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Orange 2 Fly OM Part D Ch.-2
Orange 2 Fly OM Part D Ch.-2
Issue: 1
Operations Manual Part D Rev.: 0
Training Syllabi & Checking Page: 1
Programmes Date of issue: 15/01/2016
Effective date: 15/03/2016
Contents
2.1 Flight Crew ............................................................................................................................................ 7
2.1.1 Conversion Training and Checking General ....................................................................................... 7
2.1.1.1 New Entrant Training Procedure and Requirements ................................................................... 12
2.1.2 orange2fly Introduction ............................................................................................................... 12
2.1.2.1 Ground Training............................................................................................................................ 13
2.1.2.1.1 Training Goal: ............................................................................................................................ 13
2.1.2.1.2 Ground School Examination ...................................................................................................... 13
2.1.2.1.3 LVO Ground Training ................................................................................................................. 13
2.1.2.2 Emergency and Safety Equipment Training ................................................................................. 13
2.1.2.3 CRM Training ................................................................................................................................ 14
2.1.2.4 Synthetic Training Device and Aeroplane Training ...................................................................... 14
2.1.2.4.1 Synthetic Training Device - Training .......................................................................................... 14
2.1.2.4.2 LVO Synthetic Training Device................................................................................................... 15
2.1.2.4.3 Crew composition...................................................................................................................... 15
2.1.2.4.4 Zero flight time training (ZFTT) .................................................................................................. 15
2.1.2.4.5 Briefing and debriefing .............................................................................................................. 15
2.1.2.4.6 Instructor ................................................................................................................................... 15
2.1.2.4.7 Aeroplane Training .................................................................................................................... 15
2.1.2.4.8 Flying Tests and Checks ............................................................................................................. 16
2.1.2.4.9 Line Flying Under Supervision ................................................................................................... 16
2.1.2.5 Reserved ....................................................................................................................................... 17
2.1.2.6 Reduced Vertical Separation Minima ........................................................................................... 17
2.1.2.7 BRNAV- PRNAV Training ............................................................................................................... 18
2.1.2.8 TCAS Training ................................................................................................................................ 18
2.1.2.9 Route Competence Training ......................................................................................................... 19
2.1.2.10 Categories of Aerodromes, Area & Airfield Briefings ................................................................. 19
2.1.3 Differences and Familiarisation Training ......................................................................................... 19
2.1.3.1 Operation on more than one type or variant ............................................................................... 20
2.1.3.2 Operator Difference Requirements (ODRs) ................................................................................. 22
2.1.3.2.1 Methodology - Use of Operator Difference Requirement (ODR) Tables .................................. 24
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(a) In the case of aeroplane operations, the flight crew member shall complete orange2fly
conversion training course before commencing unsupervised line flying:
(1) When changing to an aircraft for which a new type or class rating is required;
(2) When joining orange2fly.
(b) orange2fly conversion training course shall include training on the equipment installed on the
aircraft as relevant to flight crew members roles.
orange2fly conversion course and the type rating course required for the issue of Flight Crew License may
be combined. However, once the conversion course has been commenced, a flight crew member does not
undertake flying duties on another type or class until the course is completed or terminated.
A/C
Ground Aviation orange2fly TCAS RVSM Sim. Line
Experience Safety CRM DG trainin
school Security Induction RNAV training Training
g
Type Rated yes yes yes yes yes yes as required as yes
required
Non-Type
yes yes yes yes yes yes as required as yes yes
rated required
Notes:
The course of ground instruction will incorporate formal tests on aeroplane systems, performance and flight
planning. The training may include MOCK-UP facilities, video presentations and other types of training such
as self-study, where the trainee shall follow a specific program prepared from the training department with
the use of training leaflets or other training material (USB Flash Drives or hard copies).
Correspondence courses through approved ATOs are also accepted.
Note: Checking of first aid training consists of minimum 10 questions with pass mark of 80%.
If the flight crewmember has not previously completed an operator's conversion course, then a full length
CRM course must be completed. If the flight crewmember undergoes a subsequent conversion course he
shall complete the appropriate elements of the CRM course. The student will not be assessed either during
or on completion of specific CRM training, courses or exercises.
(Refer also to Appendix B of this Manual.)
2.1.2.4.6 Instructor
Initial/conversion flight simulator training is conducted by a TRI or SFI. The flight simulator check is conducted
by a TRE/SFE.
The following mandatory tests and checks will be carried out on or prior to completion of the conversion
training and prior to commencing Line Flying under Supervision.
Emergency and Safety Equipment Check;
Type rating Skill Test;
Operator Proficiency Check and or LPC renewal;
The Emergency and Safety Equipment Check must be completed before the candidate flies the aeroplane.
When the Operator Proficiency Check is conducted in an approved synthetic flight trainer crews shall also
demonstrate their proficiency in conducting ILS approaches to Category II aerodrome operating minima,
when applicable.
2.1.2.5 Reserved
If flight crew members are to operate an aeroplane type, which is RVSM, approved on the orange2fly AOC,
they have to be trained for RVSM operations. This training is incorporated in the conversion training for the
applicable type.
The training consists of the following:
Self-study (RVSM Study Guide refer to O.M. Part. D Appendix D)
Classroom instruction by an orange2fly Ground Instructor or any other qualified personnel.
Completions of the RVSM Questionnaire with a minimum pass mark of 75%.
RVSM qualification is obtained by completion the above. The subjects, which will be reviewed during this
training as follows:
Knowledge and understanding of standard ATC phraseology;
The importance of Crosschecking to ensure that ATC clearances are promptly and correctly complied
with;
Limitations and correction charts for the use of standby altimeter in contingencies;
Problems of visual perception of other aeroplane at 1000 ft. separation during darkness, when
encountering local phenomena such as northern lights, for opposite and same direction traffic and
during turns;
Characteristics of altitude capture system, which may lead to overshoots;
Relationship between primary altimeter systems, automatic altitude control and transponder
systems in normal and abnormal conditions;
Any airframe restrictions, if required for a particular type, related to RVSM airworthiness approval;
Awareness of problems due to wake vortex encounters at TCAS operations in RVSM airspace;
Awareness about Transitions problems and safety issues.
Note: Also refer to Appendix D of this manual
During Conversion training, RNAV programme shall consist of Theoretical and Practical Training:
Theoretical Training:
1. Self-study guide (Copy of appendix G of OM part D Area Navigation)
2. Instruction Manual for the RNAV system installed in the aircraft.
Practical Training:
1. During line flying under supervision contacted by LTC
Note: Refer to Appendix G of this manual
Prior to being assigned as commander or as a pilot to whom the conduct of the flight may be delegated by
the commander, the pilot shall undergo training to ensure that he has obtained adequate knowledge of the
route to be flown and of the aerodromes (including alternates), facilities and procedures to be used.
Route competence training will include knowledge of:
a. Terrain and minimum safe altitudes;
b. Seasonal meteorological conditions;
c. Meteorological, communication and air traffic facilities, services and procedure;
d. Search and rescue procedures, and
e. Navigational facilities associated with the route along which the flight is to take place.
Depending on the complexity of the route, as assessed by orange2fly, the following methods of
familiarizations are used:
1. For the less complex routes, familiarization by self-briefing with route documentation, or by means
of programmed instruction; and
2. For more complex routes, in addition to sub-paragraph (1) above. In-flight familiarization as a
commander, co-pilot or observer under supervision, or familiarization in a synthetic training device
using a database appropriate to the route concerned.
Note: Route and Area briefings are to be found in Section 3 of the Airfield/Area Briefings part of the Route
Manual O.M. Part. C. Route competence training is conducted by LTC. Airfield/Area Briefings can also be
conducted via audio visual aids (Vistair).
Route and aerodrome competence qualification shall be revalidated by operating on the route or to the
aerodrome within the period of validity.
The period of validity of the route and aerodrome competence qualification shall be 12 calendar months in
addition to the remainder of:
1. The month of qualification; or
2. The month of the latest operation on the route or to the aerodrome.
If revalidated within the final three calendar months of the validity of the previous route and aerodrome
competence qualification, the period of validity shall extend from the date of revalidation until 12 calendar
months from the expiry date of that previous route and aerodrome competence qualification.
The concept of operating more than one type or variant depends upon the experience, knowledge and ability
of the operator and the flight crew concerned.
The first consideration is whether or not the two aeroplane types or variants are sufficiently similar
to allow the safe operation of both.
The second consideration is whether or not the types or variants are sufficiently similar for the
training, checking and recent experience items completed on one type or variant to replace those
required on the similar type or variant. If these aeroplanes are similar in these respects, then it is
possible to have credit for training, checking and recent experience. Otherwise, all training, checking
and recent experience
Level B
Training:
Level B training can be adequately addressed through aided instruction such as slide/tape
presentation, computer based instruction which may be interactive, video or classroom
instruction. Such training is typically used for part-task systems requiring knowledge and
training with, possibly, partial application of procedures (e.g. fuel or hydraulic systems etc.).
Checking:
A written or oral check is required for initial and recurrent differences training.
Level C
Training:
Level C training should be accomplished by use of hands on STDs qualified according to EU-
STD 2A, Level 1 or higher. The differences affect skills, abilities as well as knowledge but do
not require the use of real time devices. Such training covers both normal and non-normal
procedures (for example for flight management systems).
Checking:
An STD used for training level C or higher is used for a check of conversion and recurrent
training. The check should utilise a real time flight environment such as the demonstration
of the use of a flight management system. Manoeuvres not related to the specific task do not
need to be tested.
Level D
Training:
Level D training addresses differences that affect knowledge, skills and abilities for which
training will be given in a simulated flight environment involving, real time flight
manoeuvres for which the use of an STD qualified according to EU-STD 2A, Level 1 would not
suffice, but for which motion and visual clues are not required. Such training would typically
involve an STD as defined in EU-STD 2A, Level 2.
Checking:
A proficiency check for each type or variant should be conducted following both initial and
recurrent training. However, credit may be given for manoeuvres common to each type or
variant and need not be repeated. Items trained to level D differences may be checked in
STDs qualified according to EU-STD 2A, Level 2. Level D checks will therefore comprise at least
a full proficiency check on one type or variant and a partial check at this level on the other.
Level E
Training:
Level E provides a realistic and operationally oriented flight environment achieved only by
the use of Level C or D Flight Simulators or the aeroplane itself. Level E training should be
conducted for types and variants which are significantly different from the base aeroplane
and/or for which there are significant differences in handling qualities.
Checking:
A proficiency check on each type or variant should be conducted in a level C or D Flight
Simulator or the aeroplane itself. Either training or checking on each Level E type or variant
should be conducted every 6 months. If training and checking are alternated, a check on one
type or variant should be followed by training on the other so that a crew member receives
at least one check every 6 months and at least one check on each type or variant every 12
months.
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General
Use of the methodology described below is acceptable to the Authority as a means of evaluating aeroplane
differences and similarities to justify the operation of more than one type or variant, and when credit is
sought.
ODR Tables
Before requiring flight crew members to operate more than one type or variant, operators should first
nominate one aeroplane as the Base Aeroplane from which to show differences with the second aeroplane
type or variant, the difference aeroplane, in terms of technology (systems), procedures, pilot handling and
aeroplane management. These differences, known as Operator Difference Requirements (ODR), preferably
presented in tabular format, constitute part of the justification for operating more than one type or variant
and also the basis for the associated differences/familiarisation training for the flight crew.
Recent
SYSTEM DIFFERENCES FLT CHAR PROC CHNG Training Checking
Experience
Brief List of differences for Impact on flight Impact on Assessment of the difference levels
description each relevant characteristics procedures according to Table 4
of systems subsystem between (performance (Yes or No)
and the base aeroplane and/or handling)
subsystems and the difference
classified aeroplane.
according to
the ATA 100
index.
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Recent
MANOEUVRES DIFFERENCES FLT CHAR PROC CHNG Training Checking
Experience
Described List of relevant Impact on flight Impact on Assessment of the difference levels
according to differences for characteristics procedures according to Table 4
phase of flight each manoeuvre (performance (Yes or No)
(gate, taxi, between the base and/or
flight, taxi, aeroplane and the handling)
gate) difference
aeroplane.
Once the differences for ODR 1, ODR 2 and ODR 3 have been established, the consequences of differences
evaluated in terms of Flight Characteristics (FLT CHAR) and Change of Procedures
(PROC CHNG) should be entered into the appropriate columns.
Difference Levels - crew training, checking and currency
The final stage of an operators proposal to operate more than one type or variant is to establish crew
training, checking and currency requirements. This may be established by applying the coded
difference levels from Table 4 to the Compliance Method column of the ODR Tables.
Differences items identified in the ODR systems as impacting flight characteristics, and/or procedures, should
be analysed in the corresponding ATA section of the ODR manoeuvres. Normal, abnormal and emergency
situations should be addressed accordingly.
Table 4 - Difference Levels versus training
B: Aided instruction is required to ensure crew Aided instruction e.g. computer based training
understanding, emphasise issues, aid retention of (CBT), class room instruction or video tapes.
information, or: aided instruction with partial Interactive CBT
application of procedures
Note: Levels A and B require familiarisation training, levels C, D and E require differences training. For Level
E, the nature and extent of the differences may be such that it is not possible to fly either types or variants
with a credit.
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BASE AEROPLANE: X
COMPLIANCE METHOD
DIFFERENCE AEROPLANE: Y
GENERAL DIFFERENCES FLT CHAR PROC CHNG Training Checking Recent Experience
Y max certificated
Cabin passenger capacity: NO NO A / /
335, X: 179
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BASIC AEROPLANE: X
COMPLIANCE METHOD
DIFFERENCE AEROPLANE: Y
FLT PROC Recent
MANOEUVRES DIFFERENCES Training Checking
CHAR CHNG Experience
- Pilot eye height, YES NO D D /
turn radius,
Taxy
- two engine taxy NO NO A / /
(1&4)
Flight Characteristics
Take-off YES NO E E E
in ground law
Reverser actuation
Rejected take-off YES NO D D D
logic
YES(P) B
- V1/Vr split
Take-off engine * NO B B
- Pitch attitude
failure YES(H) NO E E
/lateral control
*
*P = Performance, H = Handling
Note: A summary of training should be maintained by the operator to show a flight crew members
completion of each stage of training and checking.
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(a) Each flight crew member will complete recurrent training and checking relevant to the type or variant
of aircraft on which they are going to operate.
(b) Operator proficiency check
(1) Each flight crew member must complete operator proficiency checks as part of the normal crew
complement to demonstrate competence in carrying out normal, abnormal and emergency
procedures.
(2) The flight crew member is required to operate under IFR, so the operator proficiency check is to be
conducted without external visual reference.
(3) The validity period of the operator proficiency check is to be six calendar months. The proficiency
check shall be undertaken before commencing commercial air transport operations.
(c) Line check
(1) Each flight crew member will complete a line check on the aircraft to demonstrate competence in
carrying out normal line operations described in the operations manual.
The validity period of the line check shall be 12 calendar months.
(2) Notwithstanding ORO.FC.145 (a) (2), line checks may be conducted by a suitably qualified
commander nominated by orange2fly, trained in CRM concepts and the assessment of CRM skills.
(d) Emergency and safety equipment training and checking
Each flight crew member must complete training and checking on the location and use of all emergency
and safety equipment carried. The validity period of an emergency and safety equipment check shall be 12
calendar months.
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(iii) orange2fly has established procedures to update the CRM recurrent training programme.
Revision of the programme is to be conducted over a period not exceeding 3 years. The revision of the
programme will take into account the de-identified results of the CRM assessments of crews, and
information identified by the safety management system.
(4) Aircraft/FSTD training
(i) General
(A) The aircraft/FSTD training programme is established in a way that all major failures of aircraft
systems and associated procedures will have been covered in the preceding 3-year period.
(B) When engine-out manoeuvres are carried out in an aircraft, the engine failure must be simulated.
(C) Aircraft/FSTD training may be combined with the operator proficiency check.
(D) When the aircraft/FSTD training is conducted within 3 calendar months prior to the expiry of the 12
calendar months period, the next aircraft/FSTD training should be completed within 12 calendar
months of the original expiry date of the previous training.
(b) Recurrent checking
Recurrent checking comprises the following:
(1) Operator proficiency checks
(i) Aeroplanes
Operator proficiency checks include the following manoeuvres as pilot flying:
(A) Rejected take-off when an FSTD is available to represent that specific aeroplane, otherwise touch
drills only;
(B) Take-off with engine failure between V1 and V2 (take-off safety speed) or, if carried out in an
aeroplane, at a safe speed above V2;
(C) Precision instrument approach to minima with, in the case of multi-engine aeroplanes, one-engine-
inoperative;
(D) Non-precision approach to minima;
(E) Missed approach on instruments from minima with, one-engine-inoperative;
(F) Landing with one-engine-inoperative.
(2) Emergency and safety equipment checks. The items to be checked are those for which training has been
carried out in accordance with (a) (2).
(3) Line checks
(i) Line checks establish the ability to perform satisfactorily a complete line operation including pre-flight
and post-flight procedures and use of the equipment provided, as specified in the operations manual. The
route chosen is such as to give adequate representation of the scope of a pilots normal operations. When
weather conditions preclude a manual landing, an automatic landing is acceptable.
The commander, or any pilot who may be required to relieve the commander, must also demonstrate
his/her ability to manage the operation and take appropriate command decisions.
(ii) The flight crew is assessed on CRM skills in accordance with a methodology described in the operations
manual. The purpose of such assessment is to:
(A) Provide feedback to the crew collectively and individually and serve to identify retraining; and
(B) Be used to improve the CRM training system.
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(iii) CRM assessment alone is not used as a reason for a failure of the line check.
(iv) When pilots are assigned duties as pilot flying and pilot monitoring they are checked in both
functions.
(v) Line checks are being conducted by a commander nominated by orange2fly. orange2fly
informs the competent authority about the persons nominated. The person conducting the line
check, who is described in (d) (5) (i), is to occupy an observers seat. His/her CRM assessments is
solely based on observations made during the initial briefing, cabin briefing, flight crew
compartment briefing and those phases where he/she occupies the observers seat.
(A) For aeroplanes, in the case of long haul operations where additional operating flight crew
are carried, the person may fulfil the function of a cruise relief pilot and should not occupy
either pilots seat during take-off, departure, initial cruise, descent, approach and landing.
(vi) Where a pilot is required to operate as pilot flying and pilot monitoring, he/she must be
checked on one flight sector as pilot flying and on another flight sector as pilot monitoring.
(4) When the operator proficiency check, line check or emergency and safety equipment check are
undertaken within the final 3 calendar months of validity of a previous check, the period of validity
of the subsequent check should be counted from the expiry date of the previous check.
(c) Flight crew incapacitation training.
(1) Procedures are established to train flight crew to recognise and handle flight crew
incapacitation.
This training is conducted every year and is part of recurrent training. It has the form of classroom
instruction, discussion, audio-visual presentation or other similar means.
(2) If an FSTD is available for the type of aircraft operated, practical training on flight crew
incapacitation should be carried out at intervals not exceeding 3 years.
(d) Personnel providing training and checking
Training and checking is provided by the following personnel:
(1) Ground and refresher training by suitably qualified personnel;
(2) Flight training by a type rating instructor (TRI) or, in the case of the FSTD content, a synthetic
flight instructor (SFI), providing that the TRI, or SFI satisfies the operator's experience and
knowledge requirements sufficient to instruct on the items specified in paragraphs (a)(1)(i)(A) and
(B);
(3) Emergency and safety equipment training by suitably qualified personnel;
(4) CRM:
(i) Integration of CRM elements into all the phases of the recurrent training by all the personnel
conducting recurrent training. orange2fly ensures that all personnel conducting recurrent
training are suitably qualified to integrate elements of CRM into this training;
(ii) Modular CRM training by at least one CRM trainer, who may be assisted by experts in order
to address specific areas.
(5) Recurrent checking by the following personnel:
(i) Operator proficiency check by a type rating examiner (TRE), or, if the check is conducted in a
FSTD, a TRE, or a synthetic flight examiner (SFE), trained in CRM concepts and the assessment of
CRM skills.
(ii) Emergency and safety equipment checking by suitably qualified personnel.
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The annual ground and refresher training is conducted by a qualified instructor and consists of:
Classroom and/ or CBT training through e-learning system, after obtaining access (username &
password) to an approved electronic provided CBT training facility.
Completing the yearly Technical Refresher Questionnaire.
This table serves the master guideline for recurrent training scenarios
Normal and Abnormal & Emergency System Operation
Year 1 Year 2 Year 3
Aeroplane General, Water and
Electrical Hydraulic
Waste
Fire Protection Fuel Landing Gear
Pneumatics Air conditioning &
Emergency Equipment & Oxygen Power Plant& APU
Pressurisation
Auto Flight Instruments & Records Navigation Equipment
Flight Controls / Stall & Stick
Ice & Rain Protection Warning & Cautions
Pusher
Communication Journey Log/Forms completion.
Emergency-Supplementary manoeuvres and procedures
Smoke control / removal Ditching or bomb alert Engine failure(s) and restart
Rapid Decompression &
Flight crew incapacitation RVSM
Emergency Descent
Wind shear/UPRT TCAS / GPWS Jammed flight controls
Cold/Hot weather operation Cold/Hot weather operation Cold/Hot weather operation
Flight crew incapacitation Flight crew incapacitation
Engine failure(s) & restart Engine failure(s) & restart Engine failure(s) & restart
Evacuation Evacuation Evacuation
O.M. Part. B associated abnormal & emergency procedures to related systems
2.1.4.4 CRM
(ORO.FC.115, ORO.FC.215)
ORO.FC.115 Crew resource management (CRM) training
(a) Before operating, the flight crew member shall have received CRM training, appropriate to his/her role,
as specified in the operations manual.
(b) Elements of CRM training shall be included in the aircraft type or class training and recurrent training as
well as in the command course.
See AMC1 ORO.FC.115&215 Crew resource management (CRM) training.
See AMC1.1 ORO.FC.115&.215 Crew resource management (CRM) training.
See GM1 ORO.FC.115&.215 Crew resource management (CRM) training.
(a) The flight crew member must have completed an initial CRM training course before commencing
unsupervised line flying.
(b) Initial CRM training is to be conducted by at least one suitably qualified CRM trainer who may be
assisted by experts in order to address specific areas.
(c) If the flight crew member has not previously received theoretical training in human factors to the ATPL
level, he/she is to complete, before or combined with the initial CRM training, a theoretical course provided
by orange2fly and based on the human performance and limitations syllabus for the ATPL as established
in Annex I (Part-FCL) to Regulation (EU) No 1178/2011.
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CRM (cont.)
(3) The flight crew member should not be assessed when completing elements of CRM training that
are included in orange2fly conversion course.
(d) Command course CRM training
(1) orange2fly ensures that elements of CRM are integrated into the command course in accordance
with (f).
(2) The flight crew member is not being assessed when completing elements of CRM training that are
included in the command course, although feedback is to be given.
(e) Recurrent CRM training
(1) orange2fly ensures that:
(i) Elements of CRM are integrated into all appropriate phases of recurrent training every year, in
accordance with (f), and that modular CRM training covers the same areas over a maximum period
of 3 years; and
(ii) Relevant modular CRM training is conducted by CRM trainers qualified according to (b) (2).
(2) The flight crew member is not to be assessed when completing elements of CRM training that are
included in the recurrent training.
(f) Implementation of CRM
(1) Table 1 indicates which elements of CRM should be included in each type of training.
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CRM (cont.)
Information
Not required In-depth
acquisition and Overview
processing situation
awareness, workload
management
Decision making
Communication and
coordination inside
Overview
and outside the flight
crew compartment
Leadership and team
behaviour synergy
Automation, philosophy
of the use of automation As required In-depth In-depth
(if relevant to the type) As required As required
Specific type-related
Not required
differences
Case studies In-depth In-depth In-depth In-depth In-depth
(g) Coordination between flight crew and cabin/technical crew training
(1) orange2fly is to, as far as practicable; provide combined training for flight crew and cabin/technical crew
including briefing and debriefing.
(2) There is an effective liaison between flight crew and cabin/technical crew training departments. Provision is
made for transfer of relevant knowledge and skills between flight and cabin/technical crew instructors.
(h) Assessment of CRM skills
(1) Assessment of CRM skills is the process of observing, recording, interpreting and debriefing crews and crew
members performance and knowledge using an acceptable methodology in the context of overall performance.
It includes the concept of self-critique, and feedback which can be given continuously during training or in
summary following a check. In order to enhance the effectiveness of the programme this methodology should,
where possible, be agreed with flight crew representatives.
(2) NOTECHS (non-technical skills evaluation) or other acceptable methods of assessment is used.
The selection criteria and training requirements of the assessors and their relevant qualifications, knowledge and
skills are established.
(3) Assessment of CRM skills is to:
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(i) Provide feedback to the crew and the individual and serve to identify retraining where needed; and
(ii) Be used to improve the CRM training system.
(4) Prior to the introduction of CRM skills assessment, a detailed description of the CRM methodology
including terminology used is published in the operations manual.
(5) Methodology of CRM skills assessment
(i) orange2fly has established the CRM training programme including an agreed terminology. This is to be
evaluated with regard to methods, length of training, depth of subjects and effectiveness.
(ii) A training and standardisation programme for training personnel is established.
(iii) The assessment is based on the following principles:
(A) Only observable, repetitive behaviours are assessed;
(B) The assessment is positively reflecting any CRM skills that result in enhanced safety;
(C) Assessments include behaviour that contributes to a technical failure, such technical failure being
errors leading to an event that requires debriefing by the person conducting the line check; and
(D) The crew and, where needed, the individual is verbally debriefed.
(6) De-identified summaries of all CRM assessments by orange2fly is to be used to provide feedback and
such feedback are used to update and improve orange2fly CRM training.
(7) orange2fly has established procedures, including retraining, to be applied in the event that personnel
do not achieve or maintain the required standards.
(8) When orange2fly proficiency check is combined with the type rating revalidation/renewal check, the
assessment of CRM skills is to satisfy the multi-crew cooperation requirements of the type rating
revalidation/renewal. This assessment is not affecting the validity of the type rating.
(i) Levels of training
(1) Overview. When overview training is required it should normally be instructional in style. Such training
should refresh knowledge gained in earlier training.
(2) In-depth. When in-depth training is required it is normally interactive in style and includes, as
appropriate, case studies, group discussions, role play and consolidation of knowledge and skills.
Core elements should be tailored to the specific needs of the training phase being undertaken.
(j) Use of automation
(1) The operator conversion course should include training in the use and knowledge of automation and in
the recognition of systems and human limitations associated with the use of automation. The operator
should therefore ensure that the flight crew member receives training on:
(i) The application of the operations policy concerning the use of automation as stated in the operations
manual; and
(ii) System and human limitations associated with the use of automation.
(2) The objective of this training is to provide appropriate knowledge, skills and behavioural patterns for managing
and operating automated systems. Special attention is to be given to how automation increases the need for
crews to have a common understanding of the way in which the system performs, and any features of automation
that make this understanding difficult.
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CRM TRAINER
The acceptable means of compliance are as set out in AMC1 ORO.FC.115&.215, except for (b) (2) of that
AMC, for which the following qualifications and experience are also acceptable for a CRM trainer:
(a) A flight crew member holding a recent qualification as a CRM trainer may continue to be a CRM trainer
even after the cessation of active flying duties;
(b) An experienced non-flight crew CRM trainer having a knowledge of HPL; and
(c) a former flight crew member having knowledge of HPL may become a CRM trainer if he/she maintains
adequate knowledge of the operation and aircraft type and meets the provisions of AMC1
ORO.FC.115&.215, (b)(2)(i), (iv), (v) and (vi).
CRM training will normally be addressed during Line Oriented Flying Training (LOFT). Where LOFT is not
available, flight crewmembers will be required to complete elements of CRM every year (see Appendix B).
The flight crewmember will not be assessed during specifically designed CRM training courses and exercises.
Elements of CRM shall be integrated into all appropriate phases of recurrent training; and
A specific modular CRM training programme shall be established such that all major topics of CRM training
are covered over a period not exceeding 3 years, as follows:
YEAR 1 YEAR 2 YEAR 3
Company safety culture, SOPs, Company safety culture, SOPs, Company safety culture,
organisational factor. organisational factor. SOPs, organisational factor.
Case based studies. Case based studies. Case based studies.
FRMS FRMS FRMS
Additional areas, which Additional areas, which Additional areas, which
warrant extra attention as warrant extra attention as warrant extra attention as
identified by the SMS identified by the SMS identified by the SMS
programme. program programme.
Communication and co- Identification and management Threat and Error
ordination inside and of the passenger human Management
outside the cockpit. factors, crowd control, Decision-making.
passenger stress, conflict Stress, stress management,
Information acquisition and management, medical factors
processing, situation fatigue and vigilance
awareness, workload Automation and philosophy of
the use of automation. Specific type-related
management
Leadership and team differences
behaviour, synergy
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CRM (cont.)
Line checks must be conducted by commanders nominated by the operator and acceptable to the Authority.
The person conducting the line check, shall be trained in CRM concepts and the assessment of CRM skills and
shall occupy an observers seat where installed. In the case of long haul operations where additional operating
flight crew are carried, the person may fulfill the function of a cruise relief pilot and shall not occupy either
pilots seat during take-off, departure, initial cruise, descent, approach and landing. His/her CRM assessments
shall solely be based on observations made during the initial briefing, cabin briefing, cockpit briefing and those
phases where he/she occupies the observers seat.
a. Rejected take-off.
b. Take-off with engine failure between V1 and V2.
c. Precision instrument approach to minima with one engine inoperative;
d. Non-precision approach to minima;
e. Missed approach on instruments from minima with one engine inoperative;
f. Landing with one engine inoperative.
When engine out manoeuvres are carried out in an aeroplane, the engine failure must be simulated. Engine
failure is to be simulated by closing the thrust lever.
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In addition to the checks prescribed above, the requirements of Part FCL must be completed every 12 months
and may be combined with an operator proficiency check.
A Type Rating Examiner (TRE) or (SFE) must conduct the operator proficiency checks.
When an approved flight simulator is used, the opportunity should be taken, where possible, to use LOFT.
The mandatory manoeuvres (M) and procedures are to be completed each OPC by all flight crewmembers.
Commanders and co-pilots are to complete each mandatory item as Pilot Flying (PF).
Note 1: Operation on more than one type or variant, each OPC revalidates the OPC for the other type. Provided
that the period between licence proficiency checks does not exceed that prescribed in the applicable regulation
in the field of flight crew licensing for each type, the relevant requirements on flight crew licensing will be
satisfied. In addition, relevant and approved recurrent training must be specified in the operations manual.
Note 1: In case orange2fly operates a/c with different type of engines, one of the two annual OPC s must
be conducted on that type of engine.
The line check is considered a particularly important factor in the development, maintenance and
refinement of high operating standards, and can provide a valuable indication of the usefulness of company
training policy and methods.
Line checks are a test of a flight crewmember's ability to perform a complete line operation satisfactorily,
including pre-flight and post flight procedures and use of the equipment provided, and an opportunity for
an overall assessment of his ability to perform the duties required.
The route chosen should be such as to give adequate representation of the scope of a pilot's normal
operations. When weather conditions preclude a manual landing, an automatic landing is acceptable.
The line check is not intended to determine competence on any particular route.
In addition to the above duties, flight crewmembers should be assessed on their CRM skills.
The pilot-in-command, or co-pilot acting as pilot-in-command, should also demonstrate his ability to
manage the operation and take appropriate command decisions.
The LTC/C (LINE CHECKER) should normally occupy the observers seat.
Each flight crew member shall undergo one line check every year on the aeroplane to demonstrate his
competence in carrying out normal line operations. However, operation on more than one type or variant,
each line check revalidates the line check for the other type or variant.
Line checks must establish the ability to perform satisfactorily a complete line operation including pre-flight
and post-flight procedures and use of the equipment provided.
Where a pilot is required to operate as pilot flying and pilot non-flying, he will be checked on one sector as
pilot flying and on another sector as pilot non-flying.
The flight crew will be assessed on their CRM skills but CRM assessment alone shall not be used as a reason
for a failure of the line check.
Line checks must be completed in the aeroplane and to be conducted by (LTC/C) nominated by orange2fly.
When a command vacancy exists consideration will always be given to the promotion of a company Co-pilot
to fill the position. The role of Commander is a complex one involving a great deal more than the ability to
fly the aeroplane on normal Line operations. The selection of candidates for Command Training will remain
the responsibility of the Flight Operation Manager and Training Manager. The final decision on promotion
rests with the Flight Operation Manager, provided the minimum qualifications for the Commanders
position are met.
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2.1.5.1 Qualification
Refer to O.M. Part. A para 5.2.2.
2.1.5.2 Ability
Prior to selection for Command Training the Co-pilot must have completed the previous Proficiency Check
with no "fails" recorded in any section.
The Co-pilot must be positively recommended as suitable for Command Training by the TRE who conducted
the Proficiency Check.
2.1.5.4 Character
This is a subjective issue but any candidate for Command Training must exhibit recognised standards of dress,
behaviour, and conduct commensurate with the position
The pilot must complete the command course prescribed in para 2.1.5.5.
2.1.5.5.1 Objective
The objective of this training is to prepare Co-Pilots for the Commander role in the cockpit.
1. Crew composition: The commander under training shall act as commander, operating in the LH seat.
The Command course syllabus consists of five Full Flight Simulator Details.
Two First Officer candidates undergoing upgrade training will be paired together and will alternate
between the LHS and RHS. All PF work will be conducted with the candidate in the LHS.
The details will follow a line-orientated style where possible. The format is logical and allows
development of handling and management skills. Complex failures are covered along with the License
Proficiency check.
In order to enhance the training experience, MEL and operational issues should be included as part
of the simulator exercises. The simulator briefings will include case based studies for discussion /
facilitation where appropriate.
2. Instructor. Simulator: Training is conducted under the supervision of a qualified TRI/SFI.
3. Training elements: The training program will consist of a maximum of 5 simulator sessions including
OPC/ LPC acting as COMMANDER from the LH seat:
a. 3 session handling and procedures of each 4 hours,
b. 1 session LOFT including all major topics of CRM, or a combined training syllabus for aeroplane
handling and LOFT and
c. Operators Proficiency checks (OPC)/LPC
The crewmember will complete OPC or/and LPC acting as Commander from the LH.
2.1.5.6.3 Take-off
As published, Full LVTO authority.
2.1.5.6.4 Cross-Wind
During the first 100 hours or 2 months whichever is later, excluding line flying under supervision the
X-wind limit is 25 knots.
Recurrent training 12 months CDR, COP TRI One Session 2.1.7 Training Matrix
Ground Training
CRM 12 months CDR, COP, cabin crew Orange2fly or 2 days initial training
third party ground 1 day Conversion training
instructor 6 hrs. Recurrent training
Emer. & safety equipment 12 months CDR, COP Orange2fly GTI 1 day Conversion training
4 hrs. Recurrent training
Emer. & safety equipment 36 months CDR, COP, cabin crew Orange2fly or third 1 day
Programmes
party
Dangerous Goods 24 months CDR, COP, cabin crew Orange2fly or third 1 day Initial training
6 hrs. Recurrent training
Operations Manual Part D
Page: 49
Aeroplane training/checking
Chapter: 2
orange2fly shall ensure that all crewmembers, other than flight crewmembers, assigned for duties in the
passenger compartment of an aeroplane comply with the requirements of PART.CC, except for additional
crewmembers solely assigned to specialist duties.
The additional crewmembers solely assigned to specialist duties to which the requirements of PART.CC are
not applicable include the following:
Child minders/Escort
Entertainers
Ground Engineer
Interpreters
Medical personnel
Secretaries; and
Security staff
Incapacitation of the Senior Cabin Crewmember. When, during flight, the senior cabin crew member becomes
incapacitated or unfit to continue duty, the commander must be informed immediately.
Subject to the commander's decision, the succession of command will be to the Cabin Crew Member, next in
rank on Company seniority who has the most flight experience.
Flight and duty time limitations and rest requirements EU Regulation 83/2014
Checking 01:00
Total 16:00
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The Cabin Crew Manager will recommend cabin crew members meeting the requirements to perform Ground
Trainers duties to the Flight Operations Manager for evaluation.
All Training Personnel will be appointed by the Training Manager having taken into account the experience and
minimum qualification requirements Where necessary, the approval of the local Regulatory Authority will be
sought for certain appointments.
Cabin training personnel generally is selected from those who have, by their skills, maturity and example,
earned the respect of their colleagues. They also are required to have a sense of dedication to the profession.
Their duties call upon them to have technical and operational knowledge well above the average. Most
importantly, they must have a personal discipline, which dominates their teaching function in that they will
teach orange2fly methods and have no private idiosyncrasies.
Appointment to these posts will be based upon experience on type and any previous training experience.
The Ground Trainer must have at least 2 years of experience and complete the Ground Trainers before
operating as a Ground Trainer.
The functions and responsibilities of a Ground Trainer are:
To perform the training and the checks required for cabin crew members after completion of the
initial safety, conversion/differences and recurrent/refresher training.
To perform Annual and Triennial safety and emergency recurrent training and checking for flight and
cabin crew members,
To perform the training and the checking required for the cabin crew after completion of the SCCM
training course
To maintain training material up-to-date.
To supply the Training department with training / checking records and reports, as well as appropriate
check forms.
To develop written questionnaires in cooperation with the Cabin Crew Manager that ensure the
knowledge and ability of a cabin crewmember to perform duty assignments.
To perform in-flight checks of cabin crewmembers and senior cabin crewmembers
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All company candidate instructors with no previous relevant experience as Instructors, shall undergo a
theoretical course syllabus prior to giving any training to cabin crewmembers. Training is conducted by the
Training Manager or any other qualified personnel.
The objective of this training is to:
Train the candidate to the level of proficiency required for theoretical knowledge instruction.
Prepare the candidate for forthcoming duties as a cabin instructor in either a classroom
environment, simulator (mock-up) or on the aeroplane.
Brief the instructor of the company training requirements and documentation as applicable.
Additional training programs relevant to the areas in which each instructor will deliver instruction,
follow the cabin crew ground trainer training course.
The theoretical training course duration is three days and consists of the following:
Day 1
The Learning process Motivation, Perception and understanding, Memory and its application, Obstacles
to learning, Incentives to learning, Learning methods
Elements of effective teaching, Planning of instructional activity, Teaching methods,
The Teaching process Teaching from the 'known' to the 'unknown', Use of 'lesson plans', Achievable
objectives
Value of a structured (approved) course of training, Importance of a planned
Training Philosophies syllabus, Integration of theoretical knowledge / simulator (mock-up) or on the
aeroplane.
Day 2
Techniques of applied Theoretical knowledge - Classroom instruction techniques, Use of training aids,
instruction Group lectures, Individual briefings, Student participation / discussion
Training Program development Lesson planning, Preparation, Explanation and demonstration, Facilitation and
Instruction, Student participation and practice, Evaluation
Day 3
Training Administration Study material, Official forms, CSPM, OM-A, B &D, Documentation
Delivering a course Voice projection, working effectively with other trainers, Importance of breaks,
Training Aids and Materials
Practical Practical demonstration and assessment of a presentation
Additional training programs relevant to the areas in each instructor / facilitator will deliver training, follow
the theoretical course.
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Cabin Crew GTI Safety and Emergency Procedures Training Technical Course Syllabus
Cabin Crew Ground Trainer Safety and Emergency Procedures Training Technical Course Syllabus
The cabin crew Ground Trainer (safety and emergency procedures) Technical Course is conducted by the
Cabin Crew Manager or any other qualified personnel and has one-day duration per aircraft type.
The course covers the subjects required for any initial, conversion and recurrent / refresher training to be
delivered and the relevant checks according to EASA OPs. It also includes the CRM elements integrated in the
courses to be delivered.
Upon completion of the ground instruction, the Ground Trainers shall undergo an assessment of a
presentation on a subject relevant to the specific training.
Approved CCTO issue cabin crew attestations to trainees who have passed the examination following
completion of the initial training course in accordance with Part CC.
The cabin crew attestation shall be issued with unlimited duration and shall remain valid unless:
(a) It is suspended or revoked by HCAA; or
(b) Its holder has not exercised the associated privileges during the preceding 60 months on at least one
aircraft type.
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2.2.4 Differences Training & Aircraft Type Specific Training and Operator Conversion Training
(ORO.CC.130, ORO.CC.125)
Differences Training & Aircraft Type Specific Training and Operator Conversion Training (cont.)
ORO.CC.125 Aircraft type specific training and operator conversion training (cont.)
(d) orange2fly conversion training programme for each aircraft type to be operated shall:
(1) Involve training and practice on a representative training device or on the actual aircraft;
(2) Include training in the operators standard operating procedures for cabin crew members to be
first assigned to duties by the operator;
(3) Cover at least the following operator specific training elements as relevant to the aircraft type to
be operated:
(i) Description of the cabin configuration;
(ii) Location, removal and use of all portable safety and emergency equipment carried on-board;
(iii) All normal and emergency procedures;
(iv) Passenger handling and crowd control;
(v) Fire and smoke training including the use of all related fi re-fighting and protective equipment
representative of that carried on-board;
(vi) Evacuation procedures;
(vii) Pilot incapacitation procedures;
(viii) Applicable security requirements and procedures;
(ix) Crew resource management.
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Differences Training & Aircraft Type Specific Training and Operator Conversion Training (cont.)
AMC1 ORO.CC.125(c) Aircraft type specific training and operator conversion training
TRAINING PROGRAMME AIRCRAFT TYPE SPECIFIC TRAINING
The following aircraft type specific training elements should be covered as relevant to the aircraft type:
Aircraft description
(1) Type of aircraft, principal dimensions, narrow or wide bodied, single or double deck;
(2) Speed, altitude, range;
(3) Passenger seating capacity;
(4) Flight crew number and minimum number of required cabin crew;
(5) Cabin doors/exits location and sill height;
(6) Cargo and unpressurised areas as relevant;
(7) Aircraft systems relevant to cabin crew duties;
(8) Flight crew compartment - general presentation, pilot seats and their mechanism, emergency
exits, storage;
(9) Required cabin crew stations;
(10) Flight crew compartment security - general: door components and use;
(11) Access to avionics bay where relevant;
(12) Lavatories - general: doors, systems, calls and signs; and
(13) Least risk bomb location.
(b) Safety and emergency equipment and aircraft systems installed
Each cabin crew member should receive realistic training on, and demonstration of, the location and use
of all aircraft type specific safety and emergency equipment and aircraft systems installed, with emphasis
on the following:
(1) Slides, and where non-self-supporting slides are carried, the use of any associated assisting
evacuation means;
(2) Life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft;
(3) Drop-out oxygen system; and
(4) Communication equipment.
(c) Operation of doors and exits
This training should be conducted in a representative training device or in the actual aircraft and should
include failure of power assist systems where fitted and the action and forces required to operate and
deploy evacuation slides. Training should also include operation and actual opening of the flight crew
compartment security door when installed.
(d) Fire and smoke protection equipment
Each cabin crew member should be trained in using fire and/or smoke protection equipment where fitted.
(e) Evacuation slide training
(1) Each cabin crew member should descend an evacuation slide from a height representative of the
aircraft main deck sill height.
(2) The slide should be fitted to a representative training device or to the actual aircraft.
(3) A further descent should be made when the cabin crew member qualifies on an aircraft type in
which the main deck exit sill height differs significantly from any aircraft type previously operated.
(f) Operation of equipment related to pilot incapacitation
The training should cover any type specific elements or conditions relevant to cabin crew actions to be
taken in case of pilot incapacitation. Each cabin crew member should be trained to operate all
equipment that must be used in case of pilot incapacitation.
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Differences Training & Aircraft Type Specific Training and Operator Conversion Training (cont.)
AMC1 ORO.CC.125 (d) Aircraft type specific training and operator conversion training
TRAINING PROGRAMME OPERATOR CONVERSION TRAINING
The following training elements should be covered as relevant to the aircraft type and the related operators
specifics:
(a) Description of the cabin configuration
The description should cover all elements specific to the operators cabin configuration and any differences with
those previously covered in accordance with AMC1 ORO.CC.125(c), including:
(1) Required and additional cabin crew stations location (including direct view), restraint systems, and
control panels;
(2) Passenger seats general presentation and associated operators specific features and equipment;
(3) Designated stowage areas;
(4) Lavatories operators specific features, equipment and systems additional to the aircraft type specific
elements;
(5) galley location, appliances, water and waste system, including shut-off, sinks, drains, stowage, control
panels, calls and signs;
and where applicable
(6) Crew rest areas location, systems, controls, safety and emergency equipment;
(7) Cabin dividers, curtains, partitions;
(8) Lift location, use, controls;
(9) Stowage for the containment of waste; and
(10) Passenger hand rail system or alternative means.
(b) Safety and emergency equipment
Each cabin crew member should receive realistic training on and demonstration of the location and use of all
safety and emergency equipment carried, including:
(1) Life jackets, infant life jackets and flotation devices;
(2) First-aid and drop-out oxygen, including supplementary systems;
(3) Fire extinguishers and protective breathing equipment (PBE);
(4) Crash axe or crowbar;
(5) Emergency lights including torches;
(6) Communication equipment, including megaphones;
(7) Slide rafts and life rafts survival packs and their contents;
(8) Pyrotechnics (actual or representative devices);
(9) First-aid kits, emergency medical kits and their contents; and
(10) Other portable safety and emergency equipment, where applicable.
(c) Normal and emergency procedures
Each cabin crew member should be trained on the operators normal and emergency procedures as applicable,
with emphasis on the following:
(1) Passenger briefing, safety demonstration and cabin surveillance;
(2) Severe air turbulence;
(3) Nonpressurisation, slow and sudden decompression, including the donning of portable oxygen
equipment by each cabin crew member;
(4) Other in-flight emergencies; and
(5) Carriage of special categories of passengers (SCPs).
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Differences Training & Aircraft Type Specific Training and Operator Conversion Training (cont.)
AMC1 ORO.CC.125 (d) Aircraft type specific training and operator conversion training
(d) Passenger handling and crowd control
Training should be provided on the practical aspects of passenger preparation and handling, as well as
crowd control, in various emergency situations as applicable to the operators specific aircraft cabin
configuration, and should cover the following:
(1) Communications between flight crew and cabin crew and use of all communications equipment,
including the difficulties of coordination in a smoke-filled environment;
(2) Verbal commands;
(3) The physical contact that may be needed to encourage people out of a door/exit and onto a slide;
(4) Redirection of passengers away from unusable doors/exits;
(5) Marshalling of passengers away from the aircraft;
(6) Evacuation of special categories of passengers with emphasis on passengers with disabilities or
reduced mobility; and
(7) Authority and leadership.
(e) Fire and smoke training
(1) Each cabin crew member should receive realistic and practical training in the use of all fire-fighting
equipment, including protective clothing representative of that carried in the aircraft.
(2) Each cabin crew member should:
(i) Extinguish an actual fire characteristic of an aircraft interior fire except that, in the case of halon
extinguishers, an alternative extinguishing agent may be used; and
(ii) Exercise the donning and use of PBE in an enclosed simulated smoke-filled environment with
particular emphasis on identifying the actual source of fire and smoke.
(f) Evacuation procedures
Training should include all the operators procedures that are applicable to planned or unplanned
evacuations on land and water. It should also include, where relevant, the additional actions required from
cabin crew members responsible for a pair of doors/exits and the recognition of when doors/exits are
unusable or when evacuation equipment is unserviceable.
(g) Pilot incapacitation procedures
Unless the minimum flight crew is more than two, each cabin crew member should be trained in the
procedure for pilot incapacitation. Training in the use of flight crew checklists, where required by the
operator's standard operating procedures (SOPs), should be conducted by a practical demonstration.
(h) CRM
(1) The operator should ensure that all applicable CRM training elements, as specified in Table 1 of
AMC1 ORO.CC.115 (e), are covered to the level required in the column Operator aircraft type
conversion training.
(2) The operator's CRM training and the CRM training covered during the operator aircraft type
conversion training should be conducted by at least one cabin crew CRM trainer.
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Differences Training & Aircraft Type Specific Training and Operator Conversion Training (cont.)
AMC1 ORO.CC.125 & ORO.CC.130 Aircraft type specific training and operator conversion training
& Differences training
TRAINING PROGRAMMES
The programmes and syllabi of aircraft type specific training, operator conversion training and differences
training should take into account the cabin crew member's previous training as documented in his/her
training records.
AMC1 ORO.CC.125 (b) & ORO.CC.130(c) Aircraft type specific training and operator
conversion training & Differences training
NON-MANDATORY (RECOMMENDATIONS) ELEMENTS
When developing the training programmes and syllabi for aircraft-type specific training and for
differences training, the operator should consider the non-mandatory (recommendations) elements for
the relevant type that are provided in the data established in accordance with Regulation (EC) No
748/2012.
SUBJECT HOURS
Aircraft description
Type of aircraft, principal dimensions, narrow or wide bodied, single or double deck;
Speed, altitude, range;
Passenger seating capacity;
Flight crew number and minimum number of required cabin crew;
Cabin doors/exits location and sill height;
Cargo and unpressurised areas as relevant;
Aircraft systems relevant to cabin crew duties; 02.00
Flight crew compartment - general presentation, pilot seats and their mechanism,
emergency exits, storage;
Required cabin crew stations;
Flight crew compartment security - general: door components and use;
Access to avionics bay where relevant;
Lavatories - general: doors, systems, calls and signs; and
Least risk bomb location.
Safety and emergency equipment and aircraft systems installed
Each cabin crew member should receive realistic training on, and demonstration of, the location
and use of all aircraft type specific safety and emergency equipment and aircraft systems installed,
with emphasis on the following:
Slides, and where non-self-supporting slides are carried, the use of any associated 02.00
assisting evacuation means;
Life-rafts and slide-rafts, including the equipment attached to, and/or carried in, the raft;
Drop-out oxygen system; and
Communication equipment.
Operation of doors and exits
This training should be conducted in a representative training device or in the actual aircraft and
should include failure of power assist systems where fitted and the action and forces required to 01.00
operate and deploy evacuation slides. Training should also include operation and actual opening
of the flight crew compartment security door when installed.
Fire and smoke protection equipment
Each cabin crew member should be trained in using fire and/or smoke protection equipment where 01.00
fitted.
Evacuation slide training
Each cabin crew member should descend an evacuation slide from a height
representative of the aircraft main deck sill height.
The slide should be fitted to a representative training device or to the actual aircraft. 01.00
A further descent should be made when the cabin crew member qualifies on an aircraft
type in which the main deck exit sill height differs significantly from any aircraft type
previously operated.
Operation of equipment related to pilot incapacitation
The training should cover any type specific elements or conditions relevant to cabin crew actions
01.00
to be taken in case of pilot incapacitation. Each cabin crew member should be trained to operate
all equipment that must be used in case of pilot incapacitation.
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*1 Theoretical training as realistic and practical training is included in initial training as described in OM Part
D Ch.2 para 2.2.3
Note: orange2fly checks if Cabin Crew Members who hold an attestation of Initial Training issued by another
operator/training organisation, are compliant to the current regulation. In any case they follow a brief course
covering the following elements, before conducting conversion training
Introduction of orange2fly
Aviation security
2.2.5 Familiarisation
(ORO.CC.135, AMC1 ORO.CC.135)
ORO.CC.135 Familiarisation
After completion of aircraft type specific training and operator conversion training on an aircraft type, each
cabin crew member shall complete appropriate supervised familiarisation on the type before being assigned
to operate as a member of the minimum number of cabin crew required in accordance with ORO.CC.100.
Familiarisation (cont.)
orange2fly shall ensure that, following completion of conversion training; each cabin crewmember
undertakes familiarisation prior to operating as one of minimum number of cabin crew required.
New entrant CCM having no previous comparable operating experience will participate in an aeroplanes visit
and in a familiarization flight with a minimum of two sectors.
CCM assigned to operate on a subsequent aeroplane type with orange2fly should either participate in a
familiarisation flight with a minimum of two sectors or participate in an A/C visit to the aeroplane to be
operated.
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A Ground Instructor will conduct aeroplane visit with the assistance of a ground engineer.
The purpose of this visit will be to familiarise CCM with the aeroplanes environment and equipment.
It will provide an overview of the aeroplanes interior, exterior and systems including the following:
Interphone and public address system;
Emergency lighting;
Smoke detection systems;
Safety equipment;
Flight Deck;
Cabin crew stations;
Toilets;
Galleys, galley security and water shut-off;
Circuit breaker panels located in the passenger compartment during flight;
Exit location and its environment;
TRAINING PROGRAMMES
(a) Elements of the annual recurrent training programme
(1) Training on the location and handling of safety and emergency equipment should include all
relevant oxygen systems, and any equipment such as defibrillators if carried on board.
(2) Training on emergency procedures should cover pilot incapacitation procedures and crowd
control techniques.
(3) CRM training should satisfy the following:
(i) The applicable training elements specified in Table 1 of AMC1 ORO.CC.115 (e) should be
covered within a 3-year cycle to the level required by column Annual Recurrent Training;
(ii) The definition and implementation of the CRM training programme should be managed by a
cabin crew CRM trainer; and
(iii) When CRM training is provided by stand-alone modules, it should be conducted by at least
one cabin crew CRM trainer.
(b) Additional triennial elements of recurrent training programme
(1) Training on the operation of normal and emergency doors/exits should cover failure of
power assist systems where fitted. This should include the actions and forces required to
operate and deploy evacuation slides, and additional training when relevant for cabin crew
members responsible for a pair of doors/exits.
(2) Training in the use of all fire-fighting equipment, including protective clothing,
representative of that carried in the aircraft should include individual practice by each cabin
crew member to extinguish a fire characteristic of an aircraft interior fire except that, in the
case of halon extinguishers, an alternative extinguishing agent may be used. Training should
place particular emphasis on identifying the actual source of fire or smoke.
(3) Training on normal and emergency procedures for special categories of passengers (SCPs)
should cover the specific procedures established by the operator for the carriage of SCPs. The
operator may determine that such training is to be completed at shorter intervals, taking into
account the route structure, passenger profiles, aircraft types operated, seasonal demands and
operations.
orange2fly shall ensure that each cabin crew member undergoes recurrent training, covering actions
assigned to each crew member in normal and emergency procedures and drills relevant to the type(s)
and/or variant(s) of aeroplane on which they operate.
orange2fly shall ensure that the recurrent training and checking programme, is approved by HCAA and
conducted by a suitably qualified instructor.
The recurrent training will include theoretical and practical instruction, in order to ensure continued
proficiency with all equipment relevant to the aeroplane types operated by each CCM.
The period of validity of the recurrent training and checking is 12 calendar months in addition to the
remainder of the month of issue. If issued within the final 3 calendar months of validity of a pervious check,
the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of
the previous check.
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Subject Hours
Emergency procedures including pilot incapacitation
Evacuation procedures including crowd control techniques
Touch drills on opening normal and emergency exits for passenger evacuation (theoretical and
practical)
Location and handling of emergency equipment, including oxygen systems, and the donning by each
cabin crew member of life jackets, portable oxygen and protective breathing equipment (PBE) and
the associated checks. (theoretical and practical)
Incident and accident review
Refresher training will include a theoretical as well as, a practical course and will last minimum of 1 day.
i. Theoretical training:
a. Emergency procedures including pilot incapacitation;
b. Evacuation procedures including crowd control.
ii. Practical training:
a. Operation and actual opening of each type or variant of normal and emergency exit in the
normal and emergency modes, including failure of power assist systems where fitted, in an
aeroplane or representative training device;
b. Demonstration of the operation of all other exits including flight deck windows;
c. Location and handling of emergency equipment, including oxygen systems, and the donning
of lifejackets, portable oxygen and Protective Breathing Equipment (PBE).
iii. Checking.
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Notes:
1. Actual fire-fighting during training must include use of at least one fire extinguisher and extinguishing
agent as used on the aeroplane type. An alternative extinguisher agent may be used in place of Halon.
2. Fire-fighting equipment is required to be handled if it is different to that previously used.
3. Where the equipment between aeroplane type is the same, training is not required if within the
validity of the 3-year check.
Note: When initial medical aspects and first aid training has not included the avoidance of infectious
diseases, especially in tropical and sub-tropical climates, such training shall be provided in a form of briefing
notes, if the route network of orange2fly is extended or changed to include such areas.
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TRAINING PROGRAMME
(a) orange2fly indicates for the approval of the training programme how the training will be
carried out. For formal training courses, the course objectives, the training programme
syllabus/curricula and examples of the written examination to be undertaken are to be included.
(b) Instructors must have knowledge of training techniques as well as in the field of transport of
dangerous goods by air so that the subject is covered fully and questions can be adequately
answered. (c) Training intended to give general information and guidance may be by any means
including hand-outs, leaflets, circulars, slide presentations, videos, computer-based training, etc.,
and may take place on-the-job or off-the-job. The person being trained receives an overall
awareness of the subject.
This training includes a written, oral or computer-based examination covering all areas of the
training programme, showing that a required minimum level of knowledge has been acquired.
(d) Training intended to give an in-depth and detailed appreciation of the whole subject or
particular aspects of it is to be done by formal training courses, which should include a written
examination, the successful passing of which will result in the issue of the proof of qualification.
The course may be by means of tuition, as a self-study programme, or a mixture of both. The
person being trained must gain sufficient knowledge so as to be able to apply the detailed rules of
the Technical Instructions.
(e) Training in emergency procedures includes as a minimum:
(1) For personnel other than crew members:
(i) Dealing with damaged or leaking packages; and
(ii) Other actions in the event of ground emergencies arising from dangerous goods;
(2) For flight crew members:
(i) Actions in the event of emergencies in flight occurring in the passenger compartment or in
the cargo compartments; and
(ii) The notification to ATS should an in-flight emergency occur;
(f) Training should be conducted at intervals of no longer than 2 years.
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Training topics
General Philosophy
Limitations
Marking and labeling
Recognition of undeclared DG
Provisions for passengers and crew
Emergency procedures (including
lithium batteries guide for crew)
orange2fly ensures that all staff who receives training for the transport of dangerous goods by air
undertakes a test to verify understanding of their responsibilities.
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orange2fly has established, maintains and conducts approved by the Authority training programmes in
order to enable the operators crew members to take appropriate action to prevent acts of unlawful
interference such as sabotage or unlawful seizure of an aircraft and to minimize the consequences of such
events should they occur. The training programme is compatible with the National Aviation Security program
(). The course provides the crewmembers knowledge and competence of all relevant elements of the
program, it shall be conducted by suitably qualified personnel and it shall be repeated in a period not
exceeding 3 YEARS. Initial training has 12 hours and recurrent training has 4 hours duration. Syllabus is as
follows:
The course content shall include:
Subjects Hours
National law and security structure of HCAA/D15
Security definitions
International law and structure of HCAA
Terrorism in Civil Aviation. (Types and methods of
terrorism)
Methods of handling unruly passengers
Exchange of information on subjects concerning
security and Civil Aviation
Weapons and explosive substances and devices
12:00
Hijacking and methods dealing with hijacking
Bomb threat procedures
Security aircraft parked on the ground
Liquids carried in hand luggage New E.U. Security
Measures
Aircraft security search
Search and security aircraft search lists
Least Risk Bomb Location Checklist Reinforced Cockpit
Door Procedure
Total 12.00
Operator
Annual Senior Cabin
CRM TRAINING ELEMENTS Operators CRM Aircraft Type
Recurrent Crew (SCC)
to be covered Training Conversion
Training Course
Training
General Principles
Human factors in aviation Not required
General instructions on CRM principles (as covered under
Not required Not required Overview
and objectives initial training
Human performance and limitations required by Part CC)
Relevant to the individual cabin crew member
Personality awareness, human error and
reliability, attitudes and behaviours,
Not required
self-assessment Overview
(as covered under
Stress and stress management Not required (3-year Not required
initial training
Fatigue and vigilance cycle)
required by Part-CC)
Assertiveness, situation awareness,
information acquisition and processing
Relevant to the entire aircraft crew
Error prevention and detection
Shared situation awareness,
information acquisition and processing
Workload management
Relevant
Effective communication and In-depth Reinforceme
to the type(s)
coordination between all crew Overview nt
members including the flight crew as (3-year (relevant to
well as inexperienced cabin crew cycle) the SCC
members, cultural differences duties)
Leadership, cooperation, synergy,
decision-making, delegation
Individual and team responsibilities,
decision making, and actions
Identification and management of the
passenger human factors: crowd
control, passenger stress, conflict
management, medical factors
Specifics related to aircraft types
(narrow/wide bodied, single/multi
Not required In-depth
deck), flight crew and cabin crew
composition and number of passengers
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(4) An experienced non-cabin crew CRM instructor may continue to be a cabin crew CRM
instructor, provided that the provisions specified in (3)(ii) to (3)(v) are satisfied and that the
instructor demonstrates a satisfactory knowledge of the nature of the operation, the relevant
specific aircraft types and the cabin crew working environment.
(5) Instructors integrating elements of CRM into aircraft type training, recurrent training, or
senior cabin crew training should have acquired relevant knowledge of human factors and have
completed appropriate CRM training.
Crew Resource Management (CRM) should be the effective utilisation of all available resources (e.g. Crew
members, aircraft systems, supporting facilities) to achieve safe and efficient operations.
The objective of CRM is to enhance communication and management skills of the crew member, as well as
the importance of effective co-ordination and communication between all crewmembers.
CRM training should reflect the culture of orange2fly, the scale and scope of the operation together with
the associated operating procedures and areas of operation which produce particular difficulties.
Initial CRM training should provide Cabin crewmembers with a basic knowledge of human factors and non-
technical skills relevant to the understanding of CRM.
A cabin crew member shall complete an Introductory CRM Course before being first assigned to operate as a
cabin crew member.
When a crew member has not previously completed Introductory CRM training (either new employees or
existing staff), then orange2fly shall ensure that the crew member completes an introductory CRM training
course. New employees shall complete Introductory CRM Training within their first year of joining
orange2fly.
CRM training should be the application of the knowledge gained in the initial CRM course to enhance
communication and co-ordination skills of cabin crewmembers relevant to orange2fly culture and type of
operation.
Aircraft type specific CRM should be integrated into all appropriate phases of the conversion training on the
specific a/c type and should be the application of the knowledge gained in previous CRM courses.
When a cabin crew member undergoes annual recurrent training, CRM training should be integrated into all
appropriate phases of the recurrent training and may include standalone modules. When CRM elements are
integrated into all appropriate phases of the recurrent training, the CRM elements should be clearly identified in
the training syllabus. When CRM training is provided by stand-alone modules, it shall be conducted by at least
one cabin crew CRM instructor.
Annual Recurrent CRM Training should include realistic operations situations and areas as identified by
orange2fly Safety Management System.
CRM training for Senior Cabin Crew Members should be the application of knowledge gained in previous CRM
training and operational experience relevant to the specific duties and responsibilities of a Senior Cabin Crew
Member. The senior cabin crew member should demonstrate ability to manage the operation and take
appropriate leadership / management decisions.
There should be an effective liaison between flight crew and cabin crew training departments. Provision should be
made for flight and cabin crew instructors to observe and comment on each others training. Consideration should
be given to creating flight deck scenarios on video for playback to all cabin crew during recurrent training, and to
providing the opportunity for cabin crew, particularly senior cabin crew, to participate in Flight Crew LOFT
exercises. As in all non-technical courses, CRM course that deals mainly with human factors should be conducted
through facilitation.
A specific modular CRM training program shall be established such that all major topics of CRM training are covered
over a period not exceeding three years, as follows:
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orange2fly will update the CRM recurrent training programme. The revision of the programme shall take
into account the de-identified results of the CRM assessments of crews, and information identified by the
Safety Management System.
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(b) When assessing the representative training devices to be used, the operator should:
(1) take into account that a representative training device may be used to train cabin crew as an
alternative to the use of the actual aircraft or required equipment;
(2) Ensure that those items relevant to the training and checking intended to be given accurately
represent the aircraft or equipment in the following particulars:
(i) Layout of the cabin in relation to doors/exits, galley areas and safety and emergency equipment
stowage as relevant;
(ii) Type and location of passenger seats and cabin crew stations;
(iii) Doors/exits in all modes of operation, particularly in relation to the method of operation, mass
and balance and operating forces, including failure of power-assist systems where fitted; and
(iv) Safety and emergency equipment of the type provided in the aircraft (such equipment may be
training use only items and, for oxygen and protective breathing equipment, units charged with or
without oxygen may be used); and
(3) Assess the following factors when determining whether a door/exit can be considered to be a
variant of another type:
(i) Door/exit arming/disarming;
(ii) Direction of movement of the operating handle;
(iii) Direction of door/exit opening;
(iv) Power-assist mechanisms; and
(v) Assisting evacuation means such as slides and ropes.
CHECKING
(a) Checking required for each training course should be accomplished by the method appropriate to the
training element to be checked. These methods include:
(1) Practical demonstration;
(2) Computer-based assessment;
(3) In-flight checks;
(4) Oral or written tests.
(b) Training elements that require individual practical participation may be combined with practical checks.
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Training Methods
Training may include the use of mock-up facilities, video presentations; computer based training and other
types of training. A reasonable balance between the different training methods should be achieved.
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2.2.15 Checking
{ORO.CC.215, GM1 ORO.CC.215 (b) (2)}
GM1 ORO.CC.215 (b) (2) Training and checking programmes and related documentation
LIST OF AIRCRAFT TYPE/VARIANT QUALIFICATION(S)
When providing the updated validity list of aircraft type/variant qualifications to cabin crew members having
successfully completed a training course and the associated checking, the operator may use the following
format. If using another format, at least the elements in (a) to (d) and in columns (1) and (2) should be
indicated to show validity of qualification(s).
orange2fly ensures that during or following completion of the training required, each cabin crew member
undergoes a check covering the training received in order to verify his proficiency in carrying out normal and
emergency safety duties.
These checks must be performed by Cabin Crew Checker provided that the Cabin Crew Checker is not the
initial training Ground Instructor.
1. Initial Training.
2. Conversion and differences training.
3. Recurrent Training.
4. Refresher Training
5. Senior Cabin Crewmember training
6. Ground Instructor
As part of monitoring the cabin crew members compliance with company policy directives, the knowledge
received in standard and emergency procedures training, their abilities in their particular duties and
responsibilities and the relationship of such duties to the operation as a whole. Cabin crew members are
scheduled to undergo at least one in-flight check per a/c type every two years. The Cabin Crew Manager,
taking under consideration Flight Crew, SCCMs and Passenger reports, may at any given time, authorise an
in-flight check of a SCCM/CCM.
In-flight checks may be also initiated ad hoc and the CCM cannot refuse it.
A cabin crew checker shall perform in-flight check in all SCCMs and CCMs. He/she may perform an in-flight
check as a dead-head crew member.
NOTE: In case of failure in the second company written test in any of the checking procedures of Initial,
Conversion, Recurrent or Refresher training, or the second in flight check, the Flight Operation Manager, the
Training Manager and the Cabin Crew Manager will decide on the appropriate actions concerning the cabin
crew member. If the actions decided include further training, the Training Manager in cooperation with the
Cabin Crew Manager will decide on the appropriate course to be taken.
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ORO.MLR.115 Record-keeping
(c) Personnel records are to be stored for the periods indicated below:
The records of all training and checking activities are kept according to chapter 4 of this manual.
A summary of training on completion of each stage of training and checking is kept.
All records of Initial Training, conversion, recurrent and refresher training and checking are available on
request to the cabin crewmembers concerned.
Access to the record stowage area is granted to the Training Manager, his deputy, the Accountable Manager
and the Safety and Compliance Manager.
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orange2fly as far as operation on more than one aircraft type or variant is concerned adopts the above
mention legislation as its own procedure.
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AMC1 ORO.CC.250 (b) Operation on more than one aircraft type or variant
All personnel involved in passenger and/or cargo handling of orange2fly shall have received DGR training.
As a minimum this training must cover the areas identified in Column 1 of Table 1 and be to a depth sufficient
to ensure that awareness is gained of the hazards associated with dangerous goods, how to identify them
and what requirements apply to the carriage of such goods by passengers.
(SPA.DG.105, AMC1 SPA.DG.105 (a))
The following personnel:
The numbers below correspond to the numbered columns in the table.
1 = Cargo acceptance Staff.
2 = Ground Staff involved in handling, storage and loading of cargo, mail or baggage.
3 = Passenger handling Staff
4 = Flight Crew, Loadmasters, Load Planners.
5 = Cabin Crew.
All above mentioned personnel have received training which, as a minimum, must cover the areas identified
in of Table below and be to a depth sufficient to ensure that awareness is gained of the hazards associated
with dangerous goods, how to identify them and what requirements apply to the carriage of such goods by
passengers.
The audit procedure, which is the responsibility of the Compliance Monitoring Manager, assures that such
training is performed and documented by the subcontractor.
General philosophy X X X X X
Limitations X X X X X
Emergency procedures X X X X X
2.3.1.4 Instructors
orange2fly authorised ground instructor/ HCAA DG instructor or any other training organisation.
Dangerous goods training documentation, IATA DGR, and company O. M. Part. A Ch. 9 and ICAO emergency
response guide. CBT will be used to enhance the risk awareness of the students.
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2.3.1.5 Review
At the end of the course a review is held. A review is a combination of checking and instruction where the
instructor verifies the obtained standards by orally asking questions and discussing the matters that needs to
be highlighted.
All orange2fly personnel shall receive the training required to enable them to fulfil their duties in
compliance with the security quality standard described in orange2fly Security Programme and in the
National Security Programme.
All company personnel shall receive the training required to gain knowledge of the airport regulations
regarding access to sterile and restricted areas.
All company personnel shall have the knowledge required in their respective duties in order to handle any
type of unlawful action against the civil aviation and to minimise the risk for and/or effects of such action.
2.3.2.4 Instructors
orange2fly authorised ground instructor approved by HCAA.
2.3.2.5 Realisation
Means tested training shall be conducted when employing new personnel.
Training completion shall be recorded and kept on file.
2.3.2.6 Syllabus
Responsibilities and duties for flight deck and cabin crew according to orange2fly security program;
Basic knowledge of dangerous and suspicious objects, weapons, bombs and other explosive objects;
Procedures for handling gate no-show passengers;
Procedures for handling of possibly disturbing passengers;
Procedures for protecting the aeroplane on ground and prevent unauthorised access to the
aeroplane;
Procedures for pre-flight check and aeroplane search;
Recognising typical patterns and modus operandi of possible perpetrators;
Action plans for hijacking while on ground and/or during flight;
Important psychological factors regarding actions towards hijackers;
Procedures for handling dangerous or suspicious objects and bombs during flight;
Aeroplane search procedure checklist;
Flight crew compartment security;
Individual duties and responsibilities in risky or acute situations of emergencies and reporting
procedures;
Understanding of security procedures in the air and on ground (including security regarding crew and
their baggage).
Understanding of relevant parts of the police organisation, objectives and procedures;
Knowledge of the responsible security authority and its audit responsibilities;
Knowledge of orange2fly information policy towards the media;
Company information procedures after an occurrence.
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Safety Manager
Safety Management SMS Manual Flight Safety Officer
1 12.00
System (SMS) ICAO/EASA or other qualified
personnel
orange2fly shall ensure that all the personnel will receive an introduction to the company Compliance
Monitoring system audits purpose and associated procedures when first joining the company which may be
combined with the SMS introduction. In this case the tuition duration mentioned above (2.3.3) will be
extended by 02.00 hrs.
2.3.4.1 Syllabus
Compliance Monitoring
1
management
The concept of Safety
2 Safety and / or
Assurance
Safety and Compliance Compliance
3 Safety and
Monitoring manuals Monitoring
Compliance
2:00 Manager/
4 Audit techniques Monitoring Manual
Auditors
5 Reporting and recording
The way in which the
Compliance Monitoring
6
system will function in
the company
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Flight crewmembers accumulating a dose exceeding 1 mSv per year must be informed by the company of the
hazards involved.
All flight crewmembers and all personnel involved in crew planning shall participate in this briefing before
performing their duties.
The company should keep the records of the training and the records of calculation of accumulated dose for
each flight crew member.
2.3.5.2 Syllabus
Duration 2 hours
What is cosmic radiation?
How does it affect the human body?
Pregnancy
Calculation of accumulated dose
2.4.1 Training
orange2fly must make sure that all personnel involved in the company operations (dispatcher, operation
officer, commercial agent, handling agent) have the required competence and knowledge for the duty. If not,
they must attend the required training set out below.
All orange2fly staff must attend safety and security training.
The Training Manager is responsible for managing this training, for establishing and for updating the list of
the concerned staff, for scheduling the required training.
Flight Operations Officers / Flight Dispatchers Training is based on ICAO DOC 7192
To cover the various backgrounds of trainees, it is recommended that training be divided into two phases as
follows:
Phase one consists of basic knowledge; its completion ensures that a trainee has the necessary
background to proceed with phase two of the training.
Phase two consists of applied practical training and route experience.
Trainees who do not have previous aviation experience will have to undergo the complete training
programme as recommended in phase one. Trainees who have had suitable aviation experience, however,
may not need to undertake this complete programme;
A shortened training duration is established for the training of experienced personnel and for the
requalification of FOO/FDs.
Flight Operations Officers / Flight Dispatchers remain valid as long as they exercise their duties within 6
months in one-year period.
PHASE ONE - BASIC KNOWLEDGE
Subject matter Duration (hours)
Trainees Trainees with
without previous aviation
previous experience
aviation
experience
Civil air law and regulations
Certification of operators
The Convention on International Civil Aviation (The Chicago
Convention)
International air transport issues addressed by the Chicago
Convention 30 18
The International Civil Aviation Organization (ICAO)
Responsibility for aircraft airworthiness
Regulatory provisions of the flight manual I
The aircraft minimum equipment list (MEL)
The operations manual
Aviation indoctrination
Regulatory
Aviation terminology and terms of reference 12 6
Theory of flight and flight operations
Aircraft propulsion systems
Aircraft systems
Aircraft mass (weight) and performance
Basic principles for flight safety
Basic mass (weight) and speed limitations
Take-off runway requirements 27 15
Climb performance requirements
Landing runway requirements
Buffet boundary speed limitations
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(a). orange2fly shall provide initial and recurrent fatigue management training to crew members,
personnel responsible for preparation and maintenance of crew rosters and management personnel
concerned.
(b). This training shall follow a training programme established orange2fly and described in the
operations manual. The training syllabus shall cover the possible causes and effects of fatigue and
fatigue countermeasure.
Note: This training must be completed prior to the initial approval being issued.
Note: There are other existing training requirements that are relevant, for example regarding crew resource
management (CRM) training.
The relevant training requirements are described in the following EASA regulations and guidance:
For Flight Crew ORO.FC.115 & 215;
For Cabin crew ORO.CC.115 & CC.TRA.215 & 220;
For Senior cabin crew AMC1 ORO.CC.200(c) (e/f) - human factors, CRM & FTL requirements.
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The syllabus provides crew with an understanding of their responsibilities regarding fatigue management.
The training thus provides crew with information on:
1. orange2fly fatigue management procedures, and the responsibility of management and employees
to manage fatigue risk.
2. Crew members responsibility to:
i. Prior to beginning a duty, to declare to the operator if they are unfit to operate;
ii. Not begin a duty or continue to operate during a duty, if they know they are, or believe they will
become, unfit to operate safely;
iii. Inform the Commander and/or other crew members of their situation if, during a duty, the crew
member becomes unfit to continue to operate;
iv. Report to their operator all issues relating to fatigue and their fitness to fly; and
v. Engage in the safety system of their operator.
3. How to manage off-duty time and make optimum use of rest opportunities.
4. The effects of fatigue as a result of commuting.
The fatigue management training syllabus shall incorporate lessons learned regarding the effects of fatigue
and mitigation initiatives that are specific to orange2fly.
The new regulations (ORO.FTL.250) state that fatigue management training should be provided to
management personnel concerned. EASA does not define who these personnel are, but presumably it
includes managers who make decisions that have the potential to impact on roster design and other
contributors to crew fatigue. Thus, the group would include, the Accountable Manager, Safety, Operational
and Commercial managers.
There is no guidance from EASA on what should be included in training for managers, so orange2fly would
focus on their fatigue management responsibilities, and include a condensed version of the training provided
for crew and crewing, scheduling and rostering personnel.
The effectiveness of training should be regularly assessed to ensure that it still meets orange2fly requirements
and reflects current operational risks.
At the simplest level, an assessment consists of students completing a before/after test designed to measure
change in knowledge. A more useful method for evaluating training effectiveness is to assess, after the
training, the competency of the attendees to use what they have learnt to actually manage fatigue risk. For
example, a set of operational scenarios could be devised, presenting fatigue risks which may by encountered
when on duty. The students task is then to use the information acquired during the training to develop
solutions to manage the risk.
However, ultimately, the true test of the effectiveness of fatigue management training is whether it
contributes to a long-term change in attitude, behaviour and a reduction in fatigue risk. Assessing this requires
the identification of relevant fatigue metrics and long term monitoring. Example metrics could include: an
increase in the number of crew using fatigue countermeasures after duty; or an increase in the number of
crew using the safety reporting system to report fatigue issues.
A survey will be conducted at a fixed time after training (within the first year).
Findings from the quiz and surveys can be used to:
a. Revise the content of the training package, to improve the training on topics which a significant
proportion of crewmembers have not fully understood;
b. Provide feedback to trainers on areas where they may need to change or improve their teaching
approaches; and
c. Identify areas that need to be reviewed or added in recurrent training.
In accordance with the EASA regulations regarding training record keeping (AMC1 ORO.MLR.115), records of
training content and attendance should be maintained to show satisfactory completion of the fatigue
management training by all crew and other relevant personnel.
For crew members, training records must be kept for 3 years and for other personnel, it is sufficient to keep
details of the last two training sessions. Ideally the training will include an assessment and show satisfactory
completion of the fatigue management training by all attendees.