or the aircraft type/variant are scheduled together. No two types
variant every 12 months. in a duty period. Changing type (not variants) is only allowed
after a statutory minimum rest together with adequate
4.5.4. Operation on More than One Type or Variant - preparation time. This is to prevent that in one and the same
Different License Endorsement duty period the two types are flown by the same pilots. The
crew shall always be given the opportunity to prepare
(A) AIR ALGERIE ensures that a flight crew member does themselves adequately for the other type. This also implies
not operate on more than one type or variant unless the that the minimum rest shall be complemented by sufficient
flight crew member is competent to do so and have an (study) time to prepare for the other type.
authorization and/or derogation from DACM.
(B) When considering operations of more than one type or 4.6. ZERO FLIGHT TIME TRAINING
variant, AIR ALGERIE ensures that the differences and/or Refer to 4.1.7.3.

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TABLE OF CONTENTS Chapter 5 Page 1
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CHAPTER 5 – SUPPLEMENTARY TRAINING

5.1. CREW RESOURCES MANAGEMENT TRAINING - FLIGHT CREW…………………………………….. 5

5.1.1. General…………………………………………………………………………………………………. 5
5.1.2. Elements of CRM Training……………………………………………………………………………..6
5.1.3. Initial CRM Training…………………………………………………………………………………… 7
5.1.4. Conversion Course CRM Training…………………………………………………………………… 7
5.1.5. New-hire CRM Training…………………………………………………………………………………7
5.1.6. Command CRM Training………………………………………………………………………………..8
5.1.7. Recurrent CRM Training……………………………………………………………………………… 8
5.1.8. Instructor CRM Training…………………………………………………………………………………8
5.2. HUMAN PERFORMANCE AND LIMITATIONS……………………………………………………………….. 9

5.3. LOW VISIBILITY OPERATIONS……………………………………………………………………………….10

5.3.1. General…………………………………………………………………………………………………….
10
5.3.2. Minimum Qualification / Experience Level……………………………………………………………..
10
5.3.3. Ground Training…………………………………………………………………………………………10
5.3.4. Simulator Training…………………………………………………………………………………………
11
5.3.5. Conversion Training……………………………………………………………………………………..
12
5.3.6. Low Visibility Take-off with RVR less than 150/200 m……………………………………………..12
5.3.7. Line Flying Under Supervision………………………………………………………………………….
12
5.3.8. Recurrent Training and Checking…………………………………………………………………….13
5.4. ETOPS TRAINING AND CHECKING……………….………………………………………………………...14
5.4.1. General……………………………………………………………………………………………………
14
5.4.2. Syllabus and Contents…………………………………………………………………………………14
5.4.3. Ground Training………………………………………………………………………………………..14
5.4.4. Simulator Training………………………………………………………………………………………14
5.4.5. Line Flying Under Supervision………………………………………………………………………….
14
5.4.6. ETOPS Recurrent Training……………………………………………………………………………..
15
5.5. QUALIFICATION TO OPERATE IN EITHER PILOT’S SEAT……………………………………………..16
5.5.1. General……………………………………………………………………………………………………
16
5.5.2. Syllabus and Contents…………………………………………………………………………………16
5.5.3. Validity, Revalidation and Renewal…………………………………………………………………..16

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5.6. IN-FLIGHT RELIEF PILOT……………………………………………………………………………………..16

5.7. SPECIAL PURPOSE OPERATIONAL TRAINING…………………………………………………………..17

5.7.1. RVSM Training………………………………………………………………………………………. 17
5.7.2. RNAV Approaches Training…………………………………………………………………………. 17
5.7.3. RNP Training…………………………………………………………………………………………. 17
5.7.4. Adverse Weather Operations Training………………………………………….………………….. 18
5.7.5. TCAS Training.………………………………………………………………………………………….20
5.7.6. Wind shear / Thunderstorms……………………………………………………………………….. 20
5.7.7. CFIT/GPWS Training……………………………………………………………………………….. 20
5.7.8. Steep Approach Training………………………………………………………………………………20
5.7.9. Minimum Navigation Performance Specification……………………………………………….… 21
5.7.10. Precision Runway Monitor Training…………………………………………………………………..21
5.7.11. Freighter Course………………………………………………………………………………………..21
5.7.12. EFB Training ……………………………………………………………..……………………. 21
5.7.13. CPDLC/FANS Training……………………………………………………………………………… 21
5.7.14. SMS Training………….……………………………………………………………………………… 21

5.8. MULTI-CREW CO-OPERATION TRAINING…………………………………………………………………23

5.8.1. MCC Requirements………………………………………………………………………………..… 23

5.8.2. MCC Training…………………………………………………………………………………………..23
5.8.3. MCC Training for First Type Rating Conversion Course……………………………………………
23
5.9. ROUTE AND AERODROME COMPETENCE QUALIFICATIONS………………………………………..25

5.9.1. General………………………………………………………………………………………………… 25
5.9.2. Route Competence…………………………………………………………………………………….25
5.9.3. Aerodrome Competence………………………………………………………………………………25
5.9.4. Validity, Revalidation and Renewal……………………………………………………………………
25

5.10. LINE ORIENTED FLIGHT TRAINING……………………………………………………………………… 26

5.10.1. General……………………………………………..…………………………………………………...26
5.10.2. Required Elements of LOFT…………………………………………………………………………..26
5.10.3. Phases of LOFT……………………………………………………………………………………… 27
5.10.4. Application of LOFT…………………………………………………………………………………….28
5.10.5. LOFT Completion Standard…………………………………………………………………………….
28

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5.11. TRANSIT CHECK AUTHORIZATION…………………………………………………………………………29

5.11.1. Initial Training…………………………………………………………………………………………..29
5.11.2. Recurrent Training………………………………………………………………………………………
29

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5.1. CREW RESOURCES MANAGEMENT CRM training, whenever possible, should be

TRAINING - FLIGHT CREW conducted in a group session outside the
Company premises so that an opportunity is
5.1.1. General provided for flight crew members to interact and
communicate away from the pressures of their
Crew Resource Management (CRM) is the usual working environment. As far as possible,
effective utilization of all available resources
CRM training shall be combined for flight crew and
(e.g.crew members, airplane systems, supporting
cabin crew including briefing and debriefing.
personnel and facilities) to achieve safe and
efficient flight operations. CRM training shall be conducted by 1 CRM
Facilitator with exemption to the Initial training
The objectives of CRM training are to : which shall be conducted by 2 CRM Facilitators,
a) Enhance crew and management awareness usually one flight deck, augmented with a cabin
of human factors which could cause or crew facilitator.
exacerbate incidents which affect the safe
CRM skills shall also be assessed during
conduct of air operations.
proficiency/line checks but shall not alone
b) Enhance knowledge of human factors and constitute as a reason for failure.
develop CRM skills and attitudes which when Examiners/Instructors conducting these checks
applied appropriately could extricate an shall be suitably qualified in the assessment of
aircraft operation from incipient accidents and CRM skills.
incidents whether perpetrated by technical or
human factor failings.
c) Use CRM knowledge, skills and attitudes to
conduct and manage aircraft operations, and
fully integrate these techniques throughout
every part of the organization culture, so as to
prevent the onset of incidents and potential
accidents.
d) Use these skills to integrate commercially
efficient aircraft operations with safety.
e) Improve the working environment for crews
and all those associated with aircraft
operations.
f) Enhance the prevention and management of
crew error.
AIR ALGERIE conducts the following CRM training
modules for flight crew :
– Initial CRM Training.
– Conversion Course CRM training (when
changing type).
– New-hire CRM training (for pilots joining AIR
ALGERIE).
– Command CRM training.
– Recurrent CRM training.
– Instructor CRM Training.

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5.1.2. Elements of CRM Training

Type of CRM Training

Core Elements
Initial Conversion New-hire Command Recurrent

Human error and reliability, error

chain, error prevention and detection, In depth Overview Overview
Threats and Errors Management

Company safety culture, SOP‘s,

In depth
organizational factors
Not required
Stress, stress management, fatigue
and vigilance
Information acquisition and In depth Not Overview
processing situation awareness, required
In depth
workload management
Decision making
Overview
Communication and coordination
inside and outside the cockpit
Overview
Leadership and team behavior
synergy
Automation, philosophy of the use of
automation (relevant to the aircraft In depth
type) As As As
In depth
required required required
Not
Specific type-related differences
required
Case based studies In Depth In depth In depth In depth In depth

Duration 12 Hours 6 Hours 6 Hours 9 Hours 6 Hours

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5.1.3. Initial CRM Training – system and human limitations associated with
the use of automation.
The Initial CRM training is designed to provide
knowledge of, and familiarity with, those human The objective of this training is to provide
factors relevant to Flight Operations. The course appropriate knowledge, skills and behavioral
duration shall be a minimum of 2 days, and shall patterns for managing and operating automated
cover all the appropriate elements of Initial systems. Special attention shall be given to how
Training given in 5.1.2. automation increases the need for crew members
to have a common understanding of the way in
This training shall address those operational and
which the automated systems perform, and any
cultural factors specific to AIR ALGERIE, as well
features of automation which makes this
as the associated crew operating procedures. This
understanding difficult.
will include areas of operation which pose
particular difficulties, adverse climatic conditions A flight crew member shall not be assessed when
and any unusual hazards. completing elements of CRM training which are
part of a conversion course, including LOFT
The course shall be conducted by means of
sessions. However, when a flight crew member
classroom training, and will include practical
undergoes the proficiency check on completion of
exercises such as group discussions and
the conversion course, CRM skills shall be
accident/incident reviews, to analyze
included in the overall assessment, but shall not
communication problems and instances or
constitute as a failure alone since it is only
examples of a lack of information or crew
assessable.
management.
5.1.5. New-hire CRM Training
5.1.4. Conversion Course CRM Training
Pilots joining AIR ALGERIE are referred as “New-
When an existing Company flight crew member
hire” or “Direct Entry”. As the part of the Operator
undergoes a conversion course for a new type
Conversion Course, the new-hire pilot shall
rating on another aircraft type, then he shall
undergo the following appropriate training as
complete the Conversion Course CRM Training.
applicable :
The training shall cover all the appropriate
elements of Conversion CRM Training given in – If the new-hire pilot has completed Initial CRM
5.1.2. Training equivalent to the DACM requirements
with his previous employer, then he is
Note: Conversion CRM Training is not required
exempted to undergo Initial CRM training with
when flight crew member undergoes CCQ
AIR ALGERIE. In such a case, he shall undergo
training.
only the New-hire CRM Training that covers the
This training should be conducted during simulator appropriate elements required of CRM Training
training. given in 5.1.2.
The applicable elements of CRM training shall also – If the new-hire pilot has not undergone Initial
be integrated, to the maximum extent possible, into CRM Training equivalent to the DACM
the appropriate phases of the conversion course. requirements with his previous employer, or
LOFT shall be included during the latter stages of unable to provide a certificate to this effect, then
simulator training for all conversion courses. he shall complete AIR ALGERIE Initial CRM
Training as given in 5.1.3 within the first 12
The conversion course shall also include training
months of employment. This shall be in addition
on :
to the New-hire CRM Training as specified
– the application of operations policy concerning above.
the use of automation relevant to the aircraft Note: If the Initial CRM Training can be completed
type as specified in the Operations Manual Part prior to the commencement of the simulator,
A : General/Basic and Part B (i.e. FCOM/AFM);
and

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then the New-hire CRM Training is not The modular CRM Training programme shall cover
required. the following elements of CRM integrated into all
appropriate phases of the recurrent training and
The CRM training shall be conducted prior to the
are covered over a period not exceeding 3 years :
commencement of simulator training.
– Statistics and examples of Human Factor
5.1.6. Command CRM Training related accidents;
The flight crew member undergoing Command – Human perception, learning process;
Upgrade Training shall complete Command CRM
– Situational awareness;
Training before commencement of simulator
training. The training shall cover all the appropriate – Management of workload, tiredness or fatigue,
elements required for Command Training given in and vigilance management of stress;
5.1.2. The applicable CRM elements shall also be
– Company Standard Operating Procedures;
integrated, to the maximum extent possible, into
the appropriate phases of the Command course. – Personality type, delegation, leadership,
This shall include LOFT during the latter stages of effective communication skills;
simulator training.
– The CRM Loop;
The flight crew member shall not be assessed
when completing elements of CRM training, which – Effective communication and co-ordination
within the flight crew, and between crew
are part of the command course, including LOFT
members and other operational personnel;
sessions. However, when a flight crew member
undergoes a proficiency check on completion of – Error chain and taking actions to break the error
the simulator phase and the Final Line Check of chain;
the Command Course, CRM skills shall be
included in the overall assessment. – Implications of automation on CRM; and
– Additional areas which warrant extra attention,
5.1.7. Recurrent CRM Training as identified by the accident prevention and
flight safety programme.
Elements of CRM are integrated into all
appropriate phases of recurrent training every The flight crew member shall not be assessed
year; and that all the appropriate elements when completing elements of CRM training which
required for Recurrent training given in 5.1.2 are are part of recurrent training.
covered; and that modular CRM Training covers
the same area over a maximum period of 3 years All TRI’s / TRE’s / SFE’s conducting recurrent
through the use of non-assessed simulator LOFT simulator training shall be specifically qualified to
exercises. properly integrate CRM elements into this training,
and to assess CRM skills.
The revision of CRM Programme shall be
conducted over a period not exceeding 3 years. Note: If the Proficiency Check is combined with
The revision of the programme shall take into the type rating revalidation / renewal check,
account the de-identified results of the CRM the assessment of CRM skills will satisfy the
assessments of crews, and information identified Multi Crew Cooperation requirements of the
by the accident prevention and flight safety Type rating revalidation/renewal. This
programme. assessment must not affect the validity of
the Type Rating.
Each flight crew shall be rostered for a 1-day
recurrent CRM training every 12 calendar months. 5.1.8. Instructor CRM Training
If completed within the final 3 months of validity,
the next period of validity shall extend from the Each flight crew member CRM skill shall be
date of completion until 12 calendar months from assessed during the conduct of recurrent/line
the expiry date of the previous CRM training. check. The Instructors/Examiners shall be qualified
to assess the CRM skills.

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5.2. HUMAN PERFORMANCE AND LIMITATIONS

In accordance with the requirements of DACM, the
flight crew shall have the theoretical knowledge of
Human Factors in order to issue the Flight crew
licenses.
If a flight crew member has not previously
undergone training in Human Factors, then he
shall undertake a theoretical course based on the
Human Performance and Limitations (HPL)
syllabus for the ATPL. This course shall be
completed prior to Initial CRM training.

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5.3. LOW VISIBILITY OPERATIONS – 100 m must be added to the applicable CAT
2/3 RVR minima, until accumulating at least
5.3.1. General 100 hours or 40 sectors experience on the
type. The required experience may include
Low Visibility Operations (LVOPS) consist of take- the hours and sectors spent on line training.
offs where the RVR is less than 400 meters and This requirement is not applicable for a
Category 2/3 approaches. The approved operating
Commander previously qualified for CAT 2/3
minima for LVOPS are given in Operations Manual
operations on another aircraft type in the
Part A : General/Basic, Chapter 8.4.
Company or a Commander who was qualified
Flight crew qualification associated with LVOPS is for CAT 2/3 operations with another JAA
specific to AIR ALGERIE operations and the operator.
aircraft type. Therefore, prior to conducting LVOPS A flight crew member with no previous experience
on AIR ALGERIE, each crew member shall
of CAT 2/3 operations shall complete full training
complete the following appropriate LVOPS
course as prescribed below.
training, when joining or during conversion training.
These are :
5.3.3. Ground Training
– Initial Training.
The initial ground training course for LVOPS shall
– Conversion Training. cover at least :
– Recurrent Training and Checking. a) the characteristics and limitations of the ILS;
– Command Upgrade Training. b) the characteristics of the visual approach aids;
– Qualification in Either Pilot’s Seat Training. c) the characteristics of fog;
The flight crew member training programmes for d) the operational capabilities and limitations of
LVOPS include structured courses of ground, flight the particular aircraft systems required for low
simulator and flight training. visibility operations;
e) the effects of precipitation, ice accretion, low
5.3.2. Minimum Qualification / Experience Level
level wind shear and turbulence;
Each flight crew member completes a check
f) the effect of specific aircraft malfunctions on
before conducting CAT 2/3 operations which may
low visibility capabilities and operations;
be replaced by successful completion of the Flight
Simulator and/or flight training specified in 5.3.5. g) the use and limitations of RVR assessment
systems;
Additionally, a flight crew member must complete a
check before conducting low visibility take-offs in h) the principles of obstacle clearance
RVRs less than 150 meters for Category C aircraft requirements applicable to low visibility
and less than 200 meters for Category D aircraft. operations;
The check may be replaced by successful
i) recognition of and action to be taken in the
completion of the flight simulator training
event of failure of ground equipment;
prescribed in 5.3.6.
j) the procedures and precautions to be followed
The new Commander or a Commander who is new
with regard to surface movement during
to the aircraft type, before commencing CAT 2/3
operations when the RVR is 400 m or less
operations must complete the following additional
and any additional procedures required for
requirements :
take-off in conditions below 150 m for
– 50 hours or 20 sectors experience on the Category C aircraft and 200 m for Category D
type, which may include the hours/sectors aircraft;
spent on line training; and
k) the significance of decision heights based
upon radio altimeters and the effect of terrain

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profile in the approach area on radio altimeter e) The effect of known unserviceabilities and use
readings and on the automatic of Minimum Equipment Lists;
approach/landing systems;
f) Operating limitations resulting from
l) the importance and significance of Alert airworthiness certification of the relevant
Height (if applicable), and the required actions aircraft type;
in the event of any failure above and below
g) Guidance on the visual cues required at
the Alert Height;
decision height together with information on
m) the qualification requirements for pilots to maximum deviation allowed from glide path or
obtain and retain approval to conduct Low localizer;
Visibility Take-offs and CAT 2 / 3 operations;
h) The importance and significance of Alert
and
Height (if applicable), and the action in the
n) the importance of correct seating and eye event of any failure above and below the Alert
position. Height;
The LVOPS initial ground training syllabus is i) The specific duties required by the flight crew
detailed in the relevant aircraft type FCTM. member during low visibility operations, with
particular emphasis on the co-ordination
When an existing Company flight crew member
required with other crew members; and
undergoes a conversion course for a new type
rating on another aircraft type, and who is qualified j) Incapacitation procedures appropriate to Low
for LVOPS on the previous type, the ground Visibility Take-offs and CAT 2 / 3 operations
training may be abbreviated. The contents of the shall be practiced.
abbreviated course shall include items d), f), i), k) l)
and n) from the above list.  Normal Operations Training Phase
Normal Operations Training phase of CAT 2 /
5.3.4. Simulator Training
3 training shall include at least the following
Simulator Training must be divided into phases exercises :
covering normal operation with no airplane or
– approach using the appropriate flight
equipment failures but including all weather
guidance, autopilots and control systems
conditions which may be encountered and detailed
installed in the aircraft, to the appropriate
scenarios of the aircraft and equipment failure
decision height and to include transition to
which could affect CAT 2/3 operations.
visual flight and landing;
Simulator Training for LVOPS shall includes the
– approach with all engines operating using
following :
the appropriate flight guidance systems,
a) Checks of satisfactory functioning of autopilots and control systems installed in
equipment, both on the ground and in flight; the aircraft down to the appropriate
decision height followed by missed
b) Effect on minima caused by changes in the
approach; all without external visual
status of ground installations;
reference;
c) Monitoring of automatic flight control systems
– where appropriate, approaches utilizing
and autoland status annunciators with
automatic flight systems to provide
emphasis on the action to be taken in the
automatic flare, landing and roll-out; and
event of failures of such systems;
– normal operation of the applicable system
d) Actions to be taken in the event of failures
both with and without acquisition of visual
such as engines, electrical systems,
cues at decision height.
hydraulics or flight control systems;

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 Failure Training Phase : training may be abbreviated, which shall include

the items as stated in 5.3.3.
Failure Training phase of CAT 2/3 training
must include at least : The Simulator training shall comprise of a
minimum of 8 approaches and/or landings in a
– approaches with engine failure at various
flight simulator approved for the purpose. Where
stages on the approach;
no type specific simulator is available a minimum
– approaches with critical equipment failures of 3 approaches including at least 1 go-around
(e.g. electrical systems, auto-flight must be carried out on the aircraft.
systems, ground and/or airborne ILS/MLS
During Line Flying Under Supervision, 1 take-off to
systems and status monitors);
be carried out at the lowest applicable minima of
– approaches where failures of autoflight the aircraft type under the supervision of
equipment at low level require either : TRE/TRI/LI.
a) reversion to manual flight to control
flare, landing and roll out or missed 5.3.6. Low Visibility Take-off with RVR less than
approach; or 150/200 m
b) reversion to manual flight or a Prior to being authorized to conduct take-offs in
downgraded automatic mode to control RVRs below 150 meters for Category C aircraft
missed approaches from, at or below and below 200 meters for Category D aircraft, the
decision height including those which following training must be carried out :
may result in a touchdown on the – normal take-off in minimum authorized
runway; conditions;
– failures of the systems which will result in – take-off in minimum authorized RVR conditions
excessive localiser and/or glideslope with an engine failure between V1 and V2 or as
deviation, both above and below decision soon as safety considerations permit; and
height, in the minimum visual conditions
authorized for the operation; – take-off in minimum authorized RVR conditions
with an engine failure before V1 resulting in a
– failures and procedures specific to airplane rejected take-off.
type or variant.
The above training shall be carried out in a
– practice in handling faults which require a simulator approved for this purpose. The training
reversion to higher minima; must include the use of any special procedures
– practice in handling the aircraft when, and equipment.
during a fail passive CAT 3 approach, the After completion of simulator training, the flight
fault causes the autopilot to disconnect at crew member shall complete a check as given in
or below decision height when the last 5.3.2 above.
reported RVR is 300 m or less; and
– where take-offs are conducted in RVRs of 5.3.7. Line Flying Under Supervision
400 m and below, training must be Line Flying Under Supervision provides the
established to cover systems failures and opportunity for a flight crew member to carry into
engine failure resulting in continued as well practice the procedures and techniques he has
as rejected take-offs. been made familiar with during the ground and
simulator training in order to operate a safe and
5.3.5. Conversion Training efficient flight.
When an existing Company flight crew member During Line Flying Under Supervision, one
undergoes a conversion course for a new type simulated AWOPS flight should be carried out
rating on another aircraft type, and who is qualified under supervision of a TRE/TRI/LI. 1 take-off to be
for LVOPS on the previous type, the ground

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carried out at the lowest applicable minima of the

aircraft type under the supervision of TRE/TRI/LI.

5.3.8. Recurrent Training and Checking

LVOPS recurrent training and checking shall be
conducted in conjunction with the normal PC, and
shall include the following :
– a minimum of three CAT 2 / 3 approaches
must be carried out during simulator training
and proficiency check sessions, one may be
substituted by an approach and landing in the
aircraft using approved CAT 2 / 3 procedures,
this approach and landing may be conducted
in normal line operation;
– one missed approach shall be flown during
the conduct of the PC;
– one LVTO to the lowest applicable minima (if
authorized for LVTO with RVR less than
150/200 m);
– one missed approach from fail passive CAT 3
approach i.e. CAT 3 single, with autopilot
failure at or below the DH with RVR 300 m;
this shall be conducted at least once over a
period of 3 consecutive proficiency checks;
and
– a check of the pilot’s knowledge and ability to
perform the tasks associated with the
particular category of operations for which he
is authorized.
Note: Validity requirements for authorization to
conduct LVTO and CAT 2/3 approaches
using autoland systems are fully satisfied by
the above training and checking
requirements. If the flight crew member
LVOPS validity has been lapsed, then he
shall undergo LVOPS simulator training.

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5.4. ETOPS TRAINING AND CHECKING of electrical power significantly degrade

cockpit instrumentation to the pilots, then
5.4.1. General the training shall include simulated
approaches with the standby generator as
The ETOPS training and checking programme is the sole power source;
designed to ensure that flight crew members gain
sufficient academic understanding and practical – Operational restrictions associated with
knowledge of the specific and unique requirements these failures including any applicable
of ETOPS to Flight Operations, including the MEL considerations;
applicable dispatch criteria, and the operational
– Procedures for in-flight engine and APU
guidelines required to operate safely and efficiently
Start;
in the ETOPS environment.
– Crew incapacitation.
Each flight crew member shall undergo the
following ETOPS appropriate training, when joining g) Procedures to be followed in the event that
or during conversion training. These are : there is a change in conditions at designated
en-route alternates which would preclude a
– Initial Training.
safe approach and landing;
– Conversion Training.
h) Understanding and effective use of approved
– Recurrent Training. additional or modified equipment required for
extended range operations; and
5.4.2. Syllabus and Contents
i) The fuel management procedures to be
The ETOPS training programmes is structured as followed during the en-route portion of the
ground, simulator and line training. The approved flight, including the requirement of an
ETOPS Training syllabus shall cover the following independent cross-check of fuel quantity
areas : indicators.
a) Introduction to ETOPS regulations; 5.4.3. Ground Training
b) Routes and aerodromes intended to be used
The flight crew member shall undergo ETOPS
in the ETOPS area of operation;
Ground Training during the Initial and conversion
c) Aircraft performance : training i.e. when joining AIR ALGERIE and when
changing the aircraft type for new type rating.
– Flight planning, including all contingencies;
and ETOPS Ground Training shall be conducted in a
classroom followed by an examination, for which a
– Flight performance progress monitoring. passing mark of 75% applies.
d) Diversion procedures and Diversion decision
making; 5.4.4. Simulator Training
e) Use of appropriate navigation and ETOPS simulator training shall be comprised of 1
communication systems, including appropriate simulator training session.
flight management devices;
5.4.5. Line Flying Under Supervision
f) Training, both initial and recurrent, will
emphasize abnormal and emergency Line Flying Under Supervision provides the
procedures to be followed in the event of opportunity for a flight crew member to carry into
foreseeable failures for each area of practice the procedures and techniques he has
operation, to include but not limited to : been made familiar with during the ground and
simulator training in order to operate a safe and
– Procedures for single and multiple failures
efficient flight.
in-flight that would precipitate go/no-go
and diversion decisions. If standby sources

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During Line Flying Under Supervision, 1 sector of

ETOPS check must be carried out under the
supervision of TRE/TRI/LI.

5.4.6. ETOPS Recurrent Training

ETOPS Refresher training programme should be
discussed annually during recurrent training and
checking program in order to maintain continuous
validity.
ETOPS Recurrent training shall consist of
discussion items and LOFT exercise which shall
be completed within the 3 year recurrent training
cycle.
The discussion items are to be reviewed during the
annual ground refresher training programme. The
discussion items will be either included in the
recurrent examination and/or as an oral briefing.
ETOPS oriented LOFT simulator training session
shall be conducted at intervals not exceeding 3
years. The training shall those emergency
procedures which have special significance to
ETOPS, such as those required in the event of
engine, pressurization an electrical failure including
approach with the standby generator as the sole
power source.

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REF : MANEX QUALIFICATION TO OPERATE IN EITHER PILOT’S SEAT Chapter 5 Page 16

5.5. QUALIFICATION TO OPERATE IN EITHER

PILOT’S SEAT

5.5.1. General
5.5.3. Validity, Revalidation and Renewal
The Company’s requirements for a pilot to operate
A Training Captain is required to carry out at least
from either pilot’s seat are:
one landing every 6 months from the right seat in
– Augmented crew operations (refer to 5.6); order to maintain his right hand seat qualification.
This currency may be maintained in an
– Training operations; and
appropriately certified Full Flight Simulator.
– When operating flight with two Captains other Conduct of this landing during the recurrent
than Training flights. training or checking maintains this validity.
A flight crew member may be relieved in-flight of A Training Captain who is qualified in the right-
his duties at the controls by another suitably hand seat and who maintains his LVOPS
qualified flight crew member. Details of the qualification is also LVOPS qualified from the RHS.
circumstances where one crew member may be
A Training Captain whose right-hand seat validity
relieved in-flight by another is given in the
has expired must complete the maneuvers given in
Operations Manual, Part A : General/Basic.
5.5.2.
In accordance with the provision detailed in
Operations Manual, Part A : General/Basic,
additional training and checking is only required for
Captains required to perform duties in the Right-
hand seat.

5.5.2. Syllabus and Contents

During initial qualification and recurrent training,
Commander whose duties also require them to
operate in the right-hand seat and carry out the
duties of a co-pilot, or Commanders required to
conduct training or examining duties from the right-
hand seat, shall complete additional recurrent
simulator training every 6 months. This additional
training shall include the following maneuvers,
conducted as PF in the right-hand seat:
– an engine failure during take-off;
– one engine inoperative approach and go-
around; and
– Emergency descent.
– TCAS Events
– twin-engine aircraft : one engine inoperative
landing; or
Note: When a Commander is operating in the right
hand seat, the checks required for operating
in the left-hand seat must also be valid and
current.

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5.6. IN-FLIGHT RELIEF PILOT

Not applicable.

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5.7. SPECIAL PURPOSE OPERATIONAL  Contingency procedures after entering

TRAINING RVSM airspace; and
 Post Flight Procedures.
5.7.1. RVSM Training
Recurrent training for RVSM operations shall also
Flight crew members are required to operate in be incorporated into the overall recurrent training
airspace or on routes where RVSM is applicable. programme for flight crew, and shall be conducted
Therefore, each flight crew shall undergo the during ground refresher training at scheduled
following training. intervals specified for 3 year recurrent training
Initial training shall consist of self study and a cycle given in Chapter 6.1.2.2.
classroom presentation on RVSM Operations,
relevant to the concerned aircraft type. Knowledge 5.7.2. RNAV Approaches Training
should be verified by means of a questionnaire. RNAV shall be conducted according to the training
The initial training of RVSM should cover the syllabus specified in the RNAV APPROACHES
following areas : TRAINING GUIDE.
– knowledge and understanding of standard ATC Training shall consist of a ground training phase, a
phraseology used in each area of RVSM simulator part phase and a line training phase.
operations; Note: RNP-AR training falls under a different
– importance of crew members cross checking to category of training and as such, is not
ensure that ATC clearances are promptly and covered during RNAV training.
correctly complied with;
5.7.3. RNP Training
– use and limitations in terms of accuracy of
standby altimeters in contingencies; Training in the use of RNAV (B-RNAV, P-RNAV
and RNP-RNAV) is integrated into the type rating
– problems of visual perception of other aircraft at courses undertaken by all pilots. No additional
1000 feet (300 m) planned separation during system knowledge or training is therefore
darkness, when encountering local phenomena necessary to operate the equipment in an RNP
such as northern lights, for opposite and same environment.
direction traffic, and during turns
However, AIR ALGERIE conducts initial training on
– characteristics of aircraft altitude capture RNP for all pilots undergoing a type conversion
systems which may lead to overshoots; course, in order to facilitate safe and efficient
– relationship between the aircraft's altimetry, operation in RNP airspace. The awareness training
automatic altitude control and transponder cover the following issues:
systems in normal and abnormal conditions; – General concept of RNP;
and
– Minimum equipment requirements applicable
– any airframe operating restrictions, if required for operations conducted in RNP airspace;
for the specific aircraft group, related to RVSM
airworthiness approval : – Operating procedures, both general and
specific to the airplane type concerned, which
 Use of ACAS in RVSM airspace;
are designed to ensure safe and efficient
 Effect of wake turbulence; operation, in particular the monitoring of
 Flight Planning Procedures; navigational accuracy; and
 Pre-flight Procedures; – The requirement to advise ATC in the event of
 Procedures prior to RVSM Airspace Entry; any reduction in navigational accuracy below
the applicable limit, and the subsequent
 In-flight Procedures; contingency procedures that must be
employed.

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This initial RNP training shall take the form of any both on the ground (de-icing/anti-icing) prior to
one of the following : flight, and in-flight.
– Self-study of suitable training material, followed The training shall be provided to both flight crew
by completion of a questionnaire, or and cabin crew.
– CBT course, which includes a questionnaire
Flight crew training shall include the following :
module, or
– effects of frost, ice, snow and slush on aircraft
– Briefing by a TRI or TRE.
performance;
Recurrent training for RNP operations shall also be – basic characteristics of aircraft de- /anti-icing
incorporated into the overall recurrent training fluids;
programme for flight crew, and shall be conducted
– general techniques for removing deposits of
during ground refresher training at scheduled
frost, ice, snow from aircraft surfaces and for
intervals specified for 3 year recurrent training
anti-icing;
cycle given in Chapter 6.1.2.2.
– de-/anti-icing procedures in general and specific
For procedures and requirements refer to the measures to be performed on different aircraft
relevant aircraft type FCOM. types;
– fluid application and limitations of holdover time
5.7.4. Adverse Weather Operations Training
tables;
The components addressed during adverse – instruction on how to recognize, from weather
weather operations may be covered during either reports or forecasts which are available before
initial, conversion or recurrent in several separate flight commences or during flight, the risk of
modules of training. encountering icing conditions along the planned
These modules include : route and how to modify, as necessary, the
– Anti-ice/de-ice policies and procedures; departure and in-flight routes or profiles;
– Contaminated Runways operations; – instruction in the operational and performance
– Thunderstorm avoidance; limitations or margins;
– Hot weather operations; – use of in-flight ice detection, anti-icing and de-
icing systems in both normal and abnormal
– Cold weather operations; operation; and
– Operations near volcanic ash; – instruction in the differing intensities and forms
– Wind shear avoidance and recovery (predictive of ice accretion and the consequent action that
& reactive): Wind shear avoidance and should be taken.
recovery training shall be conducted during
conversion training, in the Line Orientation The training shall be conducted by use of one of
phase, and also at regular intervals during the following means:
recurrent training.
– CBT courseware, supplemented by a
Note: The training shall consist of both ground questionnaire, or
training (CBT, instructor briefings), and simulator – Printed training guides, supplemented by a
training. questionnaire, or
– Video presentations, supplemented by a
 Icing / Contamination Training
questionnaire, or
Icing/Contamination Training shall be provided – Instructor briefing, supplemented by an oral
during conversion courses, and annually as part of questionnaire, or
the ground refresher training programme, as
– Any combination of the above.
required to ensure the safe dispatch and flight of
airplanes in known or suspected icing conditions. Recurrent training for Icing/Contamination shall
This training shall cover the procedures applicable also be incorporated into the overall recurrent

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training programme for flight crew, and shall be – CBT Course which includes a questionnaire
conducted during ground refresher training at module or
scheduled intervals specified for 3 year recurrent – Briefing by a TRI or TRE.
training cycle given in Chapter 6.1.2.2.
 Simulator Training :
5.7.5. TCAS Training
Training to ensure a pilot’s ability to interpret
5.7.5.1. General and use the TCAS displays/aural alerts to
properly respond to TAs and RAs shall be
Flight crew member shall undergo TCAS Training provided in the simulator. Correct crew co-
during conversion course and at regular intervals ordination and application of Company SOP’s
during the recurrent training programme, in order will also be trained and assessed. The training
to ensure that flight crew members are will cover a range of TA/RA situations,
knowledgeable and proficient with all aspects of including:
the proper operation of TCAS equipment fitted in
– Response to TAs;
the Company aircraft, and with the procedures to
be applied in the event of a TA and/or RA being – Corrective RAs;
generated by the system. – Initial Preventive RAs;
– Maintain Rate RAs;
5.7.5.2. Conversion Training
– Altitude Crossing RAs;
During a conversion course, TCAS training shall – Increase Rate RAs;
be conducted at the Line Orientation phase of the
– RA Reversals;
simulator training, and shall consist of the
following: – Weakening RAs;
– Multi-Aircraft RAs;
 Ground Training : – Demonstration of the consequences of not
The following items must be covered during responding to RAs, or slow or late
ground training : responses, and of maneuvering in
contravention to RA commands.
– System Operation (to ensure an
understanding of the surveillance and Note: The above scenarios may be covered during
collision avoidance functions of the system); the Ground Training, via the use of
– Advisory Thresholds (knowledge of the interactive CBT courseware (if available).
criteria used for the issue of TAs and RAs); Nevertheless, sufficient scenarios will be
covered during simulator training to verify
– Limitations (to ensure knowledge of the adequate crew proficiency.
limitations of TCAS/ACAS equipment);
– Inhibits (to ensure understands the All the above requirements shall be covered during
conditions under which certain functions of a First Type Rating / Additional Type Rating
the TCAS/ACAS system are inhibited); and Course, an Operator Conversion Course, and a
Command Upgrade Course.
– Operating Procedures (covering use of
controls, display symbology and
5.7.5.3. Recurrent Training
interpretation, use of the TA ONLY mode,
crew co-ordination/SOPs for TAs and RAs, TCAS recurrent training shall be conducted to
and reporting requirements). ensure that pilots maintain the appropriate
knowledge and skills, and to cover any significant
This initial TCAS training shall take the form of
issues or operational concerns that have been
any one of the following :
identified by the Company or the industry.
– Self-study of suitable training material, Recurrent training shall also address any changes
followed by completion of a questionnaire, or to fitted equipment, system logic, parameters or

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procedures, and any unique TCAS/ACAS material i.e. aerodrome briefing provided in the
characteristics of which pilots should be aware. Operations Manual, Part C : Route and Aerodrome
Instructions and Information or CBT … etc.
TCAS recurrent training will be conducted during
the simulator recurrent training programme, via For validity and revalidation requirement, refer to
both briefings and maneuvers training in the Chapter 3.4.11.
simulator a variety of scenarios shall be included
during the 3-year recurrent training cycle. 5.7.9. Minimum Navigation Performance
Specification (MNPS)
5.7.6. Windshear / Thunderstorms
Minimum Navigation Performance Specification
Windshear/Thunderstorms avoidance and (MNPS) airspace nominated by ICAO requires
recovery training shall be conducted during special training, equipment, procedures and
conversion training, in the Line Orientation phase, regulatory approval. These are generally
and also at regular intervals during recurrent applicable on the North Atlantic (NAT) and Polar
training (refer to Chapter 6.1.14). regions.
The training shall consist of both ground training
The DACM grants operational approval for AIR
(e.g. CBT, video or instructor briefings) and
ALGERIE to conduct operations in MNPS
simulator training.
airspace. Therefore, the flight crew member
operating in MNPS airspace must complete the
5.7.7. CFIT/GPWS Training
MNPS training prior to operating into MNPS
CFIT/GPWS training shall be conducted during airspace.
conversion training, in the Line Orientation phase,
Initial training for MNPS operations shall consist of
and also at regular intervals during recurrent
classroom instruction and/or CBT module followed
training (refer to Chapter 6.1.15).
by an observation sector in MNPS airspace.
Aircraft upset recovery training shall includes at
The flight crew training should include the following
least the following :
items :
– factors leading to an upset situation;
– Knowledge, understanding and compliance of
– upset situation identification; standard ATC phraseology and track messages
– recovery techniques; and used in each area of operations;
– emphasis on aerodynamic factors present – MNPS procedures for NAT (and other areas
during the upset and recovery. when applicable);
The training shall consist of both ground training – Changes to charting and documents to reflect
(CBT, video, instructor briefings), and simulator MNPS;
training. The contents of the training shall be – Navigation equipment required to be
based upon the recommendations of the Flight operational for flight in designated MNPS
Safety Bureau and shall be conducted during airspace and limitations associated with the
conversion training and also at regular intervals RNAV equipment;
during recurrent training. – Flight planning requirements;
– Entry, in-flight and exit requirements/
5.7.8. Steep Approach Training
procedures;
Steep approach is an approach which is performed – Contingency procedures for system failures or
using glideslope angles of 4.5º or more and with navigation inaccuracies; and
screen heights of less than 50 feet but not less
– Position error log and notification requirements.
than 35 feet.
Recurrent training for MNPS operations shall also
The training may be in the form of simulator or a
be incorporated into the overall recurrent training
visit flight into that aerodrome. This training shall
programme for MNPS qualified flight crew, and will
be conducted by the use of self-study training

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with classroom instruction or CBT with further stages

usually be conducted at scheduled intervals during
of training (FTD/FFS) to ensure the knowledge of
ground refresher training by use of questionnaires,
the trainee is up to standard and during Line training
CBT or Examiner briefs. MNPS failures may be
and recurrent training .
combined with the ETOPS recurrent training.

5.7.10. Precision Runway Monitor Training Note: for new qualified crew, EFB training can be
provided during Simulator and LFUS instruction.
Reserved.
The training for other applications like Jeppesen FD
5.7.11. Freighter Course Pro and OEM performance calculation
Training requirements for the freighter course can software may include CBTs,User Guides and / or
be found in the fleet specific training manual, in video.
case applicable to the fleet.
Training will be done by means of classroom Module Duration Conducted by
instruction followed by a manual loadsheet Application Line
JeppFD and
exercise. Training by Training
OPT /B737NG Captain /
Qualified Performance E
5.7.12. EFB Training JeppFD and
1 hr ngineers with practical
The overall purpose of EFB training is to get pilots SPS/ATR72 examples to assess
familiar with the day-to-day usage of the EFB competency.
JeppFD and
equipment on board and to get pilots familiar with
the way how to work with the SPS/OPT/FlySmart FlySmart/A330
computer modules for performance calculation.
Following topics should be covered during training :
5.7.13. CPDLC/FANS Training
– The correct usage of the computer
performance calculation module. All different The overall purpose of CPDLC training is to qualify
phases of flight should be covered, from take- the trainee for operation in a FANS B environment,
off to landing. using CPDLC equipment.
– The interaction between the computer module The training should cover :
and the relevant FCOM.
– General philosophy behind FANS, the equipment
– Contaminated RWY operations. and its development.
– Failure items and how to deal with these with – Normal operation, including system initialization,
regards to performance. establishing contact and how to initiate/respond to
communication.
– EOSID/Special EOSID.
– Limitations of the system.
– Company procedures.
– Emergency operation.
– Different modules and chapters.
– Back-up system.
– How to use EFB throughout the different
phases of flight. The training shall be conducted by means of
classroom instruction, followed by instruction during
– Failure modes.
Line Training.
– Company procedures.
5.7.14. SMS Training Refer to Safety Management
The training shall be included in all initial and
System Manual (MSGS chapter 11)
conversion courses .The initial EFB training
is planned as ground based training

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purpose, and will include the following training

requirements :
5.8. MULTI-CREW CO-OPERATION TRAINING
 Ground Training :
5.8.1. MCC Requirements
The ground training shall comprise at least 25 hours
An applicant for the issue of a First type rating for a of theoretical knowledge instruction covering the
multi-pilot airplane shall hold a certificate of following areas :
satisfactory completion of Multi-crew Co-operation
– Jet Aerodynamics;
(MCC) training, conducted in accordance with the
requirements specified in 5.8.3. If the MCC training – Aircraft Systems (with emphasis on flight
requirements are integrated with the applicable instruments, autopilot/auto-thrust, navigation
type-rating course, this certification requirement is systems and displays, and flight controls);
not applicable.
– Jet Handling;
5.8.2. MCC Training – Jet Transport Performance (basic requirements);
The aim of the MCC training is to ensure that – Crew Coordination, Cooperation and Task
trainees become proficient in those basic Sharing; and
nontechnical skills necessary to operate a multi-pilot
airplane safely and efficiently under IFR. These – Standard Operating Procedures.
skills shall include mutual decision-making,
communication, task sharing and prioritization, use  Simulator Training :
of checklist, mutual supervision and teamwork The Simulator training shall comprise at least 20
throughout all phases of flight, under normal, hours, which may be conducted by using FNPT ll,
abnormal and emergency conditions. FBS or FFS simulator devices. Wherever possible,
The MCC training requirements for pilots the MCC training should be combined with the initial
undertaking their first type rating on multi-pilot type rating training for a multi-pilot airplane, in which
airplane type are fulfilled through the following case the practical MCC training may be reduced to
means : not less than 10 hours if the same flight simulator is
used for both the MCC and type rating training.
– Integration of the necessary MCC training
requirements given in 5.8.3, into the First Type The simulator training shall cover the following
Rating Conversion course; or exercises :

– Provision of a separate and dedicated MCC – Jet airplane handling and instrument flying with
course conducted by an approved MCC and without the flight director (CM2 as PF);
Instructor. – Task sharing in normal, non-normal and
emergency operations (including pilot
5.8.3. MCC Training for First Type Rating incapacitation);
Conversion Course
– Visual Circuits and Landings
Multi-crew Co-operation training will normally be
included as a separate module during the First Type – IFR procedures and approaches (holding,
Rating Conversion Course undertaken by ab-initio precision/non-precision approaches and go-
pilots. The MCC course will also cover jet around); and
conversion training requirements. Trainees must – Engine failure at take-off, single-engine
complete the Initial CRM Course prior to approach, landing and missed approach.
commencing the MCC course.
MCC training will normally be conducted with two
The MCC course shall be conducted by a MCCI, trainees paired together. Each trainee will complete
TRI or TRE selected and trained for this specific the required syllabus acting as PF in the RHS, whilst

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the other trainee occupies the LHS and acts as

PNF.
Satisfactory completion of the course is required
before commencing the Ground Training Phase of
the First Type Rating Conversion Course.

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5.9. ROUTE AND AERODROME COMPETENCE aerodrome is least demanding whereas Category
QUALIFICATIONS B and C are progressively more demanding
aerodromes.
5.9.1. General
The pilot qualification for Category A and B can be
Prior to being assigned as Commander or as pilot achieved or revalidated by brief or self-brief.
to whom the conduct of the flight may be delegated
The Category C aerodrome requires additional
by the Commander on a route, the pilot must
consideration than Category B aerodrome. This
obtain adequate knowledge of the route to be
aerodrome has most significant factors affecting
flown and of the aerodromes (including alternates),
the complexity and workload of the flight.
facilities and procedures to be used.
Therefore, the flight crew member shall undergo
training and briefing before flying into this
5.9.2. Route Competence
aerodrome. The training may be in the form of
AIR ALGERIE has divided its route network into a simulator or a visit flight into that aerodrome. The
number of specific areas for the purpose of syllabus for the training required to qualify the flight
establishing route competence of its pilots, based crew member to operate at a Category C
on the following characteristics: aerodrome is given in the relevant aircraft
recurrent training syllabus.
– Terrain and minimum safe altitudes;
– Seasonal meteorological conditions; 5.9.4. Validity, Revalidation and Renewal
– Meteorological, communication and air traffic The period of validity, revalidation and renewal
facilities, services and procedure; requirement is given Chapter 3.4.11.
– Search and rescue procedures; and
– Navigational facilities associated with the route
along which the flight is to take place;
– Procedures applicable to flight paths over
heavily populated areas and areas of high air
traffic density;
– Airport obstructions, physical layout, lighting,
approach aids and arrival, departure, holding
and instrument approach procedures and
applicable operating minima.
Depending on the complexity of the route, the
Company provides pilots with training and briefing
before flying into, out of, or over a particular area.
The training may be in the form of a simulator or a
visit flight into a particular area under supervision
or a familiarization by self-briefing (i.e. materials
provided in Operations Manual, Part C : Route and
Aerodrome Instructions and Information, Jeppesen
Airway Manual …etc).

5.9.3. Aerodrome Competence

The aerodromes covered within AIR ALGERIE
route network are categorized as Category A, B
and C, depending on their complexity. Category A

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5.10. LINE ORIENTED FLIGHT TRAINING realistic cockpit environment. Each crew
member must perform as both an individual and
5.10.1. General as a member of a team, as would be required
during normal line operations. For LOFT
Line Oriented Flight Training (LOFT) is training sessions conducted during conversion,
conducted in a flight simulator that requires crew command, CCQ and re-qualification training,
members to make judgments and decisions, using
this requirement shall be satisfied by the use of
all available resources, to ensure a successful
stand-in crew members, where necessary.
outcome to situations which might be encountered
during normal line flying operations.
 Realistic Scenarios :
The overall objective of LOFT is to enhance the
LOFT sessions should be structured around
safety of flight operations by improving total crew
real-world line operational situations, which are
performance. LOFT is an effective training method,
allowed to progress in real-time. Where
as it provides flight crew members with the
possible, scenarios should comprise a complete
opportunity to practice line operations (including
en-route operation over flight segments
specific maneuvers, systems operation and SOP’s)
representative of actual routes. If it is necessary
in realistic situations in a full-crew environment. It
to consider long-range routes, then
is intended that crew members learn to handle a
“interruptions” or time compression may be
variety of real-time scenarios, including routine,
used. However, sufficient time must be allowed
non-normal and emergency situations. LOFT is
for crew members to orientate themselves after
particularly important for effective learning and
any break in the scenario, in order to avoid
practice of CRM (non-technical) skills, including
confusion.
crew coordination, judgment, decision making and
communication skills.
 No Instructor Intervention :
5.10.2. Required Elements of LOFT LOFT scenarios should normally run in real
time, with no interruptions or intervention by the
LOFT is defined by the following basic concepts :
instructor. The accumulative effects of crew
– It takes place in a simulated line operational decisions and actions are to be allowed to
environment; influence the remainder of the flight. The
overriding concept is that, during a LOFT
– It uses a complete crew with total participation; session, training will be more effective if pilots
– It contains real-world incidents, unfolding in real are allowed to learn from experience, rather
time; than being corrected by an instructor. In rare
cases, and only during conversion courses, an
– It is “no-jeopardy” training; instructor may choose to intervene, if in his
– It contains scenarios and segments that run judgment this is deemed necessary to derive
uninterrupted; greater training benefit.
– It contains scenarios tailored to the Company’s This concept allows crew members to use their
requirement; full resources and creativity without instructor
interference.
– It incorporates CRM skills; and
– It provides critique of individual and crew  Feedback :
performance. LOFT sessions must include comprehensive
The illustration of the above is as follows : feedback and critique to the participating pilots
on their performance during the scenario. This
 Crew Composition : shall take place during the debriefing. The
critique should consider the application of crew
LOFT sessions shall be conducted with a member’ judgment and their use of all available
normal crew complement, to establish a

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resources, to assist with problem solving and of the session, the role of the Instructor (i.e. he
decision making. The debrief should cover their is considered “not present”, except to act as
interaction with ATC and Company ground ATC, cabin crew or other ground personnel),
staff, their situational awareness, their use of and any essential background information on
automation resources, and their co-operation the exercise to be carried out. The role of the
and interaction as a team. flight crew should also be discussed during the
briefing (i.e. perform duties exactly as per
 Duration : normal line operations).
LOFT sessions should be of sufficient length to
 Pre-Flight Planning and Preparation :
cover all the elements of a normal flight,
including pre-flight preparation and planning, Pre-flight planning documentation (e.g. weather
cockpit set-up, briefings, take-off data folder, flight plans) should be prepared with the
calculation, and interaction with ground staff. particular training objectives of the session in
Sufficient time should also be allowed for mind, e.g. approach to unfavorable weather
problem solving prior to and during flight, as conditions, correction of improper fuel
well as any other critical crew actions required loads…etc. Normal preflight activities should
by the training scenario. also be accomplished, including cockpit
preparation, take-off data calculation…etc.
 CRM :
 Simulator (Flight) Segment :
LOFT scenarios shall emphasize the practice
and application of good CRM principles. The The flight scenario should be conducted exactly
value of CRM concepts should be reinforced by as per normal line operations, including
allowing the opportunity to act in accordance communication with ATC and other ground
with those principles. CRM principles shall, agencies. During this phase, the instructor shall
therefore, be integrated into all LOFT scenarios. limit his activities acting as ATC, ground
personnel and cabin crew, whilst also closely
 Use of Audio-visual Equipment : observing the actions and behavior of the
participating crew members, to ensure that
Audio-visual feedback can be a very effective
maximum training benefit may be derived from
tool during the debriefing phase of LOFT the proper and effective conduct of the
sessions, as it allows crew members to view subsequent debriefing.
themselves from a third-person perspective.
The use of video enables them to better
 Debriefing :
understand their performance, to identify and
accept their weak areas, to build upon their The debriefing shall provide feedback (i.e.
strong areas, and therefore encourage positive positive and negative) to crew members on
changes in attitudes and behavior. However, it their performance during the session. The
is vitally important that video feedback is not instructor should not only identify areas
used by an instructor to degrade or belittle the requiring improvement, but also highlight areas
performance of any crew members. of good or acceptable performance. The
Instructor should critique crew members both
5.10.3. Phases of LOFT individually, and on the basis of their
performance as members of a team. It is
LOFT scenarios should contain the following essential that the debriefing provide the
phases :
opportunity for crew members to analyze and
discuss their own performance, with the
 Briefing : instructor utilizing facilitation techniques. Key
Prior to the simulator (flight) phase, the points may be reviewed with the use of video
Instructor shall brief crew members on the recordings, if available.
LOFT scenario, including the training objectives

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5.10.4. Application of LOFT crew member is removed from flying duties until
such time as appropriate additional training has
LOFT sessions shall be incorporated into the
been satisfactorily completed. The additional
following training programmes :
training may take any appropriate form, including
classroom CRM training and further LOFT
 Conversion Course :
sessions based upon the concerned Fleet Training
LOFT sessions shall be included during the Manager assessment of all the circumstances
Line Orientation phase of simulator training for applicable to the particular case. In all such cases,
all Conversion courses in order to provide the affected pilot must be interviewed by the
practical CRM experience for trainees as given concerned Fleet Training Manager, and advised in
in Chapter 3.8.1.2.1 and 3.8.1.2.2, and to writing of the reasons for, and the contents of, the
satisfy the Conversion CRM training additional training he is required to undergo.
requirements given in 5.1.4.
Additional training that is assigned as a result of
performance in a LOFT session should not be
 CCQ Conversion Course : considered during any evaluation of the long-term
Reserved. training and check record of a pilot, which may be
necessary in accordance with Chapter 3.7.9 of this
 Command Upgrade Course : manual.
2 LOFT sessions shall be included during the
latter stages of simulator training as given in
Chapter 3.8.1.4.

 Renewal Course :
1 LOFT session shall be included in any
renewal training course conducted after a flight
interruption of more than 12 months. This
session shall be additional to the number of
sessions specified in Chapter 3.8.1.3 or
Chapter 4.2 whichever is applicable.

 Recurrent Training :
Dedicated LOFT sessions shall be included in
the recurrent training programme in accordance
with Chapter 6.1.2.4.

5.10.5. LOFT Completion Standard

LOFT sessions shall be “non-jeopardy” i.e. not
subject to a pass or fail grade. Nevertheless, if the
instructor conducting a LOFT session considers,
after completion of the debriefing, that the
performance of a crew member is less than
satisfactory, and that additional training is
essential, then he shall make such a
recommendation to the concerned Fleet Training
Manager through the Confidential Training Report.
Upon receipt of such a report, the concerned Fleet
Training Manager shall ensure that the affected

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5.11. TRANSIT CHECK AUTHORIZATION

The Transit Check Authorization allows the
Commander to carry out a pre-flight inspection in
absence of an authorized engineer. AIR ALGERIE
authorizes only the Commander to carry out a pre-
flight inspection, hence it is a requirement that the
Commander shall undergo transit check
authorization training.

5.11.1. Initial Training

The Initial training shall include Classroom training
followed by the actual exterior inspection on the
aircraft type operated by the Commander under
the supervision of suitably qualified engineering
staff.
The classroom training shall cover the following
areas :
– Specific task on the aircraft;
– Maintenance airworthiness regulations; and
– EASA Part –145 procedural training.

5.11.2. Recurrent Training

The validity period of Transit Check Authorization
is 12 months. The Authorization will be revalidated
after completing recurrent training on the aircraft
type by means of Computer Based Training.

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CHAPTER 6 - RECURRENT TRAINING AND CHECKING - FLIGHT CREW

6.1. RECURRENT TRAINING REQUIREMENTS………………………………………………………………. 3

6.1.1. Ground Refresher Training………………………………………………………………………….. 3

6.1.2. Recurrent Simulator Training…………………………………………………………………………..5
6.1.3. Emergency and Safety Equipment Training……………………………………………………….. 9
6.1.4. Dangerous Goods Training…………………………………………………………………………. 10
6.1.5. CRM Training……………………………………………………………………………………………
10
6.1.6. ETOPS Training………………………………………………………………………………………. 10
6.1.7. Low Visibility Operations Training …………………………………………………………………. 10
6.1.8. Qualification to Operate in Either Pilot’s Seat ……………………………………………………. 10
6.1.9. In-flight Relief Pilot …………………………………………………………………………………….10
6.1.10. Mixed Fleet Flying Operations ……………………………………………………………………….10
6.1.11. Icing / Contamination Training ……………………………………………………………………… 10
6.1.12. TCAS Training………………………………………………………………………………………….10
6.1.13. PRM Approaches………………………………………………………………………………………10
6.1.14. Windshear / Thunderstorms ………………………………………………………………………… 10
6.1.15. GPWS / CFIT Training……………………………………………………………………………….. 10
6.1.16. RVSM Training …………………………………………………………………………………………10
6.1.17. RNP Training………………………………………………………………………………………….. 10
6.1.18. RNAV Training…………………………………………………………………………………………..
11
6.1.19. MNPS Training ………………………………………………………………………………………….
11
6.1.20. RNP-AR Training………………………………………………………………………………………..
11
6.1.21. CAT C Airport Training……………………………………………………………………………………
11

6.2. RECURRENT CHECK REQUIREMENTS………………………………………………………………………

12

6.2.1. General………………………………………………………………………………………………… 12
6.2.2. Proficiency Checks………………………………………………………………………………………
12
6.2.3. Emergency and Safety Equipment Check…………………………………………………………….
14
6.2.4. Line Check……………………………………………………………………………………………….
15

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6.1. RECURRENT TRAINING REQUIREMENTS

Each AIR ALGERIE flight crew member shall undergo recurrent training that is specific to the type or variant of
airplane on which he is qualified to operate.

6.1.1. Ground Refresher Training

The following table details the Ground Refresher Training Cycle :

Ground Refresher Training Annual Biennial Triennial

SEP including the actual :
– Donning of a life jacket;
– Donning of protective breathing equipment; and X

– Handling of fire extinguishers.

Instruction on the location and use of :

– All emergency and Safety equipment carried; and X
– All types of exits.
Security X
SEP Training on :
 Demonstration of the :
– Method used to operate a slide; and
– Use of life rafts.
 Actual :
– Handling of pyrotechnics; X

– Fire fighting;
– Effects of smoke in a closed area;
– Use of all associated equipment; and
– Operation of all types of exits.

Integrated CRM X
CRM Complete Module X
CRM Element X
Dangerous Goods X

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Ground refresher training shall be conducted as  Accident, Incident and Occurrence Review :
follows :
The accident, incident and occurrence review shall
be conducted through regular distribution of Flight
 Airplane Systems and limitations :
Safety Bulletin. Significant accidents and incidents
The refresher training syllabus shall be so shall also be included during Annual Ground
arranged to provide coverage of all major aircraft Refresher Training sessions and/or considered as
systems and limitations over a 3 years period. case studies during Recurrent CRM Training
Knowledge of the refresher training shall be courses.
verified by completing a questionnaire, for which a
pass mark of 75% applies. A record of completion
of the Biannual Ground Refresher Training Course
shall be retained in the individual training file.

 Operational Procedures and Requirements :

TCAS, RVSM, ETOPS, RNP, Windshear,
GPWS/CFIT … etc and performance shall be
reviewed on a regular basis, during the biannual
Ground Refresher Training Course. The review
may be conducted via classroom discussion, CBT,
video or written briefing material. Refresher
training in these subjects will be scheduled in
accordance with a 3 years cycle.

A demonstration of knowledge of the operations

approved as part of the Air Operator
Certificate (AOC) during every recurrent training.
The evaluation shall include a demonstration of
knowledge of:
- Approaches authorized by DACM,
- Ceiling and visibility requirements for takeoff,
approach and landing;
- Allowance for inoperative ground components;
- Wind limitations (crosswind, tailwind and, if
applicable, headwind).

 Icing/Contamination Training :
This training shall be conducted every year during
the annual Ground Refresher Training by using
CBT, video or written briefing material.

 Pilot Incapacitation Training :

Procedures designed to recognize and handle pilot
incapacitation shall be reviewed on an annual
basis, either as part of simulator recurrent training
or via classroom discussion or by using CBT, video
or written briefing material. Practical training in a
simulator shall be carried out at intervals not
exceeding 3 years.

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6.1.2. Recurrent Simulator Training

6.1.2.1. General
All pilots are required to undergo recurrent
simulator training in conjunction with each
recurrent proficiency check (PC).
The overall plan for recurrent simulator training
and checking is approved by the DACM, which
specifies the general content of the 3 years
recurrent training cycle. It will ensure that all
regulatory training and checking requirements are
met.
The actual lesson plan for each session does not
require the DACM approval. However, the lesson
plan shall be designed in accordance with the
applicable regulatory requirements and shall also
cover additional training requirements identified by
AIR ALGERIE as deemed necessary for recurrent
training.
The overall recurrent training and checking
programme for each fleet as approved by the
DACM is given in chapter 12 of this Manual. The
detailed lesson plan for each recurrent training
session will be distributed to Instructors in
advance. The contents of the session and
associated briefing shall be discussed at the
Training meeting.
Instructors must ensure that all the briefings,
exercises and maneuvers specified in the lesson
plan are covered during a recurrent training
session. If time permits then the exercises may be
repeated to ensure that pilots achieve the
necessary level of proficiency.
The sequence of exercises may be varied at the
instructor’s judgment in order to enhance both
training value and the efficient utilization of session
time. The content must not be altered.
Note: Pilot must complete the exam paper
associated with each recurrent training and
proficiency check.

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6.1.2.2. Training Requirements

The following table details the minimum Simulator Training and Checking Cycle as required by DACM.

TRAINING AND CHECKING

EVENTS YEAR 1 YEAR 2 YEAR 3

C1 C2 C3 C4 C5 C6

Abnormal Conditions:

Engine X

Volcanic Ash-Dual Eng Failure X

Pressurization and Air Conditioning X

Pitot and Static System X

Fuel System X

Electrical System X

Hydraulic System X

Flight Control X

Anti and De-ice system, Glare shield heat X

Autopilot / Flight Director X

Stalling Protection X

EGPWS , Wx Radar, Radio Altimeter, Transponder X

Radios, Navigation Equipment, Instruments, FMS X

Landing Gear and Brakes X X

Slat and Flap System X

APU (Fail/Fire) X

TCAS RA Maneuver X X X

Fire Drills X X X

Smoke Control and Removal X

Engine failures / Shutdown / Re-start X X X

Rejected Take-off X X X X X X

Windshear (Take-off / Landing) X

Cabin pressurization / Emergency descent X

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TRAINING AND CHECKING

EVENTS YEAR 1 YEAR 2 YEAR 3

C1 C2 C3 C4 C5 C6

Incapacitation (Practical) X

Incapacitation (Discussion) X X

Ground De-icing and Winter Operations (Discussion) X X X

Emergency Evacuation X X X

Jet Upset (Discussion) X

Operational Procedures and Requirements

RVSM (Discussion) X X X

RNP, BRNAV, P-RNAV (Discussion) X X X

ETOPS (LOFT) X

ETOPS (Discussion) X X

LVOPS X X X X X X

LOFT X X X

CFIT X X X

Performance (Discussion) X X X

Operation in Either Seat Qualification (if required) X X X X X X

Simulator training shall be conducted by a suitably qualified and authorized instructor acceptable to the
Authority. Instructor conducting LOFT sessions shall be specifically qualified for training, assessing and
debriefing CRM skills in general.
The objective of recurrent training is to ensure that a trainee can achieve the required level of proficiency for
each exercise and procedures specified in the programme in accordance with the "Train-to-Proficiency"
concept. The intent of the training is for instructors to teach, whenever necessary, in order to ensure the
required proficiency is demonstrated to a satisfactory standard. Certain procedures or maneuvers
accomplished in the simulator are not experienced or practiced during regular flight operations, so it is to be
expected that the performance demonstrated during the first attempt of certain exercises may not be up to the
required standard. The role of the instructor is to identify any deficiencies in the standards including: Crew
division of duties, consistent checklist philosophy, positive transfer of aircraft control, emphasis on a
prioritization (aviate, navigate, communicate), proper use of all levels of automation and then to train the pilot
to the required level of proficiency.
At the conclusion of a recurrent training session, the instructor is required to make an overall assessment of
the standard achieved by each trainee and debrief accordingly. Refer to Chapter 11.2 for grading explanation.
If the overall assessment is unsatisfactory, then the instructor shall be required to take the following action:
– Recommend further remedial training to address the outstanding deficiencies; or do not recommend the
pilot for a PC (refer to 3.7.6.2).

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6.1.2.3. Briefing Recurrent LOFT scenarios shall be designed such

that they may be completed within 60 minutes
A thorough briefing is an essential requirement
simulator time. For more information on LOFT,
prior to every recurrent simulator training session.
refer to Chapter 5.10.
This briefing forms part of the Annual Ground
Refresher training requirement and shall be not
less than 1½ hours in duration.
The briefing shall cover the exercises and
maneuvers included in the applicable recurrent
training paper. However, prior to briefing on each
item, the instructor should ask the trainee whether
a detailed explanation and/or clarification is
required, which will save both time and the
potential embarrassment of explaining existing
knowledge to an experienced pilot.
The briefing should also include:
 Recent manual amendments and revisions;
 Current Manufacturer’s Bulletins (e.g. OEB’s);
 Recent Fleet Instructions;
 Recent significant incidents; and
 Specific briefing items listed below :

Items Items
Pilot Incapacitation TCAS Procedures
ETOPS (If applicable) GPWS / CFIT
Anti-icing/De-icing
Windshear Recovery
Procedures
Approach-to-Stall
All-Engines Flameout
Recovery
Flight Safety Topics B-RNAV, P-RNAV, RNP

6.1.2.4. Line Oriented Flight Training - LOFT

Line Oriented Flight Training - LOFT shall be
conducted at least once every 12 calendar
months. It shall be undertaken in conjunction with
a Proficiency Check.
The recurrent LOFT sessions shall be conducted
with a normal crew complement.
Recurrent LOFT shall be conducted by a TRE or
SFE who has undergone an appropriate course in
the training, assessment and facilitation of CRM
skills.

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6.1.3. Emergency and Safety Equipment

Training

6.1.3.1. General
The Emergency and Safety Equipment recurrent
training shall be conducted in an airplane or a
suitable alternative training device e.g. cabin
mock-up.
Emergency and Safety Equipment training should,
as far as 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.
Emergency and Safety Equipment training should
include joint discussion and practice in airplane
evacuations and other emergency scenarios, so
that all persons involved are aware of the duties
other crew members should perform. When such
practice is not possible, combined flight crew and
cabin crew training should include joint discussion
of emergency scenarios.

6.1.3.2. Annual Recurrent Training

Requirements
Every year, the emergency and safety equipment
training programme must include the elements
given in 6.1.1.

6.1.3.3. Triennial Recurrent Training

Requirements
Every 3 years, the emergency and safety
equipment training programme must include the
elements given in 6.1.1.

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6.1.4. Dangerous Goods Training TCAS shall be reviewed through classroom

discussion, CBT, video or written briefing material
Refer to Chapter 9.3.
during the annual Ground Refresher Training.
6.1.5. CRM Training Refresher training shall be scheduled in
accordance with a 3 year cycle given in chapter
Refer to Chapter 5.1.7. 5.7.5.
6.1.6. ETOPS Training 6.1.13. PRM Approaches
Refer to Chapter 5.4.6.
Refer to Chapter 5.7.10.
6.1.7. Low Visibility Operations Training
6.1.14. Windshear / Thunderstorms
Refer to Chapter 5.3.8.
Adverse weather conditions to include windshear
and thunderstorms avoidance in recurrent training
6.1.8. Qualification to Operate in Either Pilot’s is conducted to check the flight crew knowledge
Seat and proficiency in the application of windshear /
Refer to Chapter 5.5.3. thunderstorms avoidance and recovery
techniques. It shall be incorporated in the recurrent
6.1.9. In-flight Relief Pilot simulator training programme (refer to 6.1.2.2).
Refer to Chapter 5.6.6. Refresher training shall be scheduled in
accordance with a 3 year cycle given in chapter
6.1.10. Mixed Fleet Flying Operations 5.7.6.

Refer to Chapter 4.5.4. 6.1.15. GPWS / CFIT Training

6.1.11. Icing / Contamination Training GPWS / CFIT Recurrent training is conducted to

check the flight crew knowledge and proficiency in
Icing/contamination recurrent training shall be the application of GPWS procedures, with
conducted every year during the annual Ground particular emphasis on execution of the CFIT
Refresher Training by using CBT, video or written escape maneuver. It shall be incorporated in the
briefing material. Cold weather / winter operations recurrent simulator training programme (refer to
shall also be included as a theme for at least one 6.1.2.2).
recurrent simulator training session each year.
The winter recurrent training and evaluation shall Material and lesson plans for the training shall be
include: based upon the recommendations contained in the
-Cold weather operations and de/anti-icing policies Flight Safety Foundation CFIT Training Aid.
and procedures. Refresher training shall be scheduled in
-Contaminated runway operations. accordance with a 3 year cycle given in chapter
5.7.7.
6.1.12. TCAS Training
TCAS Recurrent training is conducted to check the 6.1.16. RVSM Training
flight crew knowledge for application of TCAS Recurrent training covering RVSM shall be
procedures. It shall be incorporated in the conducted at regular intervals during the annual
recurrent simulator training programme (refer to Ground Refresher Training by using CBT, video or
6.1.2.2). Appropriate scenarios based upon the written briefing material. The Training shall include
TCAS training conducted during conversion at least items given in chapter 5.7.1.
courses shall be utilized for this training.
6.1.17. RNP Training

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Recurrent training covering RNP, B-RNAV and P-

RNAV shall be conducted at regular intervals
during the annual Ground Refresher Training by
using CBT, video or written briefing material. The
Training shall be scheduled in accordance with the
requirement specified in chapter 5.7.3.

6.1.18. RNAV Training

Recurrent training covering RNAV shall be
conducted at regular intervals during the annual
Ground Refresher Training by using CBT, video or
written briefing material. The Training shall be
schedule in accordance with the requirement
specified in chapter 5.7.2.

6.1.19. MNPS Training

Recurrent training covering MNPS shall be
conducted at regular intervals during the annual
Ground Refresher Training by using CBT, video or
written briefing material. The Training shall be
scheduled in accordance with chapter 5.7.9.

6.1.20. RNP-AR Training

Recurrent training covering RNP/AR shall be
conducted at regular intervals during the annual
Ground Refresher Training by using CBT, video or
written briefing material. The Training shall be
scheduled in accordance with chapter 5.7.2.

6.1.21. CAT C Airport Training

Recurrent training covering CAT C Airport shall be
conducted at regular intervals during the annual
Ground Refresher Training by using video or
written briefing material. The Training shall be
scheduled in accordance with chapter 5.9.3.

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6.2. RECURRENT CHECK REQUIREMENTS Operations (LVOPS) in accordance with the

6.2.1. General requirements of DACM.
A flight crew member will undergo recurrent
– The recurrent proficiency check shall be
checking appropriate to the type or variant on
conducted by a TRE/SFE.
which he is certified to operate. Flight crew
The Proficiency Check (PC), no part of recurrent
members operating on variant must undergo a
training, is required to revalidate type ratings. It
recurrent training and checking on alternating
shall include the following maneuvers/procedures
basis between the applicable variants using FFS,
in order to satisfy the license and type-rating
or appropriate tools for training once every 12
requirements :
months. Additionally these flight crew members
– Rejected take-off;*
operating on more than one variant will complete
recurrent training and evaluation that emphasizes – Take-off after engine failure between V1 and V2
the differences between variants every 12 months. with subsequent operation in IMC conditions or
in case of a check conducted in the airplane as
soon as safety considerations permit;*
Line checks, route and aerodrome competency
requirements and recent experience requirements – Precision (ILS) instrument approach in IMC to
are intended to ensure the crew member’s ability the applicable minima with one engine
to operate efficiently under normal conditions, inoperative;*
whereas proficiency checks, skill tests and
– Non-precision approach in IMC to the
emergency and safety equipment checks are
applicable minima;*
primarily intended to confirm the ability of the crew
member to conduct abnormal or emergency – Missed approach in IMC from the applicable
procedures. minima with one engine inoperative;*
The line check is performed in the airplane. All – Landing with one engine inoperative; and*
other recurrent checks will be performed in a full-
flight simulator, qualified and approved for the – LVOPS requirement as given in Chapter 5.3.8.*
purpose in accordance with JAR-STD 1A or, * Items covered in recurrent training.
exceptionally in the airplane if no approved
simulator is available. – Use of checklist prior to starting engines,
In case of the emergency and safety equipment starting procedures, radio and navigation
checks, a representative training device (mock-up) equipment check;**
or airplane may be used. – before take-off checks;**
Note: The type of equipment used for checking – a minimum of 3 items selected from the list of
shall be representative of the normal/abnormal systems operation given in
instrumentation, equipment and layout of Chapter 4.3.6 (items 3.4 to 3.5);**
the airplane type operated by the flight
crew member. – a minimum of 3 items from the list of
abnormal/emergency procedures given in
6.2.2. Proficiency Check Chapter 4.3.6 (item 3.6);**
Each flight crew member shall undergo recurrent
proficiency checks operating as part of a normal – adherence to departure and arrival routes and
flight crew complement in order to comply with the ATC instructions under IMC;**
following regulatory checking requirements : – manual ILS approach to CAT 1 minimums in
– Satisfactory completion of Proficiency Checks / IMC (with flight director);**
Skill Test in accordance with the requirements – landing with critical engine simulated
of the Authority. inoperative;**
– Satisfactory completion of the recurrent check – landing with two engines inoperative on the
requirements applicable to Low Visibility same side (for four-engine aircraft);**

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– one automatic landing from a CAT 2 or CAT 3 The Pilots will know through their PC which
approach; and** items are considered COMPLEX or
SIMPLE.
– the PC and LVOPS requirements as specified
in 6.2.2 above.**
** Items mandatory for License renewal.
The specific lesson plan for a Proficiency Check
does not require the DACM approval. If the
required standard for any item (maneuver or
procedure) is not demonstrated on the first
attempt, at the discretion of the examiner, the
maneuver or procedure may be repeated once.
Failure in any item upon repeat will require the pilot
to take the entire check again after further training
as recommended by the examiner.
The examiner may stop the check at any stage if it
is considered that the pilot’s competency requires
a complete re-check.
The pilot shall pass all sections of the proficiency
check.
Failure of five (05) or more items will require the
pilot to take the entire check again.
The period of validity for the PC is given in
Chapter 3.4.3.
Proficiency Checks shall be conducted primarily as
a Line Oriented Evaluation (LOE) with each pilot
alternating as PF and PNF during the two halves of
the session.
Note: When Training “Complex” items (usually
multiple events: e.g. Total Electrical
Failure, Dual Hydraulic Failure), the
examiner may wish to freeze the simulator
and explain in “Slow time” the indications of
the failure. Such failures will be named
“Complex” failures and are considered
assessable but not “failable”, however, any
aspects of the item, such as the ability to
read a straight forward checklist should
never be in doubt.
Straight forward exercises (e.g. TCAS RA,
Pilot INCAPACITATION Single Hydraulics
Failures) which the pilots are routinely
expected to manage successfully without
training input, will be named SIMPLE
failures and are considered assesable and
Failable.

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6.2.3. Emergency and Safety Equipment Check

Emergency and Safety Equipment recurrent
checks shall be combined with the recurrent
training and carried out in accordance with the
requirements given in 6.1.3. The checks shall
consist of appropriate questionnaires and practical
exercises completed under the supervision of a
designated SEP Examiner.

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6.2.4. Line Check Instructor/Examiner may fulfill the function of a

cruise relief pilot and shall not occupy either pilot’s
6.2.4.1. General seat during take-off, departure, initial cruise,
descent, approach and landing. His CRM
Each flight crew member undergoes an Annual assessments shall solely be based on
Line Check on the aircraft on which he is qualified observations made during the initial briefing, cabin
to operate in order to demonstrate his competence
briefing, cockpit briefing and those phases where
in carrying out the normal line operations
he occupies the observer’s seat.
satisfactorily.
Line check shall be conducted over a route that will
The annual Line Check is considered an important
allow adequate representation of the scope of
factor in the development, maintenance and normal flight operations. It is not intended to
refinement of high operating standards, and shall determine competence of any particular route.
be used as an indicator of then usefulness and
effectiveness of recurrent training policies and The period of validity for line check is given
methods. Chapter 3.4.5.

6.2.4.2. Annual Line Check Requirements

Annual line checks shall be conducted so as to
fulfill the following requirements :
– test of a flight crew member’s ability to
satisfactorily perform a complete line operation
including the pre-/post-flight procedures, use of
the on-board equipment and the duties as
specified in the Operations Manual;
– assess of a flight crew member’s CRM skills;
and
– check of a flight crew member’s ability in
functioning of PF and PNF duties.
During the line check a flight crew member shall be
checked on one sector as PF and on another
sector as PNF.
Note: When a pilot is undergoing his/her final or
annual line check, the captain or first officer
who is paired along should, also be checked
to revalidate his/her annual validity.
Annual Line Check shall be conducted by a TRE /
TRI or LI suitably qualified in the assessment of
CRM skills. They shall occupy an observer’s seat
so as to allow the proper assessment of CRM and
flight management skills.
A 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.
In the case of long haul operations where
additional operating flight crew are carried, the

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TABLE OF CONTENTS Chapter 7 Page 1
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CHAPTER 7 - COMMAND UPGRADE TRAINING

7.1. INTRODUCTION………………………………………….……………………..……………………….………….. 3
7.1.1. Selection Criteria……………………………………………………………………..………………………..3
7.1.2. Failure and Reconsideration Policy………………………………………….………..………….…………4
7.1.3. Command Upgrade Failure Policy……………………………………..………………….…….………..….
5

7.2. COMMAND UPGRADE TRAINING COURSE..……………………………….……………..…………….……... 6

7.2.1. Ground Training……………………………………………………………….………………………………..

6
7.2.2. Simulator Training and Checking Requirements………………………………………..…………….……6
7.2.3. Command Upgrade Line Training and Check Requirements………….…………….………..…………6

7.3. RE-QUALIFICATION TRAINING…………………………………………………………….………….……………10

7.3.1. Down Grade Training Plan………………………………………………………………….….…………….

10
7.3.2. Requalification of Demoted Captains…………………………………………………….………………….
10

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7.1. INTRODUCTION
Note: The Candidate F/O is not qualified to sign
AIR ALGERIE may upgrade First Officers to any official document, i.e. dispatch release,
command on their existing fleet or select First loadsheet, technical logbook.
Officers for a transition upgrade. The Command
After the flight, the TRI will not debrief the
Upgrade Course is intended to qualify an
candidate F/O about his performance and will fill
experienced Company’s First Officer as a new
the “Command Upgrade - Assessment Flight” form
Commander on the fleet.
and grade the candidate F/O, based on his
7.1.1 Selection Criteria
potential to proceed on the Upgrading Program.
First Officers upgraded to Command are selected
If the First Officer successfully completes these
through Selection Board meeting. The members of
assessment flights he’s file will be discussed on
Selection Board are chosen by the flight operations
the Selection Board meeting.
manager (DOA).
The Selection Board shall also consider the First
The First Officer to be selected for Command
Officer’s personal qualities for the higher
course shall satisfy the minimum qualification
appointment, at this stage of selection. If the Board
requirements given in Chapter 3.8.1.4.
decides that the candidate possess these qualities,
In addition, during 12 months prior to the selection but is not yet ready for the higher appointment, it
board, he shall obtain: will set a period after which he may be
– Overall Grade 4 or above in each mandatory reconsidered.
item and not more than three (03) items in loft The selection Board meeting consists of at least
scenario with grade 3 during the 2 recurrent 2/3 of the selected TRI chosen by the DOA and the
proficiency checks; Chief Pilot Training, Chief Pilot, Fleet managers.
– Grade 4 or above in the line check.
Each candidate file and evaluation flight will be
Any Grade 3 or below is disqualifying. studied in open discussion followed by a vote.
The reference to the personal records shall also be 2/3 of “YES“ vote are necessary to declare a
made. If the First Officer fails to achieve this candidate successful.
requirement, he shall not be considered for
The successful applicants thereafter shall
selection.
commence the Command Upgrade Training.
The First Officer selected for command upgrade The unsuccessful candidates shall be advised in
shall be informed by the concerned Chief Pilot writing by the concerned Chief Pilot.
advising him that he will be scheduled to undergo
7.1.2. Failure and Reconsideration Policy
five (05) evaluation flights.
In order to perform successfully at a higher level,
The pilot who declines or requests to delay the the First Office selected for a command upgrade
selection will not be considered until he writes back course is required to demonstrate his ability to the
to the office for reconsideration and such cases will fullest during every stage of his course. Therefore,
be taken up in the next selection board meeting. failure occurrences could be considered as a sign
of unsuitability to assume a command position.
The Pre-command assessment will consist of five
(05) flights conducted by five (05) different TRIs The number of failures allowed is accumulative
assessing and evaluating the candidate’s PF and throughout the entire command upgrade process
PNF/PM duties and responsibilities. and can be calculated, depending of the stage of
training, as follows:
The designated TRI should brief the candidate F/O
 Assessment Flights:
at dispatch that he will be required to decide the
final fuel, conduct the joint briefing and during the The assessment flight stage consists of five
flight, to liaise with maintenance, passengers (05) flights. If three (03) assessment flights are
dispatch, CSD/CS, PA announcements etc. below the standard, i.e. if the candidate fails 3

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out of 5 flights, then this will be considered as to perform (S)FO duties on the fleet on which he
one failure. undertook the “upgrade training”. The Training
Review Board will recommend (to the CFOO) the
Provided that this is the candidate’s first attempt
time frame for reconsideration. This should
at a command upgrade course, he or she will
normally be after 6 months (or as required) and
be given a second chance to pass by the
subject to being able to achieve the minimum
review board after a period of one year. In case
required in 7.1.1 during the next recurrent
this would have been the second failure in the
proficiency check session and LC.
assessment process, the candidate will be
disqualified from any further command upgrade
training. (NOT QUALIFIED FOR COMMAND
UPGRADE TRAINING).
Note: Once the assessment flight stage is
passed, and a candidate would fail in any
of the subsequent phases of the
Command Upgrade Training, there is no
more requirement to repeat this stage in
case he/she is allowed to start a new
training.
 Selection Meeting Failure:
Upon successful completion of the assessment
flight stage the candidate is required to go through
a selection meeting board.
In case a candidate would be unsuccessful at his
first meeting board, a second chance might be
given after one year and subject to approval by the
review board.
Note: Once the selection meeting board stage
is passed, and a candidate would fail in
any of the subsequent phases of the
Command Upgrade Training, there is no
more requirements to repeat this stage in
case he/she is allowed to start a new
training.
Note: The Command selection meeting board
once passed need not be repeated.
 Simulator Failure:
The First Officer shall undergo command simulator
training. If he fails to achieve the set standard
during simulator training, he will be retrained to
perform (S)FO duties on the fleet on which he
undertook the “upgrade training” and will be
reconsidered only after completion of 12 months
and able to achieve the minimum required as in
7.1.1 during the next 2 recurrent proficiency
checks and LC.

 Line Training Failure:

In the event of a Command training failure at the
Line Training Stage, the candidate will be retrained

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7.1.3. Command Upgrade Failure Policy

PHASE I
PHASE I / PHASE II
F/O ON B737-NG

PHASE II
Simulator
Command
Course F/O ON A330-200
F/O ON B767-300

FAIL
BACK AS F/O PHASE I
LST AFTER MIN 12 MONTHS

IF 2nd FAILURE
BACK AS F/O PHASE I NOT SUITABLE
AFTER MIN 24 MONTHS FOR COMMAND
PASS
IF 3rd FAILURE
LINE
TRAINING

PASS
LINE TRAINING: 20 SECTORS
6 SECTORS WITH TRE
FAIL 14 SECTORS WITH LI/TRI/TRE
FINAL LINE REVIEW BOARD
CHECK FOCUSSING ON PROFIT
IF 2nd FAILURE ORIENTED ACTIONS, ROLE
ATTITUDES
PASS
BACK AS F/O PHASE I
AFTER MIN 24 MONTHS
LINE
TRAINING IF 3rd FAILURE
PHASE IV

LINE TRAINING: 8
NOT SUITABLE SECTORS
PASS FOR UPGRADE 4 SECTORS WITH TRE
WITH COMPLEMENTARY
CREW EVALUATE CRM
LEADERSHIP CREW
BACK AS F/O
COMMAND FAIL
PHASE I AFTER PHASE III
RELEASE MIN 6 MONTHS
CHECK FINAL LINE CHECK
IF 2nd FAILURE
2 SECTORS WITH
MANAGEMENT TRE
PASS TO COMPANY STD
BACK AS F/O PHASE I
AFTER MIN 12 MONTHS

LINE OPS IF 3rd FAILURE

NOT SUITABLE
FOR UPGRADE

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 COMMAND UPGRADE TRAINING
COMMAND UPGRADE TRAINING COURSE Chapter 7 Page 6
REF : MANEX

7.2. COMMAND UPGRADE TRAINING COURSE efficient flight operations, under normal,
abnormal and emergency conditions;
The Command Upgrade training course is divided
– To experience a variety of system failures and
in following stages :
other operational abnormalities, to assess his
– Ground Training; ability to recognize and analyze the problem,
and to take appropriate corrective actions;
– Simulator Training; and
– Completion of a Skill Test to satisfy the DACM
– Line Training.
licensing requirements to operate as the
Commander.
7.2.1. Ground Training
Note: Final LST will be carried out by a
The ground training requirements for the Management TRE or designated TRE
Command Upgrade course shall consist of the approved by the respective Fleet Training
following : Manager.
– Pre-command assessment course; The simulator training shall be conducted with the
– Command Upgrade Ground Course, which Command trainee in the LHS, and a suitably
shall include a refresher on the relevant qualified stand-in pilot in the RHS (for the LOFT
contents of the AIR ALGERIE Operations sessions and the Proficiency Check, this shall be a
Manual and the relevant FCOM, with particular line qualified First Officer).
emphasis on the Commander’s responsibilities. At the conclusion of the simulator training course,
The course shall also cover Dangerous Goods, the Instructor shall make a recommendation
Weight and Balance, and Performance; and whether or not the trainee is ready for the final Skill
– Command CRM Course, conducted in Test. If this is not the case, the instructor shall
accordance with the syllabus specified in CRM advise the concerned Fleet Training Manager
Training Course. through the quickest means, and provide a written
report concerning the observed deficiencies,
7.2.2. Simulator Training and Checking together with recommendations for any further
Requirements training which may be allocated.
The simulator training familarise the pilot for 7.2.3. Command Upgrade Line Training and
handling of the aircraft from left hand seat and to Check Requirements
satisfy the special training requirements applicable
to a new Commander. The training will be Line Flying Under Supervision (LFUS) provides the
conducted in accordance with the detailed opportunity for a flight crew member to carry into
Command Upgrade simulator training syllabus. practice the procedures and techniques he has
The simulator training shall also provide for the been made familiar with during the ground and
completion of following requirements: simulator training of the command course. At the
end of LFUS the respective flight crew member
– Type Rating Training; should be able to perform a safe and efficient flight
– Line Oriented Flight Training (LOFT); in accordance with the Company Standard
Operating Procedures.
– Completion of training and checking
requirements necessary for a Captain to Following the completion of simulator training, the
conduct Low Visibility Operations; trainee shall operate a minimum number of 18
sectors under the supervision of a Training Captain
– Adequate opportunity to practice as both PF (i.e. LI, TRI or TRE). The first 4 sectors will be
and PNF in the left-hand seat; supervised by a TRE. At least one night stop will
– Development of those skills necessary for a be included in this series of flights to observe the
Commander to be able to conduct safe and interaction between the new commander and the
cabin crew and ground staff. Particular attention

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 COMMAND UPGRADE TRAINING
COMMAND UPGRADE TRAINING COURSE Chapter 7 Page 7
REF : MANEX

will be focused on the logistics of the stopover. During line training a list of discussion items given
After these 18 sectors Final Line Check will be on the appropriate “route syllabus training form”
carried out by a Management TRE or designated shall be reviewed by the Instructor.
TRE approved by the respective Fleet Training
Manager. The concerned Fleet Training Manager shall be
responsible to monitor that the correct and
Note: Final Line check will consist of normal crew appropriate balance is achieved.
complement.
The Instructor shall report unsatisfactory progress
Following Final Line Check the Upgrade candidate of trainee to the concerned Fleet Training
will operate as Captain in the LHS with a Line FO Manager. The Instructor shall make clear and
in the RHS, and TRE will occupy the Jump Seat. A appropriate recommendation in order to enable the
minimum of 8 sectors will be flown with his crew Training department to decide whether training
configuration. On completion of these final series should be continued or suspended. (refer to
of sectors. A Command release check will be Chapter 3.7.4 for Suspension Procedures)
carried out by a Management TRE or designated
TRE approved by the respective Fleet Training Note: The simulation of abnormal and emergency
Manager. situations, which requires the partial or full
application of the abnormal/emergency
When the TRE occupies the jump seat, he is procedures is not permitted during line
essentially in an advisory capacity. He will monitor training flights. Additionally, the simulation
all aspects of the operation to satisfy himself that of IMC by artificial means (e.g. pulling of
the new Commander is wholly proficient in circuit breakers) shall not be conducted
handling a normal crew compliment and able to during such flights.
conduct a legal and efficient flight. At least one
night stop will be included in these series of flights 7.2.3.1. Command Upgrade Line Check
to observe the interaction between the new
commander and the cabin crew and ground staff. The Command Upgrade Line Check process
Particular attention will be focused on the logistics consist of 6 sectors, the first 2 sectors shall
of the stopover. comprise of the Initial Line Check (sectors17/18)
followed by 2 sectors as Final Line Check (sectors
The TRE will try to avoid any intervention (unless 19/20). The Command Release Check will be done
safety related), but will offer advice if requested or on sectors 29/30. The block time for at least 1
appropriate. At the end of the flight he will conduct sector shall be greater than 1 hour and 15 minutes.
a facilitative crew debrief. Adverse comment to the This may be reduced at the discretion of Chief Pilot
Trainee must be constructive. Significant problems Training.
pertaining to CRM (non technical skills) may well
be more appropriately discussed away from other On completion of the minimum number of line
training sectors and satisfactory accomplishment
crew members. The TRE must satisfy himself that
of all line training objectives, the
the Company standard of CRM (non technical
instructor/examiner shall recommend the trainee
skills) is displayed at all times. The TRE will make
undergo the Command Upgrade Line Check.
a recommendation for the Final Line Check. The
trainee must not progress to Final Line Check if  Initial Line Check :
doubt exists about any aspect of the Trainee’s
abilities. The Initial Line check can be conducted by a
LI/TRI or TRE, who occupies the RHS. The trainee
During LFUS a cover pilot will only be required if Commander will occupy the left hand seat.
the Trainee has completed a full type rating course
(not CCQ), and then only during the first 4 sectors
after ZFTT.

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COMMAND UPGRADE TRAINING COURSE Chapter 7 Page 8
REF : MANEX

 Final Line Check :

Final Line Check shall be carried out after
successful completion of Initial Line Check and
consist of 2 sectors. During Final Line Check, the
trainee will be able to release and accept the
aircraft and sign all documents. (i.e. Aircraft
Technical Log, Company Documents and etc...)
Management TRE or designated TRE approved by
the respective FTM will occupy the jump seat and
will observe the candidate operate as part of a
normal line crew. Following successful the Final
Line Check, the trainee will be cleared and
released to accept the aircraft and sign all
documents. (i.e. Aircraft Technical Log, Company
documents, etc...)
The candidate must achieve a minimum of a
grade 4 on this Final Line Check. Failure to
achieve this standard will constitute a failure of
the Command Upgrade process.

 Command Release Check :

This check will be carried out on sectors 29/30 by
a management TRE or designated TRE approved
by the respective Fleet Training Manager. After
successful completion of this check, the command
upgrade trainee will be cleared to fly as a
Commander.

Note: For final check and command release

check, the line check form must be filled.

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 Command Upgrade Line Training
Training
REF : MANEX
Type of Command Upgrad
EDITION N° : 03

Sectors Instructor First Officer Forms to

Training/Check Trainee
REVISION N° : 00

be Filled
Occupies RHS –
Signs all relevant
Instructor
1–4 Line Training TRE Documents LHS Not Required
Comments
including Technical
Log

REF. D.O.A – TRAINING DEPARTMENT

Occupies RHS –
Signs all relevant
Instructor
5 – 14 Line Training TRE/TRI/LI Documents LHS Not Required
Comments
including Technical
Log
Occupies RHS –
Recommendatio Signs all relevant
Documents Instructor
51 – 16 n for Initial Line TRE/TRI/LI LHS Not Required
including Technical Comments
Check
Log

Occupies RHS –
Signs all relevant
OM PART D – TRAINING

Instructor
17 – 18 Initial Check TRE/TRI/LI Documents LHS Not Required
COMMAND UPGRADE TRAINING

Comments
including Technical
Log
COMMAND UPGRADE TRAINING COURSE

LHS Instructor
Occupies Jump Signs all relevant RHS – FO May be Comments
19 – 20 Final Line Check TRE
Seat Documents including Annual Line Check & Line
Technical Log Check Form

LHS – Allowed to
Occupies Jump Signs all relevant Instructor
21 – 28 Line Training TRE RHS
Seat Comments
Chapter 7

Documents including
Technical Log
Management LHS – Allowed to Instructor
Command TRE / Occupies Jump Signs all relevant RHS – FO May be Comments
29 – 30
Release Check Management Seat Documents including Annual Line Check & Line
DATE : JUNE 12

Assigned TRE Technical Log Check Form

Page 9

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REVISION N° : 00 COMMAND UPGRADE TRAINING
RE-QUALIFICATION TRAINING Chapter 7 Page 10
REF : MANEX

7.3. RE-QUALIFICATION TRAINING

If a First Officer fails the Command training then he
shall complete the following training from his actual
seat :
– 1 Simulator session followed by the PC check;
– a Line check.

Note: In case of Command training along with

CCQ course, 4 sectors shall be completed
including line check.

7.3.1. Down Grade Training Plan

Should it become necessary to downgrade a
captain to first officer the following training and
checking in the RHS shall be successfully
completed:
 Recurrent Simulator Phase
 Local flights (3 T/O and 3 Landings minimum)
 Flight under supervision – four (04) sectors
 Line Check.

7.3.2. Requalification of Demoted Captains

Captains that have been demoted to First Officers
will successfully complete the following training
and checking in the LHS to be re-qualified as
Captains

 For a period up to one (01) calendar year:

– Recurrent Simulator Phase
– Local flights (3 T/O and 3 Landings
minimum)
– Line Check.

 For a period exceeding one (01) calendar year:

– Full Command Upgrade Course.

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 AB-INITIO TRAINING
TABLE OF CONTENTS Chapter 8 Page 1
REF : MANEX

CHAPTER 8 – AB-INITIO TRAINING

8.1. GENERAL………………………………………………………………………………………………………..3
8.1.1. Definition and Scope…………………………………………………………..…………………….. 3
8.1.2. Minimum Qualification Requirements……………………………………………..………………. 3
8.1.3. Recruitment and Selection Policy…………………………………………………..……………… 3

8.2. AB-INITIO ATPL COURSES…………………………………………………………….……………………..4

8.2.1. General………………………………………………………………………………..………………..4
8.2.2. Course Types…………………………………………………………………………………..………4
8.2.3. Ab-initio ATPL Cadet Course…………………………………………………………………………4
8.2.4. Ab-initio ATPL Bridge Course…………………………………………………………….………… 4
8.2.5. Supervision and Monitoring of Ab-initio ATPL Courses………………………………..………….4
8.2.6. Examination and Tests………………………………………………………………………………..5
8.2.7. Failure Procedures and Mandatory Progress Requirements………………………..……………5
8.2.8. Disciplinary Procedures……………………………………………………………………………….6
8.2.9. Review Boards…………………………………………………………………………….……………7

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TABLE OF CONTENTS Chapter 8 Page 2
REF : MANEX

Intentionally Left Blank

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EDITION N° : 03 OM PART D – TRAINING DATE : JUL 14
REVISION N° : 02 AB-INITIO TRAINING
GENERAL Chapter 8 Page 3
REF : MANEX

8.1. GENERAL subsequent training conducted during their career

with AIR ALGERIE. Selection tests shall include:
8.1.1. Definition and Scope
– A psychometric assessment, conducted by the
Pilots undertaking their first type-rating training Flight Operations’s Human Resources
course on a multi-pilot airplane (MPA) with AIR Department ;
ALGERIE shall be referred to as AB-INITIO
– Tests to assess the applicant’s knowledge of
PILOTS.
the English language, and basic mathematical
Ab-initio pilots are given type rating training on concepts and techniques;
ATR72 and B737 fleets. The overall contents and
– For applicants already holding a license
sequence of the First Type Rating Conversion
qualification, an aviation theoretical knowledge
Course are specified in Chapter 3.8.1.2.1, and are
examination intended to confirm that their level
fully detailed in chapter 12 of this manual “Training
of knowledge is appropriate for the intended ab-
Syllabi”.
initio course;
8.1.2. Minimum Qualification Requirements – For applicants already holding a license
qualification (i.e. type rated), a simulator
Abi-initio pilot shall fulfill the minimum qualification assessment intended to confirm that their
requirements as specified in Chapter 3.8.1.2.1.
operational skills and knowledge are
Note1: Applicants for ab-initio pilot positions with appropriate for the intended ab-initio course;
AIR ALGERIE shall satisfy to the following
– A medical examination to assess the fitness of
criteria:
the applicant in accordance with the
– Have a minimum educational level of requirements specified for holders of an ATPL
Baccalaureate + 2 complete years in issued by DACM.
university (Technical study);
– Have 26 years of age maximum at the
date of shortlisting process.

Note 2: Self-sponsor holders of a CPL-IR issued

by DACM who apply for a pilot position at
AIR ALGERIE, shall justify:
– An integrated frozen ATPL
– A minimum educational level of
Baccalaureate + two (02) complete
years in university (Technical study).
– Below 35 years of age at time of
recruitment.

8.1.3. Recruitment and Selection Policy

Applicants for ab-initio pilot positions with AIR
ALGERIE shall be subject to the applicable
requirements of the Company’s Pilot Recruitment
and Selection Policy.
Appropriate tests and examinations must be
conducted, as part of the selection process, to
ensure that successful applicants are of a caliber,
sufficient to provide reasonable assurance of
success in both their ab-initio training, and in

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GENERAL Chapter 8 Page 4
REF : MANEX

8.2. AB-INITIO ATPL COURSES equivalent license acceptable to AIR ALGERIE

and DACM; and
8.2.1. General
– To satisfy the theoretical knowledge
Ab-initio ATPL Courses are designed to qualify ab- requirements necessary for the issue of an
initio pilots to the minimum level specified for ATPL by a JAA Member State, or an equivalent
commencement of their first type-rating training level of knowledge acceptable to AIR ALGERIE
course in a transport-category multi-pilot airplane. and DACM.
These courses shall be subject to specific approval
The syllabus for the Ab-initio ATPL Cadet Course
of the DACM, and the syllabus shall be in
shall be approved by DACM, and the syllabus shall
accordance with the approved FTO’s Training
be in accordance with the approved FTO’s
Manual.
Training Manual.
An Ab-initio ATPL Course shall be conducted, on
behalf of AIR ALGERIE, by a suitable Flying 8.2.4. Ab-initio ATPL Bridge Course
Training Organization (FTO), specifically approved
Ab-initio trainees with an existing pilot license
by DACM for this purpose. AIR ALGERIE shall
qualification, which does not meet the minimum
exercise the necessary oversight to ensure that the
qualification requirements specified in Chapter
training conducted by the FTO is both in
3.8.1.2.1, above shall undergo an Ab-initio ATPL
accordance with the approved syllabus, and is of a
Bridge Course. This course shall be conducted by
standard necessary to achieve the quality
an approved FTO, according to a syllabus of both
expected by AIR ALGERIE and DACM.
flight and ground instruction, which is specifically
tailored to account for their existing level of
8.2.2. Course Types
knowledge, skill and experience. The course shall
Ab-initio ATPL Courses shall be structured to allow qualify the trainee as follows :
for trainees with a variety of prior qualification
– To satisfy the flying skills and theoretical
levels, including trainees with no prior flying
knowledge requirements necessary for the
experience whatsoever.
issue of a CPL with Multi-Engine Instrument
The following types of Ab-initio ATPL Course are Rating by a JAA Member State, or an
utilized by AIR ALGERIE : equivalent qualification level acceptable to AIR
ALGERIE and DACM; and
– Ab-initio ATPL Cadet Course : For trainees with
no previous flying experience. – To satisfy the theoretical knowledge
requirements necessary for the issue of an
– Ab-initio ATPL Bridge Course : For trainees
ATPL by a JAA Member State, or an equivalent
with an existing pilot license qualification that level of knowledge acceptable to AIR ALGERIE
does not meet the minimum qualification and DACM.
requirements specified in Chapter 3.8.1.2.1.
The syllabus for the Ab-initio ATPL Bridge Course
8.2.3. Ab-initio ATPL Cadet Course
shall be approved by DACM.
Ab-initio trainees with no previous flying
experience or license qualification shall undergo 8.2.5. Supervision and Monitoring of Ab-initio
the AIR ALGERIE Ab-initio ATPL Cadet Course. ATPL Courses
This course shall be conducted by an approved
Ab-initio ATPL Courses shall be subject to
FTO, according to a syllabus of both flight and
supervision and monitoring by AIR ALGERIE, to
ground instruction, to qualify the trainee as follows :
ensure that the necessary standards are being
– To satisfy the flying skills and theoretical applied by the appointed FTO, and adequate
knowledge requirements necessary for the progress is being achieved by the trainees.
issue of a CPL with Multi-Engine Instrument
Rating by a JAA Member State, or an

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This monitoring process shall be accomplished by training by the conduct of spot checks at
application of the following procedures: convenient intervals. If the FTO is located in a
State other than Algeria, then DACM oversight
– Progress Tests conducted at regular and
shall also be conducted in consultation with the
specified intervals during both ground and flight
State’s local Authority.
training. These tests shall be conducted by FTO
personnel specifically approved for this
8.2.6. Examination and Tests
purpose, and shall be monitored on a regular
basis by suitably-qualified AIR ALGERIE Ab-Initio trainees shall be subject to regular
representatives. progress tests during their ATPL training course, in
addition to the final ground examinations and flying
– Progress Reports and Final Reports for each
skill tests.
trainee shall be issued at regular and specified
intervals. As a minimum, a Progress Report Pass marks for all ground school progress tests
shall be produced by the FTO after each and final examinations shall be 75%.
Progress Test during the ground school, and
Pass grade for practical flying progress tests and
after the Final Examination. During flying
training (and the associated simulator training) skill tests shall be in accordance with the
a Progress Report shall be produced after each applicable regulatory requirements and established
standards. Progress tests shall be conducted by
Progress Test, and at the other intervals
FTO personnel specifically approved for this
specified in the syllabus. A Final Report on
purpose. Skill tests for the issue of a license and/or
each trainee shall be produced after the
rating shall be conducted by Inspectors from the
successful completion of the Final Flight Test.
local State Authority, or by FTO personnel
– Review Boards shall be conducted at specified specifically approved by the local Authority and
intervals during the ground training phase and, DACM for this purpose.
in the case of the Ab-initio ATPL Cadet Course,
Flying tests of any type may be monitored by
during the flight training phase. These Review
representatives from AIR ALGERIE and DACM.
Boards are intended to formally evaluate the
progress of training for each ab-initio trainee
(refer to 8.2.9). 8.2.7. Failure Procedures and Mandatory
Progress Requirements
– Special Review Boards shall be conducted
whenever significant training progress or Trainees are expected to progress through the ab-
disciplinary issues apply to (an) individual initio training without requiring significant additional
trainee(s), during both ground or flight training training, above that normally allocated for
(refer to 8.2.7 and 8.2.8 below). completion of the course.

– Inspections of the FTO shall be conducted at In the case of failure of any progress test, final
regular intervals by AIR ALGERIE. These examination or flight test, specific failure
inspections shall be scheduled, as a minimum, procedures shall be applicable, as specified below.
on an annual basis, and may take the form of The FTO shall notify Chief Pilot Training and
an audit carried out as part of AIR ALGERIE Standard of any such failure, by telex, fax or e-
Flight Operations Quality Assurance mail, within 48 hours.
Programme.
 GROUND SCHOOL :
This supervision and monitoring shall be carried
out in conjunction with the procedures specified in During ground school, ab-initio trainees shall be
8.2.7, covering failure and mandatory progress required to undergo regular progress tests, as
requirements. well as the Final Examinations at the end of the
training course. The following policy shall apply
In addition to the supervision and monitoring in the event that a trainee does not achieve a
carried out by AIR ALGERIE, the DACM shall also passing grade:
exercise appropriate oversight of the ab-initio

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REF : MANEX

Progress Test - One re-sit shall be allowed for Progress Test - One re-test shall be allowed
the first failure of any Progress Test, provided for the first failure of any Progress Test during
that the FTO considers that only minor flying training (and associated simulator
additional training or preparation is necessary, training), provided that the FTO considers that
and such that the schedule for the remainder of no more than two (2) hours of additional training
the course shall not be adversely affected. Prior is necessary prior to the re-test. Prior to the re-
to the re-sit, the trainee shall be issued with a test, the trainee shall be issued with a
Warning Letter. reprimand letter.
If significant additional training is considered If significant additional training is considered
necessary, or the trainee subsequently fails the necessary, or the trainee subsequently fails the
re-sit, then his case shall be referred to a re-test, then his case shall be referred to a
Special Review Board. Special Review Board.
If a trainee fails a subsequent Progress Test If a trainee fails a subsequent Progress Test
during the remainder of the ground school (i.e. during the remainder of the flying training (i.e. a
a second failure), then his case shall be second failure), then his case shall be
immediately referred to a Special Review immediately referred to a Special Review
Board. Board.
Final Examination - If a trainee fails to pass Final Flight Test - If a trainee fails to pass the
the Final Examination on the first attempt, then Final Flight Test on the first attempt, then one
one re-sit shall be permitted, provided that he re-test shall be permitted, provided that he has
has not failed any previous Progress Test, and not failed any previous Progress Test, and that
that the FTO considers only minor additional the FTO considers no more than two (2)
training or preparation to be necessary. Prior to additional hours of training is necessary prior to
the re-sit, the trainee shall be issued with a the re-test. Prior to the re-test, the trainee shall
Warning Letter. be issued with a reprimand letter.
If the trainee has failed a previous Progress If the trainee has failed a previous Progress
Test, or the FTO considers that significant Test, or the FTO considers that significant
additional training is necessary prior to the re- additional training is necessary prior to the re-
sit, then the case shall be considered by a test, then the case shall be referred to a Special
Special Review Board. A Special Review Board Review Board. A Special Review Board shall
shall also be conducted if the trainee fails the also be conducted if the trainee fails the re-test.
re-sit.
8.2.8. Disciplinary Procedures
 FLIGHT TRAINING :
The Staff Handbook specifies the policies and
During flying training (and associated simulator procedures that must be observed at all times by
training), ab-initio trainees shall be required to staff, regardless of their position or location. Ab-
undergo regular Progress Tests, as well as the Initio trainees are expected to conform with the
Final Flight Test at the conclusion of the training disciplinary code and behavior guidelines specified
course. The following policy shall apply in the in the Personnel Manual. This is for the protection
event that a trainee does not achieve a passing of the individual trainee, and to safeguard him
grade: against participating in any action that may lead to
termination of employment.
Initial Solo - If a trainee undergoing the Ab-Initio
ATPL Cadet Course fails to achieve First Solo The general conduct of each trainee, including
after 20 hours of dual training, then he shall be alertness, punctuality, and behavior shall be
immediately grounded, and shall be the subject documented by the FTO conducting the ab-initio
of a Special Review Board. training, and shall be summarized in each
Progress Report and Final Report. The FTO shall

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ensure that all trainees are aware that good  Senior Flight Instructor for the FTO (for Review
standards of punctuality, behavior and self- Boards conducted during flight training only).
discipline are essential characteristics for an AIR
Special Review Boards shall be convened in the
ALGERIE pilot, and any undesirable behavior
event that a trainee’s progress or behavior are
pattern shall be documented and reported to the
reported to be unsatisfactory, in accordance with
Company.
the policy presented in Section 8.2.7 above
Ab-Initio trainees shall be provided with a copy of (Failure Procedures and Mandatory Progress
the Disciplinary and Behavior Code that shall apply Requirements), or Section 8.2.8 (Disciplinary
to them during their training course at the FTO Procedures).
selected for this purpose. Penalties are clearly
A Special Review Board shall consist of at least
described in this code, and the Company shall
three members. Two members, one each from AIR
ensure that the FTO personnel responsible for
ALGERIE and the FTO, shall be selected from the
trainee disciplinary matters strictly adhere to this
list of representatives who would attend a normal
policy.
Review Board.
In all cases where the FTO must issue a Warning
A Special Review Board shall review all relevant
Letter to a trainee for a breach of the code of
circumstances related to the case concerned, and
conduct, AIR ALGERIE shall also be advised by
consider their recommendations for subsequent
telex, fax or e-mail, addressed to the Chief Pilot
appropriate action from the following :
Training.
 Continuation of training;
Whenever a further offence is committed, after the
issue of a Final Written Warning to a trainee on a  Additional training, prior to conducting a re-sit or
previous occasion, the case shall be referred to a re-test of a failed exam or test;
Special Review Board for appropriate action.
 Suspension from further training.
8.2.9. Review Boards If additional training is recommended, this shall not
exceed 1/3 of that normally scheduled for flying
Review Boards shall be conducted in accordance
training, or 10% of the time normally scheduled for
with the schedule specified in the applicable
ground training. If it is considered that additional
syllabus. The purpose of the Board is to conduct a
training in excess of these limits would be
formal evaluation of the progress of each ab-initio
necessary to reach the required standard, then the
trainee. Board members shall review the results of
Board should not recommend this option.
the latest progress tests and examinations, in
conjunction with the responsible FTO personnel.
The Board shall also conduct a personal interview
with each trainee.
A Review Board shall normally consist of not less
than two members, one from AIR ALGERIE and
one from the FTO, selected from the following list:
 Chief Pilot Training;
 One of the following Flight Operations
Managers : CFOO, Fleet Manager;
 Senior Instructor/Head of Training for the FTO;
 Senior Ground Instructor for the FTO (for
Review Boards conducted during ground
training only);

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CHAPTER 9 – TRAINING FOR TRANSPORTATION OF DANGEROUS GOODS

INTRODUCTION…………………………………………………………………………………………………
9.1. 3
…
9.1.1. Training Requirements………………………………………………………………………………..3

9.2. SYLLABUS AND CONTENTS………………………………………………………………………………. 4

9.3. RECURRENT TRAINING…………………………………………………………………………………….. 5

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9.1. INTRODUCTION – safety training, which must cover the hazards

presented by dangerous goods, safe handling
Dangerous goods are defined as articles or
and emergency response procedures.
substances which are capable of posing a
significant risk during transportation to the health The Initial and Recurrent Dangerous Goods
or safety of the passengers and crew, property or training for flight crew and cabin crew members
the environment and the aircraft. shall cover the appropriate areas as given in 9.2.
The Dangerous Goods training programmes for
The highest ranked regulation for the transport of
crew members shall be approved by the DACM.
dangerous goods by air is the “Technical
The training programme syllabus shall include
Instructions” published by ICAO.
examples of the required written examination. The
The successful application of regulations pass mark for this examination shall be 75%. If the
concerning the transport of dangerous goods and examination is completed satisfactorily then a
the achievement of their objectives are greatly certificate shall be issued.
dependent on the appreciation by all individuals
concerned of the risks involved and on a detailed
understanding of the Regulations.
Flight crew members training must be to a depth
sufficient to ensure that an awareness is gained of
the hazards associated with dangerous goods and
how they should be carried on an aircraft.
Crew members, other than flight crew members,
training must be to a depth sufficient to ensure that
an awareness is gained of the hazards associated
with dangerous goods and what requirements
apply to the carriage of such goods by passengers
or, more generally, their carriage on an aircraft.

Duration of Course :
 Initial Training:
– Flight Crew : 2 days.
– Cabin Crew : 1 day.
 Recurrent Training: 1 Day.

9.1.1. Training Requirements

AIR ALGERIE is authorized for the transportation
of dangerous goods. Hence, each crew member
shall undergo Initial and Recurrent training. The
training must include :
– general familiarization training, which must be
aimed at providing familiarity with the general
provisions;
– function specific training, which must provide
detailed training in the requirements applicable
to the function for which that person is
responsible; and

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SYLLABUS AND CONTENTS Chapter 9 Page 4
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9.2. SYLLABUS AND CONTENTS handouts, leaflets, circulars, slide presentations,

videos,…etc, or a mixture of several of these
The Initial and Recurrent Dangerous Goods
means. The training does not need to be given by
training for flight crew and cabin crew members
a formal training course and may take place ‘on-
shall cover the following areas :
the-job’ or ‘off-the-job’.

Flight Cabin Training providing in-depth guidance and a

Areas of Training detailed appreciation of the whole subject or
Crew Crew
particular areas of it is intended to give a level of
General philosophy X X knowledge necessary for the application of the
Limitations on Dangerous requirements for the transport by air of dangerous
X X
Goods in air transport goods. It should be given by a formal training
Classification and List of
course which takes place at a time when the
X person is not undertaking normal duties. The
Dangerous Goods
course may be by means of tuition or as a self-
Labeling and Marking X X study programme or a mixture of both of these. It
Storage and Loading should cover all the areas of dangerous goods
X relevant to the person receiving the training,
procedures
although areas not likely to be relevant may be
Provision of information to
Commander
X omitted.

Recognition of Undeclared
X X
Dangerous Goods
Provisions for passengers and
X X
crew
Emergency procedures X X

The training on emergency procedures shall

include as a minimum :

 Flight crew :
– Actions in the event of emergencies in-flight
occurring in the passenger cabin or in the
cargo compartments; and
– The notification to Air Traffic Services should
an in-flight emergency occur.

 Cabin crew :
– Dealing with incidents arising from
dangerous goods carried by passengers;
and
– Dealing with damaged or leaking packages
in-flight.
Training providing general information and
guidance is intended to give a general appreciation
of the requirements for the transport by air of
dangerous goods. It may be achieved by means of

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9.3. RECURRENT TRAINING

Each crew member shall undergo Recurrent
Training on Dangerous Goods at intervals of not
exceeding 2 years. Recurrent Dangerous Goods
training shall cover all areas as given in 9.2.

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TABLE OF CONTENTS Chapter 10 Page 1
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CHAPTER 10 – SECURITY TRAINING

10.1. INTRODUCTION……………………………………………………………………………………………… 3

10.1.1. Training Requirements………………………………………………………………………………..3

10.2. SYLLABUS AND CONTENTS…………………………………………………….…………………………..4

10.2.1. Initial Training……………………………………………………………………………………………

4
10.2.2. Refresher Training………………………………………………………………………………………
4

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INTRODUCTION Chapter 10 Page 3
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10.1. INTRODUCTION
The purpose of Security training for flight and cabin
crew is to ensure that every AIR ALGERIE crew
member is aware of and comply with the following :
– The relevant national security programmes of
the State of Algeria as specified in AIR
ALGERIE’s Security Training Programme
(PFS/Module M1+M9+M10).
– The appropriate action to prevent act of
unlawful interference such as sabotage or
unlawful seizure of airplanes and to minimize
the consequences of such events should they
occur.
General training may be achieved by means of
handouts, leaflets, circulars, slide presentations,
videos and lectures.

10.1.1. Training Requirements

Each crewmember shall undergo Security
Refresher Training course. Individual crew
member knowledge and competence should be
based on the relevant elements described in ICAO
doc 9811, “Manual of the implementation of the
Security provisions of annex 6”.
The period of validity of Security training is as
follows:
– Flight Crew : as per Chapter 3.4.13.
– Cabin Crew : as per Chapter 14.6.3.

Duration of Course :
 Initial Training: 2 Days.
 Refresher Training: 1 Day.

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10.2. SYLLABUS AND CONTENTS For Cabin crew members, the Security training is
organized on 6 parts as follows:
The syllabus shall be approved by the DACM and
include the latest information and requirements of Part 1
International and the National Authority.
– Definition of the term security
Security Training shall include:
– International legislation
– Briefing on recent incidents that have occurred
worldwide; Part 2
– Briefing on the present security risks applicable – Dealing with an onboard incident
to AIR ALGERIE;
– How to react in front of a conflict
– Technical practice demonstration;
– Dealing with a DVA Disruptive Violent and
– Bomb threat and least-risk locations; Abusive Passenger
– Sabotage and hijacking (Both procedures and – Verbal Communication
response);
– Dealing with Special Passenger
– Airplanes Search Procedure;
Part 3
– Disruptive Passenger Handling.
– Understanding of terrorist behaviors; – Restraint kit

– Threat evaluation; – Definition

– Description
– Determination of the seriousness of an
occurrence; – Procedures on board
– Crew coordination and communication; – Technical practice
– Security of the flight deck; – Four (4) team drill
– Appropriate self-defense responses; – Arms folding techniques
– Use of non-lethal protective devices; - Compression points
– Least-risk bomb locations; - Crew duties

– Unruly passengers; Part 4

– Other acts of unlawful interference. – Introduction to Hijacking
– The presence on board of weapons, explosive – History film
substances and incendiary machines including
chemical and biological weapons. – Syndromes, London, Stockholm, John Wayne

10.2.1. Initial Training Part 5

As per DACM approved course syllabus. – Bomb on board

– Different parts
10.2.2. Refresher Training
– Research procedure
As per DACM approved course syllabus.
– Least risk bomb location
 Training Delivered by : Security Instructor
Part 6 Measures taken by the crew while on N/S

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TABLE OF CONTENTS Chapter 11 Page 1
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CHAPTER 11 – ASSESSMENT AND GRADING SYSTEM

11.1. INTRODUCTION…………………………………………..…………………………………….. 3
11.1.1. Grading Scale………………………………..………………………………………… 3

11.2. PROFICIENCY ASSESSMENT GRADING GUIDANCE……..……………………..………. 4

11.3. PILOT ASSESSMENT MARKERS……………………………….……………..………………6

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INTRODUCTION Chapter 11 Page 3
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11.1. INTRODUCTION
This section provides guidance for assessment
and grading of crew undergoing all types of
Training, Checking and Progress Reviews.
Assessment and grading will ensure that the pilot:
̶ meet the performance standards set by the
Authority ;
̶ is evaluated according to a uniform set of
parameters ;
̶ is given a fair and accurate representation of
his performance ; and
̶ is assessed accurately and fairly for Upgrade
and Instructor potential.

The detailed grades awarded are retained by the

Company for statistical and other analysis.

11.1.1. Grading Scale

The grading system has been developed to
accurately grade pilots against a common scale
and to assess the standards. The grading system
is used during PC check only to assess the
candidate’s proficiency.
The Pilot Assessment Markers shall be used
during all types of training and progress reviews. It
provides grading guidance for a range of technical
and non-technical (CRM) markers.

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11.2. PROFICIENCY ASSESSMENT GRADING ̶ DACM Performance Criteria was achieved.

GUIDANCE
̶ Prompting was required from the other pilot
The proficiency assessment grading system is when performing the Manoeuvre/Procedure.
used during PC Check only. ̶ More than one Common Error was made
The grading definitions given below are associated when performing the Manoeuvre/Procedure.
with the individual maneuver/procedure that is ̶ Demonstrated acceptable manual aircraft
required for a PC. This grading system is not control, technical and procedures
applicable to the overall grading required for a PC. knowledge, adherence to procedures and
use of automation, but excessive reference
 Grade 5 - Very Good :
to the other pilot or manuals was required.
̶ The Manoeuvre/Procedure was performed ̶ Demonstrated acceptable communication,
in accordance with the SOPs and FCOM.
leadership and teamwork, workload Criteria
̶ DACM Performance Criteria was achieved.
 Grade 2 - Poor (Re-sit) :
̶ No Common Errors were made. Any errors
that were made were minor, and did not ̶ The Manoeuvre/Procedure was performed
reoccur. with deviations from SOPs and FCOMs.
̶ Demonstrated a very good manual aircraft ̶ DACM Performance Criteria was not
control, technical and procedures achieved, but following a re-sit the
knowledge, adherence to procedures and Maneuver/Procedure was then performed to
use of automation. a satisfactory standard. Extensive retraining
or briefing was not required.
̶ Demonstrated a very good communication,
leadership and teamwork, workload ̶ Common Errors were made and not
management, situational awareness and acknowledged or corrected.
decision making. ̶ Demonstrated a poor manual aircraft
control, technical and procedures
 Grade 4 - Good :
knowledge, adherence to procedures and
̶ The Manoeuvre/Procedure was performed use of automation.
in accordance with the SOPs and FCOM. ̶ Demonstrated a poor: communication,
̶ DACM Performance Criteria was achieved. leadership and teamwork, workload
̶ No more than one Common Error was made management, situational awareness and
and was acknowledged and corrected decision making.
without prompting from the other pilot.  Grade 1 - Very Poor (Unsatisfactory) :
̶ Demonstrated a good manual aircraft ̶ Manoeuvre/Procedure was performed with
control, technical and procedures significant deviations from the SOPs and
knowledge, adherence to procedures and FCOMs, DACM Performance Criteria was
use of automation. not achieved. Following a re-sit, the
̶ Demonstrated a good communication, Manoeuvre/Procedure was not performed to
leadership and teamwork, workload the required standard.
management, situational awareness and ̶ Common Errors were frequently made and
decision making. not acknowledged or corrected. Other pilot
 Grade 3 - Required Standard : serious intervention was frequently required.

̶ The Manoeuvre/Procedure was performed ̶ Demonstrated a very poor manual aircraft

with deviations from SOP and FCOM but control, technical and procedures
flight safety was not compromised. knowledge, adherence to procedures and
use of automation.

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̶ Demonstrated a very poor communication,

leadership and teamwork, workload
management, situational awareness and
decision making.
̶ Considerable training would be required in
order to achieve DACM Performance
Criteria.

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11.3. PILOT ASSESSMENT MARKERS 1: Critical procedures not identified or ignored. Major
deficiencies in the identification or application of
The Pilot Assessment Markers (PAMs) shall be
basic procedures.
used during all types of training and progress
reviews. It provides grading guidance for a range M – MANUAL AIRCRAFT CONTROL
of technical and non-technical (CRM) markers.
Only one grade is assigned to each marker. The 5: Very smooth and accurate, minor deviations
Pilot Assessment Markers provides guidance to anticipated and corrected promptly. Clear
instructor to access numerical grading across the application of sound techniques at all times.
following skills: 4: Accurate, some deviation towards tolerances,
quickly corrected. Correct techniques, with good
P: Knowledge of Procedures S : Knowledge of Systems anticipation of changes.
3: Deviations to the limits of allowable tolerances,
M: Manual Aircraft Control W: Workload Management slowly corrected/or occasionally exceeded but
immediately corrected. Clear evidence of
understanding correct technique with occasional
A: Adherence to Procedures S : Situational Awareness
and Decision Making lapses observed.
2: Sustained deviations beyond tolerances, slowly
S : Situational Awareness C: Communication
and Decision Making corrected or corrected with prompting. No
anticipation demonstrated or priority given to
L : Leadership and Teamwork T: Use of Automation correcting deviations, and a weakness in basic
technique observed.
1: Repetitive deviations beyond allowable tolerances
The PAMs are a useful tool for the instructor to with little or no attempt to correct. Frequent lack of
refer to when deciding how to grade a particular positive aircraft control.
event. The instructor determines what areas
C – COMMUNICATION
characterised the performance observed and then
refer to the expanded PAMs to refine the grade. 5: Employs clear and concise briefings. Actively
The PAMs can also be used to assist the instructor encourages communication flow from crew/team
in determining what areas should be highlighted members. Consistently verifies correct broadcast
when adding additional comments. and reception.

The expanded word pictures and grade associated 4: Addresses required briefing points, but content,
with each PAM are detailed below : timing or delivery could be improved. Has a positive
attitude to crew/team communication. Generally
P – KNOWLEDGE AND ADHERENCE OF PROCEDURES verifies correct broadcast and reception.
3: Normally addresses essential briefing points, but
5: Correct procedures consistently identified and
performed with certainty and precision. Deviates content, timing or delivery should be improved.
when required and briefs accordingly. Attempts to establish communication flow with other
crew/team members. Normally attempts to verify
4: Correct procedures generally identified and correct broadcast and reception.
performed in a timely manner. Deviates when
2: Consistently fails to address essential briefing
required and normally briefs accordingly.
points, or content, timing or delivery very poor.
3: Procedural steps completed, with some hesitancy Rarely attempts to establish communication flow
or uncertainty evident. Few lapses or deviations with other crew/team members. Rarely verifies
from procedures without consistently briefing. correct broadcast and reception.
2: Significant errors made during procedures, or poor 1: Vital information not relayed to other crew/team
application of procedures. Consistently deviates members. Does not attempt to establish
without prior briefing. communication flow with other crew/team members.
Improper broadcast and reception techniques.

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S – SITUATION AWARENESS AND DECISION MAKING 4: Generally plans for most significant factors.
Normally prioritize tasks and complete them in an
5: Accurately identifies problems. Actively gathers acceptable time, using available resources.
nformation. Implements sound solutions with Anticipates and manages most threats. clearances,
awareness of time available. Reviews decisions violate procedures, or place it in danger.
and adapts solutions as required.
3: Tends to react to rather than plan for significant
4: Identifies problems. Gathers information. factors. Attempts to prioritize tasks and barely
Implements satisfactory solutions with reasonable complete them in time, with occasional lapses.
awareness of time. Normally reviews decisions. Limited anticipation, but adequate management of
3: Identifies problems. Gathers minimum information. threats.
Implements acceptable solutions with some lack of 2: Consistently reacts to developing situations with
time awareness. Lapses in decision review, unless difficulty. Limited attempts to prioritize tasks and
prompted. complete them in time, using available resources.
2: Misidentifies problems. Fails to gather critical Generally fails to organize and manage threats.
information. May rush or implements poor solutions 1: Fails to organize or plan to clearly evident and
with limited awareness of time. developing situation that will cause the aircraft to
1: Misidentifies or fails to recognize problems. Gathers breach clearances, violate procedures, or place it in
no information. Rushes or fails to make decisions. danger.
No awareness of time. L – LEADERSHIP AND TEAMORK
T – USE OF AUTOMATION
5: Adopted style consistently appropriate to
5: Optimum use of automation at all times. Very circumstances. Team participation actively
confident and able in operating all automation encouraged and supported. Common goals always
modes. When required, optimum flexibility in established.
changing from one level of automation to another. 4: Adopted style generally appropriate to
4: Accurate, some deviation from the optimum use of circumstances. Team participation encouraged
automation, quickly corrected. Correct techniques, and supported. Common goals generally
with good anticipation of the required level of established.
automation. 3: Fixed style or occasionally inappropriate to
3: Deviations from the automation standard operating circumstances. Team participation encouraged and
procedures, slowly corrected. Clear evidence of supported with some lapses. Common goals may
incorrect techniques with few lapses observed. be occasionally ignored.

2: Occasional deviations beyond flight tolerances, 2: Adopted style either inconsistent or totally rigid and
caused by the inability to manage all modes of often inappropriate to circumstances. Very limited
automation, not corrected or corrected with encouragement or support of team participation.
prompting. Common goals rarely established.

1: Frequent deviations beyond allowable flight 1: Adopted style totally inappropriate. Team
tolerances, with little or no attempt to correct. Lack participation neither encouraged nor supported.
of awareness and proficiency in operating the Common goals never established.
various levels of automation. S – KNOWLEDGE OF SYSTEMS
W – WORKLOAD MANAGEMENT 5: Correct structure and function of the systems are
5: Consistently plans for most significant factors. consistently identified and performed with certainty
Regularly prioritize tasks and complete them in and precision. Strong familiarity with the behavior,
good time, using available resources (Displays, interaction and limitation of systems.
ATC, Briefing material, etc). Continually anticipates 4: Correct structure and function of the systems
and manages threats. generally identified and performed in a timely
manner. Familiar with the behavior, interaction and
limitation of systems.

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3: Correct structure and function of the systems is Repeated events

identified, with some hesitancy or uncertainty
evident. Occasional lapses or deviations from the  Any PPC (Pilot Proficiency Check) mandatory
behavior, interaction and limitation of systems. item may only be repeated once and no more
2:
than three items may be repeated in total
Correct structure and function of the systems are
occasionally not identified or ignored. Few  In all other assessments any item may be
deficiencies exist when dealing with the behavior, attempted no more than three times.
interaction and limitation of systems, however with
no effect on the operational safety.
1: Critical errors made during systems function, Major
deficiencies and poor familiarity with the behavior,
interaction and limitation of systems, which could
affect the operational safety.

Note :

Handling Limits
The following limits are for general guidance.
Make allowance for turbulent conditions, handling
qualities and performance.

Height
 Generally ± 100 feet
 Starting a GA at DH +50 feet / -0 feet
 MDH/A +50 feet / -0 feet

Tracking
 On radio aids ± 5°
 Precision approach half scale deflection,
azimuth and glide path
 To remain in the required splay following
engine failure on take-off

Heading
 All engines operating ± 5°
 With simulated engine failure ± 10°

Speed
 All engines operating ± 5 kts
 With simulated engine failure ± 10 kts / -5 kts

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TABLE OF CONTENTS Chapter 12 Page 1

CHAPTER 12 – TRAINING SYLLABI

12.1. TYPE RATING OVERVIEW……………………………………………………………………………………. 3

12.2 TYPE RATING TRAINING PROGRAMMES…………………………………………………………………… 47

12.3. RECURRENT SYMULATOR TRAINING SYLLABI……………………………………………….…………….49

12.3.1. A330 Recurrent Simulator Training Syllabus…………………………………………………………. 51

12.3.2.1. ATR72-500 Recurrent Simulator Training Syllabus………………………………………………………
102

12.3.2.2. ATR72-600 Recurrent Simulator Training Syllabus………………………………………………………

109

12.3.3. B737 Recurrent Simulator Training Syllabus………………………………………………………… 118

12.3.4. B767 Recurrent Simulator Training Syllabus……………………………………………………….. 128
12.3.5. L382.G Recurrent Simulator Training Syllabus………………………………………………………. 138

12.4. ZFTT/LVO/ Difference Course Syllabi

12.4.1.1. A330 LVO………………………………………………………………………………………………………163

12.4.1.2. A330 ZFTT……………………………………………………………………………………………………...166
12.4.2.1. ATR72-500 ZFTT……………………………………………………………………………………………….170
12.4.2.2. Difference Course from ATR 72-500 to ATR 72-600……………………………………………………….174
12.4.3.1. B737 LVO ……………………………………………………………………………………………………….176
12.4.3.2. B737 ZFTT ……………………………………………………………………………………………………. 183

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12.1. TYPE RATING OVERVIEW Training Aids

Type Rating should include the following items: Training aids should be appropriate to the content
of the course and the complexity of the aircraft.
Theoretical Knowledge:
 According to national regulations; Training Devices
 Including MCC (Multi-Crew-Cooperation) A Flight Training Device (FTD) or other Training
training; Devices may be used, if not available, a Flight
Simulator or Aircraft may be used to practice and
 Skill test after completion.
consolidate theoretical instruction.
Familiarization Phase: When using CBT (Computer Based Training), a
 Done in FBS (Fixed Base Simulator), CPT ground instructor has to be available at all times,
(Cockpit Procedure Trainer) or similar; briefing and debriefing the CBT lessons. The
training program is based on regulation.
 To introduce cockpit layout, standard
procedures, SOPs, check lists, FMS basics etc. Theoretical Knowledge

Basic Flying (SIM Phase 1) includes: The theoretical knowledge instruction training
should meet the general objectives of :
 Standard operation,
a) Giving the trainee a thorough knowledge of the
 TCAS, aircraft structure, power plants and Systems,
 FMS handling, and their associated limitations.
 And Standard operational procedures (SOPs). b) Giving the trainee knowledge of the positioning
and operation of the flight deck controls and
It consists of previous syllabi for each aircraft type. indicators for the aircraft and its Systems.
c) Giving the trainee an understanding of system
Abnormal Situations (SIM Phase 2)
malfunctions, their effect on aircraft operations
Abnormal and emergency procedures include: and interaction with other systems.
 Low Visibility Operation (LVO), d) Giving the trainee the understanding of normal,
abnormal and emergency procedures.
 Check flight,
 Together with Theoretical Knowledge, The theoretical knowledge shall include:
Familiarization - Phase and SIM Phase 1 all
items according to regulations are covered. 1) Airplane structure and equipment, normal
operation of systems and malfunctions,
Emergency Training 2) Limitations,
Line Training 3) Performance, flight training and monitoring,
 At least 10 route sectors should be Flown for 4) Load, balance and servicing.
validation - (for re-validation one route sector 5) Emergency procedures,
with examiner is enough;
6) Special requirements for LVO,
Additional training might be required, as there are:
7) Special requirements for "glass cockpit"
 RVSM (Reduced Vertical Separation Minimum) airplanes (e.g. EFIS, EICAS).
training for operation in RVSM-Airspace,
8) Flight management System (FMS).
 ETOPS training,
It is advisable to teach these subjects
 MNPS introduction (Refer to OM-A Chapter 8), accompanied by e.g. FBS (Fixed Base Simulator),
 Route and Aerodrome Competence for different cockpit mock-up, procedure trainer or Interactive
areas. computer program [Flight Simulator or real aircraft

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are also possible) where trainees can practice for a 4) Avionics 2, Minimum Equipment List (2,4) &
better understanding. abnormal and emergency checklists
The instruction has to be done by an authorized  EFIS flight instruments
instructor.  Checklist philosophy in abnormal and
After each topic the learning progress of the emergency cases
trainees should be checked by 5 to 20 questions 5) Engine, APU and Fuel System
(phase progress test) with multiple choice
 Normal, abnormal and emergency
answers, (as well to point out important information
and train for the final examination). 6) Hydraulics & Flight controls
Topics are divided in 11 days program. Daily  Normal, abnormal and emergency
schedules 1 through 8 should be done in a 7) Landing Gear & Electrical Power Supply
maximum time of 8 hours including the
questionnaire (average time 6 hours). However the  Normal, abnormal and emergency
training time in FBS etc. is not included. It's 8) Pressurization and Air Conditioning Ice and
advisable to train the topics shortly after theory Rain Protection & Vacuum System
lessons.
 Normal, abnormal and emergency
Days 2, 3 and 4 can be shortened for conventional
aircraft not using EFIS. 9) Performance, Flight Planning & Load and
Balance
Days 9, 10 and 11 are only 4 hours a day.  4h tutorial should be done including
The performance lesson should be done before the calculation of data
Simulator phase so that trainees can calculate 10) Low Visibility Operation
performance data for each simulator lesson to
practice. 11) Aircraft Inspection
The LVO lesson should be done before the LVO-  Fuel System locations
Simulator lesson.  Visible antenna
The aircraft inspection may be done any time  Cockpit, cabin and cargo compartment
during the training, before the first flight in real  Emergency Equipment
aircraft.
 Loading
According to the process of flight the following  Servicing
schedule should be used. Lessons 1, 2 and 9
should be done before starting SIM Phase 1:  Additionally ail important items of an
outside check should be discussed
1) Aircraft General
After completion of the Theoretical knowledge
 Cockpit layout, cockpit preparation instruction, a written test has to be taken, it shall
 Dimensions contain at least 100 multi-choice questions. The
 General limitations pass mark shall be 75% in each of the main
subjects of the syllabus.
2) Basic Instruments (EFIS basics if applicable),
auto pilot and SOPs Theoretical knowledge MCC
 Normal operation Required only if the trainee does not hold a
 SOPs certificate of satisfactory completion of MCC.
3) Avionics 1 The course shall comprise at least 25 hours.
 FMS The practical part of this course will be done in the
familiarization and simulator phases.

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Instructors for MCC should be thoroughly familiar  Discipline

with human factors and CRM. They should be
current with the latest developments in human After this course trainees should be familiar with
factors training and CRM techniques, inter-personal interfaces and how to make the best
use of crew co-ordination techniques and their
The objectives of MCC training are: personal and leadership skills.
 Optimum decision making
At the same time, trainees should get some "tools"
 Communication how to deal with stress, situations of high
 Division of tasks workload, inter-personal distress and for a better
crew communication,
 Use of checklists
 Mutual supervision Familiarization
 Teamwork and support
Should be conducted in Fixed Base Simulator,
The basic MCC course covers: CPT or similar.
a) Interfaces: According to available training devices and kind of
 Examples of software, hardware, aircraft, different methods may be used. It is
environment and mismatches in practice. necessary that this phase is already done with two
pilots to ensure the proper functioning of teamwork
b) Leadership and authority and CRM thereafter.
 Managerial and supervisory skills This phase may start simultaneously with the
 Assertiveness theoretical knowledge phase.
 Barriers As minimum there should be 8 hours to train MCC
 Cultural influence and the necessary basic procedures and SOPs so
that they are known by heart before starting the
 PF and PNF roles
simulator lessons.
 Professionalism
The lessons should concentrate on SOPs,
 Team responsibility checklist philosophy and task sharing in normal
c) Personality, attitude and motivation and in abnormal respectively, emergency
 Listening situations as well as on FMS basics.

 Conflict resolution After this phase, trainees should be confident with

standard procedures, under-standing the task
 Mediating
sharing between PF and PNF, PIC and Co-pilot.
 Critique (pre-flight analysis and planning, Additionally they should start to mutually
ongoing, review, post-flight) supervise, inform and support each other. At the
 Team building same time, they should basically know how to
handle problems and abnormal situations as a
d) Effective and clear communication during flight team, dividing duties clearly.
 Listening
 Feedback Simulator Phase l
 Standard phraseologies This phase is mainly to train basic flying, use of
 Assertiveness pitch and power, use of FMS, adherence to
standard procedures and A/C handling in normal
 Participation situations.
e) Crew co-ordination procedures It should be done in a simulator. However, it might
 Flight techniques and cockpit procedures be done in a real aircraft as well. Training Flights in
 Standard phraseologies real aircraft are allowed only without passengers

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and with normal crew complement (or instructor

with crew member equipped with basic pilot
licenses).

Standard Operational Procedures

Actions should be done according to the Standard
Operational Procedures (SOPs).

Airports
The airports mentioned are just optional. They
include the most important European Airports. By
this an airport familiarization is done at the same
time, other airports may be used according to
desired destinations or to shorten preparation time
for the trainees. However, it might be advisable for
some practices to use the syllabus airports (e.g.
terrain or type of approach).

Instructor
During the lessons, the Instructor should act as
ATC-controller, using the correct phraseology. He
should give radar vectors and clear for approaches
and landing. He should take over any other part,
e.g. ground staff, cabin crew etc. to ensure a
training as close to reality as possible.
According to the skills of the trainees there should
be enough time during the lessons to concentrate
on weak points of the trainees. The instructor
should always be able to arrange additional
training lessons to finally ensure good knowledge
and good basic aircraft-handling abilities of the
trainees.

Use of Auto flight

In Phase 1, the trainees should get familiar with the
autopilot to use it as relief for Phase 2. However,
as soon as there is any doubt about aircraft
reaction when using the autopilot, it should be
disengaged. For this and for a better control of the
autopilot good basic flying skills are necessary.

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Lesson 1 30) ILS approach, manual, F/D on

1) Simulator safety briefing (If In real aircraft: 31) Go-around at MDH
external Visual inspection of the aircraft, 32) Follow standard missed approach
location of each item and purpose of Inspection).
33) ILS approach with manual landing
2) Cockpit safety check
3) Miscellaneous revision (cockpit) (If in real Change PF, start from 24
aircraft: briefing of emergency exits, safety 34) Taxiing
items and oxygen use if applicable)
35) After landing checklist
4) Cockpit preparation
36) Shut down engines
5) FMS initial insertion
37) Leaving aircraft checklist
6) Performance calculation
7) Clearance request Scenario
8) Before start checklist EBBR, BRU
9) Normal engine start RWY: 25L,
10) After start checklist Wind: 270/5
11) Taxiing Weather: CAVOK,
12) Taxi / before take-off checklist Temp: 15°c
13) Take-off briefing QNH: 1013 hpa

14) Take-off reduced power, standard flaps Briefing items:

15) Use of autopilot after take-off  SOPs
16) After take-off checklist  Crew coordination
 Use of check-lists
17) Basic handling of autopilot
 Standard take-off
18) Programming of FMS  Use of autopilot and auto thrust
19) Descent briefing  FMS
20) Approach checklist  ILS approach
 Use of pitch and power
21) Automatic ILS approach  Pitch and power values
22) Landing checklist  Descent planning
23) Automatic landing  Go-around
 Missed approach procedure
Depending on trainees and instructor, auto Flight  Landing.
demonstration may be repeated with different PF
or time may be used for second part of lesson.
24) Take-off, reduced power, standard flaps
25) Manual climb out, level off with manual thrust,
flight director on
26) Standard Tums, climb, descent
27) Recovery from high rate of descent
28) Pitch and power values for different speeds,
configurations
29) Deceleration and acceleration values and
guide lines for descent

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Details Lesson 1 5) FMS Initialization

CM2 inserts all necessary items: Flight plan,
1) Simulator Safety Briefing
Radios, performance, winds, step altitudes, etc.
Trainees should be informed about simulator  Cross check by CM 1;
safety issues like:
 SID and autopilot settings by PF, cross
 Drawbridge operation; Check by PNF.
 Rope ladder;
 Simulator door; 6) Performance Calculation
 Simulator door break out panels;  Receive weather information;
 Emergency building exits;  Calculate speeds and take-off power;
 Emergency stop buttons;  Reduction possible for RWY 25 L;
 Fire extinguishers;  Insert speeds and reduced take-off Power.
 Motion - link to door operation; 7) Clearance Request
 Use of harness.  Request start up and departure clearance.
2) Cockpit Safety Check 8) Before Start Checklist
 Preliminary cockpit preparation check-list;  Requested by CM1, Items should have
 Location of circuit breakers; been done already;
 Emergency equipment.  CM2 reads checklist, CM1, CM2 or both
reply, both verify.
3) Cockpit Revision
Instructor shall advise about: 9) Normal Engine Start (see SOPs)
 Seat and rudder adjustment (including arm  Start engines according to manufacturer’s
rests); instructions.
 Cockpit and instrument lighting;
10) After Start Checklist
 Communications (R/T, cabin, ground,
 Check engine parameters;
 Passengers)
 Commence flight control check;
 NAV aid setting
 Engine anti ice if necessary;
 Clock
 Read after start checklist.
4) Cockpit Preparation (see SOPs)
11) Taxing
 Dark aircraft;
 Request taxi clearance;
 External power available;
 Request ground clearance;
 Cockpit scan with all necessary items
(including ail checklist items);  Use min. Necessary breakaway power to
start taxi;
 All necessary documents;
 Taxi out;
 Instrument check;
 Taxi speeds - 20kts straight, 10kts in turns.
 Radio setup;
 If applicable: preset cabin altitude for Level
& destination.

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12) Taxi / Before Take-off Checklist (see SOPs)  Take-off clearance

Perform taxi items/before take-off items :  If CM2 is pilot flying, CM1 announces:
"your take-off", otherwise just "take-off';
 Flaps in take-off position;
CM1 always maintains throttles; he is
 Ground spoilers arm; responsible for aborting the take-off;
 Auto brake; maximum;  Pilot in charge sets initial N1, checks
 Cabin reports ready for take-off; engines stable;
 Take-off trim set;  CM1 increases power to calculated
 APU OFF/ON for pneumatic supply. reduced take-off power, starts timing and
keeps hands on throttles;
13) Take-off Briefing  Keep A/C on centre-line with rudders only,
no hand wheel steering ;
Take-off briefing should be performed by PF,
containing following Information:  Check FMA-indication (auto thrust
engaged, take-off mode engaged,
 Departure route (SID) with altitude and necessary vertical and horizontal guidance
speed restrictions and initial altitude (by for flight director), take-off power according
Heart); to calculated values, PNF announces:
 Selected NAV-AIDS, necessary NAV-AIDS "power set, indications checked";
and courses;  At 80 kts; speed check, PNF announces
 Departure frequency; "80" as soon as reached on his speed
 Squawk-code; indicator, PF checks his speed Indicator,
responds: "checked";
 Case of engine failure after take-off (with
take-off alternate it necessary);  Shortly before V1 (3-5kts), PNF announces;
"V1" (or the respective figure);
 One engine out SID, acceleration altitude;
 CM1 takes hand off throttles;
 Special situations (flap setting different,
weather .etc...).  At VR: PNF announces "VR°, PF rotates
with approximately 3° per second to pitch
Here: climb straight ahead to FL70. target (according manufacturer’s info);
CM1 should do the briefing for aborted take-off  PF follows Flight Director commands at
case, Including: positive rate: PF commands: "gear up";
 Situations which can lead to an aborted  PNF repeats the command and positions
take-off; the gear lever to "up".
 Necessary actions and maximum speed to
abort take-off briefing should be completed 15) Autopilot According to SOP
before entering the runway.  Check desired mode: NAV or HDG, initial
climb mode; usually after Flaps Up;
14) Normal Take-off, Reduced Power,  Check power reduction to climb power at
Standard Flaps 1.500ft AGL;
 Line-up clearance;  Check acceleration above 1.500ft AGL ;
 Check take-off configuration;  PF commands flap setting according to
 Taxi into take-off position; flaps-speed schedule;
 Check landing traffic, approach sector free;  After flaps are 0, disarm ground spoilers;
 Turn on TCAS(-mode above)  Set altimeters to standard when passing
 Align A/C on centerline; transition altitude, observe pitch and power
values when leveling off at FL70.

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16) Read after Take-off Checklist probable difficulties, experiences of any of

 Flaps 0; the flight members with controllers, airfield,
weather or any other important detail
 Speed brakes disarmed; should be discussed;
 APU OFF;  If necessary, weather Info should be
 Altimeters standard. inserted Into FMS.

17) Basic Handling of Autopilot 20) Approach Checklist

 Use HDG Mode: do Turns, use NAV mode;  Read.
reaction of autopilot in turns over 180°
(turning left or right, following initial input or 21) Automatic ILS Approach
taking shortest way);
Instructor clears for ILS approach:
 Use V/S mode, climb mode, vertical NAV
mode to change Flight Level, observe  Descent to 3.000ft for ILS interception;
limits of autopilot and A/C performance,  Select auto brake as desired;
reaction of A/C when at limits (climb with  Reduce speed to reach G/S with Flaps
high V/S and high speed selected; extended in initial position; PF commands
descend with high V/S and low speed: Flap setting according to Flaps-Speed-
what happens?). Schedule;
 Check NAV accuracy; check for map-
18) Programming of FMS
shifts using raw data information ;
 Insert horizontal revisions of routing,
 Intercept ILS if possible in HDG mode;
directly from present position and later in
LOC Mode when cleared to follow
routing;
localizer, ILS-Mode when cleared for ILS
 Insert altitude, time, speed constraints; (has to be selected to follow glide slope);
 Insert vertical revisions, step climbs,  Command next Flap-position when
descents; descending on G/S;
 Insert and change destination airport;  Observe pitch and power when
 Insert and change arrival runways; intercepting glide and when fully
 Insert and change arrival routes; established;
 Follow ILS: latest at 2.000ft AGL: PF
 Check altitude restrictions in arrival route;
commands "gear down";
 Crosscheck with approach charts.
 Continue with Flaps extension to final
Instructor gives radar vectors for ILS 25L. configuration;
 Arm ground spoilers;
19) Descent Briefing
 At outer marker PNF announces: "outer
 Brief minimum sector altitude, important marker, altitude checked";
minimum altitudes on route, altitude
restrictions; check on FMS;  A/C should be fully established at 1.000ft
AGL;
 Set radios for approach;
 At 1.000ft PNF calls out: "1.000 ft".
 Approach briefing contains kind of
approach, initial altitude, outer marker 22) Landing Checklist
altitude, minimum, RWY-length, missed
approach procedure; should be known by When fully established:
heart. Additionally any special situation,  Gear down;
special flaps setting for landing, wind,
 Flaps in intended landing configuration;

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 Ground spoilers armed;  Note time and distance for deceleration

 Auto brake set as required; from cruise-speed to 250kts and from
250kts to appropriate speed for G/S
 At 100ft above minimum PNF calls out interception.
"100ft above";
 If field in sight PF calls out: "field in sight". 30) ILS approach, Manual, F/D on
 Radar vectors for ILS approach;
23) Auto Land
 F/D on, manual flight, standard setting;
 Performs as demo, to observe pitch and
power change, landing attitude.  Observe pitch and power values, only
small power changes and small pitch
Depend in 3 on trainees and instructor, auto flight changes necessary.
demonstration may be repeated with different PF
or time may be used for second part of lesson. 31) Go-around at MDH

24) Take-off, Reduced Power, Standard Flaps Instructor advises go-around at MDH
 Reposition for take-off 25L.  for G/A;

25) Manual Climb out, Level-off with Manual PF PNF

Thrust, Flight Director on
"Go-Around"
 Fly manually with Flight Director, use pitch
(any crew member)
and power values for level off;
 Level off at FL70. Applies full power

26) Standard turns, climb, descent, PNF positions Flap

Requests appropriate Lever to the required
 Fly radar headings, change altitude.
Flaps setting for G/A position and confirms
"Go-Around power set
27) Recovery from High Rate of Descent
 F/D off; Positions gear lever to
At positive rate of "up"
 Descent with speed brakes extended, max climb commands
speed; "Gear up" Advises ATC of G/A
 For recovery: level wings, stow speed crosschecks correct
brakes, simultaneously increase pitch action of PF
slowly to target pitch (avoiding excessive
g-load), apply power shortly before desired Commands Selects lateral mode
speed is reached, set target power. appropriate-ate F/D according to commands
input (vertical should be Go-
28) Pitch and Power Values for Different Around mode until
Speeds, Configurations reaching G/A altitude)
 Should be known by heart.
32) Follow Standard Missed Approach
29) Deceleration and Acceleration Values and
Guidelines for Descent  PF follows standard missed approach
procedure;
 Set goals for descent (when do l have to
be at which altitude and speed for a safe  Clean up according to Flap-Speed-
approach); Schedule.
 Accelerate to cruise speed;

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33) ILS Approach with Manual Landing

 Radar vectors for another ILS, manual with
F/D again;
 Landing.
Change PF, start from 24).

34) Taxi in
 CM1 taxies in;
 Commands after landing items;
 CM2 executes items.

35) After Landing Checklist

 Read after landing checklist.

36) Shut down Engines

When at final position and parking brake is set:
 Make sure APU or ground power is
connected;
 Shut down engines;
 Read shut down checklist.

37) Leaving Aircraft Checklist

 Do leaving aircraft items as necessary;
 Read leaving aircraft checklist.

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Lesson 2 (Checklists not mentioned) Scenario

LFPO
1) Cockpit preparation
RWY : 08/26
2) Engine start with external air
Wind : 110/10
3) Taxiing out Weather : cloud base at 2.000 ft AGL
4) Take-off, lower than standard flap setting, Temp : -5 °C
reduced power QNH : 1005 hPa
Cloud base changes for 16. to l50ft AGL (730ft)
5) Manual climb out, level off, flight director off,
Changes again after 17, to CAVOK
manual thrust; icing
6) Steep turns with 45° bank to left and right Briefing Items
(180-360°)  Engine start with external air
 Advantage/disadvantage of different
7) Aircraft handling at low speeds
 Flap settings
8) Recognition and recovery from stall In cruise,
 De- and anti-ice devices/procedures
take-off and landing configuration
 Steep turns
9) Aircraft handling at high speeds  Aircraft handling at low speeds/power curve
10) High speed warnings, buffeting, tuck under  stall: warnings, actions, danger, A/C reaction
 stall recovery
11) FMS setup for approach
 high speed: warnings, actions, A/C reaction
12) ILS approach without F/D  TCAS: System, capability, warnings
Change PF, start from 4.  (TA/RA, call outs), required reaction,
13) Take-off, flaps higher than standard,  automatic Go-around "

reduced power  visual pattern

14) Climb out

15) TCAS resolution advisory
16) ILS approach with A/P on
17) Go-around with A/P
18) Visual pattern
19) Manual landing

Change PF, start from 13.

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Details Lesson 2 to the right and 180° to the left again;

 Climb FL130
1) Cockpit Preparation (see SOPs)
 Dark aircraft; 7) Aircraft Handling at Low Speeds
 External power available;  Power to idle;
 Cockpit scan with all necessary items  Maintain flight level, flaps up;
(including all checklist items);  Establish with minimum clean speed -10kts:
 All necessary documents; turn left 90°, right 90°;
 Instrument check;  Climb with low speed;
 Radio setup; Instructor: explain climb performance below
 If applicable: preset cabin altitude for level & power curve.
destination.
8) Recognition and recovery from stall in
2) Engine Start with External Air cruise, take-off and landing configuration
(Must not be done in real aircraft).
According to manufacturer's instructions
 Continue straight level flight at same speed;
 Engine start depending on position of
ground air units (start engine(s) on opposite  Power idle;
side with ground air only);  Observe different grades of stall warnings,
 Cross-bleed start after first engine(s) keep power idle;
running;  Observe aircraft reaction at stall; let aircraft
 ATC clearance is necessary before stall (If possible);
increasing power for cross-bleed start.  For recovery;
- Apply power and lower pitch slightly to
3) Taxi RWY 26 for Take-off stop stall warning;
- Increase pitch carefully to avoid large loss
4) Take-off, Lower than Standard Flap Setting, in altitude.
Reduced Power
 When established again: Flaps into T/O
Observe differences position, gear down;
 Power idle, turn with 30° bank for recovery:
5) Manual Climb-out, Level-off, Flight Director
- Level wings, lower pitch slightly and
off, Manual Thrust
simultaneously apply power;
 Turn off flight director and auto thrust (if it - When wings in level: increase pitch again
was used) during climb; to reach level;
 Use of engine and wing anti- and de-icing - Maintain configuration;
System; - Try to lose as little altitude as possible;
 Use pitch and power values to level off at  Establish again;
FL70
 Extend flaps to landing configuration;
 maintain FL70
 Power idle for recovery:
6) Steep Turns with 45° Bank to Left and Right - Apply power and slightly lower pitch to
(180-360°) stop stall warning;
 Observe that more power and pitch is - Increase pitch;
needed for steep turns;  Re-establish clean configuration;
 Do one 180° turn to the left, thereafter 360°  Maintain altitude.

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9) Aircraft Handling at High Speeds 16) ILS Approach with A/P on

 Do turns at high speed (Vmo - 5kts);  Follow CAT1 ILS 26 approach;
 Descent at high speed: be careful for  At minimum no RWY in sight, perform Go-
overspeed; advantage of better rate of around.
descent with high speed; good for small
descent corrections. 17) Go-around with A/P
 Leave the autopilot engaged;
10) High Speed Warnings, Buffeting, Tuck
Under  Observe automatic go-around;
 Apply more power to reach Vmo, keep  Follow standard missed approach procedure;
power to observe warnings and aircraft  Speed up to minimum clean speed;
reaction.
Weather improves significantly,
11) FMS Setup for Approach
18) Visual Pattern (according SOPs)
PF commands FMS setup for ILS approach  Descent to1.500ft AGL;
RWY26.
 Both Flight directors should be OFF;
 Descent with high speed and speed, brake
to observe descent rate.  Turn towards downwind for left or right hand
pattern (depending on PF-position for
RWY26;
12) ILS approach without F/D, RWY 26
 Start to extend flaps at altitude;
 Follow ILS without F/D
 Abeam RWY-threshold:
Change PF, start from 4)
- Start timing
13) Take-off RWY 26, Flaps higher than - Extend flaps to next step
standard, Reduced power - Reduce speed according to flap-setting
 After 40 seconds (3 x 1.500/100 ± 1/2WC)
14) Climb-out - Gear down
 Climb FL70 - Turn base (30° bank initially)
- Start descent with ~ 500ft/min
15) TCAS Traffic and Resolution Advisory
- Extend flaps further
(according SOPs)
 During climb traffic crosses after traffic On base
advisory: - Extend flaps fully
- PF: fly the aircraft prepare for resolution - ARM ground spoilers
advisory; - Read final checklist
- PNF checks airspace for traffic, try to - Check rate of descent to be in slot
identify conflicting traffic after resolution - PNF calls out: "1 000ft" (AGL) turn on
advisory; final
- PF follows TCAS commands; - Adjust rate of descent to stay in slot.
- PNF crosschecks action, looks out for
traffic and informs ATC. 19) Land
 When clear of conflict: Change PF, start from 13).
- PF: return to cleared level;
- PNF: report ATC; "clear of conflict,
returning to FL70" engage autopilot and
auto thrust radar vectors for ILS 26 approach.

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Lesson 3 Scenario
1) Cockpit preparation EDDF, FRA
RWY : 25R,
2) Engine start
Wind : 250/20
3) Taxi out Weather : Initially overcast at 1.000 ft AGL;
changes to overcast 100 ft above
4) Take-off at maximum t/o mass full power,
minimum for each different type of
standard flaps
approach.
5) Climb out with autopilot ON Temp : 15°C
6) Follow standard departure QNH : 1020hPa
Route : FRA-WRB SID
7) Autopilot climb modes, climb speeds
Dest : HAM
8) Cruise phase; lateral navigation with FMS,
autopilot Briefing Items
9) Generating and using waypoints  Take-off at max. T/O mass: stop margin,
10) Autopilot descent modes possible problems when stopping, climb
11) TCAS resolution advisory in descent performance, problems with max. allowable
landing weight
12) Approach briefing
13) Holding entry, standard holding; re-  SIDs, STARs, altitude/speed constraints
programming of holding with FMS  Autopilot modes
14) Holding exit  Advantages / disadvantages of different A/P
15) RWY change on final climb and descent modes
16) Automatic ILS approach  Different climb /cruise / descent speeds (best
17) Manual landing rate, angle, Long Range Cruise etc.)
 Lateral navigation with FMS/ autopilot
Change PF, start from 4).
 Generating and using waypoints
18) Take-off, normal flaps, reduced power
19) Traffic pattern with autopilot on  Holding: entries, FMS holding, changing
FMS holding, exiting holding
20) VOR/ DME 25R with autopilot
 RWY change on short final: conditions to fly
21) Rejected landing at 50ft above RWY-
automatic ILS approach on other RWY
threshold and go-around
22) standard missed approach procedure  Rejected landing: short touchdown possible
23) VOR/DME approach manually  VOR-DME approach
24) Landing  Low visibility circling
25) Expeditions take-off, normal flaps, reduced
power
26) ILS approach with low visibility circling and
landing on opposite runway at minimum
weather
Change PF, start from 18).

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Details Lesson 3  climb FL 250

1) Cockpit Preparation (see SOPs) 7) Cruise Phase: Lateral Navigation with FMS,
 Dark aircraft Autopilot

 External power available  differences in using different lateral modes

 Cockpit scan with all necessary items  diverting from inserted route, entering new
(including all checklist items) airways into FMS

 All necessary documents  diversion to another airport: return to FRA,

set up for an ILS 07R approach via GED
 Instrument check and MTR
 Radio setup  changing descent speeds
 If applicable: preset cabin altitude for  changing approach in FMS: change to ILS
cruising-fl and destination elevation. 25L approach
2) Engine start with External Air 8) Generating and Using Waypoints
According to manufacturer's instructions  generate waypoints in different ways
 engine start depending on position of ground (according to FMS):
air units (start engine(s) on opposite aide - place, bearing and distance
with ground air only) - inserting coordinates
 cross-bleed start after first engine(s) running - crossing point of two bearings
 ATC clearance is necessary before 9) Autopilot Descent Modes
increasing power for cross-bleed start  start descend down to 4.000ft
3) Taxi to RWY 25R, Briefing WRB SID  instructor selects max. allowable landing
4) Climb FL70 weight

5) Follow WRB SID  try different modes of descent, observe

speed changes and rate of descent
6) Autopilot Climb Modes, Climb speeds changes, e.g.:
 try different modes of autopilot, observe - open descent mode: rate of descent
speed and rate of climb differences e.g : changes, speed constant
- open climb: speed constant, rate of climb - vertical speed mode: rate constant. speed
changes changes: high rate of descent: risk of
- vertical speed: observe speed decrease overspeed
at high rates, power reduction at low rates  in case of altitude restrictions: reduce speed
with selected speed for energy trading
- try other available modes  observe influence of tailwind during descent,
 for expeditions climb: influence of higher weight
- which speed is best (difference between  descent rate with different speeds
best rate and best angle of climb), where
 descent rate with speed-brakes, speed
can it be found
brakes at different speeds
- what influences available power (pack
flow, anti ice etc.) 10) TCAS Resolution Advisory during Descent
- for short climbs: use rate of climb,  after traffic advisory appears:
reducing speed (= energy trading) PF: fly the aircraft prepare for resolution
- for longer climbs: fly best rate of climb advisory
speed

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PNF: checks airspace for traffic according to 2miles before descent point
indication at TCAS-device try to identify  Make sure that inbound course and
conflicting traffic. navaids are selected correctly
 after resolution advisory appears:  Speed reduction may be more
PF : - disengage autopilot and auto thrust conservative than for ILS approach
- follow TCAS commands
 Follow VOR/DME approach with A/P
PNF : - crosschecks action, engaged; select V/S mode to follow 3°
- looks out for traffic, and glide path (rate of descent = 5 x GS) or if
- informs ATC available - use Flight Path Vector mode
 when clear of conflict:  PNF crosschecks altitude required/actual;
PF: - return to cleared level (if not otherwise calls out deviation
instructed by ATC)
 Set G/A altitude in altitude window as soon
PNF: - report to ATC: "clear of conflict, as RWY 25R is in sight: correct heading
returning to FL__" and V/S to be In slot as soon as possible
11) Holding Entry, Standard Holding,  Latest at minimum; disengage autopilot, fly
Reprogramming of Holding with FMS manually same callouts as for ILS
 enter the GED holding approach.

 change inbound course 19) Rejected Landing at 50ft above RWY-

Threshold and Go-around
 change to 2 minutes pattern
 At 50 ft above Threshold 25R: ATC
 change turn direction (Left/Right) commands a Go-around.
12) Holding Exit 20) Standard Missed Approach Procedure
 proceed direct MTR  Follow standard missed approach
 prepare for ILS 25L procedure.
13) RWY Change on Final 21) VOR/DME approach manually
At 3.000ft, established for ILS25L:  Set up for a new VOR/DME approach 25R
ATC requests changeover to ILS 25R  This time fly manually;
14) Automatic ILS Approach  Flight director may be used, commanded
Disengage Autopilot at MDH by PF and operated by PNF
15) Manual Landing 22) Landing
Change PF, start from 4.  Land RWY 25R
16) Take-on, Normal Flaps, Reduced Power 23) Expeditious Take-off, Normal Flaps,
 take-off RWY 25R Reduced Power
 RWY 25R
17) Traffic Pattern with Autopilot on
 Climb 4.000ft, radar vectors for ILS 25L,
 After passing 1.500ft AGL: turn right HDG
circling 07R.
070; climb 4.000ft; radar vectors for
VOR/DME 25R approach: Instructor changes wind to 070/12
 PF briefs for approach 24) ILS approach with Low Visibility Circling
18) VOR/DME 25R with Autopilot and Landing on Opposite Runway at
Minimum Weather
 Stay at 4.000ft to intercept final at least
 radar vectors for an ILS 25L again

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 follow the ILS down to circling altitude;

configuration; gear down, flaps one step
below final setting with appropriate speed,
spoilers armed
 At circling altitude:
- Break off to the left with HDG 170°
- As soon as reaching the heading turn
right HDG 250° again
- Start timing abeam threshold for 14
sec, (3sec/100ft -1/3 TWC in sec).
 after 13 sec : turn base with 25° bank
 in turn: Flaps full, read Landing Check-list
 start descent when on base; turn to final
might be continuous
 watch rate of descent carefully
 if not in slot: start correcting actions as
soon as possible
 land
Change PF. Start from 18)

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Lesson 4
Airport Data
1) Cockpit preparation LSGS
2) Engine start with external eclectic RWY: 05/23;
Wind: max crosswind;
3) Taxi out Weather : cloud base;
4) Take-off with maximum cross, wind (right) Temp : 5 °C;
QNH: 992 hPa.
5) Climb out 4.000ft AGL
Details Lesson 4
6) VOR approach max crosswind
1) Cockpit Preparation (see SOPs)
7) Go-around at MDA  dark aircraft
8) ILS approach maximum cross wind  external power available
 cockpit scan with ail necessary items
9) Landing max. crosswind
(including all checklist items)
10) Change PF, start from 4.  all necessary documents

11) Take-off max crosswind (left)  Instrument check

 radio setup
12) Climb out 4.000ft AGL
 if applicable: preset cabin altitude for level &
13) NDB-approach destination
2) Engine Start with External Electric
14) Recovery from offset position for landing at
 according to manufacturer's Information
MDA
3) Take-off with Maximum Cross Wind (right)
15) Landing RWY 06
 take-off RWY
16) Take-off max crosswind  crosswind take-off according to company
value of the part B/chapter LIMITATION
17) Windshear at take-off - do not use too much aileron to avoid
spoiler deflection
18) Visual pattern
4) Climb out 4.000ft AGL
19) Landing with lower flap setting
 autopilot and auto thrust remain off

Change PF, start from 10- 5) VOR Approach max Crosswind

20) According to problems of trainees: training of  radar vectors for a VOR approach
FMS/Auto flight or manual flying e.g. low 6) Go-around at MDA
visibility patterns with gusts and crosswind.  ATC advises G/A at minimum
 follow missed approach procedure
 radar vectors for ILS
 maintain 4.000 ft
7) ILS approach max Crosswind
 radar vectors to intercept GS from above

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 Instructor advises about possibilities to get  (pilot recognizing it first) call-out

back in slot - speed brake, early gear "windshear"
extension, high speeds etc.  apply full thrust
 possibility of Go-around (especially in this  if F/D is capable of windshear:
wind condition), if not established, consider
Go-around as safest course of action  follow F/D
8) Landing max Crosswind  PNF calls out Radio Altimeter readings if
getting close to ground, calls out "speed"
 crosswind landing according to company when stall warning appears
value of the part B/chapter LIMITATION
 leave gear down until out of danger
 de-crab shortly before touch-down, If using
wing-low method: be aware of ground  when out of danger: establish clean
clearance configuration after reaching acceleration
altitude
Change PF, start from 4
16) Visual Pattern
9) Take-off max Crosswind (left)
 maintain 1,500ftAGL
 take-off RWY
 right hand pattern
 max crosswind from left side, gusty winds
 use of Drift Angle on downwind
10) Climb-out 4.000ft AGL
17) Land RWY
 autopilot and auto thrust off
 land with lower than max Flap setting;
11) NDB Approach for RWY
 discuss differences advantage/
 radar vectors for NDB-approach disadvantage.
12) Recovery from Offset Position for Landing Change PF, start from 10).
at MDA
18) According to Problems: Training of
 approach leads to lateral offset position Autoflight or Manual Flying
 to recover, aim at a point for alignment on E.g. low visibility patterns with gusts and crosswind
the extended RWY centre line which or VOR/NDB approaches with autopilot
should be at least 1/2 mile before threshold
 Instructor decides about necessary training
- the smoothest way is to aim for a point items
in the middle of present position and
threshold
- start to turn on final before this point,
consider the wind situation

13) Landing RWY

 with max crosswind
14) Take-off RWY
 take-off with max crosswind
 reduced take-off power
15) Windshear at Take-off
 according to company value of the part
B/chapter LIMITATION

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Simulator Phase II In abnormal situations action should be carried

out according to manufacturer's instructions.
Phase 2 contains abnormal procedures and
Checklists will be done as read and do
low visibility operations.
checklist.
All training should be done in a simulator.
PF will concentrate on flying the aircraft while
However, it might be done in a real aircraft as
PNF is dealing with the problem. The PNF
well. Training flights in real aircraft are allowed
should always keep the PF informed about the
only without passengers and with normal crew
progress and let him confirm all important
complement (or instructor with crew member
switching and irreversible actions. PNF will
equipped with basic pilot licenses).
read out loud all the items off the checklist and
However, some exercises must not be trained confirm their completion.
in real aircraft at all as there are:
Airports
 engine failure before V2
The airports mentioned are just optional. Other
 rejected take-off airports may be used according to desired
 windshear at take-off/landing destinations or to shorten preparation time for
the trainees. However it might be advisable for
 landing with simulated jammed stabilizer some practices to use the syllabus airports (e-
 landing with two engines simulated g, terrain or type of approach).
inoperative for 4 engines
Instructor
 aborted Take-off at minimum authorized
RVR Same conditions as for Phase 1 apply.

Schedule According to the skills of the trainees there

should be enough time during the lessons to
Phase 2 consists of 6 training lessons of 4 concentrate on weak points. Additional time to
hours each. Thereafter a 4 hours check flight is repeat exercises will be during Lesson 5 and 6,
carried out, with each trainee performing PF as If in doubt the instructor should always be able
well as PNF duties. to arrange additional training lessons to ensure
good knowledge and good aircraft-handling
Training lessons have different basic topics
abilities of the trainees.
which are:
Use of Auto flight
Lesson 1: Engine and APU
Autopilot should be used as relief. However, as
Lesson 2: Hydraulics and Flight controls soon as there is be any doubt about aircraft
reaction when using the auto-pilot, it should be
Lesson 3: Landing Gear and Electric Power
disengaged. For this and for a better control of
Lesson 4: Pressurization and Fire the autopilot good basic flying skills are
necessary,
Lesson 5: Low Visibility Operation
Lesson 1 Engine and APU
Lesson 6: LOFT training
1) engine start malfunctions: hung start, wet
Check flight will be done according to start, hot start
regulation. 2) during taxi : APU fire
3) Take-off briefing RWY
Standard and non Standard Operational
4) take-off RWY, normal flaps, max weight,
Procedures
using APU for pressurization
Normal actions should be done according to 5) Engine failure before V1 - leads to rejected
the Standard Operational Procedures (SOPs). take-off not in real A/C.

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6) take-off RWY, normal flaps, max weight, Scenario

using APU for pressurization
Lyon Saint-Exupéry, LFLL;
7) (left-outer) engine failure (damage) shortly
after V2 RWY : 18L&R, 36L&R;
8) engine shut down Wind : initially light crosswind,
9) fuel dumping (if applicable) increasing to max allowable
crosswind limit for engine out
10) manual ILS single engine
11) Go-Around at MDA (due to visibility) Weather : minimum weather (Visibility might
be improved for demonstration
12) manual ILS single engine
reasons);
13) Landing
Temp : 19 °C;
Change PF, start from 6).
QNH : 1007 hPa.
14) take-off RWY, flaps less than normal; APU
off
Briefing items
15) (right-outer) engines failure (damage)
shortly after V1 - not in real A/C  engine start malfunctions
16) climb 5.000 ft, radar vectors  use of APU for pressurization
17) VORDME 17L approach single engine  engine/ APU fire
18) Go-Around at MDA (visibility)  take-off briefing, engine failure case
19) for A/C with more than 2 engines: engine  rejected take-off
fire at critical engine (3 engines: middle, 4  engine failure procedures
engines; right) during G/A - not in real A/C
 dual engine failure (if applicable)
20) Manual ILS landing
 engine shut down
21) take-off RWY, flaps higher than normal
(APU off)  fuel dumping (If applicable)
22) engine fire after V1 - not in real A/C  precision and non precision
23) LOC DME approach with landing  approaches single engine
24) take-off  single engine Go-around
25) procedure turn at 4.000 ft  evacuation procedure
26) ILS/DME
Details Lesson 1: Engine and APU
27) engine failure on final
28) pilot's decision: go-around or landing 1) Engine Start Malfunctions: Hung Start,
Wet Start, Hot Start
29) landing
 demonstrate different types, ways to detect
Change PF, start from 14) early
Depending on remaining time: only until  action according to manufacturer's
exercise 20 or 23; thereafter (for CM1): instructions
30) take-off RWY  taxi to RWY, leave APU on for
31) engine fire before V1 - not in real A/C pressurization
32) rejected T/O - not in real A/C 2) During Taxi: APU Fire
33) Evacuation
 fight tire according to manufacturer's
instruction
 taxi back, let mechanic check

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3) Take-off Briefing RWY (MALW) and possibility exists:

 special attention should be drawn to engine Actions according to manufacturer’s
out case: briefing for rejected take-off, instruction
stop-margin;
10) Manual ILS Single Engine
 engine out procedure: is there an engine out
 follow ILS approach
SID?, what is the safest course of action?
Acceleration altitude, limiting factor for  special go-around briefing due to engine out
takeoff performance. follow engine out SID)
4) Take-off RWY 35R, Normal Flaps, max 11) Go-Around at MDA (visibility)
Weight, using APU for Pressurization  at minimum Go-around due to weather
5) Engine Failure before V1 - Leads to  radar vectors after go-around, climb 3.000ft
Rejected Take-off (2.5.4) - not in real A/C
12) Manual ILS Single Engine
 actions according to manufacturer's 13) Landing
instruction
Change PF, start from 6).
 CM1 should take control of the aircraft for
stopping 14) (Reduced power) Take-off RWY, Flaps
 CM2 should advise ATC lower than usual; APU off
 always prepare for evacuation as well 15) (Right-outer) Engine Failure Shortly
after V1-not in real A/C
6) Take-off RWY, Normal Flaps, max
Weight, using APU for Pressurization  maintain centre line with rudder, keep
rudder input for lift off
7) (left-outer) Engine Failure (damage)
Shortly after V2  apply full power
 actions according to manufacturer’s  actions according to manufacturer's
instructions at least instructions switch on APU for bleed supply
 apply full power, use rudder as necessary 16) Climb 5.000ft on Engine SID
 at positive rate of climb: gear up  radar vectors for standard VOR DME
approach
 aim for pitch target
17) VOR DME Approach Single Engine
 use special caution to stay on intended
 follow standard approach
 track (or RWY centre line)
 as soon as RWY in sight: start correcting
 PNF : inform ATC
offset (8°) smoothly
 follow engine out SID if possible
18) Go-Around at MDA advised by Tower
 at acceleration altitude: start clean up,
power reduction to Max Cont power  follow engine out SID

8) Engine Shut Down 19) For A/C with more than 2 engines:
Engine Fire at Critical Engine (3
 actions according to manufacturer’s engines: middle, 4 engines; right)
instruction During G/A , not in real A/C
 might take place during engine failure  Actions according to manufacturer's
procedure already instructions
9) Fuel Dumping (if applicable)  Commitment to stay may be necessary.
 if weight over max, allowable landing weight

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20) Manual ILS RWY Landing  CM2 establishes communication with

ATC;
21) Take-off, Flaps higher than Normal
(APU off)  at some airports direct communication with
fire fighters may be possible;
22) Engine Fire after V1 - not in real A/C
 fire doesn't stop.
 actions according to manufacturer's,
instructions 33) Evacuation
 reduce power smoothly (may even be kept  decision rests with cockpit crew resp.
for a short while if it's safest course of commander;
action)  evacuation itself may lead to severe
23) LOC DME Landing injuries and is never without risk actions
according to manufacturer's instructions;
24) Takeoff RWY17
 announce evacuation for crew and
 configuration optional passengers;
25) Procedure turn at 4.000ft  shut down all engines and APU and leave
 turn 80° left, thereafter 260° right cockpit.
26) ILS DME
 establish on localizer
27) Engine Failure on Final (3.9.3.4)
 engine fails on glide slope
28) Pilot’s Decision: Go-around or landing
 approach may be continued
 actions according to manufacturer (for
immediate landing some less important
items may be kipped)
 go-around may be Initiated to have more
time to establish; radar vectors for ILS will
follow
29) landing RWY 35L
Change PF, start from 14)
Depending on remaining time: only until item
20 or 23; thereafter (for CM1):
30) Take-off RWY, Maximum Take-off Mass
31) Engine Fire before V1 - not in real A/C
 abort take-off
32) Rejected Take-off - not in real A/C
 actions according to manufacturer's
instructions;
 longer stopping distance since engine still
produces thrust;

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Lesson 2 Hydraulics and Flight Controls 28) landing

Part I Change PF, start from 17)
1) engine start without APU
Scenario
2) take-off RWY 25L
3) speed up to 300 kts Moscow Sheremetyevo; UUEE/SVO
4) TCAS warning, climb FL 1200m Part I :
5) trim System fails, trim jammed at 300 kts RWY : 25 L&R
(or Vmax-10kts) Wind : 230/12
6) ILS approach 25L Weather : scattered thunderstorms, visibility
good, clouds above 2.000ft AGL.
7) landing - not in real A/C
Temp : 3 °C
8) take-off RWY 25L, lower than normal flap
setting QNH : 1007 hPa;
9) Flaps stay in take-off position, slats ok. QFE : 984 hPa.
10) NDB+NDB approach 25L Part II :
11) landing RWY : 07R
12) take-off RWY 25L Wind : 050/10
13) trafic pattern, maintain 500 m Weather : fair
14) flaps and slats do not extend (3.4.13) Temp : 3 °C
15) ILS approach 25L QNH : 1020 hPa;
16) landing QFE : 997 hPa
Change PF, repeat exercises 2 to 7, then: Briefing Items
8a. take-off RWY 25 R  engine start without APU
9a. slats do not extend
 use of weather radar
10a. ILS approach 25R
 flight control System
11a. landing
repeat exercises 12 to 16  trim System failure
 flap/ slat malfunctions
Part II
 no flaps / no slats landing
change PF  maximum tire speed
17) take-off RWY 07R
 turns without spoilers
18) all spoilers jammed
 hydraulic System
19) radar vectors, including turns
 hydraulic failures/ problems
20) NDB+NDB approach 07R
21) landing  emergency gear extension
22) take-off RWY 07R  manual reversion
23) hydraulic failure  height/ altitude conversion m/QFE-ft/QNH
24) radar vectors NDB+NDB approach 07R
25) go-around at minimum
26) total hydraulic failure, manual reversion
27) ILS approach 07R

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Details of Lesson 2 : Hydraulics and Flight  climb 500m, radar vectors

Controls
10) NDB NDB Approach 25L
Remarks:
 higher approach speed leads to higher rate
Special attention should be drawn to height/ of descent on short final
altitude conversion from meters QFE to feel  observe different pitch attitude for approach
QNH. A crosscheck of the PNF should always
take place to make sure that the cleared height 11) Landing
in meters is correctly transformed into altitude  different aircraft behavior for landing
in feet and selected accordingly. Conversion
tables are printed on approach charts. 12) Take-off RWY 25L
1) Engine Start without APU 13) Traffic pattern, Maintain 500 m
 APU u/s, use ground electric and ground air 14) Flaps and Slats do not extend
for engine start  Actions according to manufacturers'
 actions according to manufacturer's instructions
instructions 15) ILS Approach 25L
2) Take-off RWY 25L  higher approach speed leads to higher rate
3) Speed up to 300 kts of descent on final
 climb at, 900m, speed up during climb  observe different pitch attitude for approach
4) TCAS Warning, Climb FL 1200m 16) Landing
 TCAS climb, followed by "increase vertical  different aircraft behavior for landing, no
speed/rate of climb" warning occurs large break or flare for landing necessary
 actions according to manufacturer's  high speed and overreaction may lead to
instructions long landing
 follow SOP's for TCAS warning Change PF, repeat exercises 2 to 7, then:
 "climb Level 1.200m" by ATC after reporting 8a) Taka-off RWY 25R
TCAS warning
9a) Slats do not extend
 watch for change of level / altitude
 actions according to manufacturer's
5) Trim System Fails, Trim jammed at 300 Instructions
kts (or Vmax - 10kts)
10a) ILS Approach 25R
 actions according to manufacturer's
 higher approach speed leads to higher rate
 instructions no manual trim possible of descent on short final
6) ILS approach 25L  observe different pitch attitude for approach
 radar vectors for approach 11a) Landing
 descent alt 500m again Repeat exercises 12 to 16)
7) Landing not in real A/C Change PF
8) Take-off RWY 25L, Lower than Normal 17) Take-off RWY07R
Flap Setting
 climb 900m
9) Flaps Stay in Take-off Position, Slats ok.
18) All Spoilers Jammed
 actions according to manufacturer's
instructions  actions according to manufacturer’s instructions

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19) Radar Vectors, Including Turns Lesson 3 Landing Gear and Electrical
 observe higher turn radius, especially at Supply :
higher speeds CM1 should be PF first
20) NDB + NDB Approach 07R 1) Hot start
21) Landing 2) take-off RWY 15, climb 5.000 ft
3) Equipment cooling failure
22) Take-off RWY 07R
4) TR-Unit failure
 climb 500m
5) VOR/DME-Bravo approach RWY 18R
23) Hydraulic Failure 6) Landing
 one hydraulic System fails (e.g. by fluid loss, 7) take-off RWY 18L, climb 5.000ft
pump loss etc.) 8) Failure of primary flight instrument of PF
 actions according to manufacturer's during rotation
instructions 9) VOR/DME-Alpha approach RWY 18R
 observe restrictions 10) Landing
24) Radar Vectors NDB NDB Approach RWY 11) take-off RWY 18L, climb 5.000 ft
07R 12) total electric power failure
 as soon as crew has handled the abnormal 13) ILS approach RWY 18R
situation Change PF, start from 2)
25) Go-around at Minimum  Other electrical failures may be trained for
 rejected landing by ATC second pilot, according to manufacturer's
Instruction
26) Total Hydraulic Failure, Manual
Reversion 14) take-off RWY 36R
15) electrical fire, smoke removal
 all other hydraulic Systems fail as well
16) ILS approach RWY 36R
 actions according to manufacturer's
instruction 17) landing
18) take-off RWY 36R
 declare emergency
19) incapacitation of PNF after lift off
 check higher landing distance required
20) VOR/DME approach RWY 33
 commitment to land may be necessary 21) landing
 after extending gear 22) take-off RWY 33
27) ILS approach 07R 23) wheel well tire
 radar vectors 24) ILS approach RWY 33
28) Landing 25) wind shear on final m real A/C
Change PF, start from 17) 26) go-around
27) ILS approach RWY 33
Other hydraulic System should fail first in
exercise 23. 28) landing
Change PF
29) take-off RWY 33
30) tire failure during take-off roll
31) Brake system failure

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32) VORDME approach RWY 36R  tire failure, go/no-go decision for take-off
33) Wind shear on short final - not in real A/C  hot weather operation
34) go-around  minimum sector altitudes, flying below
35) ILS approach RWY 36R
 high pressure altitude: influence on ground
36) landing speed, aircraft handing, performance etc.
37) take-off RWY 36R
38) incapacitation of PNF shortly before Details of Lesson 3 Landing Gear and
reachingV1 Electrical Supply
39) ILS approach RWY 36R CM1 should be PF first
40) Landing. 1) Hot Start

Scenario  actions according to manufacturer's

instruction
Madrid Barajas LEMD/MAD
2) Take-off RWY 15, climb 5.000 ft
Part 1 :
RWY : 15,18L&R 3) Equipment Cooling Failure
Wind : 110/15  actions according to manufacturer’s
instruction
Wealher : cloud base at 1.000ft AGL, CAVOK
for Visual approach 4) TR-Unit failure
Temp : 40 °C  actions according lo manufacturer's
QNH : 1035hPa instruction
5) VORDME-Bravo approach 18R
Part 2 :
RWY : 33/36R 6) Landing
Wind : 310/25 gusts 35, var. between 270 7) Take-off RWY 18L,climb 5.000 ft
and 360
8) Failure of Primary Flight Instrument on
Weather : hot, strong and gusty north-westerly PF side during Rotation
winds, thunderstorms
 actions according to manufacturer's
Temp : 40 °C instruction
QNH : 1035hPa
 PF should hand over controls to PNF with
the words; "Your controls" immediately after
Briefing items
recognizing
 electrical System
9) VORDME-Alpha approach RWY 18R
 emergency electric
 after restoring failure, CM1 acts as PF again
 electrical fire / other fire
10) Landing
 smoke removal
11) Take-off RWY 18L, climb 5.000ft
 incapacitation
12) Total Electric Power Failure
 hand over of controls
 actions according to manufacturer’s
 use of weather radar
instructions
 windshear
 make sure that you remain in contact with
 landing gear ATC
 wheel well fire  land as soon as possible due to limited

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capacity of batteries however do not rush in order to conduct a

 establish emergency configuration sale flight

13) ILS Approach RWY 18R 21) VORDME Approach RWY 33

 ILS receiver 1 should be working 22) Landing

Change PF, start From 2) 23) Take-off RWY 33

Other electrical failures may be trained for 24) Wheel Well Pire
second pilot, according to manufacturer’s  actions according to manufacturer’s
instruction instructions
Visual approach may be done in exercise 13 if 25) ILS approach RWY 33
total electrical failure should be trained again
26) Wind shear on Final - not in real A/C
14) Take-off RWY 36R
 actions according to manufacturer’s
 climb 5.000 ft instructions
15) Electrical Fire 27) Go-around
 use oxygen masks immediately to avoid  do not continue approach
inhaling poisonous smoke
 it might be advisable not to change
 actions according to manufacturer's configuration
instructions
 actions according to manufacturer's
 it is hard to distinguish between electrical instructions / SOPs
fire and other fires, might be possible by the
smell  PNF calls out rate of descent and/ or radio
altitude
 try to find source of fire, to stop it, switch of
parts of electrical System 28) ILS Approach RWY 33
 try to land as soon as possible declare  radar vectors for ILS 33 after reestablishing
emergency 29) Landing
16) Smoke Removal
Change PF
 actions according to manufacturer’s
30) Take-off RWY 33
instruction
 try to establish best circulation using max 31) Tire Failure during Take-off Roll
airflow  actions according to manufacturer's
 it is important to remove the smoke from the instructions
cockpit  do not abort take-off
17) ILS approach RWY 36R  climb 5.000 ft
18) Landing 32) Brake System Failure
19) Take-off RWY 36R  actions according to manufacturer’s
instructions
20) Incapacitation of PNF after Lift-off
33) VOR/DME Approach RWY 36R
 actions according to manufacturer's
instructions 34) Windshear on Short Final, not In real
A/C
 PNF does not recover
 actions according to manufacturer's
 try to land again as soon as possible,
instruction

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35) Go-around
 actions according to manufacturer’s
instructions
36) ILS Approach RWY 36R
37) Landing
38) Take-off RWY 36R
39) Incapacitation of PNF shortly before
Reaching V1
 no call-outs from PNF
 actions according to manufacturer's
 Instructions
 most probably there will not be time to stop
the aircraft before reaching V1
 once airborne, use autopilot to reduce
workload
 If possible get help from cabin crew to read
checklists, care for PNF etc.
 plan for quick landing if PNF does not
recover
40) ILS approach RWY 36R
41) Landing

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Lesson 4 Pressurization, Air Conditioning, 32) When initiating climb: TCAS RA:"Descent".
Ice, Rain and Fire Protection 33) after descending to 5.000ft TCAS stops,
Part 1: maintain 5.000ft
1) engine start: wet start (3.4.0) 34) engine anti-ice failure
2) during taxi out: engine fire on ground 35) cargo smoke/fire
3) take-off RWY 32 36) LOC approach RWY 14L
4) windshear after take-off - not in real A/C 37) "swing over" 14R
5) climb Flight level 350 38) landing
6) when descending to flight level 330: engine Part 2 :
flame-out
Change PF
7) restart engine
39) takeoff RWY 14L
8) cabin pressure decreases slowly
40) climb FL 080
9) emergency descent
41) TCAS alert "Traffic"
10) LOC 32R SIDESTEP 32L approach
42) ATC call : "climb FL 090 Immediately"
11) Landing
43) TCAS RA: "monitor vertical speed"
12) Take-off RWY 14L
44) maintain FL080
13) radar vectors for departure: after take-off
turn right HDG 125, climb 3.000ft, speed 45) flight deck smoke appears
minimum clean 46) smoke control & removal
14) GPWS warning; fly escape maneuver - not 47) VOR/DME 14 or ILS 32R approach
in real A/C 48) landing
15) clear of obstacles: climb FL100 49) takeoff 14L
16) air condition overheat 50) engine fire
17) CDA-RNAV approach 14L 51) VOR/DME 14 approach
18) "swing over" RWY 14R 52) landing
19) landing
Change PF
Change PF
53) take-off RWY 14L
20) take-off RWY 14L 54) engine fire
21) Wind shear after take-off - not In real A/C 55) VOR/DME 14 approach
22) Climb FL 350 56) landing
23) fuel pump failure 57) takeoff RWY 14, max weight
24) sudden cabin pressure loss 58) turn left HDG 185 immediately, maintain
25) emergency descent 4500ft, min clean speed
26) LOC 32R SIDESTEP 32L 59) GPWS warning: fly escape maneuver
27) landing 60) climb FL120 - cabin fire starts
28) take-off RWY 14L 61) smoke control and removal
29) climb 6.000fl 62) land as soon as possible (overweight If
30) TCAS alert "Traffic” applicable)
31) ATC call: "climb 7.000ft immediately due to 63) landing ILS RWY 14
Traffic 64) evacuation

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Remarks  low pressure Systems, dangers, transition

levels/ altitudes
 Longer briefing time may be needed, good
preparation is essential for this lesson  Pressurization
- rapid decompression: scenario (noise,
 Simulator position reset to FL 350 may be
fog, communication, personal problems)
done to save lime (see 5 and 22)
- time of useful consciousness (TUC)
 Low visibility circling may also be trained for - emergency descent
approaches to RWYs 32
- communication with oxygen masks on
Scenario - safe sector altitude
LFML - passenger oxygen supply
Part 1 :  air conditioning
RWY : 14L & R – 32L & R  ice and rain protection
Wind : 140/20  fire protection
Weather : minimum weather, blowing snow, - engine fire
RWYs covered with snow, braking - cabin fire/smoke
action medium - cargo fire/smoke
Temp : - 5 °C - flight deck fire/smoke
QNH : 987 hPa - smoke removal
- evacuation
Part 2 :
 swing over
RWY : 28,14(16)
 windshear procedure
Wind : 300/15
 GPWS warnings/ procedure
Weather : minimum weather, RWYs clear,
braking action good  flight in mountainous terrain

Temp : - 10 °C  flight/ radar vectors below minimum

altitudes
QNH : 987 hPA
 ATC and TCAS commands: priority
Remarks
 engine failure/ restart
For demonstration of GPWS visibility may be
improved lo get an impression at what time /  restart decision
position system warning will be triggered - restart should be done after flame-out
(showing that actions have to follow - might be dangerous after engine failure
immediately) during high power setting
Briefing items  flight with one engine inop
 problems on ground :
- engine failure on ground
- fire/smoke warnings on ground
- cargo smoke/fire with cargo doors open
 winter operation

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Details of Lesson 4 Pressurization, Air instructions

Conditioning, Ice, Rain and Fire Protection
 be aware of minimum safe altitude
Part 1  declare emergency, advice ATC
1) Engine Start: Wet Start  leave airway for descent
 actions according to manufacturer’s  reestablish communication with out masks
instructions alter safe altitude is reached
2) During Taxi out: Engine Fire on Ground 10) LOC 32R SIDESTEP 32L approach
 actions according to manufacturer’s  radar vectors for approach
instruction
11) Landing
3) Take-off RWY 32
12) Take-off RWY 14L
4) Windshear after Take-off - not in real A/C
13) Radar Vectors for departure
 actions according to manufacturer's
instructions  SEE Jeppesen Chart for HDG and Altitude

5) Climb Fights Level 350 14) GPWS Warning:

Remark: Fly Escape, Maneuver - not In real A/C

Reset simulator to FL 350 may be advisable  actions according to manufacturer’s
after reaching FL 110 to save time. instructions
6) When Descending to FL 330 :  actions have to be performed immediately
Engine Flame-out : 15) Clear of Obstacles: Climb FL100
 descent to FL 330, power idle 16) Air Condition Overheat
 during descent engine fails  actions according to manufacturer's
instruction
 actions according to manufacturer's
instructions 17) CDA-RNAV Approach 14 (If applicable)
7) Restart Engine  radar vectors to SAFFA at FL 100
 actions according to manufacturer's 18) "swing over" RWY 16
instructions
 swing over at D4.0 IKL (D5,5 KLO)
 restart successful after everything is reset.
19) Landing change PF
8) Cabin Pressure Decreases slowly
20) Takeoff RWY 14L
 actions according to manufacturer's 21) Windshear after take-off, not in real A/C
instructions
 actions according to manufacturer’s
 use of oxygen masks is already advisable instructions
 establish communication with masks on 22) Climb FL 350
 pressure decrease can not be stopped Remark:
leads to Out of FL110 simulator reset to FL 350 should
9) Emergency Descent be done to save time

 actions according to manufacturer's

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23) Fuel Pump Failure  strict adherence to TCAS commands is

necessary to ensure functionality of the
 actions according to manufacturer's
System
instructions.
 follow TCAS guide, descend immediately
24) Sudden Loss of Cabin Pressure
 advice ATC about descent due to TCAS
 actions according to manufacturer's-
instructions 33) After Descending to 5.000 ft TCAS
stops, Maintain 5.000ft
 use masks immediately (TUC)
 level off al 5,000ft
 side affects can not be shown in simulator
as there are: loud noise, fog, Personal ATC apologizes, advises to maintain 5.000ft
distress factors (cold air, air escapes out of
34) Engine Anti-Ice Failure
lunges etc.), crew communication is nearly
impossible etc.  actions according to manufacturer’s
25) Emergency Descent instructions
35) Cargo Smoke/ Fire
 actions according to manufacturer’s
instructions  actions according to manufacturer's
instructions
 declare emergency, advise ATC
 check temperature in cargo department (If
 be aware of minimum safe altitude
possible)
 leave airway for descent
 check kind of freight loaded: may influence
 reestablish communication without masks the fire; may be the cause for the warning
after safe altitude is reached and no more as well (e.g. bigger amount of animals)
oxygen is required
36) LOC Approach RWY 14L
26) CDA RNAV Approach 32R
 radar vectors
(If applicable - otherwise LOC 32R
Sidestep 32R) 37) "swing over" RWY 14R

 radar vectors for approach  swing over at outer marker

27) Landing 38) Landing

28) Takeoff RWY 4L Part 2

29) Climb 6.000fl Change PF
30) TCAS alert: "Traffic" 39) Take-off RWY 14L
 actions according to manufacturer's 40) Climb FL 080
instructions
41) TCAS alert: "Traffic"
 TCAS shows traffic at same altitude
 actions according to manufacturer's
31) ATC Call: "climb 7.000ft Immediately instructions
due to traffic"
 display shows one traffic at same level,
32) When Initiating Climb: TCAS RA:
"Des cent"  one traffic 1.000ft below
42) ATC Call: "climb FL 090 Immediately"
 actions according to manufacturer's
instruction

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43) TCAS RA: "monitor vertical speed"  reduce power smoothly (may even be kept
for a short while if it is safest course of
 actions according to manufacturer's
action) be aware of obstacle/ terrain
instruction
situation
 vertical speed 0; maintain level, do not climb
 climb 5.000ft
 traffic at same level executes TCAS climb 51) VOR/DME RWY 14 approach
44) Maintain FL080
 radar vectors for approach
 inform ATC that you maintain level due to 52) Landing change PF
TCAS resolution advisory
53) Take-off RWY 14L
45) Flight Deck Smoke Appears
54) Engine Fire
 use oxygen masks immediately 100%
oxygen required Actions according to manufacturer's instruction
 actions according to manufacturer's  climb 5.000ft
instructions 55) VOR/DME RWY 14 Approach
 declare emergency  radar vectors for approach
 try to locate source of smoke 56) Landing
46) Smoke Control & Removal 57) Take-off RWY 14, max Weight
 actions according to manufacturer's 58) SEE Jeppesen Chart for HDG and
instruction Altitude
 establish maximum airflow  might be done in good visibility, to see at
 immediate landing should be done unless what time the GPWS is triggered
smoke source 100% identified, fire and 59) GPWS warning: fly escape maneuver
smoke stopped and it can be assured that
fire will not start again  actions accord in g to manufacturer's
instruction
 set up aircraft for automatic landing If
possibility exists that smoke gets to dense  actions have to be done immediately
for landing (or visibility is affected otherwise 60) Climb FL 120
e.g, by oxygen mask-goggles)
61) Cabin Fire Starts
 smoke removal may be done by opening
cockpit Windows  flight attendant reports fire in lavatory
47) VOR/DME 14 or ILS 32R Approach  prepare for landing in MARSEILLE
 depending on smoke situation crew may  actions according to manufacturer's
decide for VOR/DME 28 or ILS CAT III instructions
RWY16 62) Smoke Control and Removal
48) Landing
 actions according to manufacturer's
49) Take-off RWY 14L instruction
50) Engine Fire (shortly after V2)  keep cockpit door closed
 actions according to manufacturer’s  establish maximum airflow
instructions
 smoke removal in cabin works generally

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better if cockpit Windows remain closed

(check manufacturer's info)
 fire can not be stopped
63) Land as soon as Possible (overweight
If applicable)
 actions according to manufacturer's
instructions
 use oxygen masks
 declare emergency
 set up aircraft for automatic landing if
possibility exists that smoke gets to dense
for landing (or visibility is affected otherwise
e.g. by oxygen mask-goggles)
64) Landing ILS RWY 14
 radar vectors
65) Evacuation
 actions according to manufacture’s
instructions
 if fire still exists it is advisable to stop on the
runway so that there is enough space for
the fire brigade
 at some airports special frequency for fire
brigade may be available

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Lesson 5 Low Visibility Operation : 22) Climb 3.000ft

23) landing
Remarks
Change PF; if two captains : repeat From 2) to
Lesson varies depending on crew to be trained. 23). reasons for go-around may be varied;
a) Crew consists of 2 captains; repeat instead of pitot tubes, static ports are blocked
exercises 2 to 23 and 35 to 53 with second In 21) (see 33 below).
captain as pilot flying
Otherwise:
b) Crew consists of one captain and one co-
24) take-off RWY 27R
pilot or of two co-pilots: do not repeat
exercises, use normal lesson syIIabus. 25) radar vectors ILS 27R, circling 09L
26) landing
For low visibility approaches a simulator
position reset to short final may be done after 27) Takeoff 09L
each go-around to save time. 28) radar vectors ILS 09L, 4.000 ft
Part 1 : 29) engine failure on final
30) pilot's decision: go-around or landing
CM1 acting as pilot flying:
31) landing 09L
1) Engine start : hung start.
32) take-off 09L
2) taxi out - low visibility
33) static ports are blocked in climb out
3) take-off RWY 27R, max weight, minimum
34) landing
authorized RVR
4) engine failure before V1 - not in real A/C Part 2 :
5) aborted take-off CM1 acting as pilot flying
6) Take-off RWY 27R, minimum authorized 35) takeoff 09R
RVR
36) climb 2.500 ft, radar vectors
7) climb 3.000 ft
37) CAT III approach 09R
8) CAT II approach ILS/DME 27R
38) go-around due to Radio Altimeter failure
9) manual go-around due to insufficient RVR (automatic)
(6.3)
39) CAT III approach 09R
10) climb 3.000ft, radar vectors
40) go-around due to glide slope deviation
11) CAT II approach ILS/DME 27R below 100ftRA
12) landing (manual or automatic) 41) autopilot failure in G/A leads to manual go-
13) take-off 27R, minimum RVR around (6,3)
14) CAT Illa approach 27R 42) CAT III approach 09R
15) aircraft not aligned with centerline 43) auto brake/ anti-skid failure after reaching
16) automatic go-around DH
17) climb 3.000 ft, radar vectors 44) landing
17a). if aircraft certified for automatic approach 45) takeoff 09R
and landing with inoperative engine : 46) climb 2.500ft, radar vectors
engine failure 47) CAT III approach 09R
18) CAT III approach 27R 48) ground equipment failure: LOC
19) landing 49) manual go-around
20) takeoff 27R (weather has improved) 50) CAT III approach 09R
21) pitot tubes blocked in climb out 51) Incapacitation of PF.

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52) decision of PNF for go-around or landing Weather : minimum visibility according to
53) landing exercises and manufacturer's info
54) change PF; if two captains; repeat from 35 Temp : 3 °C
to 53, reasons for go-around may be varied QNH : 1012 hPa
55) Otherwise:
Briefing items
56) Takeoff RWY 09R.
 low visibility operation (LVO)
57) incapacitation of PF shortly before V1
 selection of Take-off alternate
58) radar vectors for ILS without GS 09R
 rejected take-off at minimum visibility
59) go-around due to weather
 fail operational / fail safe
60) ILSDME 09R
 alert height (AH)/ decision height (DH)
61) landing
62) takeoff 09R  visual impression for landing at different
DHs
63) climb 2500 ft
 crew coordination during LVO
64) ILS without GS 09R
 LVO briefing (including special situation,
65) gear does not extend
call-outs, taxi route(s) after landing)
66) go-around
 minima for different approach categories
67) emergency gear extension, additional (MDH,RVR)
measures
 maximum wind components
68) ILS approach 09R
 minimum equipment for different
69) landing approaches (ground and aircraft): fail safe
70) other emergency procedures according to
 autoland
manufacturer or desired additional training
 go-around decision after equipment failure
Remarks  manual/ automatic go-around
CAT III approach means the lowest authorized  incapacitation during LVO
minima for the aircraft. All equipments required  engine failure during LVO
(or type certification of instrument approaches  engine failure on final
down to a DH of less than 60m (200ft) shall be  flight with unreliable altitude and airspeed
used. indications
Exercises 60-68 are available for the training of  alternative sources for altitude and airspeed
other emergency procedures as requested by information
the manufacturer. Additionally there should be  manual gear extension
more time left for these procedures or other  emergency procedures according to
training topics (e.g. additional training) during manufacturer or desired additional training
this lesson. (As well for training with two
Details Lesson 5 Low Visibility Procedures
captains)
Part1,CM1 acting as pilot flying :
Scenario 1) Engine Start: Hung Start
London Heathrow, EGLL, LHR - actions accord in g to manufacturer's
instructions
RWY : 09L&R,27R
Wind : light and variable, at certain exercises 2) Taxi out - Low Visibility
up to max wind components (as - good study of taxi charts necessary, taxi
advised for each exercise, according to with special care, always be aware of the
manufacturer’s info) aircraft position

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3) Take-off RWY 27R, max Wight, Minimum 15) Aircraft besides Centerline
authorized RVR  When reaching DH aircraft is. not aligned
 Take-off by CM1 with centre line
4) Engine Failure before V1 - not In real A/C 16) Automatic Go-around
 outer engine fails  go-around with autopilot engaged
 actions according to manufacturer's 17) Climb 3.000 ft, Radar Vectors
 instructions 17a) lf Aircraft Certified for Automatic
 stay on RWY centerline Approach and Landing with Inoperative
Engine : Engine Failure.
5) Aborted Take-off
 engine failure occurs on final, depending on
 actions according to manufacturer's crew decision a go-around may be done to
Instructions establish again and start a new approach
 CM2 informs tower  actions according to manufactures
instructions
 after completing ail items: reset to takeoff
position, quick engine restart 18) CAT III Approach 27R
6) Takeoff RWY 27R, Minimum authorized 19) Landing
RVR
20) Takeoff 27R (weather has
 CM1 as PF Improved)
7) Climb 3.000 ft  fair weather conditions with visibility and
clouds better than raw data minimum
8) CATII Approach lLS/DME 27R
 radar vectors for approach 21) Pitot Tubes Blocked in Climb-out

 LVO briefing  all pitot tubes clog during climb out

 no reliable speed indication
9) Manual Go-around Due to insufficient
RVR  actions according lo manufacturer's
instructions
 RVR decreases below minimum
 declare emergency to ensure spacing by
 disengage autopilot for go-around ATC
 actions according to manufacturer's  use pitch and power values
instructions
 use of speed values from different Systems
10) Climb 3.000 ft, Radar Vectors (GPS, NAV-Systems like IRS etc. check
wind at altitude for that; speed by ATC-
 autopilot may be reengaged any time
Radar)
11) CAT II Approach ILS/DME 27R
22) Climb 3.000ft
 minimum CAT II weather  or higher if necessary to establish stable
12) Landing (manual or automatic) flight conditions
 according to manufacturer's instructions, 23) Landing
landing should be performed manually if  ILS should be requested
possible
Change PF; if two captains: repeat from 2 to
13) Takeoff 27R, minimum RVR 23, reasons for go-around may be varied.
14) CAT Illa Approach 27R Otherwise:

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24) Takeoff RWY 27R 37) CAT III approach 09R

 climb 3.000 ft 38) Go-around due to Radio Altimeter
25) Radar Vectors ILS 27R, Circling 09L Failure (automatic)
 surface wind has changed to easterly  radio altimeter 1 fails
direction  climb3.000 ft
 perform circling approach 09L at minimum 39) CAT IIl approach RWY 09R
visibility
 radar vectors for new approach
26) Landing  maximum headwind component
27) Takeoff 09L 40) Go-around due to Glideslope Deviation
28) Radar Vectors ILS 09L, 4.000ft below 100ft RA
 climb 4.000 ft  glideslope deviation occurs, that would. be
acceptable above minimum, leading to
29) Engine Failure on Final (3.9.3.4) unusual pitch attitudes
 engine fails when following glide slope  if aircraft is approved for approaches without
 actions according to manufacturer's DH: auto-land warning occurs
instructions
41) Autopilot Failure In G/A leads to Manual
30) Pilot's decision: Go-around or Landing Go-around
 immediate landing possible, performing only  when applying go-around power, autopilot
the most important actions (however a go- fails
around is also possible)
42) CAT III Approach RWY 09R
 actions according to manufacturer's
 maximum cross wind component
instruction
43) Auto Brake/ Anti-skid Failure after
31) Landing RWY 09L
Reaching DH/AH
32) Takeoff RWY 09L
44) Landing
33) Static Ports are Blocked In Climb-out
45) Takeoff RWY 09R
 all static ports are blocked (one after the
other) 46) Climb 2.500ft, Radar Vectors
 alternative altitude information by 47) CAT III Approach RWY 09R
unpressurized cabin, GPS, weather radar or  radar vectors
radar altimeter (military ground radar may
be available as well), speed by pitch and 48) Ground Equipment Failure: LOC
power  after reaching AH/ before reaching DH: LOC
 declare emergency transmitter fails

34) Landing 49) Manual Go-around

 Where and whichever way desired  go-around manually (autopilot failure)
Change PF 50) CAT III Approach RWY 09H
 radar vectors
Part 2, CM1 acting as pilot flying
51) Incapacitation of PF
35) Takeoff RWY 09R
 after aircraft established on ILS:
 CM1as PF incapacitation of PF
36) Climb 2.500ft, Radar Vectors

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52) Decision of PNF for Go-around or 65) Emergency Gear Extension, Additional
Landing Measures
 decision rests with PNF, whether to go-  try alternate gear extension
around or continue approach  actions according to manufacturer's
 emergency may be declared, ambulance instructions
noticed  additional measures may help (e.g. flight
 fastest possible help by continuing approach manoeuvres)
53) Landing  finally gear extends
Change PF; if two captains: repeat from 24 to 66) ILS approach 09R
53, reasons for go-around may be varied. 67) Landing
Otherwise: 68) Other Emergency Procedures
54) Takeoff RWY 09R According to Manufacturer or desired
Additional Training
55) Incapacitation of PF shortly before V1
(3.6.7)  actions according to manufacturer's
instructions
 PNF should notice incapacitation after
there's no reaction to "VR" command
 PNF takes control, executes takeoff
 Climb 2.500 ft
56) Radar Vectors for ILS without G/S
RWY09R
 PF recovers again, takes over control
57) Go-around due to Weather
 go-around at minimum decision altitude
(RWY not in sight)
 actions according to manufacturer's
instructions
 climb 3.000 ft
58) ILSDME RWY09R
 radar vectors
59) Landing
60) Takeoff RWY 09R
61) Climb 2.500 ft
62) ILS without G/S RWY 09R
 radar vectors
63) Gear does not Extend
 gear does not extend on final
64) Go-around
 actions according to manufacturer's
instructions

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Lesson 6 : LOFT Line Orientated Flight Wind : 220/12

Training
Weather : CAVOK
This lesson is established to train crew
Temp : 15 °C
resource management. It consists of 2
QNH : 1020 hPa
exercises which require good team work and
communication. The flights should be done Destination:
as realistic as possible. A standard briefing
Copenhagen Kastrup, EKCH, CPH
package should be given to the trainees at
least one day before to allow a good RWY : 22R
preparation.
Wind : 310/10
After finishing the two exercises there
should be some more time to repeat Weather : ceiling at 2.000ft
different exercises as preparation for the Temp : 14 °C
check flight.
QNH : 1017 hPa
LOFT Mission 1
Remarks:
1) engine start
Malmo (due to weather) and Copenhagen
2) taxi RWY 21 Roskilde (airport closed) not available as
3) takeoff GOT RWY 21 alternates, other airports around have good
4) follow SIDTOPLA 1C weather conditions.
5) route according flight plan LOFT Mission 2
6) ILS 22R 11) engine start
7) right main landing gear does not extend 12) taxi
8) go-around 13) takeoff RWY 25
9) further actions according to pilot's 14) climb out on SID LAT 5B to FL 330
decision based on CRM 15) before AKAMO position: A/C enters
10) landing as time permits; volcanic ash cloud
Additional exercises according to instructor/" 16) escape manoeuvre
trainees to prepare for final check 17) all engines fail
18) pilot static system unreliable (after
Scenario volcanic ash entered) (3.4.2)
LOFT mission 1: 19) engine restart successful
Gothenburg (GOT) - Copenhagen (CPH) 20) further actions according to pilot's
decision based on CRM
Routing : ESGG, RWY 21, Topla1C, Topla,
21) landing at selected airport
(U)L996, SVD, SVD1C, RWY 22R,
EKCH
Alternate: ESGG or EKBI
FL and speed according to aircraft
performance
Departure:
Gothenburg Landvetter ESGG. GOT
RWY : 21

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LOFT Mission 2  additional exercises

Rome (FCO) – Athens (ATH)
Details of Lesson 6 LOFT Line Orientated
Routing : Flight Training
LIRF, RWY 25, LAT 5B, LAT, UZ803, TEA, LOFT Mission 1
UL995, BRD. UL612, ARA, UG8, RILIN,
RILIN 1A, RWY21L, LGAT 1) Engine Start

FL and speed according to aircraft  Instructor acts as crew, handling agent,

performance tower etc. to establish "normal"
environment
Departure:  radio frequency changes should take
Rome Fiumincino, LIRF, FCO place for taxi etc.
RWY : 25  receive clearance
Wind : 270/14 2) Taxi RWY 21
Weather : ceiling at 2500ft  after taxi clearance
Temp : 22 °C 3) Takeoff GOT RWY 21
QNH : 1013hPa  normal take-off
Destination: 4) Follow SIDTOPLA1C
Athens (new), LGAV, ATH  normal climb out
RWY : 21L. 5) 5) Route According Flight Plan
Wind : 250/9  follow filed route
Weather : CAVOK 6) ILS22R
Temp : 27 °C  radar vectors for ILS 22R
Temp : 1015 hPa
7) Right Main Landing Gear does not
Briefing items Extend
 CRM  after lowering gear lever right main gear
still stays up
 possible change of pilot flying in
emergency situations (CM2 as pilot flying  actions according to manufacturer's
so that CM1 can coordinate with ATC, instructions
cabin crew, company, etc.) 8) Go-around
 gear problems  actions according to manufacturer's
 pitot static system instruction
 Unreliable speed/ altitude indications  go-around to evaluate situation
(which indications are right/ Independent; 9) Further Actions According to Pilot's
pitch and power) Decision based on CRM
 Volcanic ash (recognition, dangers,  right main landing gear stays up decision
actions) making should include:
 all engine flameout - what is our problem (making sure that
 diversions (how to organize) it exists by checking all possible
indications, how much time is left to
 Emergency airports (list of emergency come to a decision, evaluate low pass
airports, diversion to an emergency airport) for visual check)

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- which possibilities do we have 16) Escape Manoeuvre

(alternate airport, runway foaming,  actions according to manufacturer's
etc.) Instructions
- which are the risks of the operation,
how can we reduce them (cabin 17) All Engines Fail
briefing, cockpit preparation,  engine flameout occurs on all engines
passenger info, fire brigade, RWY  actions according to manufacturer's
selection, fuel on board for landing, instructions
etc.)
18) Engine Restart
 for landing: actions according to
manufacturer's instructions  actions according to manufacturer's
Instructions
 engines be shut down before wing or
nacelle is touching the ground  engine restart successful (for at least half
of engines)
 anti-skid may not work correctly
(depending on landing gear logic: should  declare emergency
be switched off in this case before 19) Pilot Static System Unreliable (after
landing) volcanic ash entered)
10) Landing  due to volcanic ash entering the pitot
 CPH should be the most convenient static system speed and altitude
airport; other decisions are possible as indication are unreliable; good knowledge
well of airplane systems necessary to
determine which indications are still
LOFT Mission 2 reliable
 actions according to manufacturer's
11) Engine Start
instructions
 realistic atmosphere as under 1
 use pitch and power values
 clearance according to flight plan
20) Further actions according to pilot's
12) Taxi decision based on CRM
 taxi via BA to RWY 25  situation requires very good
13) Take-off RWY 25 communication and airmanship
 fly the aircraft first
14) Climb-out on SID LAT5B to FL 330
 observe minimum altitudes
 follow LATINA 5B departure
 landing should be made soon (engines
 thereafter as filed
might be severely damaged, failure
15) Before AKAMO Position: A/C enters always possible)
Volcanic Ash Cloud  choose suitable airport
 recognizable by electrostatic discharge
21) Landing at suitable airport
(St. Elmo's fire), bright glow in engine
inlets and volcanic dust with burning  Land at chosen airport.
smell in cockpit
 as soon as recognized, engines should
be reduced to idle and escape maneuver
should be initiated (see below)
 use oxygen masks
 apply procedure for volcanic ash

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12.2. TYPE RATING TRAINING PROGRAMMES

Refer to OM Part D “ TYPE RATING SYLLABI”.

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12.3. RECURRENT SYMULATOR TRAINING SYLLABI

Recurrent simulator training syllabi are given for all aircraft types operated by AIR ALGERIE:
 A330-200
 ATR72-500
 ATR72-600
 B737-NG
 B767-300
 L382.G

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A330 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 51

12.3.1. A330 Recurrent Simulator Training Syllabus

TRAINING AND CHECKING PROGRAM

DAY1 DAY2 DAY3

CBT Review: 4:00 Training FFS Briefing 1:00 Check FFS Briefing 1:00
- System review as Training FFS: 4:00 Check FFS: 4:00
suggested in the “Ground
Review” follow-up sheet - Practice of required Proficiency - Licence renewal check and
- Study in the service items as defined in the previous operator proficiency check
experience events and period
operational procedures - CRM
- Manex
- Checklist
- MEL
- Reglementation
- Divers (TCAS, Wind shear,
Upset Recovery,
Clod/Hot Weather,
EGPWS)
- System Test 1h00

MNPS(NAT-HLA)/EDTO/PBCS Annual Refresher:

Date: . . / . . / . . . . Instructor: . . . . . . . . . . . .

Date: . . / . . / . . . . Instructor: . . . . . . . . . . . .

Date: . . / . . / . . . . Instructor: . . . . . . . . . . . .

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TRAINING SYLLABI
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A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 53
REF : MANEX TABLE OF CONTENTS

01 Introduction

02 Training syllabi

TRAINING Session A
CHECKING SessionA

TRAINING SessionB
CHECKING SessionB

TRAINING Session C
CHECKING Session C

TRAINING Session D
CHECKING Session D

TRAINING Session E
CHECKING Session E

LVO MNPS TRAINING

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Introduction
Chapter 12 Page 54
REF : MANEX

01. SESSION OBJECTIVE

The analysis supporting this program has been conducted in accordance with DACM
requirements for single type operation .this program covers requirements for systems review
and simulator recurrent training and checking.
 To be able to perform normal and abnormal procedures and handling.
 To review the selected CRM items.

02. COURSE DESCRIPTION

The course consists of:

 Aircraft systems review
 Aircraft systems test - only if crew member's licence to be revalidated or renewed
 One 4 hour simulator training session consisting of:
- A briefing covering technical and CRM aspects
- The Full flight simulator session on level B or higher certified simulator
- A debriefing covering technical and CRM aspects
 One 4 hours simulator checking session consisting of:
- A briefing covering technical and CRM aspects
- The Full flight simulator session on level B or higher certified simulator
- A debriefing covering technical and CRM aspects
REVIEW
 Crosswind take-off, Landing, Approach.
 Non precision approach
 Engine out procedure and handling
 Wind shear recovery/ thunderstorm avoidance procedures
 Failure management according to selections
 Selected CRM items
 RVSM CBT
 Cold WX OPS and contaminated RWY ( winter session)
 Pilot Incapacitation Training and UPSET recovery.

There are 5 different programs - (systems review and simulator sessions).

The applicable program is identified by a letter - A to E - determined using the table below:

Define Applicable Last Digit Current Year

Program
0 1 2 3 4 5 6 7 8 9

Current 1 to 6 A C E B D A C E B D
Month 7 to 12 B D A C E B D A C E

The normal interval between 2 Recurrent Training and Checking programs is 6 months.

Example 1 :Crew starting on april 2016 (current month 1to 6 ) will start with TRAINING SESSION C

Example 2 :Crew starting on august 2017 ( current month 7 to 12 )will start with TRAINING SESSION A
REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

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EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Introduction
Chapter 12 Page 55
REF : MANEX

03. SESSION PROFECIENCY CRITERIA

 Ability to demonstrate the manoeuvres prescribed in this session in proper
use with qualities of prudence and care in selecting a course of action.
 Ability to apply CRM skills in all phases of flight.
 Tolerance for normal and non normal situation:
a- Heading: + - 5° b- Air Speed: +5 -0
c- Height/Altitude: + - 50ft d- Courses Tracking: + - 5°
 Company wind limitation : Refer to Manex Part B + FCOM
 APP authorized by DACM ,ceiling/visibility: Refer to AOC
Allowance for inop ground equipments: Refer OM A

04. RECURRENT CBT GUIDE

SCENARIO

A B C D E

ATA 21 ATA 22 ATA 27 ATA 24

ATA 26 ATA 29 ATA 35 ATA 30 ATA 31
AIRCRAFT
ATA 28 ATA 34 ATA 33 ATA 46
SYSTEMS
ATA 32 ATA 49 ATA 36
ATA 52 ATA 70

05. SESSION PREPARATION

- Recurrent training: the airport used are LFPG / EBBR / EGLL / CYUL .

- Recurrent checking scenarios:

Events part 1: Marseille (LFML) / Lyon (LFLL)
Events part 2: Lyon (LFLL) / Marseille (LFML)

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EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 56
REF : MANEX TRAINING SESSION A

BRIEFING ROOM
Review Technical: FUEL LEAK/Incapacitation Review CRM: Leadership and Team working
SIMULATOR SETUP - FLT NBR: AIRBUS 1003

POS INIT: LFPG RWY 08L - Gate A10 V1=137..VR=137..V2=141.. CONF=2.. FLEX=57
LFPG 360/09 9999 F020 TCU 040 28/26 1020
WX INIT: CB IN VICINITY ACFT INIT: ZFW: 160T

NOTAM : NIL MEL: NIL BLOCK : 23T ZFWCG: 29

Time Total Events Part 1 PF

00.20 Transit Cockpit preparation
00.20 Insert route LFPG/DAAG SID ERIXU 1L UN860 ETAMO UN855 BUYAH ALR
Engine start ATA 70 : Start fault, Hot Start followed by manual engine start if STD
00.10
Crew :
Insert a HOT START on engine 1. After ECAM completion, restore and perform a manual
engine start on engine 1. Highlight the difference of protections between AUTO and MAN. CM2
00.30 FADEC provides a passive survey of the start sequence in MAN. Review limitations.
00.05 00.35 Taxi - before take-off RW 24 -
00.50 Take-off: windshear (moderate) on rotation
if NON
During Climb: ATA 28 FUEL LEAK STD
Insert a fuel leak INNER LEFT TANK. L inner tank quantity displayed on ECAM decreases Crew:
by 300 kg/mn. After analysis and engine shutdown, consider leak continue. Consequently CM1
engine is restarted. or
During climb or cruise, ATA 22 FMGEC 2 fault CM2
AP 2 is lots, BOTH PFD ON SAME FMGC is displayed (1)
Radar vectors - non precision approach RW08L -
During approach: PM incapacitation
Ask (private call) PM to be incapacitated and let PF work alone for the approach and the if RH
go around. qual
Go around - Lower ceiling or runway blocked - if required Crew:
CM1
Check weather. Visual approach RW 08L
(2)
01.25 Landing
00.35 Init T/O - LFPG – RWY08L - SID ERIXU 1L - Same weather if STD
MTOW / ZFW = 160 T ZFWCG = 29 FUEL = 65 T Crew :
V1=150..VR=150..V2=156.. CONF=2.. FLEX=34 CM1
Engine failure between V1 and V2 -
Engine out Contingency Procedure. if NON
STD
Jettison procedure and Overweight landing procedure. Crew:
Reduce weight to 200T on IOS CM1
Radar vectors for ILS approach RW08L or
On intercept Heading: ATA 22: AP1+2 FAULT CM2
Set ceiling below DH to force GA in IMC. (1)
-
Go around.
if RH
Set visibility to 10km and ceiling OVC026. qual
Visual approach RW08L Crew:
CM2
02.00 Landing (2)
Notes:
(1) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break
(2) RH qual Crew = 2 pilots requiring RH seat practice (TRI’s or SFI’s). Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 57
REF : MANEX TRAINING SESSION A

Time Total Events Part 2 PF

00.15 02.15 Break
00.05 PART 2 - init holding point 24 if STD
Insert route LFPG/DAAG SID ERIXU 1L UN860 ETAMO UN855 BUYAH ALR Crew :
Weather: LFPG 360/09 9999 F020 TCU 040 28/26 1020 CM1
ZFW = 160T ZFWCG = 29 FUEL = 23T -
02.20 V1=137 VR=137.V2=141... CONF=2.. FLEX= 57
if NON
00.30 Take-off:windshear (moderate) after rotation STD
Crew :
CM1
During Climb or
ATA 26 SMOKE MAIN AVIONICS LEFT (stop after GEN1 OFF) or AIR COND SMOKE. CM2 (1)
-
Radar vectors for ILS approach RWY 08L
if RH
On intercept hdg: Fail AP -if required. Set FD’s OFF. Raw data approach qual
Crew:
02.50 Landing CM1
(2)

00.05 Init T/O RWY 08L If STD

Same weather Crew:
MTOW - ZFW = 160T ZFWCG = 29 FUEL = 65T CM2
02.55 V1=150..VR=150..V2=156.. CONF=2.. FLEX=34 -
00.30 Engine fire and failure between V1 and V2. if NON
Engine Out Contingency Procedure. STD
Crew:
Overweight landing procedure CM1
Reduce weight to 200T or
CM2
Radar vectors for: Non Precision Approach RWY 08L (1)
When RWY in sight and AP disconnect: Fail both AP’s -
Runway blocked: Go around one engine out if RH
qual
Check weather for Visual approach RWY 08L Crew:
CM2
03.25 Landing one engine out
(2)
00.20 Init T/O - LFPG – RW08L
Insert route LFPG/DAAG ERIXU 1L
Weather: Set RVR 175m and ceiling OVC001
ZFW = 160T ZFWCG = 29 FUEL = 23T
V1=137..VR=137..V2=141.. CONF=2. FLEX= 57 CM1
CAT II/III training.
03.45 1 take-off / 1 go-around - due AutoLandWrng light/ 1 landing
00.05 03.50 Rejected take off + Evacuation due to inextinguishable engine fire

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EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 58
REF : MANEX TRAINING SESSION A

IF TIME PERMIT ADDITIONAL EXERCICES ( FOR EACH TRAINEE)

STALL RECOVERY EXERCICE / UPSET RECOVERY

Establish the aircraft in visual circuit in down wind in CONF1.

Set the aircraft in ALTERNATE LAW .When commencing the base turn request to reduce thrust to IDLE ,maintain the
circuit

Altitude .as soon as any stall indications (aural warning,buffet…)the trainee must apply the actions as stated in
FCOM/QRH

After recovery from the stall, stop the execice.

(1) (2) See notes on previous page.PLEASE FILL IN AND RETURN THE FORM TO TRAINING DEPARTMENT

RECURRENT PROGRAM COMPLETED .

REMARKS

DATE: .................... SATISFACTORY NOT SATISFACTORY

INSTRUCTOR’s NAME: .................... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 59
REF : MANEX CHECKING SESSION A

BRIEFING ROOM
Review technical: Crosswind take-off/De-icing and adverse WX OPS.

Review CRM: Workload Management and risk assessment.

SIMULATOR SETUP - FLT NBR: AH 1023

POS INIT: LFML RWY 13L - Gate 9A V1=137 VR=137V2=141 CONF=2 FLEX=57
WX INIT: LOW VISIBILITY OPERATION ACFT INIT:
LFML 170/7 175m OVC001 8/7 1002 ZFW: 160T
LFLL 300/6 200m OVC001 6/5 1003 ZFWCG: 29
LFBD 240/8 5000 OVC009 8/7 1004 (TO ALTN) BLOCK: 23T

NOTAM: Nil MEL: Nil

MRS Cpt 121.72GND 121.9TWR 133.65DEP 131.22MRS 123.9MRS 126.7LYS APP 136.07TWR 120.45

Time Total Events Part 1 PF

00.25 Transit cockpit preparation
Aircraft electrically supplied - Insert route MRSLYS
00.25 MTL 4T
00.10 00.35 Taxi - before take-off
01.00 Take-off
During climb: ATA 34 ADR 2 fault
During Climb: ATA 29 RSVR LOW LEVEL on GREEN if STD
During cruise: TCAS Crew :
CM1
Radar vectors for ILS CAT II / III approach RWY36L
(1)
Go around
01.35 Landing CAT II / III RWY 36L
00.05 Init T/O - LFLL - RWY 36L
LFLL 280/15 6km OVC008 15/8 1003 //
ZFW= 160T ZFWCG= 29 FUEL=23T
01.40 V1=116 VR=137 V2=142 CONF=2 FLEX=55
00.20 Engine failure then fire between V1 and V2. if NON
Engine Out Contingency Procedure: STD
At 2300 turn left to VNE HP Crew :
Radar vectors for ILS approach RWY 36L. CM1
On intercept Heading: ATA 22: AP1+2 FAULT or
Set ceiling below DH to force GA in IMC. CM2
Go around one engine out - AP avail after cleanup (2)
Set ceiling at MDH + 100ft.
Radar vectors for: LOC G/S out approach RWY 36L
02.00 Landing one engine out
Rejected take off – STD CREW

Notes:
(1) If 3 hours session - Only one pilot to be checked:
Pilot to be checked - CAPT or FO - performs full Part1 as PF and items marked by an asterisk in Part2 as PM.

(2) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 60
REF : MANEX CHECKING SESSION A

Time Total Events Part 2 PF

00.15 02.15 Break
00.15 PART2 - init holding point RW36L
Insert route LFLL - LFLL
WX 280/15 6km OVC008 15/8 1003
ZFW 160T ZFWCG = 29 FUEL = 23T
02.30 V1=116 VR=137 V2=142 CONF=2 FLEX= 55
00.40 Take-off RWY 36L
Take-off - windshear (light) after rotation
During climb
ATA 32: L/G RETRACTION FAULT
Radar vectors for ILS approach RWY 36L
On intercept hdg: ATA 22:AP & FD1+2 FAULT - Raw data approach if STD
Crew:
03.10 Crosswind Landing CM2
(1)
00.05 INIT T/O - LFLL - RWY 36L
Same weather
ZFW 160T ZFWCG=29 FUEL = 23T
-
03.15 V1=116 VR=137 V2=142 CONF=2 FLEX=55
00.35 Engine fire and failure between V1 and V2.
Engine out Contingency Procedure: At 2300 turn left to VNE HP
Radar vectors for ILS approach RWY 36L. if NON
On intercept Heading: ATA 22: AP1+2 FAULT STD
Set ceiling below DH to force GA. Crew:
CM1
Go around one engine out - AP avail after cleanup or
Set ceiling at MDH + 100ft. CM2
Radar vectors for:NPA ( VOR or RNAV ) approach RWY 36R (2)

03.50 Landing one engine out

00.05 Init T/O - LFLL - RWY36L
LFLL 340/7 125m OVC001 8/7 1002
ZFW 165T ZFWCG = 29 FUEL = 60T
03.55 V1=156 VR=164 V2=168 CONF=2 FLEX = 38
00.05 Rejected take off due to unextinguishable engine fire . STD CREW.
04.00

(1) (2) See notes on previous page.

FILL IN AND RETURN THIS FORM TO TRAINING DEPARTMENT. RECURRENT PROGRAM COMPLETED.

DATE: .................... SATISFACTORY NOT SATISFACTORY

SESSION GRADING :

INSTRUCTOR’s NAME: .................... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 61
REF : MANEX TRAINING SESSION B

BRIEFING ROOM
Review technical: Crosswind take-off/Windshear recoveryReview CRM: Workload Management

SIMULATOR SETUP - FLT NBR: DAH 1003

POS INIT: LFPG RWY 08L - Gate A10 V1=139...VR=139...V2=143.. CONF=2.. FLEX=56

WX INIT: LFPG 020/18 9999 F030 S045 20/16 998 ACFT INIT: ZFW: 160T
ZFWCG: 29
BLOCK: 23T
NOTAM: Nil MEL:Nil

Time Total Events Part 1 PF

00.20 Transit cockpit preparation
00.20 Insert route LFPG/DAAG ERIXU 1L UN860 ETAMO UN855 BUYAH ALR if STD
00.10 Engine start ATA 70: Start valve stuck closed. Crew:
Insert “START VALVE fault CLOSED”. Emphasize the MMEL consultation. Dispatch with the CM2
start valve inoperative on the corresponding engine and perform the manual start valve
00.30 operation. -
00.05 00.35 Taxi - before take-off RW 08L if NON
00.50 Take-off:windshear (moderate) on rotation STD
ATA 34 F/O ATT disagree (pitch) Crew:
Warning will be triggered after a discrepancy of 5°. The CHECK ATT message will flash for CM1
9sec then remains steady on both PFD or
CM2
During cruise, ATA 29 HYD system overheat: Insert an overheat on GREEN system and (1)
keep the overheat till landing
Radar vectors - non precision approach RW 08L. -
During approach: Windshear ahead
Insert a predictive windshear about 2 miles on final if RH
Go around - Lower ceiling or runway blocked - if required qual
Crew:
Check weather. Visual approach RW 08L CM1
01.25 Landing (2)
00.35 Init T/O - LFPG- RWY 08L - SID ERIXU 1L - Same weather If STD
MTOW / ZFW = 160T ZFWCG = 29 FUEL = 65T Crew:
V1=154..VR=154...V2=159.. CONF=2.. FLEX= 33 CM1

Engine failure between V1 and V2. -

if NON
STD
Overweight landing procedure and Jettison procedure Crew:
Reduce Weight to 200T CM1
or
Radar vectors for ILS approach RW 08L. CM2
On intercept Heading: ATA 22: AP1+2 FAULT (1)
Set ceiling below DH to force GA in IMC.
-
Go around. if RH
qual
Set visibility to 10km and ceiling OVC026. Crew:
Visual approach RW 08L
CM2
02.00 Landing (2)

Notes:
(1) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break
(2) RH qualCrew = 2 pilots requiring RH seat practice (TRI’s or SFI’s). Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 62
REF : MANEX TRAINING SESSION B

Time Total Events Part 2 PF

00.15 02.15 Break

00.05 PART 2 - init holding point 08L if STD

Insert route LFPG/DAAG ERIXU 1L Crew :
Weather: LFPG 020/18 9999 F030 S045 20/16 998 CM1
-
02.20 ZFW = 160T ZFWCG = 29 FUEL = 23T
V1=139..VR=139..V2=143.. CONF=2.. FLEX= 56 if NON
STD
00.30 Take-off:windshear (moderate) after rotation Crew :
CM1
or
CM2 (1)
During Climb -
ATA 24 ELEC EMER CONFIG
if RH
Radar vectors for ILS approachRWY 08L
qual
Crew:
Raw data approach CM1
(2)
02.50 Landing

00.05 Init T/O RWY 08L If STD

Same weather Crew:
MTOW - ZFW = 160T ZFWCG = 29 FUEL = 65T CM2
02.55 V1=163...VR=167...V2=173... CONF=2.. FLEX=38 -
00.30 Engine fire and failure between V1 and V2. if NON
STD
Overweight landing procedure Crew:
Reduce weight to 200T CM1
Radar vectors for: Non Precision Approach RWY 08L or
CM2
When RWY in sight and AP disconnected: Fail both AP’s (1)
Runway blocked: Go around one engine out
-
Check weather for Visual approach RW 08L if RH
03.25 Landing one engine out qual
Crew:
00.20 Init T/O - LFPG – RW 08L CM2
Insert route LFPG/DAAG ERIXU 1L (2)
Weather: Set Wind 360/5, RVR 175m and ceiling OVC001
ZFW = 160T ZFWCG = 29 FUEL = 23T
V1=138..VR=138..V2=143.. CONF=2 FLEX= 55
CAT II/III training. RVR 350m for landing CM1
03.45 1 take-off / 1 go-around - due AutoLandWrng light/ 1 landing
00.05 03.50 Rejected take off + Evacuation due to unestinguishable engine fire

(1) (2) See notes on previous page.RECURRENT PROGRAM COMPLETED

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

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EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 63
REF : MANEX TRAINING SESSION B

REMARKS

DATE: .................... SATISFACTORY NOT SATISFACTORY

INSTRUCTOR’s NAME: .................... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 64
REF : MANEX CHECKING SESSION B

BRIEFING ROOM

Review technical: Contaminated runway / Windshear recovery

Review CRM: Problem Solving & Decision making

SIMULATOR SETUP - FLT NBR: DAH 1023

POS INIT: LFML RWY 13L - Gate 9A V1=137 VR=137 V2=144 CONF=2 FLEX=38
WX INIT: LOW VISIBILITY OPERATION ACFT INIT:
LFML 170/7 175m OVC001 8/7 1002 ZFW: 160T
LFLL 300/6 350m OVC001 6/5 1003 ZFWCG: 29
LFBD 240/8 5000 OVC009 8/7 1004 (TO ALTN) BLOCK: 23T

NOTAM: Nil MEL: Nil

MRS Cpt 121.72GND 121.9TWR 133.65DEP 131.22MRS 123.9MRS 126.7LYS APP 136.07TWR 120.45

Time Total Events Part 1 PF

00.25 Transit cockpit preparation
Aircraft electrically supplied - Insert route MRSLYS .,MTL4T,STAR 36L LFLL
00.25
00.10 00.35 Taxi - before take-off
01.00 Take-off
During climb: ATA 21 VENT AVIONICS BLOWING fault (remove if AEVC reset
done) if STD
During Climb: ATA 32 Landing Gear : LGCIU 1 fault Crew :
During cruise: TCAS CM1
Radar vectors for ILS CAT II / III approach RWY36L (1)
Go around
01.35 Landing CAT II / III RWY 36L
00.05 Init T/O - LFLL - RWY 36L //
LFLL 280/15 6km OVC008 15/8 1003
ZFW= 160T ZFWCG= 29 FUEL=23T
01.40 V1=116 VR=137 V2=142 CONF=2 FLEX= 55
if NON
00.20 Engine failure then fire between V1 and V2.
STD
At 2300 turn left to VNE HP Crew :
Radar vectors for ILS approach RWY 36L. CM1
On intercept Heading: ATA 22: AP1+2 FAULT or
Set ceiling below DH to force GA in IMC. CM2
Go around one engine out - AP avail after cleanup (2)
Set ceiling at MDH + 100ft.
Radar vectors for: LOC G/S out approach RWY 36L
02.00 Landing one engine out
Rejected take off - Standard crew

Notes:
(1) If 3 hours session - Only one pilot to be checked:
Pilot to be checked - CAPT or FO - performs full Part1 as PF and items marked by an asterisk in Part2 as PM.

(2) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 65
REF : MANEX CHECKING SESSION B

Time Total Events Part 2 PF

00.15 02.15 Break
00.15 PART 2 - init holding point RW36L
Insert route LFLL - LFLL
WX 280/15 6km OVC008 15/8 1003
ZFW 160T ZFWCG = 29 FUEL = 23T
02.30 V1=116 VR=137 V2=142 CONF=2 FLEX= 55
00.40 Take-off RWY 36L
Take-off - windshear (light) after rotation
During climb
ATA 27 FLAPS locked at retraction between 1 and 2
Radar vectors for ILS approach RWY 36L
On intercept hdg: ATA 22:AP & FD1+2 FAULT - Raw data approach if STD
Crew:
03.10 Crosswind Landing CM2
(1)
00.05 INIT T/O - LFLL - RWY 36L
Same weather
ZFW 160T ZFWCG=29 FUEL = 23T
-
03.15 V1=116 VR=137 V2=142 CONF=2 FLEX= 55
00.35 Engine fire and failure between V1 and V2.
At 2300 turn left to VNE HP
Radar vectors for ILS approach RWY 36L. if NON
On intercept Heading: ATA 22: AP1+2 FAULT STD
Set ceiling below DH to force GA. Crew:
CM1
Go around one engine out - AP avail after cleanup or
Set ceiling at MDH + 100ft. CM2
Radar vectors for:NPA(RNAV or VOR) approach RWY 36R (2)

03.50 Landing one engine out

00.05 Init T/O - LFLL - RWY 36L
LFLL 340/7 175m OVC001 8/7 1002
ZFW 165T ZFWCG = 29 FUEL + 60T
03.55 V1=156 VR=164 V2=168 CONF=2 FLEX = 38
00.05 Rejected take off due to unextinguishable engine fire
04.00

(1) (2) See notes on previous page.

RECURRENT PROGRAM COMPLETED -

DATE: .................... SATISFACTORY NOT SATISFACTORY

SESSION GRADING :

INSTRUCTOR’s NAME: .................... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 66
REF : MANEX TRAINING SESSION C

BRIEFING ROOM

Review technical: De-icing / Contaminated RunwayReview CRM: Communication

SIMULATOR SETUP - FLT NBR:DAH 2701
POS INIT: CYUL RWY 06L - Holding Gate 56 V1=143 VR=148V2=154 CONF=2. FLEX=29
WX INIT: CYUL 330/05 1500 SNSH OVC008 -1/-3 1005 ACFT INIT: ZFW: 160T
ZFWCG: 29
NOTAM: Nil MEL:Nil
BLOCK: 65T

Time Total Events Part 1 PF

00.25 Transit cockpit preparation
00.20 Insert route CYUL/DAAG:TRUDO 2...YJN VLV J564 PQI MIILS N113B DOTTY CRONO
if STD
00.10 Engine start ATA 70: Start fault, Hung start followed by manual engine start. Crew:
Insert a HUNG START on engine 1 due to low air pressure. After ECAM completion, restore CM2
and perform a manual engine start on engine 1. Highlight the difference of protections between
AUTO and MAN. FADEC provides a passive monitoring of the start sequence in MAN. -
00.30 Review limitations.
if NON
00.05 00.35 Taxi - before take-off RW 06 L STD
00.50 Take off: Windshear (moderate) on rotation Crew:
CM1
During Climb: ATA 34 BLOCKED PITOT ON CM1 or
Blocked PITOT : insert failure on Cm1 during climb. IAS, TAS and MACH indications on CAPT CM2
PFD are not reliable, Airspeed on CAPT side is frozen as long as the aircraft stays in level (1)
flight and increases/decreases if aircraft climbs/descends .STBY PITOT BLOCKED
UNRELIABLE SPEED INDICATION (if BUSS equipped if not Restore) .
-
During Approach: ATA 27 SLATS LOCKED REDUCE WEIGT TO 180T.
Insert the SLATS LOCKED just before reaching Conf 1
if RH
Radar vectors - non precision approach RW 06L qual
During approach: Destabilized approach. Crew:
Keep the trainee high or fast (e.g.170 kt to the OM) in approach and introduce some tailwind. CM1
Being not established at 1000ft, the trainee must go around (2)

Go around - Lower ceiling or runway blocked - if required

Check weather. Visual approach RW 06L
01.25 Landing
00.35 Init T/O – CYUL - RWY06L – SID DORVAL 6 to YJN - Same weather if STD
MTOW / ZFW = 160T ZFWCG =29 FUEL = 65T Crew:
V1=143..VR=148..V2=154. CONF=2.. FLEX=29 CM1
-
Engine failure between V1 and V2. if NON
Jettison procedure until 200T. STD
Crew:
Overweight landing - in order to practice both procedures CM1
Radar vectors for ILS approach RW06L. or
On intercept Heading: ATA 22: AP1+2 FAULT CM2
Set ceiling below DH to force GA in IMC. (1)
-
Go around. if RH
Set visibility to 10km and ceiling OVC026.. qual
Visual approach RW 06 L Crew:
CM2
02.00 Landing (2)

Notes:
(1) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break
(2) RH qualCrew = 2 pilots requiring RH seat practice (TRI’s or SFI’s). Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 67
REF : MANEX TRAINING SESSION C

Time Total Events Part 2 PF

00.15 02.15 Break

00.05 PART 2 - init holding point 06L if STD

Insert route CYUL/DAAG: TRUDO 2...YJN VLV J564 PQI MIILS N113B DOTTY CRONO... Crew:
Weather: CYUL 330/05 1500 SNSH OVC008 -1/-3 1005 CM1
ZFW = 160T ZFWCG = 29 FUEL = 65T -
02.20 V1=143..VR=148.. V2=154.. CONF=2. FLEX= 29
if NON
00.30 Take-off: windshear (moderate) after rotation STD
Crew:
Reduce weight after leaving windshear 180t. During climb CM1
ATA 32 ATA 29 DUAL HYD FAILURE (G+B). or
CM2 (1)
Radar vectors for ILS approach RWY 06L -
if RH
Raw data approach qual
Crew:
02.50 Landing CM1
(2)
00.05 Init T/O RWY06L, SID DORVAL 6 to YJN if STD
Same weather Crew:
MTOW - ZFW = 160T ZFWCG = 29 FUEL = 65T CM2
03.15 V1=143.. VR=148.. V2=154.. CONF=2 FLEX= 29 -
00.30 Engine fire and failure between V1 and V2.
if NON
Radar vectors for ILS approach RWY 06L. STD
Overweight landing procedure Crew:
Reduce weight to 200T . CM1
or
RA 1 +2 FAULT CM2
RADAR VECTORS FOR ILS APPROACH 06L (1)
-
Check weather for Visual approach RW 06L
03.25 Landing one engine out if RH
qual
Crew:
CM2
(2)
00.20 Init T/O – CYUL – RW 06L Insert route CYUL/DAAG SID DORVAL 6 to YJN
Weather: Set RVR 175m and ceiling OVC001
ZFW = 160T ZFWCG = 29 FUEL = 23T
V1=132.. VR=138.. V2=145.. CONF=2.. FLEX = 34
CAT II/III training.RVR 350m for Landing CM1
1 take-off / 1 go-around - due AutoLandWrng light/ 1 landing
03.45
00.05 03.50 Rejected take off + Evacuation due to unextinguishable engine fire

(1) (2) See notes on previous page.RECURRENT PROGRAM COMPLETED –

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 68
REF : MANEX TRAINING SESSION C

REMARKS

DATE: .................... SATISFACTORY NOT SATISFACTORY

INSTRUCTOR’s NAME: .................... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 69
REF : MANEX CHECKING SESSION C

BRIEFING ROOM
Review technical: TCAS / Emergency descent
Review CRM: Leadership and Teamworking

SIMULATOR SETUP - FLT NBR: DAH 1023

POS INIT: LFML RWY 13L - Gate 9A V1=137 VR=137V2=144 CONF=2. FLEX=38
WX INIT: LOW VISIBILITY OPERATION ACFT INIT:
LFML 170/7 175m OVC001 8/7 1002 ZFW: 160T
LFLL 300/6 350m OVC001 6/5 1003 ZFWCG: 29
LFBD 240/8 5000 OVC009 8/7 1004 (TO ALTN) BLOCK: 23T

NOTAM: Nil MEL: Nil

MRS Cpt 121.72GND 121.9TWR 133.65DEP 131.22MRS 123.9MRS 126.7LYS APP 136.07TWR 120.45

Time Total Events Part 1 PF

00.25 Transit cockpit preparation
Aircraft electrically supplied - Insert route MRSLYS.,MTL4T,STAR 36L LFLL
00.25
00.10 00.35 Taxi - before take-off
01.00 Take-off
During climb: ATA 21 CAB PR SYS 1 fault
During Climb: ATA 27 AILERON SERVO fault if STD
During cruise: TCAS Crew :
Radar vectors for ILS CAT II / III approach RWY36L CM1
(1)
Go around
01.35 Landing CAT II / III RWY 36L
00.05 Init T/O - LFLL - RWY 36L
LFLL 280/15 6km OVC008 15/8 1003 //
ZFW= 160T ZFWCG= 29 FUEL=23T
01.40 V1=116 VR=137 V2=142 CONF=2 FLEX=55
00.20 Engine failure then fire between V1 and V2.
if NON
STD
At 2300 turn left to VNE HP Crew :
Radar vectors for ILS approach RWY 36L. CM1
On intercept Heading: ATA 22: AP1+2 FAULT or
Set ceiling below DH to force GA in IMC. CM2
Go around one engine out - AP avail after cleanup (2)
Set ceiling at MDH + 100ft.
Radar vectors for: LOC G/S out approach RWY 36L
02.00 Landing one engine out
Rejected take off - Standard crew

Notes:
(1) If 3 hours session - Only one pilot to be checked:
Pilot to be checked - CAPT or FO - performs full Part1 as PF and items marked by an asterisk in Part2 as PM.

(2) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 70
REF : MANEX CHECKING SESSION C

Time Total Events Part 2 PF (1)

00.15 02.15 Break
00.15 PART2 - init holding point RW36L
Insert route LFLL - LFLL
WX 280/15 6km OVC008 15/8 1003
ZFW 160T ZFWCG = 29 FUEL = 23T
02.30 V1=116 VR=137 V2=142 CONF=2 FLEX= 55
00.40 Take-off RWY 36L
*
Take-off - windshear (light) after rotation
During climb
*
ATA 22 FCU FAULT (all channels )
Radar vectors for ILS approach RWY 36L
if STD *
On intercept hdg: Raw data approach
Crew:
03.10 Crosswind Landing CM2 *
(1)
00.05 INIT T/O - LFLL - RWY 36L
Same weather
ZFW 160T ZFWCG=29 FUEL = 23T
-
03.15 V1=116 VR=137 V2=142 CONF=2 FLEX=55
00.35 Engine fire and failure between V1 and V2.
Engine out Contingency Procedure: At 2300 turn left to VNE HP
Radar vectors for ILS approach RWY 36L. if NON
On intercept Heading: ATA 22: AP1+2 FAULT STD
Set ceiling below DH to force GA. Crew:
CM1
Go around one engine out - AP avail after cleanup or
Set ceiling at MDH + 100ft. CM2
Radar vectors for: NPA (RNAV or VOR) approach RWY 36R (2)

03.50 Landing one engine out

00.05 Init T/O - LFLL - RWY36L
LFLL 340/7 175m OVC001 8/7 1002
*
ZFW 165T ZFWCG = 29 FUEL = 60T
03.55 V1=156 VR=164 V2=168 CONF=2 FLEX = 38
00.05 Rejected take off due to unextinguishable engine fire
*
04.00

(1) (2) See notes on previous page.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 71
REF : MANEX CHECKING SESSION C

IF TIME PERMITS:

ADDITIONAL EXERCICES FOR EACH TRAINEE

POS INIT : LFML 03NM on FINAL RWY 13L

WX INIT : IMC CONDITIONS

GPWS TRAINING

Maintian 5500 FT HDG 020

CLEAN CONFIGURATION SPEED GREEN DOT MANUAL FLYING

ONE DEMO FOR EACH PILOT IN IMC

ONE DEMO IN VMC ASSESS MARGINS

RECURRENT PROGRAM COMPLETED –

DATE: .................... SATISFACTORY NOT SATISFACTORY

SESSION GRADING :

INSTRUCTOR’s NAME: .................... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 72
REF : MANEX TRAINING SESSION D

BRIEFING ROOM
Review technical: Rejected Landing/Early Go Around Review CRM: Leadership and Team working
SIMULATOR SETUP - FLT NBR: DAH 2061
POS INIT: EBBR RWY 25 R - Gate 161 V1=142...VR=142...V2=146... CONF=2.. FLEX=55

WX INIT: EBBR 200/17-25 9999 BKN025 OV040 15/13 ACFT INIT: ZFW: 160T
995 CB in the vicinity ZFWCG: 29
NOTAM: ASHTAM MEL:Nil BLOCK: 23T

Time Total Events Part 1 PF

00.20 Transit cockpit preparation
00.20 Insert route EBBR/DAAG SID CIV 2D if STD
Crew:
00.10 ATA 49: APU fault / Engine start with ground pneumatic power CM2
Insert APU fault during preparation. Emphasize the MMEL consultation. Dispatch with APU
00.30 inoperative. -
if NON
00.05 00.35 Taxi - before take-off RW 25R STD
Crew:
00.50 Take-off:windshear (moderate) on rotation CM1
During climb: ATA 21 CARGO DUCT OVERHEAT FWD or
Insert CARGO DUCT OVERHEAT FWD. FWD Cargo Trim Air Value goes to open position CM2
and FWD cargo duct temperature increases. Remove the problem only if Pack controller or (1)
Zone Controller reset is done by the crew.
-
During climb or cruise, ATA 27 flight control ELEV G SERVO FAULT RIGHT
if RH
Radar vectors - non precision approach RW25 R. qual
ATA 34 NAV IR1 FAULT Crew:
CM1
Go around - Lower ceiling or runway blocked - if required
(2)
Check weather. Visual approach RW25R

01.25 Landing

00.35 Init T/O - EBBR - RWY25R–SID SOPO3C SOPOK UZ283 RITAX UM624 DIK - Same weather If STD
MTOW / ZFW = 160T ZFWCG = 29 FUEL = 65T Crew:
V1=155…VR=155....V2=160... CONF=2.. FLEX= 31 CM1

Engine failure between V1 and V2 -

if NON
Jettison procedure and Overweight landing procedure. STD
Reduce Weight to 200T Crew:
CM1
Radar vectors for ILS approach RW25R. or
On intercept Heading: ATA 22: AP1+2 FAULT CM2
Set ceiling below DH to force GA in IMC. (1)
Go around. -
if RH
Set visibility to 10km and ceiling OVC026.
qual
Visual approach RW25R
Crew:
02.00 Landing CM2
(2)

Notes:
(1) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break
(2) RH qualCrew = 2 pilots requiring RH seat practice (TRI’s or SFI’s). Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 73
REF : MANEX TRAINING SESSION D

Time Total Events Part 2 PF

00.15 02.15 Break

00.05 PART 2 - init holding point 25R Insert route EBBR/DAAG SID CIV 2D if STD
Weather: 280/17-25 9999 BKN025 OV040 15/13 995 Crew :
CM1
-
ZFW = 160T ZFWCG = 29 FUEL = 23T
V1=142..VR=142..V2=146..CONF=2.. FLEX= 55
if NON
02.20 STD
Crew :
00.30 Take-off:windshear (moderate) after rotation CM1
or
During Climb CM2 (1)
INIT FL 350. VOLCANIC ASH ENCOUNTER ALL ENGINE FLAME OUT (if not supported by -
simulator ) .ONE ENGINE UNSUCCESSFUL RELIGHT .
if RH
Radar vectors for ONE ENGINE INOPILS approach RWY 25R qual
On intercept hdg: Fail AP -if required. Set FD’s OFF. Raw data approach Crew:
CM1
02.50 Landing (2)
00.05 Init T/O RWY 25R, SID CIV 2D If STD
Same weather Crew:
MTOW - ZFW = 160T ZFWCG = 29 FUEL = 65T CM2
02.55 V1=155..VR=155...V2=160... CONF=2.. FLEX= 31 -
00.30 Engine fire and failure between V1 and V2. if NON
STD
Overweight landing procedure Crew:
Reduce weight to 200T CM1
Radar vectors for: NPA (RNAV or VOR) approach RWY 25R or
CM2
When RWY in sight and AP disconnected: Fail both AP’s (1)
Runway blocked: Go around one engine out -
Check weather for Visual approach RW25R if RH
qual
03.25 Landing one engine out Crew:
CM2
(2)
00.20 Init T/O - EBBR – RW25R CIV 2D
Weather: Set Wind 200/10, RVR 175m and ceiling OVC001
ZFW = 160T ZFWCG = 29 FUEL = 23T
V1=140..VR=140...V2=145.. CONF=2 FLEX= 54
CAT II/III training. RVR 350m for landing CM1
1 take-off / 1 go-around - due AutoLandWrng light/ 1 landing
03.45
00.05 03.50 Rejected take off + Evacuation due to unestinguishable engine fire

(1) (2) See notes on previous page. RECURRENT PROGRAM COMPLETED.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 74
REF : MANEX TRAINING SESSION D

ADDITIONAL EXERCICE
POSITION INIT OVERHEAD EBBR FL 350 IN CRUISE

EMERGENCY DESCENT ( EXPLOSIVE DECOMPRESSION )

CREW INCAPACITATION /PF UNCONCIOUS JUST AFTER SETTING OXYGEN MASK

RADAR VECTORS FOR ILS 25 R

REMARKS

DATE: .................... SATISFACTORY NOT SATISFACTORY

INSTRUCTOR’s NAME: .................... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 75
REF : MANEX CHECKING SESSION D

BRIEFING ROOM
Review technical: RTO/Incapacitation

Review CRM: Situation Awareness

SIMULATOR SETUP - FLT NBR:DAH 1023

POS INIT: LFML RWY 13L - Gate 9A V1=137 VR=137 V2=144CONF=2 FLEX= 38
WX INIT: LOW VISIBILITY OPERATION ACFT INIT:
LFML 170/7 175m OVC001 8/7 1002 ZFW: 160T
LFLL 300/6 350m OVC001 6/5 1003 ZFWCG: 29
LFBD 240/8 5000 OVC009 8/7 1004 (TO ALTN) BLOCK: 23T

NOTAM: Nil MEL: Nil

MRS Cpt 121.72GND 121.9TWR 133.65DEP 131.22MRS 123.9MRS 126.7LYS APP 136.07TWR 120.45

Time Total Events Part 1 PF

00.25 Transit cockpit preparation
Aircraft electrically supplied - Insert route MRSLYS.MTG/MTL/STAR 36L LFLL
00.25
00.10 00.35 Taxi - before take-off
01.00 Take-off
During climb: ATA 21 AUTO FLT MCDU 2 fault
During Climb: ATA 36 AIR L (R) WING or ENG BLEED LEAK if STD
During cruise: TCAS Crew :
Radar vectors for ILS CAT II / III approach RWY36L CM1
(1)
Go around
01.35 Landing CAT II / III RWY 36L
00.05 Init T/O - LFLL - RWY 36L
LFLL 280/15 6km OVC008 15/8 1003 //
ZFW= 160T ZFWCG= 29 FUEL=23T
01.40 V1=116 VR=137 V2=142 CONF=2. FLEX= 55
00.20 Engine failure then fire between V1 and V2.
if NON
STD
At 2300 turn left to VNE HP Crew :
Radar vectors for ILS approach RWY 36L. CM1
On intercept Heading: ATA 22: AP1+2 FAULT or
Set ceiling below DH to force GA in IMC. CM2
Go around one engine out - AP avail after cleanup (2)
Set ceiling at MDH + 100ft.
Radar vectors for: LOC G/S out approach RWY 36L
02.00 Landing one engine out
Rejected take off - ONLY for NON Standard crew

Notes:
(1) If 3 hours session - Only one pilot to be checked:
Pilot to be checked - CAPT or FO - performs full Part1 as PF and items marked by an asterisk in Part2 as PM.

(2) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 76
REF : MANEX CHECKING SESSION D

Time Total Events Part 2 PF

00.15 02.15 Break
00.15 PART 2 - init holding point RW36L
Insert route LFLL - LFLL
WX 280/15 6km OVC008 15/8 1003
ZFW 160T ZFWCG = 29 FUEL = 23T
02.30 V1=116 VR=137 V2=142 CONF=2 FLEX= 55
00.40 Take-off RWY 36L
Take-off - windshear (light) after rotation
During climb
ATA 27 SEC 1 THEN SEC 2 FAULT
Radar vectors for ILS approach RWY 36L
- Raw data approach if STD
Crew:
03.10 Crosswind Landing CM2
(1)
00.05 INIT T/O - LFLL - RWY 36L
Same weather
ZFW 160T ZFWCG=29 FUEL = 23T
-
03.15 V1=116 VR=137 V2=142 CONF=2 FLEX=55
00.35 Engine fire and failure between V1 and V2.
Engine out Contingency Procedure: At 2300 turn left to VNE HP
Radar vectors for ILS approach RWY 36L. if NON
On intercept Heading: ATA 22: AP1+2 FAULT STD
Set ceiling below DH to force GA. Crew:
CM1
Go around one engine out - AP avail after cleanup or
Set ceiling at MDH + 100ft. CM2
Radar vectors for: NPA ( RNAV or VOR )approach RWY 36R (2)

03.50 Landing one engine out

00.05 Init T/O - LFLL - RWY36L
LFLL 340/7 175m OVC001 8/7 1002
ZFW 165T ZFWCG = 29 FUEL = 60T
03.55 V1=156 VR=164 V2=168 CONF=2.. FLEX = 38
00.05 Rejected take off due to unextinguishable engine fire
04.00

(1) (2) See notes on previous page.

RECURRENT PROGRAM COMPLETED -

DATE: ..................... SATISFACTORY NOT SATISFACTORY

INSTRUCTOR’s NAME: ..................... SIGNATURE: ....................

TRAINEE’s NAME: ..................... SIGNATURE: ....................

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 77
REF : MANEX CHECKING SESSION E

BRIEFING ROOM
Review technical: RTO/Emergency descent Review CRM: Situation Awareness
SIMULATOR SETUP - FLT NBR: DAH 2055
POS INIT: EGLL RWY 27L - Gate 406 V1=113...VR=134...V2=138... CONF=2. FLEX=57

WX INIT: EGLL 220/09 4000 RA FEW008 OVC025 7/5 ACFT INIT: ZFW: 160T
1015 ZFWCG: 29
BLOCK: 23T
NOTAM: Nil MEL: APU GEN INOP

Time Total Events Part 1 PF

00.20 Transit cockpit preparation
00.20 Insert route EGLL/DAAG SID MID4F MID UL151 SITET UN859 GENIO UN855 BUYAH ALR if STD
Crew:
00.10 Engine start ATA 70: ENG START ON BATTERIES
CM2
00.30 Ask the crew to start ENG1+2 on batteries using the supplementary procedure.
-
00.05 00.35 Taxi - before take-off RW 27L if NON
00.50 Take-off:windshear (moderate) on rotation STD
Crew:
During climb: ATA 70 ENG 1 THR LEVER FAULT CM1
Insert ENG 1 THR LEVER FAULT before flaps retraction. If slats are extended the last valid or
lever position is selected by the FADEC until slats retraction. At next slats retraction CLB CM2
value is automatically selected by the FADEC until slats or landing gear extension. At this time (1)
idle is automatically selected and frozen by FADEC.
During climb or cruise, ATA 24 ELEC AC ESS BUS FAULT -

Radar vectors - non precision approach RW27;loc (GS out)or RNAV APP training.. if RH
Go around - Lower ceiling or runway blocked - if required qual
Crew:
Check weather. Visual approach RW27L CM1
01.25 Landing (2)

00.35 Init T/O- EGLL - RWY27L-SID MID4F MID UL151 SITET UN859 GENIO UN855 BUYAH If STD
Same weather Crew:
MTOW / ZFW = 160T ZFWCG = 29 FUEL = 65T CM1
V1=155...VR=157...V2=161... CONF=2.. FLEX=41 -
Engine failure between V1 and V2. if NON
Engine Out Contingency Procedure. STD
Crew:
Jettison procedure and Overweight landing procedure. CM1
Reduce Weight to 200T or
CM2
Radar vectors for ILS approach RW27L. (1)
On intercept Heading: ATA 22: AP1+2 FAULT
Set ceiling below DH to force GA in IMC. -
if RH
Go around. qual
Crew:
Set visibility to 10km and ceiling OVC026.
CM2
Visual approach RW27L
(2)
02.00 Landing

Notes:
(1) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break
(2) RH qualCrew = 2 pilots requiring RH seat practice (TRI’s or SFI’s). Swap seats after the midsession break

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING
DATE : SEPT 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 78
REF : MANEX CHECKING SESSION E

Time Total Events Part 2 PF

00.15 02.15 Break

00.05 PART 2 - init holding point 27L if STD

Insert route EGLL/DAAG SID MID 4F MID UL151 SITET UN859 GENIO UN855 BUYAH ALR Crew :
Weather: EGLL 200/09 4000 RA FEW008 OVC025 7/5 1015 CM1
ZFW = 160T ZFWCG = 29 FUEL = 23T -
V1=113....VR=134...V2=138...CONF=2.. FLEX= 57
02.20 if NON
STD
00.30 Take-off:windshear (moderate) after rotation Crew :
CM1
During Climb
INIT FL 350. ATA 21: EMERG DESC - Structural damage or
CM2 (1)
Radar vectors for ILS approachRWY 27L. -
During approach: ATA32: L/G NOT LOCKED DOWN LEFT
Insert Left MLG not locked down. Keep the failure inserted. The gravity extension requested if RH
by ECAM will allow the affected gear to downlock qual
On intercept hdg: Fail AP -if required. Set FD’s OFF. Raw data approach Crew:
CM1
02.50 Landing (2)
00.05 Init T/O RWY 27L, SID MID 4F MID UL151 SITET UN859 GENIO UN855 BUYAH ALR If STD
Same weather Crew:
MTOW - ZFW = 160T ZFWCG = 29 FUEL = 65T CM2
02.55 V1=155...VR=157...V2=161... CONF=2...FLEX=41 -
00.30 Engine fire and failure between V1 and V2. if NON
Engine Out Contingency Procedure: STD
Crew:
CM1
Overweight landing procedure or
Reduce weight to 200T CM2
Radar vectors for: Non Precision Approach RWY 27L loc (GS out) or RNAV APP training. (1)
-
When RWY in sight and AP disconnected: Fail both AP’s
Runway blocked: Go around one engine out if RH
qual
Check weather for Visual approach RW27L Crew:
CM2
03.25 Landing one engine out (2)
00.20 Init T/O - EGLL – RW27L
Insert route EGLL/DAAG SID MID4F MID UL151 SITET UN859 GENIO UN855 BUYAH ALR
Weather: Set RVR 175m and ceiling OVC001
ZFW = 160T ZFWCG = 29 FUEL = 23T
V1=113..VR=134..V2=138.. CONF=2.. FLEX= 57 CM1
CAT II/III training. set RVR 350m for landing
03.45 1 take-off / 1 go-around - due AutoLandWrng light/ 1 landing
00.05 03.50 Rejected take off + Evacuation due to unextinguishable engine fire
(1) (2) See notes on previous page.

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TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 79
REF : MANEX CHECKING SESSION E

ADDITIONAL EXERCICE
Posit init : FL350 M.78
Select a weight that result in recommended max altitude off FL370.
HIGH ALTITUDE HANDLING EXERCICE .

NOMAL LAW :set AP/FD and A/THR off ,ask the pilot to perform some manoeuvers ,example turn with 20 bank angle and
a climb to a higher level .observe V ALPHA MAX and V ALPHA PROT indications.
Demonstration of pitch/thrust settings for unreliable speed :
Fly the recommended speed for turbulence using the predeteminated thrust setting from QRH then,from the QRH
UNRELIABLE SPEED INDICATION/ADR check proc ,set the pitch and thrust corresponding to the actuel conditions for
level flight .
Once aircraft conditions are stabilized ,observe that the resulting stabilized speed is close to the recommended turbulence
speed .compare the GPS ALTITUDE indications to the BARO ALTITUDE indications increase pitch by 02 degrees and set
15 degrees of bank .observe that airspeed remains well within the limits between VLS and VMO. The same exercice may
be performed with light to medium turbulence levels.

ALTERNATE LAW ;Set AP/FD and A/THR off ,ask the pilot to perform some manoeuvers for example a smooth turn with
20 degrees bank and a climb to a higher level .observe Vstall warning indications .
Fly the speed and thrust setting for recommended turbulence speed from QRH or the pitch and thrust for initial level off
given by the unreliable speed indication /ADR PROC for the current weight and altitude.
Once aircraft conditions are stable,increase pitch by 02 degrees and /or smooth turn with 15 degrees of bank .
Stall warning may be triggred depending on tha way the aircraft is handled.the pilot should release any backpressure on
the stick .if the xarningcontinuses the pilot should smoothly and progressively apply forward stick until the pitch attitude
reduces and stall warning stops ,then increase thrust smoothly as needed (refer to QRH STALL proc ).
In this particular situation avoid rapid side stick movement.the same exercice may be performed with light to medium
turbulence levels. In this case ,an oral stall warning might be triggered even without a control input from the pilot.

REMARKS

DATE: .................... SATISFACTORY NOT SATISFACTORY

INSTRUCTOR’s NAME: .................... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

BRIEFING ROOM

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Chapter 12 Page 80
REF : MANEX CHECKING SESSION E

Review technical: Rejected Landing/Early GoAroundReview CRM : Communication

SIMULATOR SETUP - FLT NBR:DAH 1023

POS INIT: LFML RWY 13L - Gate 9A V1=137 VR=137 V2=144 CONF=2 FLEX=38
WX INIT: LOW VISIBILITY OPERATION ACFT INIT:
LFML 170/7 175m OVC001 8/7 1002 ZFW: 160T
LFLL 300/6 350m OVC001 6/5 1003 ZFWCG: 29
LFBD 240/8 5000 OVC009 8/7 1004 (TO ALTN) BLOCK: 23T

NOTAM: Nil MEL: Nil

MRS Cpt 121.72GND 121.9TWR 133.65DEP 131.22MRS 123.9MRS 126.7LYS APP 136.07TWR 120.45

Time Total Events Part 1 PF

00.25 Transit cockpit preparation
Aircraft electrically supplied - Insert route MRSLYS.MTG/MTL/STAR 36L LFLL
00.25
00.10 00.35 Taxi - before take-off
01.00 Take-off
During climb: ATA 31 ND UNIT FAULT
During Climb: ATA 24 ELEC AC BUS 1 FAULT if STD
During cruise: TCAS Crew :
Radar vectors for ILS CAT II / III approach RWY36L CM1
(1)
Go around
01.35 Landing CAT II / III RWY 36L
00.05 Init T/O - LFLL - RWY 36L
LFLL 280/15 6km OVC008 15/8 1003 //
ZFW= 160T ZFWCG= 29 FUEL=23T
01.40 V1=116 VR=137 V2=142 CONF=2 FLEX=55
00.20 Engine failure then fire between V1 and V2
if NON
At 2300 turn left to VNE HP STD
Radar vectors for ILS approach RWY 36L. Crew :
On intercept Heading: ATA 22: AP1+2 FAULT CM1
Set ceiling below DH to force GA in IMC. or
Go around one engine out - AP avail after cleanup CM2
Set ceiling at MDH + 100ft. (2)
Radar vectors for: LOC G/S out approach RWY 36L
02.00 Landing one engine out

(1) If 3 hours session - Only one pilot to be checked:

Pilot to be checked - CAPT or FO - performs full Part1 as PF and items marked by an asterisk in Part2 as PM.

(2) For NON STD Crew: PF = CM1 if 2 captains or PF = CM2 if 2 F/O’s. Swap seats after the midsession break

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Chapter 12 Page 81
REF : MANEX CHECKING SESSION E

Time Total Events Part 2 PF

00.15 02.15 Break
00.15 PART 2 - init holding point RW36L
Insert route LFLL - LFLL
WX 280/15 6km OVC008 15/8 1003
ZFW = 160T ZFWCG = 29 FUEL = 23T
02.30 V1=116 VR=137 V2=142 CONF=2. FLEX= 55
00.40 Take-off RWY 36L
Take-off - windshear (light) after rotation
During climb
ATA 21 Air pack 1 + 2 fault
Radar vectors for ILS approach RWY 36L
On intercept hdg: ATA 22:AP & FD1+2 FAULT - Raw data approach if STD
Crew:
03.10 Crosswind Landing CM2
(1)
00.05 INIT T/O - LFLL - RWY 36L
Same weather
ZFW = 160T ZFWCG=29 FUEL = 23T
-
03.15 V1=116 VR=137 V2=142 CONF=2 FLEX=55
00.35 Engine fire and failure between V1 and V2.
Engine Out Contingency Procedure: At 2300 turn left to VNE HP
Radar vectors for ILS approach RWY 36L. if NON
On intercept Heading: ATA 22: AP1+2 FAULT STD
Set ceiling below DH to force GA. Crew:
CM1
Go around one engine out - AP avail after cleanup or
Set ceiling at MDH + 100ft. CM2
Radar vectors for:NPA(RNAV or VOR approach) RWY 36R (2)

03.50 Landing one engine out

00.05 Init T/O - LFLL - RWY 36L
LFLL 340/7 175m OVC001 8/7 1002
ZFW = 165T ZFWCG = 29 FUEL= 60T
03.55 V1=153 VR=162 V2=168 CONF=2 FLEX = 36
00.05 Rejected take off due to unextinguishable engine fire
04.00

(1) (2) See notes on previous page.

RECURRENT PROGRAM COMPLETED -

DATE: .................... SATISFACTORY NOT SATISFACTORY

SESSION GRADING :

INSTRUCTOR’s NAME:.......... SIGNATURE: ....................

TRAINEE’s NAME: .................... SIGNATURE: ....................

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REF : MANEX ZFTT A330-200

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Introduction

Training Foot Print

Training Syllabi

ETOPS FFS Syllabus

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REF : MANEX

The ETOPS course is designed in order to train the flight crew for the specifics of ETOPS
requirements and rules, dispatch criteria as well as the operational guidelines to effectively operate
in the ETOPS environment.

It can be given in conjunction with the Dispatcher course.

 Trainee's documentation package is made of :

- ETOPS training manual

- ETOPS course training syllabi
- North Atlantic plotting chart
- Jeppesen Atlantic orientation chart
- EINN and BIKF Jeppesen charts
- ETOPS Cd-rom course

All this documentation is available at the library.

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REF : MANEX

TRAINING DAILY FOOTPRINT

DAY 1 DAY 2

Briefing Briefing 1:00

Theory and operational practice 3:00
Practical exercices 1:00
ETOPS flight preparation 1:00 FFS session 4:00

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REF : MANEX

ETOPS FFS
WEATHER Time EVENTS
EINN 31019G25KT 9999 FEW020 SCT045 9/1
Q1013 INIT GATE EINN
FLIGHT DATA 1- COCKPIT PREPARATION -
FLT NBR INIT GATE EINN
[Airline ID] 101 2- ETOPS PREPARATION
FROM TO 3- OCEANIC CLEARANCE
EINN KJFK 4- ATC CLEARANCE
CO RTE ALTN / CO RTE 5- START
− KBOS/- 6- TAXI TO HOLDING POINT RWY 24
CRZ FL CRZ TEMP 7- TAKE OFF
FL 380 − 57° 8- AFTER T/O
CI TROPO 9- CLIMB
90 36090 10- CRUISE
TRIP WIND TRIP DIST USE OF AIRBUS CHECK LIST
HD 44 2802 Nm APU CHECK
NAVIGATION FAILURES
FUEL & LOAD 11- REPORTING WAYPOINT REVIEW
ZFW 155 T ZFWCG 26% 12- STRATEGIES ENGINE FAILURE REVIEW
13- ENGINE FAILURE BEFORE ETP 1
FOB 45.4 T GW 200 T 14- FUEL IMBALANCE
15- ELEC EMER CONFIG
NOTES 16- LANDING
RWY COND DRY
AIR COND ON
ANTI ICE ENG ON
Notes:
GE PW F-PLN: Insert manually the flight plan
PERF PAGE PERF PAGE See you CFP.
EINN 24 EINN 24 Do not use the date base.
V1 146 TOGA V1 143 TOGA

VR 146 50 FLEX VR 143 48 FLEX

V2 151 V2 149

FLAPS 2 FLAPS 2
RR
PERF PAGE PERF PAGE
EINN 24 EINN 24
V1 145 TOGA V1 TOGA

VR 145 55 FLEX VR FLEX

V2 151 V2

FLAPS 2 FLAPS

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REF : MANEX

FFS SESSION PREPARATION

01 - SESSION OBJECTIVE
 To train the crew for all aspects of ETOPS rules and practice the designed scenario according
to EASA or FAA requirements.

02 - TRAINING TOPICS

A. REVIEW
 FMGS preparation
 Fuel monitoring
 Engine failure
 Loss of generators
 Diversion.

B. EXERCICES / REFERENCES

EVENTS REF
FCOM PRO-SPO-40A
 ETOPS FLIGHT PREPARATION
ETOPS TRAINING MANUAL
ETOPS TRAINING MANUAL:
 COCKPIT PREPARATION
ETOPS CHECK LIST
FCOM PER-OEI-CRT-20 / PER-OEI-ICQ-20
 ENGINE FAILURE IN CRUISE
FIXED SPEED STRATEGY
 EMER ELEC CONFIG QRH: SUMMARY PROC

C. SUPPORT
 ETOPS training manual
 FCOM
 QRH.

03 - COMPETENCIES CRITERIA

The competencies criteria are:

 All criteria

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REF : MANEX

ETOPS FFS SESSION GUIDE

TOTAL SESSION……………………………………….. 05H00

BRIEFING…………………………………………………. 01H00
Simulator A330
SIMULATOR…………………………………………….. 01H00
(Cockpit Preparation)

BREAK……………………………………………………… 00H15

SIMULATOR…………………………………………….. 02H45

AT THE BRIEFING ROOM

DOCUMENTATION USED:
 ETOPS training manual
 North Atlantic Plotting Chart
 Jeppesen ATLANTIC 2 and 1 AT
 AIR ALGERIE SAMPLE OCEANIC Check list
 FCOM/DSC-22_20-60 Navigation Procedures with failures

Flight from SHANNON to NEW YORK (EINN TO KJFK)

FORECAST and METAR are to be considered with a ETD at 13H00 Z

MMEL CDL: APU INOP then last minute repaired by maintenance.

To be checked in flight prior to ETOPS entry

ETOPS preparation: CM 2 is PF for the start of the session

 Maintenance Technical Log Book Check

REVIEW: the strategies “Engine Failure”

 FCOM/PER-OEI-CRT-20 / PER-OEI-ICQ-20 fixed speed strategies

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REF : MANEX

1. COCKPIT PREPARATION:
Note: EMER GEN test is not required, it is done by maintenance.
FUEL CROSSFEED check is not required because crossfeeding is possible via the refuelling gallery
(see FCOM PRO-ABN-28)

 Use of AIR ALGERIE SAMPLE OCEANIC Check list

 APU REPAIRED - APU CHECK TO BE PERFORMED IN FLIGHT BEFORE ETOPS ZONE
 Slot Allocation : FFS session start time + 1h20
 FMGS PREPARATION:
 DATA PAGE: INSERT and STORE ETP1, ETP2, ,EEP
 INIT PAGE: ALTN ROUTE - CI 90 - ACFT POSITION - AVRG TROP
 FPLN PAGE: INSERT MANUALLY THE FLIGHT PLAN, DO NOT USE DATA BASE
CHECK TOTAL GND DIST
 INIT PAGE 2: ZFW
BLOCK FUEL as training syllabi
TRIP WIND COMPONENT INSERTION ONLY
CHCK TRIP FUEL / TIME
 PERF PAGE: as syllabi
 SEC FPLN PLAN: Copy active. Select options.
TO BE INSERTED IN FLIGHT:
CRUISE WINDS using the WINDS ALOFT EINN-KJFK (inside the weather folder)
Descent and alternate winds to be inserted too

CROSSCHEK ALL THE PARAMETERS

2. ETOPS PREPARATION:
Review of trip fuel, Tracks and Distances for ETOPS sector
Before ETOPS ENTRY POINT requirements, review with the ETOPS checklist

3. OCEANIC CLEARANCE: obtained via SHANON OCEANIC AREA CONTROL CENTER

SNNOCA as Jeppesen chart

For info: Pilots should request Oceanic Clearances from the ATC unit responsible for the first
OCA within which they operate.
Three elements to an Oceanic Clearance, route, Mach number and FL serve to provide
elements of separation: lateral, longitudinal and vertical.

Oceanic Clearance: “airline ID 101 cleared to KJFK on Random Track:

“RESNO 56N20W 57N30W 57N40W 55N50W CARPE FL380 MACH .82 FROM RESNO”

4. ATC CLEARANCE: Shannon Ground

“(airline ID) 101 cleared to RESNO VIA ERABI 2B departure - CLIMB INITIALY TO 5000 ft
SQUAWK 3615”.

NOTE: a 10 minutes break is to be scheduled before the start sequence

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6. TAXI: TWR 118.70 “ID 101 TAXI to holding point RW 24“

7. TAKE-OFF “ID 101 Line up and TAKE-OFF RUNWAY 24, wind 300/15“

8. AFTER TAKE-OFF: Contact departure on …

Climb to FL 380 to be level off at RESNO”
9. CLIMB: Oceanic clearance request if not done on ground
ETOPS ENTRY POINT check on ND
Insertion of CRUISE WINDS
OPTIMUM ALT REVIEW: Weight, Temperature, Winds direct influences for accurate FMGS computations
 remind the mandatory LH ETOPS requirements check before EEP

 10. CRUISE: USE OF AIR ALGERIE SAMPLE OCEANIC Check list follow up of Fuel on CFP,
mandatory item for LH and ETOPS flight
 Check the ETP1, compare with the FMS ETP updated with SNN and KEF.
 APU check requested by maintenance: START ABORT, APU FAULT
 NAVIGATION FAILURES before EEP: FCOM DSC-22_20-60
 MCDU 2 FAIL
Recover the FLIGHT PLAN on MCDU 3 but no back up NAV avail on MCDU 3
………..RESTORE
 LOSS OF FM1 AND FMGS 2
(Pull FM1 R/B and introduce the FMGC2 FAILURE)
RVSM MAX EXCURSION IS 200’
Reset of AP 1 possible, fly the TRACK with TRK / FPA
Use of NAV BACK UP on MCDU: FCOM DSC-22_20-60 p17
RESET OF FM 1 and FMGS2 USE OF QRH FOR RESET
11. OVER A REPORTING WAYPOINT: SWK HF 8879 11336 INTERPILOT 123.45
 Verify the Track, the turn to, the distance, the next way point
 Verify the fuel used, fuel remaining
Standard air ground message types and formats (see JEPPESEN CHART)
- Position report:
 FLIGHT IDENTIFICATION
 PRESENT POSITION
 TIME (over present position)
 FL
 NEXT POSITION AND ESTIMATED TIME (for next position)
 ANY FURTHER INFORMATION
13. ENGINE 1 FAILURE (before ETP1) REMINDER:
“The pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of
aircraft involved, and request expeditious handling”
Weather at EINN: RWY 24 IN USE. 300/15 9999 FEW035
SCT070 09/01 1013 NOSIG

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13 (end) KEEP in mind where to go along the entire ETOPS sector

 ECAM ACTIONS LAND ASAP
 Immediate disconnection of A/THR, set MCT
 Do not descent in TRK, Green Dot strategy initially, RVSM levels
 When out of track and approaching Green Dot, select initially FL170 and pull
 Revert to an adequate strategy: ATHR ON
Accelerate to M .82/330 kts as established before dispatch
(Insist on reverting to another strategy depending on failure or emergency and fuel
remaining on board)
 EMERGENCY CALL 121.5 and HF SWK 8879 or 11336
 Use of FMGS pages

For demonstration and as briefed before:

Special procedures in Oceanic Airspace (ref: jeppesen)
 Leave the assigned route or track by initially turning at least 45° right or left to acquire
a same direction track offset 15 NM.
 If unable to maintain the assigned FL, initially minimize the rate of descent

14. FUEL MONITORING AND IMBALANCE

– FUEL MONITORING AND IMBALANCE
 FUEL IMBALANCE: Use of QRH mandatory to cover an eventual FUEL LEAK
 Review the Overweight procedure if needed

15 ELEC EMER CONFIG

 IDG 2 OVHT or GEN FAULT
 Declare EMERGENCY
 CM1 has to take over the controls
 ECAM ACTIONS
 ELEC EMER CONF Summary
 If time permits, review FCOM PRO-ABN-24 p15

*Note about the failure of ENG 1 + GEN 2 or ENG 2 + GEN 1

In ELEC EMER CONFIG, SFCC1 only remains available (powered when LAND RECOVERY is pressed)
However, SFCC 1 slats channel uses the yellow hydraulic circuit to actuate the slats.
Consequently, if the ELEC EMER CONFIG results from the loss of ENG 2, providing the yellow
pressure followed by the loss of IDG 1, the SFCC 1 remains electrically supplied, but it cannot use
any hydraulic power. So the flaps are lost

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CPDLC Preflight Setup:

1. Ensure you have the following documents in paper form, EFB, or iPad:
ICAO Global Operational Data Link Document (GOLD)

2. Review latest ICAO NAT Bulletins

3. Verify the following appears in your ICAO Flight Plan

a. Block 7 – Aircraft ID agrees with FMS Flight ID, ex: DAH2700
b. Block 10A – Equipment Code "J5 " (Data Link System)
C. Block 10B – Equipment Code "D1" (ADS)

4. Master Document / En Route Charts

a. Annotate FIR boundaries
b. Check FIRs and make note of CPDLC status
c. Check FIRs and make note of ADS-C status
d. Check FIRs and make note of AFN address
e. Any instructions under Remarks

5. Confirm VHF 3 in Data Mode

6. Verify Data Link works by any of the following methods:

a. Downlink the flight plan
b. Downlink D-ATIS
c. Downlink Terminal Wx

7. Check AOC STATUS page

8. Confirm FMS Settings for CPDLC

a. Confirm Flight ID agrees with Block 7 of Flight Plan
b. Confirm Data Link STATUS
c. VHF DLK AVAIL
d. SATCOM DLK AVAIL

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CPDLC log on:

1. When: On the ground at a departure airfield
a. within 15 minutes of an OCA or FIR that supports CPDLC, you are expected to log on
45 minutes prior to take off.
b. If you are unable to log on from the ground, wait until passing 10,000 feet log on to
the current FIR unless you are within 15 to 25minutes of the next FIR ,then log on to
the next FIR.
c. If already airborne log on to the next ATSU 45 minutes to 15 minutes from reaching
their airspace.

2. Log on procedure.
ATC MENU
a. MSG ECORD……………………………………………………………………….………………...ERASE
b.Ensure ADS ARMED Connection………................connection status Ensure ADS Armed
c. Ensure ADS EMERGENCY mode is OFF
d. CONNECTION………………………………………………………………………..…..NOTIFICATION
e. Ensure FLT ID is correct
f. Enter LOGIN ID of FIR ( from GOLD Appendix E Enroute chart )
g. NOTIFY

3. When ATC center accepts the NOTIFICATION the MCDU displays the name of
the notified center.

4. Once handed over to an ATSU with CPDLC you should see

a. Ex: EGGX NOTIFIED 15.35Z
b. CONNECTION STATUS…………………………………………………………..…ACTIVE ATC EGGX
c. ACTIVE ATC :EGGX CTL on DCDU

5. If you are also in an ADS location, you will see ADS-C CONNECTED (1) and
the ADS will go from ARMED to CONNECTED

CPDLC LATENCY Timer Message Response

1.You may get “CONFIRM MESSAGE LATENCY TIMER OFF” (NONE) or “SET UPLINK
DELAY VALUE TO 40 SECONDS“ - CONNECTION….MAX UPLINK DELAY …..NONE

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REVISION N° : 06 TRAINING SYLLABI
A330. ETOPS / CPDLC / DATA LINK Chapter 12 Page 99
REF : MANEX

DOWLINK OCEANIC Clearance

1. From a DSP (Everywhere except New York Oceanic )Using ACARS
a. ATS MENU second page OCEANIC REQ
b.Set ENTRY POINT, ENTRY TIME and Req MACHAnd Req FL and Highest FL
c. SEND
d. ACKNOWLEDGE on receipt

2. From NY Oceanic using CPDLC

a. Will get the oceanic from NY oceanic via ATC UPLINK message
b. ACCEPT within 60 seconds
c.Review
d.LOAD CLEARANCE to interpret LLXX waypoints
e. ACTIVATE to insert into FMS flight plan
f. Remove extraneous waypoints at end of flight plan

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REVISION N° : 06 TRAINING SYLLABI
A330. ETOPS / CPDLC / DATA LINK Chapter 12 Page 100
REF : MANEX

CPDLC Crossing an FIR Boundary

1. Before crossing an FIR boundary you should get a conditional clearance to
contact the next ATSU.

2. ACCEPT the clearance, send, but do not contact the next ATC yet.

3. On the CONNECTION STATUS page you will see the NEXT ATC Field has the next
ATSU listed.

4. When the next ATSU takes control, you will see CZQX on ACTIVE ATC.

5. A check-in with the departing controller is not necessary.

6. AT the waypoint listed, contact the new controller.

CPDLC COAST OUT (NORTH ATLANTIC EXAMPLE)

1. Establish logon 45 to 15 minutes prior to oceanic FIR

2. Verify ATC CONNECTED and ATSU in ACTIVE CTR

3. When sent to HF, for example:

SHANWICK RADIO AIRALGERIE TWO SEVEN ZERO ZERO, CPDLC, GANDER NEXT
FLIGHT LEVEL… REQUEST SELCALCHECK.
Note: the flight level and term CPDLC are no longer required but seem to be
expected by most radio operators.

4. If you also have ADS C you should hear: AIRALGERIETWO SEVEN ZERO ZERO
SHANWICK RADIO SELCAL CHECK OK ,voice reports not required in Shanwick
OCA AT 30WESTContact GANDER on three zero one six primary or five five
Niner seven secondary.

5. For most ATSU’s around the world you will also send a position report. (this is
not required in the North Atlantic)Check GOLD Appendix E Rmarks for ATSU’s
requirements.

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EDITION N° : 03 OM PART D – TRAINING DATE : JUL 18
REVISION N° : 06 TRAINING SYLLABI
A330. ETOPS / CPDLC / DATA LINK Chapter 12 Page 101
REF : MANEX

Crossing an Oceanic Boundary

1. You should get an ADS contacts at least 15 minutes prior to the boundary.

2. at the boundary you should get ATC on ACTIVE ATC andADS-C CONNECTED

3. If you will be leaving oceanic airspace after this OCA, include the last two fixes
on the cleared route, for exemple:
GANDER RADIO AIRALGERIE TWO SEVEN ZERO ZERO, CPDLC, CARPE, REDBY,
FL…REQUEST SELCAL CHECK.
Note: the FL and term” CPDLC “are no longer required But seem to be
expected by most radio operators.

SATCOM MENU
1. You can contact most oceanic radio center using SATCOM for any emergency
or non- routine situation. To dial the numbers from MCDU:
a. Select MENU……SAT…..DIRECTORY….SAFETY.
b. Select the numbers
c. Press SATCOM CALL transmission Key on ACP
d.The system dials the number
g. To end the call press the transmission knob on ACP

2. The oceanic numbers are given on some enroute chart sand are stored in the
SATCOM safety menu.

Exiting CPDLC and ADS-C Airspace

1. The CPDLC connection and the ADS contract should terminate automatically.

2. If not, switch both off

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REVISION N° : 06 TRAINING SYLLABI
A330. ETOPS / CPDLC / DATA LINK Chapter 12 Page 102
REF : MANEX

Intentionally Left Blank

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REVISION N° : 06 TRAINING SYLLABI

REF : MANEX
ATR72. – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 103

12.3.2.1. ATR72 Recurrent Simulator Training Syllabus

RECURRENT TRAINING AND

CHECKING PROGRAM

DAY 1

ACOS Review: 4:00

- System review as suggested in the «Ground Review» follow-up sheet.

- Study in the service experience events and operational procedures.
- Divers (TCAS, Wind shear, Upset Recovery, Clod/Hot Weather, EGPWS)

System Test: 2:00

DAY 2

Training FFS Briefing: 1:00

Training FFS: 4:00

- Practice of required Proficiency items as defined in the previous period.

- Study in the service experience events and operational procedures.
- CRM

DAY 3

Training FFS Briefing: 1:00

Training FFS: 4:00

- Licence renewal check and operator proficiency check.

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DATE : JUIL 18
TRAINING SYLLABI
REVISION N° : 06
ATR72.500 – RECURRENT SIMULATOR TRAINING
Chapter 12 Page 104
REF : MANEX SYLLABUS

TRAINING FOOT PRINT

RECURRENT TRAINING FFS SESSION GUIDE

02- SESSION OBJECTIVE

 To be able to perform normal and abnormal procedures and handling.
 To review the selected CRM items.
03- TRAINING TOPICS
A. REVIEW
 Crosswind take-off, Landing, Approach.
 Non precision approach
 Engine out procedure and handling
 Wind shear recovery/ thunderstorm avoidance procedures
 Failure management according to selections
 Selected CRM items
 Cold WX OPS and contaminated RWY ( winter session)
 Pilot Incapacitation Training and UPSET recovery.

04- SESSION PROFECIENCY CRITERIA

 Ability to demonstrate the manoeuvres prescribed in this session in proper
use with qualities of prudence and care in selecting a course of action.
 Ability to apply CRM skills in all phases of flight.
 Tolerance for normal and non normal situation:
a- Heading: + - 5° b- Air Speed: +5 -0
c- Height/Altitude: + - 50ft d- Courses Tracking: + - 5°
 Company wind limitation : Refer to Manex Part B + FCOM
 APP authorized by DACM ,ceiling/visibility: Refer to AOC
 Allowance for inop ground equipments: Refer OM A

05- SESSION GUIDE

 3 : Select malfunction out of the CLASS 1 A list as proposed in follow up

forms.
 11, 30 : Remove wind gradient prior to approach – set ceiling 3 000 ft
 13, 32 : Select TCAS exercise or incapacitation exercise( once year) unless the
equipment is available on the training device
 14, 22 : Select malfunction out of CLASS 2 list as proposed in follow up form.
 21 : Ceiling 1 000 ft – Remove winds hear conditions after clean up.
 INIT FL 350: Only of required by the following event (emergency descent etc)

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EDITION N° : 03 OM PART D – TRAINING
DATE : JUNE 12
TRAINING SYLLABI
REVISION N° : 00
ATR72.500 – RECURRENT SIMULATOR TRAINING
Chapter 12 Page 105
REF : MANEX SYLLABUS

RECURRENT TRAINING & CHECKING FOLLOWING UP SHEET

SYSTEM YEAR 1 YEAR 2 YEAR 3

AIRCRAFT GENERAL
ELECTRICAL
AUTOMATIC FLIGHT CONTROL SYSTEM AFCS
FIRE PROTECTION
GROUND REVIEW

PNEUMATIC
AIR CONDITIONNING
CENTRALIZED CREW ALERTING SYSTEM CCAS
LANDING GEAR
FLIGHT CONTROLS
FUEL SYSTEM
HYDRAULIC SYSTEM
ICE AND RAIN PROTECTION
POWER PLANT
COMMUNICATIONS
NAVIGATION SYSTEM
EMERGENCY EQUIPMENT

DATE: ___________QUIZ YEAR 1___________

SCORE
DATE: ___________QUIZ YEAR 2___________
DATE: __________ QUIZ YZAR 3___________

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EDITION N° : 03 OM PART D – TRAINING
DATE : JULY 18
TRAINING SYLLABI
REVISION N° : 06
ATR72.500 – RECURRENT SIMULATOR TRAINING
Chapter 12 Page 106
REF : MANEX SYLLABUS

NAME: ________________ POSITION: _______ DATE: ________ RECORDING/TI ME: _______

Each instructor designated to conduct either training or checking session within a period of 3 years starting on
the date mentioned here above must update this table according to the performed events.
DATE:

TRAINING CHECKING
YEAR1 YEAR2 YEAR3 EVENTS YEAR1 YEAR2 YEAR3

EMERGENCY PROCEDURES
IN FLIGHT ENGINE FIRE
ON GROUND ENGINE FIRE
ON GROUND EMER EVACUATION
BOTH ENGINES FLAME OUT
ENGINE FLAME OUT AT TAKE OFF
REJECT TAKE OFF
ELECTRICAL SMOKE
AIR COND SMOKE
FWD SMOKE
AFT SMOKE
AUX AFT COMPT SMOKE
DUAL DC GEN LOSS
EMERGENCY DESCENT
DITCHING
FORCED LANDING
BOMB ON BOARD / PILOT INCAPACITATION
SEVERE ICING/ADVERSE WX/ WIND SHEAR
UNCOMNDED AUTO FEATHER
TCAS EVENT/EGPWS EVENT / UPSET RCVY/STALL
PROCEDURES FOLLOWING FAILURES PWER
PLANT
SINGLE ENG OPERATION
START FAULT
N0 NH DURING ENG START
N0 ITT DURING ENG START
EXCESSIVE ITT DURING ENG START
PROP BRAKE UNLOCKING (ENG 2 STOPPED)
PROP BRK (CAP Alert)
INCORRECT TQ INDICATION
NAC OVHT
X START FAIL
ENG RESTART IN FLT
ENG STALL
ENG FLAME OUT
ONE EEC FAULT
BOTH EEC FAULT

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EDITION N° : 03 OM PART D – TRAINING
DATE : JUNE 12
TRAINING SYLLABI
REVISION N° : 00
ATR72.500 – RECURRENT SIMULATOR TRAINING
Chapter 12 Page 107
REF : MANEX SYLLABUS

TRAINING CHECKING
EVENTS
YEAR1 YEAR2 YEAR3 YEAR1 YEAR2 YEAR3
EEC SELECT IN FLT
ATPCS FAIL
SYNPHR FAIL
IDLE GATE FAIL
LOW PITCH IN FLT
PROP OVER LIMIT
PEC 1 (2) SGL CH
PEC 1 (2) FAULT
ONE PROPELLER REMAINING AT 100%
AFTER
ENG OIL LO PR
ENG OIL TEMP LO
EXCESSIVE ITT
ENG OVER LIMIT
ENG OIL TEMP HI
FUEL
FUEL ABNORM TEMP
FUEL CLOG
FEED LO PR
FUEL LO LEVEL
ELECTRICAL SYSTEM
DC GEN FAULT
DC BUS 1 OFF
DC BUS 2 OFF
DC EMER BUS OFF
DC ESS BUS OFF
CHG FAULT
DUAL CHG LOSS
BATTERY (IES) DISCHARGE IN FLT
SVCE & UTLY BUS SHED
INV FAULT
AC BUS 1 OFF
AC BUS 2 FAULT
ACW GEN FAULT
ACW BUS 1 OFF
ACW BUS 2 OFF
ACW TOTAL LOSS
BUS EQPT LIST
HYDRAULIC SYSTEM
HDY TK COMPT LO LEVEL
BOTH MAIN HYD PUMPS LOSS
BOTH HYD SYS LOSS
HYD LO PR/HYD OVHT
REDUCED FLAPS LDG
FLAPS UNLK
FLAPS JAM/FLAPS UNCPL

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EDITION N° : 03 OM PART D – TRAINING
DATE : JUNE 12
TRAINING SYLLABI
REVISION N° : 00
ATR72.500 – RECURRENT SIMULATOR TRAINING
Chapter 12 Page 108
REF : MANEX SYLLABUS

TRAINING CHECKING
EVENTS
YEAR1 YEAR2 YEAR3 YEAR1 YEAR2 YEAR3
FLAPS ASYM
PITCH DISCONNECT
PITCH TRIM INOPERATIVE
PITCH TRIM ASYM
STICK PUSHER/SHAKER FAULT OR STICK
PUSHER FAULT
ELEV JAM
AILERON JAM
SPOILER JAM
RUDDER JAM
RUD RELEASABLE CENT UNIT FAIL
AIL LOCK LIT
TLU FAULT
BRK TEMP HOT
LANDING GEAR
L/G GRAVITY EXTENSION
LDG WITH ABNORMAL L/G
L/G UNSAFE INDICATION
L/G RETRACTION IMPOSSIBLE
ANTI SKID FAULT
BRK TEMPS HOT
AIR
BLEED VALVE FAULT
BLEED OVHT
BLEED LEAK
X VALVE OPEN
PACK VALVE FAULT
BOTH PACKS INOP
DUCT OVHT
RECIRC FAN FAULT
EXCESS CAB ALT
AUTO PRESS FAULT
AVIONICS VENT EXHAUST MODE FAULT
OVBD VALVE FAULT
EXCESS CAB P
ICE AND RAIN PROTECTION
MODE SEL AUTO FAULT
AIRFRAME AIR BLEED FAULT
AIRFRAME DE ICING FAULT
DE ICING MODE SEL FAULT
ICE DETECT FAULT
ENG ANTI ICING (OR DE) ICING FAULT
PROP ANTI ICING (OR DE) ICING FAULT
HORNS ANTI ICING FAULT
WINDOW HTG FAULT
PROBE HTG FAULT

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DATE : JULY 16
TRAINING SYLLABI
REVISION N° : 03
ATR72.500 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 109
REF : MANEX SYLLABUS

TRAINING EVENTS
CHEKING
YEAR1 YEAR2 YEAR3 YEAR1 YEAR2 YEAR3
MULTIFUNCTION COMPUTER MFC
MFC 1A OR MFC 1B OR MFC 2A FAULT
MFC 2B OR MFC 1A + 1B FAULT
MFC 1A + 2A OR MFC 1A + 2B FAULT
MFC 1B + 2A OR MFC 2A + 2B FAULT
MFC 1B + 2B FAULT
AUTOPILOT
PITCH MISTRIM MESSAGE
PITCH TRIM FAIL MESSAGE
AVIONICS
AUDIO SEL FAULT
AHRS A / ERECT FAIL
EFIS COMP
AHRS FAIL
SGU FAIL
CRT FAIL
LOSS OF RADIO ALTIMETER INFORMATION
ADU FAILURE
ADC FAULT
ADC DISAGREMENT
ADC SW FAULT
MISC
FIRE LOOP FAULT
OXYGEN LO PR
DOORS UNLK IN FLT
COCKPIT WINDOWS CRACKED
CL PNEMATIC ACTUATOR BLOCKING
COCKPIT DOOR CONTROL PANEL FAULT
LOFT / RNP APPROACH

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EDITION N° : 03 OM PART D – TRAINING
DATE : JULY 16
TRAINING SYLLABI
REVISION N° : 03
ATR72.500 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 110
REF : MANEX SYLLABUS

Intentionally Left Blank

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EDITION N° : 03 OM PART D – TRAINING
DATE: JUIL 18
TRAINING SYLLABI
REVISION N° : 06
ATR72.600 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 111
REF : MANEX SYLLABUS

12.3.2.2. ATR72-600 Recurrent Simulator Training Syllabus:

TRAINING FOOT PRINT

RECURRENT TRAINING FFS SESSION GUIDE

06- SESSION OBJECTIVE

 To be able to perform normal and abnormal procedures and handling.
 To review the selected CRM items.
07- TRAINING TOPICS
A. REVIEW
 Crosswind take-off, Landing, Approach.
 Non precision approach
 Engine out procedure and handling
 Wind shear recovery/ thunderstorm avoidance procedures
 Failure management according to selections
 Selected CRM items
 Cold WX OPS and contaminated RWY ( winter session)
 Pilot Incapacitation Training and UPSET recovery.

08- SESSION PROFECIENCY CRITERIA

 Ability to demonstrate the manoeuvres prescribed in this session in proper
use with qualities of prudence and care in selecting a course of action.
 Ability to apply CRM skills in all phases of flight.
 Tolerance for normal and non normal situation:
a- Heading: + - 5° b- Air Speed: +5 -0
c- Height/Altitude: + - 50ft d- Courses Tracking: + - 5°
 Company wind limitation : Refer to Manex Part B + FCOM
 APP authorized by DACM ,ceiling/visibility: Refer to AOC
 Allowance for inop ground equipments: Refer OM A

09- SESSION GUIDE

 3 : Select malfunction out of the CLASS 1 A list as proposed in follow up

forms.
 11, 30 : Remove wind gradient prior to approach – set ceiling 3 000 ft
 13, 32 : Select TCAS exercise or incapacitation exercise( once year) unless the
equipment is available on the training device
 14, 22 : Select malfunction out of CLASS 2 list as proposed in follow up form.
 21 : Ceiling 1 000 ft – Remove winds hear conditions after clean up.
 INIT FL 350: Only of required by the following event (emergency descent etc)

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EDITION N° : 03 OM PART D – TRAINING
DATE : JULY 16
TRAINING SYLLABI
REVISION N° : 03
ATR72.600 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 112
REF : MANEX SYLLABUS

RECURRENT TRAINING & CHECKING FOLLOWING UP SHEET

SYSTEM YEAR 1 YEAR 2 YEAR 3

AIRCRAFT GENERAL
ELECTRICAL
AUTOMATIC FLIGHT CONTROL SYSTEM AFCS
FIRE PROTECTION
GROUND REVIEW

PNEUMATIC
AIR CONDITIONNING
FWS
LANDING GEAR
FLIGHT CONTROLS
FUEL SYSTEM
HYDRAULIC SYSTEM
ICE AND RAIN PROTECTION
POWER PLANT
COMMUNICATIONS
NAVIGATION SYSTEM
EMERGENCY EQUIPMENT

DATE: ___________QUIZ YEAR 1___________

SCORE
DATE: ___________QUIZ YEAR 2___________
DATE: __________ QUIZ YZAR 3___________

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 EDITION N° : 03 OM PART D – TRAINING
DATE : JULY 18
TRAINING SYLLABI
REVISION N° : 06
ATR72.600 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 113
REF : MANEX SYLLABUS

NAME: ________________ POSITION: _______ DATE: ________ RECORDING/TI ME: _______

Each instructor designated to conduct either training or checking session within a period of 3 years starting on
the date mentioned here above must update this table according to the performed events.
DATE:

TRAINING CHECKING
YEAR1 YEAR2 YEAR3 EVENTS YEAR1 YEAR2 YEAR3

EMERGENCY PROCEDURES
IN FLIGHT ENGINE FIRE
ON GROUND ENGINE FIRE
ON GROUND EMER EVACUATION
BOTH ENGINES FLAME OUT
ENGINE FLAME OUT AT TAKE OFF / Engine
REJECT TAKE OFF
ELECTRICAL SMOKE
AIR COND SMOKE
FWD SMOKE
AFT SMOKE
AUX AFT COMPT SMOKE
DUAL DC GEN LOSS
EMERGENCY DESCENT
DITCHING
FORCED LANDING
BOMB ON BOARD / PILOT INCAPACIATION
SEVERE ICING/ADVERSE WX/ WIND SHEAR
UNCOMNDED AUTO FEATHER
TCAS EVENT/EGPWS EVENT /
Unreliable
PROCEDURES Air speed / UPSET RCVY/STALL
FOLLOWING FAILURES
POWER
PLANT
SINGLE ENG OPERATION
START FAULT
N0 NH DURING ENG START
N0 ITT DURING ENG START
EXCESSIVE ITT DURING ENG START
Fire Loop Fault
Abnormal Prop BRK
INCORRECT TQ INDICATION
NAC OVHT
X START FAIL
ENG RESTART IN FLT
ENG STALL
ENG FLAME OUT
ONE EEC FAULT
BOTH EEC FAULT
Abnormal Engine Parameters in flight

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 EDITION N° : 03 OM PART D – TRAINING
DATE : JUL 16
TRAINING SYLLABI
REVISION N° : 03
ATR72.600 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 114
REF : MANEX SYLLABUS

TRAINING EVENTS CHECKING

YEAR1 YEAR2 YEAR3 YEAR1 YEAR2 YEAR3
ATPCS FAIL
ENGINE BOOST FAULT
IDLE GATE FAIL
LOW PITCH IN FLT
PROP OVER LIMIT
PEC 1 (2) SGL CH
PEC 1 (2) FAULT
UNEXPECTED 100% NP
ENG OIL LO PR
ENG OIL TEMP LO
EXCESSIVE ITT
ENG OVER LIMIT
ENG OIL TEMP HI
FUEL
FUEL ABNORM TEMP
FUEL CLOG
FUEL MISMATCH
FEED LO PR
FUEL LO LEVEL
FUEL UNBALANCED
ELECTRICAL SYSTEM
DC GEN FAULT
DC STBY BUS UNDIV
DC BUS 1 OFF
DC STBY BUS FAULT
DC BUS 2 OFF
AC STBY BUS FAULT
DC EMER BUS OFF
DC ESS BUS OFF
CHG FAULT
DUAL CHG LOSS
BATTERY (IES) DISCHARGE IN FLT
SVCE & UTLY BUS SHED
INV FAULT
AC BUS 1 OFF
AC BUS 2 OFF
ACW GEN FAULT
ACW BUS 1 OFF
ACW BUS 2 OFF
ACW TOTAL LOSS
BUS EQPT LIST
HYDRAULIC SYSTEM
HDY TK COMPT LO LEVEL
BOTH MAIN HYD PUMPS LOSS
BOTH HYD SYS LOSS

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 EDITION N° : 03 OM PART D – TRAINING
DATE : JUL 16
TRAINING SYLLABI
REVISION N° : 03
ATR72.600 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 115
REF : MANEX SYLLABUS

TRAINING EVENTS CHECKING

YEAR1 YEAR2 YEAR3 YEAR1 YEAR2 YEAR3
HYD LO PR/HYD OVHT
FLIGHT CONTROL
REDUCED FLAPS LDG
FLAPS UNLK
FLAPS JAM/FLAPS UNCPL
FLAPS ASYM
PITCH DISCONNECT
PITCH TRIM INOPERATIVE
PITCH TRIM ASYM
STICK PUSHER/SHAKER FAULT OR STICK
PUSHER FAULT
ELEV JAM
AILERON JAM
SPOILER JAM
RUDDER JAM
RUD RELEASABLE CENT UNIT FAIL
AIL LOCK LIT
TLU FAULT
LANDING GEAR
L/G GRAVITY EXTENSION
LDG WITH ABNORMAL L/G
L/G UNSAFE INDICATION
L/G RETRACTION IMPOSSIBLE
ANTI SKID FAULT
BRK TEMPS HOT
AIR
BLEED VALVE FAULT
BLEED OVHT
BLEED LEAK
X VALVE OPEN
PACK VALVE FAULT
BOTH PACKS INOP
DUCT OVHT
RECIRC FAN FAULT
EXCESS CAB ALT / CAB ALT
AUTO PRESS FAULT
AVIONICS VENT EXHAUST MODE FAULT
OVBD VALVE FAULT
EXCESS CAB DP / CABIN DP / NAGATIVE CAB DP
ICE AND RAIN PROTECTION
MODE SEL AUTO FAULT
AIRFRAME AIR BLEED FAULT
AIRFRAME DE ICING FAULT
DE ICING MODE SEL FAULT
ICE DETECT FAULT
ENG ANTI ICING (OR DE) ICING FAULT

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 EDITION N° : 03 OM PART D – TRAINING
DATE : JUL 16
TRAINING SYLLABI
REVISION N° : 03
ATR72.600 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 116
REF : MANEX SYLLABUS

TRAINING EVENTS CHECKING

YEAR1 YEAR2 YEAR3 YEAR1 YEAR2 YEAR3
PROP ANTI ICING (OR DE) ICING FAULT
HORNS ANTI ICING FAULT
WINDOW HTG FAULT / WINDSHIELD HTG FAULT
PROBE HTG FAULT

MULTIFUNCTION COMPUTER MFC

MFC 1A OR MFC 1B OR MFC 2A FAULT
MFC 2B OR MFC 1A + 1B FAULT
MFC 1A + 2A OR MFC 1A + 2B FAULT
MFC 1B + 2A OR MFC 2A + 2B FAULT
MFC 1B + 2B FAULT
AUTOPILOT
PITCH MISTRIM MESSAGE
AUTOTRIM FAIL
PITCH TRIM FAIL MESSAGE
AILERON MISTRIM
AVIONICS
AUDIO SEL FAULT / RMS 1+2 FAULT
AHRS NOTALIGN
AHRS 1+2 LOSS
AHRS FAIL
DU DISCREPINCY
DU/DUS TEMPHI
LOSS OF RADIO ALTIMETER INFORMATION
ADC FAIL
ADC 1+2 LOSS
ATT / HDG / ALT / IAS DISAGREE
VHF 1+2 LOSS
AVNX FWS SGLCH
AVNX SGL SWITCH
FWS 1+2 LOSS
AVNX SWITCH 1+2 LOSS
SINGLE CPM LOSS
DUAL CPM LOSS
SINGLE IOM LOSS
DUAL IOM LOSS
MCP FAIL
EFCP FAIL
ICP FAIL
MISC
VOLCANIC ASA
OXYGEN LO PR
DOORS UNLK IN FLT
COCKPIT WINDOWS CRACKED
COCKPIT DOOR CONTROL PANEL FAULT
LOFT / RNP APPROACH

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COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING
DATE : JUL 16
TRAINING SYLLABI
REVISION N° : 03
ATR72.600 – RECURRENT SIMULATOR TRAINING Chapter 12 Page 117
REF : MANEX SYLLABUS

TRAINING EVENTS CHECKING

YEAR1 YEAR2 YEAR3 YEAR1 YEAR2 YEAR3
MPC
APM FAULT
DEGRADED PERF
INCREASE SPEED

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI
REF : MANEX ATR72 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 118

TRAINEE FOLLOW-UP SHEET

A/C TYPE: ________
TRAINEE’S NAME: ______________________________
CREW POSITION: CPT: □ F/O: □
INSTRUCTOR : __________________ YEAR : 1 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 1 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 2 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 2 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 3 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 3 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 TRAINING SYLLABI

REF : MANEX
B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 119

12.3.3. B737 Recurrent Simulator Training Syllabus

TRAINING AND CHECKING PROGRAM

DAY1 DAY2 DAY3

CBT Review: 4:00 Check FFS Briefing 1:00

- System review as suggested in Check FFS: 4:00
the “Ground Review” follow-up Training FFS Briefing 1:00 - Licence renewal check and
sheet operator proficiency check
- Study in the service experience Training FFS: 4:00
events and operational - Practice of required Proficiency items
procedures as defined in the previous period
- Manex - CRM.
- Checklist
- Mel
- Reglementation
- Divers (TCAS, Wind shear,
Upset Recovery, Clod/Hot
Weather, EGPWS)
- System Test 1h00

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 TRAINING SYLLABI

REF : MANEX
B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 120

TRAINING FOOT PRINT

RECURRENT TRAINING FFS SESSION GUIDE

10- SESSION OBJECTIVE

 To be able to perform normal and abnormal procedures and handling.
 To review the selected CRM items.
11- TRAINING TOPICS
A. REVIEW
 Crosswind take-off, Landing, Approach.
 Non precision approach
 Engine out procedure and handling
 Wind shear recovery/ thunderstorm avoidance procedures
 Failure management according to selections
 Selected CRM items
 RVSM CBT
 Cold WX OPS and contaminated RWY ( winter session)
 Pilot Incapacitation Training and UPSET recovery.

12- SESSION PROFECIENCY CRITERIA

 Ability to demonstrate the manoeuvres prescribed in this session in proper
use with qualities of prudence and care in selecting a course of action.
 Ability to apply CRM skills in all phases of flight.
 Tolerance for normal and non normal situation:
a- Heading: + - 5° b- Air Speed: +5 -0
c- Height/Altitude: + - 50ft d- Courses Tracking: + - 5°
 Company wind limitation : Refer to Manex Part B + FCOM
 APP authorized by DACM ,ceiling/visibility: Refer to AOC
 Allowance for inop ground equipments: Refer OM A

13- SESSION GUIDE

 3 : Select malfunction out of the CLASS 1 A list as proposed in follow up

forms.
 11, 30 : Remove wind gradient prior to approach – set ceiling 3 000 ft
 13, 32 : Select TCAS exercise or incapacitation exercise( once year) unless the
equipment is available on the training device
 14, 22 : Select malfunction out of CLASS 2 list as proposed in follow up form.
 21 : Ceiling 1 000 ft – Remove winds hear conditions after clean up.
 INIT FL 350: Only of required by the following event (emergency descent etc)

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 121

RECURRENT TRAINING & CHECKING FOLLOW UP SHEET

ATA SYSTEM YEAR1 YEAR2 YEAR3

FLIGHT CREW OXYGEN SYSTEM
OXYGEN
PASSENGER OXYGEN SYSTEM
ENGINE BLEED SYSTEM SUPPLY
WING-BODY OVERHEAT
AIR CONDITIONING PACK
ZONE TEMPERATURE CONTROL
AIR SYSTEMS
AIR CONDITIONING DISTRIBUTION
CABIN PRESSURE CONTROLLER
PRESSURIZATION OUTFLOW
AUTO & MANUAL MODE OPERATION
ENGINE ANTI-ICE SYSTEM
ANTI-ICE/ RAIN
WING ANTI-ICE SYSTEM

AFDS
A/P
AUTO FLIGHT F/D
AUTOTHROTTLE SYSTEM
APP MODE SINGLE A/P - A/P GO AROUND
ELECTRICAL POWER GENERATION
ELECTRICAL
AC, DC & STANDBY POWER SYSTEMS
GENERAL CONTROLS AND INDICATORS
PRIMARY & SECONDARY ENGINE INDICATIONS
GROUND REVIEW

ENGINE/ APU
ENGINE START SYSTEM AND APU OPERATION

EEC NORMAL AND ALTERNATE MODE

FIRE ENGINE AND APU FIRE PROTECTION

PROTECTION MAIN WHELL WELL FIRE PROTECTION
CARGO COMPARTMENT FIRE PROTECTION
PILOT CONTROLS
FLIGHT
FSEU (FLAPS/SLATS ELECTRONIC UNIT)
CONTROL
FLAPS/SLATS ALTERNATE EXTENSION
FLIGHT INSTR
PFD/ND
DISPLAY
DISPLAY SOURCE PANEL
FLIGHT LOSS OF FMC ELECTRIC POWER
MANAGEMENT
NAV SINGLE FMC OPERATION
LOSS OF BOTH FMCs
FUEL ALERT INDICATION
FUEL CENTER TANK FUEL PUMPS USE
A AND B HYDRAULIC SYSTEMS
HYDRAULIC PTU
STANDBY HYDRAULIC SYSTEM
LANDING LDG GEAR TRANSFER UNIT
GEAR LDG GEAR MANUAL EXTENSION
NORMAL AND ALTERNATE BRAKE SYSTEMS
AIR/GROUND SYSTEM
ALTITUDE, TRAFFIC AND WINDSHEAR ALERTS
WARNING
PSEU
SYSTEM
WARNING - CABINE OR CONFIGURATION

DATE:_________________ QUIZ YEAR1 ____________________________

DATE:_________________ QUIZ YEAR2 ____________________________
DATE : _________________ QUIZ YEAR3 ____________________________

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 TRAINING SYLLABI

REF : MANEX
B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 122

RECURRENT TRAINING & CHECKING FOLLOW UP SHEET

NAME: ______________ POSITION:________ DATE:____________ RECORDING/TIME:_______________

DATE:
TRAINING TRAINING
CLASS Year1 Year2 Year3 EVENTS Year1 Year2 Year3
T1 T2 T3 T4 T5 T6 C1 C2 C3 C4 C5 C6
A ABORTED ENGINE START
B CROSS BLEED START
-1A- C BATTERY START
D ADVERSE WEATHER OPERATION/ WIND SHEAR
E START WITH EXTERNAL POWER
A CABIN ALT WARNING (EMERGENCY DESCENT)
B AIR COND SMOKE
-1B- C ENGINE FIRE
D ENGINE LIMIT/ SURGE /STALL
E ENGINE FUEL LEAK
A A/P - A/T OFF
B AIR SPEED UNRELIABLE
-2- C DISPLAY FAILURE
D DISPLAY CONTROL PANEL
E DISPLAY SOURCE
A SYSTEM A HYDRAULIC LOSS
B SYSTEM B HYDRAULIC LOSS
-3- C BRAKES -ANTI SKID
D UPSET RECOVERY /STALL
E TRAILING EDGE FLAP ASYMMETRY
A LOSS OF BOTH ENG DRIVEN GENERATORS
B LOSS OF THRUST ON BOTH ENGINES
-4- C TRAILING EDGE FLAPS DISAGREE
D LEADING EDGE FLAPS TRANSIT
E TCAS EVENT/ EGPWS EVENT

A MANUAL REVERSION

B GEAR LEVER WILL NOT MOVE UP AFTER T/O

-5-
C IRS FAULT
D EEC ALTERNATE MODE
E GROUND PROXIMITY ALERT
A RUNAWAY STABILIZER
B STABILIZER TRIM INOPERATIVE
-6- C JAMMED OR RESTRICTED FLT CONTROLS
D BOTH FMCs FAIL
E LOFT-RVSM-RNP APPROACH
A SITUATION CONTROL / PILOT INCAPACITATION
B SITUATION AWARENESS
ACRM

C RISK ASSESSEMENT AND DECISION MAKING

D ERROR MANAGEMENT
E TEAM WORK AND COMMUNICATION
F AUTOMATION
NOTE: - The day before T2, T4 and T6 is dedicated to CBT Ground Review and Quiz ( see next table)
- All the exercises listed above are to be completed within a cycle of 3 years
- At least two (2) CRM elements should be completed every year.
- The number of times manoeuvres may be repeated twice

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 123

RECURRENT TRAINING FFS 1

Time RECURRENT TRAINING FFS A/P F/D A/T

1 - TRANSIT COCKPIT PREPARATION
2 - BEFORE START
3 - ENGINE START ( EVENT OUT OF CLASS 1A )
4 - AFTER START
5 - TAXI
6 - BEFORE TAKE-OFF
7 - TAKE-OFF - ENGINE FAILURE AFTER V1 (CROSS WIND) 
8 - RADAR VECTORS  
9 - NON PRECISION APPROACH 1 ENGIN OUT  
10 - GO AROUND 1 ENGINE OUT - REPORT DOWNWIND  
11 - VISUAL APPROACH
12 - LANDING 1 ENGINE OUT (CROSS WIND) - Restore

INIT TAKE OFF WIND ( WIND 130°/15 kt)

13 - TAKE-OFF - TCAS EXERCISE (RA) or INCAPACITATION  
14 - SID CLIMB - EVENT OUT OF CLASS 2 then √ √ √
15 - EVENT OUT OF CLASS 3 or 4
16 - HOLDING   
17 - VISUAL APPROACH - APPROACH ILS ASSISTED
18 - LANDING
19 - TAKE- OFF - WINDSHEAR BEFORE V1
20 - REJECTED TAKE-OFF

TRAINEE 2 AS PF
INIT TAKE-OFF
21 - TAKE-OFF - WINDSHEAR AFTER VR 
22 - EVENT OUT OF CLASS 1B √ √
23 - DESCENT FL 100 - EVENT OUT OF CLASS 2
24 - ILS APPR √ √ √
25 - CIRCLING
26 - LANDING

INIT TAKE-OFF (WIND 130°/25 kt)

27 - TAKE-OFF ENGINE FAILURE AFTER V1 (CROSS WIND) 
28 - NON PRECISION APPROACH 1 ENGIN OUT  
29 - GO AROUND 1 ENGINE OUT - REPORT DOWNWIND  
30 - VISUAL APPROACH
31 - LANDING 1 ENGINE OUT (CROSS WIND) - Restore
INIT TAKE-OFF (WIND 130°/25 kt)
32 - TAKE-OFF - TCAS EXECRCISE √
33 - EVENT OUT OFF CLASS 5 or 6
34 - VISUAL APPR - ILS ASSISTED
35 - LANDING restore

CAT II OR CAT IIIA TRAINING

36 - TAKE-OFF - LOW VISIBILITY OPERATIONS  

37 - RADAR VECTORS - LOW VISIBILITY OPERATIONS   
BRIEFING
38 - ILS APPR   
39- LANDING
40 - AFTERR LANDING AND PARKING

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 124

RECURRENT TRAINING FFS 1 FOR TRI

Time RECURRENT TRAINING FFS A/P F/D A/T

TRAINEE 1 AS PF
1 - TRANSIT COCKPIT PREPARATION
2 - BEFORE START
3 - ENGINE START ( EVENT OUT OF CLASS 1A )
4 - AFTER START
5 - TAXI
6 - BEFORE TAKE-OFF
7 - TAKE OFF – REJECT TAKE-OFF  
8 - SID OR RADAR VECTORS   
9 - NON PRECISION APPROACH   
10 - GO AROUND - REPORT DOWNWIND   
11 - VISUAL APPROACH - APPR ILS ASSISTED √ 
12 - LANDING (CROSS WIND) - Restore

INIT TAKE OFF ( WIND 130°/15 kt)

13 - TAKE-OFF – ENGINE FAILURE BETWEEN V1 AND V2  
14 - SID CLIMB  
15 - EVENT OUT OF CLASS 6  
16 - HOLDING √ √
17 - VISUAL APPROACH ILS ASSISTED √ √
18 - LANDING

TRAINEE 2 AS PF

19 - TAKE OFF - WINDSHEAR AFTER VR  

20 - TCAS EVENT
21 - ILS APPROACH   
22 - CIRCLING √ √ 
23 –GO AROUND √ √

INIT TAKE-OFF (WIND 130°/15 kt)

24 - TAKE OFF- ENGINE FAILURE BETWEEN V1 AND V2  
25 - NON PRECISION APPROACH 1 ENGINE OUT  
26 - LANDING 1 ENGINE OUT - 
27 – TAKE OFF ( CROSS WIND) √ 
28 - LANDING ILS APPROACH √ √ √

INIT TAKE-OFF (WIND 130°/25 kt)

29 - TAKE OFF - TCAS EXERCISE (OPTIONAL)  
30 - EVENT OUT OF CLASS 6
31 - VISUAL APPR - ILS ASSISTED
32 - LANDING - Restore
CAT II OR CAT IIIA TRAINING

33 - TAKE-OFF - LOW VISIBILITY OPERATIONS  

34 - CAT II / III APPR   
35 – LANDING   

INIT TAKE OFF

36 - TAKE-OFF - LOW VISIBILITY OPS- ENG FIRE (UNEXT) AT V1 - 30 KT
37 - REJECTED TAKE OFF
38 - ON GROUND EMERGENCY EVACUATION-Restore

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 125

RECURRENT TRAINING FFS 2

Time RECURRENT TRAINING FFS A/P F/D A/T

TRAINEE 2 AS PF
1 - TRANSIT COCKPIT PREPARATION
2 - BEFORE START
3 - ENGINE START ( EVENT OUT OF CLASS 1A )
4 - AFTER START
5 - TAXI
6 - BEFORE TAKE-OFF
7 – T/O ENGINE FAILURE BETWEEN V1 AND V2 (CROSS WIND) 
8 - SID OR RADAR VECTORS  
9 - NON PRECISION APPROACH 1 ENGIN OUT  
10 - GO AROUND 1 ENGINE OUT - REPORT DOWNWIND  
11 - VISUAL APPROACH - APPR ILS ASSISTED
12 - LANDING 1 ENGINE OUT (CROSS WIND) - Restore

INIT TAKE OFF ( WIND 130°/15 kt)

13 - TAKE-OFF - WINDSHEAR AFTER VR 
14 - SID CLIMB   
15 - EVENT OUT OF CLASS 6   
16 - HOLDING √ √ 
17 - VISUAL APPROACH ILS ASSISTED
18 - LANDING

TRAINEE 1 AS PF

19 - TAKE- OFF - WINDSHEAR AFTER VR 

20 - RADAR VECTORS   
21 - ILS APPROACH   
22 - CIRCLING √ √ 
23 - LANDING

INIT TAKE-OFF (WIND 130°/15 kt)

24 – T/O, ENGINE FAILURE BETWEEN V1 AND V2 
25 - NON PRECISION APPROACH 1 ENGINE OUT  
26 - GO- AROUND 1 ENGINE OUT - REPORT DOWNWIND 
27 - VISUAL APPR
28 - LANDING 1 ENGINE OUT ( CROSS WIND) Restore

INIT TAKE-OFF (WIND 130°/25 kt)

29 - TAKE OFF - TCAS EXERCISE (OPTINAL)  
30 - EVENT OUT OF CLASS 6
31 - VISUAL APPR - ILS ASSISTED
32 - LANDING - Restore
CAT II OR CAT III TRAINING

33 - TAKE-OFF - LOW VISIBILITY OPERATIONS  

34 - CAT II / III APPR   
35 - GO AROUND - Restore   

INIT TAKE OFF

36 - TAKE-OFF - LOW VISIBILITY OPS- ENG FIRE (UNEXT) AT V1 - 30
KT
37 - REJECTED TAKE OFF
38 - ON GROUND EMERGENCY EVACUATION-Restore

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 126

RECURRENT TRAINING FFS 2 FOR TRI

Time RECURRENT TRAINING FFS A/P F/D A/T

TRAINEE 2 AS PF
1 - TRANSIT COCKPIT PREPARATION
2 - BEFORE START
3 - ENGINE START ( EVENT OUT OF CLASS 1A )
4 - AFTER START
5 - TAXI
6 - BEFORE TAKE-OFF
7 - TAKE-OFF – REJECT TAKE-OFF  
8 - SID OR RADAR VECTORS   
9 - NON PRECISION APPROACH   
10 - GO AROUND - REPORT DOWNWIND  
11 - VISUAL APPROACH - APPR ILS ASSISTED √ √ 
12 - LANDING (CROSS WIND) - Restore

INIT TAKE OFF ( WIND 130°/15 kt)

13 - TAKE-OFF – ENGINE FAILURE AFTER V1 
14 - SID CLIMB  
15 - EVENT OUT OF CLASS 6  
16 - HOLDING
17 - VISUAL APPROACH ILS ASSISTED
18 - LANDING
TRAINEE 1 AS PF
19 - TAKE- OFF - WINDSHEAR AFTER VR  
20 – TCAS EVENT
21 - ILS APPROACH   
22 - CIRCLING √ √ 
23 – GO AROUND

INIT TAKE-OFF (WIND 130°/15 kt)

24 - TAKE OFF- ENGINE FAILURE AFTER V1 
25 - NON PRECISION APPROACH 1 ENGINE OUT  
26 - LANDING 1 ENGINE OUT 
27 – TAKE-OFF (CROSS WIND) √ 
28 - LANDING ILS APPRAOCH √ √ √

INIT TAKE-OFF (WIND 130°/25 kt)

29 - TAKE OFF - TCAS EXERCISE (OPTOINAL)  
30 - EVENT OUT OF CLASS 6
31 - VISUAL APPR - ILS ASSISTED √ 
32 - LANDING - Restore
CAT II OR CAT III TRAINING

33 - TAKE-OFF - LOW VISIBILITY OPERATIONS  

34 - CAT II / III APPR   
35 - LANDING   

INIT TAKE OFF

36 - TAKE-OFF - LOW VISIBILITY OPS- ENG FIRE (UNEXT) AT V1 -
30 KT
37 – TAKE OFF ENGINE FAILURE BEFORE V1
38 - ON GROUND EMERGENCY EVACUATION-Restore

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : SEPT 12
REVISION N° : 01 TRAINING SYLLABI
REF : MANEX B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 127

TRAINEE FOLLOW-UP SHEET

A/C TYPE: ________
TRAINEE’S NAME: ______________________________
CREW POSITION: CPT: □ F/O: □
INSTRUCTOR : __________________ YEAR : 1 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 1 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 2 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 2 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 3 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 3 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 01 OM PART D – TRAINING DATE : JULY 16
REVISION N° : 03 TRAINING SYLLABI
REF : MANEX B737 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 128

Intentionally Left Blank

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 TRAINING SYLLABI

REF : MANEX
B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 129

12.3.4. B767 Recurrent Simulator Training Syllabus

TRAINING AND CHECKING PROGRAM

GROUND THEORETICAL PROGRAM

JOURS COURS HORAIRE IPL

 AIR CONDITIONING SYSTEM 09H00

 PRESSURIZATION SYSTEM |
 AUTO FLIGHT SYSTEM |
 AUTO FLIGHT AND DIFFERENTS |
JOUR1 MODES 12H00

 ELECTRICAL SYSTEM 13H00

 FLIGHT CONTROLS |
 HYDRAULIC SYSTEM 16H00
 (TCAS, Wind shear, Upset Recovery,
Clod/Hot Weather, EGPWS)

 MANEX 09H00
 CHECKLIST |
12H00
JOUR2
 MEL 13H00
 REGLEMENTATION |
 DIVERS 16H00

REF. D.O.A – TRAINING DEPARTMENT COPIE

© AIR ALGERIE – All NON
Rights CONTRÔLÉE
Reserved
 EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 TRAINING SYLLABI

REF : MANEX
B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 130

TRAINING FOOT PRINT

RECURRENT TRAINING FFS SESSION GUIDE

14- SESSION OBJECTIVE

 To be able to perform normal and abnormal procedures and handling.
 To review the selected CRM items.
15- TRAINING TOPICS
A. REVIEW
 Crosswind take-off, Landing, Approach.
 Non precision approach
 Engine out procedure and handling
 Wind shear recovery/ thunderstorm avoidance procedures
 Failure management according to selections
 Selected CRM items
 RVSM CBT
 Cold WX OPS and contaminated RWY ( winter session)
 Pilot Incapacitation Training and UPSET recovery.

16- SESSION PROFECIENCY CRITERIA

 Ability to demonstrate the manoeuvres prescribed in this session in proper use
with qualities of prudence and care in selecting a course of action.
 Ability to apply CRM skills in all phases of flight.
 Tolerance for normal and non-normal situation:
a- Heading: + - 5° b- Air Speed: +5 -0
c- Height/Altitude: + - 50ft d- Courses Tracking: + - 5°
 Company wind limitation : Refer to Manex Part B + FCOM
 APP authorized by DACM ,ceiling/visibility: Refer to AOC
 Allowance for inop ground equipments: Refer OM A

17- SESSION GUIDE

 3 : Select malfunction out of the CLASS 1 A list as proposed in follow up

forms.
 11, 30 : Remove wind gradient prior to approach – set ceiling 3 000 ft
 13, 32 : Select TCAS exercise or incapacitation exercise( once year) unless the
equipment is available on the training device
 14, 22 : Select malfunction out of CLASS 2 list as proposed in follow up form.
 21 : Ceiling 1 000 ft – Remove winds hear conditions after clean up.
 INIT FL 350: Only of required by the following event (emergency descent etc)

REF. D.O.A – TRAINING DEPARTMENT COPIEReserved

© AIR ALGERIE – All Rights NON CONTRÔLÉE
EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 131

RECURRENT TRAINING & CHECKING FOLLOW UP SHEET

ATA SYSTEM YEAR1 YEAR2 YEAR3
FLIGHT CREW OXYGENE SYSTEM
OXYGENE
PASSENGER OXYGENE SYSTEM
BLEED AIR SYSTEM
PACK NON NORMAL OPERATION
AIR SYSTEM APU BLEED
BODY DUCT LEAK
STRUT DUCT LEAK
ENGINE ANTI-ICE
ANTI-ICE RAIN
WING ANTI-ICE
AFDS
A/P
A/T
AUTO FLIGHT
AUTO THROTTLE
AUTO FLIGHT APPROCH AND GO AROUND
AC ELECTRICAL SYSTEM
ELECTRICAL
DC ELECTRICAL SYSTEM
PRIMARY ENGINES INDICATION
SECONDARY ENGINE INDICATION
ENGINE/ APU
EEC NORMAL AND ALTERNATE MODE
GROUND REVIEW

ENGINE START AND INGNITION SYSTEM

ENGINE FIRE AND OVERHEAT DETECTION
FIRE
MAIN WHELL WELL FIRE DETECTION
PROTECTION
CARGO FIRE PROTECTION
PILOT CONTROL
FLIGHT
ELECTRIC - TRIM/ALTERNATE TRIM
CONTROL
FLAPS AND SLATS
FLIGHT EFIS
INSTRUMENT
DISPLAY STAND-BY FLIGHT INSTRUMENT
FLIGHT
MANAGER FMC FAIL-IRS FAULT
NAV
ENGINE FUEL LEAK-FUEL CROSS FEED
FUEL
LOW FUEL -LOW FUEL TEMPERATURE
HYDRAULIC (1 OR 2) OVERHEAT
HYDRAULIC SYSTEM PRESSURE (C ONLY)
HYDRAULIC HYDRAULIC SYSTEM PRESSURE (L AND C)
HYDRAULIC SYSTEM PRESSURE (L AND R)
HYDRAULIC SYSTEM PRESSURE (R AND C)
LANDING AUTO - SKID - AUTO BRAKES-BRAKE SOURCE
GEAR AIR/GROUND SYSTEM
WARNING ALTITUDE ALERTE - FLAPS
SYSTEM GEAR NOT DOWN
SCORE
DATE:_________________ QUIZ YEAR1 ____________________________
DATE:_________________ QUIZ YEAR2 ____________________________
DATE:_________________ QUIZ YEAR3 ____________________________

REF. D.O.A – TRAINING DEPARTMENT COPIE

© AIR ALGERIE – All NON
Rights CONTRÔLÉE
Reserved
EDITION N° : 03 OM PART D – TRAINING DATE : JULY 18
REVISION N° : 06 TRAINING SYLLABI

REF : MANEX
B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 132

RECURRENT TRAINING & CHECKING FOLLOW UP SHEET

NAME: ______________ POSITION:________ DATE:________ RECORDING/TIME:____________
Each instructor designated to conduct either training or checking session within a period of 3 years
starting on the date mentioned here above must update this table according to the performed events.
DATE:
TRAINING TRAINING
CLASS Year1 Year2 Year3 EVENTS Year1 Year2 Year3
T1 T2 T3 T4 T5 T6 C1 C2 C3 C4 C5 C6
A ABORDED START
B CROSS BLEED START
-1A- C ENGINE GROUND PNEUMATIC START
D ADVERSE WEATHER OPERATION/ WIND SHEAR
E REDUCED THRUST SELECTION BEFORE T/OFF
CABINE AUTOMATIC INOP
A (EMERGENCY DESCENT)
B SMOKE OR FUMES AIR CONDITIONNING
-1B- C ENGINE FAIL
D STRUT DUCT LEAK
E BODY DUCT LEAK
A A/P - A/T OFF
B AIR SPEED UNRELIABLE
-2- C E/CAS CONTROL PANEL
D E/CAS DISPLAY
E LOW HYDRAULIC PRESSURE (SYSTEM C)
A LOW HYDRAULIC PRESSURE (SYSTEM L)
B TRAINING EPGE FLAP A SYSTEM
-3- C LOW HYDRAULIC SYSTEM PRESSURE L AND C
D ALL FLAPS AND SLATS/ UP LANDING
E LOFT RVSM RNP
A GENERATOR DRIVE
-4- B SMOKE OR FUMES ELECTRICAL
C DUAL ENGINE FAILURE
A LEADING EDGE SLAT DESAGREE
-5- B FMC FAIL
C IRS FAULT
A T/CAS EVENT
B EGPWS ALERT / UPSET RECOVERY
-6-
C EEC MODE ALTERNANCE
D LOFT-RVSM-RNP APPROACH
A ENGINE FIRE
B REJECT TAKE OFF
C EMERGENCY EVACUATION
D Other Exec………………………………………………
E Other Exec………………………………………………
F Other Exec………………………………………………
A SITUATION CONTROL / PILOT INCAPACITATION
B SITUATION AWARENESS
ACRM

C RISK ASSESSEMENT AND DECISION MAKING

D ERROR MANAGEMENT
E TEAM WORK AND COMMUNICATION
F AUTOMATION
NOTE: -The day before T2, T4 and T6 is dedicated to CBT Ground Review and Quiz (see next table)
- All the exercises listed above are to be completed within a cycle of 3 years.
- All the exercises of the recurrent training FFS1 & FFS2 are mandatory in due period.
- At least two (02) CRM elements should be completed every year.
- The number of times manoeuvres may be repeated twice.
REF. D.O.A – TRAINING DEPARTMENT COPIEReserved
© AIR ALGERIE – All Rights NON CONTRÔLÉE
EDITION N° : 03 OM PART D – TRAINING DATE : JUL 14
REVISION N° : 02 TRAINING SYLLABI

REF : MANEX
B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 133

RECURRENT TRAINING FFS 1

Time RECURRENT TRAINING FFS AP FD AT
1 - TRANSIT COCKPIT PREPARATION
2 - BEFORE START
3 - ENGINE START ( EVENT OUT OF CLASS 1A )
4 - AFTER START
5 - TAXI
6 - BEFORE TAKE-OFF
7 - TAKE-OFF - ENGINE FAILURE AFTER V1 (CROSS WIND)  
8 - RADAR VECTORS   
9 - NON PRECISION APPROACH 1 ENGIN OUT   
10 - GO AROUND 1 ENGINE OUT - REPORT DOWNWIND   
11 - VISUAL APPROACH 
12 - LANDING 1 ENGINE OUT (CROSS WIND) - Restore

INIT TAKE OFF WIND ( WIND 130°/15 kt)

13 - TAKE-OFF - TCAS EXERCISE (RA) or INCAPACITATION  
14 - SID CLIMB - EVENT OUT OF CLASS 2 then
15 - EVENT OUT OF CLASS 3 or 4
16 - HOLDING   
17 - VISUAL APPROACH - APPROACH ILS ASSISTED 
18 - LANDING
19 - TAKE- OFF - WINDSHEAR BEFORE V1
20 - REJECTED TAKE-OFF

TRAINEE 2 AS PF
INIT TAKE-OFF
21 - TAKE-OFF - WINDSHEAR AFTER VR  
22 - EVENT OUT OF CLASS 1B
23 - DESCENT FL 100 - EVENT OUT OF CLASS 2
24 - ILS APPR
25 - CIRCLING (OPTIONAL)
26 - LANDING 

INIT TAKE-OFF (WIND 130°/25 kt)

27 - TAKE-OFF ENGINE FAILURE AFTER V1 (CROSS WIND)  
28 - NON PRECISION APPROACH 1 ENGIN OUT   
29 - GO AROUND 1 ENGINE OUT - REPORT DOWNWIND   
30 - VISUAL APPROACH 
31 - LANDING 1 ENGINE OUT (CROSS WIND) - Restore
INIT TAKE-OFF (WIND 130°/25 kt)
32 - TAKE-OFF - TCAS EXECRCISE
33 - EVENT OUT OFF CLASS 5 or 6
34 - VISUAL APPR - ILS ASSISTED
35 - LANDING restore

CAT II OR CAT III TRAINING ( OPTIONAL)

36 - TAKE-OFF - LOW VISIBILITY OPERATIONS  

37 - RADAR VECTORS - LOW VISIBILITY OPERATIONS   
BRIEFING
38 - ILS APPR   
39- LANDING
40 - AFTERR LANDING AND PARKING

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE –COPIE NON

All Rights CONTRÔLÉE
Reserved
EDITION N° : 03 OM PART D – TRAINING DATE : JUL 14
REVISION N° : 02 TRAINING SYLLABI

REF : MANEX
B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 134

RECURRENT TRAINING FFS 1 FOR TRI

Time RECURRENT TRAINING FFS AP FD AT
TRAINEE 2 AS PF
1 - TRANSIT COCKPIT PREPARATION
2 - BEFORE START
3 - ENGINE START ( EVENT OUT OF CLASS 1A )
4 - AFTER START
5 - TAXI
6 - BEFORE TAKE-OFF
7 - TAKE-OFF - ENGINE FAILURE AFTER V1 (CROSS WIND)  
8 - SID OR RADAR VECTORS   
9 - NON PRECISION APPROACH 1 ENGIN OUT   
10 - GO AROUND 1 ENGINE OUT - REPORT DOWNWIND   
11 - VISUAL APPROACH - APPR ILS ASSISTED 
12 - LANDING 1 ENGINE OUT (CROSS WIND) - Restore

INIT TAKE OFF ( WIND 130°/15 kt)

13 - TAKE-OFF - WINDSHEAR AFTER VR  
14 - SID CLIMB   
15 - EVENT OUT OF CLASS 6   
16 - HOLDING 
17 - VISUAL APPROACH ILS ASSISTED
18 - LANDING

TRAINEE 1 AS PF

19 - TAKE- OFF - WINDSHEAR AFTER VR  

20 - RADAR VECTORS   
21 - ILS APPROACH   
22 - CIRCLING 
23 - LANDING

INIT TAKE-OFF (WIND 130°/15 kt)

24 - YAKE OFF- ENGINE FAILURE AFTER V1  
25 - NON PRECISION APPROACH 1 ENGINE OUT   
26 - GO- AROUND 1 ENGINE OUT - REPORT DOWNWIND  
27 - VISUAL APPR 
28 - LANDING 1 ENGINE OUT ( CROSS WIND) Restore

INIT TAKE-OFF (WIND 130°/25 kt)

29 - TAKE OFF - TCAS EXERCISE (OPTINAL)  
30 - EVENT OUT OF CLASS 6
31 - VISUAL APPR - ILS ASSISTED 
32 - LANDING - Restore
CAT II OR CAT III TRAINING

33 - TAKE-OFF - LOW VISIBILITY OPERATIONS  

34 - CAT II / III APPR   
35 - GO AROUND - Restore   

INIT TAKE OFF

36 - TAKE-OFF - LOW VISIBILITY OPS- ENG FIRE (UNEXT) AT V1 -
30 KT
37 - REJECTED TAKE OFF
38 - ON GROUND EMERGENCY EVACUATION-Restore

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE –COPIE NON

All Rights CONTRÔLÉE
Reserved
EDITION N° : 03 OM PART D – TRAINING DATE : JUL 14
REVISION N° : 02 TRAINING SYLLABI

REF : MANEX
B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 135

RECURRENT TRAINING FFS 2

Time RECURRENT TRAINING FFS AP FD AT
TRAINEE 2 AS PF
1 - TRANSIT COCKPIT PREPARATION
2 - BEFORE START
3 - ENGINE START ( EVENT OUT OF CLASS 1A )
4 - AFTER START
5 - TAXI
6 - BEFORE TAKE-OFF
7 - TAKE-OFF – REJECT TAKE-OFF  
8 - SID OR RADAR VECTORS   
9 - NON PRECISION APPROACH   
10 - GO AROUND - REPORT DOWNWIND   
11 - VISUAL APPROACH - APPR ILS ASSISTED 
12 - LANDING (CROSS WIND) - Restore

INIT TAKE OFF ( WIND 130°/15 kt)

13 - TAKE-OFF – ENGINE FAILURE AFTER V1  
14 - SID CLIMB   
15 - EVENT OUT OF CLASS 6   
16 - HOLDING 
17 - VISUAL APPROACH ILS ASSISTED
18 - LANDING

TRAINEE 1 AS PF

19 - TAKE- OFF - WINDSHEAR AFTER VR  

20 – TCAS EVENT   
21 - ILS APPROACH   
22 - CIRCLING 
23 – GO AROUND

INIT TAKE-OFF (WIND 130°/15 kt)

24 - TAKE OFF- ENGINE FAILURE AFTER V1  
25 - NON PRECISION APPROACH 1 ENGINE OUT   
26 - LANDING 1 ENGINE OUT  
27 – TAKE-OFF (CROSS WIND) 
28 - LANDING ILS APPRAOCH

INIT TAKE-OFF (WIND 130°/25 kt)

29 - TAKE OFF - TCAS EXERCISE (OPTOINAL)  
30 - EVENT OUT OF CLASS 6
31 - VISUAL APPR - ILS ASSISTED 
32 - LANDING - Restore
CAT II OR CAT III TRAINING

33 - TAKE-OFF - LOW VISIBILITY OPERATIONS  

34 - CAT II / III APPR   
35 - LANDING   

INIT TAKE OFF

36 - TAKE-OFF - LOW VISIBILITY OPS- ENG FIRE (UNEXT) AT V1 -
30 KT
37 – TAKE OFF ENGINE FAILURE BEFORE V1
38 - ON GROUND EMERGENCY EVACUATION-Restore

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE –COPIE NON

All Rights CONTRÔLÉE
Reserved
EDITION N° : 03 OM PART D – TRAINING DATE : JUL 14
REVISION N° : 02 TRAINING SYLLABI

REF : MANEX
B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 136

RECURRENT TRAINING FFS 2 FOR TRI

Time RECURRENT TRAINING FFS AP FD AT
TRAINEE 2 AS PF
1 - TRANSIT COCKPIT PREPARATION
2 - BEFORE START
3 - ENGINE START ( EVENT OUT OF CLASS 1A )
4 - AFTER START
5 - TAXI
6 - BEFORE TAKE-OFF
7 - TAKE-OFF - ENGINE FAILURE AFTER V1 (CROSS WIND)  
8 - SID OR RADAR VECTORS   
9 - NON PRECISION APPROACH 1 ENGIN OUT   
10 - GO AROUND 1 ENGINE OUT - REPORT DOWNWIND   
11 - VISUAL APPROACH - APPR ILS ASSISTED 
12 - LANDING 1 ENGINE OUT (CROSS WIND) - Restore

INIT TAKE OFF ( WIND 130°/15 kt)

13 - TAKE-OFF - WINDSHEAR AFTER VR  
14 - SID CLIMB   
15 - EVENT OUT OF CLASS 6   
16 - HOLDING 
17 - VISUAL APPROACH ILS ASSISTED
18 - LANDING

TRAINEE 1 AS PF

19 - TAKE- OFF - WINDSHEAR AFTER VR  

20 - RADAR VECTORS   
21 - ILS APPROACH   
22 - CIRCLING 
23 - LANDING

INIT TAKE-OFF (WIND 130°/15 kt)

24 - YAKE OFF- ENGINE FAILURE AFTER V1  
25 - NON PRECISION APPROACH 1 ENGINE OUT   
26 - GO- AROUND 1 ENGINE OUT - REPORT DOWNWIND  
27 - VISUAL APPR 
28 - LANDING 1 ENGINE OUT ( CROSS WIND) Restore

INIT TAKE-OFF (WIND 130°/25 kt)

29 - TAKE OFF - TCAS EXERCISE (OPTINAL)  
30 - EVENT OUT OF CLASS 6
31 - VISUAL APPR - ILS ASSISTED 
32 - LANDING - Restore
CAT II OR CAT III TRAINING

33 - TAKE-OFF - LOW VISIBILITY OPERATIONS  

34 - CAT II / III APPR   
35 - GO AROUND - Restore   

INIT TAKE OFF

36 - TAKE-OFF - LOW VISIBILITY OPS- ENG FIRE (UNEXT) AT V1 -
30 KT
37 - REJECTED TAKE OFF
38 - ON GROUND EMERGENCY EVACUATION-Restore

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE –COPIE NON

All Rights CONTRÔLÉE
Reserved
EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI
REF : MANEX B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 137

TRAINEE FOLLOW-UP SHEET

A/C TYPE: ________
TRAINEE’S NAME: ______________________________
CREW POSITION: CPT: □ F/O: □
INSTRUCTOR : __________________ YEAR : 1 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 1 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 2 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 2 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 3 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 3 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI
REF : MANEX B767 – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 138

Intentionally Left Blank

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 139

12.3.5. L382.G Recurrent Simulator Training Syllabus

TRAINING FOOT PRINT

RECURRENT TRAINING FFS SESSION GUIDE

18- SESSION OBJECTIVE

 To be able to perform normal and abnormal procedures and handling.
 To review the selected CRM items.
19- TRAINING TOPICS
A. REVIEW
 Crosswind take-off, Landing, Approach.
 Non precision approach
 Engine out procedure and handling
 Wind shear recovery/ thunderstorm avoidance procedures
 Failure management according to selections
 Selected CRM items
 Cold WX OPS and contaminated RWY ( winter session)
 Pilot Incapacitation Training and UPSET recovery.

20- SESSION PROFECIENCY CRITERIA

 Ability to demonstrate the manoeuvres prescribed in this session in
proper use with qualities of prudence and care in selecting a course
of action.
 Ability to apply CRM skills in all phases of flight.
 Tolerance for normal and non normal situation:
a- Heading: + - 5° b- Air Speed: +5 -0
c- Height/Altitude: + - 50ft d- Courses Tracking: + - 5°
 Company wind limitation : Refer to Manex Part B + FCOM
 APP authorized by DACM ,ceiling/visibility: Refer to AOC
 Allowance for inop ground equipments: Refer OM A
21- SESSION GUIDE

 3 : Select malfunction out of the CLASS 1 A list as proposed in follow up

forms.
 11, 30 : Remove wind gradient prior to approach – set ceiling 3 000 ft
 13, 32 : Select TCAS exercise or incapacitation exercise( once year) unless
the
equipment is available on the training device
 14, 22 : Select malfunction out of CLASS 2 list as proposed in follow up form.
 21 : Ceiling 1 000 ft – Remove winds hear conditions after clean up.
 INIT FL 350: Only of required by the following event (emergency descent etc)

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 140

SIMULATOR REFRESHER TRAINING

(RECURRENT) L.382 G – HERCULE

This course is aimed at providing the applicant with adequate refresher in theoretical
knowledge and practical instruction on appropriate training devices in order to enable
him to operate safely and efficiently a L382.G aeroplane.

All Exercises shall be completed on 03 years.

These refreshers have been split in two parts:

- Refresher I: Cold weather procedures (FFS 1 + FFS 2, including LOFT).
- Refresher II: Hot weather procedures (FFS 1 + FFS 2).

A recurrent Line Oriented Flight Training (LOFT) will be conducted every 12 calendar
months, in conjunction with a Proficiency Check. The LOFT scenario shall be
designed such that it may be completed within a period of 60 minutes simulator time.

Incapacitation practical training will be conducted on a yearly basis.

PROGRAMME:

DAY 1 DAY 2 DAY 3

SYSTEMS REVIEW FFS 1 FFS 2
TEST

SYSTEMS REVIEW:

Objective: - Review normal, adverse weather, abnormal and emergency

procedures.
- Crosswind T/O Approach and landing (refer to MANEX Part B)

CRM Objective: Review crew coordination.

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic Weight 81 000 lbs RWY 25 R OAT + 2° C
Load 40 000 lbs Wind 340°/10 kt QNH 1018 hPa
Fuel 30 000 lbs Visibility 5 000 m SID ROUSY 1 D
A/C position Apron Ceiling BKN 500 ft GPU ON

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 141

SIMULATOR REFRESHER I
FFS 1
(4 hours)

EXERCISES AND PROCEDURES Partial time Total time

PF / CAPTAIN
1. Preflight check: System malfunctions and use of MEL.

2. Engine start: Aborted starts due to system malfunctions.

0.35 0.35
3. Taxi: Asymmetrical reverse + brake malfunction.

4. Engine Run Up: TIT above 850° C, review procedure.

5.Take off: Engine or propeller malfunction at V1- 10kt.

6. Take off: Engine fire/nacelle overheat at lift off.

7. Climb: Dump fuel at FL 60. 0.30 1.05

8. Approach: One engine inop ILS + degraded weather.

9. Go around: Turbine Overheat.

0.20 1.25
10. Approach: Two engine inop .ILS.
11. Take off: three engine ferry flight + second engine
malfunction.
0.20 1.45
12. Approach: two engine inop ILS.

13. Taxi in: APU fire + evacuation. 0.15 2.00

14. If time permitting review engine flame out at V1 up to the
end of checklist.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 142

SIMULATOR REFRESHER I
FFS 1 (cont’d)
(4 hours)

EXERCICES AND PROCEDURES Partial time Total time

PF / FIRST OFFICER
1. Preflight check: System malfunctions and use of MEL. 0.20 0.20
2. Engine start: Aborted starts due to system malfunctions.
3. Taxi: Hydraulic Aux Pump failure, Anti Skid failure.
4. Engine Run Up: Propeller low pitch stop failure. 0.15 0.35

5. Take off: Engine flame out at V1.

6. Climb: Relight + decoupling, fuel dumping at FL 60. 0.30 1.05
7. Approach: One engine inop ILS + degraded weather.
8. Go around: Nacelle overheat. 0.20 1.25
9. Approach: Two engine inop .ILS.
10. Take off: Noise abatement take off + captain incapacitation. 0.35 2.00
11. Approach: ILS approach with captain incapacitated.
12. If time permitting review engine flame out at V1 up to the
end of checklist.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 143

SIMULATOR REFRESHER I
FFS 2 (LOFT& CHECKRIDE)
(4 hours)

The first part of this session (Two hours) will be dedicated to the LOFT & checkride.

Objective: Review normal, abnormal and emergency procedures during normal flight
condition. Proficiency check.

TAKE OFF DATA: FLIGHT FROM BRUSSELS NATIONAL TO PARIS ORLY.

Basic weight 81 000lbs RWY 25 R OAT + 2°C
Load 34 000 lbs Wind 300°/20 kt QNH 995 hpa
Fuel 25 000 lbs Visibility 3 000 m SID CIV xx
A/C position RWY 25 R Ceiling BKN 300 ft WX Thunderstorms

EXERCICES AND PROCEDURES Total time

CAPTAIN &FIRST OFFICER&FLIGHT ENGINEER
1. Take off in wind shear condition.
2. Climb to FL 190 with use of anti ice, GENERATOR OUT light.
3. Cruise with severe icing, use of wing & empennage anti ice with BLEEDS
in OVRD position, LEADING EDGE TEMPERATURE OVERHEAT.
4. Clear of icing condition, TACHOMETER GENERATOR FAILURE
ENG # 3, malfunction cleared when in MECH GOV. 2.00
5. ENG # 4 RPM OUTSIDE ALLOWABLE LIMITS. PITCH LOCK
CHECK PROCEDURE.
6. Approach at Orly with ASSYMETRICAL FLAPS after 50%, UTILITY
SYSTEM FAILURE after landing gear extension.
7. Landing with UTILITY SYSTEM FAILURE and use of EMERGENCY
BRAKES.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 144

SIMULATOR REFRESHER I
FFS 2 (cont’d)
(4 hours)

The second part of this session (Two hours) will be dedicated to abnormal and emergency
procedures and will be split between the captain and the first officer.

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 2° C
Load 40 000lbs Wind 340°/10kt QNH 1018 hpa
Fuel 15 000lbs Visibility 5 000m SID ROUSY 1 D
A/C position .RWY25R Ceiling BKN 500 ft

EXERCICES AND PROCEDURES Total time

PF/ CAPTAIN &FIRST OFFICER (2x 1 hour)
1. Take off in severe wind shear up to 1 500 ft + recovery technique, (Reset). 2.00
2. PROPELLER MALFUNCTION DURING T/O AFTER V1, (Reset). CPT & FO
3. Engine failure N°1 at V1 to the end of check list (no relight), reposition on
final 15 NM, loss of both hyd. utility pumps after landing gear extension.
4. If time permitting review engine flame out at V1 up to MCT setting.
5. Pressurisation Problem Emergency Descent

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 145

Intentionally left blank

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

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 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 146

REFRESHER I, FFS 1
SATISFACTORY ( )
SESSION 1, CAPTAIN UNSATISFACTORY ( )

Date………… IPL………………… IMN……………………. CPT……………………. FO……………….. FE…………………

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)
Basic weight 81 000 lbs RWY 25 R OAT + 2° C
Load 40 000lbs Wind 340°/10kt QNH 1018 hpa
Fuel 30 000lbs Visibility 5 000m SID ROUSY 1 D
A/C position Apron Ceiling BKN 500 ft GPU ON

SEQUENCES COMMENTS U S

PREFLIGHT System malfunction and use of MEL.

STARTING Engine malfunction.
TAXIING System malfunction & failure.
RUN UP System malfunction.
TAKE OFF Engine or propeller malfunction at V1- 10kt.
TAKE OFF Engine fire/nacelle overheat at lift off.
CLIMB Dump fuel at FL 60.
APPROACH One ENG inop ILS + go around.
GO AROUND Turbine overheat.
APPROACH 2 ENG inop ILS.
TAXI IN APU fire.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 147

REFRESHER I, FFS 1 SATISFACTORY ( )

SESSION 2, FIRST OFFICER UNSATISFACTORY ( )

Date………… IPL………………… IMN……………………. CPT……………………. FO……………… FE…………………

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 2° C
Load 40 000lbs Wind 340°/10kt QNH 1018 hpa
Fuel 30 000lbs Visibility 5 000m SID ROUSY 1 D
A/C position Apron Ceiling BKN 500 ft GPU ON

SEQUENCES COMMENTS U S

PREFLIGHT System malfunction and use of MEL.

STARTING Engine malfunction.
TAXIING System malfunction & failure.
RUN UP System malfunction.
TAKE OFF Engine flame out at V1.
CLIMB Relight, decoupling, dump fuel at FL 60.
APPROACH One ENG inop ILS + go around.
GO AROUND Nacelle overheat.
APPROACH 2 ENG inop ILS.
TAKE OFF Noise abatement take off, captain
APPROACH Incapacitation Return to land.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 148

REFRESHER I, FFS 2 (LOFT) SATISFACTORY ( )

SESSION 1, CAPTAIN UNSATISFACTORY ( )

CHECKRIDE

Date………… IPL………………… IMN……………………. CPT……………………. FO…………….. FE…………………

TAKE OFF DATA: FLIGHT FROM BRUSSELS NATIONAL TO PARIS ORLY.

Basic weight 81 000 lbs RWY 25 R OAT + 2° C
Load 34 000lbs Wind 300°/20 kt QNH 995 hpa
Fuel 25 000lbs Visibility 3 000m SID CIV xx
A/C position RWY 25R Ceiling BKN 300 ft WX Thunderstorm
s

SEQUENCES COMMENTS U S

PREFLIGHT
STARTING
TAXIING
RUN UP
TAKE OFF
CLIMB
CRUISE
DESCENT &
APPROACH
LANDING

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 149

REFRESHER I, FFS 2 (LOFT) SATISFACTORY ( )

SESSION 1, FIRST OFFICER UNSATISFACTORY ( )

CHECKRIDE

Date………… IPL………………… IMN……………………. CPT……………………. FO………………….. FE…………………

TAKE OFF DATA: FLIGHT FROM BRUSSELS NATIONAL TO PARIS ORLY.

Basic weight 81 000 lbs RWY 25 R OAT + 2° C
Load 34 000lbs Wind 300°/20 kt QNH 995 hpa
Fuel 25 000lbs Visibility 3 000m SID CIV xx
A/C position RWY 25R Ceiling BKN 300 ft WX Thunderstorms

SEQUENCES COMMENTS U S

PREFLIGHT
STARTING
TAXIING
RUN UP
TAKE OFF
CLIMB
CRUISE
DESCENT &
APPROACH
LANDING

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 150

REFRESHER I, FFS 2 SATISFACTORY ( )

SESSION 2, CAPTAIN UNSATISFACTORY ( )

Date………… IPL………………… IMN……………………. CPT……………………. FO…………….. FE…………………

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 2° C
Load 40 000lbs Wind 340°/10kt QNH 1018 hpa
Fuel 15 000lbs Visibility 5 000m SID ROUSY 1 D
A/C position RWY25R Ceiling BKN 500 ft

SEQUENCES COMMENTS U S

TAKE OFF Take off in severe wind shear +

recovery.
TAKE OFF Propeller malfunction after V1.
TAKE OFF Engine failure at V1.
APPROACH One ENG inop ILS + system failure.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 151

REFRESHER I, FFS 2 SATISFACTORY ( )

SESSION 2, FIRST OFFICER UNSATISFACTORY ( )

Date………… IPL………………… IMN……………………. CPT……………………. FO……………….. FE…………………

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic 81 000 lbs RWY 25 R OAT + 2° C
weight
Load 40 000lbs Wind 340°/10kt QNH 1018 hpa
Fuel 15 000lbs Visibility 5 000m SID ROUSY 1 D
A/C .RWY25R Ceiling BKN 500 ft
position

SEQUENCES COMMENTS U S

TAKE OFF Take off in severe wind shear +

recovery.
TAKE OFF Propeller malfunction after V1.

TAKE OFF Engine failure at V1.

APPROACH One ENG inop ILS + system failure.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 152

SIMULATOR REFRESHER II
FFS 1
(4 hours)

Objective : Review normal, hot weather, abnormal and emergency procedures.

CRM Objective: Review crew coordination.

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 30° C

Load 40 000lbs Wind 340°/10kt QNH 1020 hpa

Fuel 30 000lbs Visibility 99999 SID ROUSY 1 D
A/C position Apron Ceiling CAVOK GPU ON

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 153

EXERCICES AND PROCEDURES Partial time Total time

PF / CAPTAIN
1. Preflight check: System malfunctions (oil qty and failure, start valve open light fails to test) and
use of MEL. 0.35 0.35
2. Engine start: Aborted starts due to system malfunctions
(start valve fails to open, no secondary fuel pump light illumination).

3. Taxi: Hyd. Utility loss (Reset).

4. Engine Run Up: Low pitch stop fails to extend.
5.Take off: Engine or propeller malfunction at V1- 10kt.
6. Take off: Engine # 2 secondary fuel pump pressure light illumination at 500 ft AGL (light 0.30 1.05
remains on after ignition ctl. CB is pulled.

7. Climb: Dump fuel at FL 60.

8. Approach: One engine inop ILS with GS unserviceable +
Go around due to ATC.

9. Go around: ENG # 1 total loss of oil quantity. 0.20 1.25

10. Approach: Two engine inop ILS.
11. Taxi in: Brake fire (notified by tower) + evacuation.
12. If time permitting review engine flame out at V1 up to the end of checklist. 0.35 2.00

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 154

SIMULATOR REFRESHER II
FFS 1 (cont’d)
(4 hours)

EXERCICES AND PROCEDURES Partial time Total time

PF / FIRST OFFICER
1. Preflight check: System malfunctions and use of MEL. 0.20 0.20
APU fire.
2. Engine start: Aborted starts due to system malfunctions (start valve fails to close.

3. Taxi: Torque indicator failure.

4. Engine Run Up: Propeller low pitch stop failure, 0.15 0.35
anti skid fails to test.
5. Take off: Engine # 2 flame out at V1.
6. Climb: Relight + decoupling, fuel dumping at FL 60. 0.30 1.05
7. Approach: One engine inop ILS (Raw data), change of wind direction before GS interception,
circling.
8. Go around: Due to runway incursion, ENG # 4 fire. 0.20 1.25
9. Approach: Two engine inop ILS.
10. If time permitting review engine flame out at V1 up to the end of checklist. 0.35 2.00

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 155

SIMULATOR REFRESHER II
FFS 2 (CHECKRIDE)
(4 hours)

Objective: Review normal, hot weather, abnormal and emergency procedures.

Proficiency check.

CRM Objective: Review crew coordination.

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 30° C

Load 40 000lbs Wind 340°/10kt QNH 1020 hpa

Fuel 30 000lbs Visibility 99999 SID ROUSY 1 D
A/C position Apron Ceiling CAVOK GPU ON

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 156

EXERCICES AND PROCEDURES Partial time Total time

PF / CAPTAIN
1. Preflight check: System malfunctions (Nacelle overheat fails to test, AUX PUMP CB tripped)
and use of MEL. 0.35 0.35
2. Engine start: Aborted starts due to system malfunctions (ENG # 3 decoupled, primary fuel
pump failure ENG #4).

3. Taxi: ANTI SKID failure, UTILITY high pressure (Reset).

4. Engine Run Up: RPM fluctuation.
5.Take off: Engine or propeller malfunction at V1- 10kt.
6. Take off: Engine # 2 secondary fuel pump pressure light illumination at 500 ft AGL (light 0.30 1.05
remains on after ignition ctl. CB is pulled, reset after completion of checklist.

7. Climb: Climb to FL 200, compute cruise data card.

8. Cruise: ENG # 4 fire, descent to one engine inop ceiling. Clear failure and reset at FL 200.
Rapid decompression.

8. Approach: Raw data ILS, flap asymmetry between 0 and 50%.

9. Go around: Go around on ATC command, ENG # 1 fire. 0.20 1.25

10. Approach: One engine inop ILS with FD.
11. Taxi in: APU fire + evacuation.
12. If time permitting review engine flame out at V1 up to the end of checklist. 0.35 2.00

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 157

SIMULATOR REFRESHER II
FFS 2 (CHECKRIDE)
(4 hours)

Objective: Review normal, hot weather, abnormal and emergency procedures.

Proficiency check.

CRM Objective: Review crew coordination.

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RW 25 R OAT + 30° C
Load 40 000lbs Wind 340°/10kt QNH 1020 hpa
Fuel 30 000lbs Visibility 99999 SID ROUSY 1 D
A/C position Apron Ceiling CAVOK GPU ON

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 158

EXERCICES AND PROCEDURES Partial time Total time

PF / FIRST OFFICER
1. Preflight check: System malfunctions (one Suction pump CB trips) and use of MEL.
2. Engine start: Aborted starts due to system malfunctions (ENG # 3 starter sheared shaft, ENG 0.35 0.35
# 4 high TIT,
ENG # 2 hydraulic check valve failure).

3. Taxi: BRAKES hydraulic high pressure (Reset).

4. Engine Run Up: Torque meter # 3 indication stuck after throttles are retarded.

5. Take off: Hydraulic UTILITY LOSS, reject T/OFF

6. Take off: Engine # 1 FIRE at 3 500 ft, PROPELLER FAILS TO FEATHER. 0.50 1.25

7. Climb: Climb to FL 60, fuel dumping.

8. Approach: ENG # 2 SECONDARY FUEL PRESSURE LIGHT ILLUMINATION, ILS approach.

9. Taxi in: BRAKE fire + evacuation.

10. If time permitting review engine flame out at V1 up to the end of checklist. 0.35 2.00

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 159

REFRESHER II, FFS 1 SATISFACTORY ( )

SESSION 1, CAPTAIN UNSATISFACTORY ( )

Date………… IPL………………… IMN……………………. CPT……………………. FO…………………….. FE…………………

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 30° C
Load 40 000 lbs Wind 340°/10 kt QNH 1020 hpa
Fuel 30 000 lbs Visibility 9999 SID ROUSY 1 D
A/C position Apron Ceiling CAVOK GPU ON

SEQUENCES COMMENTS U S

PREFLIGHT System malfunction and use of MEL.

STARTING Engine malfunction.
TAXIING System malfunction & failure.
RUN UP System malfunction.
TAKE OFF Engine or propeller malfunction at V1-
10kt.
TAKE OFF Engine secondary fuel pump pressure
light illumination.
CLIMB Dump fuel at FL 60.
APPROACH One ENG inop ILS with GS US +
Go around.
GO AROUND 2nd ENG malfunction.
APPROACH 2 ENG inop ILS.
TAXI IN BRAKE fire.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 160

REFRESHER II, FFS 1 SATISFACTORY ( )

SESSION 2, FIRST OFFICER UNSATISFACTORY ( )

Date………… IPL………………… IMN……………………. CPT……………………. FO…………………….. FE…………………

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 30° C
Load 40 000 lbs Wind 340°/10 kt QNH 1020 hpa
Fuel 30 000 lbs Visibility 9999 SID ROUSY 1 D
A/C position Apron Ceiling CAVOK GPU ON

SEQUENCES COMMENTS U S

PREFLIGHT System malfunction and use of MEL.

STARTING Engine malfunction.
TAXIING System malfunction & failure.
RUN UP System malfunction.
TAKE OFF Engine failure at VR.
CLIMB Relight + decoupling, dump fuel at FL 60.
APPROACH One ENG inop ILS
(raw data) with circling to RWY 07 L.
GO AROUND Go around (runway incursion), engine fire.
APPROACH 2 ENG inop ILS.
TAXI IN APU fire.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 161

REFRESHER II, FFS 2 SATISFACTORY ( )

SESSION 1, CAPTAIN UNSATISFACTORY ( )
CHECKRIDE
Date………… IPL………………… IMN……………………. CPT……………………. FO…………………….. FE…………………

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 30° C
Load 40 000 lbs Wind 340°/10 kt QNH 1020 hpa
Fuel 30 000 lbs Visibility 9999 SID ROUSY 1 D
A/C position Apron Ceiling CAVOK GPU ON

SEQUENCES COMMENTS U S

PREFLIGHT System malfunction and use of MEL.

STARTING Engine malfunction.
TAXIING System malfunction & failure.
RUN UP System malfunction.
TAKE OFF Engine or propeller malfunction at V1- 10kt.
TAKE OFF Engine secondary fuel pump pressure light
illumination.(Reset)
CLIMB & Climb to FL 200. Engine failure, Descent to
CRUISE N-1 ceiling. Reset at FL 200, rapid
decompression
APPROACH Raw data ILS, flap asymmetry.
GO AROUND Engine fire.
APPROACH 1 ENG inop ILS with FD.
TAXI IN APU fire.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

 EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI

REF : MANEX
L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 162

REFRESHER II, FFS 2 SATISFACTORY ( )

SESSION 2, FIRST OFFICER UNSATISFACTORY ( )
CHECKRIDE
Date………… IPL………………… IMN……………………. CPT……………………. FO…………………….. FE…………………

TAKE OFF DATA: LOCAL FLIGHT (BRUSSELS NATIONAL)

Basic weight 81 000 lbs RWY 25 R OAT + 30° C
Load 40 000 lbs Wind 340°/10 kt QNH 1020 hpa
Fuel 30 000 lbs Visibility 9999 SID ROUSY 1 D
A/C position Apron Ceiling CAVOK GPU ON

SEQUENCES COMMENTS U S

PREFLIGHT System malfunction and use of MEL.

STARTING Engine malfunction.
TAXIING System malfunction & failure.
RUN UP System malfunction.
TAKE OFF Reject due to system malfunction.
TAKE OFF Engine fire after flaps retraction,
propeller fails to feather.
CLIMB Climb to FL 60, dump fuel, SECONDARY
FUEL PRESSURE LIGHT ILLUMINATION.
APPROACH ILS approach.
TAXI IN BRAKE fire.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

COPIE NON CONTRÔLÉE

EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 TRAINING SYLLABI
REF : MANEX L382.G – RECURRENT SIMULATOR TRAINING SYLLABUS Chapter 12 Page 163

TRAINEE FOLLOW-UP SHEET

A/C TYPE: ________
TRAINEE’S NAME: ______________________________
CREW POSITION: CPT: □ F/O: □
INSTRUCTOR : __________________ YEAR : 1 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 1 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 2 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 2 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 3 1FST SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

INSTRUCTOR : YEAR : 3 2ND SIMULATOR: DATE:

CRM Grading

COMMENTS : IPL Signature Trainee’s

Signature

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

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EDITION N° : 03 OM PART D – TRAINING
DATE : SEP 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 164
REF : MANEX CHECKING SESSION E

12.4. ZFTT / LVO / Difference Course Syllabi

12.4.1.1. A330 LVO:

BRIEFING ROOM
Review technical: LOW VISIBILTY OPERATIONS STANDARD CREW

Events

INIT gate
1 fast cockpit preparation
Engine fast star

Low visibility taxi out

Takeoff continue yaw bar

Prim3 fault on down wind

Radar vectors for ILS CAT II / III approach to 20 ft no contact low go around
Engine fail on go around

Landing CAT II / III one engine out.

Init T/O – take off by F/O AP AND A/THR 2 failure after lift off
Cat II/III approach AUTOLAND light at 80ft (both AP/and A/THR FAIL)
No visual contact Manual G/A
CAT II Manual thrust AUTOBRAKE BRAKE FAILURE at 80kts
Init T/O engine failure at VR restart
Cat III DUAL to DH GO AROUND due to DMC 1 FAILURE at 300ft restore
Pos init on final VISUAL CONTACT 150ft engine failure 100ft landing
Init T/O position : T/O by F/O CPT incapacitated on rotation select CAT1 weather F/O
autoland approach .

Init T/O position :

T/O engine fire at 110kts RTO VISIBILTY ZERO Follow yaw bar

Remarque the choice of airport depends of the session training ABCDE.

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

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EDITION N° : 03 OM PART D – TRAINING
DATE : SEP 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 165
REF : MANEX CHECKING SESSION E

BRIEFING ROOM
Review technical: LOW VISIBILTY OPERATIONS CREW OF TWO F/O

INIT FINAL APP INSTRUCTOR TAKES LH SEAT FOR ALL THE SESSION
As captain
REPOS ON FINAL 2500FT
CATII/CATIII Go around due to DMC 1 FAILURE AT200ft
GO AROUND BY F/O ( after handover of controls after the system failure )
ENGINE FAIL AT THR RED ALT
CATIII SINGLE LANDING
TAKE OFF by F/O
CATII/III AUTOLAND LIGHT AT 180ft

CATII/III NO FLARE

G/A ADR1 FAULT

CATIII SINGLE LANDING

TAKE OFF ENGINE FIRE AT 110kts RTO AUTOBRAKE FAILURE ( F/O call NO DECEL NO
SPOILERS)

TAKE OFF BY F/O CAPT INCAPACITATED ON ROTATION SELECT CAT 1 WEATHER

AUTOLAND APPROACH BY F/O
INIT DOWNWIND
CATIII DUAL LANDING

SEAT CHANGE

REPOS ON FINAL 2500ft

CATII/III GA DUE TO ADR1 FAILURE AT 200ft
GA BY F/O ENGINE FAILURE AT THRUST REDUCTION ALT
CAT II/III LANDING
TAKE OFF BY F/O
CATII/III AUTOLAND LIGHT AT 180ft G/A
CATIII SINGLE NO FLARE G/A (F/O call for NO FLARE )
RA2 FAULT
CATII LANDING
TAKE OFF BY F/O CAPT INCAPACITATED ON ROTATION
SELECT CAT 1 WEATHER AUTOLAND BY F/O
TAKE OFF ENGINE FIRE AT 110kts RTO NO SPOILERS (F/O CALL NO SPOILERS )

INIT DOWN WIND

CAT II/III LANDING

During the session the F/O is cm2

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EDITION N° : 03 OM PART D – TRAINING
DATE : SEP 16
TRAINING SYLLABI
REVISION N° : 04
A330 – RECURRENT SIMULATOR TRAINING SYLLABUS
Chapter 12 Page 166
REF : MANEX CHECKING SESSION E

BRIEFING ROOM

Review technical: LOW VISIBILTY TWO CAPTAINS

fast cockpit preparation engine fast start

Low visibility Taxi

Take-off
init final approach CATII/III to minimum 50ft no contact low go around engine fail on go around

One engine out landing

Init T/O position .T/O follow yaw bar A/THR 1 failure after clean up CATII/III AP and A/THR fail at 80ft autoland
light no visual contact manual go around.

CATII manual thrust landing autobrake failure.

Init T/O position . T/O F/O incapacitated before 100kts call RTO visibility zero follow yaw bar

Seat change

Init T/O – T/O CATII/III app autoland light transmitter failure at 200ft go around
RA 2 failure on down wind
CATII APPROACH NO ROLLOUT mode or AP failure in rollout

Init T/O position :T/O follow yaw bar CATII/III app no contact low go around
Engine fail on go around CATII/III ONE ENGINE OUT landing long flare

Init T/O position :T/O Engine failure restart

Init position on final PRIM1 failure at 800ft go around reset successful

Position on final CATII/III NO FLARE

Init T/O : engine failure at 110kts RTO follow yaw bar

Remarks: AIRPORTS CHOICE DEPENDS OF SESSION TRAINING ABCDE

REF. D.O.A – TRAINING DEPARTMENT © AIR ALGERIE – All Rights Reserved

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EDITION N° : 01 OM PART D – TRAINING DATE : JULY 16
REVISION N° : 03 TRAINING SYLLABI
Difference course from ATR72-500 to ATR72-600 Chapter 12 Page 167
REF : MANEX

12.4.1.2. A330 ZFTT:

GENERAL

ZERO FLIGHT TIME Base training is proposed to trainee having a prior agreement on this
subject with the respective DACM.
This session complies with the DACM recommendation.

PREREQUISITES

ZFTT shall only apply to candidates of multi-pilot aeroplanes having more than:
 500 hours flight time or 100 routes sectors on a relevant aircraft type if a level D FFS
is used.
 1500 hours flight time or 250 route sectors on a relevant aircraft type if a level C FFS
is used.

NOTE: A relevant aircraft type is defined as a turbo jet transport category aeroplane having a
MTOW of not less than 10 tons or an approved passenger seating configuration for not less
than 20 passengers.

ZERO FLIGHT TIME TRAINING

 Airport: DAAG
 Runways:
o Runway 23 is 60m wide with LDA 3500m.
o Runway 27 is 45m wide with LDA 3500m.
 Weather
o CAVOK unless otherwise specified.
o Time of the day and runway conditions vary.
 Performance
o Takeoff data have to be computed before the session.
o Notes: There is no requirement for the trainee to compute them.

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 INSTRUCTOR GUIDANCE:

o The trainee occupies his respective pilot seat while the instructor is in the other seat.
The second trainee observes the session from the jump seat.
o Do not use Fuel Freeze.
o RECALL SIMSOFT after each reposition. Check all data as per the notes including
T/O performance and wind. Advise trainees not to touch the FMS on repositioning till
the SIMSOFT RECALL is complete.
o Confirm cockpit setup prior to each departure.
o Remaining time may be devoted to repeat patterns as required.

 ATTENTION:

o Wind, runway and weight conditions vary for each scenario.

o Circuit directions for CM1 and CM2 different.
o A/THR use varies throughout the ZFTT exercises.

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REF : MANEX

CERTIFICATION OF BASE TRAINING PREPARATION

I……………………………(name) certify, that I have studied the external walk around using
the VIRTUEL Walkaround software, and I am ready to commence practical training.

Signature …………………………….. Date …………………………………

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REF : MANEX

Trainee Name: Staff ID: Licence Type & Number:

ZFTT FFS
TIME (4 hours session : 2hours per pilot)

(4 hours session: 2
hours per pilot)
RH
VISUEL RWY COND WIND OBSERVATIONS LH Pattern Pattern ATHR

A Day Dry 46° Right / 26 kt Light turbulence CM1 CM2

TOW = MLW Conf 1+F V1 = Vr= V2= Flex=

1- TAXI - NORMAL - 90° ONTO RWY
2- TAKE OF 23
3- VISUEL CIRCUIT - ILS ASSISTED ON
0,25 4- LANDING CONF FULL - RWY 23 - VACATE THE RUNWAY
B Day Dry 46° Right / 26 kt Light turbulence CM1 CM2
TOW = MLOW Conf 2 V1 = Vr= V2= TOGA
5- Holding Point Position - TAKE-OFF 27
7- VISUEL CIRCUIT - NON ILS ASSISTED AT MLW OFF
0,35 8- LANDING CONF FULL - RWY 27 - VACATE THE RUNWAY
C Day Dry 46° Right / 26 kt Light turbulence CM1 CM2
TOW = Min ZFW + 6T Conf 3 V1 = Vr= V2= Flex=
9- HOLDING POINT POSITION - TAKE-OFF 27
10- VISUEL CIRCUIT - NON ILS ASSISTED OFF
01:00 11- LANDING CONF FULL - RWY 27 - VACATE THE RUNWAY
D Day Dry Tal wind / 10 kt Light turbulence CM1 CM2
TOW = MLW Conf 3 V1 = Vr= V2= TOGA
12- Holding Point Position - TAKE-OFF 27
13- VISUAL CIRCUIT - NON ILS ASSISTED OFF
01:15 14- LANDING CONF FULL - RWY 27 - VACATE THE RUNWAY
E Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = Min ZFW + 6T Conf 1+F V1 = Vr= V2= TOGA
15- HOLDING POINT POSITION - TAKE-OFF 27
16- VISUEL CIRCUIT - NON ILS ASSISTED ON
01:25 17- LANDING IN CONF 3 - RWY 27 - VACATE THE RUNWAY
F Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MTOW Conf 3 V1 = Vr= V2= TOGA
18- HOLDING POINT POSITION - TAKE-OFF 27
19- VISUEL CIRCUIT - NON ILS ASSISTED AT MLW ON
01:40 20- LANDING IN CONF 3 -RWY 27 - VACATE THE RUNWAY
G Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MLW Conf 2 V1 = Vr= V2= TOGA
21- HOLDING POINT POSITION - TAKE-OFF 23
22- VISUEL CIRCUIT - ILS ASSISTED ON
01:50 23- LANDING CONF 3 - RWY 23 - VACATE THE RUNWAY
H Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MLW Conf 3 V1 = Vr= V2= Assum=
24- HOLDING POINT POSITION - TAKE-OFF 23
25- VISUAL CIRCUIT - ILS ASSISTED ON
02:00 26- LANDING CONF 3 - RWY 23 - VACATE THE RUNWAY
TRI NAME TRI SIGNATURE

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REF : MANEX

12.4.2.1. ATR72-500 ZFTT:

1- GENERAL

ZERO FLIGHT TIME Base training is proposed to trainee having a prior agreement
on this subject with the respective DACM.
This session complies with the DACM recommendation.

2- PREREQUISITES
ZFTT shall only apply to candidates of multi-pilot aeroplanes having more than:
 500 hours flight time or 100 routes sectors on a relevant aircraft type if a level
D FFS is used.
 1500 hours flight time or 250 route sectors on a relevant aircraft type if a level
C FFS is used.

NOTE: A relevant aircraft type is defined as a turbo jet transport category aeroplane
having a MTOW of not less than 10 tons or an approved passenger seating
configuration for not less than 20 passengers.

3- ZERO FLIGHT TIME TRAINING

 Airport: DAAG
 Runways:
o Runway 23 is 60m wide with LDA 3500m.
o Runway 27 is 45m wide with LDA 3500m.
 Weather
o CAVOK unless otherwise specified.
o Time of the day and runway conditions vary.
 Performance
o Takeoff data have to be computed before the session.
o Notes: There is no requirement for the trainee to compute them.

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REF : MANEX

 INSTRUCTOR GUIDANCE:

o The trainee occupies his respective pilot seat while the instructor is in the
other seat. The second trainee observes the session from the jump seat.
o Do not use Fuel Freeze.
o RECALL SIMSOFT after each reposition. Check all data as per the notes
including T/O performance and wind. Advise trainees not to touch the FMS on
repositioning till the SIMSOFT RECALL is complete.
o Confirm cockpit setup prior to each departure.
o Remaining time may be devoted to repeat patterns as required.

 ATTENTION:

o Wind, runway and weight conditions vary for each scenario.

o Circuit directions for CM1 and CM2 different.

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REF : MANEX

CERTIFICATION OF BASE TRAINING PREPARATION

I……………………………(name) certify, that I have studied the external walk around using
the VIRTUEL Walkaround software, and I am ready to commence practical training.

Signature …………………………….. Date …………………………………

Trainee Name: Staff ID: Licence Type & Number:

TIME ZFTT FFS
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(4 hours session: 2
hours per pilot)
RH
VISUEL RWY COND WIND OBSERVATIONS LH Pattern Pattern

A Day Dry 46° Right / 26 kt Light turbulence CM1 CM2

TOW = MLW Conf 15 V1 =112 Vr=112 V2=115 Vwb=140 Vlb=167
1- TAXI - NORMAL - 90° ONTO RWY
2- TAKE OF 23
3- VISUEL CIRCUIT - ILS ASSISTED
4- LANDING CONF 30 - RWY 23 - VACATE THE
0,25 RUNWAY
B Day Dry 46° Right / 26 kt Light turbulence CM1 CM2
TOW = MLOW Conf 15 V1 =112 Vr=112 V2=115 Vwb=140 Vlb=167
5- Holding Point Position - TAKE-OFF 27
7- VISUEL CIRCUIT - NON ILS ASSISTED AT MLW
8- LANDING CONF 30 - RWY 27 - VACATE THE
0,35 RUNWAY
C Day Dry 46° Right / 26 kt Light turbulence CM1 CM2
TOW = Min ZFW + 6T Conf 15 V1 =104 Vr=104 V2=110 Vwb=118 Vlb=140
9- HOLDING POINT POSITION - TAKE-OFF 27
10- VISUEL CIRCUIT - NON ILS ASSISTED
11- LANDING CONF 30 - RWY 27 - VACATE THE
01:00 RUNWAY
D Day Dry Tal wind / 10 kt Light turbulence CM1 CM2
TOW = MLW Conf 15 V1 =112 Vr=112 V2=115 Vwb=140 Vlb=167
12- Holding Point Position - TAKE-OFF 27
13- VISUAL CIRCUIT - NON ILS ASSISTED
14- LANDING CONF 40 - RWY 27 - VACATE THE
01:15 RUNWAY
E Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = Min ZFW + 6T Conf 15 V1 =104 Vr=104 V2=110 Vwb=118 Vlb=140
15- HOLDING POINT POSITION - TAKE-OFF 27
16- VISUEL CIRCUIT - NON ILS ASSISTED
17- LANDING IN CONF 30 - RWY 27 - VACATE THE
01:25 RUNWAY
F Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MTOW Conf 15 V1 =112 Vr=112 V2=115 Vwb=140 Vlb=167
18- HOLDING POINT POSITION - TAKE-OFF 27
19- VISUEL CIRCUIT - NON ILS ASSISTED AT MLW
20- LANDING IN CONF 30 -RWY 27 - VACATE THE
01:40 RUNWAY
G Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MLW Conf 15 V1 =112 Vr=112 V2=115 Vwb=140 Vlb=167
21- HOLDING POINT POSITION - TAKE-OFF 23
22- VISUEL CIRCUIT - ILS ASSISTED
23- LANDING CONF 30 - RWY 23 - VACATE THE
01:50 RUNWAY
H Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MLW Conf 15 V1 =112 Vr=112 V2=115 Vwb=140 Vlb=167
24- HOLDING POINT POSITION - TAKE-OFF 23
25- VISUAL CIRCUIT - ILS ASSISTED
26- LANDING CONF 30 - RWY 23 - VACATE THE
02:00 RUNWAY
TRI NAME: TRI SIGNATURE:
12.4.2.2. Difference Course from ATR72-500 to ATR72-600:

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Course content:

Week 1 (VHP/MFSTD and FFS or FFT)

Day 1 Day 2 Day 3 Day 4 Day 5
NAS presentation
CBT CBT CBT
Planning Interactive
(2:00) (2:00) (2:00)
tools

VHP/MFSTD 2
Full cockpit prep.
VHP/MFSTD 3
VHP/MFSTD 1 System page
Failure treatment
NAS presentation description
Flaps unlock VHP/MFSTD 4
FMS initialisation FMS practice FFT*
DC GEN fault
(speed (4:00 per crew)
IOM failure NAVIGATION
(3:00) configuration)
DU failure
ENG flameout (3:00)
(3:00)
FMS msg

(3:00)
CBT CRM
(2:00) (2:00)

Notes:

CRM: Crew Ressource Management

GI: Ground Instructor
VHP: Virtual Hardware Platform Trainer
MFSTD: Maintenance & Flight synthetic Training Device
CBT: Computer Based Training
VHP sessions DO NOT INCLUDE time for briefing and de-briefing
* or higher device, such as FFS, level C or D.

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Trainee follow-up and progress report

TRAINING REPORT

Trainee name………………………………………..

Date…………………………………………………...

Personal Training
Hand out:
- FCOM, FMS pilot’s guide and QRH (electronic version on CD)

1.04: AFCS
FCOM: “Difference contents” chapters
1.05: Communications
1.00: Aircraft general
1.09: Flight Controls
1.01: Integrated Systems
1.10: Flight Instruments
1.02: Flight Warning systems
1.15: Navigation System

Trainee signature
“I, the undersigned, Mr acknowledge receipt of “ATR 72 Glass Cockpit”
handout and hereby represent, warrant and convenant that I have read, analyzed, studies and
acquired the knowledge provided in this handout in order to satisfy the AIR ALGERIE training and
checking requirement for operation of more than one ATR variant .
In addition, I acknowledge and agree that I am responsible for acquiring the knowledge set out in the
“ATR 72 Glass Cockpit” hand out through a self-instruction and that such knowledge may be
checked during proficiency checking.

Date:……………………………………………

Signature:……………………………………..

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REVISION N° : 00 TRAINING SYLLABI
ZFTT / LVO / Difference Course Syllabi Chapter 12 Page 177
REF : MANEX

12.4.3.1. B737 LVO:

The AIR ALGERIE LVO initial training will last 02 days and consists of a ground and a simulator session
According to the Operations manual Part D , the first day will be dedicated to the LVO CBT session which will
be followed by an instructor briefing a power point on how to be prepared to perform a Low Visibility Taxi ,
Take off and Landing.

The second day will be dedicated to the FFS session in order to review all the different situations that may
occur during LVO and to bring the crew to a proficiency level in performing Low Visibility Operations.
During the CBT training the crew shall closely study and determine as clearly as possible all the key points in
Low Visibility Operations.
During FFS session, the crew shall cope with all the situations during taxi, takeoff and approach that may
accur and react in a proper manner to these situations.

1. Lesson Plan

Day Lesson No. Total-time Time CDB/PF F/O PM

1 CBT Training incl. 08:00 08:00 - -
Cat 3/LVO
2 FFS Session 02:00 02:00 02:00 02:00

Note:
The published lesson durations are minimum times and have to be adapted to the applicant’s
Performance and the observed training progress
2.Training Record
2.1 LVO Cat 2/3- Course – Certificate of completion
Documentation Procedure:
Trainer signature:
Signature of the head of training
Name :

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REF : MANEX

Dates Lesson PF PM SIM ID Instructor

Signature
CBT (Total8
Session
Briefings
Session 1
2H PF/2h
Extra Training1
Totals
2h PF/2h PM

3.Syllabus
3.1 Lesson1
3.1.1 Training Preparation
Training Objective:
Briefing Items:
 List of required ground equipments and airborne equipments
 Low Vis taxi procedures
 Failure of airborne equipment and ground equipments
 LVTO and CAT2/3 minimums
 Discussion about call outs

Training topics
 Takeoff Briefing
 Seating Position ,Rudder Pedal adjustment
 Task sharing , crew coordination and communication
 Announcements and call outs
 CRM: Using CRM Principles during briefing or debriefing
 Taxing in LVO Vis
 Normal Take Off in LVO Vis
 Engine Failure after V1during LVTO
 Auto Throtte logic
 Descent and approach preparation
 ILS Approach
 Auto Land in LVO Vis
 Go around manual and automatic in LVO Vis
 Passenger Evacuation
 Effect of failed or downgraded ground equipment on landing minimums

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Training Bibliographical Reference:

Note: if no pages are mentioned study the complete chapter

Subject QRH Boeing FCTM LVO Handout
Checklists CI.1 Checklist
Introduction
Ground  Chapter 2.,p2.1-P2.8
Takeoff Briefing  Chapter 2.,p2.2
Callouts  Chapter 1.,p1.2-P1.3
CRM  Chapter 1.,p1.2-p1.3
RNP and RNAV  Chapter 1.,p1.29-p1.40
Operations
AFDS Guidelines  Chapter 1.,p1.35-p1.40
Take-off  Chapter 3.,p3.2-3.10
Initial Climb  Chapter 3., p3.27-3.30
Maneuvers  Chapter 7.,p7.21
Climb ,Cruise & Descent  Chapter 4
& Holding
Approach  Chapter 5.,p5.1-5.7
ILS Approach  Chapter 5.,p5.11-5.15
Landing  Chapter 6.,p6.1-6.29
Auto Land  Chapter 5.,p5.14 -5.18

Training
Training contents

Normal Session 1/ Trainee 1

Init Take Off A/P F/D A/T
1. Aircraft parked in the Ramp, with running engines
2. After Start Checklist and Procedures
3. Taxi out to taxi holding Rwy 27L in 175m visibility via taxiway A .
Taxi technique and navigation
4. RTO in 175m RVR at 80kts due to incapacitation of either FO or
Captain
5. RTO in 175m RVR at 110 kts seizure
6. RTO in 175m RVR at 100 kts Engine flameout with
incapacitation of the Captain
5. Normal Take Off with 175m RVR climb out to FL100 X X
6. Approach Preparation X X X
7. Descent X X X
8. Holding X X X
9. ILS Approach CAT2/3 demonstration X X X
10.Autoland X X X
Cat 3/2 ILS Approaches / Reposition to 8Nm on final
11. Automatic App. With automatic G/A at 100 ft(no visual X X X
12. Automatic App. Loc deviates L or R below 100 ft G/A X X X
13. Automatic App. G/S deviates above 100 ft G/A X X X
14. Automatic App. AFDS failure at DH? Autopilot drop out below X X X
DH G/A (Captains only)
15. Automatic App. Captain Incapacitation at 500 ft G/A X X X
16. Automatic App.With automatic G/A at 50 ft and engine failure X X X

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during G/A
17. Automatic App.IRS failure at 100 ft G/A X X X
18. Automatic App.Engine failure at 100 ft X X X
19. Automatic App. To land RVR 350mFG, Engine fire during X X X
landing with PAX evacuation
Captain only
20.Low Vis T/O ( RVR 175m) eng damage after V1 X X X
21. CAT II SE App ( RVR 350m)manual landing

22.After Landing Setup and Cheklist

23. Parking, Shutdown Setup and Checklist

Normal Session 1/ Trainee 2

Init Take Off A/P F/D A/T
25.Aircraft parked on Take OFF position, with running engines
26.RTO in 175m RVR at 80 kts due to incapacitation of either FO or
Captain
27.RTO in 175m RVR at 110 kts Engine seizure
28.RTO in 175m RVR at 100 kts engine flameout with incapacitation
of the Captain
29.Normal Take Off with 175m RVR climb out to FL 100 X X
30.Approach Preparation X X X
31.Descent X X X
32.Holding X X X
Cat 3/2 ILS Approaches /Reposition to 8Nm on final
33.Automatic App. with automatic G/A at 100 ft( no visual X X X
34. Automatic App.Loc deviates L or R below 200 ft G/A X X X
35. Automatic App. G/S deviates above 200 ft G/A X X X
36. Automatic App. AFDS failure at DH. Autopilot drop out below DH X X X
G/A ( Captains only)
37. Automatic App. Captain Incapacitation at 500 ft G/A X X X
38. Automatic App. With automatic G/A at 100 ft and engine failure X X X
during G/A
39. Automatic App. IRS failure at 200 ft G.A X X X
40. Automatic App. Engine failure at 100 ft X X X
41. Automatic App. To land RVR 350m FG, Engine fire during with X X X
PAX evacuation
Captains only
42. Low Vis T/O ( RVR 175m) eng damage after V1 X X X
43. CAT II SE App (RVR 350m) manual landing X X

44. After landing Setup and Checklist

45.Parking, Shutdown Setup and Cheklist

Summary of LVO Session:

 3 RTO’s ( 2xCapt, 1xFo)
 1 Engine failure on take off
 10 Approaches
 7 Go arounds
 3 Landings
 1 Pax Evacuation

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Session Data
DEP ATIS
Runway Wind Visibility
27L 280/5 200FG
Ceiling Temperature Dew Point
OVC 001 15° C 14° C
QNH Runway Conditions RVR
998 Dry RVR 27L 175 200

FMC DATA
POS INIT page RTE page DEP/ARR page
Position DEP DEP Runway
EGLL EGLL 27L
Latitude/ Longitude ARR DEP
N 051° 28.7 W00027.7 MID 3G
Flight Number ARR Runway
DAH 2054 23
Routing Arrival
MID 3G MID UL 151 SITET Nil
UN 859 GENIO UN 855
BUYAH
Approach/Transition
Nil
INIT REF PAGE N1 LIMIT page TAKEOFF Page
ZFW Actual Temp CG
52 20 21,5 %
Reserves Assumed Temp Flap Setting
3.0 t 55 5
Cost Index Take off Speeds
30 As calculated by
FMC
CRZ FL / Temperature
390/ -57°C
Cruise Wind
260/60

Destination ATIS
Runway/Approach Wind Visibility
23/ILS Calm 2000
Ceiling Temperature Dew Point
SCT 005 15°C 14° C
QNH Runway Conditions
1013 Dry
TRIP INFO
Trip Distance Cruise Wind Alternate
915NM 260/60 DAOO
Block Fuel Tropopause Alternate Distance
8.7T 36090 228 NM
T/O ALTERNATE DISTANCE TO EGKK Flight Level to Alternate
EGKK 22NM FL 240

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EGKK ATIS
Runway Wind Visibility
26L 280/5 200FG
Ceiling Temperature Dew Point
OVC 001 15°C 14°C
QNH Runway Conditions RVR
998 Dry RVR 26L 350 175 200

4.Low visibility approach briefing

 Refer to QRH Operational Procedure: CAT2/3 Procedure Requirements.
 Adjust pilot’s seat.
 The A/P Minimum Use Height ( MUH) for single channel operation is 50 feet for B 737-NG.
Consequently:
1. Company procedures do not authorize single channel CAT2 approaches although the B737 is
certified to perform single channel CAT2 approaches
2. The A/P should always be disconnected at the minimums during a single channel CAT 1
approach

NOTE : Although the Company has approval to perform CAT2 approaches only, the training will completed for
CAT2 and CAT3A in order to anticipate on further approval to perform CAT3A approaches from the DACM

5. Procedure requirements
B737 NG LANDING MINIMUMS
CAT1 CAT2 CAT3 X / Required , Blank: Not Required
A
1 AP AUTOLAND
200 100 50 Min DH ft ( use jeppesen minimums if higher) MINIMUMS
550 350 200 TDZ RVR ( Use jeppesen minimums if higher)
175 MID RVR ( Independent of Jeppesen
minimums)
Roll Out RVR ( Independent of jeppesen
minimums)
X X See “Table of Failed or Downgraded Ground AIROPORT
Equipment”
X Braking Action >= Medium(>0.3)
X FAR Rwy length +15%
X No Heavy Precipitation WEATHER
X Max Head Wind 25Kts
X Max Cross Wind 20Kts
X X Mas Tail Wind 10Kts
X X If Tech. Problems: Refer to table of Required A/C
Equipment below on in QRH

NG
CAT 1 (a) CAT2
1 A/P CAT3A X= Required, R=Recommended. Blank=Not required
AUTOLAND
X All engines
X Flaps30/40 ( F40 recommended)
X Hydraulic systems A and B
X Auto Speedbrakes
1 2 EFIS control panel
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X Antiskid
2 2 Generator on busses ( Engine or AP driven)
X X TR 1 operative (b)
1 2 A/Ps engaged in APP mode
1 2 Autopilot disengage switches + lights
X X Autopilot aural warning
PF 2 F/D bars indication on PFD (pitch and roll)
R A/T engaged ( of A/T is used : disengage lights are required)
1 2 TO/GA Switches
2 2 ADIRU in NAV mode ( no transfer)
PF 2 ILS receiver ( with valid indication)
X X One means to check GS validity (i.e OM;DME or equivalent)
1 2 Display Electronic Unit (DEU) ( no source transfer)
X Standby horizon
4 4 Required displays fir PFD and ND (transfer is acceptable)
2 2 Attitude indication on PFD
2 FMA on PFD
1 2 Radio Altimeter on PFD
2 DH (setting + display) on PFD
1 2 Angle of attack sensor
X X Windshield wipers (both sides) in case of precipitation
Note:
 (a) The CAT 1 table of requirements only valid using the AP in approach mode
 (b) if TR 1 is inoperative : raw data approach or single FD approach available

6. Automatic approach and go around warnings

Use this table as a guideline . This table shows the warnings in relation with the cause and action to be
taken . The warning must be consistent , spurious warnings may be disregarded
(1) Watch for bias trim below 400 feet RA
(2) Execute manual landing only if suitable visual reference is established
(3) No automatic G/A capability without “flare armed”
(4) Adjust target speed if needed

Any other master caution annunciation is dealt with according QRH procedures.
Max Reversers
ROLL MONITOR
OUT DECELERATION
AND AUTOBRAKES
STATUS

Deviation Callouts
PARAMETERS IF DEVIATION EXCEEDS CALL REQUIRED
IAS +10kts SPEED

--05kts
RATE OF DESCENTE >1000ft/min SINK RATE
PITCH ATTITUDE Excessive change SINK RATE
PITCH ANGLE >7° BANK
LOCALIZER EXCESS DEV 1/4DOT LOCALIZER
GLIDE SLOPE WARNINGS 1/2DOT GLIDESLOPE

Note : ALL FMA callouts are mandatory during LVO

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12.4.3.1. B737 ZFTT:

GENERAL

ZERO FLIGHT TIME Base training is proposed to trainee having a prior agreement
on this subject with the respective DACM.
This session complies with the DACM recommendation.

PREREQUISITES

ZFTT shall only apply to candidates of multi-pilot aeroplanes having more than:
 500 hours flight time or 100 routes sectors on a relevant aircraft type if a level
D FFS is used.
 1500 hours flight time or 250 route sectors on a relevant aircraft type if a level
C FFS is used.

NOTE: A relevant aircraft type is defined as a turbo jet transport category aeroplane
having a MTOW of not less than 10 tons or an approved passenger seating
configuration for not less than 20 passengers.

ZERO FLIGHT TIME TRAINING

 Airport: DAAG
 Runways:
o Runway 23 is 60m wide with LDA 3500m.
o Runway 27 is 45m wide with LDA 3500m.
 Weather
o CAVOK unless otherwise specified.
o Time of the day and runway conditions vary.
 Performance
o Takeoff data have to be computed before the session.
o Notes: There is no requirement for the trainee to compute them.

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 INSTRUCTOR GUIDANCE:

o The trainee occupies his respective pilot seat while the instructor is in the
other seat. The second trainee observes the session from the jump seat.
o Do not use Fuel Freeze.
o RECALL SIMSOFT after each reposition. Check all data as per the notes
including T/O performance and wind. Advise trainees not to touch the FMS on
repositioning till the SIMSOFT RECALL is complete.
o Confirm cockpit setup prior to each departure.
o Remaining time may be devoted to repeat patterns as required.

 ATTENTION:

o Wind, runway and weight conditions vary for each scenario.

o Circuit directions for CM1 and CM2 different.
o A/THR use varies throughout the ZFTT exercises.

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CERTIFICATION OF BASE TRAINING PREPARATION

I……………………………(name) certify, that I have studied the external walk around using
the VIRTUEL Walkaround software, and I am ready to commence practical training.

Signature …………………………….. Date …………………………………

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Trainee Name: Staff ID: Licence Type & Number:

TIME ZFTT FFS

(4 hours session: 2 hours

per pilot)

VISUEL RWY COND WIND OBSERVATIONS LH Pattern RH Pattern ATHR

A Day Dry 46° Right / 26 kt Light turbulence CM1 CM2

TOW = MLW Conf 5 V1 = Vr= V2= Assum=

1- TAXI - NORMAL - 90° ONTO RWY
2- TAKE OF 23
3- VISUEL CIRCUIT - ILS ASSISTED ON
0,25 4- LANDING CONF 30 - RWY 23 - VACATE THE RUNWAY
B Day Dry 46° Right / 26 kt Light turbulence CM1 CM2
TOW = MLOW Conf 5 V1 = Vr= V2= TOGA
5- Holding Point Position - TAKE-OFF 27
7- VISUEL CIRCUIT - NON ILS ASSISTED AT MLW OFF
0,35 8- LANDING CONF 30 - RWY 27 - VACATE THE RUNWAY
C Day Dry 46° Right / 26 kt Light turbulence CM1 CM2
TOW = Min ZFW + 6T Conf 5 V1 = Vr= V2= Assum=
9- HOLDING POINT POSITION - TAKE-OFF 27
10- VISUEL CIRCUIT - NON ILS ASSISTED OFF
01:00 11- LANDING CONF 30 - RWY 27 - VACATE THE RUNWAY
D Day Dry Tal wind / 10 kt Light turbulence CM1 CM2
TOW = MLW Conf 5 V1 = Vr= V2= TOGA
12- Holding Point Position - TAKE-OFF 27
13- VISUAL CIRCUIT - NON ILS ASSISTED OFF
01:15 14- LANDING CONF 40 - RWY 27 - VACATE THE RUNWAY
E Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = Min ZFW + 6T Conf 5 V1 = Vr= V2= TOGA
15- HOLDING POINT POSITION - TAKE-OFF 27
16- VISUEL CIRCUIT - NON ILS ASSISTED ON
01:25 17- LANDING IN CONF 30 - RWY 27 - VACATE THE RUNWAY
F Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MTOW Conf 5 V1 = Vr= V2= TOGA
18- HOLDING POINT POSITION - TAKE-OFF 27
19- VISUEL CIRCUIT - NON ILS ASSISTED AT MLW ON
01:40 20- LANDING IN CONF 30 -RWY 27 - VACATE THE RUNWAY
G Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MLW Conf 5 V1 = Vr= V2= TOGA
21- HOLDING POINT POSITION - TAKE-OFF 23
22- VISUEL CIRCUIT - ILS ASSISTED ON
01:50 23- LANDING CONF 30 - RWY 23 - VACATE THE RUNWAY
H Day WET 46° Left / 26 kt Mod turbulence CM1 CM2
TOW = MLW Conf 5 V1 = Vr= V2= Assum=
24- HOLDING POINT POSITION - TAKE-OFF 23
25- VISUAL CIRCUIT - ILS ASSISTED ON
02:00 26- LANDING CONF 30 - RWY 23 - VACATE THE RUNWAY

TRI NAME: TRI SIGNATURE:

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TABLE OF CONTENTS Chapter 13 Page 1
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CHAPTER 13 – TRAINING AND CHECK FORMS

13.1. FLIGHT CREW TRAINING AND CHECK FORMS…………………………………………..……………… 3

13.1.1. Proficiency Check Form……………………………………………………………………………………..

4
13.1.2. Mandatory Check Failure Notification form………………………………………………………………..
5
13.1.3. Line Control Form……………………………………………………………………………………….. 7
13.1.4. Line Training Form………………………………………………………………………………………..8
13.1.5. Command Upgrade – Interview Form……………………………………………………………….. 10
13.1.6. Command Upgrade – Assessment Flight Form……………………………………………………….
11
13.1.7. RNAV Approaches – Initial Qualification Training Form…………………………………………….13
13.1.8. Confidential Report ………………………………………………………………………………………
14
13.1.9. CAT “C” Airfield Training Record…………………………………………………………………….. 15
13.1.10. Transition / Command / Conversion / Entry: Training Record………………………………………..
16
13.1.11. Confidential Assessment / Progress Report…………………………………………………………..17
13.1.12. Initial / Annual / Triennial Safety Equipment & Emergency Procedures Check………………………..
18
13.1.13. Low Visibility Operations Certificate………………………………………………………………… 19
13.1.14. ETOPS (EDTO)/MNPS (NAT-HLA)/RVSM/PBCS Training Record.…………....................... 20
13.1.15. Line Release Form………………………………………………………………………………………21
13.1.16. Instructor Assessment Form………………………………………………………………………….. 23
13.1.16.a. Instructor Assessment Form Simulator………………………………………………………….. 23
13.1.16.b. Instructor Assessment Form Flight…….………………………………………………………….. 25

13.1.17. Long absence Training Form ………………………………………………………………….. 27

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13.1. FLIGHT CREW TRAINING AND CHECK FORMS

This section contains specimens of the training and checking forms, which are utilized by AIR ALGERIE to
meet the record keeping requirements for flight crew members as specified by the DACM.

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13.1.1. Proficiency Check Form

PROFICIENCY CHECK
DATE : Position (*) : CAPT F/O F/E
NAME : STAFF ID :
LICENSE TYPE AND NUMBER : AIRCRAFT TYPE :
Grading : 5 = Very Good, 4 = Good, 3 = Required Standard, 2 = Poor, 1 = Unsatisfactory, / = Not Applicable
(*)
: Cross out inapplicable item.

Mandatory Items as PF Grading Loft Scenario Grading

Rejected takeoff Crew coordination
Engine failure between V1 and V2 Compliance with company procedures
Single engine ILS Standard call-outs
Single engine Go-around Use of checklists
Single engine landing Use of automation
Non-ILS to the minima Knowledge of A/C systems
Mandatory low visibility items (If applicable) Grading Execution of procedures
Rejected take off during min take off weather Attention and communication to PAX
Automatic approach N° 1 Attention and communication with (s) CCM
Automatic approach N° 2 Cabin Emergency Evacuation
Automatic approach N° 3 Air traffic control communication
Or date of approach on A/C Either seat qualification (If applicable) Grading
Go-around / / Engine failure between V1 and V2
landing Single engine ILS
Single engine Go-around
Single engine landing

Remarks (Mandatory for Unsatisfactory Items)

Result of proficiency check (*) Satisfactory Unsatisfactory

Flight Crew Signature Name and Signature TRI / SFI

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13.1.2. Mandatory Check Failure Notification form

MANDATORY CHECK FAILURE NOTIFICATION FORM

Type of aircraft Date

PF SECTOR SECTOR ASSES

TYPES OF APPROACH AND MODES
(CM-1 / CM-2) FROM TO CM 1 CM 2

PRE-FLIGHT
Flight documentation reviewed thoroughly by both pilots. Logical approach to fuel uplift.
PRE-DEPARTURE
Cockpit Prep : Timely Systematic. Task sharing as per SOP.
Briefing : Effective. Interactive. Concise. Operationally thorough, utilizing all available resources in establishing a clear
action plan for normal and abnormal operations.
Performance planning : Load-sheet perusal. Airfield information update. Use of LPC. Data entry accuracy, assessment of
parameters affecting aircraft performance.
Push-back/start/taxi : Vigilance. Situational awareness. Task prioritization. Adherence to airfield procedures, taxi routes,
etc. Attention to safety, airport environment and other traffic.
DEPARTURE
Takeoff/Climb : Traffic awareness, Adherence to SIDs, speed/altitude constraints. Sterile cockpit concept. Task sharing.
Call outs and checklists. Work load management.
Flight Profile : Use of automation. Aircraft handling and flight management.

CRUISE
Awareness : Navigation accuracy. Fuel status. R/T. Weather and Systems monitoring. Passenger and crew comfort.
Terrain awareness. Crew alertness. Fuel economy.
Workload management : Task sharing. Call outs. Fatigue and rest management. Use of automation.

ARRIVAL
Descent Planning : Weather information. Cockpit preparation and briefing conducted in good time.
Briefing : Timely. Interactive. Effective. Operationally thorough, utilizing all available resources in establishing a clear action
plan. Possible change of runway and/or Instrument approach considered. Fuel status and Go-around/Diversion considered.
Descent execution : Vertical profile management. Speed and altitude control/constraints. Traffic awareness. Task sharing.
Call outs and checklists. Sterile cockpit concept. Work load management.
Approach & Landing : Lateral and horizontal profile management. Speed and configuration management. Task sharing
workload management. Call outs and checklists. Stabilization criteria and decision making. Aircraft handling.
SOP
Knowledge of and adherence to SOP.

CRM
Interpersonal skills. Cockpit environment. Communication between crew and ground staff. Leadership. Crew coordination.
Customer focus. Passenger PA (If applicable).
R/T
R/T procedures & phraseology. R/T Discipline. R/T Monitoring.
KNOWLEDGE
Technical : Systems knowledge. Familiarity with CAN, MEL, FCOM, QRH, OEBs and FCOM bulletins.
General : Knowledge and interpretation of Met, Reports and forecasts, enroute and approach charts. Route and Navigation
procedures (RVSM, RNP. etc). Knowledge of terrain (MEA, MORA, MSA. etc). Knowledge of operational procedures (OM
Part A, OM Part C, JEPPESEN text. etc).
FLT. DOCUMENTATION
Completed in thorough and neat manner.

NOTE : Do not grade the above item/items, only tick in the CM1/CM2 box any item that needs to be commented upon by the standards
Captain at the end of the flight.
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MANDATORY CHECK FAILURE NOTIFICATION FORM

COMMENTS :
Use this space for comments on all items checked on the previous page with recommendations, if any :

INSTRUCTOR : ……………………. SIGNATURE : …………………

FOR FLIGHT TRAINING DEPARTMENT USE

NAME : …………………………………... APPOINTMENT : ………………………… SIGNATURE : …………………………….

FOR CHIEF PILOT TRAINING USE

NAME : …………………………………... APPOINTMENT : ………………………… SIGNATURE : …………………………….

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13.1.3. Line Control Form

LINE CONTROL
Date : Position (*) : CAPT F/O F/E From To Flt N° Position
Name : Staff ID : Leg 1 AH PF/PM
License Type & Nbr : Leg 2 AH PF/PM
Aircraft Type & REG : At least one (01) leg as PF and one (01) leg as PM.
Grading : 5 = Very Good, 4 = Good, 3 = Required Standard, 2 = Poor, 1 = Unsatisfactory, / = Not Applicable
(*)
: Cross out inapplicable item
1. Flight preparation Grading 5. Approach Grading
Weather analysis Approach briefing
Flight plan, fuel analysis and NOTAM Approach procedure
Aircraft exterior inspection Flight parameters
Technical log and load sheet verification Stabilized approach
Cockpit preparation 6. Landing
Takeoff data and takeoff briefing Aircraft configuration
Push-back and starting procedures Flare, landing and deceleration after T/D
2. Takeoff 7. After landing / Shutdown
V1 / Vr / V2 Compliance After landing and shutdown procedure
Rotation technique IRS / INS / GPS check
Thrust setting 8. General
Compliance with A/C limitations / / CRM procedures
3. Climb Use of checklists
SID and noise abatement compliance ATC liaison, R/T procedures
Flaps retraction schedule English level evaluation
Speed and altitude awareness Crew coordination
Climb procedure Call-outs
4. Cruise Compliance with company procedures
En-route procedures System operation
Fuel and weather checks Technical knowledge
IRS / INS / GPS navigation procedure PAX relation and consideration
Crew appearance

Remarks (Mandatory for Unsatisfactory Items)

(*)
Result of Line Control Satisfactory Unsatisfactory

Flight Crew Signature Name and Signature TRI / TRE

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13.1.4. Line Training Form

LINE TRAINING
(*)
CAPT F/O F/E Name & Signature : Date : / /
(*)
A/C Type : Safety Pilot : Yes / No
A/C REG : TRI Name & Signature :
(*) : Cross out inapplicable item
Number of sectors flown Times (hh / mm)
PF PM PF PM
previous
Present
Total

FLT Nbr FROM TO FLT Nbr FROM TO

AH AH

AH AH
AH AH

Grading : 5 = Very Good, 4 = Good, 3 = Required Standard, 2 = Poor, 1 = Unsatisfactory, / = Not Applicable

PREFLIGHT GRADING
1 Meteo folder, NOTAM and OFP (JETPLAN)
2 Fuel and Tankering Policy
3 Aircraft documents check
4 Cockpit preparation
5 Weight & balance, load trim sheet and T/O data card preparation
6 Takeoff performance, Use of RWY Analysis / EFB USE
7 Low visibility takeoff minima / Takeoff alternate
8 A/C status review
9 Use of MEL / DDG and status message
10 Takeoff & Departure Briefing
11 Taxi routes and Taxi technique
12 Handling delays with PAX
In-flight GRADING
1 A/C limitations
2 Use of NAVAIDS / FMC
3 En-route MORA / GRID MORA
4 R/T procedure and Public Adress

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In-flight (Cont’d) GRADING

5 Use of in-flight performance, OPT FL, Max REC altitude
6 Navigation Log keeping and fuel checks at waypoints
7 Unlawful interference, aggressive passenger or bomb threat procedure
8 Fire fighting and rescue services
9 De-icing / Anti-icing
10 A/C systems (electrical, hydraulic…)
11 ETOPS (if applicable)
12 RVSM (if applicable)
13 RNAV operations (B-RNAV, P-RNAV…), RNP Operations
14 En-route weather and diversion aerodromes
15 English level evaluation
16 Descent planning
17 Approach briefing
18 Precision approach, Cat 2/3
19 Non-ILS procedure
20 Weather radar and terrain display policy
21 Stabilized approach
22 Flare and landing technique
23 Use of brakes and reverse thrust
POST FLIGHT GRADING
1 A/C technical log checking and signing
2 Flight envelope checking

Remarks (Mandatory for Unsatisfactory Items)

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13.1.5. Command Upgrade – Interview Form

COMMAND UPGRADE INTERVIEW

Name of the F/O

Date of the Interview

Time

Result of the interview Successful Reservations? *

Unsuccessful Corrections? **
Uncorrectable? **

INTERVIEW PANEL MEMBERS

NAME POSITION

* Reservations or other Remarks : -

1.
2.
3.
4.

** DEFICIENCIES – Correctable or Uncorrectable (if Unsuccessful) : -

1.
2.
3.
4.
5.
6.
7.
8.

Completed by : Date :

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13.1.6. Command Upgrade – Assessment Flight Form

Command Upgrade – Assessment Flight

NAME: _______________ POSITION : ___________ STAFF ID. ____________
__________________________
A/C TYPE: _______________ DATE : ___________

SECTOR
Duty Types of Approach
FROM TO 1 2 3 4 5

FLT. DOCUMENTATION
 CFP,WX,NOTAM, Fuel planning Completed in a thorough and neat manner
DEPARTURE
 Cockpit Prep: Completes all actions in correct sequence in a timely manner.
 Briefing: Clear, Comprehensive and relevant, with max reference to EFIS and CDU display data.
 Start & Taxi : Pushback/Engine Start Procedure, After Start Procedure, Taxing Procedure & Technique are correctly
executed.
 Take-off: Maintains centerline, timely and correct callouts, maintains speed and follows FDs commands accurately,
configuration changes on schedule, follows published SIDs, Noise Abetment and ATC instruction, respects task sharing
requirements.
 Climb: Ability to use various climb techniques, follows SOPs
CRUISE
 Reviews ECAM MEMO/ EICAS and ECAM SYS pages (Airbus), monitors flight progress, fuel status and navigation
accuracy and monitors weather for avoidance if applicable.
ARRIVAL
 Descent: Descent and approach preparation carried out in good time before top of descent, ability to use various descent
techniques, aware of and maintains descent profile, aware of fuel requirement for diversion and monitor WX for avoidance
if applicable.
 Briefing: Clear, Comprehensive and relevant, with max reference to EFIS and CDU display data.
 Approach: Correct and timely configuration, lateral and vertical profile within limits, speed within limits and approach
stabilized, correct decision to land or go around at MDA/VDP, flies the visual segment smoothly and lands within touch-
down zone.
 Landing: uses correct landing technique, correct reverse thrust and braking technique, maintains centreline

HANDLING ABILITY
Safe smooth accurate and confident handling, early detection of profile deviation, timely and positive corrective action

SOP
Knowledge of and adherence to standard operating procedures
CRM / NOTECH
Ensures application of task sharing requirements and good :
 Communication
 Leadership and Teamwork
 Workload Management

SITUATION AWARENESS
Maintains good position and terrain awareness with reference to enroute and approach charts, MEAs and MSAs, awareness
and assessment of enroute, destination and alternate weather conditions, awareness and monitoring of system and fuel status,
exercises ATC and traffic vigilance, makes good use of all available data ensuring good planning and stays ahead of the
airplane.
R/T
Correct R/T procedures& phraseology and maintains good R/T discipline
TECHNICAL KNOWLEDGE
 Normal: Demonstrates good operational knowledge of aircraft systems, familiar with FCOM & QRH content, OEBs and
FCOM bulletins.
 Other: Good knowledge and interpretation of Met. Reports and forecasts, en-route and approach charts, familiar with the

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content of JEPPESEN general text.

Command Upgrade – Assessment Flight

NOTE : 1) Overall Pilot Grading shall reflect the above average Pilot Assessment Markers Grades.
2) Assessment Flight will be considered unsatisfactory if overall grade 3 and below is achieved
3) A Single Pilot Assessment Marker Graded 1 or more than two Markers Graded 2 will result in the Command Upgrade
Assessment to be considered as Fail

OVERALL PILOT GRADING:

COMMENTS

INSTRUCTOR’S NAME SIGNATURE

MANAGEMENT CERTIFICATION

SIGNATURE APPOINTMENT DATE

Command Ability Grading

Grade Description
5 The ideal performance under the existing conditions.
Shows the ability to lead and manage a crew that optimizes the Safety and Operational Efficiency of the flight. Able to take the
initiative. Has the Situational Awareness that anticipates and copes with the various unusual circumstances that may occur whilst
operating the aircraft and during the ground stop. Able to make operational and commercial Decisions and is able to Communicate
effectively. Has the Integrity and ‘presence’ of a Commander. Technically very proficient.
With this level of performance, the candidate would have no problems successfully completing a Command Upgrade course.
4 Aim of the Flight was safely achieved with very few minor variations from ideal.
The performance shows good potential for progression to Commander. Leadership and Management are effective, but could be
further refined. Somewhat reluctant to take the initiative. Situational Awareness generally good, but sometimes breaks down. Decision
making generally good, but has a tendency to rely too much on the Commander. Communication ability good, keeps other crew
members in the loop. Technically proficient.
With this level of performance, the candidate would be suitable to undertake a Command Upgrade course.
3 Aim of the Flight was safely achieved with frequent minor but no major variations from the ideal.
The performance was satisfactory for the stage of development of the candidate. Leadership and Management are satisfactory and
more exposure to the Airline and aircraft operating philosophies will lead to the enhancement of his ability. Situational awareness
satisfactory. Decision making satisfactory with safety always considered but relies on the Commander. Communication skills
satisfactory. Technically suffers from lapses in knowledge and/or procedural technique.
With this level of performance, the candidate would be considered a ‘training risk’ on a Command Upgrade course.
2 Aim of the Flight was safely achieved, but the performance included the occasional major variation and frequent minor variations from
the ideal.
Not confident in command and has difficulty exercising leadership. Common sense and/or appropriate safeguards lacking. Little
sharing of workload and delegation of necessary tasks. Level of situational awareness such that situations are only reacted to with
difficulty and/or not anticipated. Poor prioritization of tasks such that only essential items are completed in the time available. Unable
to communicate effectively. Some incorrect application of non-critical procedures or errors. Difficulty in using/selecting/recalling the
correct procedure(s). Abnormal or emergency procedures performed incorrectly or with lack of familiarity of procedural steps.
With this level of performance, the candidate would be unlikely to pass a Command Upgrade course, even with extra
training.
1 Aim of the Flight not achieved due poor Command Ability. The Captain’s intervention was necessary.
Unable to make decisions or lack of methodology in the decision making process which compromises the safety of the aircraft. No
leadership or command skills evident. Lack of awareness of threats or errors which places or is likely to place the aircraft’s safety in
jeopardy. Vital information not relayed to other crew or agencies nor appropriate communication strategies employed with frequent
mis-communication or mis-interpretation. Procedures not known, major deficiencies in application of procedures, fundamental errors
in SOP’s. Critical errors with regard to abnormal/emergency procedures. Unable to carry out a procedure within a reasonable time.
With this level of performance, the candidate would not be considered suitable for Command.

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13.1.7. RNAV Approaches – Initial Qualification Training Form

RNAV Approaches – Initial Qualification Training

TRAINEE DETAILS

Staff ID Position Name

Aircraft Type Date

RNAV APPROACH TRAINING REQUIREMENTS

KNOWLEDGE QUESTIONNAIRE Enter your answers in the spaces provided below:

10
1. 2. 3. 4. 5. 6. 7. 8. 9.
.

Result Pass  Fail  (Pass Mark 75 %) Score : %

PRE-SIMULATOR BRIEFING Completed  Not Completed 

SIMULATOR TRAINING Completed  Not Completed 

CERTIFICATIONS
INSTRUCTOR
CERTIFICATION
Outcome of training :  Satisfactory  Additional Training Required

Instructor’s Name Staff ID License Nbr Signature

TRAINEE
I have read the content of this report and acknowledge the overall outcome :
CERTIFICATION
Trainee’s Name Staff ID License Nbr Signature

Office Use Only

Flight Training Administration Fleet Training Manager (FTM)

 Form is correct and complete

 Form signed by FTM and ready for filing

Date & Signature Date & Signature

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13.1.8. Confidential Report

CONFIDENTIAL REPORT

Name: Staff ID :
License No : Position :
Session : Date :

Instructor : _________________ Signature : _________________

Comments :

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13.1.9. CAT “C” Airfield Training Record

CAT “C” AIRFIELD TRAINING RECORD

Airfield : _____________________

Name: Staff ID :

Position : License No :

Training Segment Instructor’s Name Instructor’s Signature Completion Date

Ground Training

Simulator Training

Line Training

TM Signature : Date :

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
For Crew Office :

I confirm that the below mentioned crew member has completed the requirements for CAT ‘C’
Airfield Training.

Name : Staff ID. :

Position : License No. :

TM Signature : _________________ Date: ________________

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13.1.10. Transition / Command / Conversion / Entry : Training Record

TRAINING REQUIREMENT RECORD Transition / Command / Conversion / Entry

Position ________________ Name _______________ Course No_____________
Licence No ______________ Start Date ______________ Fleet ______________

Trainee's Previous Experience

REQUIRED DATE OF EFFECT

YES V NO X OR COMPLETION
Company Induction……………………………………….
Technical Examination/Refresher………………………
Flight Planning/Performance…………………………….
Crew Resource Management……………………………
SEP Initial/Triennial ………………………………………
SPE Annual………………………………………………..
Security/Dangerous Goods………………………………
Type Rating……………………………………………….
Instrument Rating…………………………………………
Operator's Proficiency Check……………………………
Low Visibility Procedures Initial/Renewal………………
Initial Line Check…………………………………………
ETOPS/RVSM...............................................................
TCAS. ……………………………………………………...
Aircraft Base Training……………………………………
Line Training sector required …………………………..
Final Line Check…………………………………………

I certify that the required training has been completed to a satisfactory standard

Signed____________ Appointment____________ Date __________

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13.1.11. Confidential Assessment / Progress Report

CONFIDENTIAL ASSESSMENT / PROGRESS REPORT

Assessment ratings this report :
5. Very Good 4. Good 3. Required Standard 2. Poor (Re-sit) 1. Unsatisfactory 2. Poor (Re-sit) 1. Unsatisfactory

TRAINEE CAPT - F/O - F/E : _____________________

Assessment 1 2 3 4 5
General Handling
Instrument Flying
Operating Procedures
Technical Knowledge
CRM

Instructor’s Name: Signature : Date :

Exercise/Route : Supporting Crew :

Narrative

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13.1.12. Initial / Annual / Triennial Safety Equipment & Emergency Procedures Check

INITIAL / ANNUAL / TRIENNIAL

SAFETY EQUIPMENT & EMERGENCY PROCEDURES CHECK

Crew Position___________ Name_______________ Course No___________ A/C______

Part A: Practical Drill to be performed satisfactorily before DATE COMPLETED
commencing flying training A/C A/C A/C
1. Inflate a Flotation Cot (Cabin Staff)
2. Break out, Inflate and Board a Liferaft from the water, if applicable
3. Don and Inflate Lifejacket
4. Wet Drill Practice
5. ETOPS

Part B: Practical Drills to be performed satisfactorily DATE COMPLETED

on Initial Training and every Three Years A/C A/C A/C
1. Use of Escape Slides (Flight Crew on Initial training only)
2. Use of Emergency Exits
3. Use of Fire Extinguishers
4. Moving in smoke-filled environment wearing breathing apparatus
5. CPR - practical with dummy
6. Pilot incapacitation

Part C: To be completed on Initial Training and Annually DATE COMPLETED

A/C A/C A/C
1. Don LifeJacket, Oxygen Mask, Protective Breathing Apparatus
Perform Touch Drills for operating Emergency Exits
2. Location of Emergency Equipment
3. Demonstrate knowledge of Emergency 8 Survival Equipment
4. Evacuation Drills (Practical)
5. Security Training and Discussion
6. Crowd Control
7. Pilot Incapacitation Discussion
8. Aeromedical & First Aid
9. Passenger Briefing • Brace Position
The above named crew member has satisfactorily completed the relevant Parts above on the
dates shown.
Signed_______________ Flight Safety Instructor. Dale_______
Having considered the above Safely Training Record 1 am satisfied as to his/her competence
to operate as Flight Crew/Cabin Crew on ___________________________ aircraft.

Signed_________________ Appointment____________________________ D.ate________

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13.1.13. Low Visibility Operations Certificate

THIS IS TO CERTIFY THAT

Captain / FO ________________________

is authorized to carry out Low Visibility Operations

On _______________ aircraft

to the category shown on the record overleaf

Signed _____________

Chief Pilot / Fleet Training Manager / Chief Pilot

Training

Date of Check Category Training Captain's Signature / Name / Licence No

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13.1.14. ETOPS (EDTO)/MNPS (NAT-HLA)/RVSM/PBCS Training Record

GROUND SCHOOL
CPT/FO(*) NAME: A/C TYPE:

Licence Nb :

GROUNDTRAINING DATE EXAME RESULT TRI Name & Signature

ETOPS (EDTO)/MNPS
Satisfactory / unsatisfactory (*)
(NAT-HLA)/RVSM/PBCS

SIMULATOR TRAINING
Training completed Date Exam Result TRI Name & Signature
ETOPS (EDTO)/MNPS
Satisfactory / unsatisfactory
(NAT-HLA)/RVSM/PBCS

LINE TRAINING
ETOPS (EDTO)/MNPS
Date Route PF PM TRI Name & Signature
(NAT-HLA)/RVSM/PBCS
LEG 1 AH

LEG 2 AH

LEG 3 AH

LEG 4 AH
CHEK
ETOPS (EDTO)/MNPS Satisfactory / unsatisfactory (*)
(NAT-HLA)/RVSM/PBCS

ETOPS (EDTO)/MNPS (NAT-HLA)/RVSM/PBCS CLEARANCE CERTIFICATE

Captain / FO(*) ………………………………………………………………is cleared to operate as CPT. / F/O

On AIR ALGERIE routes using ETOPS (EDTO)/MNPS (NAT-HLA)/RVSM/PBCS procedures.

Signed ____________________________ Date_____________________________________

Chief Pilot / Fleet Training Manager / Chief Pilot Training (*)

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13.1.15. Line Release Form

Line release control consists of at least one (01) leg as PF and one (01) leg as PM.

LINE RELEASE FORM

This is to confirm that Captain / First Officer (*)

Name: ___________________
Satisfactorily completed his final Route/Line Check and can be scheduled for flights as a Captain /
First Officer (*) on the following
A/C Type : ____________________
Into key area’s and/or airports for which the proper qualification has been obtained.

(*) Cross-out inapplicable item.

Date : Initial area(s) airport(s): All CAT A Airfields within AIR ALGERIE network.

Remarks

TRI Fleet Training Manager Chief Pilot Training

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13.1.16. a. Instructor Assessment Form Simulator

DATE: CANDIDATE NAME:

INITIAL* RENEWAL* TRI* SFI*

* Cross-out inapplicable item

LICENSE NUMBER: AIRCRAFT TYPE:

Grading: S = Satisfactory, U = Unsatisfactory, / = Not observed.

Items Grading Remarks

01 Content and technique of briefing

02 Adequacy of pre-flight planning.

03 Supervision of session.

04 Operations of Simulator Instructor console.

05 Simulator Safety and Emergency Procedures.

06 Instructor's knowledge of aircraft system

07 Instructor's knowledge of PAN OPS requirements.

08 Instructor's knowledge of CRM assessment

Instructor's awareness of status of the Simulator

09
motion, control, loading and visual system.
Content, technique, and quality of the session
10
debriefing

11 Assessment of the trainees’ system knowledge.

Instructor's knowledge and standard of assessing

12
the Test/Check.

13 Completion of Documentations

14 Technical Log and Deferred Defects Log entries.

15 ……

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Remarks (Mandatory for unsatisfactory items)

………………………………………………………………………………………………………………….

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………

………………………………………………………………………………………………………………….

………………………………………………………………………………………………………………….

…………………………………………………………………………………………………………………
…………….
Result of Assessment* Satisfactory Unsatisfactory
…………………………………………………………………………………………………………………
…………….

Flight Crew Names Examiner Name and Signature

Cpt F/O

Chief pilot Training Comments:

....................................................................................................................................................................................................................

..........................................................................................................................................................................

..........................................................................................................................................................................

..........................................................................................................................................................................

Signature: Date:

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13.1.16. b. Instructor Assessment Form flight

DATE : CANDIDATE NAME :

INITIAL* RENEWAL*
*Cross-out inapplicable item
LICENSE Nbr: AIRCRAFT TYPE : AIRCRAFT Registration :

LEFT HAND SEAT LEGS :

FLT Nbr FROM TO FLT Nbr FROM TO

AH AH
AH *AH
AH *AH
*MANDATORY FOR NEW TRI NOT PREVIOUSLY QUALIFIED.

RIGHT HAND SEAT LEGS :

FLT Nbr FROM TO FLT Nbr FROM TO

AH AH
Grading : S= Satisfactory , U= Unsatisfactory , /= Not observed.

Items Grading Remarks

01 Content and technique of briefing
02 Adequacy of pre-flight preparation
03 Supervision of the flight
04 Use of documents
05 Instructor’s knowledge of aircraft system
06 Instructor’s knowledge of CRM assessment
07 Content and technique of instruction
08 Assessement of the trainee system
knowledge
09 Instructor flight Debriefing and standard of
assessing the flight.
10 Completion of documentations.

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Remarks (Mandatory for unsatisfactory items)

………………………………………………………………………………………………………………….

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………

………………………………………………………………………………………………………………….

………………………………………………………………………………………………………………….

…………………………………………………………………………………………………………………
…………….
Result of Assessment* Satisfactory Unsatisfactory
…………………………………………………………………………………………………………………
…………….

Flight Crew Names Examiner Name and Signature

Cpt F/O

Chief pilot Training Comments:

....................................................................................................................................................................................................................

..........................................................................................................................................................................

..........................................................................................................................................................................

..........................................................................................................................................................................

Signature: Date:

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13.1.17. Long absence Training Form

Pilot Name:

Position: ○ CPT ○ FO
Aircraft Type:
Licence Type and Number:
Ground Refresher
Date Location Trainee Signature

Day 1 * ...../......./..........

Day 2 * ...../......./..........

Day 3 * ...../......./..........

(*): Ground refresher CBT 8 hours/day

Simulator Training Location:

Instructor Name &
Date CPT FO
Comments
Session 1 ...../......./.....
.....
Session 2 ...../......./.....
.....
Session 3 ...../......./.....
.....
Session 4 ...../......./.....
.....
Session 5 ...../......./.....
.....

Line Training
A/C Instructor Name &
Date DEP/ARR
REG Comments
Sector 1 ...../......./.......... /
Sector 2 ...../......./.......... /
Sector 3 ...../......./.......... /
Sector 4 ...../......./.......... /
Sector 5 ...../......./.......... /
Sector 6 ...../......./.......... /
Sector 7 ...../......./.......... /
Sector 8 ...../......./.......... /

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TABLE OF CONTENTS Chapter 14 Page 1
REF : MANEX

CHAPTER 14 – CABIN CREW TRAINING AND CHECKING

14.1. INTRODUCTION……………………………………………………………………………………..………….. 3

14.2. PURSER AND INSTRUCTOR TRAINING…………………………………………………………..……….. 4

14.2.1 Leadership, CHEF DE CABINE (CC) or CHEF DE CABINE PRINCIPAL (CCP) Training... 4
14.2.2. Cabin crew instructor training (SEP Instructor)……………………………………..…………….4
14.3. INITIAL CABIN CREW TRAINING……………………………………………………………..……………… 5
14.3.1. Safety and Emergency Training…………………………………………………………………… 5
14.3.2. Basic Aviation Training…………………………………………………………………………….. 6
14.3.3. Medical Aspects and First Aid…………………………………………………………………….. 6
14.3.4. Crew Resources Management ……………………………………………………………………. 6
14.3.5. Safety Management System Training…………………………………………………………….. 6
14.3.6. Security Training……………………………………………………………………………………. 6
14.3.7. Dangerous Goods Training………………………………………………………………………… 6
14.3.8. Basic Indoctrination Training………………………………………………………………………..7
14.3.9. Aircraft Type Training……………………………………………………………………………….. 7
14.3.10. Commercial Training…………………………………………………………………………………7
14.3.11. Quality Training.……..……………………………………………………………………………… 7
14.3.12. Flight Training………………………………………………………………………………………. 7
14.4. AIRCRAFT TYPE AND DIFFERENCES TRAINING……………………………………………………….... 8
14.4.1. General…………………………………………………………………………………………….…..8
14.4.2. Aircraft Type and differences Training requirements……………….……………………….……8
14.4.3. Aircraft type Training Program ..……………………………………………………….……… 8
14.4.4. Familiarization: Flying training on the initial and requalification programme………..……….. 9
14.5. FAMILIARIZATION…………………………………………………………………………………..…………..10
14.5.1. Familiarization Flights Requirements………………………………………………..…………….10
14.5.2. Familiarization Flights………………………………………………………………..………………
10
14.5.3. Airplane visits………………………………………………………………………..……………….10
14.6. CABIN CREW RECURRENT TRAINING…………………………………………………………………….11
14.6.1. Period of validity and revalidation…………………………………………..……………………..11
14.6.2. Recurrent training requirements……………………………………………………………………..
11
14.6.3. Recurrent Training Validities…………………………………………………………………………..
12
14.7. RE-QUALIFICATION (REFRESH) RECURRENT TRAINING………………………………..……………..
13

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TABLE OF CONTENTS Chapter 14 Page 2
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14.8. CABIN CREW CHECKING………………………………………………………………………………………

14
14.8.1. General……………………………………………………………………………………..………….
14
14.8.2. Cabin Crew Check Contents……………………………………………………………..…………..
14
14.8.3. Pass Criteria ……………………………………………………………..…………..………………
14
14.8.4. Procedures in the event of a check failure…………………………………………………………
14
14.9. TRAINING RECORDS…………………………………………………………………………………………..15

14.10. MINIMUM REQUIREMENTS………………………………………………………………………..…………..16

14.10.1. Cabin Crew Training Requirements………………………………………………………………….
16
14.10.2. Cabin Crew Licensing………………………………………………………………………………..
16
14.10.3. Cabin Crew Training Staff………………………………………………………………………….17
14.10.4. Cabin Crew Check Requirements…………………………………………………………………17
14.10.5. Training Methods……………………………………………………………………………………..
17
14.11. CREW RESOURCES MANAGEMENT TRAINING - CABIN CREW……………………………………….
18
14.11.1. General……………………………………………………………………………………………….18
14.11.2. Cabin Crew CRM Training Requirements………………………………………………………….
18
14.12. TRAINING FOR TRANSPORTATION OF DANGEROUS GOODS………………………………………..20

14.13. CABIN CREW INITIAL & RECURRENT TRAINING SYLLABI……………………………………..………..

21
14.13.1. Safety and Emergency Cabin Crew Training……………………………………………………….
21
14.13.2. First-Aid Cabin Crew Training……………………………………………………………..…………..23
14.13.3. Security Cabin Crew Training………………………………………………………………………..
24
14.13.4. Commercial Cabin Crew Training………………………………………………………………….24
14.13.5. Aircraft Type Cabin Crew Training…………………………………………………………………..
25
14.13.6. Re-Qualification Cabin Crew Training…………………………………………………………….38
14.13.7. Crew Resources Management Training – Cabin Crew………………………….………………39
14.13.8. Safety Management System Training…………………………………………………………… 39
14.13.9. Training for Transportation of Dangerous Goods………………………………………………….
39
14.13.10. Leadership, Chef de Cabine or Chef de Cabine Principal……………………………………….
40
14.13.11. Cabin Crew Instructor Training Program …………………………………………………… 41

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INTRODUCTION Chapter 14 Page 3
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14.1. INTRODUCTION
This Chapter 14 of the OM PART D specifies the requirements and guidelines for all cabin crew training
courses required by authority.

CABIN CREW MEMBERS TRAININGS PROCESS

HR Department DACM
1.Safety and Emergency Training
Selection Exam No

Yes

DACM
2. Aircraft Type training No
Exam

Yes

Company
3. Commercial Training Exam No

Yes

4. Two (02) Segments Flight Training or Four (04) legs flights Training

5. Sixty (60) Flight Hours as Cabin Crew Trainee Trainee

After 60 Hours as a trainee Authority Safety and Emergency Certificate delivered

Check line flight for initial on each type of aircraft

6. Initial & Recurrent Training 7. LEADERSHIP Training

Programme

9. (CHEF DE CABINE PRINCIPAL) Purser

8. (CHEF DE CABINE) Purser
Qualification (Bodied Aircraft)
Qualification Narrow Bodied

10. Instructor Qualification

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14.2. PURSER AND INSTRUCTOR TRAINING

14.2.1. Leadership, CHEF DE CABINE (CC) or

CHEF DE CABINE PRINCIPAL (CCP)
Training.
Prior to being assigned duties as a LEADERSHIP,
CHEF DE CABINE (CC) or CHEF DE CABINE
PRINCIPAL, the trainee shall complete
successfully training. All elements of initial training
are conducted by suitably qualified persons. The
training programme must be approved by the
Authority. The training describes the instructions
on the procedures during the various phases in
emergency situations, interpersonal
communication and management of a flight.
The programme is spread over several courses in
specific subjects. (Refer to 14.3)
The trainee will complete a training assignment
according to initial aircraft type training.

14.2.2. Cabin crew instructor training (SEP

Instructor)
Personnel selected as cabin crew line instructor
will complete successfully training. All elements of
training are conducted by suitably qualified
persons. The training programme must be
approved by the Authority (Refer to Policy given in
Chapter 1.3)

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INITIAL CABIN CREW TRAINING Chapter 14 Page 5
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14.3. INITIAL CABIN CREW TRAINING and procedures for particular fire situa-
tions, the techniques of application of
Prior to being assigned duties as a cabin crew
extinguishing agents, the consequences
member. each new-entrant cabin crew member
of misapplication, and of use in a confined
completes successfully initial training. All elements
space; and
of initial training are conducted by suitably qualified
persons. The training programme must be e) The general procedures of ground-based
approved by the Authority. The initial training is emergency services at aerodromes.
organized with the next parts as:
 Water Survival Training
 Safety and Emergency training
Each cabin crew member is given water
 Basic Aviation Training survival training including the actual donning
 First Aid Training and use of personal flotation equipment in
 CRM Training water. Before first operating on an airplane
fitted with life-rafts or other similar equipment,
 SMS Training training must be given on the use of this
 Security Training equipment, as well as actual practice in water.
 DGR Training  Survival Training
 Basic indoctrination Training Each cabin crew member is given survival
 Aircraft type Training training appropriate to the areas of operation,
 Commercial Training (e.g. polar, desert, jungle or sea).

 Flight Training  Passenger handling

14.3.1. Safety and Emergency Training Each cabin crew member is given training for
passenger handling including the following:
Safety and Emergency Training shall cover the
following subjects (Complete Training Programme a) Advice on the recognition and
is given in Chapter 14.13) : management of passengers who are, or
become, intoxicated with alcohol or are
 Fire and Smoke Training under the influence of drugs or are
Each cabin crew member is given fire and aggressive;
smoke training including: b) Methods used to motivate passengers and
a) Emphasis on the responsibility of cabin the crowd control necessary lo expedite an
crew to deal promptly with emergencies airplane evacuation;
involving fire and smoke and, in particular, c) Regulations covering the safe stowage of
emphasis on the importance of identifying cabin baggage (including cabin service
the actual source of the fire; items) and the risk of it becoming a hazard
b) The importance of informing the flight crew to occupants of the cabin or otherwise
immediately, as well as the specific actions obstructing or damaging safety equipment
necessary for co-ordination and or airplane exits.
assistance, when fire or smoke is d) The importance of correct seat allocation
discovered; with reference to airplane mass and
c) The necessity for frequent checking of balance. Particular emphasis shall also be
potential fire-risk areas including toilets, given on the seating of disabled
and the associated smoke detectors; passengers, and the necessity of seating
able-bodied passengers adjacent to
d) The classification of fires and the unsupervised exits;
appropriate type of extinguishing agents

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REVISION N° : 06 CABIN CREW TRAINING AND CHECKING
INITIAL CABIN CREW TRAINING Chapter 14 Page 6
REF : MANEX

Each cabin crew member is given training on

e) Duties to be undertaken in the event of
appropriate requirements, including:
encountering turbulence including securing
the cabin; a) The importance of effective coordination and
two-way communication between flight crew
f) Precautions to be taken when live animals and cabin crew in various abnormal and
are carried in the cabin. emergency situations;
g) Pre-flight briefing of the cabin crew and the b) The importance of correct terminology and
provision of necessary safety information language.
with regard to their specific duties;
c) Communication training provided with
h) The importance of ensuring that relevant instruction that emphasizes:
documents and manuals are kept up to
– The importance of effective communication
date with amendments provided by the
between flight and cabin crew;
operator;
– The prescribed communication techniques,
i) The importance of identifying when cabin
language and terminology.
crew members have the authority and
responsibility to initiate an evacuation and Refer to Chapter 14.11.
other emergency procedures; and
14.3.5. SMS Training
j) The importance of safety duties and
responsibilities and the need to respond Cabin crew members are provided during initial
promptly and effectively to emergency and recurrent training with the knowledge related to
situations. Safety Management System “SMS” (Refer to
MSGS Chapter 11).
14.3.2. Basic Aviation training
14.3.6. Security Training
Cabin crew members are provided during initial
training with the knowledge related to the following : The Initial Training course for cabin crew members
shall include coverage of the following security
– Relevant aviation terminology;
training requirements (as per PNFS:
– Theory of flight; PROGRAMME NATIONAL DE FORMATION EN
SÛRETÉ DE L’AVIATION CIVILE):
– Meteorology and areas of operation;
– Company security requirements and
– Air Traffic Control.
procedures;
14.3.3. Medical aspects and First Aid – Actions required to prevent, or minimize the
consequences of, acts of unlawful interference
Each cabin crew member is given medical and first
(hijack, bomb threat, etc.), and the reporting
aid training including:
requirements applicable to such acts;
a) Instruction on first aid and the use or first-aid kits;
– Airplane search procedures and checklists; and
b) First aid associated with survival training and Flight deck security requirements and
appropriate hygiene; and procedures.
c) The physiological effects of flying and with
particular emphasis on hypoxia. 14.3.7. Dangerous Goods training
Further programme details are given in Chapter The Initial Training course for cabin crew members
14.3.2. shall include coverage of the Dangerous Goods
training requirements specified in Chapter 9.
14.3.4. Crew Resource Management

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REVISION N° : 02 CABIN CREW TRAINING AND CHECKING
INITIAL CABIN CREW TRAINING Chapter 14 Page 7
REF : MANEX

14.3.8. Basic indoctrination Training :

Each cabin crew member receives training on:
a) The importance of cabin crew performing their
duties in accordance with the Operations
Manual;
b) The requirements associated with continuing
competence and fitness to operate as a cabin
crew member, with special emphasis on flight
and duty time limitations and rest requirements;
c) The regulatory role of the DACM, and an
awareness of the regulations applicable to
cabin crew;
d) Appropriate sections of AIR ALGERIE’s
Operations Manual.
e) General knowledge of relevant aviation
terminology and AIR ALGERIE’s areas of
operation;
f) Documentation and procedures.

14.3.9. Aircraft Type Training

Refer to 14.4.

14.3.10. Commercial Training

Refer to 14.13.4

14.3.11. Quality Training

Refer to 14.13.11

14.3.12. Flight Training

Refer to 14.4.4.

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REVISION N° : 00 CABIN CREW TRAINING AND CHECKING
AIRCRAFT TYPE AND DIFFERENCES TRAINING Chapter 14 Page 8
REF : MANEX

14.4. AIRCRAFT TYPE AND DIFFERENCES 14.4.2. Aircraft type and differences Training
TRAINING requirements
(Refer to syllabi given in 14.13.5) Cabin crew Aircraft Type and Differences training
shall provide coverage of all the requirements
14.4.1. General specified below.
AIR ALGERIE shall ensure that each cabin crew
member, before operation as an active crew 14.4.3. Aircraft type Training Programme
member on a specific type or variant of aircraft, Aircraft type Training is given on the location,
receives the appropriate training as follows: removal and use of all safety and survival
equipment carried on the airplane, as well as all
1) Aircraft type Training: after the completion normal and emergency procedures related to the
of the Initial Training course, or before airplane type, variant and configuration to be
operating on a new type of airplane. operated.
2) Differences Training: Prior to operating as a  Operation of doors and exits
crew member:
Each cabin crew member operates and
 On a variant of an airplane type currently actually opens all normal and emergency exits
operated; or for passenger evacuation in an airplane or
 On an airplane with different safety representative training device. The operation
equipment, safety equipment location, or of all other exits, such as flight deck Windows,
normal and emergency procedures, but is demonstrated.
which is a type or variant currently  Evacuation slide training
operated.
Each cabin crew member descends an
The cabin crew aircraft type training and evacuation slide from a height representative
differences training courses shall be conducted in of the airplane main deck sill height. The slide
a structured and realistic manner, in accordance should be fitted to an airplane or a
with the applicable syllabus specified in the actual representative training device.
chapter. Authority approval is required for all
aircraft type and Differences training courses.  Evacuation procedures and other
emergency situations
Training shall take into account the crew member’s
previous experience. In the case of new cabin Emergency evacuation training includes the
crew members, AIR ALGERIE shall ensure that recognition of planned or unplanned
Aircraft type/Differences Training syllabi cover all evacuations on land or water. This training
required items, with particular emphasis on life must include recognition of when exits are
rafts and similar equipment. unusable or when evacuation equipment is
unserviceable. Each cabin crew member is
Aircraft type course and, if necessary, Differences trained to deal with :
course, shall include training in the location,
removal and use of all safety and survival – An in-flight fire, particular emphasis is
equipment carried on the airplane, as well as given to the identification of the actual
training on all normal and emergency procedures source of the fire,
applicable to the airplane type or variant. The – Severe air turbulence,
course shall involve training and practice on either – Sudden decompression, including the
a representative training device, or on the actual donning of portable oxygen equipment,
airplane. and
– Other in-flight emergencies.

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AIRCRAFT TYPE AND DIFFERENCES TRAINING Chapter 14 Page 9
REF : MANEX

 Pilot incapacitation 14.4.4. Familiarization: Flying training on the

initial and requalification programme
Unless the minimum flight crew is more than
two, each cabin crew member is trained to After initial and re-qualification ground training,
assist if a pilot becomes incapacitated. This flying training provides the opportunity for a cabin
training includes: crew member to carry out the procedures and
– Pilot's seat mechanism, techniques he has practiced during ground. At the
end of the second sectors flying the cabin crew
– Fastening and unfastening the pilot's seat member should be able to perform a safe and
harness, efficient flight conducted within the terms of
– Use of the pilot's oxygen equipment, and reference of his cabin crew member station.
– Use of pilot's checklists. Each Cabin crew member shall operate a
 Purser incapacitation minimum Two of sectors under the supervision of a
nominated cabin crew member. (Refer to 14.7).
Each cabin crew member is trained to perform
if a purser becomes incapacitated.
 Emergency Equipment
Each cabin crew member is given realistic
training on, and demonstration of, the location
and use of safety equipment including:
– slides, and where non self-supporting
– slides are carried, the use of any
associated ropes,
– life-rafts and slide-rafts, including the
equipment attached to, and/or carried in,
the raft,
– lifejackets, infant lifejackets and floatation
cots,
– dropout oxygen System,
– first-aid oxygen,
– fire extinguishers,
– fire axe or crow-bar,
– Protective Breathing Equipment (PBE),
– emergency lights including torches,
– communication equipment, including
megaphones,
– survival packs, including their contents,
– pyrotechnics (actual or representative
devices),
– first-aid kits, their contents and emergency
medical equipment, and
– other cabin safety equipment or systems
where applicable.

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FAMILIARIZATION Chapter 14 Page 10
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14.5. FAMILIARIZATION  Familiarization flight(s) shall be structured in

such a way as to involve the participation of the
AIR ALGERIE shall ensure that each cabin crew
concerned cabin crew member(s) in safety-
member undertakes familiarization flights prior to
related preflight, in-flight and post-flight duties;
operating as a cabin crew member in accordance
with the crew complement requirements of  Familiarization flight(s) shall be recorded in the
Operations Manual Part “A”, General/Basic, concerned cabin crew member’s training file;
Chapter 5. and Cabin crew members undertaking a
familiarization flight(s) shall wear the company
14.5.1. Familiarization Flights Requirements uniform.
Familiarization flights shall be conducted for the
14.5.3. Airplane visits
following cabin crew members:
The purpose of airplane visits is to familiarize each
1) New entrant cabin crew members, who have
cabin crew member with the airplane environment
completed their first aircraft type training
and its equipment. Accordingly, airplane visits shall
course, shall:
be conducted by SEP Instructors, and in
 Participate in a visit to the applicable accordance with the requirements described
airplane; and below. The airplane visit should provide an
overview of the airplane’s exterior, interior and
 Participate in familiarization flights.
systems, accordingly.
2) Cabin crew members, who have completed an
An airplane familiarization visit may be combined
Aircraft type Course on a subsequent airplane
with an Aircraft Type Training course.
type, shall either:
The airplane visit shall provide an overview of the
 Participate in a familiarization flight; or airplane’s exterior, interior and systems, including
the following:
 Participate in an airplane visit to the
applicable airplane.  Interphone and public address systems;
3) Cabin crew members who have not been  Evacuation alarm systems;
absent from all flying duties, but have not,
 Emergency lighting;
during the preceding 6 months, undertaken
duties on a particular type of airplane as a  Safety/emergency equipment;
member of the operating cabin crew, and who
 Flight deck;
did not receive Refresher Training (refer to
chapter 14.7), shall undertake familiarization – Cabin crew stations;
flights covering two (2) sectors (in accordance
– Lavatories;
with 14.5.2).
– Galleys, including galley security and water
14.5.2. Familiarization Flights shut-off facilities;
A familiarization flight shall be conducted in – Cargo areas (only if accessible from the
accordance with the following : passenger compartment in flight);
 A cabin crew member undertaking a – Circuit breaker panels located in the
familiarization flight(s) shall be additional to the passenger compartment;
minimum cabin crew complement for the
– Crew rest areas; and
aircraft type concerned;
– Each exit location and its environment.
 Familiarization flights shall be conducted under
supervision of the cabin crew instructor;

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REVISION N° : 06 CABIN CREW TRAINING AND CHECKING
CABIN CREW RECURRENT TRAINING Chapter 14 Page 11
REF : MANEX

14.6. CABIN CREW RECURRENT TRAINING validity of a previous check, the period of validity will
extend from the date of issue until 12 calendar
AIR ALGERIE shall ensure that each cabin crew
months from the expiry date of that previous check.
member undergoes Recurrent Training, in
accordance with a formalized and approved
14.6.2.2. Every 24 months : Recurrent Training
syllabus that complies with the requirements of the
authority, and which ensures the continued (Refer to 14.6.3 / 14.13.1.2.1)
proficiency with all equipment relevant to the
airplane types currently operated. The syllabi for 14.6.2.3. Triennial Recurrent Training
cabin crew Recurrent Training are specified in
chapter 14.13, and shall include theoretical and AIR ALGERIE shall ensure that at least every
practical instruction, as well as individual practice, three (3) years the Recurrent Training programme
in the actions assigned to each cabin crew includes practical training covering at least the
member, for normal and emergency procedures items as in chapter 14.13.1.2.2.
and drills, which are relevant to the type(s) and/or
variant(s) of airplanes on which they operate. 14.6.2.4. Transport of Dangerous Goods
Refer to Recurrent Training given in chapter 9.
14.6.1. Period of validity and revalidation
Recurrent training, and the associated check, is 14.6.2.5. CRM
valid for 12 calendar months from the date of Refer to 14.6.3 / 14.11.
issue, including the remainder of the month of issue.
If conducted within the final 2 months of validity of 14.6.2.6. Security
a previous check, the period of validity shall extend Refer to Chapter 10.
from the date of issue until 12 calendar months
after the expiry date of that previous check. 14.6.2.7. First-Aid

14.6.2. Recurrent training requirements Refer to 14.13.2 .

The cabin crew Recurrent Training programme 14.6.2.8. Quality Training

shall provide coverage of the following items:
Refer to 14.13.11
14.6.2.1. Annual Recurrent Training
14.6.2.9. SMS Training
Cabin crew members must undergo recurrent
training every twelve months to ensure continued Refer to MSGS chapter 11
proficiency (remain qualified) with all equipment
relevant to the airplane types they operate.
Training will cover the actions assigned to each
crew member in emergency situations and the
appropriate procedures and drills.
The period of validity of recurrent training and the
associated check is 12 calendar months in
addition to the remainder of the month of issue. If
issued within the final three calendar months of

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CABIN CREW RECURRENT TRAINING Chapter 14 Page 12
REF : MANEX

14.6.3. Recurrent Training Validities:

Training Validity Duration

Safety And Emergency :

– Safety Policy and associated
procedures;
24 Months 1 day
– Standard Operating Procedures
– Emergency procedures;
– Emergency equipment;

– Practical training. 36 Months 1 day

DGR 24 Months 1 day

CRM 24 Months 1 day

Security 36 Months 1 day

First Aid 36 Months 1 day/year

Remain qualified Training 12 Months 2 days

Commercial Cabin Crew Training 36 Months 1 day

Quality Training // 2 Hours

SMS Training 48 Months 4 Hours

After incompetence and failure on tasks and responsibilities

required To be conducted notified by purser :
Line evaluation per aircraft type
Appropriate training will be done .(either another check line
or ground training)
/

Line evaluation per aircraft type Supervisor and purser are evaluated by instructors

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REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
RE-QUALIFICATION (REFRESH) TRAINING Chapter 14 Page 13
REF : MANEX

14.7. RE-QUALIFICATION (REFRESH) TRAINING

A cabin crew member must complete a re-qualification (refresher) training course after a period of absence or
after inactivity from all flying duties for more than six months.
When a cabin crew member has not been absent from all (flying duties, but has not, during the preceding 6
months, undertaken duties on a type of airplane as a cabin crew member before undertaking such duties on
that type, the cabin crew member either:
a) Completes refresher training on the type; and
b) Operates and re-familiarization sectors.

This recapitulated chart concerns resumption of the cabin crew after a leave for a period more than 6 months

Evaluation Supervised Line training

Training Ground Courses
by the Authority flight
Safety and Emergency (14.13.1), Remain
YES YES YES qualified (14.13.5.2), First-aid, security, DGR,
CRM.

This recapitulated chart concerns the cabin crew after inactivity more than 6 months on an assigned aircraft

Training type Evaluation Line training flight Ground Courses

YES YES YES Remain qualified (14.13.5.2)

The Refresher Training covers subjects as : (refer to 14.13.6 syllabi).

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CABIN CREW CHECKING Chapter 14 Page 14
REF : MANEX

14.8. CABIN CREW CHECKING In case the above pass criteria are not met on the
first attempt, a second attempt will be allowed
14.8.1. General within 24 hours and the required passing mark will
be 80%. A third attempt is allowed within 3 days,
AIR ALGERIE shall ensure that a check is the required passing mark will be 85%.
conducted, in order to verify the proficiency of a
cabin crew member in carrying out their normal
14.8.4. Procedures in the event of a check
and emergency safety duties, after the completion
failure or Examination
of the training courses specified in this chapter.
If a cabin crew member fails an examination or
Elements of training which require individual
test, one retest shall be permitted, however further
practical participation shall be combined with
attempts will be at the discretion of the Manager
practical checks. The checks shall be
Cabin Crew.
accomplished by the method appropriate to the
type of training, including: In the event of a major failure, the failed course
shall be repeated. In this case, the definition of
 Practical demonstration; and/or
major failure will be at the discretion of the
 Computer-based assessment; and/or examiner involved.
 In-flight checks; and/or After two failures of an examination or test, the
cabin crew member's contract of employment will
 Oral or written tests.
be subject to review by Manager Cabin Crew.
14.8.2. Cabin Crew Check Contents With the DACM representative agreement, during
the “remain qualified“ Exam , applicant who fails to
The checks shall be conducted by a SEP Instructor achieve a pass of 70%, will, after further remedial
and shall contain items from the following chapters training, take entire check again. In this case, the
of this manual: pass criteria becomes 80 %.If the applicant fails
 Initial training (14.3) again, with the DACM representative agreement,
he shall undergo the entire initial training in the
 Aircraft type Training (14.4) failed subject.
 Differences Training (14.4)
 Recurrent Training (14.6)
 Line familiarization and line check (under
supervision)

14.8.3. Pass Criteria

The pass criteria for examinations and tests are as
follows:

First Aid Practical examination /

SEP 70 %
Security 70 %
DGR 70 %
Aircraft type training 70 %
The CRM element of any training course is not
to be assessed

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TRAINING RECORDS Chapter 14 Page 15
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14.9. TRAINING RECORDS

AIR ALGERIE shall maintain records of all training
and checking required in chapter 14 of this
manual, and shall make the records of all Initial,
Aircraft Type and Recurrent training and checking
available, on request, to the authority, or to the
cabin crew member concerned.
Refer to OM PART A chapter 2.1.5.6, where table
sets out the length of time for which these records
shall be retained by AIR ALGERIE:

Initial Training, As long as the cabin

Aircraft type and crew member is
Differences Training employed by AIR
(including checking) ALGERIE.
Until 12 months after
Recurrent Training
the cabin crew
and Refresher
member has left the
Training (including
employ of AIR
checking)
ALGERIE.
Dangerous Goods
3 years
Training

In addition to the records above, a summary will be

maintained to show a trainee's completion of every
stage of training and checking.

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MINIMUM REQUIREMENTS Chapter 14 Page 16
REF : MANEX

14.10. MINIMUM REQUIREMENTS  Refresher Training:

AIR ALGERIE shall ensure that each cabin crew Required for any AIR ALGERIE cabin crew
member: member who has either been absent from all
flying duties for more than 6 months, or who
1) Is at least 18 years of age;
has not operated on a particular airplane type
2) Has passed an initial medical examination or for more than 6 months (Refer to Chapter 14.7).
assessment and is medically fit to discharge
the duties specified in Operations Manual Part  Familiarization Flights :
“A”, General/Basic; and
Required for any AIR ALGERIE cabin crew
3) Remains medically fit to discharge the duties member who has either just completed Aircraft
specified in Operations Manual Part “A”, Type training, or who has not operated on a
General / Basic. particular airplane type for more than 6 months
(Refer to Chapter 14.5)
14.10.1. Cabin crew Training Requirements
 CHEF DE CABINE & CHEF DE CABINE
The following training courses are provided by AIR
PRINCIPAL Training:
ALGERIE for cabin crew members:
A cabin crew member nominated by AIR
 Initial Training ALGERIE as a “Chef de Cabine (Principal)”
shall receive additional training (Refer to
Required for all new cabin crew trainees joining Chapter 14.2.1).
AIR ALGERIE (See 14.3 of this manual).
 Crew Resource Management Training:
 Aircraft type training
Required for all AIR ALGERIE cabin crew
Required for all new cabin crew trainees prior to
members, and shall be included in both initial
being first assigned to operate as a cabin crew and recurrent cabin crew training courses as
member, or by existing AIR ALGERIE cabin
well as during the Chef de Cabine attendants
crew members prior to being assigned to training (Refer to Chapter 14.11).
operate on another airplane type (see 14.4 of
this manual). The specific syllabus for each of the training
courses is detailed in Chapter 14.13. The
 Differences Training: syllabus shall indicate the duration of each
applicable phase of the training courses, which
Required by AIR ALGERIE cabin crew shall include both practical and theoretical
members prior to operating on a variant of an sessions. The training time allocated for each
airplane type for which they are currently phase shall take into account the number of
qualified, or with different safety equipment, trainees and instructors, as well as the training
different safety equipment location, or different methods and facilities to be used.
normal or emergency procedures on a
currently-operated airplane type (Refer to The contents of both Aircraft Type and
chapter 14.4). Differences training may be adjusted in
accordance with the previous experience of the
 Recurrent Training: cabin crew member(s) undergoing the training.
Required annually by all AIR ALGERIE cabin 14.10.2. Cabin Crew Licensing
crew members, covering the normal and
emergency procedures and drills for each The Authority requires that all cabin crew members
aircraft type and/or variant on which they are must hold a valid license to operate as cabin crew
currently qualified (Refer to chapter 14.6). member. The medical certificate is renewal every 2
years. If the medical certificate is valid, the cabin
crew license is valid for 2 years.

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MINIMUM REQUIREMENTS Chapter 14 Page 17
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14.10.3. Cabin Crew Training Staff balance between the different training methods is
achieved.
The cabin crew training required to comply with the
A representative training device may be used for
authority requirement and specified in 14.10, shall
the training of cabin crew as an alternative to the
be conducted by suitably qualified persons:
use of the actual airplane. Depending upon the
 SEP Instructor; actual training and testing intended to be given,
such training device shall accurately represent the
 First Aid Instructor;
airplane in the following particularities:
 Cabin Crew CRM Facilitator.
 Layout of the cabin in relation to the exits,
 DRG Instructor galley areas and safety equipment stowage;
 Security Instructor  Type and location of passenger and cabin
crew seats;
The duties, responsibilities and qualification
requirements of the personnel involved in Cabin  Where practicable, exits in all modes of
Crew training are described in chapter 1 of this operation (particularly in relation to the
manual. method of operation, their mass and balance
and operating forces); and
14.10.4. Cabin Crew Check Requirements  Safety equipment of the type provided in the
Checks shall be conducted during, and following airplane (such equipment may be “training
completion of the following cabin crew training use only” items and, for oxygen and protective
courses: breathing equipment, units charged with or
without oxygen may be used.
 Initial Training;
 Aircraft Type Training;
 Refresher Training;
 Differences Training; and
 Recurrent Training.
These checks are intended to verify the proficiency
of the cabin crew member in carrying out their
assigned safety duties, during both normal and
emergency operations.
Checks shall be conducted by a designated SEP
Instructor, specifically appointed and authorized for
this purpose by DACM. A list of authorized
examiners shall be maintained by the Manager
Cabin Crew, and shall be readily available to the
authority.Refer to 14.8 of this chapter for further
details concerning check requirements for AIR
ALGERIE cabin crew members.

14.10.5. Training Methods

Cabin Crew training shall be conducted by the use
of representative training devices (e.g. mock-up
facilities, emergency evacuation trainers), video
presentations, airplane visits and other suitable
methods. AIR ALGERIE shall ensure a reasonable

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REVISION N° : 00 CABIN CREW TRAINING AND CHECKING
CREW RESOURCES MANAGEMENT TRAINING - CABIN CREW Chapter 14 Page 18
REF : MANEX

14.11. CREW RESOURCES MANAGEMENT 1) Operations with inexperienced cabin crew

TRAINING - CABIN CREW members;
2) Cultural differences;
14.11.1. General
3) Recognition and resolution of conflicting
Crew Resource Management (CRM) is the
goals (e.g. conflict between safety and
effective utilization of all available resources (e.g.
service duties);
crew members, airplane systems, and supporting
personnel and facilities) to ensure safe and 4) Identification and management of the
efficient flight operations. influence of passenger human factors on
safety (unawareness of safety matters e.g.
The objective of AIR ALGERIE CRM training
cabin baggage, safety briefings and
programmes is to enhance the communication and
announcements)
management skills of all crew members, including
cabin crew. 5) 5) Apathy, aggressiveness, panic due to
limited space and cabin environment,
AIR ALGERIE CRM training programme for cabin
dependence, anxiety and fear;
crew shall include the following:
6) Human error and reliability, error chain,
 Cabin Crew Initial CRM Training; and
error prevention and detection;
 Recurrent CRM Training.
7) Individual and team responsibilities and
Cabin crew recurrent training can be part of, and actions in dealing with breaches of
included in, other recurrent training. procedures;
The syllabus for each of these courses shall cover 8) Identification of unusual situations inside
the general requirements specified below. the passenger compartment as well as
outside the airplane that could affect the
14.11.2. Cabin Crew CRM Training safety of the airplane or passengers;
Requirements
9) Effective communication and co-ordination
AIR ALGERIE CRM training for cabin crew shall within the cabin.
cover the following general requirements
 Crew resource management from the
 Crew resource management from the perspective of the entire crew:
perspective of an individual crew member: 1) Airplane type (narrow-bodied, wide-
1) Personality awareness; bodied)
2) Human error and reliability; 2) Effective communication and coordination
with the flight deck with emphasis on
3) Automation, philosophy of the use of normal, abnormal and emergency
automation (if relevant to the type); situations;
4) Information acquisition and processing, 3) Delegation;
situation awareness, workload
management; 4) Leadership and team behavior, synergy;
5) Stress, stress management, fatigue and 5) Decision making;
vigilance; and
6) Initiative and response in case of
6) Assertiveness. breakdown of communication between the
flight crew and the cabin crew; and
 Crew resource management from the 7) Briefings and procedures.
perspective of the cabin crew team:

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 CABIN CREW TRAINING AND CHECKING
CREW RESOURCES MANAGEMENT TRAINING - CABIN CREW Chapter 14 Page 19
REF : MANEX

Note: Whenever practicable, this initial and

recurrent CRM training shall be addressed
during a combined training of cabin crew
members and flight crew members, special
emphasis being placed on bringing together
Flight/Cabin Senior cabin attendants and
Commanders. This training shall, whenever
practicable, include combined practice in
airplane evacuation and joint discussions of
emergency scenarios.

 Crew resource management from the

perspective of the operator and the airplane
crew :
1) Company safety culture, SOPs,
organizational factors
2) Types of Operation;
3) Effective communication and co-ordination
with other operational personnel and
ground services;
4) Participation in cabin safety incident and
accident reporting; and
5) Case-based studies.
Note: The Recurrent Training is delivered in 1 day
while the initial duration is 2 days.

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 CABIN CREW TRAINING AND CHECKING
TRAINING FOR TRANSPORTATION OF DANGEROUS GOODS Chapter 14 Page 20
REF : MANEX

14.12. TRAINING FOR TRANSPORTATION OF

DANGEROUS GOODS
Refer to Chapter 9.

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 21
REF : MANEX

14.13. CABIN CREW INITIAL AND – Preflight emergency Equipment Check

RECURRENT TRAINING SYLLABI (Fixed & mobile);
In order to incorporate the latest regulatory and – Passengers acceptance and handling;
operational changes in a timely manner, the – Cabin baggage;
course materials used in training programs for – Personal electronic devices;
cabin crew members are periodically evaluated to
ensure compliance with the qualification and – Fueling with passengers on board;
performance standards of the Authority and the – Sterile flight deck
IATA (ISARPs).
In- flight
14.13.1. Safety and Emergency Cabin Crew – Turbulences;
Training – Crew coordination and communication;
14.13.1.1. Initial Safety and Emergency Cabin – Flight deck access;
Crew Training – Flight and cabin crew member
incapacitation;
 Duration of the Course : 9 Days
Post-flight
 Training delivered by: SEP Instructor
– De-Briefing
 Training subjects:
3. Emergency procedures
1. Basic Aviation Subjects – Cabin fire
– Applicable regulation – Smoke and fumes
– Aviation terminology – Emergency landing (land and water)
– Basic theory of flight – Planned cabin evacuation (land and water)
– Pressurization system – Unplanned cabin evacuation (land and
– Meteorology water)
– Relevant aircraft system – Medical emergencies
– Critical surfaces(contamination) 4. Emergency equipments (utilization and
– Turbulence regulation)
– Weight and balance – Extinguishers
– Air traffic control
– Protective Breathing Equipment (PBE)
2. Safety policies and procedures – Oxygen supply
 Altitude physiology: – Radio emitter
– Pressurization system – Signalization equipments
– Depressurization and applicable procedure – Slides/slide rafts
– Hypoxia
– Aircraft oxygen system and operation 5. Familiarization Course with laws,
regulation, documentation and
 Standard operating procedures procedures.
Pre-flight
6. The same practical training as per
– Mandatory Briefing 14.13.1.2.2 plus Practical Water Survival
Training.

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EDITION N° : 03 OM PART D – TRAINING DATE : JULY 18
REVISION N° : 06 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 22
REF : MANEX

14.13.1.2. Recurrent Safety and Emergency – Cabin fire

Cabin Crew Training
– Smoke and fumes
14.13.1.2.1. Recurrent Training – Emergency landing (land and water)
 Duration of the Course : 1 Day – Planned cabin evacuation (land and water)
 Training Delivered by: SEP Instructor – Unplanned cabin evacuation (land and
water)
Syllabus:
– Medical emergencies
 Safety policies and procedures
 Emergency equipments (utilization and
Altitude physiology regulation)
– Pressurization system – Extinguishers
– Depressurization and applicable procedure – Radio emitter
– Hypoxia – Protective Breathing Equipment (PBE)
– Aircraft oxygen system and operation – Oxygen supply
– Gaz expansion – Signalization equipments
– Slides/slide rafts
 Standard Operating Procedures
– Familiarization Course with laws, regulation,
Pre-flight
documentation and procedures.
– Mandatory Briefing
14.13.1.2.2. Triennial Recurrent Training
– Preflight emergency Equipment Check
(Fixed & mobile);  Duration of the Course : 1 Days
– Passengers acceptance and handling;  Training Delivered by: SEP Instructor
– Cabin baggage; AIR ALGERIE shall ensure that at least every
three (3) years the Recurrent Training programme
– Personal electronic devices; includes practical training covering at least the
– Fueling with passengers on board; following items:
– Sterile flight deck  Cabin exit operation
In- flight  Cabin emergency evacuation (practical
training including communication between
– Turbulences; flight and cabin crew)
– Crew coordination and communication;  Fire fighting with (PBE)
– Flight deck access;  Cabin smoke and fumes
– Flight and cabin crew member  Oxygen administration
incapacitation;
 Different Equipments location and use (Fire
Post-flight extinguisher and ELT : Radio Emitter
– De-Briefing  Debriefing

 Emergency procedures

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 23
REF : MANEX

14.13.2. First-Aid Cabin Crew Training

 Cardiovascular disorders (angina,
heart attack, shock, DVT);
14.13.2.1. Initial First-Aid Cabin Crew Training
 Nervous system disorders
 Duration of the Course : 9 Days
(headache, seizure, stroke);
 Training Delivered by: First-aid Instructor.
 Ear, nose and throat problems such
 Syllabus: as barotraumas (body damage
caused by pressurization difference)
– Life-threatening medical emergencies;
and/or epitasis (nose bleed);
– Cardiopulmonary resuscitation (CPR);
 Burns;
– Management of injuries;
 Head and neck injury;
– Management of illnesses;
 Eye injury;
– First-aid equipment and supplies;
– Medical equipment and supplies 2) Cardiopulmonary resuscitation (CPR)

 Detailed programme – Death on board;

1) Life-threatening medical emergencies 3) Management of injuries
– Changes in atmospheric pressure; – Trauma :
– Relative hypoxia;  Wounds and bleeding (practical
– Trapped gas; training);
– Decompression sickness;  Muscular-skeletal injury;
– Cabin depressurization;  Chest and abdominal injury.
– Cabin air quality;
4) Management of illnesses and
– Biohazard waste disposal;
resources:
– Birth on board;
– Seeking medical advice (ground and/or
– Assessing a casualty; in flight);
– Life-saving procedures: – Hyperventilation;
– Travel health :
 Assess ABC (Adult, Child, Infant);
 Immunization;
 Choking;
 Protection against infectious
 CPR (practical training); diseases;
 Recovery position.  Circadian rhythm and jet lag;
 Fatigue management;
– Medical problems:
 Personal safety (e.g. use of alcohol,
 The unconscious (underlying
other drugs, traffic safety).
causes);

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EDITION N° : 03 OM PART D – TRAINING DATE : JUNE 12
REVISION N° : 00 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 24
REF : MANEX

– Reporting of communicable diseases

(ICAO and IHR);
– Aircraft disinfection and disinfestation
(application of insecticide);
– Documentation to be completed;
– PIC notification and communication.

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EDITION N° : 03 OM PART D – TRAINING DATE : JUL 14
REVISION N° : 02 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 25
REF : MANEX

– Suspected communicable diseases; 14.13.3. Security Cabin Crew Training

– Respiratory disorders (asthma, Refer to Chapter 10
hyperventilation, chronic lung diseases,
persistent coughing); 14.13.4. Commercial Cabin Crew Training
– Abdominal problems (vomiting, 14.13.4.1. Initial Commercial Cabin Crew
diarrhea, pain, heartburn, bleeding); Training
– Behavioral/psychological disorders  Duration of the Course : 10 Days
(panic attack, alcohol intoxication,  Training Delivered by : SEP Instructor
irrational behavior);
– Introduction to the company
– Other problems (diabetes, allergic
– Hierarchy of flight AH attendant
reaction, pregnancy related).
– Introduction of the course
5) First-aid equipment and supplies – Introduction of the duties of F/A

– First aid training and equipment (ICAO – Commercial tasks of the F/A
or NAA regulation); – Grooming
– Keeping fit
6) Medical equipment and supplies – Uniform
– Medical equipment (e.g. first aid kit, – How to wear the uniform
medical kit, oxygen); – Behavior
14.13.2.2. Recurrent First-Aid Cabin Crew – Attitudes
Training – Clients (PAX)
– Welcoming
 Duration of the Course : 1 Day / year
– Helping PAX to the seating
 Training Delivered by : First-aid Instructor.
– Different offers (services)
The same syllabus as the initial but divided by 3 – The communication (PAX – Crew)
years as follows : – The materiel used on board for the services
– Fix materiel
First year
– Catering loading plus methods of services on
 Life-threatening medical emergencies board the aircraft.
 Cardiopulmonary resuscitation (CPR) – Handling whit difficult situation
– How to communicate
Second year – Attitude and personal behavior
 Management of injuries; – Handling different clients

 Management of illnesses; 14.13.4.2. Recurrent Commercial Cabin Crew

Training
Third Year – Handling with difficult situations;
 First-aid equipment and supplies; – How to communicate;
– Attitude and personal behavior;
 Medical equipment and supplies
– Handling different clients.

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 EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 26
REF : MANEX

14.13.5. Aircraft Type Cabin Crew Training

14.13.5.1. Initial Aircraft Type Cabin Crew Training
14.13.5.1.1. Initial Aircraft Type Cabin Crew Training: A330-200
 Duration of the Course : 3 Days
 Training Delivered by : SEP Instructor

FLIGHT DECK
Flight deck door
Sliding windows
Seat controls
Oxygen system ( quick donning mask)
Cabin interior presentation
Passengers seat and control
Passengers service unit DAY 1
Cabin crew and restraints
Lavatories
Location
Lavatories service unit
Smoke detection system
Automatic extinguisher
Water supply system
Galleys
Electrical system
Circuit breakers
Water supply system
Aircraft system
Communication system
Passengers address system DAY 2
Attendant panel
Area call panel
Indication panel
Oxygen system
Normal and Emergency lighting
Evacuation switch system

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 EDITION N° : 03 OM PART D – TRAINING DATE : JUIL 18
REVISION N° : 06 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 27
REF : MANEX

Doors and Exits location and operation

Pre flight check
Arming/ disarming
Opening on normal and in emergency situation
Aircraft slide and raft
Survival kit
Emergency equipments
Location and operation
Emergency assignments
Evacuation procedures : Station Tasks DAY3
Visualization “Walk around”
Unique features of the aircraft cabin

A330-200. 7T-VJA /7T-VJB /7T-VJB

- Aircraft Capacity
- Cabin Configuration
- Crew Rest
- Safety Equipments Locations
- Galley

Pilot and Purser Incapacitation

Evaluation Written Test

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 28
REF : MANEX

14.13.5.1.2. Initial Aircraft Type Cabin Crew Training: B767-300

 Duration of the Course : 3 Days –
 Training Delivered by : SEP Instructor

Flight Deck
Flight deck door
Sliding windows
Seat controls
Oxygen system ( quick donning mask)
Cabin interior presentation
Passengers seat and control
Passengers service unit DAY 1
Cabin crew and restraints
Lavatories
Location
Lavatories service unit
Smoke detection system
Automatic extinguisher
Water supply system
Galleys
Electrical system
Circuit breakers
Water supply system
Aircraft system
Communication system
DAY 2
Passengers address system
Attendant panel
Area call panel
Indication panel
Normal and Emergency lighting
Evacuation switch system

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 29
REF : MANEX

Doors and Exits location and operation

Pre flight check
Arming/ disarming
Opening on normal and in emergency
situation
Aircraft slide and raft
Survival kit – 2 L – 2R
Emergency equipments
Location and operation DAY 3

Emergency assignments
Evacuation procedures : Station Tasks
Visualization “Walk around”
Unique features of the aircraft cabin
NIL
Pilot and Purser Incapacitation
Evaluation Written Test

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 30
REF : MANEX

14.13.5.1.3. INITIAL Aircraft Type Cabin Crew Training: B737-600-700-800

 Duration of the Course : 3 Days – General Procedures
 Training Delivered by : SEP Instructor

Flight Deck
Flight deck door
Sliding windows
Seat controls
Oxygen system ( quick donning mask)
Cabin interior presentation
Passengers seat and control
Passengers service unit DAY 1
Cabin crew and restraints
Lavatories
Location
Lavatories service unit
Smoke detection system
Automatic extinguisher
Water supply system
Galleys
Electrical system
Circuit breakers
Water supply system
Aircraft system
Communication system
DAY 2
Passengers address system
Attendant panel
Area call panel
Indication panel
Normal and Emergency lighting
Evacuation switch system

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 31
REF : MANEX

Doors and Exits location and operation

Pre flight check
Arming/ disarming
Opening on normal and in emergency
situation
Aircraft slide
Emergency equipments
Location and operation
Emergency assignments
Evacuation procedures : Station Tasks
DAY 3
Visualization “Walk around”
Unique features of the aircraft cabin
B737-600-700-800
- Aircraft Capacity
- Cabin configuration
- Convertible version –B737-700
- Cabin smoke detectors B737-700
- Oxygen System B737-700
- Safety Equipments Locations
- Galley
Pilot and Purser Incapacitation
Evaluation Written Test

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 32
REF : MANEX

14.13.5.1.4. Initial Aircraft Type Cabin Crew Training: ATR72-500-600

 Duration of the Course : 3 Days – General Procedures
 Training Delivered by : SEP Instructor

Flight Deck
Flight deck door
Sliding windows
Seat controls
Oxygen system ( quick donning mask)
Cabin interior presentation
Passengers seat and control
Passengers service unit DAY 1
Cabin crew and restraints
Lavatories
Location
Lavatories service unit
Smoke detection system
Automatic extinguisher
Water supply system
Galleys
Electrical system
Circuit breakers
Water supply system
Aircraft system
Communication system
DAY 2
Passengers address system
Attendant panel
Area call panel
Indication panel
Normal and Emergency lighting
Evacuation switch system

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 33
REF : MANEX

Doors and Exits location and operation

Pre flight check
Arming/ disarming
Opening on normal and in emergency situation
Emergency equipments
Location and operation
Emergency assignments
Evacuation procedures : Station Tasks
Visualization “Walk around”
DAY 3
Unique features of the aircraft cabin

ATR72-500-600
- Air show
- Fire extinguisher hole(behind cabin crew
jump seat n°2)
- 2 Cabins interphones on ATR72-600 7T-
VUW only
- Retractable jump seat n°2
- Safety Equipments Locations.

Pilot and Purser Incapacitation

Evaluation Written Test

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 34
REF : MANEX

14.13.5.2. Recurrent Aircraft type Cabin Crew Training (Remain Qualified)

14.13.5.2.1. Recurrent Aircraft type Cabin Crew Training A330-200

 Duration of the Course : 1 Days
 Training Delivered by : SEP Instructor

Aircraft interior system

Communication system
Passenger address system
Emergency and normal lighting
Evacuation switch system
Doors and Exits location and operation
Pre flight check
Arming/ disarming
Opening on normal and in emergency situation
Aircraft slide and raft
Survival kit
Galleys systems
Emergency equipments location and operation
Oxygen system + quick donning mask
Emergency assignments
Evacuation procedures : Station Tasks
Unique features of the aircraft cabin

A330-200. 7T-VJA /7T-VJB /7T-VJB

- Aircraft Capacity
- Cabin Configuration
- Crew Rest
- Safety Equipments Locations
- Galley

Pilot and Purser Incapacitation

Evaluation Written Test

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 35
REF : MANEX

14.13.5.2. Recurrent Aircraft type Cabin Crew Training (Remain Qualified)

14.13.5.2.2. Recurrent Aircraft type Cabin Crew Training B767-300

 Duration of the Course : 1 Days
 Training Delivered by : SEP Instructor

Aircraft interior system

Communication system
Passenger address system
Emergency and normal lighting
Evacuation switch system
Doors and Exits location and operation
Pre flight check
Arming/ disarming
Opening on normal and in emergency situation
Aircraft slide and raft
Survival kit
Galleys systems
Emergency equipments location and operation
Oxygen system + quick donning mask
Emergency assignments
Evacuation procedures : Station Tasks
Unique features of the aircraft cabin
NIL
Pilot and Purser Incapacitation
Evaluation Written Test

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 36
REF : MANEX

14.13.5.2. Recurrent Aircraft type Cabin Crew Training (Remain Qualified)

14.13.5.2.3. Recurrent Aircraft type Cabin Crew Training NG-B 737-600-700-800

 Duration of the Course : 1 Days
 Training Delivered by : SEP Instructor

Aircraft interior system

Communication system
Passenger address system
Emergency and normal lighting
Evacuation switch system
Doors and Exits location and operation
Pre flight check
Arming/ disarming
Opening on normal and in emergency situation
Aircraft slide and raft
Survival kit
Galleys systems
Emergency equipments location and operation
Oxygen system + quick donning mask
Emergency assignments
Evacuation procedures : Station Tasks
Unique features of the aircraft cabin

B737-600-700-800
- Aircraft Capacity
- Cabin configuration
- Convertible version –B737-700
- Cabin smoke detectors-B737-700
- Safety Equipments Locations
- Galley
Pilot and Purser Incapacitation
Evaluation Written Test

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 EDITION N° : 03 OM PART D – TRAINING DATE : SEP 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 37
REF : MANEX

14.13.5.2. Recurrent Aircraft type Cabin Crew Training (Remain Qualified)

14.13.5.2.4. Recurrent Aircraft type Cabin Crew Training ATR72-500-600

 Duration of the Course : 1 Days
 Training Delivered by : SEP Instructor

Aircraft interior system

Communication system
Passenger address system
Emergency and normal lighting
Evacuation switch system
Doors and Exits location and operation
Pre flight check
Arming/ disarming
Opening on normal and in emergency situation
Aircraft slide and raft
Survival kit
Galleys systems
Emergency equipments location and operation
Oxygen system + quick donning mask
Emergency assignments
Evacuation procedures : Station Tasks
Unique features of the aircraft cabin

ATR72-500-600:
- Air show
- Fire extinguisher hole(behind cabin crew jump seat n°2)
- 2 Cabin interphones on ATR72-600 7T-VUW
- Retractable jump seat n°2
- Safety Equipments Locations.

Pilot and Purser Incapacitation

Evaluation Written Test

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EDITION N° : 03 OM PART D – TRAINING DATE : SEPT 16
REVISION N° : 04 CABIN CREW TRAINING AND CHECKING
CABIN CREW INITIAL AND RECURRENT TRAINING SYLLABI Chapter 14 Page 38
REF : MANEX

14.13.6. Re-Qualification Cabin Crew Training  Unplanned cabin evacuation (land and
water)
 Duration of the Course : 14 Days
 Medical emergencies
 Training Delivered by : SEP Instructor
3. Emergency equipments (utilization and
1. Safety policies and procedures
regulation)
Altitude physiology
 Extinguishers
 Pressurization system
 Radio emitter
 Depressurization and applicable procedure
 Protective Breathing Equipment (PBE)
 Hypoxia
 Oxygen supply
 Aircraft oxygen system and operation
 Signalization equipments
 Gas expansion
 slides/slide rafts
Standard Operating Procedures
4. Familiarization Course with laws,
 Pre-flight regulation, documentation and
procedures.
– Mandatory Briefing
– Preflight emergency Equipment Check 5. Human performance and CRM
(Fixed & mobile);
The trainee shall continue the recurrent
– Passengers acceptance and handling; training cycle
– Cabin baggage; 6. First aid training
– Personal electronic devices;
The trainee shall continue the recurrent
– Fueling with passengers on board; training cycle
– Sterile flight deck. 7. Aviation security subjects (OM “D”
Chapter 10)
 In- flight
– Turbulences; 8. Dangerous goods awareness (OM”D”
chapter 09)
– Crew coordination and communication;
9. Aircraft type Training the same as “chapter
– Flight deck access; 14.13.5.2 on each aircraft flying on”
– Flight and cabin crew member
incapacitation. 10. The same practical training as per
14.13.1.2.2.
 Post-flight
– De-Briefing

2. Emergency procedures
 Cabin fire
 Smoke and fumes
 Emergency landing (land and water)
 Planned cabin evacuation (land and water)

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14.13.7. Cabin Crew Resources Management 4) Human Factor and CRM

Training
5) Incident / Accident Occurrence Report
Refer to Chapter 14.11.
6) RSV : Rapport Spécial de VOL :
14.13.8. Training for Transportation of
Dangerous Goods
7) Review of Employment Rules (Status)
Refer to Chapter 9. “Régime de travail”

14.13.9. Leadership, Purser or Supervisor 8) Aircraft Type if it is necessary

14.13.9.1. Training Programme 9) Exam (Evaluation)

 Duration of the Course : 5 Days
 Training Delivered by : SEP Instructor

1) Pre-flight Briefing:
a) Crew composition.
b) Assign specific work tasks for each position
and related responsibilities.
c) A flight simulation include the type of
aircraft, emergency equipment of the aircraft
and how they are used, special passenger
(patient, UM, litter, pregnant women).

2) Coordination between the members of the

crew:
a) Discipline, responsibilities and chain of
command.
b) The importance of communication and
coordination.
c) Pilot incapacitation’s procedure.

3) Requirements of the organization and

regulation:
a) Security announcements, security cards.
b) Armament of galleys
c) The location of cabin baggage.
d) Electronic devices.
e) Process "Re-Fuelling" with PAX on board.
f) The various cases of turbulence.
g) The materials documents used on board.

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– Typology of questions.
14.13.10. Cabin Crew Instructor Training
Programme Day 8
– Typology of questions (following).
14.13.10.1. Selection Criteria: Refer to chapter
1.3. – Visual aids
 Programme: Submitted and approved by the Day 9
DACM.
– Training methods: Principles and Methodology.
 Instructor: holds a certificate of instructor on
the basis of the DACM approved programme. – The operational training (distribution of subjects
to be autoscopied).
 Number of trainees: Between 12 and 9.
Day 10
 Course Duration: 17 days.
– Communication and pedagogy / group
 Examinations provided:
dynamics (presentation, exercises, quizzes
– Thesis Internship (Psychology and movie).
pedagogy).
– Presentation: The human factor / CRM / Flight
– Evaluation on
Crew / Cabin Crew.
Regulation (DACM).
– Evaluation Management (AIR ALGERIE). Day 11

Day 1 – Preparation of the final Autoscopy.

– Training Opening Session & Programme Day 12
presentation.
– Training in the presentation.
– Presentation: The Modular System.
Day 13
– Learner-centered on the trainee and systematic
approach. – Reminder of international organization / Roles /
Operations/ Means of action.
Day 2
– Algerian CAA: Civil Aviation Authority: Function
– Autoscopy initial (subject chosen the first day). / responsibility and roles of control/regulation of
aeronautics in Algeria
Day 3
– Evaluation of autoscopy. Day 14

Day 4 – Operations Manual: Administration and

Control/Updates/Utilization…
– The educational objectives (exercises).
– Safety and Emergency Manual: Administration
Day 5 and Control/Updates/Utilization….
– Motivation (exposition of praticals exercises) Day 15
and learning factors.
– Final Evaluation filmed and under supervision
Day 6 of the Algerian CAA.
– Cognitive categories and content analysis. – Training Closing meeting

Day 7 Day 16
– Reflection on the training evaluation. – Aircraft Type course and Evaluation

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Day 17
– Instruction and filling the evaluation form
– The flight control and filling the evaluation form.

14.13.10.2. PEDAGOGICAL OF EVALUATION:

The evaluation can be done by the senior instructors
qualified on the subject and designated by the training
manager.

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14.13.11. Cabin Crew Quality Training

 Duration of the Course:
- 4 Hours for Initial,
- 2 Hours for Recurrent Training.
 Training Delivered by : Company Instructor.
– Definition of Quality,
– Components of the Quality Management
system,
– Policy, Commitment, Continuous Improvement,
Reporting system (Non-punitive reporting for
the rise of non-conformities/Confidential
nature).
– Presentation of the Documentation System :
a. Work place procedures/System procedures
(PR/PS)
b. Accessibility-Consultation – Change
request.
c. Compliance with standards by applying
procedures.

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TABLE OF CONTENTS Chapter 15 Page 1
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CHAPTER 15 – FLIGHT DISPATCH TRAINING AND CHECKING

15.1. INTRODUCTION……………………………………………………………..…………………………………. 3

15.2. FLIGHT DISPATCH INSTRUCTOR APPOINTMENT……………………..………………………………… 4

15.3. INITIAL FOA TRAINING……………………………………………………….……………………………….. 5

15.4. CONVERSION AND DIFFERENCES TRAINING…………………………………………………………… 6

15.5. FAMILIARIZATION……………………………………………………………………………………………….7

15.6. FOA RECURRENT TRAINING……………………………………………….…………………………………..

8

15.7. RE-QUALIFICATION (REFRESH) RECURRENT TRAINING……………….…………………………….10

15.8. CHECKING……………………………………………………………………….………………………………11
15.8.1. General………………………………………………………………..……………………………. 11
15.8.2. Check Contents……………………………………………………..……………………………….11
15.8.3. Pass Criteria………………………………………………………..………………………………..11
15.8.4. Procedures Following Check Failure…………………………..……………………………………
11
15.9. TRAINING RECORDS……………………………………………………..…………………………………………
12

15.10. MINIMUM REQUIREMENTS………………………………………………………………………………….. 13

15.10.1. TNA/O Training Requirements…………………………………………………………………….13
15.10.2. TNA/O Licensing…………………………………………………………………………………… 13
15.10.3. Flight Dispatch Instructor…………………………………………………………………………. 13
15.10.4. TNA/O Check or Evaluation Requirements……………………………………………………….13
15.10.5. Training Methods…………………………………………………………………………………….14
15.11 TNA/O INITIAL AND RECURRENT TRAINING SYLLABI……………………………………………………
15
15.11.1. ANGLAIS…………………………………………………………………………………………… 15
15.11.2. FRANÇAIS…………………………………………………………………………………………..15
15.11.3. IDENTIFICATION DES AERONEFS……………………………………………………………..15
15.11.4. DROIT AERIEN ……………………………………………………………………………………..16
15.11.5. AERODYNAMIQUE & MECANIQUE DU VOL …………………………………………………….
16
15.11.6. PROPULSION……………………………………………………………………………………….18
15.11.7. INFRASTRUCTURES & BALISAGES………………………………………………………………..
18
15.11.8. REGLEMENTATION DE LA CIRCULATION AERIENNE……………………………………………
19
15.11.9. TELECOMMUNICATIONS AERONAUTIQUES……………………………………………………
20
15.11.10. NAVIGATION AERIENNE………………………………………………………………………... 20

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15.11.11. METEOROLOGIE…………………………………………………………………………………...21
15.11.12. SYSTEMES AVION MEL / CDL…………………………………………………………………….
24
15.11.13. INFORMATIONS AERONAUTIQUES……………………………………………………………..
24
15.11.14. REGLEMENTATION DU TRANSPORT AERIEN…………………………………………………
25
15.11.15. WEIGHT AND BALANCE…………………………………………………………………………..25
15.11.16. TRANSPORT DES MATIERES DANGEREUSES………………………………………………….
26
15.11.17. CHARGEMENT & ASSISTANCE…………………………………………………………………28
15.11.18. RADIO NAVIGATION……………………………………………………………………………….28
15.11.19. OPERATIONS AERIENNES……………………………………………………………………….29
15.11.20. PLAN DE VOL ATC………………………………………………………………………………….
30
15.11.21. INFORMATIQUE……………………………………………………………………………………..
30
15.11.22. SURETE……………………………………………………………………………………………..31
15.11.23. CRM FACTEUR HUMAIN……………………………………………………………………………
31
15.11.24. MANUEL D’EXPLOITATION………………………………………………………………………….
31
15.11.25. ATM……………………………………………………………………………………………………32
15.11.26. PROGRAMMATION ET PREPARATION DES VOLS……………………………………………..
32
15.11.27. SUIVI DES VOLS……………………………………………………………………………………32
15.11.28. ETOPS……………………………………………………………………………………………….32
15.11.29. FRET………………………………………………………………………………………………….. 34
15.11.30. SYSTEME DE GESTION DE LA SECURITE (SGS)…………………………………………….
34
15.11.31. PROCEDURES D’URGENCE………………………………………………………………….. 35
15.11.32. VISITES………………………………………………………………………………………………..
35
15.11.33. SEMINAIRES…………………………………………………………………………………………..
35
15.11.34. STAGE PRATIQUE………………………………………………………………………………….35

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INTRODUCTION Chapter 15 Page 3
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15.1. INTRODUCTION
This Chapter 12 of the OM Part D specifies the requirements and guidelines for all TNA/O (FOA: Flight
Operations Assistant) training courses required by authority.

TNA/O TRAINING PROCESS

HR Department Authority
1. TNA/O Ab-initio training Exam NO
Selection

YES Exclusion
by the HR
Department
ATE Authority Certificate

Recruitment as TNA/O

Company
On job training (3 Months) Evaluation NO

YES

TNA/O as assistant (1 year)

Flight assignation for Flight Dispatch

Prior to performing the tasks of dispatching aeroplanes, a TNA/O must have completed courses of approved
training (initialt training with authority evaluation) and must have gained experience of three (03) months as an
assistant in the flight dispatch functions with company evaluation.

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15.2. FLIGHT DISPATCH INSTRUCTOR APPOINTMENT

Refer to OM Part D Chapter 1.

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INITIAL FOA TRAINING Chapter 15 Page 5
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15.3. INITIAL FOA TRAINING

Prior to being assigned duties as a TNA/O, each new-entrant completes successfully initial training. All
elements of initial training are conducted by suitably qualified instructors. The training program shall be
approved by the Authority. The initial training is organized with the next parts as:

Table des matières

Chapitre Table des matières phase Préparation V/Horaire
1 English 50
2 french 50
SOUS TOTAL 100

Chapitre Table des matières phase théorique V/Horaire

1 Meteorology 60
Aerotechnics (Aerodynamics, Meca Flight, Propulsion, A / C Identification)
2 60

3 Flight Operations 50
4 Navigation 50
5 Rules of the air traffic 36
6 Air law 30
7 Aeronautical information 30
8 Civil air law and regulation 30
9 transport of dangerous goods 30
10 radionavigation 30
11 Loading and assistance 24
12 Aircraft système MEL/CDL 24
13 Weight and balance 24
14 CRM / Humain factor 18
15 Airport Infrastrucuture and beaconing 18
16 Aeronautical telecomunication 18
17 Dispatch Ressource Management 12
18 CNS/ATM 12
19 safety 12
SOUS TOTAL 568

Chapitre Table des matières phase pratique V/Horaire

20 Company documentation 30
21 E-learning (CBT) 18
22 Freight 12

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23 Facility visit OMN, DMRA, ENNA/DNA PVD CCO 18

24 ATC Flight Plan 18
25 Flight preparation and Flight monitoring 12
26 ETOPS / EDTO 12
27 Safety management système (SGS) 12
28 Quality management système (SMQ) 12
29 Emergency procedure 12
30 Operational flight plan (jetplanner) 6
31 Slots Eurocontrol management 12
32 EFB ( Electronic Flight Bag ) 18
33 Medium-range observation flight 6
SOUS TOTAL 198

Preparation phase 100

Theoretical phase 568
Practical phase 198
TOTAL 866

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15.4. CONVERSION AND DIFFERENCES TRAINING

Reserved.

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15.5. FAMILIARIZATION
Reserved.

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FOA RECURRENT TRAINING Chapter 15 Page 9
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15.6. FOA RECURRENT TRAINING

AIR ALGERIE shall ensure that at least every 3 years the next Recurrent Training program includes practical
training covering at least the following items:

Recurrent
Course Contents Timing
(hours)

- Providing students with the means for assessing and knowing about the
various subjects which are relevant for designing an airport, in particular
the following: the airplane, the passenger, land facilities, technical and
industrial needs, safety.
Airport Infrastructure - The course describes also, aeronautical roadways, site design and the 06
& Beaconing organisation around aircraft traffic, the programme and block plan of an
airport with a relevant study and the design of the project based on
requirements.
- Lastly, lessons include roadway sizing calculations based on local
characteristics (planes, traffic and site geotechnical data).
Rules of the Air - Airspace structure, applicable air traffic rules, procedures and source of
03
Traffic information.
Aeronautical - Means and Equipment used in communications. Procedures for 06
Telecommunication communicating with aircraft relevant ground stations.

Navigation - Principles of air navigation with particular reference to Instrument flight. 06

- Rules and regulations relevant to the international air traffic and air
Air Law 02
transportation.

- Aeronautical meteorology, seasonal meteorological conditions and

Meteorology hazards;
06
- Source of meteorological information;
- Significant weather phenomena which can affect take-off.

Aircraft Systems and - Aircraft Systems description

MEL/CDL - Use and interpretation of the MEL and CDL. 06
- Take care of the aircraft techniques conditions in flight preparation.

- Maximum structural weights.

Aircraft Limitations
- Maximum Take-off Weight and associated speeds. 06
and Performances
- Drift down and decompression procedures.
ATC Flight Plan - ATC flight plan description and procedures 04
- AIP including JEPPESEN;
Aeronautical
- NOTAM, SNOWTAM, ASHTAM;
Information 04
- Electronic Terrain and Obstacle Data :Information to be Notified by
AIRAC
Civil Air Law and
- Air transport regulation. 06
Regulations
- Weighing procedures;
Weight & Balance 06
- Load and Trim chart procedures.

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Recurrent
Course Contents Timing
(hours)

- Définition de la qualité
- Historique de la qualité à AIR ALGERIE
- Les points clés de la norme ISO-9001
- Système documentaire
Quality - Le déroulement d'un audit, le comportement des auditeurs et des audités
04
- La remonté d’information
- Non conformités / Actions Correctives / Actions Préventives
- Traitements des Réclamation clients
Loading - Loading procedures 06
Radionavigation - Navigation Airplane equipment description 02
Security - Air Operator Security procedures 03

CRM / Human Factror - The objective of CRM is to enhance communication and management 02
skills of the FOA.
Company
- The use of the Company Manuals including the Operations Manual 02
Documentation
Air Trafic
- Air traffic equipment and procedures 03
Management
Flight preparation - Fleet planning and Flight dispatch procedures 02
Flight monitoring - Fleet follow and re-dispatch procedures 02
ETOPS - ETOPS flight procedures 04
Freight - Freight procedures 02
- Safety Procedures
Emergency - Accident
- Incident
02
Procedures
- Emergency Response Plan
-The security policy of the organization,
- Identification of risks
Safety Management
- AIR ALGERIE SGS Manual 04
System - Writing reports.
- The risk management process
Total Recurrent Duration (hours) 99

Note:
1. If a TNA/O has a position with duties or responsibilities related to the carriage of dangerous goods,
he shall undergo DGR training every 24-months
2. Emergency procedures training course shall include information related to emergency and survival
equipment on board, for immediate communication to rescue coordination centers. Such
information including the following items is made available on posters placarded at the Operation
Control Center.
 The number, color and type of lifesaving rafts and pyrotechnics;
 Details of emergency medical and water supplies;
 Type and frequencies of the emergency portable radio equipment.

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15.7. RE-QUALIFICATION (REFRESH) RECURRENT TRAINING.

A TNAO must complete a re-qualification (refresher) training course after a period of absence or after
inactivity in flight preparation for more than six months.

The Refresher Training covers subjects as in the Recurrent Training program (Chapter 15.3)

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CHECKING Chapter 15 Page 12
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15.8. CHECKING

15.8.1. General
AIR ALGERIE shall ensure that a check is conducted, in order to verify the proficiency of the FOA in carrying
out their flight dispatch duties, after the completion of the training courses specified in this chapter.
The checks shall be accomplished by the method appropriate to the type of training, including:
 Practical demonstration; and/or
 Computer-based assessment; and/or
 In-flight dispatch office checks; and/or
 Oral or written tests.

15.8.2. Check Contents

The checks shall be conducted by a flight dispatch instructor (OM D Chapter 1) and shall contain items from
the following chapters of this manual:
 Initial training Chapter 15.3.
 Conversion Training Chapter 15.4 ( not yet applicable)
 Recurrent Training Chapter 15.6.

15.8.3. Pass Criteria

The pass criteria for examinations and tests are as follows:

Initial training (DACM Exam) 60%

Recurrent Modules Training Instructor Evaluation (PS12)

In case the above pass criteria are not met on the first attempt for initial training, the trainee is not employed
by the RH department.

15.8.4. Procedures Following Check Failure

15.8.4.1. Initial Training

If an FOA fails an examination or test, the trainee is not employed by the RH department.

15.8.4.2. Recurrent Training

In the event of a major failure, the failed course shall be repeated. In this case, the definition of major failure
will be at the discretion of the examiner involved.
After two failures of an examination or evaluation, the TNA/O's position will be subject to review by the flight
Operations Director.

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15.9. TRAINING RECORDS

AIR ALGERIE shall maintain records of all training and checking (or evaluation) required in Chapter 15 of this
manual, and shall make the records of all initial and recurrent training, on request, to the authority, or to the
TNA/O concerned.

Refer to OM PART A Chapter 2.1.5.6, where table sets out the length of time for which these records shall be
retained by AIR ALGERIE:

Initial Training, Recurrent Training (including As long as the TNA/O is employed by

checking or evaluation) AIR ALGERIE.

In addition to the records above, a summary will be maintained to show a trainee's completion of every stage
of training and checking (or evaluation).

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15.10. MINIMUM REQUIREMENTS

AIR ALGERIE shall ensure that each TNA/O:
1) Is at least 18 years of age;
2) Has knowledge, skills checked by the Human Ressource Department
3) training and experience

15.10.1. TNA/O Training Requirements

The following training courses are provided by AIR ALGERIE for TNA/O :

 Initial Training
Required for all new TNA/O trainees joining AIR ALGERIE (refer to Chapter 15.3 of this manual).

 Recurrent Training
Required every 3 years by all AIR ALGERIE TNA/O, covering the fields (Modules) of flight dispatch (refer
to chapter 15.6).

 Familiarization Flights :
Reserved

15.10.2. TNA/O Licensing

Reserved

15.10.3. Flight Dispatch Instructor

Refer to Chapter 1.2.15.

15.10.4. TNA/O Check or Evaluation Requirements

Refer to PS 12 Company training Procedure.
Checks or evaluation shall be conducted during, and following completion of, the following TNA/O training
courses:
– Initial Training;
– Conversion Training (not yet applicable);
– Refresher Training;
– Differences Training (not yet applicable); and
– Recurrent Training.
These checks or evaluation are intended to verify the proficiency of the TNA/O in carrying out his assigned
flight dispatch duties, during the preparation of the flight envelope.
For initial training, Checks (exam) shall be conducted by a designated authority staff, specifically appointed
and authorized for this purpose by the authority.
Refer to Chapter 15.8 for further details related to check requirements for AIR ALGERIE TNA/O.

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15.10.5. Training Methods

TNA/O training shall be conducted in class room with video presentations, aeroplane visits and other suitable
methods. AIR ALGERIE shall ensure a reasonable balance between the different training methods is
achieved.

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FOA INITIAL AND RECURRENT TRAINING SYLLABI Chapter 15 Page 16
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15.11. FOA INITIAL AND RECURRENT TRAINING SYLLABI

In order to incorporate the latest regulatory and operational changes in a timely manner, the course materials
used in training programs for TNAO are periodically evaluated to ensure compliance with the qualification and
performance standards of the Authority and the IATA (ISARPs).

(IN FRENCH IN ORDER TO BE USED BY INSTRUCTORS)

15.11.1. ANGLAIS
1. Anglais General
 Compréhension orale, participation à la prise de notes.
 Pratique de l’exposé oral, participation à des discussions.
 Entraînement à la rédaction de lettres, compte rendus écrits.
2. Anglais Professionnel
 Acquisition du vocabulaire technique essentiel
 Expression écrite, lettre, notes de synthèse
 Expression orale, discussions sur sujets techniques et exposés.

15.11.2. FRANCAIS
1. Expression Orale
 Les contenus visent la mise en place d’actes de Parole (discuter, négocier, argumenter, informer)
afin de développer des compétences de communication orale professionnelle.
2. Compréhension Orale
 Les contenus visent les stratégies d écoute (Sélective, extensive, globale, de veille, etc.) afin de
rendre l’apprenant plus efficace dans ses situations d’écoute professionnelles.
3. Expression Ecrite
 Les contenus visent la maîtrise des textes écrits professionnels (rédiger un rapport, des comptes
rendus, des consignes synthétisées,…) afin que les messages soient clairs, précis et concis.

15.11.3. IDENTIFICATION DES AERONEFS

 Introduction  L’A330
 L’aéronef  L’ATR
 Les types d’aéronefs  Le B727
 L’avion  Le B737-200
 Les types d’avion  Le B737-NG
 Les organisations aéronautiques  Le B767
 L’A310  L382-G

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15.11.4. DROIT AERIEN

1. Introduction
 Le transport aérien
 L’objet du transport aérien
 Le transporteur
 Géographie du transport aérien
2. Réglementation et Structures Institutionnelles
 La Réglementation nationale
 Les traités multilatéraux
 La convention de Varsovie
 La convention de Chicago
 La convention de Tokyo
 La convention de la Haye
 La convention de Montréal
 L’organisation de l’Aviation Civile Internationale
 La Commission Européenne de l’Aviation Civile
 La Commission Africaine de l’Aviation Civile
 La Commission latino – Américaine de l’Aviation Civile
 L’Association du Transport Aérien International.
3. La Navigation Aérienne
 Le personnel navigant
 L’instrument technique du transport
 Le trafic aéroportuaire
 L’encadrement technique de la navigation
 Le but de la navigation aérienne

15.11.5. AERODYNAMIQUE & MECANIQUE DU VOL

1. Aérodynamique
 Equation fondamentale de l’écoulement
 Définitions géométriques relatives aux profils et voitures
 Coefficients de pression
 Caractéristiques aérodynamiques
- Nombre de Reynolds
- Viscosité

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- Couche limite
- Ecoulement autour de quelques corps simples
- Forces de pression
- Forces de viscosité
- Résultante aérodynamique
- Portance, traînée, finesse
- Tourbillons marginaux : angle induit et traînée induite, traînée totale
 Polaire
 Hypersustentation
 Aérofreinage
 Moment de tangage
 Foyer
 Centre de poussée
 Stabilité
 Maniabilité
 Influence de l’allongement et de la modification de forme de profil.
 L’avion complet.
2. Mécanique du Vol
 Trièdre de références
 Forces massiques et facteurs de charge
 Etude de courbe Cz MAX, M2 en fonction de M
 Vol horizontal stabilisé
 Régimes de marche
 La montée stabilisée
 La descente
 Le virage
 Points caractéristiques de la polaire
 Le décollage
 L’atterrissage
 La ressource
 Le vol en atmosphère turbulente
 Le vol à poussée dissymétrique

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15.11.6. PROPULSION
1. Rappel de Thermodynamique
2. Les Turbomachines
 Principe général de fonctionnement
 Mach d’utilisation
 Limitations
3. Les Turbopropulseurs
4. Les Turboréacteurs
5. Les Moteurs à Pistons

15.11.7. INFRASTRUCTURES & BALISAGES

1. Généralités
 Définitions
 Application
 Renseignements sur les aérodromes
2. Caractéristiques Physiques
 Pistes – Accotements de piste – Bandes de piste
 Voies de circulation – Accotements de voie de circulation – Bande de voie de circulation
 Aires de trafic
3. Les Chausses d’Aérodromes
 Généralités
 Catégorie d’indication
 Publication des renseignements sur la portance des pistes
- Méthode ACN/PCN
- Méthode LCN
- Méthode T/L ou TT/L
4. Limitation et Suppression des Obstacles
 Surfaces de limitation d’obstacles
 Spécifications en matière de limitation d’obstacles
5. Aides Visuelles à la Navigation
 Indicateurs et dispositifs de signalisation
 Marques
 Feux
 Dispositifs lumineux d’approche de précision

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 PAPI et APAPI
 Panneaux de signalisation
 Balises
6. Aides Visuelles pour Signaler les Obstacles
 Objets à baliser
 Marquage des objets
 Balisage lumineux des objets
7. Aides Visuelles pour Signaler les Zones d’Emploi Limité
 Piste et voies de circulations fermées en totalité ou en partie
 Surface à faible résistance
 Aire d’avant – seuil
 Zones inutilisables
8. Service d’Urgence et autres Services
 Plan d’urgence d’aérodrome
 Sauvetage et lutte contre l’incendie
 Service de gestion d’aire de trafic

15.11.8. REGLEMENTATION DE LA CIRCULATION AERIENNE

1. Type de Circulation Aérienne
 Existence de 2 catégories de vol
 Services et organismes de la circulation aérienne
2. Altimètre et Procédures de Calage Altimétrique
3. Division de l’Espace Aérien
4. Règles de l’Air Générales de vol à vue, de vol aux Instruments
 Correspondances entre règles de l’air
 Types d’espace aérien
 Services rendus et organismes de la circulation aérienne responsables.
5. Les Aérodromes (Généralités)
6. Les Aérodromes Non Contrôles
7. Bureau de Piste et Bureau d’Information Aéronautique
8. Les Aérodromes Contrôlés
9. Le Centre de Contrôle d’Approche
 Types de procédures d’approche IFR
 Altimétrie en approche, règles et pratique du contrôle d’approche.

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10. Le Centre de Contrôle Régional

15.11.9. TELECOMMUNICATIONS AERONAUTIQUES

1. Définitions
2. Service Aéronautique (SFA)
 Généralités
 Réseau du service fixe des télécommunications aéronautiques (RSFTA)
3. Service Mobile Aéronautique
 Généralités
 Procédures applicables en radiotéléphonie
 Procédure de communications radiotéléphoniques de détresse et d’urgence

15.11.10. NAVIGATION AERIENNE

1. La Terre
 Dimension et forme de la terre
 Mouvement de la terre
 Coordonnées d’un point
 Mesures des distances et vitesses associées
2. Orientation à la Surface de la Terre
 Les directions origines :
 Les différentes directions :
 Abréviations du code Q :
3. Etude de la Loxodromie et de l’Orthodromie :
3.1. Généralités sur les Cartes
 Canevas d’une carte
 Qualités d’une carte
 Echelle d’une carte
3.2. La Carte MERCATOR
 Construction de la carte
 Construction graphique d’un canevas MERCATOR
 Utilisation de la carte
3.3. Le Triangle des Vitesses
 Le vent Vw
 La vitesse propre Vp

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 La vitesse sol Vs
 Résolution du triangle des vitesses
3.4. Le Point Equitemps
 Divers cas
 Détermination du point de non retour
 Point équitemps entre trois aérodromes
3.5. La Carte LAMBERT
 Etude de canevas
 Etude de l’échelle
 Pointage d’un point mesure d’une distance
4. Altimétrie
 Généralités
 L’Atmosphère standard ou atmosphère typa
 L’altimétrie
 Les différents calages
 Problème d’altimétrie
5. Le Journal De Navigation (NAVLOG)

15.11.11. METEOROLOGIE
Chapitre 1 : Lecture des TAF et leurs validités
Chapitre 2 : Lecture des cartes TEMSI
Chapitre 3 : Lecture des cartes des différents niveaux
Chapitre 4 : Trace et lecture des vents pour une étape donnée
Chapitre 5 : Explications des différents codes de nuages
Chapitre 6 : Lecture des METARS
1. L’atmosphère
 Composition de l’air sec
 Les étages de l’atmosphère
2. Les Echanges de Chaleur dans l’Atmosphère
 Processus d’échange de chaleur
 Le bilan énergétique de l’atmosphère
3. La Température de L’Air
 Principe fondamentaux de la mesure de la température
 Echelles de températures

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 Mesure de la température de l’air

 Variation de la température avec l’altitude
4. La Pression Atmosphérique
 Nature de la pression atmosphérique
 Mesure de la pression atmosphérique
 variation de la pression avec l’altitude
 Réduction de la pression au niveau standard
 Gradient de la pression
5. L’air Humide
 L’air humide
 Tension de vapeur de l’air humide
 Méthodes de calcul de l’humidité de l’air
 Masse volumique de l’air humide
6. Le Vent en Surface
 Principes généraux de la mesure du vent surface
 Direction du vent en surface
 Vitesse du vent en surface
 Les variations du vent en surface
7. Masse de l’air et Fronts
 Définition de la masse d’air
 Source de masse d’air
 Classification des masses d’air
8. Analyse Synoptique
 Les types de cartes synoptiques
 Cartes synoptiques au niveau de la mer
 Cartes des surfaces isobares
 Dépression
9. La Circulation Générale de l’Atmosphère
 la circulation moyenne en surface et altitude en hiver
 La circulation moyenne en surface et altitude en été
 Les principales masses d’air et leur classification
10. L’altimétrie
 Principe

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 Erreur
 Calage et leur utilisation
11. Les Jets
 Définitions
 Caractéristiques
 Différents jets
 Importance en aéronautique
12. Les Brouillards et la Visibilité
 Définition
 Constitution physique
 Les différents types de brouillards
13. Le Givrage
 Définition
 Processus de formation
 Différents types de givrages
 Importance aéronautique
14. La Turbulence
 Définition
 Type de turbulence
 Importance aéronautique
15. Les Orages
 Définition
 Types d’orages
 Evolution d’un nuage orageux
 Phénomènes dangereux associés
16. Phénomènes Locaux Dangereux pour l’Aéronautique (Tornade, Trombes, Fohen, Brises)
17. Cartes Météorologique d’analyse (Surface et Altitude)
18. Le Dossier de Vol
 Lecture et interprétation des documents météorologiques élaborés pour l’aéronautique
 Messages et cartes aéronautiques
19. Les Codes Aéronautiques : METAR, TAF, TEMSI
20. Les Satellites Météorologiques : Leur Rôle dans la Sécurité Aéronautique
21. Climatologie : Banque de Données et son Importance dans la Gestion du Trafic Aérien

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22. Structures des Services d’Assistance Météorologique à l’Aéronautique, Visite Technique

23. Sortie sur Terrain

15.11.12. SYSTEMES AVION MEL / CDL

1. Minimum Equipment List
 Systèmes Avion
 MEL
– Présentation
– Utilisation

2. Configuration Deviation List

 Systèmes Avion
 CDL
– Présentation
– Utilisation

15.11.13. INFORMATIONS AERONAUTIQUES

1. Définitions / Généralités
 Définitions
 Suffisance et exactitude des renseignements
 Echanges des informations aéronautiques
 Spécifications générales.

2. Publications d’Information Aéronautique

 Teneur
 Généralités (GEN)
 En-route (ENR)
 Aérodromes (AD)
 Spécifications relatives aux amendements d’AIR
 Spécifications relatives aux suppléments d’AIR
3. NOTAM
 Emission
 Spécification
 Diffusion
4. Régularisation et Contrôle de la Diffusion des Renseignements Aéronautiques (AIRAC)
 Système régularisé

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 Recommandations
5. Circulaires d’Information Aéronautique (AIC)
 Emission
 Spécifications générales
 Diffusion
6. Information avant le Vol et après le Vol
 Information avant le vol
 Information après le vol

15.11.14. REGLEMENTATION DU TRANSPORT AERIEN

1. La Réglementation
 Nationale
 Internationale (OACI, EASA, FAR)
2. Aéronefs
3. Manuel d’Exploitation
4. Documents de Bord
5. Aménagements et Equipements des Aéronefs
6. Equipements lies au type d’Exploitation
7. Chargement
 Passagers
 Marchandises
 Carburant
8. Navigabilité
9. Limitation des Nuisances
10. Entretien
11. Brevets et Licences
12. Composition des Equipages

15.11.15. WEIGHT AND BALANCE

1. Introduction
2. Masse et Centrage
 Introduction aux notions de centre de gravite et centrage
 Centrage et stabilité d’un avion
 MAC (Mean Aerodynamic Chord) Chorde Aérodynamique Moyenne

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3. Masses et Limitations
 Généralités
 Masse avion
 Détermination de la masse de base d’un avion
 Equation de calcul
 Limitations généralités
 Effet d’une surcharge

4. Chargement
 Masses passagers, équipage, carburant
 Dispositions générales
 Feuille de centrage (formulaire de bord)
 Correction de la masse et de l’index de base
 Influence du carburant
5. Devis de poids et centrage
 Définition du centre de gravité et MAC
 Délimitation ZFW et TOW
 Etablissement d’un devis de poids manuel
 Automatique DCS
6. Utilisation du DCS
 Lecture des DATABASES ; fichiers avions par type d’appareil
 Listing des différents types d’avions
 Utilisation du DCS AH et Compagnies assistées
7. Utilisation du Manuel DCS partie Load Planning et DATABASE

15.11.16 TRANSPORT DES MATIERES DANGEREUSES

1. Personnel concerné : Catégorie 10
 Agents de l’exploitant et d’assistance en escale responsable de la centrale de chargement des
passagers et des bagages.
2. Objectif :
 Couvrir les règles en matière de sécurité dans le transport aérien des marchandises dangereuses.
3. Durée : 05 jours
4. Contenu :
 Théorie générale « Présentation de la Réglementation IATA »

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 Familiarisation générale et Limitation

 Classification : liste des matières dangereuses
 Reconnaissance des 9 classes de danger
 Prépondérance des risques
 Marchandises dangereuses en quantité limitées
 Liste des marchandises dangereuses (identification)
 Marchandises dangereuses acceptées au transport aérien
 Marchandises dangereuses interdites au transport aérien
 Marchandises dangereuses cachées
 Marchandises dangereuses transportées par les passagers ou membres d’équipage
 Marchandises dangereuses dans la poste aérienne
 Marchandises dangereuses en la possession de l’exploitant
 Reconnaissance et application des divergences des Etats des Exploitants
 Prescription générale d’emballage
 Emballage a spécification ONU
 Suremballage
 Calcul de la valeur Q
 Méthodes d’emballage
 Types d’emballage
 Etiquetage et Marquage
 Reconnaissance des marchandises dangereuses non déclarées
 Procédures de stockage et de chargement
 Dispositions concernant les passagers et les membres d’équipage
 Traitement des bagages ou du fret contaminés
 Notification au commandant de bord (NOTOC)
 Exercices récapitulatifs
 Traitement des bagages ou du fret contaminés
 Procédures d’urgence
 Test final (80%)
 Discussion

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15.11.17. CHARGEMENT & ASSISTANCE

1. Pesée d’un Aéronef
2. Manuel de Chargement
 Les soutes et les procédures de chargement
 Limitation portes
 Résistance planché
 Le plan de chargement
 Les messages palettes, conteneurs
3. Devis de Poids/Feuille de Centrage/AHM 50
4. Assistance Technique au Sol

15.11.18. RADIO NAVIGATION

1. Rappel Théorique
 Amplitude
 Période
 Fréquence
 Gains
 Fréquence utilisée en aéronautique
 Phénomènes liés à la propagation des ondes
2. Aides Radioélectrique à Courte et Moyenne Distance
 VOR
 DME
 NDB
 ILS
 MLS
3. NAVIGATION LONGUE DISTANCE :
 Omega
 GPS
 Inertie
4. AUTRES SYSTEMES :
 TCSA
 GPWS
 ACARS

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15.11.19. OPERATIONS AERIENNES

1. Rappel de Réglementation
2. Limites d’utilisation
 Limitations de structure
– Masses maximales structurales
– Vitesses maximales structurales
 Limitations décollage
– Vitesses associées au décollage
– Distances associées au décollage
– Paramètres opérationnels
– Infrastructures
– Détermination de la masse maximale
– Décollage à poussée réduite
 Limitations en croisière
– Règles générales
– Détermination de la masse maximale
 Limitations à l’Atterrissage
– Vitesses associées a l’atterrissage
– Distances d’atterrissage
– Paramètres opérationnels
– Infrastructures
– Détermination de la masse maximale
– Atterrissage en surcharge – vidange carburant
 Bilan des limitations – devis de masse – centrage
– Définition des masses
– Bilan des limitations et calcul de la charge offerte
– Devis de masse
3. Centrage
4. Performances
 Définitions et formules pratiques
 Performances en croisière
– Réglage de marche
– Tableaux de marche
 Performances en montée et descente
 L’attente
 Décrochage – Limites de manœuvre

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5. Préparation et Conduite du Vol

 Quantité de carburant minimale réglementaire pour entreprendre un vol
 Préparation du vol avec escale technique pour avitaillement
 Coefficient de transport
 Inspection de l’avion préliminaire au vol
 Conduite du vol procédures et check – liste
 Procédures normales
 Procédures occasionnelles ou de secours
 Procédures d’urgence
 Tolérances en vol : gestion du carburant
 Conduite du vol : gestion du carburant
 Quantité minimale de carburant avant dégagement
 Quantité minimale de carburant au franchissement du seuil de Piste

15.11.20. PLAN DE VOL ATC

 Plan de vol conventionnel
 Etablissement du plan de vol conventionnel
 Validités du plan de vol conventionnel
 Envoi et suivi
Eurocontrol et Plan de vols répétitifs
 Lecture des messages : SAM SRM FLS DES RFI
 Lecture et gestion des SLOT
 Validités du RPL
 Copies du RPL par SITATEX
 Changement d’aéronef
 Changement de route

15.11.21. INFORMATIQUE
1. Structure et Fonctionnement d’un Ordinateur
2. Systèmes d’Exploitation
 DOS
 Windows
 Unix
3. Logiciels

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 Présentations générale
 Diverses catégories
 Applications

15.11.22. SURETE (M1)

 Connaitre les objectifs des mesures de sûreté de l’aviation civile et savoir les différencier des objectifs
de la sûreté interne de l’établissement
 Avoir une connaissance générale des différents acteurs da la plateforme aéroportuaire et de leur rôle
 Savoir identifier les structures légales nationales et internationales en matière de sûreté de l’aviation
civile.
 Connaitre les principales dispositions réglementaires applicables notamment en matière de permis
d’accès
 Connaitre les articles prohibe et les procédures préventives
 Connaitre les principales menaces et savoir réagir face à celles-ci en appliquant les procédures
applicables.

15.11.23. CRM FACTEUR HUMAIN

1- Programme de la Formation :
Module 1. Définition et introduction aux facteurs humains :
Module 2. Un regard sur la sécurité et les hommes
Module 3. Les savoir – faire humains dans la gestion des capacités classification des erreurs :
Module 4. Les erreurs et la prévention
Module 5. La gestion des ressources la défaillance active et latente
Module 6. Communications : Verbal et Ecrites
Module 7. Environnement de travail et sécurité
Module 8. Gestion des ressources et environnement organisationnel
2- Organisation du Cours :
La formation est dispensée sous forme de cours au sol avec des exemples

15.11.24. MANUEL D’EXPLOITATION

 Définition des fonctions du Manuel d’Exploitation
 Définition des quatre parties du Manex
 Présentation des groupes de section
 Utilisation du Manuel

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REF : MANEX

15.11.25. ATM
 Gestion du trafic aérien (ATM)
 La circulation aérienne : évolutions et applications,
 Le contrôle en route,
 L’ATM sur les aéroports,
 Communications, navigation, surveillance,
 Recherche et développement dans l’ATM,

15.11.26. PROGRAMMATION ET PREPARATION DES VOLS

 Organisation de l’exploitation de la flotte
 Affectation Avion
 Affectation
 Equipages
 Dossier de vol
 Traitement Passager, Fret,…
 Traitement Avion
 Support aux opérations Aériennes
 Contrôle des opérations

15.1.27. SUIVI DES VOLS

 Organisation de l’exploitation de la flotte
 Les phases de vol
 Performances avions
 Conduite de vol
 Suivi des paramètres de vol
 Systèmes automatiques de suivi de vol

15.11.28. ETOPS
1. Définitions
2. Certification ETOPS de L’avion
3. Approbation d’Exploitation ETOPS
 Demande d’une approbation
 Critères d’obtention d’une approbation
 Approbation d’exploitation en ETOPS

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REF : MANEX

4. L’exploitation en ETOPS
 Généralités
 Exigences au départ
 Exigences en vol
5. Exemple de la Planification des Vols ETOPS
6. Etude du système OTS (Organized Track System)
 Définition de l’espace MNPS
 Définition des niveaux RVSM
 Période de validité TRACKS WESTBOUND et EASTBOUND, transition, RANDOM
 Cheminements Europe et Amérique Nord
 Messages de TRACKS WB et EB
 Exercices de tracés de TRACKS
7. Spécificités de calcul des minima dégagements aux USA et Canada
 Rappel définition Adéquat / Accessible
 Lecture TAF/METAR (unités de visi et QNH)
 Règle de majoration des minima dégagements USA/Canada
 Exercices (calculs angles au vent, lecture fiches jepsen , minima)annexe 9
8. Etude de préparation de vol ETOPS
 Définition de zone ETOPS
 Définition Adéquat ETOPS/ accessible ETOPS
 Liste des APT adéquats potentiels
 Etude de couverture de portion ETOPS par les cercles 120 mn
 Calcul des minima ETOPS : règle de majoration
 Exercices d’étude d’accessibilité d’appuis ETOPS
 Rédaction du pavé météo ETOPS
 Textes officiels (annexe6/ACJ20X6/AC 120 42 A)
 Importance de la MEL et de l’APRS
 Etude plan de vol
 Calcul plages horaires
 Pannes envisagées
 Points équitemps
 Carburant scénario critique
 Détails de calcul carburant en fonction de la panne
 Suivi de vol

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REF : MANEX

15.11.29. FRET
 Les documents :
 La Lettre de Transport Aérien
 La déclaration de l’expéditeur
 La Réservation :
 Les restrictions d’acceptation :
 Nature (Matières Dangereuses)
 Dimensions
 Valeurs
 Structure Tarifaire :
 Acceptation CC
 Contrat de Vente et Régime d’Expédition
 Consignation Bancaire :
 L’étiquetage :
 Le Manifeste des Marchandises
 Le Fractionnement
 Le Cargo – Tracking – l’IRP (avis d’irrégularité):
 Convention de Varsovie:
 Réclamations des dossiers et Contentieux
 Les Transferts
 Le Transport des Matières Dangereuses

15.11.30. SYSTEME DE GESTION DE LA SECURITE (SGS)

La formation de sécurité pour les TNA/O doit porter sur :
 la politique de sécurité de l'organisation,
 les responsabilités de sécurité, y compris l’exécution des procédures opérationnelles,
 Manuel SGS d’AIR ALGERIE
 l’identification des dangers
 la rédaction de comptes rendus.
 les notions de base et une vue d'ensemble du SGS.
 La définition des dangers,
 les conséquences et les risques,

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 le processus de gestion du risque, y compris les rôles et responsabilités et, de manière fondamentale,
le système de comptes rendus de sécurité

15.11.31. PROCEDURES D’URGENCE

 Safety Procedures
 Accident
 Incident
 Emergency Response Plan

15.11.32. VISITES
 Office National de la Météorologie 10 Heures
 Division Maintenance et Réparation des Aéronefs 10 Heures
 Entreprise Nationale de la Navigation Aérienne 10 Heures

15.11.33. SEMINAIRES
 Plan de vol ATC
 Sûreté
 CRM FH
 Manuel d'exploitation
 ATM
 Programmation et préparation des vols
 Suivi des vols
 ETOPS
15.11.34. STAGE PRATIQUE
 Assistance Avion et préparation des vols au niveau de l’aéroport d’Alger
 Vol d’observation
Durée : 175 Heures
15.11.35 E-Exam
 Accomplir un examen / test sur une plate-forme E-exam
15.11.36 Slot management
 Gestion des créneaux des vols selon les exigences et les procédures EFB
 Flight Smart d’AIRBUS
 OPT de BOEING
 SPS d’ATR
 Flight Deck Pro de Jeppesen

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