OM-D REV 05 (Downloaded 2023-Feb-15-10 23)

OPERATIONS MANUAL
PART D
TRAINING
OPERATIONS MANUAL
PART D
1– DESCRIPTION OF SCOPE
0.3 RECORD OF TEMPORARY REVISIONS

Temporary Revision Number Date Inserted by
00 .
01
02
03
04
05
0.4 REVISION HIGHLIGHTS

SECTION CHANGE
Entire manual New Issue
Rev 01 OM D 2 Conversion training LIFUS sectors corrected and applicable Appendix 3 log corrected
OM D 1 responsible person, OM D2 LVO training introduced and applicable forms in
Rev 02
Appendix 3 corrected and added
OM D1 Qualification, duties and responsibilities of responsible persons in training department
explained.
OM D2 Operator Conversion modified to reflect trainings required after GRF implementation.
OM D 2 RVSM training modified
Rev 03
OM D 2 TCAS Training modified
OM D 2 Validity dates of certain flight crew training and checks explained in details
OM D 2 Cabin Crew training modified to introduce AED training.
OM D 1.1.5.1 and 1.1.5.1.1 Virtual classroom added

OM D 1.1.5.2 Text added
OM D 2.1.2.2 List of flight crew trainings updated with MNPS NAT-HLA training
OM D 2.1.3.18 Route Area and Aerodrome training text revised
OM D 2.1.4.6 Route Area and Aerodrome training text revised
Rev 04 OM D2.1.4.19 Recurrent training and checking MNPS NAT-HAL added
OM D 2.1.4.20 MNPS NAT-HLA instructors recurrent training added
OM D 2.1.5.1 and 2.1.5.2 Difference and familiarisation training text added for NAT-HLA
OM D 2.1.14 MNPS NAT-HLA initial qualification training program program added
OM D 2.1.15 MNPS NAT-HLA Instructors training program added
2.5.12 Special authorisation training added in training program in modules 2.5.12.1 and
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OPERATIONS MANUAL
PART D
2.5.12.2
2.5.12.3 MNPS Training for flight dispatchers
Appendix 1 MNPS NAT-HLA training program added to list of approved trainings
Appendix 3 revised – FSTD Training form revised, forms for MNPS NAT-HLA added
OM D 1
OM D 1.1.4 Nominated training personnel (Deputy TM, CTM and deputy CTM) names
changed
OM D 1.1.4.1.2 Detailed explanation for assigning Deputy TM on specific duties or projects
OM D 1.1.5 Training materials detailed explanation and procedure for FC and CC added
OM D 1.1.5.1 More details about the FSTD differences added
OM D 1.1.5.3 Compliance Manager attendance changed to option not mandatory on
instructors’ meetings, SPI added
OM D 1.1.6 More detailed explanation about training documentation
OM D 1.1.7 Explanation of written exams procedure for instructors delivering the training
OM D 1.2 Detailed explanation of records to be kept
OM D 1.2.1 Explanation for documents keeping of outsourced instructors
OM D 1.2.1 TRI allowed to do LIFUS explained in more details
OM D 1.2.5 LC SCCM added for Cabin Crew inflight checking
OM D 1.2.7.10.3 LC SCCM added
OM D 1.2.7.11.1 Flight Crew CRMT revised as per requirements in new regulation
OM D 1.2.7.11.2 Cabin Crew CRMT table for assessment revised to be consistent with Flight
crew CRMT and new regulation
OM D 1.3.2 Personal training record added as a proof of completed training
OM D 1.3.3.13 Revised to correct wrong validity period
OM D 1.3.3.14 Revised to correct wrong validity period
Rev 05 OM D 1.3.3.15 Route, Area and Aerodrome qualification period revised to reflect changes in
regulation
OM D 2
OM D 2.1.2 Including mandatory and non-mandatory elements from OSD
OM D 2.1.2 TRE Shall be trained in CRM concepts and assessment of CRM skills through
the instructor standardisation program
OM D 2.1.2 Including mandatory and non-mandatory items from OSD
OM D 2 Table 1 Commanders Upgrade training added
OM D 2.1.3.3 Ground Training Virtual classroom training added and text edited – approved
documentation.
Simple Aircraft provision deleted
LIFUS as method for Route/area qualification deleted
More detailed explanation of activation of the procedure in OM D 3.2
OM D 2.1.3.4 Table 2 Amended for hours required for trainings and wording about first
conversion course and new to company from other operator
OM D 2.1.3.6 Time increased for additional items to be stressed during the trainings based
on feedback from trainings and operations
OM D 2 New table added for trainings providing METHODS OF TRAINING and validity periods
and revalidation window are updated for particular trainings.
Tables for particular trainings updated to reflect changes from Matrix (Table 2)
OM D 2.1.3.6 Provision for abbreviated training for candidates which passed ETF OCC
before GRF implementation deleted
Additional items added as per feedback from previous trainings
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OPERATIONS MANUAL
PART D
Additional items added according differences and familiarisation training for variants in the
fleet
OM D 2.1.3.7 Additional explanation added for training of differences in variants of
emergency and safety equipment within the fleet
OM D 2.1.3.8 Wording and explanation changed to reflect other than LVTO training.
OM D 2.1.3.9 Emergency Evacuation added as mandatory item for OPC.
OM D 2.1.3.10 Provision for Route/Area qualification during LIFUS deleted.
More details added regarding Competencies and procedures and elements to be observed
OM D 2.1.3.11 Line check to be done only from jump seat due to CRM assessment
Route/area qualification after Line check deleted
OM D 2.1.3.11 Composition of crew for Line check
OM D 2.1.3.14 Practical AVSEC training during LIFUS and line check added.
OM D 2.1.13.2 CRM elements and table updated as per new regulation
OM D 2.1.3.18 ROUTE, AREA AND AERODROME KNOWLEDGE TRAINING updated completely
as per new regulation
OM D 2.1.3.19 UPRT Training table updated (deleted Fly-by-wire and propeller items)
OM D 2.1.3.20 Table updated (Fly-by-wire items deleted)
OM D 2.1.3.23 Time increased as per feedback from trainings and operations and tables
updated accordingly
OM D 2.1.3.24 Training time increased as per feedback from previous trainings and
operations and reflect more practical training with actual incorporation of ETF flight
documents, briefings, performance calculations in order to get enough competence before
next steps in training.
OM D 2.1.3.25 Recording of check in line check in Line check form added
OM D 2.1.4 “And associated equipment of aircraft” added in statement, validity periods
and revalidation window updated as per regulation, monitoring statement added as per new
regulation
OM D 2.1.4 Times increased for GND 2 in matrix and GND 2 module based on feedback
from trainings and operations and tables amended accordingly
OM D 2.1.4.1 Form and test results amended, additional items added as per feedback from
training and operations
Wording added to reflect methods of training
OM D 2.1.4.1.1 Subchapter added to explain differences training on variants in aircraft
configuration established as per OSD (Appendix 6)
OM D 2.1.4.2 ESET training to all variants of configuration and equipment in the fleet
added.
2.1.4.3 Table updated based on new regulation
OM D 2.1.4.4 CBT deleted and verification for completion and test revised
OM D 2.1.4.5 CBT deleted and verification for completion and test revised
OM D 2.1.3.6 ROUTE, AREA AND AERODROME KNOWLEDGE TRAINING revised to reflect
changes in the regulations
OM D 2.1.4.7 Methods of training delivery revised and Table updated (deleted Fly by wire)
OM D 2.1.4.8 Table 13 updated (deleted Fly by wire)
OM D 2.1.4.12 Table 16 updated (IQSMS software added)
OM D 2.1.4.14 TCAS different scenarios added for FSTD training
OM D 2.1.4.18 Line check provisions (instructor on jump seat and crew composition)
OM D 2.1.5 DIFFERENCES TRAINING, FAMILIARISATION, EQUIPMENT AND PROCEDURE
TRAINING revised as per new regulation
OM D 2.1.6 UPRT, RTO, Emergency Evacuation and Emergency descent training and
checks (as appropriate) added as per new regulation.
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OPERATIONS MANUAL
PART D
OM D 2.2 Cabin Crew Training Overview

Scenarios for New Line Check Senior Cabin Crew Member and Candidate within the company
revised.
OM D 2.2 Cabin Crew Training Personnel
Line Check Senior Cabin Crew Member (LC SCCM) added
OM D 2.2.2 non-mandatory elements added
OM D 2.2.2.4 Training arrangement
Provision for more Fam flight sectors added
OM D 2.2.3 Differences training revised
OM D 2.2.4.5.2 CRM Training revised evaluation added
OM D 2.2.5.4 Refresher training Line check revised
OM D 2.2.2.5 DGR CBT removed
OM D 2.2.4.5.1 DGR CBT removed
OM D 2.2.5.5 Training program revised, SOP and Line check added
OM D 2.2.5.6 Training syllabus revised
OM D 2.2.7.7 Recurrent training on 36 months bases added
OM D 2.2.9 Recurrent periodic Line Check added
OM D 2.4.1 DGR CBT removed
OM D 2.4.2 AVSEC training revised according new regulation
OM D 3
OM D 3.1.1 Grading and CRM assessment part revised
OM D 3.1.2 GENERAL section added for notification to crew planning and FO department
of completion of the training and checking or difficulties during training which needs
additional training/checking
OM D 3.1.2.2.2 Training procedures scenarios updated and revised
OM D 3.1.2.6.2 3.1.2.6.2 Training Procedure updated
OM D 3.1.2.9 Recurrent periodic line checks
OM D 3.2.2.2/3/4/5/6 Provision for written exam updated
OM D 3.2.2.9 Provision for Annual line check added
OM D 4
OM D 4.3.2 Recurrent line check record added
Appendix 1 Commanders Upgrade Training added
Appendix 2 FSTD limitations updated
Appendix 3 Forms updated
Appendix 4 Samples FSTD updated
Appendix 6 New Appendix added
15.12.2022 Rev. 05 Page 6 of 45

OPERATIONS MANUAL
PART D
0.5 LIST OF EFFECTIVE CHAPTERS

CHAPTER DATE REVISION
1 15.12.2022 05
2 15.12.2022 05
3 15.12.2022 01
4 15.12.2022 01
Appendix 1 15.12.2022 02
Appendix 2 15.12.2022 03
Appendix 3 15.12.2022 04
Appendix 4 15.12.2022 01
Appendix 5 07.12.2021 0
Appendix 6 15.12.2022 0
0.6 DISTRIBUTION LIST

PERSON HC/EC
ACCOUNTABLE MANAGER EC
CCAA EC
CCAA AWD EC
TRAINING MANAGER EC
FLIGHT OPERTIONS MANAGER EC
CABIN CREW MANAGER EC
CABIN TRAINING MANAGER EC
COMPLIANCE MONITORING MANAGER EC
FLIGHT CREW MEMBERS EC
CABIN CREW MEMEBERS EC
HEAD OF OCC EC
TRAINING PERSONNEL CONCERNED EC
15.12.2022 Rev. 05 Page 7 of 45

OPERATIONS MANUAL
PART D
CHAPTER 1
DESCRIPTION OF SCOPE
15.12.2022 Rev. 05 Page 8 of 45

OPERATIONS MANUAL
PART D
Table of Contents
1 DESCRIPTION OF SCOPE ................................................................................................................................10
1.1 INTRODUCTION .........................................................................................................................................10

1.1.2 GENERAL TRAINING POLICY ................................................................................................................................ 11
1.1.3 TRAINING DEPARTMENT ORGANIZATIONAL STRUCTURE .................................................................................. 12
1.1.4 NOMINATED TRAINING PERSONNEL .................................................................................................................. 12
1.1.5 PROVISION OF TRAINING .................................................................................................................................... 15
1.1.6 TRAINING DOCUMENTATION ............................................................................................................................. 24
1.1.7 EVALUATIONS AND CHEKS.................................................................................................................................. 24
1.1.8 TRAINING EFFECTIVENESS .................................................................................................................................. 24
1.1.9 INSTRUCTOR OBJECTIVITY AND INDEPENDENCY................................................................................................ 24
1.1.10 SIMULATOR TRAINING AND CHECKING ............................................................................................................ 25
1.1.11 LANGUAGE POLICY ........................................................................................................................................... 25
1.1.12 LIST OF APPROVED TRAININGS ......................................................................................................................... 25
1.2 TRAINING AND CHECKING PERSONNEL .......................................................................................................25
1.2.1 OUTSORCED INSTRUCTORS ................................................................................................................................ 26
1.2.2 APPOINTMENT OF FLIGHT CREW TRAINING PERSONNEL................................................................................... 26
1.2.3 APPOINTMENT OF CABIN CREW TRAINING PERSONNEL .................................................................................... 26
1.2.4 APPOINTMENT OF OTHER TRAINING PERSONNEL ............................................................................................. 27
1.2.5 ASSIGNED TRAINING DUTIES .............................................................................................................................. 28
1.2.6 DUTIES AND RESPONSIBILITIES OF TRAINING AND CHECKING PERSONNEL ....................................................... 28
1.2.7 QUALIFICATIONS, EXPPERIANCE AND PRIVILEDGES OF THE TRAINING AND CHECKING PERSONNEL ................ 29
1.3 ADMINISTRATION ......................................................................................................................................41
1.3.1 GENERAL ............................................................................................................................................................. 41
1.3.2 TRAINING/CHECKING RECORDS ......................................................................................................................... 41
1.3.3 PERIODS OF VALIDITY ......................................................................................................................................... 43
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OPERATIONS MANUAL
PART D
1 DESCRIPTION OF SCOPE
1.1 INTRODUCTION
ETF AIRWAYS Training Department is headed by Training Manager (TM).

Operation Manual Part D is the reference and the guideline for all company Personnel assigned to:
• Training and/or checking duties,
• Planning of training and checking events,
• Administration of training and checking.
All training and checking is conducted according to the procedures laid down in the Operation Manual. It is the
responsibility of all Personnel involved in training and/or checking to follow up and to be familiar with the
contents of the different Operating Manual parts.
To ensure that all ETF AIRWAYS training and checking are planned and executed in accordance with its policies and
requirements, this Operating Manual shall also be made available to non-ETF AIRWAYS Personnel who may be
authorized to carry out training and/or checking on behalf of ETF AIRWAYS (e.g. Initial / Recurrent and Type
Specific Operator Conversion Training aircraft, contracted training organization etc.).
ETF AIRWAYS Training department scope is to provide inhouse or outsourced authorised training:
• Training for Flight and Cabin crew compliant with the applicable parts of the CR (EU) 965/2012 and any
additional ETF AIRWAYS requirements specified in ETF AIRWAYS Operations Manual,
• Other trainings in cooperation with the contracted training providers (subject to the Authority approval) to
include (but not limited to) Type rating training compliant with the requirements of the Part-FCL Subpart H
(Class and Type Ratings),
• Liaise with other ETF AIRWAYS departments (Flight Ops, Ground Ops...) in organization and execution of all the
trainings relevant to operational personnel connected with preparation and/or execution of the flight.
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OPERATIONS MANUAL
PART D
1.1.2 GENERAL TRAINING POLICY

ETF AIRWAYS (ETF) Operation Manual (OM) Part D (ETF OM-D), has been prepared in order to supply the reader
with easy access to all the trainings provided by the ETF AIRWAYS no matter if it is in-house training or training
conducted with approved training organizations under Training services agreement.
The OM reflects type related company training procedures and instructions applicable for all operational staff as
applicable.
This Manual complies with Croatian national regulations and applicable parts of Regulation CR (EU) 965/2012.
The rules and regulations laid down in the ETF OM-D cannot overrule any instructions or requirement given in
applicable regulations. If there is a discrepancy between this manual and any regulation, the Flight Operations
Manager, Compliance and Safety Manager must be informed immediately, and remedial action shall be
undertaken.
Training for ETF AIRWAYS operational and other personnel will be structured and sufficiently comprehensive to
familiarize trainees thoroughly with all material necessary for them to achieve the course objectives. Training must
familiarize trainees with full spectrum of the operation concerned; therefore, the whole envelope of normal and
abnormal operations, normal and abnormal procedures and all relevant limitations shall be trained and checked.
The OM Part D is the master manual for training. It shows all approved courses, syllabi and all procedures to be
followed during training. To run courses successfully and efficiently, the detailed training programs, procedures
and all relevant limitations will be trained and checked.
ETF AIRWAYS shall incorporate all amendments and revisions required by the Authority.
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OPERATIONS MANUAL
PART D
1.1.3 TRAINING DEPARTMENT ORGANIZATIONAL STRUCTURE
TRAINING MANAGER
DEPUTY
TRAINING
MANAGER
CHIEF CABIN
INSTRUCTOR TRAINING
FLIGHT CREW MANAGER
CCI
TRE/SFE
CC GTI
TRI/SFI
LTC
GTI
1.1.4 NOMINATED TRAINING PERSONNEL
POSITION NOMINATED PERSON

Training Manager Dragan Stefanovski
Deputy Training Manager Lovro Lancic
Chief Instructor Flight Crew Dragan Stefanovski
Cabin Training Manager Gabriela Sever Cuglin
Cabin Training Manager Deputy Ivana Šimić
Table 1. Nominated training personnel
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OPERATIONS MANUAL
PART D
1.1.4.1 Qualification requirements and duties and responsibilities of Nominated Training Personnel
1.1.4.1.1 Training Manager
Basic duties and responsibilities of TM are explained in ETF Airways OM A 1.2.3.
Within OM D other responsibilities of TM are explained in details where applicable.
1.1.4.1.2 Deputy Training Manager

Deputy Training Manager shall have at least TRI/SFI certificate for the one of the ETF Airways airplanes in the fleet.
Experience in the managerial duties in Flight Operations or Crew Training shall be considered as advantage in
selection of the appropriate person.
Duties and responsibilities of Deputy Training Manager are the same as of TM in case of his absence as per
procedures explained in OM A 1.2.1 SUCCESSION, DEPUTATION AND DELEGATION.
On regular day to day operation, he/she shall help TM and Cabin Training Manager for the regular training matters
related to Flight and Cabin Crew training, and can be assigned internally by the TM for particular projects or duties
within the scope of Training department.
1.1.4.1.3 Chief Instructor Flight Crew

Duties of the Chief Instructor Flight Crew is to help the TM in day-to-day training requirements.
In coordination with the TM, he/she shall follow the progress of the Flight Crew trainings as well as Instructor
standardisation.
He/she will be actively involved in preparation and improvement of the Flight Crew Training programs and shall
follow the progress of the training efficiency and company training standards.
He/she is responsible for organising the Flight Crew Instructors standardisation meetings in coordination with TM
and shall actively participate in them.
One person can hold both TM and Chief Instructor Flight Crew as far as the scope of the training and size of the
company allows that.
Need for nomination of different person shall be announced by the TM to ETF Management personnel, which will
decide about nomination of appropriate candidate to the position after recommendation, management of change
procedure as well as interview with him/her will be completed.
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OPERATIONS MANUAL
PART D
1.1.4.1.4 Cabin Training Manager

Cabin Training Manager shall have at least of 5 Years’ experience as a CCM preferable with EASA operator.
He/she has to have at least 3 Year Experience as a SCCM.
If he/she is not Cabin Crew Instructor then deputy Cabin Training Manager has to be CC Instructor.
Managerial experience or work on the position similar to Cabin Training Manager, Cabin Crew manager or deputy
shall be considered as advantage when selecting the candidate for the position.
Before nominating the candidate to the position Flight Operations Manager and Training Manager has to check
the competencies of the candidate and organise interview.
The Cabin Training Manager reports directly to the Training Manager.
He/she is responsible for:
• Ensuring that all the Cabin Crew Training are done in time and in required standards
• Communicate with CCAA for any matters related with CC training and checking, while keeping the TM
informed and consulted
• Required competencies of the Cabin Crew Members are reached and maintained during operation
• Keeping the OM D related to Cabin Crew Training up to date and report to TM any omission or need for
changes in it due to any reason (change of regulation, internal audits, findings, needs for improvement
based on Performance indicators...)
• Distribution of approved training materials to Cabin Crew Members and Instructors in advance before the
start of the trainings
• Organise all the trainings in advance so as to keep all the personnel current
• Keep all the documents and records required after the trainings are performed and store them in Leon and
in CCM personnel files, and regularly checked them.
• In coordination with TM and Deputy Cabin Training Manager monitors the trainings provided by CC
Instructors against quality and standards and report any deficiencies to TM.
• Choose and suggests the training Personnel in coordination with TM
• Organise and attends CC Instructors meetings in coordination with TM
1.1.4.1.5 Deputy Cabin Training Manager

Deputy Cabin Training Manager shall have at least of 3 Years’ experience as a CCM preferable with EASA operator.
He/she has to have at least 2 Year Experience as a SCCM.
If he/she is not Cabin Crew Instructor, then Cabin Training Manager has to be CC Instructor.
Managerial experience or work on the position similar to Cabin Training Manager, Cabin Crew manager or deputy
shall be considered as advantage when selecting the candidate for the position.
Before nominating the candidate to the position Flight Operations Manager and Training Manager has to check
the competencies of the candidate and organise interview.
Duties and responsibilities of the Deputy Cabin Training Manager are to help the Cabin Training Manager in day-
to-day activities related to Cabin Crew Training Manager and help him/her with fulfilling his/her responsibilities as
defined above.
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OPERATIONS MANUAL
PART D
1.1.5 PROVISION OF TRAINING
1. All the training required in this manual shall be conducted in accordance with the training programs and syllabi
established by ETF AIRWAYS in the operation manual Part D and by appropriately qualified personnel.
In the case of flight and /or simulation training and checking, the personnel providing the training and conducting
the checks shall be qualified in accordance with both FCL and OPS standards, as well as OM part D.
When developing the training programmes and syllabi, ETF Airways shall take into consideration mandatory and
non-mandatory (recommendation) elements for the relevant type that are provided in the latest version of the
operational suitability data (OSD) established in accordance with Commission Regulation (EU) No 748/2012.
During Conversion and recurrent training for flight crews Training Areas of Special Emphasis (TASE) shall be
incorporated into training programs. (See also OM D 2.1.22)
2. Training and checking programs, including syllabi and use of individual flight simulation training devices (FSTDs),
shall be approved by the CCAA.
3. CCAA shall be notified 3 days prior the intended training in written form to allow CCAA inspectors to attend the
training if they choose to do so.
4. When required the candidate must pass written exam for each module that he/she undertakes.
5. Training Manager is responsible to keep records about crew members training and to prepare schedule for all
type of training (initial, conversion, recurrent, OPC, …).
6. Records and scheduling for personnel other than crew members is under responsibility of their department
managers. However, overall responsibility for instructors and training programs is under the Training Manager.
7. All outsourced training facilities and organizations are subject to ETF AIRWAYS evaluation and acceptance
program, same as CCAA acceptance for required purpose.
8. Simulated aircraft, weather and environmental conditions shall be standardized and appropriate for the
training/evaluation being administered.
9. All instructors, evaluators, line check airmen, training facilities, devices, equipment and course materials shall be
standardized, as appropriate approved and re-evaluated.
10. Flight Crew Training shall have emphasis, according ETF AIRWAYS SOP, on:
• Pilot Flying (PF) Pilot Monitoring (PM) and other flight crew division of duties (task sharing);
• Positive transfer of aircraft control;
• Consistent checklist philosophy;
• Emphasis on a prioritization of tasks (e.g. “aviate, navigate, communicate”);
• Proper use of all levels of flight automation
11. It is not allowed to use other documents, manuals or forms during training and checking except ETF AIRWAYS
approved manuals or handouts (OM, QRH, CSPM, checklist, forms and instructions, presentations...) and
manufacturer’s documentation (FCOM, FCTM, AFM…).
TM has to approve and keep the list of approved training materials, presentations or handouts used for trainings.
All the materials shall be regularly checked for adequacy, changes in regulation or Boeing documentation, as well
as updated training needs which can be result of evaluation and improvement of training programs.
12. All the approved training materials for Cabin Crew trainings (presentations, handouts, video materials,
instructions, etc.) shall be at CCIs' disposal via electronic format and shall be updated regularly by the Cabin
Training Manager, after being approved by the Training Manager.
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OPERATIONS MANUAL
PART D
1.1.5.1 GROUND TRAINING AIDS, SIMULATORS AND TRAINING FACILITIES
ETF Airways shall ensure that all training aids, materials and equipment such as mock-ups, cockpit procedure
trainers, life vests and other devices used in conjunction with crew training and evaluation, reflects, as much as
practically achievable, configuration of the aeroplane for which the training is being conducted. Same approach
will be for course materials, manuals, procedures, etc.
All the training materials and manuals (ETF Airways OM, FCOM, FCTM, CSPM, QRH, presentations, handouts…)
used for the trainings in OM D shall be valid.
Instructors performing the trainings can develop their own presentations or handouts required for training.
All the supportive materials developed by instructors as addition to latest versions of manufacturers and ETF
manuals shall be presented and approved for training by TM before the start of training.
Manufacturer’s manuals, CCAA approved manuals and ETF airways approved manuals does not require special
approval from TM as far as latest valid revisions of that manuals are used for training.
ETF AIRWAYS shall ensure that training facilities, devices, equipment and course materials (whether owned or
subcontracted):
i) have the required certification(s) and approval or acceptance from the State;
ii) meet the required qualification and performance standards;
iii) are periodically evaluated to ensure compliance with required qualification and performance standards.
Any Differences that are identified in equipment or procedures shall be described in separate document. Only
official training materials shall be used. Instructors are not allowed to add their own handouts and materials
without approval of the Training Manager. Before commencement of ground training briefing about health and
safety regulations shall be done by instructor. Fire escape routes shall be briefed for the candidates not already
familiar with the facilities in which the training is conducted.
All the trainings and checks has to be done by approved ETF AIRWAYS training and checking personnel in the
approved facilities (refer to Appendix 2 for approved FSTD and ESET facilities).
TM shall have a list of approved training personnel. The list will be updated regularly.
For ground and refresher trainings conducted at ETF AIRWAYS inhouse or outsourced facilities classrooms shall be
used if next conditions are fulfilled:
Classroom requirements (all trainings):
1. Classroom with chairs and desks,
2. Ventilation - heater or air-condition in order to keep temperature in a range of 20° - 22°C,
3. Adequate lights,
4. Sound isolation,
5. Computer,
6. Projector (screen),or adequate TV
7. Sound system (loudspeakers),
8. Flipchart,
9. Any other equipment as per course needs.
Requirements can be omitted with previous acceptance from applicable instructor and approval from Training
Manager.
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OPERATIONS MANUAL
PART D
When ground and refresher training include elements of CBT or Audio-Visual training, adequate equipment to
include (but not limited to) computers, loudspeakers (headset), projector and similar must be provided.
Virtual classroom can be used for some of the ground training courses provided all the requirements in OM D
1.1.5.1.1 below are satisfied.
CBT training may be conducted in home (private) facilities.
For Emergency and safety equipment trainings (ESET) ETF AIRWAYS will use only EASA approved training facilities
for both flight and cabin crew emergency training. Equipment used during ESET training must be representative to
the type used in an ETF Airways.
All synthetic flight training devices substituting for an aeroplane for training purposes are to be device-qualified in
accordance with EASA CS-FSTD(A), and user-approved by the Croatian CAA for training purposes.
The minimum level of synthetic training device to be used for conversion training and checking, recurrent training
and checking, renewal and recency requirements, LOFT, and aerodrome qualification training, shall be in
accordance with the Appendix 1 to CS FSTD(A).300.
ETF AIRWAYS shall ensure, prior to each training or evaluation session to be conducted in a Flight Simulator or
Flight Training Device that the level of serviceability of the device is suitable and appropriate for the type of
training or evaluation to be performed, in accordance with the references cited above. All the FSTD shall be
approved by ETF Airways and CCAA and listed in OM D before any use by ETF. All Instructors or examiners
performing the training or check session shall check the serviceability of the FSTD in appropriate FSTD technical log
and assess the FSTD compliance with the requirements of the training session.
Approved FSTD's and facilities are listed in OM D Appendix 2. Any differences between aeroplane and simulator as
defined by Commission Regulation (EU) 965/2012 AMC1 ORO.FC.145(d) Provision of training, shall be briefed by
Instructor each time during pre-simulator briefing Based on Compliance Levels stated in Aircraft/FSTD
Configuration Difference list and FSTD Evaluation Report.
As a rule, ETF AIRWAYS will not use the FFS for training and checking if the level of differences as per Commission
Regulation (EU) 965/2012 AMC1 ORO.FC.145(d) Provision of training are C or D.
ETF AIRWAYS will make all the efforts to limit the FFS training and checking to FFS approved only with differences
level A.
Differences level B are acceptable but shall be limited as much as possible.
On some FSTD level B differences can be related for just one part of the training and checking, and in such cases
level B differences shall be addressed just for that part of the training.
Note that lot of ETF approved FSTD has an option for customized set up, and TM shall made available the list of
differences to all instructors performing FSTD training and checks. Instructors on site can ask the maintenance
staff for particular set up before the training and checks.
ETF AIRWAYS instructor/examiner shall evaluate if the serviceability of the simulator provides sufficient safety and
sufficient equipment for the proposed exercise. The following equipment must function in order to perform the
training/checking:
• full motion system,
• front visual display,
• sufficient illumination in the cockpit,
• emergency equipment, seats must be fixed and seat belts operating,
• equipment must be functional according to MEL of the aircraft, unless a device is needed for the specific
exercise.
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If any exercise must be modified or omitted, the simulator shall be considered unserviceable. Examiner/instructor
may consider moving that part of an exercise until the equipment is fixed, but only if repair is expected to be fast,
and training/checking is done without disruption of planned time schedule.
Before starting the training or checking session on FSTD the instructor/examiner has to brief the crew about the
emergency equipment in the simulator (emergency stop buttons, fire extinguisher location, escape procedures…)
and if required according the FSTD operator procedures sign the document that emergency/safety briefing for
FSTD use is completed.
Health and safety precautions and recommendations from the state and organisation where training facilities are
located shall be strictly followed by all ETF Airways personnel.
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1.1.5.1.1 Virtual Classroom Instruction

Virtual classroom training should generally be considered an accepted alternative to face-to face classroom
training in the context of classroom training as required for some trainings where phisycal presence are not
mandatory (hands on training or practical part of the training)
The face-to-face classroom instruction delivered by an instructor may be replaced by virtual classroom instruction,
such as videoconferencing, if an acceptable level of communication and interaction is ensured with appropriate
equipment and tools. The virtual classroom instruction should provide real-time instructor-led learning where
students can interact, communicate, view and discuss presentations. The Instructor should also guarantee that
students make satisfactory academic progress and maintain reliable records for the completion of training.
There are no requirements for IT infrastructure addressing personal data protection and security, change
management, continuity, integrity, audits, user authentication privileges, logging of overall integrated system
activity, etc.
Virtual Classroom Instruction – Level of Communication

a) An acceptable level of communication should meet all the following criteria:
(1) Live interactive instructor-led sessions in an online learning environment within a shared online space;
(2) Maintain continuously an active and simultaneously exchange between instructor and student(s): dynamic and
two-way flow of communication without delay;
(3) Able to share relevant training material as specified for the appropriate lesson, unit or course in the training
manual;
(4) Maintain a “video and audio” interactive communication by taking into account non-verbal communication
cues (tone of voice, facial expression …);
(5) Establish a policy for the use of the virtual classroom instructions such as “raise your hand, question, …”
(6) Monitor what the instructor’s screen displays;
(7) Ensure that students have tools to present learning content in different formats, as well as to implement
collaborative and individual activities. The instructor should have the important role of the moderator who guides
the learning process and supports group activities and discussions.
(b) Virtual classroom instruction requiresthe students and the instructor to interact equally – active participation,
collaborative work, and communication are encouraged in this type of classroom.
The instructor creates opportunities for both independent learning and learning from one another, and guides the
students in developing and practicing the skills they need.
(c) Doing this at the student’s own pace, as far as practicable, would enhance a student-centred training. This
increases the motivation level of the students as well as their interest in the learning activities.
Virtual Classroom Instruction – Appropriate Equipment and Tools
(a) The equipment/tools needed for the virtual classroom instruction should ensure an acceptable level of
communication without technical interruption during the virtual classroom instruction.
Good quality of internet is essential for virtual training session. Good quality means that uninteruptid video and
audio link can be established and continued during the whole training session.
(b) The equipment should ensure the students identification (visual when needed) and, a continuous assessment
of the level of communication with all students.
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(c) The equipment should permit the instructor to achieve the same training objectives and quality of instruction
compared to instruction within face-to-face classroom instruction
(d) Generally, smart phones are not considered adequate for presenting video and images, although they may be
very effective for attending a lecture.
Microsoft teams is ETF Airways recommended tool, however other appropriate tools which satisfies the
requirements stated in this chapter can be used.
Virtual Classroom Instruction — Instructor
(a) ETF Airways should ensure that the instructor delivering virtual classroom instruction:
(1) Has appropriate teaching style and method associated to virtual classroom instruction, such as
videoconferencing, and a familiarisation to the used virtual classroom instruction system,
(2) Demonstrates his ability to manage time, training media and equipment and tool to ensure that the training
objectives are met,
(3) Performs any necessary assessment of the student(s) including proper identification of the assessed student.
(b) Over the course of the virtual classroom instruction, the students should be encouraged by the instructor to
participate at regular intervals. This can be achieved by a variety of activities such as brainstorming, small group
discussion, collaborative and individual tasks, Q&A sessions, etc.
Virtual Classroom Instruction — Student
(a) Creating positive learning environment, engaging students and encouraging active participation helps students
achieving the learning objective.
(b) During the virtual classroom instruction, there should be opportunities for frequent interaction between
student and instructor, student and other students, and student and content:
instruction in a synchronous virtual classroom can only be successful with the active
participation and engagement of the students. This creates a positive learning environment and
helps the students achieve the expected outcomes
Virtual Classroom Instruction — Acceptable Level of Academic Effectiveness

1. Maximum number of students and training times
The maximum number students is established considering the capability of the tool to maintain an acceptable
level of communication and it should be adapted to the training objectives.
ETF Airways policy is to have maximum number of 12 students per training session, providing the training platform
suupports this number of participants withuout sacrificing any of the requirements stated in this chapter.
Training design should take into account that students may find virtual classroom training more tiring than
traditional classroom training and the daily training hours may therefore need to be reduced.
Maximum number of training hours using virtual classroom trainings is 8 hours per day.
A break of reasonable time should be planned for every hour of virtual classroom instruction.
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2. Attendance records
The instructor delivering the virtual classroom instruction should be responsible for the attendance records of the
students by ensuring the students are in the virtual classroom instruction with the appropriate level of
communication during all the virtual classroom instruction.
In order to prove attandance, instructor shall made a screenshot on his device wit all the participants.
Microsoft teams however provides a posibility to create attendance list which can be downloaded in a form of CSV
file.
After the training instructor shall send the prove of attendance to training Manager and he/she will fill appropriate
forms with the profe attached and store it acording usual ETF Airways procedure.
3. Interruption of connection, loss of communication
Interruption of connection and loss of communication amongst individual participants can happen during a virtual
classroom session.
If an interuption is such that after reasonable time it can be re established than the training session can continue
from the point where it stoped.
Maximum of 8 hours duriation of training per day shall be respected taking into account the interuptions as well as
brakes during the session.
If interuption is considered to be inadeqate in the way that training objectives can not be fully met, then the
instructor shall terminate the training session, inform immediately Training Manager who will reschedule the
session.
In this case the new training session shall start with review of previous covered parts and can continue further
with next items in training sillabus.
The procedure is to be aplied for the whole group if the connection is lost between all the participants, or to any
single student.
4. Examinations/Evaluations
When examination or evaluation is necessary in virtual classroom, positive identification of students should be
assured. Oral exams or remote forms could be used, provided the system used is the same for all students.
5. Training System Feedback Loop

ETF Airways shall ensure that:
(1) After the training session the participants are encouraged to report strengths and weaknesses of the training
system (training environment, training programme, assessment/evaluation) and suggest improvements;
(2) The instructor keeps an effective time management;
(3) Discussions among classmates is facilitated;
(4) Feedback system for student is elicited.
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1.1.5.2 SCHEDULING, ANNOUNCEMENT, REPORTING AND START TIME OF TRAINING
Training Manager is responsible for on time scheduling and announcing of any training and checking.
TM or person that he assigns will announce flight crewmembers by company email about type and place of
training, duration, accommodation, transportation and expenses. Cabin Training Manager will inform the Cabin
Crew and other department managers shall inform employees other than crewmembers under their responsibility.
One’s schedule is confirmed and approved by TM, he/she will coordinate with crew planning publication of
trainings and checks via Leon crew planning software. Days dedicated to training will be scheduled as a training
days. The start time of trainings as well as positionings will be published via Leon in UTC times.
All the trainings shall be scheduled as much as operationally feasible after day OFF. If it is not possible to
coordinate it due to operational reasons, at least 1 day OFF must be scheduled within 3 days preceding the
training.
For Self-study part of the training the same rule applies, and self-study has to be recorded in Leon as a Training
Duty.
Number of hours required for self-study will be given to crew planning by Training Manager for Flight Crew
Training or Cabin Training Manager for cabin crew if exact number of hours required are not stated in particular
syllabus.
1.1.5.3 TRAINING PROGRAM MONITORING, CHANGES AND IMPROVEMENTS
Training Department is responsible for alteration of existing or introduction of new trainings upon operational
needs, regulation change or when needed after canalizing the trends and safety performance indicators within the
company.
Training Manager will serve as a focal point for feedback from Instructors and other staff concerned for the
purpose of continuous monitoring of all training processes, detection of problems and improvement of training
programs.
Important part of mentioned processes will be evaluation of completed trainings and comparison between them.
ETF AIRWAYS is using ADDIE model for Training Programs Development.
Explanation of ADDIE model can be found in OM D 3.0.1 Procedures
For FSTD training ETF policy is to schedule as much as possible Instructors/Examiners for the first sessions of actual
Volume of training and checking.
This kind of approach gives better onsite coordination, time frame check, IOS operation and serves as additional
standardisation of Instructors and examiners delivering the training and checking for particular Volume.
Implementation phase includes collection of feedback from trainees, instructors and examiners during and after
the course.
Feedback from trainees, instructors and examiners during Implementation phase has to give indication if the
training requirements and required objectives were fulfilled or not.
Analyses shall be preferably done at least ones per year after the pick season when all the data and feedbacks are
collected.
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For that purpose, Instructors meetings shall be organized by the TM.

Those meetings can be also used as ETF AIRWAYS Instructor Standardization meetings as per Instructors
standardisation program explained in OM D 2.1.10
One meeting will be organised for Flight crew and separate one for Cabin crew.
On Flight Crew Meeting Instructors involved in flight crew training will be present and on Cabin Crew meeting
Manager Cabin Crew, Cabin Training Manager and Cabin Crew Instructors shall be present.
Flight Operations Manager shall be present on both meetings.
At least on first part of the meetings which is dedicated to review of reports and feedbacks from training, and daily
operation. Flight Safety Manager and/or Compliance manager shall be present too.
If some changes in training programs or procedures are requested, official Request for change may come through
Department Manager, Training Manager, Compliance or Safety Department, or may be introduced by changes in
applicable regulations.
Suggestion for a change may come from any individual involved in the training process. All suggestions shall be
submitted in written, via e-mail to the TM and will be evaluated.
Any initiative for changes in training programs will be evaluated during ETF Instructor Standardization meetings.
Conclusion from these meetings will be distributed in form of Minutes from the meeting and if applicable
incorporated in revision of training programs subject to acceptance/approval of the Authority as applicable.
Changes in training programs shall be provided in case of (as applicable):
• Changes in applicable regulations,
• Changes of existing or introduction of new policies and/or procedures,
• Introduction of new equipment,
• Instructors’ feedback,
• Trainees’ feedback
• Introduction of a new aeroplane(s) if there are significant differences comparing to existing,
• Significant modification on the aeroplane(s),
• Introduction of a new aeroplane type,
• Negative trends (FDM, LOSA, Audits, Evaluations, Safety Performance indicators, etc.)
• Any other case deemed necessary.
1.1.5.4 TRAINING EVALUATION BY TRAINEES
ETF AIRWAYS training sessions shall be evaluated by trainees (candidates/students).

After completed training, candidates shall fill in the Training Evaluation Form given by the instructor.
The instructor shall collect the forms after the training and hand it to the Training Manager or put them in the
Training box.
Evaluations shall be checked and rated by the TM and recorded information shall be discussed during joint
meetings and used for training improvements.
Records shall be kept by the TM, or person appointed by him/her and feedback to the trainees may be provided if
applicable and practicable.
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1.1.6 TRAINING DOCUMENTATION

During each and every phase of training only official and approved (where applicable) ETF AIRWAYS
documentation, forms and materials (presentations, videos, CBT’s) shall be used.
During each and every phase of training only official and approved (where applicable) ETF AIRWAYS
documentation, forms and materials (presentations, videos, CBT’s) shall be used.
It is responsibility of TM and CTM to provide all the required materials to Instructors and trainees, and
responsibility of TM to check them if prepared by the instructors providing the course. Only documentation
developed, maintained and distributed in accordance with standard ETF AIRWAYS procedures (as applicable) shall
be considered as official and may be used for training purposes.
Exceptions are training manuals and other materials developed by a manufacturers or training service providers
which must be approved by ETF AIRWAYS for use and listed in appropriate documents.
Authority developed and approved forms are used in accordance with applicable regulations and are not subject
to any limitation by the ETF AIRWAYS.
Instructors are not allowed to use any other document. In case of doubt, they shall ask TM for approval.
Subcontracted organizations and instructors shall also use checked and approved materials.
Attendance record forms shall be used for all trainings for which Logbook or personal training record forms are not
available.
1.1.7 EVALUATIONS AND CHEKS
Checking consists of written exams, where applicable, and evaluation of practical performance, where applicable
(handling of the equipment, simulator, line flying...).
Candidate must pass written exam before he continues with evaluation of practical performance.
Written exams may be conducted/monitored by the same insructor delivering the training, provided that the
exam is presented as a multiple-choice test, in order for maximum objectivness during assessment of candidate's
competencies to be accomplished.
When using applicable forms, it shall be signed both by Candidate and Instructor.
Candidate has successfully completed applicable training module only after successful completion of all applicable
checks.
1.1.8 TRAINING EFFECTIVENESS
Training effectiveness is measured by the student’s progress compared with the time schedule in the syllabus.
Nevertheless, the quality of the training will stand against its speed. Retraining and repetition of training modules
for the benefit of the student’s skills will always be considered as an option.
Training shall be concentrating on Competence and resilience building, as all the possible failures or situations
cannot be covered (Black Swan events). Competent pilots with capacity to recover quickly from difficulties
(resilience) should be able to deal with any non-normal or emergency situation, so to training the candidates shall
always strive to achieve as much as possible Competence and resilience.
1.1.9 INSTRUCTOR OBJECTIVITY AND INDEPENDENCY
Instructors, evaluators and line check airmen are permitted to perform assigned activities without inappropriate
interference from management and/or external organizations and has to use maximum objectiveness and
independency during assessment of candidate’s competencies.
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1.1.10 SIMULATOR TRAINING AND CHECKING

ETF Airways policy is that candidate shall be checked by the instructor (examiner) other that one who conducted
the training as much as operationally possible.
Due to size of the company and instructors/examiners availability in some cases checks must be done by personnel
involved into the training but it should be avoided as much as possible for trainer who endorsed the applicant for
Line Check to perform the same.
Checks performed according FCL shall strictly follow the rules as defined in FCL part.
1.1.11 LANGUAGE POLICY
In ETF AIRWAYS the common language is English. Each flight crew member has to have at least English proficiency
level 4 before employment with ETF.
For non-professional communication, employees shall apply basic courtesy rules when interlocutors have different
native languages.
Whatever is the native language of involved Personnel, all training/checking is to be conducted in English.
However, when all Personnel in a group are from a same native language, ETF tolerates the usage of other
languages. In this last case, English remains obligatory for:
• Technical procedures, briefings, announcements and callouts.
• Radio communication and Interphone communication.
If the part of a group consists of CAA inspectors, auditors or other persons approved to be present and monitor
the training, the rule for using English language applies if any member of the group is not speaking the same native
language.
Crewmembers are to remember that good CRM may be impaired when deliberately using a language unknown to
one member of a group.
1.1.12 LIST OF APPROVED TRAININGS
For the list of ETF Airways approved trainings refer to Appendix 1 of OM D
1.2 TRAINING AND CHECKING PERSONNEL
GENERAL
All the training shall be conducted by appropriately qualified personnel. In the case of flight and flight simulation
training and checking, the flight crew personnel providing the training and conducting the checks is qualified in
accordance with Annex I (Part-FCL) to Regulation (EU) No 1178/2011. In case of cabin crew training the cabin crew
personnel providing the training and conducting the checks is qualified in accordance with the procedures
described in this manual.
Prior to being appointed to conduct training/checking, nominees are checked in those duties applicable to their
appointment.
The process and appointment shall be recorded in Instructors Initial Appointment Form
When such a document is required, the relevant certificate[s] of competence to conduct the particular training or
checking is verified and a copy retained in the individual’s file, both in paper and electronic form.
The lists of persons suitably qualified and authorized by ETF Airways to conduct training and checks is kept by TM
and updated for any changes in the list. The list shall be kept in paper and electronic format.
All instructors, evaluators and line check airmen shall perform their duties without inappropriate interference
from management and/or external Organizations.
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As per EU regulations ETF Airways requires Suitably Qualified Personnel to conduct all trainings (in-house and
outsourced). Suitable Qualified Trainers / Instructors / Examiners shall:
1.Have operational experience from the field that they are teaching,
2.Have experience as trainers/instructors; or
3.Have adequate training in methodology and student evaluation
4.Be briefed by the TM on ETF Airways procedures or attend standardization courses when applicable
5.Be briefed by the TM on all forms and administrative requirements in use for training and examination.
6. Pass mandatory evaluation before first unsupervised training – candidate shall conduct training under
supervision of another instructor appointed by the TM.
7. Be accepted by the CCAA*.
*Any TRI/TRE/SFI/SFE and Cabin Crew Instructor already accepted or recognized (through license validation or
issuance) by the CCAA shall not be the subject of additional acceptance by the authority as a Ground instructor.
Items 3-6 above shall be respected.
Instructor’s qualification (certificate) issued by EASA will be accepted as is, and only items 4, 5, 6 & 7 above will be
applicable.
ETF shall ensure sufficient number of training/checking staff is available based on training requirements and
number of persons to be trained.
1.2.1 OUTSORCED INSTRUCTORS
Individually outsourced instructors are subject of the same process as described in appointment of training
personnel- general above.
Their training files (certificates, assessment forms, etc.), shall be kept in paper and electronic format and regularly
updated by TM and/or CTM.
Instructors that are part of outsourced service provides (ATO, other airline, or approved organizations for specific
training as DG for example) shall be accepted as is (no individual acceptance), as long as:
• The organization has passed initial evaluation and qualification;
• The trainings provided by that organization are subject of ETF Airways evaluation/supervision.
• Either ETF Airways or the contracted organization has performed initial training for these instructors and
all subsequent recurrent trainings required by this OM.
1.2.2 APPOINTMENT OF FLIGHT CREW TRAINING PERSONNEL
All the Trainers and Checkers for flight crew members will be appointed by the TM. Selection and appointment of
ground instructional staff will be the responsibility of the TM.
1.2.3 APPOINTMENT OF CABIN CREW TRAINING PERSONNEL
Cabin Crew Instructors (CCI) and Ground Training Instructors (GTI) will be appointed by the TM in consultation
with the Cabin Training Manager and Cabin Crew Manager. Appointment shall be done in the light of the
individual's qualifications and overall experience with particular regard to the duties to be carried out.
Selection and appointment of ground instructional staff will be the responsibility of the TM , in consultation with
the Cabin Training Manager and Cabin Crew Manager.
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1.2.4 APPOINTMENT OF OTHER TRAINING PERSONNEL

Aviation Security (AVSEC), Dangerous Goods (DG), Crew Resource Management (CRM), First Aid Training and
Emergency and Safety internal and external training personnel are appointed by the Training Manager in the light
of the individual's qualifications and overall experience.
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1.2.5 ASSIGNED TRAINING DUTIES

ASSIGNED TRAINING DUTIES TRAININGS TO BE CONDUCTED
Flight Crew Line Flying Under Supervision LTC, TRI, TRE (TRI/TRE without restrictions for
LIFUS as per FCL*)
Line Check TRI, TRE, LTC (specially approved by the TM.
LTC/TRI must have completed training on CRM
concept and assessment of CRM skills during
ETF Airways LTC/TRI company standardisation
training)
Flight Crew Recurrent training (FSTD training) TRI, TRE, SFI, SFE
OPC – LPC TRE, SFE
Flight Crew Ground Training and checking GTI, TRI, TRE, SFI, SFE, CCI, CRMT,
(Initial, Conversion, Recurrent and others)
Cabin Crew ground training and checking CC GTI, CCI, CRMT, GTI
Cabin Crew in-flight checking CCI, LC SCCM
Table 2. Assigned Training Duties
* ETF Airways TRI standardisation Course includes training and assessment for LIFUS training and after completing
TRI Standardisation Course TRI is considered as qualified for LIFUS training same as LTC.
For specific subjects of the training’s specialist can be assigned in order to support the trainings and will have a
status of GTI. Such persons are for example CAMO postholder, Safety Manager, Specialist used for supporting CRM
training…
Some of the flight crew trainings can be done by CC GTI or CCI (ESET as example) and some specific technical or
type related trainings applicable to Cabin crew members can be done by flight crew members designated as GTI.
For MCF when task specialist is required, he/she shall be trained and briefed for items specified in MCF program.
1.2.6 DUTIES AND RESPONSIBILITIES OF TRAINING AND CHECKING PERSONNEL

Each appointee shall be responsible for:
• Carrying out training or checking as directed for flight and Cabin Crew members and ensuring that the
applicable standards of proficiency are maintained.
• Correcting any procedure not in accordance with the Training Manual, Operations Manual or the
requirements.
• Supervising ground and Line training.
• Familiarizing flight for Cabin Crew members with the latest operational procedures.
• Where so qualified, carrying out Line Checks on behalf of the Company.
• Making proposals for improving safety standards and efficiency in training and line operations.
• Completing training and check forms promptly on completion of the training or check and for forwarding
the completed forms to the appropriate office.
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1.2.7 QUALIFICATIONS, EXPPERIANCE AND PRIVILEDGES OF THE TRAINING AND CHECKING PERSONNEL
1.2.7.1 GENERAL
Prior to appointment to a training position, nominees must have been checked in those duties applicable to the
appointment. A certificate of competence to conduct the duties of the particular training or checking capacity
must be verified and evidence retained on the individual's personal training file. For Flight crew training and
checking personnel who require occupying either pilot's seat, it is essential that they are additionally checked and
certified in their normal and emergency duties in both seats.
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1.2.7.2 MINIMUM REQUIREMENTS TRI/SFI

Provided he satisfies the operator’s experience and knowledge, the holder of a FCL TRI/SFI qualification is entitled
to conduct aeroplane and/or FSTD training part of ETF OM D approved training programs as per table 2 Assigned
Training Duties above.
The instructor shall have a valid TRI/SFI EASA license endorsement and a valid type rating. Part FCL experience
requirements apply.
In addition, all instructors must pass a TRI/SFI Company Standardization Program as described in OM D 2.1.8, OM
D 2.1.9. For continuous use of the company privileges to act as TRI/SFI instructors already appointed to conduct
the duties are required to satisfy the provisions of OM D 2.1.10 Instructor Standardization Program.
While TRI/SFI is a part FCL term, there instructors also perform vital role in Airline training processes. In order to
be allowed to perform their duties, some requirements in addition to part FCL need to be fulfilled.
Please refer to 1.2.7.4 “Limitations” for further requirements.
Before Appointment of FCL Qualified TRI/SFI to perform TRI /SFI duties in ETF Airways, TM shall:
Confirm that a minimum level of experience (TRI/SFI certificate) has been attained
Review the training records of potential selectees.
Ask for Recommendations from Flight Operations management and/or the training department.
Process shall be recorded on TRI/SFI training form.
1.2.7.3 TRI/SFI PRIVILEDGES
Depending on limitations from 1.2.7.4, TRI can perform all flight duties and simulator training.
Only an examiner can perform OPC/LPC.
Depending on limitations from 1.2.7.4, SFI can perform all simulator training
1.2.7.4 LIMITATIONS TRI/SFI
TYPE OF DUTY REQUIRED CONDITION
Simulator training TRI/SFI with finished ETF Airways TRI/SFI Company Standardisation
Program *
OPC/LPC TRE or SFE *
Line training TRI with finished ETF Airways TRI Company Standardisation Program * in
addition to all other requirements for active flight crew (OCC, recurrent
etc.), and no restrictions for LIFUS in TRI certificate. **
Line check TRI with finished ETF Airways TRI Company Standardisation Program * and
approved to perform Line Checks by TM
Act as Commander TRI satisfying all requirements for a normal Commander
Either seat duty For TRI Commanders, RH seat qualification.
Table 3. Limitations TRI/SFI
* For the continuous use of privileges of TRI/SFI they must be enrolled into ETF Airways Company Instructor
standardization program as per OM D 2.1.10.
** ETF Airways TRI standardisation Course includes training and assessment for LIFUS training and after
completing TRI Standardisation Course TRI is considered as qualified for LIFUS training same as LTC.
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1.2.7.5 LINE TRAINING COMMANDER LTC MINIMUM REQUIREMENTS/ PRIVILEDGES AND EXTENSION
ETF AIRWAYS is responsible to nominate a commander to act as a Line Training Commander (LTC) who shall
comply with minimum requirements as listed below to ensure the highest standards of safety.
After formal acceptance of candidate to be trained for LTC, LTC Training Program described in OM D 2.1.7
shall be done.
1.2.7.6 MINIMUM REQUIREMENTS FOR COMMANDERS TO BE UPGRADED/APPOINTED TO LTC
• A minimum of 3000 hours flying time on MPA similar to the type of aircraft operated by ETF Airways
• A minimum of 500 hours flying time as PIC on the type
• A minimum of 3 months line flying duties as a CMD with ETF Airways
• Successfully completed ETF Airways LTC Training Program.
Before Appointing Commander for LTC the TM shall:

• Confirm that a minimum level of experience has been attained
• Review the training records of potential selectees;
• Ask for Recommendations from Flight Operations management and/or the training department.
Process shall be recorded on LTC training form.
1.2.7.7 LTC PRIVILEDGES AND LIMITATIONS
The privileges of LTC are:
• Carrying out line flying under supervision and line checking (if approved by the TM)
• Carrying out area and airport training.
Required conditions and limitations are stated in table below:
TYPE OF DUTY REQUIRED CONDITION

Line training LTC with finished ETF Airways LTC Training Program in addition to all other
requirements for active flight crew (OCC, recurrent etc.)
Line check LTC with finished LTC Training Program and approved to perform Line
Checks by TM (For performing Line Checks LTC must have completed
training on CRM concept and assessment of CRM skills during ETF Airways
LTC Training Program)
Act as Commander LTC satisfying all requirements for a normal Commander
Either seat duty LTC, RH seat qualification required
Table 4. Required Conditions and limitations LTC
* For the continuous use of privileges of LTC, they must be enrolled into ETF Airways Instructor standardization
program as per OM D 2.1.10.
All LTC’s must meet the experience and recency requirements and must be current in right hand seat qualification.
LTC’s are prohibited to do any asymmetric thrust flight operations as well as to simulate instrument flight
conditions during the flight.
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1.2.7.8 GTI MINIMUM REQUIREMENTS AND PRIVILEDGES

The minimum requirements to act as ground instructor are as follows:
• Have the appropriate experience in aviation and knowledge of the applicable subject
• Have previous experience in providing ground training (see exemption below)
If the instructor is new (no previous experience in training), the TM shall have a briefing/interview with the
candidate for appointing for GTI duties in order to assess this person’s preparation for the training (the trainer
shall describe how the training shall be done and present the training materials) brief the trainer about any other
details.
1.2.7.9 GTI PRIVILEDGES
GTI’s can use the privileges to carry out ground training and checking as required to the flight and Cabin Crew as
well as other ETF Airways personnel. Ground instruction includes but are not limited to aircraft systems and
procedures, special operating procedures, all weather operations, etc.
For the trainings required specific knowledge GTI’s must have the specific specializations and knowledge related to
assigned areas of training.
GTI must be qualified for delivery of certain training modules and must be in possession of certain
instructor/trainer certificate to be able to deliver training on the following subjects:
• CRM training (CRMT trainer certificate)
• First Aid training (First Aid instructor certificate)
• Aviation Security (Aviation Security specialist with adequate knowledge)
• DGR (DGR instructor certificate)
• FRMT (FRMT instructor certificate)
• SMS (briefed by the Safety Manager)
1.2.7.10 CABIN CREW TRAINING PERSONNEL
1.2.7.10.1 CABIN CREW GROUND TRAINING INSTRUCTOR (CC GTI)
Cabin Crew GTI shall have adequate knowledge about the subject they are teaching and are assigned upon
Training Manager and Cabin Training Manager approval. ETF Airways shall submit the names and certificates of
completion of the Cabin Crew Ground Training Instructors to the CCAA.
GTI must meet the following requirements:
• Be well familiar with the operator's procedures and organization
• Have good knowledge of the contents of Operation's manual, operational documents, forms and related
records
• To be in possession of valid EASA Cabin Crew Attestation
• To have at least a total of 24 months experience as Cabin Crew Member
• Have completed "Train the Trainer" training and operator internal training for operator's specific elements
• GTI must be qualified for delivery of certain training modules and must be in possession of certain
For CRM trainer requirements refer to OM-D 1.2.7.11.12
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GTI is authorized for the following:

Cabin crew ground classroom training for:
• Aircraft Type Specific and Operator Conversion Training
• Differences Training
• Recurrent Training
• Refresher Training
• Senior Cabin Crew Member training (GTI with at least 1 year of experience as SCCM)
• Instructor Training (GTI with at least 3 years training experience and appointed by the MCT)
• Cabin crew practical training in representative training devices
• Aircraft visits
• Checking of written, practical or verbal exams following ground training
1.2.7.10.2 CABIN CREW INSTRUCTOR (CCI)
CCI shall have adequate knowledge about the subject they are teaching, and are assigned upon Training Manager
and Cabin Training Manager approval. ETF shall submit the names and certificates of completion of the Cabin Crew
Instructors to the CCAA.
CCI must meet the following requirements:
• Have good knowledge of the contents of Operation's manual, operational documents, forms and related
records
• To be in possession of Senior Cabin Crew Member certificate or training record
• Have at least one year of experience on airplane type as Senior Cabin Crew Member; or
• Have four years of continuous flying as cabin crew member
• Have completed "Train the Trainer" training and Operator internal training for operator's specific elements
• CCI must be qualified for delivery of certain training modules and must be in possession of certain
For CRM trainer requirements refer to OM-D 1.2.7.11.12
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CCI is authorized for delivering the following training:

• Cabin crew ground classroom training for:
• Aircraft Type Specific and Operator Conversion Training
• Differences Training
• Recurrent Training
• Refresher Training
• Senior Cabin Crew Member Training
• Instructor training (only CCI with more than 3 years training experience and appointed by the MCT)
• Cabin crew practical training in representative training device
• Aircraft visits
• Checking of written, practical or verbal exams following ground training
• In-flight Line Check
•
1.2.7.10.3 Line Check Senior Cabin Crew Member (LC SCCM)
LC SCCM shall be qualified SCCM with adequate knowledge on conducting a check on Cabin Crew as directed and
ensuring that the applicable standards of proficiency are maintained. LC SCCM are assigned upon Training
Manager and Cabin Training Manager approval.
LC SCCM must meet the following requirements:

• Have good knowledge of the contents of Operation Manual, operational documents, forms and related
records
• have completed Aircraft Type Specific and Operator Conversion Training;
• have completed Senior Cabin Crew Member Training
• have successfully completed a Line Check Senior Cabin Crew Member Training.
• Have good flight experience on airplane type(s) as Senior Cabin Crew Member; or
• Have at least two years of continuous flying as Cabin Crew Member.
LC SCCM is authorized for delivering the following training:

• In-flight Line Check
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1.2.7.11. CRM Trainers (CRMT)

1.2.7.11.1 Flight Crew CRM Trainer (CRMT)
(a) Applicability
The provisions described herein shall be fulfilled by flight crew CRM Trainers responsible for classroom CRM
training. These provisions are not applicable to instructors, holding a certificate in accordance with Commission
Regulation (EU) No 1178/2011, when conducting CRM training in the operational environment, and trainers or
instructors when conducting training other than CRM training, but integrating CRM elements into this training.
(b) Qualification of a flight crew CRM trainer
(1) Prerequisites.
A flight crew CRM trainer should:
(i) have adequate knowledge of human performance and limitations (HPL), whilst having obtained a
commercial pilot licence in accordance with Commission Regulation (EU) No 1178/2011 or having followed
a theoretical HPL course covering the whole syllabus of the HPL examination;
(ii) have completed flight crew initial operator’s CRM training;
(iii) have received training in group facilitation skills, except for instructors holding a certificate in
accordance with Commission Regulation (EU) No 1178/2011.
(2) In order to qualify as flight crew CRM trainer, a person meeting the prerequisites should:
(i) have adequate knowledge of the relevant flight operations at one operator, in accordance with (d);
(ii) receive the initial training in accordance with (c)(3); and
(iii) be assessed by that operator in accordance with (f).
(3) In order to act as flight crew CRM trainer at an operator, a qualified and current flight crew CRM trainer should
meet one of the following conditions:
(i) have adequate knowledge of the relevant flight operations at that operator, in accordance with (d); or
(ii) be part of a team of trainers in accordance with (e).
(4) The period of validity of the flight crew CRM trainer qualification should be 3 years.
(5) Recency and renewal of the flight crew CRM trainer qualification
(i) The flight crew CRM trainer should complete CRM trainer refresher training within the last 12 months of the 3-
year validity period; and
(ii) The flight crew CRM trainer should meet one or both of the following conditions:
(A) conduct at least 3 CRM training events within the 3-year validity period;
(B) be assessed within the last 12 months of the 3-year validity period in accordance with (f); and
(iii) If the flight crew CRM trainer qualification has expired, it can be renewed if all of the conditions below are
met. The validity should be 3 years after completion of (A) and (C) below, whichever comes first:
(A) complete CRM trainer refresher training;
(B) receive refresher training on knowledge of the relevant flight operations, as necessary;
(C) be assessed in accordance with (f).
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(c) Training of flight crew CRM trainer
(1) For time being ETF Airways does not train flight crew CRM trainers. The initial and refresher training of
the flight crew CRM trainers are conducted by outsourced providers with flight crew CRM trainers with
a minimum of 3 years of experience.
When contracting outsourced providers ETF Airways must ensure that their training programs fulfills
the other requirements from (c) as applicable.
(2) Training of flight crew CRM trainers should be both theoretical and practical. Practical elements should
include the development of specific trainer skills, particularly the integration of CRM into line operations.
(3) The initial training of flight crew CRM trainers should include the following:
(i) introduction to CRM training and competencies for CRM trainers:

(A) ability to interact with and manage a group;
(B) ability to pre-plan an objective and timely training session;
(C) ability to deliver a good balance of ‘telling’, ‘selling’ and ‘facilitating’;
(D) ability to connect realistically poor and good CRM to the operations;
(E) ability to assess the performance, the progress and needs of trainees in a meaningfully way;
(ii) operator’s management system as defined in point (a)(7) of AMC1 ORO.FC.115; and
(iii) characteristics of the flight crew CRM training as defined in Table 1 of AMC1 ORO.FC.115 and its integration
into line operations:
(A) the different types of CRM trainings (initial, recurrent, etc.);
(B) combined training; and
(C) training related to the type of aircraft or operation.
(iv) Instructors holding a certificate in accordance with Commission Regulation (EU) No 1178/2011 may be
credited towards (i) and (ii) if they have completed the refresher training defined in (4).
(4) The refresher training of flight crew CRM trainers should include new methodologies, procedures
and lessons learned, as well as additional topics such as the following:
(i) Group facilitation skills including team dynamics, moderation skills and use of questions
(ii) Course preparation, defining objectives and selecting methods to best convey knowledge (e.g. lecture, group
work, case analysis, gamification, scenario-based training, individual research)
(iii) Safety culture and management systems
(iv) An example of an analysis of CRM factors in an accident or serious incident.
(v) New developments or research in human factors and CRM
(vi) TEM principles and their practical implementation in normal operations
(5) Instructors, holding a certificate in accordance with Commission Regulation (EU) No 1178/2011, who
are also CRM trainers, may combine the CRM trainer refresher training with instructor refresher training if the
instructor refresher training meets all of the conditions defined in (4).
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(d) Knowledge of the relevant flight operations

(1) ETF Airways should evaluate the experience and knowledge of the flight crew CRM trainer. The
evaluation should include at least:
(i) the operational experience of the flight crew CRM trainer as a flight crew member;
(ii) whether this experience as a flight crew member or a former flight crew member covers the aircraft category,
the aircraft generation and the form of operations, as relevant to the operator.
(2) If the flight crew CRM trainer does not have the relevant knowledge of the relevant flight operation
based on the evaluation in (1), the Flight crew CRMT shall not be accepted as ETF Airways Flight Crew
CRMT. The provision for training the Flight Crew CRMT if he does not have the relevant knowledge of
relevant flight operations based on evaluation in (1) will not be used in ETF Airways for time being, instead
provisions from (e) – training assistant can be used if needed.
(3) Assessment of Flight crew CRMT is described in (f) below.
(e) Team of CRM trainers

If the flight crew CRM trainer is qualified in accordance with (b) but does not meet the conditions defined in (d), he
or she may be assisted by a training assistant that has the knowledge of the relevant flight operations. ETF Airways
should ensure that all the following conditions are met:
(1) The training assistant should meet the condition defined in (c) but needs not meet the conditions defined in
(b). The training assistant should be an instructor or have experience in ground training.
(2) The flight crew CRM trainer and the training assistant should prepare the training session together and adapt it
to the operational needs of the operator.
(3) If the flight crew CRM trainer and the training assistant have already provided training for the operator or for a
similar operator, the operator may determine that condition (2) is met.
(4) The flight crew CRM trainer and the training assistant should provide the training together.
(5) The flight crew CRM trainer remains responsible for the training.
(f) Assessment of a flight crew CRM trainer

(1) ETF Airways should ensure that the process for the assessment is included in the operations manual describing
methods for observing, recording, interpreting and debriefing the flight crew CRM trainer. All personnel involved
in the assessment must be credible and competent in their role.
A Flight Crew CRMT will be assessed by the ETF Airways when conducting the first CRM training course. This first
assessment should be valid for a period of 3 years. The assessment will be recorded in the CRM Trainer
assessment form which can be found in Appendix 3 of OM D. The form shall be stored in cabin crew CRMT
personal file.
The checklist in Table below provides guidance on the assessment of a Flight crew CRM trainer. If a Flight crew
CRM trainer is competent in his/her role, the response to the questions in table below should be ‘yes’. When
answering the questions in Table, justifications and examples related to the responses given should be provided.
After the assessment Flight crew CRMT shall be debriefed about their performance, and notes shall be written in
the form. All personnel involved in the assessment are designated by Training Manager and must be credible and
competent in their role
Personnel involved in assessment can be outsourced till ETF Airways cabin Crew CRM Training personnel reaches
the required experience (at least 3 years experience as flight crew CRMT) and acceptable to TM.
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For assessment of Cabin Crew CRM Trainer table below shall be used:
Response
Questions to assess a flight crew CRM trainer
yes/no
Did the CRM trainer demonstrate the knowledge required for the role?
Did the CRM trainer support CRM concepts?
Did the CRM trainer encourage trainees to participate, share their experiences
and self-analyse?
Did the CRM trainer identify and respond to the trainees’ needs relative to
expertise/experience?
Did the CRM trainer show how CRM is integrated in technical training and line
operations?
Did the CRM trainer incorporate company CRM standards when appropriate?
Did the CRM trainer identify and discuss the non-technical reasons involved in
accidents, incidents and events included in case studies?
Did the CRM trainer regularly check for understanding and resolve ambiguities?
Did the CRM trainer demonstrate effective instruction and facilitation skills?
Did the CRM Trainer pays appropriate attention to group management
Did the CRM Trainer pays appropriate attention to group dynamics
Did the CRM Trainer pays appropriate attention to personal awareness
(2) The assessment should enable the flight crew CRM trainer to demonstrate the knowledge and ability to train
the CRM training elements in the non-operational environment. Special attention should be given to fields such as
group management, group dynamics and personal awareness.
(3) The initial assessment of a flight crew CRM trainer by ETF Airways shall take place when conducting their first
CRM training course.
(4) The assessment of flight crew CRM trainers should be conducted by flight crew CRM trainers with a minimum
of 3 years of experience.
(g) ETF Airways should only select a qualified and current flight crew CRM trainer meeting the conditions defined
in (d) or (e).
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1.2.7.11.2 Cabin Crew CRM Trainer (CRMT)

1. Applicability
The provisions described herein shall be fulfilled by cabin crew CRM Trainers responsible for classroom CRM
training. These provisions are not applicable to trainers or instructors conducting training other than CRM training,
but integrating CRM elements into this training. Nevertheless, trainers or instructors who are integrating CRM
elements into the aircraft type training, recurrent training or senior cabin crew member training should have
acquired relevant knowledge of human performance and limitations, and have completed appropriate CRM
training.
2. Qualification of cabin crew CRM trainer
(a) The cabin crew CRM trainer, in order to be suitably qualified, should:
(i) have adequate knowledge of the relevant flight operations;
(ii) have received instructions on human performance and limitations (HPL);
(iii) have completed an introductory CRM course, as required in Annex V (Part-CC) to Commission Regulation (EU)
No 1178/2011, and an operator’s CRM training, as specified in Commission Regulation (EU) 965/2012 AMC1
ORO.CC.115(e);
(iv) have received training in group facilitation skills;
(v) have received additional training in the fields of group management, group dynamics and personal awareness;
and
(vi) have demonstrated the knowledge, skills and credibility required to train the CRM training elements in the
non-operational environment, as specified in Table 1 of Commission Regulation (EU) 965/2012 AMC1
ORO.CC.115(e).
(b) An experienced CRM trainer may become a cabin crew CRM trainer if he/she demonstrates a satisfactory
knowledge of the relevant flight operations and the cabin crew working environment, and fulfils the provisions
specified in 2 (a) (ii) to 2 (a) (vi) above.
(c) For ETF Airways CRMT Standardization refer to OM D 2.4.4.
3. Training of cabin crew CRM trainer
ETF Airways does not have approved program for training of cabin crew CRM trainers as well as cabin crew CRM
trainer’s refresher training. Those trainings shall be outsourced till development of the training programs and
adequate inhouse CRM trainers providing the courses are hired.
4. Assessment of cabin crew CRM trainer
A cabin crew CRM trainer will be assessed by the ETF Airways when conducting the first CRM training course. This
first assessment should be valid for a period of 3 years. The assessment will be recorded in the CRM Trainer
assessment form which can be found in Appendix 3 of OM D. The form shall be stored in cabin crew CRMT
personal file.
The checklist in Table below provides guidance on the assessment of a cabin crew CRM trainer. If a cabin crew
CRM trainer is competent in his/her role, the response to the questions in table below should be ‘yes’. When
answering the questions in Table, justifications and examples related to the responses given should be provided.
After the assessment cabin crew CRMT shall be debriefed about their performance, and notes shall be written in
the form. All personnel involved in the assessment are designated by Training Manager and must be credible and
competent in their role
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Personnel involved in assessment can be outsourced till ETF Airways cabin Crew CRM Training personnel reaches
the required experience acceptable by regulation and acceptable to TM.
For assessment of Cabin Crew CRM Trainer table below shall be used:
Response
Questions to assess a flight crew CRM trainer
yes/no
Did the CRM trainer demonstrate the knowledge required for the role?
Did the CRM trainer support CRM concepts?
Did the CRM trainer encourage trainees to participate, share their experiences
and self-analyse?
Did the CRM trainer identify and respond to the trainees’ needs relative to
expertise/experience?
Did the CRM trainer show how CRM is integrated in technical training and line
operations?
Did the CRM trainer incorporate company CRM standards when appropriate?
Did the CRM trainer identify and discuss the non-technical reasons involved in
accidents, incidents and events included in case studies?
Did the CRM trainer regularly check for understanding and resolve ambiguities?
Did the CRM trainer demonstrate effective instruction and facilitation skills?
Did the CRM Trainer pays appropriate attention to group management
Did the CRM Trainer pays appropriate attention to group dynamics
Did the CRM Trainer pays appropriate attention to personal awareness
5. Recency and renewal of qualification as cabin crew CRM trainer

For recency of the 3-year validity period, the cabin crew CRM trainer should:
• conduct at least 2 CRM training events in any 12-month period;
• be assessed within the last 12 months of the 3-year validity period by the ETF Airways (through inhouse or
subcontracted CRMT as available); and
• complete CRM trainer refresher training within the 3-year validity period.
The next 3-year validity period should start at the end of the previous period.
For renewal, i.e. when a cabin crew CRM trainer does not fulfil the provisions for recency , he/she should, before
resuming as cabin crew CRM trainer:
• comply with the qualification provisions of 2 (Qualification of cabin crew CRM trainer) and 4 (Assessment
of cabin crew CRM trainer) above and,
• complete CRM trainer refresher training as described in OM D 2.4.3 (note that refresher training is
subcontracted as stated in OM D 2.4.3 and explained in para 3 ( Training of cabin crew CRM trainer) above.
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1.3 ADMINISTRATION
1.3.1 GENERAL
The Training Manager in consultation with the Flight Operations Manager, the Cabin Crew Manager and the Cabin
Crew Manager Training will be responsible for determining the syllabi, contents and time scales for all training
courses.
He will ensure that sufficient ground training courses and flying training programs are arranged to accommodate
planned operations.
He will also be responsible for ensuring that sufficient training and checking staff are available to meet the training
requirements.
1.3.2 TRAINING/CHECKING RECORDS
Once a training or check has been completed, the authorized person including third party training organization
conducting the training or checking will forward the completed forms to the Training Manager.
The TM assisted by the Flight Operations Director, Cabin Training Manager and administration staff will ensure
that the forms have been correctly completed and are retained on the individual Flight and Cabin Crew Member’s
file.
The following forms and/or records from the training and checking are required to be stored in the personal files:
For Flight Crew:
• Ground and refresher training
• Operator Proficiency Check (OPC) / License Proficiency check (LPC
• Conversion and Recurrent training
• Pre-Flight Inspection training
• Line flying under supervision
• Line check
• RH seat qualification
• Emergency and Safety Equipment check (Annual, and Triennial)
• CRM training
• DGR Training completion record
• Aviation Security Training completion record
• Route and Aerodrome Competence through Leon Software
• First Aid (if done in ETF internally)
• Recent experience - retrieved from crew planning and scheduling system.
• TRI, TRE, SFI and SFE training and assessment forms
• Specific and special approval training TCAS, RVSM, LVTO
• Safety Management System briefing
• English proficiency (as a part of licence endorsement in the flight crew licence)
• CRM Trainer Assessment Record
• CRMT Refresher Training Record
• FRMT Training completion record
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The following forms and/or records from the training and checking are required to be stored in the personal files
for cabin crew:
• Cabin Crew Attestation (CCA)
• Cabin Crew Medical Report
• Aircraft Type Specific and Operator Conversion Training Record
• Familiarisation Training Record
• Familiarisation Fight record
• Line Check Flight Record
• Differences Training Record
• Recurrent Training Record
• Refresher Training Record
• Senior Cabin Crew Member Training Record (for SCCMs)
• Instructor Training Record (for CCI / CC GTI)
• Instructor Training Assessment Records (for CCI / CC GTI)
• CRM Trainer Assessment Record (for CRMT)
• CRMT Refresher Training Record (for CRMT)
• Aircraft Type Qualification (ATQ) Card
• Practical Training Record (triennial element of recurrent training)
• Safety Management System Training completion record
• FRMT Training completion record
• DGR Training completion record
• Aviation Security Training completion record
• First Aid training completion record (if completed by external training provider)
The forms described above can be as a separate form when applicable, in a form of attendance list, personal
training record forms or training booklet which are given to crew members at the beginning of training
The Training Manager will notify the Crew Rostering Department, which will notify Flight Crew and Cabin Crew
concerned sufficiently in advance of the expiry of any check/test/training.
Electronic copies (scans) of forms will be uploaded on LEON software when applicable (for ex. Last OPC, last Line
check...) so the crew members have access to the forms via their personal account.
LEON crew planning software is set up so as to send notifications to flight and cabin crew members of expiry of
any endorsement which are due to expire (normally at least 45 days in advance and continue notifying till the new
expiry date is entered into the system).
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1.3.3 PERIODS OF VALIDITY

1.3.3.1 RECENCY OF EXPERIENCE
A pilot shall not operate an aircraft in commercial air transport or carrying passengers as PIC or co-pilot unless
he/she has carried out, in the preceding 90 days, at least 3 take -offs, approaches and landings in an aircraft of the
same type or on FFS representing that type.
The 90-day period prescribed in subparagraphs (a) above may be extended up to a maximum of 120 days by line
flying under the supervision of a Type TRI or TRE appropriately qualified for LIFUS as per FCL.
The recency requirement is satisfied by a training flight or use of flight simulator of the aeroplane type to be used.
1.3.3.2 REQUALIFICATION TRAINING
A pilot who has not flown for more than 90 days must undergo requalification training. This training program
ensures that only those pilots who are current on all procedures which are necessary for a safe operation will be
assigned to flight duty.
The amount of training and checking required is determined by the TM after due note has been taken of the flight
crew member’s recency.
This Training may include Simulator Training and checking and shall be customized by TM. Number of FSTD hours
will be determined by the TM taking in consideration the pilot’s recency and shall include the recency of
experience training elements.
1.3.3.3 CABIN CREW ATTESTATION
The Cabin Crew attestation shall be issued with unlimited duration and shall remain valid unless:
• It is suspended or revoked by the CCAA; or
• Its holder has not exercised the associated privileges during the preceding 60 months on at least one
aircraft type.
1.3.3.4 LICENCE PROFICIENCY CHECK - LPC
Pilots may combine LPC with OPC. Training department shall ensure LPC is done on time. Validity is written in each
pilot’s license as an applicable Type Rating validity date.
1.3.3.5 ENGLISH LANGUAGE
Language Operational Level 4 is the minimum requirement for all pilot entrants to ETF Airways. Validity is written
on each licence.
1.3.3.6 OPERATOR PROFICIENCY CHECK –OPC
The period of validity of an operator proficiency check (OPC) shall be 6 calendar months in addition to the
remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous operator
proficiency check, the period of validity shall extend from the date of issue until 6 calendar months from the expiry
date of that previous operator proficiency check.
1.3.3.7 LINE CHECK - LC
The period of validity of a line check shall be 12 calendar months in addition to the remainder of the month of
issue. If issued within the final 3 calendar months of validity of the previous line check the period of validity shall
extend from the date of issue until 12 calendar months from the expiry date of that previous line check. The line
check must be conducted on the aircraft.
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1.3.3.8 ANNUAL EMERGENCY AND SAFETY EQUIPMENT TRAINING AND CHECKING

An operator shall ensure that each flight crew member undergoes training and checking on the location and use of
all emergency and safety equipment carried. The period of validity of an emergency and safety equipment check
shall be 12 calendar months in addition to the remainder of the month of issue. If issued within the final 3 calendar
months of validity of a previous emergency and safety check, the period of validity shall extend from the date of
issue until 12 calendar months from the expiry date of that previous emergency and safety equipment check.
1.3.3.9 TRIENNIAL EMERGENCY AND SAFETY EQUIPMENT TRAINING AND CHECKING
The period of validity of a Triennial emergency and safety equipment training shall be 3 calendar years in addition
to the remainder of the month issue. If issued within the final 3 calendar months of validity of a previous Triennial
emergency and safety equipment training, the period of validity shall extend from the date of issue until 3
calendar years from the expiry date of that previous Triennial emergency and safety equipment training.
1.3.3.10 FIRST AID TRAINING
1.3.3.10.1 CABIN CREW
The period of validity of an annual First Aid Training shall be 12 calendar months in addition to the remainder of
the calendar month of issue. If issued within the final 3 calendar months of validity of the previous First Aid
Training the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of
that previous First Aid Training.
1.3.3.10.2 FLIGHT CREW
Required during initial Type Specific and Operator Conversion Course only.
1.3.3.11 CREW RESOURCE MANAGEMENT - CRM
Flight and Cabin Crew members should complete the major elements of the full-length CRM course over a Three-
year recurrent training cycle. Recurrent training shall be done every 12 months
The period of validity of the CRM training shall be 12 calendar months in addition to the remainder of the month
of issue. If issued within the final 3 calendar months of validity of a previous CRM training, the period of validity
shall extend from the date of issue until 12 calendar months from the expiry date of that previous CRM training.
1.3.3.12 GROUND AND REFRESHER TRAINING (Type related)
ETF Airways shall ensure that each flight crewmember undergoes ground and refresher training at least every 12
calendar months. If the training is conducted within 3 calendar months prior to the expiry of the 12 calendar
months period, the next ground and refresher training must be completed within 12 calendar months of the
original expiry date of the previous ground and refresher training.
1.3.3.13 AEROPLANE/FSTD RECURRENT TRAINING
ETF Airways shall ensure that each flight crewmember undergoes aeroplane/FSTD training at least every 6
calendar months. If the training is conducted within 3 calendar months prior to the expiry of the 6-calendar
month’s period, the next aeroplane/FSTD training must be completed within 6 calendar months of the original
expiry date of the previous aeroplane/STD training.
1.3.3.14 PILOT QUALIFICATION TO OPERATE IN EITHER PILOT’S SEAT
The period of validity of the right-hand seat qualification shall be 12 calendar months in addition to the remainder
of the month of issue. If issued within the final 3 calendar months of validity of a previous RHS qualification, the
period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that
previous RHS qualification (The RHS check is combined with the OPC).
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1.3.3.15 ROUTE, AREA AND AERODROME COMPETENCE QUALIFICATION

Unless other validity period is stated for particular Aerodrome, Route or Area in separate programs in OM D, the
pilot-in-command/commander shall have had initial familiarization training on the route or area to be flown and
on the aerodromes, facilities and procedures to be used and shall maintain this knowledge as follows:
(1) The validity of the aerodrome knowledge shall be maintained by operating at least once on the aerodrome
within a 12 calendar months’ period.
(2) The route or area knowledge shall be maintained by operating at least once to the route or area within a 36
months’ period. In addition, refresher training is required regarding route or area knowledge if not operating on a
route or area for 12 months within the 36-month period.
ROUTE/AREA AND AERODROME RECENCY
(a) The 12-month period should be counted from the last day of the month:
(1) when the familiarization training was undertaken; or
(2) when the latest operation on the route or area was flown and when the aerodromes, facilities and procedures
were used.
(b) The 36-month period should be counted from the last day of the month:
(1) when the familiarization training was undertaken; or
(2) when the latest operation on the route or area was flown.
1.3.3.16 DANGEROUS GOODS TRAINING

The period of validity of Dangerous Goods training is 24 calendar months in addition to the remainder of the
month of issue. If issued within the final 3 calendar months of validity of a previous Dangerous Goods training the
period of validity shall extend from the date of issue until 24 calendar months from the expiry date of that
previous Dangerous Goods.
1.3.3.17 AVIATION SECURITY
The period of validity of Aviation Security training is 60 months in addition to the remainder of the month of issue.
If issued within the final 3 calendar months of validity of a previous Aviation Security training the period of validity
shall extend from the date of issue until 60calendar months from the expiry date of that previous AVSEC.
1.3.3.18 TRI, TRE, SFI and SFE
The TRI, TRE, SFI and SFE certificate are valid for a maximum period of three (3) years as endorsed in Flight Crew
license or TRE/SFE Certificate.
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CHAPTER 2
TRAINING SYLLABI AND CHECKING

PROGRAMS
OPERATIONS MANUAL
PART D
2-TRAINING SILLABY AND CHECKING PROGRAMS
Table of Contents
2 TRAINING SYLLABI AND CHECKING PROGRAMS ...............................................................................................4
2.1 FLIGHT CREW ...............................................................................................................................................4

2.1.1 GENERAL ............................................................................................................................................................... 4
2.1.2 PROVISION OF FLIGHT CREW TRAINING ............................................................................................................... 4
2.1.3 OPERATOR CONVERSION TRAINING AND CHECKING ........................................................................................... 7
2.1.4 RECURRENT TRAINING AND CHECKING .............................................................................................................. 57
2.1.4.19 RECURRENT MNPS NAT-HLA TRAINING AND CHECKING .......................................................................87
2.1.4.20 MNPS NAT-HLA INSTRUCTORS RECURRENT TRAINING .........................................................................89
2.1.5 DIFFERENCES TRAINING, FAMILIARISATION, EQUIPMENT AND PROCEDURE TRAINING ................................... 90
2.1.6. PILOT QUALIFICATION TO OPERATE IN EITHER PILOT SEAT ............................................................................... 98
2.1.7. LINE TRAINING COMMANDER (LTC) TRAINING ................................................................................................. 99
2.1.8 TRI COMPANY STANDARDISATION TRAINING .................................................................................................. 101
2.1.9 SFI COMPANY STANDARDISATION TRAINING................................................................................................... 103
2.1.10 ETF AIRWAYS COMPANY INSTRUCTOR STANDARDISATION PROGRAM ......................................................... 105
2.1.11 TRAINING AND STANDARDISATION PROGRAM FOR PERSONNEL PROVIDING FSTD UPSET PREVENTION AND
RECOVERY TRAINING (UPRT) ..................................................................................................................................... 108
2.1.12 MAINTENANCE CHECK FLIGHT (MCF) TRAINING ............................................................................................ 110
2.1.13 NARROW RWY OPERATIONS .......................................................................................................................... 114
2.1.14 MNPS/NAT-HLA (NORTH ATLANTIC HIGH-LEVEL AIRSPACE) INITIAL QUALIFICATION TRAINING ............................... 115
2.1.15 MNPS NAT-HLA INSTRUCTORS TRAINING ............................................................................................. 122
2.1.16 MNPS NAT-HLA INSTRUCTORS RECURRENT TRAINING .......................................................................... 127
2.1.17 COMMANDERS UPGRADE COURSE ...................................................................................................... 128
2.2 CABIN CREW ............................................................................................................................................ 141
2.2.1 INITIAL SAFETY TRAINING ................................................................................................................................. 145
2.2.2 AIRCRAFT TYPE SPECIFIC AND OPERATOR CONVERSION TRAINING ................................................................. 146
2.2.3 DIFFERENCES TRAINING ................................................................................................................................... 161
2.2.4 RECURRENT TRAINING ..................................................................................................................................... 171
2.2.5 REFRESHER TRAINING....................................................................................................................................... 185
2.2.6 SENIOR CABIN CREW MEMBER TRAINING ........................................................................................................ 192
2.2.7 INSTRUCTOR TRAINING .................................................................................................................................... 198
2.2.8 LINE CHECK SENIOR CABIN CREW MEMBER TRAINING .................................................................................... 205
12. POST FLIGHT DUTIES ..................................................................................................................................... 207
2.3 TECHNICAL CREW..................................................................................................................................... 208
2.4 OPERATIONS PERSONNEL INCLUDING CREW MEMBERS ............................................................................ 209
2.4.1 DANGEROUS GOODS TRAINING ....................................................................................................................... 209
2.4.2 SECURITY TRAINING.......................................................................................................................................... 212
2.4.3 CRM INSTRUCTOR REFRESHER TRAINING ........................................................................................................ 212
2.4.4 CRM INSTRUCTOR STANDARDISATION PROGRAMME ..................................................................................... 212
2.5 TRAINING SYLLABI AND CHECKING PROGRAMS FOR OPERATIONS PERSONNEL OTHER THEN CREW MEMBERS
..................................................................................................................................................................... 214
2.5.1 LEGAL BASIS ...................................................................................................................................................... 214
2.5.2 TYPES OF TRAINING .......................................................................................................................................... 214
2.5.3 TRAINING RECORDS .......................................................................................................................................... 214
2.5.4 TRAINING MATERIALS ...................................................................................................................................... 214
2.5.5 TRAINING FACILITIES ........................................................................................................................................ 214
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2.5.6 PERSONNEL INVOLVED IN TRAINING ................................................................................................................ 215

2.5.7 COMPETENCY CHECKS ...................................................................................................................................... 215
2.5.8 INITIAL COMPANY TRAINING ............................................................................................................................ 216
2.5.9 RECURRENT TRAINING ..................................................................................................................................... 216
2.5.10 CONVERSION TRAINING FOR NEW AIRCRAFT TYPE ........................................................................................ 216
2.5.11 REQUALIFICATION TRAINING ......................................................................................................................... 217
2.5.12 TRAINING PROGRAM ...................................................................................................................................... 218
2.5.13 FATIGUE MANAGEMENT TRAINING ............................................................................................................... 222
2.5.14 EFB ADNINISTRATOR TRAINING ..................................................................................................................... 224
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OPERATIONS MANUAL
PART D
2 TRAINING SYLLABI AND CHECKING PROGRAMS

2.1 FLIGHT CREW
2.1.1 GENERAL
Familiarization with Laws, regulations and procedures (Commission Regulation (EU) No 965/2012 ORO.GEN.110)
ETF Airways shall ensure that all employees are suitably trained for, and remain familiar with laws, regulations and
procedures required for their duties.
2.1.2 PROVISION OF FLIGHT CREW TRAINING
(a) All the training required in ETF Airways shall be conducted:

(1) in accordance with the training programmes and syllabi established in the ETF Airways OM D;
(2) by appropriately qualified personnel. In the case of flight and flight simulation training and checking, the
personnel providing the training and conducting the checks shall be qualified in accordance with Annex I (Part-FCL)
to Regulation (EU) No 1178/2011.
(b) When developing the training programmes and syllabi, ETF Airways shall include mandatory and non-
mandatory (recommendation) elements for the relevant type that are provided in the latest version of the
operational suitability data (OSD) established in accordance with Commission Regulation (EU) No 748/2012.
incorporated into training programs. (See also OM D 2.1.22)
(c) In the case of ETF Airways (CAT operations), training and checking programmes, including syllabi and use of
individual flight simulation training devices (FSTDs), shall be approved by the CCAA.
(d) The FSTD shall replicate the aircraft used by the operator, as far as practicable. Differences between the FSTD
and the aircraft shall be described and addressed through a briefing or training, as appropriate.
(e) ETF Airways shall establish a system to adequately monitor changes to the FSTD and to ensure that those
changes do not affect the adequacy of the training programmes.
TM shall made assessment of all the FSTD’s to be used for training and checking based on all the documents
available from the FSTD operator during initial FSTD approval and made a list of possible differences.
After initial approval of FSTD by ETF Airways as well as CCAA, TM will check if any differences were made on FSTD
before any training or checking cycle starts. This includes but is not limited to check of FSTD Approval Certificate by
EASA or National CAA of EASA member state, and if any changes of equipment or capabilities are recognized, new
assessment of FSTD shall be done.
ASSOCIATED COURSES/TRAININGS
The corresponding knowledge required is contained in the different parts of the Operation Manual (OM). All flight
crew personnel are owners of these manuals (accessible through company document management system).
For flight Crewmembers the required knowledge is:
• Initially introduced during the Operator conversion course, (refer to OM D part D 2.1.3)
Established, maintained and updated through the:
• Operator recurrent training and checking program (refer to OM part D 2.1.4);
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OPERATIONS MANUAL
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In addition, flight Crewmembers involved in training and checking duties are made familiar with the Operating
Manual part D and all related programs and procedures through:
• The initial training for LTC (refer to OM part D 2.1.7);
• The Company Standardization training for TRIs within ETF Airways (refer to OM part D 2.1.8);
• The Company Standardization training for SFIs within ETF Airways (refer to OM part D 2.1.9);
• The instructor standardisation program (refer to OM part D 2.1.10);
Important NOTE for TRE: It is the individual responsibility of each TRE to register and attend all recurrent
training prescribed and organized by the Authority they belong to. The company supports TRE recurrent
training by providing its Examiners with planning facilitations.
TRE Shall be trained in CRM concepts and assessment of CRM skills through the instructor standardisation
program.
2.1.2.1 Training and checking related to Operator AOC authorizations and airline specific operations
Each flight Crewmember shall be trained and/or checked on his knowledge and competencies in applying rules,
regulations and procedures associated with the Operator authorizations listed in the company AOC. In addition,
training and checking shall cover those items specific to the Airline operations.
During ground training under the item normal, abnormal and emergency procedures as well as Operational
Procedures during recurrent training items as thunderstorm avoidance, volcanic ash, and pilot incapacitation ,
ground de-icing/anti icing shall be addressed (refer to detailed OCC Ground Training and GND Recurrent training)).
Aircraft performance (take off, climb, cruise, approach and landing; obstacle; fuel planning; diversion planning;
MEL/CDL effect; drift down) will be covered during ground training as well as EFB training for performance
calculation.
2.1.2.2 OSD
When developing the training programmes and syllabi, ETF Airways shall include mandatory and non-mandatory
(recommendation) elements for the relevant type that are provided in the latest version of the operational
suitability data (OSD) established in accordance with Commission Regulation (EU) No 748/2012.
incorporated into training programs.
Elements to be included can be found in B 737 OSD.
Items applicable for 737 800 are:
• Multiple Flight Deck Alerts During Non-Normal Conditions.

• Stabilizer trim
• Runaway Stabilizer
• Unreliable Airspeed
• Tail strike emphasis
When developing the particular program for conversion and/or recurrent training TM shall take into consideration
the items listed as TASE and plan for adequate ground and FSTD training so as to cover those items into period not
exceeding 3 years or less as stated in 737 OSD.
TM shall keep himself updated with new issues of OSD via My Boeing Fleet account dedicated to him by ETF
Airways
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OPERATIONS MANUAL
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The list of flight crew trainings for AOC authorizations and specific to Airline operations included in Operator
conversion course (initial training), separate special training and Recurrent training are listed in the table below:
Training Subject Reference Commission Initial Training Recurrent Training

Regulation (EU) No 965/2012
(Part OPS)
SPA.RVSM.100, Conversion Course Recurrent training
RVSM AMC2 SPA.RVSM.105 (f) OM D 2.1.3 OMD 2.1.4
LVO AMC1 SPA.LVO.120 Conversion Course Recurrent training
OM D 2.1.3 OMD 2.1.4
CAT.OP.MPA.250 Conversion Course Recurrent training
Ice and other contaminants GM2CAT.OP.MPA.250(f) OM D 2.1.3 OMD 2.1.4
(ground and inflight CAT.OP.MPA.255
procedures) AMC1 CAT.OP.MPA.255(c)
ACAS GM1 CAT.OP.MPA.295(g) OM D 2.1.3 OMD 2.1.4
TAWS GM.1.CAT.OP.MPA.290 OM D 2.1.3 OMD 2.1.4
UPRT ORO.FC.220&230 Conversion Course Recurrent training
OM D 2.1.3 OMD 2.1.4
Continuous Descent Final CAT.OP .MPA.115 AMC3 Conversion Course Recurrent training
Approach CDFA CAT.OP.MPA.115(e) OM D 2.1.3 OMD 2.1.4
SPA.EFB.100 Conversion Course Recurrent training
EFB AMC4 SPA.EFB.100(b)(3) OM D 2.1.3 OMD 2.1.4 FSTD, LINE
CHECK
Qualification to operate in ORO.FC.135/235 OM D 2.1.6 Recurrent training
either pilot’s seat OMD 2.1.4
ORO.FC.115 Conversion Course Recurrent training
CRM AMC 1-3 ORO.FC.115 OM D 2.1.3 OMD 2.1.4
ORO.FC.215 and AMC
Conversion Course Recurrent training
DG SPA.DG.105(a) OM D 2.1.3 OMD 2.1.4
Conversion Course Recurrent training
AVSEC AMC1 ORO.GEN.110 (a) OM D 2.1.3 OMD 2.1.4
Fatigue Management ORO.FTL.250, AMC1 Conversion Course Recurrent training
Training ORO.FTL.250 OM D 2.1.3 OMD 2.1.4
Narrow RWY Operation OM D 2.1.12 Recurrent training
OMD 2.1.4
MCF NCO.SPEC.MCF.100 (a) OM D 2.1.13 N/A
MNPS NAT-HLA* SPA.MNPS.105 OM D 2.1.14 OM D 2.1.14
Commanders Upgrade OM D 2.1.17 N/A
Table 1
* MNPS NAT-HLA training is not mandatory training on OCC as FOM in coordination with the TM can decide if
based on experience and previous records particular flight crew members can be enrolled or not into MNPS NAT-
HLA training
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OPERATIONS MANUAL
PART D
2.1.3 OPERATOR CONVERSION TRAINING AND CHECKING
2.1.3.1 QUALIFICATION REQUIREMENTS

The minimum standard of qualification and the experience required to a Flight Crew Member before undertaking
an Operator Conversion Course are as follows:
• Holds an EASA ATPL or EASA CPL/IR with completed ATPL Theoretical Knowledge Examination.
• Holds an EASA Class 1 Medical Certificate.
• Be type rated on one of the Company’s aircraft
• Holds English Language proficiency (at least level 4).
2.1.3.2 GENERAL REQUIREMENTS
A flight crewmember will be required to complete an operator’s conversion course before commencing
unsupervised line flying:
• When joining ETF Airways, or
• When changing to an aircraft for which a new type rating is required.
The operator conversion training course shall include training on the equipment installed on the aircraft as
relevant to flight crew members’ roles.
Before operating, the flight crew member shall have received CRM training, appropriate to his/her role, as
specified in the operations manual.
Elements of CRM training shall be included in the aircraft type or class training and recurrent training as well as in
the command course.
ETF Airways does not provide Type Rating and command course training for the time being.
Elements of CRM training shall be integrated into the operator conversion training course as described in OM D
2.1.3.3.1 PROVISIONS OF TRAINING
CRM training shall be integrated into the operator conversion training course.
Once an operator conversion course has been commenced, the flight crew member shall not be assigned to flying
duties on another type of aircraft until the course is completed or terminated.
The amount of training required by the flight crew member for the operator’s conversion course is determined in
accordance with the standards of qualification and experience specified in the ETF Airways OM D 2.1.3.4 OCC
matrix and timetable, taking into account his/her previous training and experience.
The flight crew member shall complete:

(1) the operator proficiency check and the emergency and safety equipment training and checking before
commencing line flying under supervision (LIFUS); and
(2) the line check upon completion of line flying under supervision.
The operator conversion course is deemed to have started when the flight training has begun. The theoretical
element of the course may be undertaken ahead of the practical element.
Under certain circumstances the course may have started and reached a stage where, for unforeseen reasons, it is
not possible to complete it without a delay. In these circumstances, the operator may allow the pilot to revert to
the original type.
Before the resumption of the operator conversion course, the operator should evaluate how much of the course
needs to be repeated before continuing with the remainder of the course.
Provision for ZFTT (Type Rating based on zero flight-time training) cannot be used in ETF Airways till operator gains
required experience.
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OPERATIONS MANUAL
PART D
2.1.3.3 OPERATOR CONVERSION TRAINING SYLLABUS
General
The operator conversion training should include, in the following order:
• ground training and checking, including aircraft systems, and normal, abnormal and emergency
procedures;
• emergency and safety equipment training and checking, (completed before any flight training in an aircraft
commences);
• flight training and checking (aircraft and/or FSTD); and
• line flying under supervision and line check.
When the flight crew member has not previously completed an operator’s conversion course, he/she should
undergo general first-aid training and, if applicable, ditching procedures training using the equipment in water.
Where the emergency drills require action by the non-handling pilot, the check should additionally cover
knowledge of these drills.
The operator’s conversion may be combined with a new type/class rating training, as required by Commission
Regulation (EU) No 1178/2011.
The ETF Airways should ensure that:
• applicable elements of CRM training, Table 5 of OM D 2.1.3.12.2 Conversion Course CRM training are
integrated into all appropriate phases of the conversion training; and
• the personnel integrating elements of CRM into conversion training are suitably qualified, as specified in
Commission Regulation (EU) No 965/2012 AMC3 ORO.FC.115.
.
Ground training:
Ground training should comprise a properly organised programme of ground instruction supervised by training
staff with adequate facilities, including any necessary audio, mechanical and visual aids. Self-study using approved
documentation and/or appropriate electronic learning aids, computer-based training (CBT), virtual classroom
training etc., may be used with adequate supervision of the standards achieved.
The course of ground instruction should incorporate formal tests on such matters as aircraft systems, performance
and flight planning, where applicable.
Emergency and safety equipment training and checking

Emergency and safety equipment training should take place in conjunction with cabin/technical crew undergoing
similar training with emphasis on coordinated procedures and two-way communication between the flight crew
compartment and the cabin.
On the initial conversion course and on subsequent conversion courses as applicable, the following should be
addressed:
• Instruction on first-aid in general (initial conversion course only); instruction on first-aid as relevant to the
aircraft type of operation and crew complement, including those situations where no cabin crew is
required to be carried (initial and subsequent).
• Aero-medical topics, including:
1. hypoxia.
2. hyperventilation.
3. contamination of the skin/eyes by aviation fuel or hydraulic or other fluids.
4. hygiene and food poisoning; and
5. malaria.
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• The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-
filled environment.
• Actual fire fighting, using equipment representative of that carried in the aircraft on an actual or simulated
fire except that, with Halon extinguishers, an alternative extinguisher may be used.
• The operational procedures of security, rescue and emergency services.
• Survival information appropriate to their areas of operation (e.g. polar, desert, jungle or sea) and training
in the use of any survival equipment required to be carried.
• A comprehensive drill to cover all ditching procedures where flotation equipment is carried. This should
include practice of the actual donning and inflation of a lifejacket, together with a demonstration or
audio-visual presentation of the inflation of life-rafts and/or slide-rafts and associated equipment. This
practice should, on an initial conversion course, be conducted using the equipment in water, although
previous certified training with another operator or the use of similar equipment will be accepted in lieu of
further wet-drill training.
• Instruction on the location of emergency and safety equipment, correct use of all appropriate drills, and
procedures that could be required of flight crew in different emergency situations. Evacuation of the
aircraft (or a representative training device) by use of a slide where fitted should be included when the
operations manual procedure requires the early evacuation of flight crew to assist on the ground.
Flight training
Flight training should be conducted to familiarise the flight crew member thoroughly with all aspects of limitations
and normal, abnormal and emergency procedures associated with the aircraft and should be carried out by
suitably qualified class and type rating instructors and/or examiners. For specific operations, such as steep
approaches, ETOPS, or operations based on QFE, additional training should be carried out, based on any additional
elements of training defined for the aircraft type in the operational suitability data in accordance with Commission
Regulation (EU) No 748/2012, where they exist.
In planning flight training on aircraft particular emphasis should be placed on the practice of LOFT with emphasis
on CRM, and the use of crew coordination procedures, including coping with incapacitation.
Normally, the same training and practice in the flying of the aircraft should be given to co-pilots as well as
commanders. The ‘flight handling’ sections of the syllabus for commanders and co-pilots alike should include all
the requirements of the operator proficiency check required by Commission Regulation (EU) No 965/2012
ORO.FC.230.
Unless the type rating training programme has been carried out in an FSTD usable for ZFTT, the training should
include at least three take-offs and landings in the aircraft.
Line flying under supervision (LIFUS)

Following completion of flight training and checking as part of the operator’s conversion course, each flight crew
member should operate a minimum number of sectors and/or flight hours under the supervision of a flight crew
member nominated by ETF Airways.
Line flying under supervision provides the opportunity for a flight crew member to carry into practice the
procedures and techniques he/she has been made familiar with during the ground and flight training of an
operator conversion course. This is accomplished under the supervision of a flight crew member specifically
nominated and trained for the task. At the end of line flying under supervision the respective crew member should
be able to perform a safe and efficient flight conducted within the tasks of his/her crew member station.
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OPERATIONS MANUAL
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The minimum flight sectors/hours are specified in Table 4 OM D 2.1.3.10 Line Training under supervision and are
determined by the following:
(i) previous experience of the flight crew member;
(ii) complexity of the aircraft; and
(iii) the type and area of operation.
The number of sectors in the table are minimum which must be flown before the Line Check.TM can increase
those numbers taking into consideration some additional criteria as recency, time away from flying duty, gap in
experience on type due to operation on other type etc… For Commanders new on type the complexity of previous
type will be considered also and number of sectors in addition to minimum will be added by TM if needed.
Taking into consideration all the factors stated TM assigns the minimum LIFUS sectors in the Conversion Training
and Checking Trainee Logbook (see Appendix 3A) and explains the reason why extra sectors are assigned.
Instructors conducting the LIFUS can also ask TM for additional sectors in any stage.
It the required standards are not achieved or maintained during the LIFUS even after additional sectors are
assigned by the TM on request of Instructors, FOM and TM will decide if and when the procedure in OM D 3.2 shall
be activated. (Procedure to be applied in the event that personnel do not achieve or maintain required standards).
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OPERATIONS MANUAL
PART D
2.1.3.4 OPERATOR CONVERSION TRAINING AND CHECKING SYLLABUS MATRIX AND TIMETABLE
OPERATOR CONVERSION COURSE

TYPE OF CANDIDATE
MODULE TOPIC FIRST CONVERSION NEW TO COMPANY FROM TRAINING CHECK

COURSE OTHER OPERATOR
GROUND TRAINING
OCC.GND.1 Company Introduction ✓ ✓ 4:00 NO
01:00
OCC.GND.2 Aircraft Systems ✓ ✓ Self study
(Together with
Normal, Abnormal and Emergency OCC.GND.3
OCC.GND.3 ✓ ✓ 5:00
Procedures Module)
ADDITIONAL CLASSROOM TRAININGS
OCC.GND.4 Initial CRM ✓ NO 12:00 NO
OCC.GND.5 Conversion CRM NO ✓ 6:00 NO
OCC.GND.6 Dangerous Goods ✓ ✓ 6:00 1:00
12:00 classroom
OCC.GND.7 Aviation Security (AVSEC) ✓ ✓ 1:00
+ practical
OCC.GND.8 RVSM ✓ ✓ 01:00/Self study 01:00
(For Modules
OCC.GND.9 TCAS ✓ ✓ 01:00/Self study
OCC.GND.8,9
OCC.GND.10 TAWS ✓ ✓ 01:00/Self study and10)
Route,Area and Aerodrome
OCC.GND.11 ✓ ✓ 02:00 NO
Knowledge
OCC.GND.12 UPRT ✓ ✓ 3:00 NO
Flight path management (Manual or
automatic, as appropriate)during
unreliable Airspeed indication and
OCC.GND.13 ✓ ✓ 1:00 NO
other failures at high altitude in
aeroplanes with a maximum cruising
altitude above FL 300
OCC.GND.14 Fatigue management ✓ ✓ 2:00 NO
OCC.GND.15 Windshear ✓ ✓ 01:00 FSTD OPC
OCC.GND.16 SMS Training ✓ ✓ 4:00 NO
OCC.GND.17 EFB Training ✓ ✓ 5:00 OPC
OCC.GND.18 Pre-flight inspection training ✓ ✓ 2:00 On Line Check
OCC.GND.19 LVO ✓ ✓ 2:00 OPC ***
OCC.GND.20 Narrow RWY Operation ** ** Self study/FSTD NO
64:00/58:00 +
TOTAL HOURS 4:30
practical AVSEC
✸ Theorethical training to be performed in case of specific airport/ routes expected to be flown and customised according previous area of operation and
experiance of flight crews
** For Narrow RWY operation reffer to OM D 2.1.12
*** Check can be replaced by sucesfull completion of FSTD Training Reffer to OM D 2.1.3.26
MODULE TOPIC TYPE OF CANDIDATE TRAINING CHECK
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OPERATIONS MANUAL
PART D
FIRST CONVERSION NEW TO COMPANY FROM

COURSE OTHER OPERATOR
EMERGENCY AND SAFETY EQUIPMENT TRAINING AND CHECKING AMC1 ORO.FC.220 (a) (1) (ii) and AMC1 ORO.FC.220 (c)
ESET.1 First Aid AMC1 ORO.FC.220 (c) (2) (i) ✓ NO 2:00 NO

Aeromedical topics AMC1
ESET.2 ✓ NO 1:00 NO
ORO.FC.220 (c) (2) (ii)
The efect of smoke in an enclosed
area actual use of relevant
ESET.3 equipment in a simulated smoke- ✓ ✓ 0:30 NO
filled enviroment AMC1 ORO.FC.220
(c) (2) (iii)
Actual fire fighting AMC1
ESET.4 ✓ ✓ 0:30 NO
ORO.FC.220 (c) (2) (iv)
Operational procedures of security,
ESET.5 rescue and emergency services ✓ ✓ 0:30 NO
AMC1 ORO.FC.220 (c) (2) (v)
Survival information appropriate to

ESET.6 area of operation AMC1 ORO.FC.220 ✓ ✓ 0:30 NO
(c) (2) (vi)
Comprehensive ditching drill AMC1

ESET.7 ✓ ✸ 0:30 NO
ORO.FC.220 (c) (2) (vii)
Instruction on the location of
emergency and safety equipment,
correct use of all appropriate 01:00
ESET.8 drills,and procedures including ✓ ✓ 2:00 On therethical
Evacuation on an aircraft or part
representative training device
AMC1 ORO.FC.220 (c) (2) (vii)
TOTAL HOURS 7:30
✸ Training from previous aircraft/operator may be accepted provided the equipment to be used is similar. Evaluated by training Manager
Note: Time frame can be adjusted depending on group size/number of instructors performing ESET Modules 3,4,7 and 8
FLIGHT TRAINING AND CHECKING FSTD AMC1 ORO.FC.220 (a)(1)(iii) and AMC1 ORO.FC.220 (d)
TRG.1 FSTD Conversion Training ✓ ✓ 4:00
OPC.1 OPC ✓ ✓ 4:00
TOTAL HOURS 4:00 4:00
LINE FLYING UNDER SUPERVISION AND LINE CHECK AMC1 ORO.FC.220 (a)(1)(iv) and AMC1 ORO.FC.220 (e)
MIN 2 Sectors
LIFUS.1 Line flying under supervision (LIFUS) ✓ ✓ ✸ (One as PF one as
PM)
✸ Number of sectors/hours as per table 4 in OM D 2.1.3.9 LIFUS
Table 2
Note: For the purpose of systematization of the complete course all the courses requiring theoretical
instruction/theoretical knowledge tests except ESET which is presented as separate part in the table are
designated OCC. GND module
Detailed explanation and syllabi of the modules from the matrix are explained below
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2.1.3.5 COMPANY INTRODUCTION
Training duration Training done by Check required Validity Revalidation

04:00 GTI/SFI/TRI/SFE/TRE NO Once when changing operator N/A
METHODS OF TRAINING
SELF STUDY CLASSROOM √ CBT VIRTUAL CLASSROOM √
Completion of the course shall be verified by signature in Flight Crew Members Conversion Training and Checking
Trainee Log Book.
During this course the flight crewmember is familiarized (indoctrination) with the various aspects of the company:
• Company structure
• Authorized operations
• Duties and responsibilities
• Relevant state regulations
• EASA, SACA/SANA/SAFA
• Operations Manuals structure
• Documents hierarchy (Aircraft manufacturers documents vs Company manuals)
• Flight Documentations distribution and explanation (part of specific training is done during EFB training)
- Flight plan
- Crew briefing
- Journey log
- Load sheet
- Documents to retain on ground…
• Flight Time Limitation
• Roster and crewing
• ETF Airways Forms
• Safety review and forms
• Management System
• MEL / CDL & Tech Logbook
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OPERATIONS MANUAL
PART D
2.1.3.6 GROUND TRAINING

05:00 GTI/SFI/TRI/SFE/TRE YES 12 Months * Recurrent training
* 12 calendar months in addition to the remainder of the month of issue
When the ground training is conducted within 3 calendar months prior to the expiry of the 12 calendar months
period, the next ground training should be completed within 12 calendar months of the original expiry date of the
previous training. The last day of the month in which training and checking expires is considered as expiration
date.
METHODS OF TRAINING
SELF STUDY √ CLASSROOM √ CBT √ VIRTUAL CLASSROOM √
Trainee Log Book.
A flight crewmember shall undergo ground training that is relevant to the type or variant aircraft on which he is
certificated to operate.
Self-study of the ground and refresher training program (CBT or classroom) which consists of:
1. Aircraft systems: aircraft systems according current 3-year schedule are to be reviewed and tested (For
first Company OCC VOL 1 and VOL 2 systems will be reviewed and for any further as per current 3-year
schedule).
Differences and variants of the aircraft operated in ETF Airways shall be covered and checked in the test.
Those differences shall address the items from OSD as explained in Appendix 6 of OM D.
2. Normal, Abnormal and Emergency Procedures

Normal procedures shall include flight planning, ground-handling and flight operations, including performance,
mass and balance, fuel schemes, selection of alternates, and ground de-icing/anti-icing;
Procedures shall include specifics and differences in SOP, Abnormal and Emergency procedures in ETF Airways
compared to FCOM, FCTM and other Manufacturer’s manuals.
Special attention shall be paid for new ETF Airways specific call outs and Cockpit-Cabin Crew communication in
normal and emergency situations stressing the importance of standardised communication and consequences
when they are omitted.
Differences and variants of the aircraft operated in ETF Airways shall be covered and checked in the test.
Those differences shall address the items from OSD as explained in Appendix 6 of OM D.
This part of the training shall include the next procedures:
• Ground de/anti icing / contaminated runways / thunderstorm avoidance / volcanic ash;

• Pilot incapacitation
• ground-handling
• flight planning
• fuel schemes,
• selection of alternates
• Aircraft performance (take-off, climb, cruise, approach and landing; obstacle; fuel planning; diversion
planning; MEL/CDL effect; drift down).
• Mass and balance
• Accident/incident and occurrence review of relevant samples of accidents/incidents and occurrences to
increase awareness of the occurrences that may be relevant for the intended operation
• In-flight check of the landing distance at time of arrival and reporting on runway braking action
• Appropriate use of QRH
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Aircraft performance training will cover theoretical part and practical part which consists of use of Boeing OPT
application for Take and Landing calculations including Landing Dispatch as well as landing Enroute (Landing
distance calculations at time of arrival) calculations with samples given by instructor covering different RWYCC
with and without combinations with MEL or NNC items.
During practical training (OPT) the procedures described in ETF Airways OM shall be used and practiced.
Pilots which attend the first OCC training with EASA operator or pilots who does not pass the training for
performance calculations for landing distance at time of arrival and reporting on braking action shall complete the
full syllabus as follows:
(a) General
(1) Contamination
(i) Definition
(ii) Contaminants which cause increased drag thus affecting acceleration, and contaminants which cause reduced
braking action affecting deceleration
(iii) Slippery when wet condition
(2) Contaminated runway
(i) Runway surface condition descriptors

(ii) Operational observations with friction devices
(iii) Operator´s policy on the usage of:
A. reduced take-off thrust
B. reports by runway thirds
(iv) Stopway
(3) Runway condition codes
(i) RCAM
A. Differences between those published for aerodromes and flight crew
B. Format in use
C. The use of runway friction measurements
D. The use of temperature
E. RWYCC
F. Downgrade/upgrade criteria
G. Difference between a calculation and an assessment
(ii) Braking action

(iii) Use of aircraft wind limit diagram with contamination
(4) Runway condition report
(i) Availability
(ii) Validity
(iii) Performance and situational awareness
(iv) Decoding
(v) Promulgation and reception
(5) Aeroplane control in take-off and landing

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(i) Lateral control

A. Windcock effect
B. Effect of reversers
C. Cornering forces
D. Crosswind limitations (including operations when the cleared runway width is less than published
(ii) Longitudinal control
A. V1 correction in correlation with minimum control speed on ground
B. Aquaplaning
C. Anti-skid
D. Autobrake
(6) Take-off distance
(i) Acceleration and deceleration

(ii) Take-off performance limitations
(iii) Take-off distance models
(iv) Factors affecting TO distance
(v) Why to use the type and depth of contaminant instead of the RWYCC
(vi) Safety margins
(7) Landing distance

(i) Distance at time of arrival model
(ii) Factors affecting landing distance
(iii) Safety margins
(8) Exceptions
(i) States that do not comply with ICAO standards for RCR and assessment of the LDTA
(b) Flight planning
(1) Dispatch/in-flight conditions

(2) MEL/CDL items affecting take-off and landing performance
(3) Operator´s policy on variable wind and gusts
(4) Landing performance at destination and alternates
(i) Selection of alternates if an aerodrome is not available

A. En-route alternates
B. Destination alternates
(ii) Number of alternates
(iii) Runway condition
(c) Take-off
(1) Runway selection
(2) Take-off from a wet or contaminated runway
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(d) In-flight
(1) Landing distance
(i) Distance at time of arrival calculations
A. Considerations for flight crew
B. Operator´s policy
(ii) Factors affecting landing distance
(iii) Runway selection for landing
(iv) Safety margins
(2) Use of aircraft systems
(i) Brakes/autobrakes
(ii) Difference between friction limited braking and different modes of autobrakes
(iii) Reversers
(e) Landing techniques
(1) Flight crew procedures and flying techniques when landing on length limited runway
(f) Safety considerations

(1) Types of errors possible
(2) Mindfulness principles to avoid biases that may lead to errors
(g) Documentation and records
(h) AIREPs
(1) Assessment of braking action
(2) Terminology
(3) Automated/aircraft-generated braking action reports, if applicable
(4) Air safety reports, if flight safety has been endangered due to insufficient braking action
Pilots already passed the training for performance calculations for landing distance at time of arrival and reporting
on braking action within other EASA Operator shall follow the abbreviated syllabus at TM discretion.
TM shall decide if some of the items from the syllabus above can be credited.
EFB (OPT) is part of FSTD Training and checking and will be done on every FSTD Training and OPC using the
principles of RWYCC and GRF.
3. Knowledge of the ground training is verified by 50 questions, for which a passing mark of 75% is required
4. Test duration is 1 hour
Note 1: Part of Aircraft Performance training will be covered during EFB training (Calculation of take-off
performance, landing performance, with or without failures and CDL/MEL items)
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OPERATIONS MANUAL
PART D
2.1.3.7 EMERGENCY AND SAFETY EQUIPMENT TRAINING

07:30 CCI/GTI/First aid instructor NO* 12/36 months ** Recurrent Training
*Test required on theoretical part see OCC training matrix table 3 and text.
** 12/36 calendar months in addition to the remainder of the month of issue
When the ESET training is conducted within 3 calendar months prior to the expiry of the 12/36 calendar months
period, the next ESET training should be completed within 12 calendar months of the original expiry date of the
previous training. The last day of the month in which training and checking expires is considered as expiration date
METHODS OF TRAINING
SELF STUDY CLASSROOM √ CBT VIRTUAL CLASSROOM
Trainee Log Book.
TYPE OF CANDIDATE
MODULE TOPIC TRAINING CHECK

NEW TO COMPANY
FIRST CONVERSION COURSE FROM OTHER
OPERATOR
EMERGENCY AND SAFETY EQUIPMENT TRAINING AND CHECKING AMC1 ORO.FC.220 (a) (1) (ii) and AMC1 ORO.FC.220 (c)
ESET.1 First Aid AMC1 ORO.FC.220 (c) (2) (i) ✓ NO 2:00 NO

Aeromedical topics AMC1
ESET.2 ✓ NO 1:00 NO
ORO.FC.220 (c) (2) (ii)
The efect of smoke in an enclosed
area actual use of relevant
ESET.3 equipment in a simulated smoke- ✓ ✓ 0:30 NO
filled enviroment AMC1 ORO.FC.220
(c) (2) (iii)
Actual fire fighting AMC1
ESET.4 ✓ ✓ 0:30 NO
ORO.FC.220 (c) (2) (iv)
Operational procedures of security,
ESET.5 rescue and emergency services ✓ ✓ 0:30 NO
AMC1 ORO.FC.220 (c) (2) (v)
Survival information appropriate to

ESET.6 area of operation AMC1 ORO.FC.220 ✓ ✓ 0:30 NO
(c) (2) (vi)
Comprehensive ditching drill AMC1

ESET.7 ✓ ✸ 0:30 NO
ORO.FC.220 (c) (2) (vii)
Instruction on the location of
emergency and safety equipment,
correct use of all appropriate 01:00
ESET.8 drills,and procedures including ✓ ✓ 2:00 On therethical
Evacuation on an aircraft or part
representative training device AMC1
ORO.FC.220 (c) (2) (vii)
TOTAL HOURS 7:30
✸ Training from previous aircraft/operator may be accepted provided the equipment to be used is similar. Evaluated by training Manager
Note: Time frame can be adjusted depending on group size/number of instructors performing ESET Modules 3,4,7 and 8
Table 3
✸ Training from previous aircraft/operator may be accepted provided the equipment to be used is similar.
Evaluated by training Manager
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Note: Time frame can be adjusted depending on group size/number of instructors performing ESET Modules 3,4,7
and 8
ESET Training shall be completed before any flight training in an aircraft starts.
Emergency and safety equipment training should take place in conjunction with cabin crew undergoing similar
training with emphasis on coordinated procedures and two-way communication between the flight crew
compartment and the cabin.
On the initial conversion course and subsequent conversion courses as applicable, the following program will be
given by the appropriate ETF Airways ground instructor (GTI or CCI) or external training organization approved by
the CCAA or a combination of the two.
Training consists of:
1. Instruction on first aid in general (initial conversion only):

2. Aero medical topics:
• Hypoxia,
• Hyperventilation,
• Contamination of the skin or eyes by aviation fuel or hydraulic or other fluids,
• Hygiene and food poisoning,
• Malaria
3. The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled
environment. ETF Airways ground instructor or external training organization approved by CCAA will conduct this
training.
4. Actual Fire Fighting using equipment representative of that carried in the aircraft on an actual or simulated fire
except that, with Halon extinguishers, an alternative extinguisher may be used
5. The operational procedures of security, rescue and emergency services
6. Survival information appropriate to the areas of operation, (e.g. mountainous, or sea) and training in the use of
any survival equipment required to be carried.
7. Water Survival Training a comprehensive drill to cover all ditching procedures where flotation equipment is
carried. This includes practice of the actual donning and inflation of a lifejacket, together with a demonstration or
film of the inflation of life rafts and/or slide -rafts and associated equipment if fitted.
This practice should, on an initial conversion course, be conducted using the equipment in water, although
previous certificated training with another operator or the use of similar equipment will be accepted in lieu of
further wet drill-ground training.
8. Instruction on the location of emergency and safety equipment, correct use of all appropriate drills, and
procedures including Evacuation on an aircraft or representative training device that could be required of flight
crew in different emergency situations. Training will be conducted by ETF Airways ground instructor
Differences and variants of the aircraft related to emergency and safety equipment presently operated in ETF
Airways shall be covered and checked in the test.
9. Evacuation of the aircraft Instruction on the location of emergency and safety equipment, correct use of all
appropriate drills, and procedures that could be required of flight crew in different emergency situations.
Evacuation of the aircraft (or a representative training device) by use of a slide where fitted should be included
when the operations manual procedure requires the early evacuation of flight crew to assist on the ground.
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The successful resolution of aircraft emergencies requires interaction between flight crew and cabin crew and
emphasis should be placed on the importance of effective co -ordination and two-way communication between all
crew members in various emergency situations.
Emergency and Safety Equipment training should include joint practice in aircraft evacuations so that all who are
involved are aware of the duties other crew members should perform. When such practice is not possible,
combined flight crew and cabin crew training should include joint discussion of emergency scenarios.
Upon completion of the above training a written test will be given by a ETF Airways ground instructor, covering all
aspects of emergency and safety equipment and procedures. 20 questions, passing mark is 75%, test duration 1
hour.
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PART D
2.1.3.8 FLIGHT TRAINING- FSTD TRAINING

04:00 SFI/TRI/SFE/TRE NO (OPC as separate session) 6 months* If done within last 3
months from expiry
same date remains
* Period of validity of FSTD Training is 6 months in addition to the remainder of the month of issue.
Regulation requirement is to do min 1 FSTD training on every 12 months but ETF policy to do it on 6 months period
and validity in addition to the reminder of the month covers the regulation and provides additional training on top
on minimum required).
When the FSTD training is conducted within 3 calendar months prior to the expiry of the 6 calendar months
period, the next FSTD training should be completed within 6 calendar months of the original expiry date of the
previous training. The last day of the month in which training expires is considered as expiration date
Prior to any training/check in the FSTD, SFI/SFE/TRI/TRE must ensure that the simulator is qualified and that has
valid user approval. Differences between ETF Airways aircraft and FSTD must be briefed and pointed out to the
crew prior to training/check.
OM D Training and Checking Programs, including Syllabi and use of particular FSTD are approved by CCAA. It is the
contractual responsibility of FSTD Training Provider to notify ETF Airways Training Department immediately of any
changes to the FSTD that may affect adequacy of the approved Training Programs.
FSTD Training
1. Flying training will be structured and sufficiently comprehensive to familiarize the flight crewmember
thoroughly with all aspects of limitations and normal / abnormal and emergency procedures associated with the
aircraft and will be carried out by suitably qualified TRI/SFI and /or TRE/SFE. When approved by the CCAA
additional training will be required for specialized operations.
2. Separate additional trainings will be done for some particular or special approvals according the approved
programs in OM D. (Low Visibility, CAT C airports, Narrow RWY, MNPS-NAT_HLA….).
LVTO can be trained during OCC FSTD training before complete LVO program is performed.
3.In planning Flight Simulator training, emphasis should be placed on the practice of line oriented flying training
(LOFT) with emphasis on crew resource management CRM.
4. Normally the same training and practice in flying of the aircraft will be given to co-pilots as well as to the
commanders. The flight handling sections of the syllabus for commanders and co-pilots alike will include all the
requirements of the operator proficiency check.
5. A flight simulator, subject to its qualification level and approval, is used for all trainings and checks given in this
Chapter, except for the Line Check, subject to the approval of the CCAA.
6. Crew composition
• The conversion flight simulator training is established for the simultaneous qualification of a flight crew
consisting of a commander and co-pilot.
• In case the crew consists of (2) commanders or (2) co-pilots, the course may be completed with both
crewmembers taking turns acting as commander and co-pilot, provided, PF duties are trained and
completed from the seat for which the crew member is being trained.
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• During LOFT sessions, the crewmember must be trained from the seat that he is being trained for and the
other crew seat must be occupied by a crewmember qualified for, or under training for that seat.
7. The aims of the FSTD Flight Training are to:

• Provide environmental training in instrument flying and normal / abnormal / emergency in -flight
procedures so that the pilot will react without error or loss of control to any given situation;
• Instil pilot confidence in his own ability and in the integrity of the aircraft and its systems;
• Provide realistic and complete practice of abnormal drills;
• Certify those licensing or operator items for which the simulator is approved
• Achieve a high standard of overall pilot performance.
• UPRT shall be trained as per Commission Regulation (EU)No 965/2012 AMC 1 ORO.FC.220&230, and GM1,
GM2 and GM3 ORO.FC 220&230.
Note:
All synthetic training devices (STD), such as flight simulators or flight training devices (FTD), replacing an aircraft for
training and/or checking purposes are to be qualified in accordance with the requirements applicable to synthetic
training devices. ETF Airways intending to use such STD must obtain user approval from the CCAA.
8. Briefing and Debriefing

• Normally consist of 1-hour briefing and at least ½ hours debriefing (if needed can be more). Where
possible full use is made of wallboards and visual aids to help reinforce the instruction. Pilots are being
encouraged to make brief notes and answer questions to ensure their participation and full attention
throughout the briefing. UPRT must be covered in briefing as per Commission Regulation (EU)No 965/2012
AMC 1 ORO.FC.220&230, and GM1, GM2 and GM3 ORO.FC 220&230.
9. Instructor
Initial type rating flight simulator training is conducted by a TRI or SFI. The flight simulator check is conducted by a
TRE / SFE.
Instructors delivering the course shall be properly trained and designated by TM. All the instructors have to pass
Company standardization SFI/TRI training, and instructors providing UPRT shall be additionally trained for it.
During Instructor standardization gradings, assessment of CRM skills, Grading and assessment of Competencies
shall be reviewed. (See OM D 3 for detailed procedures for training and checking)
Training Manager is responsible for providing the Operators Conversion FSTD training program to the candidates
well in advance so they can prepare themselves for the FSTD training session.
This way full advantage of the Training can be obtained.
Training manager shall produce separate copies for Trainees and for Instructors.
In Instructors copy more details, explanations, FSTD settings, areas on which training shall be focused as well as
failure managements shall be explained.
For Sample of OCC FSTD Training session refer to Appendix 4 of OM D.
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PART D
2.1.3.9 OPERATOR PROFICIENCY CHECK
Duration Check done by Validity Revalidation

04:00 SFE/TRE 6 Months * If done within last 3 months from
expiry same date remains
* 6 calendar months in addition to the remainder of the month of issue
OPC Form shall be filled and Candidates Conversion training and checking Logbook
When the OPC is conducted within 3 calendar months prior to the expiry of the 6 calendar months period, the next
OPC should be completed within 6 calendar months of the original expiry date of the previous training. The last
day of the month in which training and checking expires is considered as expiration date
ETF Airways shall ensure that each flight crewmember undergoes operator proficiency checks as part of a normal
flight crew complement to demonstrate competence in carrying out normal, abnormal and emergency
procedures.
OPC shall be done after completion of FSTD Conversion training and before starting LIFUS.
The check will be conducted without external visual reference (except that take-offs and landings should be
conducted using the appropriate visual reference).
Each flight crew member undergoes operator proficiency checks as part of a normal flight crew complement.
Operator Proficiency check must be conducted in an approved FSTD.
The validity of the OPC shall be six months. When the operator proficiency check is 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.
The Operator Proficiency Check shall include the following manoeuvres:

• rejected take-off when an FSTD is available to represent that specific aeroplane, otherwise touch drills
only;
• take-off with engine failure between V1 and V2 (take-off safety speed)
• 3D approach operation to minima with, one-engine-inoperative;
• 2D approach operation to minima;
• at least one of the 3D or 2D approach operations should be an RNP APCH
• missed approach on instruments from minima with one-engine-inoperative;
• landing with one-engine-inoperative.
• Emergency Evacuation
For the procedures of assessment of Flight Training and Checking refer to OM D 3.1.7 (Instructions for Flight (FSTD
and Airplane) training and checking) and OM D 3.1.8. Assessment and checking procedures.
TM with cooperation of other TRE/SFE will produce one or more scenarios for OPC before any cycle of checks
begins. TRE/SFE conducting the check has a right to adapt only small changes to the scenario for particular check if
deemed necessary or appropriately for him/her.
PBN knowledge can be reviewed during briefing.
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2.1.3.10 LINE FLYING UNDER SUPERVISION
Training duration Training done by Check Validity Revalidation

required
See Table 2 LTC/TRI/TRE* YES (LC) 12 Months (LC)** If done within last 3 months
OM D 2.1.3.9 from expiry same date
remains
* LIFUS can be done by LTC as well as TRI/TRE without limitations for LIFUS training in their TRI endorsement.
Line flying under supervision provides the opportunity for a flight crew member to carry into practice the
procedures and techniques he has been made familiar with during the ground and flying training of the conversion
course.
** 12 calendar months in addition to the remainder of the month of issue is validity of Line Check.
When the Line Check is conducted within 3 calendar months prior to the expiry of the 12calendar months period,
the next Line Check should be completed within 12 calendar months of the original expiry date of the previous
Line Check. The last day of the month in which training and checking expires is considered as expiration date
At the end of line flying under supervision the respective flight crewmember should be able to perform a safe and
efficient flight conducted within the terms of reference of his flight crewmember station.
OPC must be completed before starting Line flying.
During LIFUS equal distribution of PF and PM legs shall be provided as much as possible.
However, if the Instructor or TM considers that due to building flying skills it would be more effective to give the
trainee more sectors as PF, then more sectors as PF will be given considering the level of fatigue.
Instructors should pay attention for distribution of duties during LIFUS, so as to provide optimum training
environment and stress depending on experience and position for which the trainee is trained.
The Training Manager can assign a flight crew member to an observation flight, which is not mandatory, but is
recommended, especially for the first conversion course.
When the trainee undergoes first conversion training (first type rating on CS 25 aircraft), Safety pilot occupying
jump seat will be provided until the Instructor releases the trainee for flying without safety pilot.
At least first 6 legs shall be planned with safety pilot, and according progress of the trainee this number can be
increased.
Instructor shall be confident that the trainee can safely land in case of Instructor incapacitation before releasing
him/her for LIFUS without safety pilot.
Minimum number of sectors/hours required for training before line check is conducted are based on flight crew
member's previous experience, the complexity of the aircraft concerned; and the type of route/role/area of
operations.
EFT Airways minimum sectors/hours requirements are as per table below:
TRAINEE EXPERIENCE MINIMUM TRAINING SECTORS/HOURS LINE CHECK SECTORS

Commander with more than 1000 Hours on type 6 2
Commander with less than 1000 but more than 500 Hours on type 8 2
Commander new on type or with less than 500 hours on type 10 2
F/O with more than 500 hours on type 8 2
F/O with less than 500 hours on type 10 2
F/O first Conversion Training 40 sectors or min 100 hours 2
Table 4
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During LIFUS review of theoretical and practical knowledge and competences as applicable shall be done according
but not limited to items stated in Trainee OCC Logbook.
Instructors performing the LIFUS has to sign the items when successfully completed.
The number of sectors in the table 4 are minimum which must be flown before the Line Check and TM can
increase those numbers taking into consideration some additional criteria as recency, time away from flying duty,
gap in experience on type due to operation on other type. For Commanders new on type the complexity of
previous type will be considered also and number of sectors in addition to minimum will be added by TM.
Taking into consideration all the factors stated TM assigns the minimum LIFUS sectors in the Conversion Training
and Checking Trainee Logbook (see Appendix 3A) and explains the reason why extra sectors are assigned.
Instructors conducting the LIFUS can also ask the TM for additional sectors in any stage as per procedure in OM D
3.2. (Procedure to be applied in the event that personnel do not achieve or maintain required standards).
Before recommendation for LC all the items from LIFUS TRAINING KNOWLEDGE REVIEW AND BRIEFING TOPICS
shall be signed of by Instructor.
When Trainee is ready for LC, provided minimum sectors as per table 4 are completed Instructor shall write
recommendation for LC in remarks from the last sectors flown in candidate’s logbook.
As a basic rule Instructor who recommends the trainee for LC should not made the LC, but the TM can made one
time approval taking into consideration the trainee progress and remarks and feedbacks from other instructors.
Line Flying Under Supervision shall be conducted in a way that all the required competencies as stated below shall
be constantly monitored by Instructors and improved.
Required level of all the competencies before recommendation for Line Check shall be at least Grade 3 as
explained in OM D 3.
COMPETENCE Abbreviation
Application of knowledge (KNO) KNO
Application of procedures and compliance with regulations (PRO) PRO
Communication COM
Aeroplane flight path management — automation FPA
Aeroplane flight path management — manual control FPM
Leadership & teamwork LTW
Problem-solving — decision-making PSD
Situation awareness and management of information SAW
Workload management WLM
Special attention shall be paid to CRM skills during the training. All the competencies defined as non-technical
(COM, LTW, PSD, SAW and WLM) shall be observed above grade 2 before recommending the candidate for Line
Check.
Special attention to next items shall be paid during LIFUS:
1. Management: setting of priorities, proper task distribution and delegation of duties, time management proper
control of workload.
2.Communication with ATC, cabin crew, ground handling staff, maintenance personnel, passenger address...
3. Structured Decision Making – using the FORDEC model if necessary
For procedures during LIFUS refer to OM D 3.1.1.7.

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LIFUS shall be planned as much as practicable so as to visit as much as possible Cat B airports.
Airport competence will be obtained by visiting the airport for the first time and will be valid for 12 months after
competence obtained or from the last flight to particular airport.
After Line check normal procedures for Route and Airport qualification shall be followed and recorded as per
procedures described in ETF Airways OM.
LIFUS will be also used as far as possible for practical training for adverse weather operation.
Depending on weather conditions met during LIFUS, some items can be practically covered with actual operation
while the others will be reviewed as theoretical items.
Adverse weather phenomena training shall include but not limited to next items:
• Cold weather operation with de-icing policies and procedures
• Contaminated runway operations
• Thunderstorm avoidance
• Operations near volcanic ash
• Clear Air Turbulence (CAT)
• Mountain waves
• Wake vortices
• Icing conditions
During LIFUS instructors shall pay attention for types of approaches flown.
ETF Airways is not approved for RNP AR approaches, and even PBN is a part of IR (which is entry requirement for
the candidate), RNP approaches shall be done during LIFUS following the procedures as described in ETF OM B.
Various types of approaches must be included in LIFUS, and all 2D approaches shall be done using CDFA principle
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2.1.3.11 LINE CHECK

Check duration Check done by Validity Revalidation
2 sectors (1 - PF, 1 - PM) LTC/TRI/TRE* 12 Months ** If done within last 3 months
from expiry same date remains
* In order to be nominated for conducting the Line Checks, LTC/TRI shall have completed training for CRM
concepts and the assessment of CRM skills which is part of ETF Airways LTC Training and TRI Company
standardization training program.
** 12 calendar months in addition to the remainder of the month of issue is validity of Line Check.
When the Line Check is conducted within 3 calendar months prior to the expiry of the 12calendar months period,
Line Check. The last day of the month in which training and checking expires is considered as expiration date.
Trainee Log Book. LC form shall be filled and stored in trainee file in ETF Airways.
Line check is the last step of the conversion course and validates the entire conversion training.
A line check will be completed upon completion of line flying under supervision conducted by an approved
Instructor/Examiner (LTC/TRI/TRE).
It shall be performed with the instructor occupying jump seat as it is much more convenient to assess CRM skills of
the crew as a whole from a jump seat.
When performing the line check for finishing the conversion training it is not necessary to have instructor on seat,
but the crew can be scheduled as normal crew (Captain and F/O).
Instructor on Jump seat has to assess the work of the pilot on line check in normal operational environment.
Composition of the crew during line check can be next:
Pilot on Line Check Left seat Right seat Jump seat

First Officer on Line Check Normal Captain or LTC/TRI/TRE F/O on Line Check LTC/TRI/TRE
Captain on Line check Captain on Line Check Normal F/O LTC/TRI/TRE
The Line check is the test of the flight crew on its 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 its ability to perform the duties required as specified in the Operations Manual. The route
chosen should be such as to give adequate representation of the scope of pilots’ 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. The Commander should also demonstrate his ability to
‘manage’ the operation and take appropriate decisions.
The line check is considered as a particularly important factor in the development, maintenance and refinement of
high operating standards, and can provide the operator with a valuable indication of the usefulness of his training
policy and methods.
Therefore, Instructors/Examiners conducting the Line check are invited to forward any issue they identified when
supervising line-checks that could help improving technical and non- technical ETF Airways methods and
standards.
Assessment for Line-Checks is performed according company standards and should include:
• Situation awareness;
• Anticipation, time management and prioritisation skills;
• Motivation and ability in maintaining technical and non-technical company standards (flying skills, SOPs,
rules and regulation, proper use of automation, radio phraseology…)
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• Efficient cooperation and communication within the Crew;

• Command duties and management skills (for Commanders).
CRM assessment alone shall not be used as a reason for a failure of the line check.
For the procedures of assessment of Flight Training and Checking refer to OM D 3.1.7 (Instructions for Flight (FSTD
and Airplane) training and checking) and OM D 3.1.8.2 Grading System.
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2.1.3.12 CRM TRAINING

6/12 Hours CRMT NO 12 Months** If done within last 3 months
** 12 calendar months in addition to the remainder of the month of issue is validity of the training.
When the training is conducted within 3 calendar months prior to the expiry of the 12calendar months period, the
next training should be completed within 12 calendar months of the original expiry date of the previous training.
The last day of the month in which training and checking expires is considered as expiration date
METHODS OF TRAINING
Trainee Log Book.
General
(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.
Crew Resource Management (CRM) is the effective utilisation of all available resource (e.g. crew members,
airplane systems, supporting facilities and persons) to achieve safe and efficient operation.
The objective of CRM is to enhance the communication and management skills of the flight crew member
concerned. The emphasis is placed on the non-technical knowledge, skills and attitudes of of flight crew
performance.
Training Environment, Trainers and instructors
(a) Flight crew CRM training can be separated as follows:
1. Training in the non-operational environment:

• classroom; and
• computer-based;
2.Training in the operational environment:

• flight simulation training device (FSTD); and
• aircraft
(b) In general, CRM training is provided as follows:

• classroom training by a flight crew CRM trainer;
• training in the operational environment by an instructor holding a certificate in accordance with
Commission Regulation (EU) No 1178/2011;
• computer-based training as a self-study training method. If needed, directions concerning CRM-related
issues are provided by a flight crew CRM trainer or by an instructor holding a certificate in accordance with
Commission Regulation (EU) No 1178/2011.
ETF Airways policy is not to use computer-based (CBT) training for non-operational environment.
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In case there is no flight crew CRM Instructor available inhouse within ETF Airways, then training can be done by
subcontracted properly qualified CRM Instructor.
When ETF Airways Flight crew CRM instructor does not satisfy the experience needed for delivering the course
(qualified but without previous experience) than experienced CRM instructors can be subcontracted to supervise
the course and to made assessment of ETF Flight Crew CRM instructor.
Forms , programs and procedures to be followed when external CRM instructors are used for ETF CRM training
shall follow the principles and procedures explained in ETF Airways OM D.
2.1.3.12.1 Initial CRM Training
(a) The flight crew member shall have completed an initial CRM training course before commencing unsupervised
line flying.
(b) Initial CRM training shall 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 shall complete, before or combined with the initial CRM training, a theoretical course provided by the
operator 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.
Initial CRM training shall be done only once if completed with previous EASA operator. When the type of
operation of a new operator is not different, the new operator should not be required to provide the initial
operator’s CRM training to this flight crew member a second time
Initial CRM training programs should cover all the elements in Table 5, column (initial Operator’s CRM training)
This programme is based on the CR (EU) No 965/2012. Initial operator’s CRM training time shall be minimum 12
training hours in classroom training.
If ETF Airways will not have sufficient means to provide or establish initial CRM training another operator’s course
will be used or organized a course with third party training organization approved or acceptable by CCAA. If so,
organized the content of a course must meet ETF Airways operational requirements (see also Training
Environment, Trainers and instructors in OM D 2.1.3.12)
A flight crew member’s CRM skill will not be assessed during initial CRM training.
2.1.3.12.2 Conversion Course CRM training
Combined CRM training time shall be 6 training hours

Operator Conversion course when changing type of aircraft If the flight crew member undergoes a conversion
course with a change of aircraft type, all elements in Table 5, column (operator conversion course when changing
type), should be integrated into all appropriate phases of the operator’s conversion course.
Operator Conversion course when changing operator If the flight crew member undergoes a conversion course
with a change of operator, all elements in Table 5, column (conversion course when changing operator) should be
integrated into all appropriate phases of the operator’s conversion course.
A flight crew member should not be assessed when completing elements of CRM training which are part of
classroom training during operator’s conversion course.
Conversion CRM training course can be done by Flight Crew CRM Instructor or Cabin Crew CRM Instructor as it can
be combined course with flight and cabin crew members. In such case experienced TRI/TRE can be engaged as
support for some case studies or flight crew specific items.
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Flight Crew CRM Training Matrix
CRM TRAINING FLIGHT CREW

Operators Conversion Operators Conversion
Initial Operator's CRM
CRM TRAINING ELEMENT Course when changing Course when joining an
Training
Aircraft Type Operator
General Principles
Human factors in aviation;

General instructions on CRM principles and objectives;
In depth Required Required
Human performance and limitations;
Threat and error management.
Relevant to The Individual Flight Crew Member
Personality awareness, human error and reliability, attitudes

and behaviours, self-assessment and self-critique;
Stress and stress management;
Fatigue and vigilance; In depth Not Required Required
Assertiveness, situation awareness, information acquisition
and processing
Relevant to The Flight Crew

Automation and philosophy on the use of automation Required In depth In depth
Specific type-related differences Required In depth Not Required
Monitoring and intervention Required In depth In depth
Relevant to the Entire Aircraft Crew
Shared situation awareness, sharedinformation acquisition

and processing;
Workload management;
Effective communication and coordination inside and
outside the flight crew compartment
In depth Required Required
Leadership, cooperation, synergy, delegation, decision-
making, actions;
Resilience development;
Surprise and startle effect;
Cultural differences.
Relevant to The Operator and The Organisation
Operator’s safety culture and company culture, standard

operating procedures (SOPs), organisational factors, factors
linked to the type of operations; In depth Required In depth
Effective communication and coordination with other
operational personnel and ground services.
Case studies In depth In depth In depth
Table 5
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The levels of training in Table 5 can be described as follows:
(1) ‘Required’ means training that should be instructional or interactive in style to meet the objectives specified in
the CRM training programme or to refresh and strengthen knowledge gained in a previous training.
(2) ‘In-depth’ means training that should be instructional or interactive in style taking full advantage of group
discussions, team task analysis, team task simulation, etc., for the acquisition or consolidation of knowledge, skills
and attitudes. The CRM training elements should be tailored to the specific needs of the training phase being
undertaken.

For detailed training program and syllabi refer to OM D chapter 2.4.1
METHODS OF TRAINING
Trainee Log Book.
2.1.3.14 AVIATION SECURITY TRAINING (AVSEC)

For detailed training program and syllabi refer to ETF Airways Security training programme.
Details of subjects needed to be covered into the training are given in OM D 2.4.2.
METHODS OF TRAINING
Trainee Log Book, and for practical part on first LIFUS flight as well as on LC form.
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2.1.3.15 RVSM TRAINING

01:00 GTI/TRI/TRE/SFI/SFE YES 12 Months * If done within last 3 months
Self-study from expiry same date remains
* 12 calendar months in addition to the remainder of the month of issue is validity of the training.
METHODS OF TRAINING
SELF STUDY √ CLASSROOM √ CBT VIRTUAL CLASSROOM √
Trainee Log Book.
This training can be credited for pilots with experience of RVSM operations in ETF Airways area of operation.
Credit shall be signed by TM in the candidates Conversion training logbook.
RVSM Conversion training program consist of the following:

1. Knowledge and understanding of standard ATC phraseology used in each area of operations;
2. Importance of crew members cross-checking to ensure that ATC clearances are promptly and correctly complied
with;
3. Use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the pilot
should review the application of static source error correction/position error correction through the use of
correction cards; such correction data should be available on the flight deck;
4. Problems of visual perception of other aircraft at 300 m (1 000 ft) planned separation during darkness, when
encountering local phenomena such as northern lights, for opposite and same direction traffic, and during turns;
5. Characteristics of aircraft altitude capture systems that may lead to overshoots;
6. Relationship between the aircraft's altimetry, automatic altitude control and transponder systems in normal and
abnormal conditions; and
7. Any airframe operating restrictions, if required for the specific aircraft group, related to RVSM airworthiness
approval.
Training can be done as standard classroom training or self study.

Required standards achieved during training either classroom, self study is checked by formal test.
Upon completion of the study, the candidate shall complete a written test/exam. The test duration is 1 hour, and
it will include the questions from RVSM, TCAS and TAWS.
Minimum pass mark is 75%, and test will have max 10 questions per module.
Failure on particular module means that only that module shall be repeated with a test of maximum 10 questions.
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2.1.3.16 TCAS TRAINING

01:00 GTI/TRI/TRE/SFI/SFE YES 12 Months * If done within last 3 months
Self-study from expiry same date remains
METHODS OF TRAINING
Trainee Log Book.
Training can be done as standard classroom training, self-study .

The knowledge demonstrations may be completed through the successful completion of written test as described
in RVSM Training OM D 2.1.3.15. The same procedure for testing applies.
TCAS procedures and manoeuvres shall be checked during FSTD training or OPC.
When developing the training and checking syllabi, the TM shall pay attention that different scenarios of TA/RA
shall be covered during recurrent training and checking.
The scenarios included in the manoeuvre training should include: corrective RAs; initial preventive RAs; maintain
rate RAs; altitude crossing RAs; increase rate RAs; RA reversals; weakening RAs; and multi-aircraft encounters.
The full range of likely scenarios may be spread over a 2-year period
The flight crew member should demonstrate an understanding of ACAS II operation and the criteria used for
issuing TAs and RAs. This training should address the following topics:
1. System operation
• Surveillance
• Collision avoidance
2. Advisory thresholds
• TA responses
• RA responses
3. ACAS limitations
4. ACAS inhibits
5. Operating procedures
The flight crew member should demonstrate the knowledge required to operate the ACAS avionics and interpret
the information presented by ACAS. This training should address the following:
• Use of controls
• Display interpretation
• Use of the TA-only mode
• Crew coordination
• Phraseology rules
• Reporting rules
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2.1.3.17 TAWS TRAINING

01:00 GTI/TRI/TRE/SFI/SFE YES 12 Months If done within last 3 months from
Self-study * expiry same date remains
METHODS OF TRAINING
Trainee Log Book.
Training can be done as standard classroom training, self study.

The knowledge demonstrations may be completed through the successful completion of written test as described
in RVSM Training OM D 2.1.3.15.The same procedure for testing applies.
Training shall include next subjects:
THEORY OF OPERATION
The pilot should demonstrate an understanding of TAWS operation and the criteria used for issuing cautions and
warnings. This training should address system operation. Objective is to demonstrate knowledge of how a TAWS
functions. The pilot should demonstrate an understanding of the following functions:
• Surveillance
• Terrain avoidance. Outputs from the TAWS computer provides visual and audio synthetic voice cautions
and warnings to alert the flight crew about potential conflicts with terrain and obstacles.
• Alert thresholds. Knowledge of the criteria for issuing cautions and warnings.
• TAWS limitations. Pilot awareness of the limitations of TAWS.
• TAWS inhibits. Pilot awareness of the conditions under which certain functions of a TAWS are inhibited.
OPERATING PROCEDURES
The pilot should demonstrate the knowledge required to operate TAWS avionics and to interpret the information
presented by a TAWS. This training should address the following topics:
• Use of controls. Verify that the pilot can properly operate all TAWS controls and inhibits.
• Display interpretation. Verify that the pilot understands the meaning of all information that can be annunciated
or displayed by a TAWS.
• Use of basic GPWS function only. Verify that the pilot understands what functionality will remain following loss
of the EGPWS.
• Crew coordination. Verify that the pilot adequately briefs other flight crew members on how TAWS alerts will
be handled.
• Reporting rules. Verify that the pilot is aware of the rules for reporting alerts to the controller and other
authorities.
• Alert thresholds. Demonstrate knowledge of the criteria for issuing cautions and warnings.
TAWS MANOEUVRE TRAINING

The pilot should demonstrate the knowledge required to respond correctly to TAWS cautions and warnings. This
training should address the following topics:
• Response to cautions: Verify that the pilot properly interprets and responds to cautions.
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• Response to warnings. Verify that the pilot properly interprets and responds to warnings.
Upon completion of the study, the candidate shall complete a written test/exam. The test duration is 1 hour, and
it will include the questions from RVSM, TCAS and TAWS. The same procedure as for RVSM applies.
TAWS manoeuvres shall be verified/checked during FSTD Training or OPC by TRI/SFI/TRE or SFE. Instructor shall
give several scenarios in which the pilot is approaching mountainous terrain. Pilot is expected to prevent caution
to turn into a warning and perform escape manoeuvre needed in response to a warning.
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2.1.3.18 ROUTE, AREA AND AERODROME KNOWLEDGE TRAINING

02:00 TRI/TRE/SFI/SFE/GTI Check text below Check text Check text below
Self-study below
METHODS OF TRAINING
GENERAL
ETF Airways shall only designate a flight crew member to act as pilot-in-command/commander if he/she has
adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes,
facilities and procedures to be used.
The pilot-in-command/commander or the pilot to whom the conduct of the flight may be delegated shall have had
initial familiarisation training on the route or area to be flown and on the aerodromes, facilities and procedures to
be used and shall maintain this knowledge as follows:
The 12-month period should be counted from the last day of the month:
(1) when the familiarisation training was undertaken; or
were used.
If the new training or refresher training is done within the preceding 3 months before expiration date, then the
validity date will extend based on original date of expiration of previous training.
For more complex routes, areas and Aerodromes special briefings or additional Ground, FSTD or flight trainings
shall be used for qualification and revalidation of Route/Area Qualification.
Such trainings shall be described in separate documents as Area, Route, Aerodrome briefings or FSTD training
syllabus which will be distributed to flight crew concerned before operating or start of the training.
Some particular Area, Route or Aerodrome trainings will be published in different chapters or Appendixes to OM D
(as example MNPS NAT-HLA trainings are explained in detail in OM D 2.1.14, 2.1.15, 2.1.4.19 and 2.1.4.20 for initial
and recurrent training for flight crew members and MNPS NAT-HLA Instructors trainings, FMCZ Airport…)
Validity of some trainings can be less than generally accepted validity of 12 or 36 months as defined for separate
trainings (FMCZ Airport as example is 6 months due to National regulations).
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2.1.3.18.1 ROUTE AND AREA KNOWLEDGE TRAINING

INITIAL TRAINING
Initial familiarisation training shall be delivered during Operator conversion Course, where general familiarisation
training on the route or area and aerodromes, facilities and procedures shall be covered.
The area and routes to be covered on this training are areas and routes which are usually flown and are approved
in Operations Specification’s in ETF Airways (excluding MNPS NAT-HLA which will be done as separate training as
applicable).
Basic introduction to most common aerodromes, facilities and procedures which are flown in ETF Airways shall be
done during this training.
Procedures for familiarisation with airport briefings, methods of self-briefing and materials to be used by pilots
shall also be described during Conversion Training.
This training shall be provided in a form of Programmed instruction – via face to face or virtual classroom training
and shall be delivered by Instructor designated by the TM.
During initial training not all the areas, routes or aerodromes shall be trained, and it will be dedicated to areas,
routes and specific and more demanding airports which are expected to be flown by ETF Airways in following
period.
TM and FOM will designate which area, route and/or aerodrome will be trained during initial (conversion training).
Upon finishing the training qualifications for those areas and routes will be entered in LEON system in order to
follow the recency of flight crew members.
For any additional area, route or aerodrome (in addition to those covered during conversion training) additional
separate training shall be delivered and recorded in Commander’s qualifications and uploaded in LEON software.
Note that special areas, routes and aerodrome trainings if required will be a part of special and/or additional
training and not all of the flight crew members are required to pass them.
Only those flight crew members who has received the training for particular route, area or aerodrome training can
be planned on those route, area or airport.
Qualification and recency of flight crew members is tracked via Crew Planning (LEON) software which will provide
warnings if particular Flight Crew member is planned on the area, route or aerodrome without qualification or
with expired recency. It is the duty of Flight Operations department to comply with rostering restrictions and Crew
Training department to provide training as per requirements provided by Flight Operations department.
OBJECTIVE OF ROUTE AND AREA TRAINING
An objective of the area and route training should be to ensure that the pilot has knowledge of:
(i) terrain and minimum safe altitudes;
(ii) seasonal meteorological conditions;
(iii) meteorological, communication and air traffic facilities, services and procedures;
(iv) search and rescue procedures where available; and
(v) navigational facilities associated with the area or route along which the flight is to take place.
Another objective of the area and route training should be to ensure that the pilots are aware of the most
significant underlying risks and threats of a route or an area that could affect their operations following the ‘threat
and error management model.
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The area and route initial familiarisation training should be conducted as an initial training before operating route
or area and shall be based on an assessment by the operator of the underlying risks and threats of a route or an
area using internal evidence and external evidence.
Internal evidence
(1) Assessment by conducting an operational risk evaluation according to the following criteria:
(2) ETF Airways specific evidence gathered through the safety management process in accordance with
ORO.GEN.200.
External evidence
(1) notices to airmen (NOTAMs);
(2) AIP.
METHODS AND TOOLS FOR ROUTE AND AREA TRAINING
When selecting the method and tool, ETF Airways will be driven by the objective of reaching the optimum in terms
of the desired outcome, which is the maximum possible knowledge increase.
This methodology intends that such selection is based on the type of the underlying risks of a route/area as
determined in accordance with internal and external evidence and the learning objectives.
The selection of the method and tools should result from a combination of the learning objectives and the type of
risk or threat that needs to be trained and should be driven by the desired outcome in terms of adequate
knowledge and awareness.
The methods and tools which shall be used in ETF Airways can be any of or combination of more of next methods:
1. Familiarisation by self-briefing with route documentation,

2. Programmed instruction
3. Video training or virtual reality training
4. Audio training
5. For the more complex areas or routes, in-flight familiarisation as a pilot-in-command/commander or co-pilot
under supervision or an observer, or familiarisation or training in a flight simulation training device (FSTD) using a
database appropriate to the route concerned shall be used. *
* Complexity of area or route shall be determined based on risk assessment done by ETF Airways.
Flight operations department shall issue request to Training department about the special training needs which
will include elements and goals of the training based on the type of the underlying risks of a route / area as
determined in accordance with internal and external evidence and the learning objectives.
Training department shall design the program and scenarios for such a training and will check with Flight
Operations and Safety department if the training program proposed fulfils the requirements and objective of the
training before final issue.
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2.1.3.18.2 AERODROME KNOWLEDGE TRAINING
Aerodrome knowledge
The validity of the aerodrome knowledge shall be maintained by operating at least once on the aerodrome within
a 12 calendar months’ period.
were used.
If the familiarisation training is done within the preceding 3 months before expiration date, then the validity date
will extend based on original date of expiration of previous training.
Aerodrome familiarisation training should include knowledge of obstructions, physical layout, lighting, approach
aids and arrival, departure, holding and instrument approach procedures, applicable operating minima and ground
movement considerations.
If the competent authority of the aerodrome or area requires specific training or familiarisation, ETF Airways
should maintain all records of this training or familiarisation in accordance with ORO.GEN.220 in Flight Crew
members training file.
All aerodromes to which an ETF Airways are operating should be categorised in one of these three categories:
• Category A
• Category B
• Category C
Criteria for aerodrome categorisation are explained in ETF Airways OM A, and list of categorised aerodromes are
published in ETF Airways OM C.
Category B aerodromes may require training or flight crew experience requirements stipulated by the competent
authority responsible for the aerodrome that do not include instruction in an FSTD or visiting the aerodrome.
Prior to operating to a category B aerodrome (planned destination or required alternate), the pilot-in-
command/commander should:
• comply with any requirements stipulated by the competent authority responsible for the aerodrome; and
• be briefed, or self-brief by means of programmed instruction, about the additional considerations
applicable to operations to that category B aerodrome. The completion of the briefing should be recorded.
This recording is confirmed by the pilot-in-command/commander before departure on a flight involving
category B aerodrome(s) as destination or alternate aerodromes by signature in Journey log.
Category C aerodrome requires additional considerations to those of a category B aerodrome for which flight crew
experience or qualification requirements stipulated by the competent authority responsible for the aerodrome
include instruction in an FSTD or visiting the aerodrome.
Prior to operating to a category C aerodrome (planned destination or required alternate), the pilot-in-
command/commander should:
• comply with any requirements stipulated by the competent authority responsible for the aerodrome; and
• be briefed or self-brief by means of programmed instruction, about the additional considerations
applicable to operations to that category C aerodrome; and
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• visit the aerodrome as an observer and/or undertake instruction in a suitable FSTD. The observer should
occupy an observer’s seat.
The completion of the briefing, FSTD training, visit and/or instruction should be recorded in Aerodrome
Qualification Form.
For self-briefing or briefing by Instructors for Category B or C aerodromes, Route Manual, OM C or aerodrome
special briefings shall be used.
If the competent authority of the aerodrome or area requires specific training or familiarisation, the items as
published in Route Manual or AIP shall be also be briefed or self-briefed.
Items which shall be included in briefing or self-briefing are at least:
• knowledge of obstructions,
• physical layout,
• lighting, approach aids and arrival,
• departure, holding and instrument approach procedures,
• applicable operating minima and
• ground movement considerations
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2.1.3.19 UPRT

03:00 Classroom + GTI/TRI/TRE/SFI/SFE NO 12 Months* If done within last 3 months
as per FSTD FSTD TRI/TRE/SFI/SFE from expiry same date
training program remains
* The same rule for validity applies as for FSTD Training
Completion of the ground (classroom) course shall be verified by signature in Flight Crew Members Conversion
Training and Checking Trainee Log Book, and FSTD Training shall be recorded in FSTD Training form.
METHODS OF TRAINING
The objective of the UPRT is to help flight crew acquire the required competencies in order to prevent or recover
from a developing or developed aeroplane upset. Prevention training prepares flight crew to avoid incidents
whereas recovery training prepares flight crew to prevent an accident once an upset condition has developed.
Upset prevention training should:

(1) consist of ground training and flight training in an FSTD or an aeroplane;
(2) include upset prevention elements from Table 6 for the conversion training course;
For Recurrent upset prevention training schedule refer to OM D 2.1.4.8.
Ground training shall be done by suitably qualified Instructors designated by TM, using the presentations and/or
CBT as a training aid.
ETF Airways should ensure that personnel providing FSTD UPRT are competent and current to deliver the training
and understand the capabilities and limitations of the device used.
It is of paramount importance that personnel providing UPRT in FSTDs have the specific competence to deliver
such training, which may not have been demonstrated during previous instructor qualification training. ETF
Airways shall therefore provide comprehensive training and standardisation programme as per GM5
ORO.FC.220&230 providing FSTD instructors with additional training to ensure such instructors have and maintain
complete knowledge and understanding of the UPRT operating environment, and skill sets.
Complete training program for TRI/SFI providing Upset Prevention and Recovery training in FSTD is explained in
OM D 2.1.11
For Upset Prevention Training Requirements both Ground and FSTD during Conversion training refer to UPRT
Matrix table 6 below.
There is no formal test for theoretical part of the training and during FSTD training shall be done on training
session. During OPC when Examiners deems practicable he/she can add some scenarios which will need the crew
alertness for approaching conditions which if not properly managed can lead to upsets.
As additional guidance for FSTD UPRT refer to Procedures for FSTD UPRT in OM D 3.1.1.7.1
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UPSET PREVENTION TRAINING MATRIX
UPSET PREVENTION TRAINING

UPSET Prevention Training AMC1 ORO.FC.220&230 (a)
Elements and components Ground Training FSTD Training
A. Aerodynamics
1. General aerodynamic characteristics
2. Aeroplane certification and limitations X
3. Aerodynamics (high and low altitudes) X X
4. Aeroplane performance (high and low altitudes) X X
5. Angle of attack (AOA) and stall awareness X X
6. Stick shaker or other stall-warning device activation (as applicable) X X
7. Stick pusher (as applicable) X X
8. Mach effects (if applicable to the aeroplane type) X X
9. Aeroplane stability X X
10. Control surface fundamentals X X
11. Use of trims X X
12. Icing and contamination effects X X
B. Causes of and contributing factors to upsets
1. Environmental X
2. Pilot-induced X
3. Mechanical (aeroplane systems) X
C. Safety review of accidents and incidents relating to aeroplane upsets
1. Safety review of accidents and incidents relating to aeroplane upsets X
D. g-load awareness and management
1. Positive/negative/increasing/decreasing g-loads X X
2. Lateral g awareness (sideslip) X X
3. g-load management X X
E. Energy management
1. Kinetic energy vs potential energy vs chemical energy (power) X X
F. Flight path management
1. Relationship between pitch, power and performance X X
2. Performance and effects of differing power plants (if applicable) X X
3. Manual and automation inputs for guidance and control X X
4. Type-specific characteristics X X
5. Management of go-arounds from various stages during the approach X X
6. Automation management X X
7. Proper use of rudder X X
G. Recognition
1. Type-specific examples of physiological, visual and instrument clues during developing and developed upsets X X
2. Pitch/power/roll/yaw X X
3. Effective scanning (effective monitoring) X X
4. Type-specific stall protection systems and cues X X
5. Criteria for identifying stalls and upsets X X
H. System malfunction (including immediate handling and subsequent operational considerations, as applicable)
1. Flight control defects X X
2. Engine failure (partial or full) X X
3. Instrument failures X X
4. Loss of reliable airspeed X X
5. Automation failures X X
7. Stall protection system failures including icing alerting systems X X
I. Manual handling skills (no autopilot, no autothrust/autothrottle and, where possible, without flight directors)
1. Flight at different speeds, including slow flight, and altitudes within the full normal flight envelope X
2 Procedural instrument flying and maneuvering including instrument departure and arrival X
3. Visual approach X
4. Go-arounds from various stages during the approach X X
5. Steep turns X
Table 6
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2.1.3.20 FLIGHT PATH MANAGEMENT

(Manual or automatic, as appropriate) during unreliable Airspeed indication and other faiures at high altitude in
aeroplanes with a maximum cruising altitude above FL 300 (Commission Regulation (EU) No 965/2012. AMC1
ORO.FC.120&130)

01:00 Classroom GTI/TRI/TRE/SFI/SFE If done within last 3 months
+ as per FSTD FSTD TRI/TRE/SFI/SFE NO 12 Months * from expiry same date
training program remains
* The same rule for validity applies as for FSTD Training
METHODS OF TRAINING
Trainee Log Book.
During ETF Conversion training elements from theoretical knowledge and flight training from the table 7 shall be
covered:
FLIGHT PATH MANAGEMENT TRAINING MATRIX

Flight path management during Unreliable Airspeed or other failures at High Altitudes (Above FL 300)
Theorethical Flight
ITEM
Knowledge Training
Basic flight physics principles concerning flight at high altitude, with a particular emphasis on the relative proximity of
the critical Mach number and the stall, pitch behaviour, and an understanding of the reduced stall angle of attack when X X
compared with low-altitude flight.
Interaction of the automation (autopilot, flight director, auto-throttle/autothrust) and the consequences of failures
X X
inducing disconnection of the automation.
Consequences of an unreliable airspeed indication and other failures at high altitude and the need for the flight crew to
X X
promptly identify the failure and react with appropriate (minimal) control inputs to keep the aircraft in a safe envelope.
Practical training, on manual handling at high altitude in normal and non-normal flight control laws/modes, with
particular emphasis on pre-stall buffet, the reduced stall angle of attack when compared with low-altitude flight and the X X
effect of pitch inputs on the aircraft trajectory and energy state.
The requirement to promptly and accurately apply the stall recovery procedure, as provided by the aircraft
manufacturer, at the first indication of an impending stall. Differences between high-altitude and low-altitude stalls X X
must be addressed.
Procedures for taking over and transferring manual control of the aircraft, especially for FBW aeroplanes with
X X
independent side-sticks.
Task sharing and crew coordination in high workload/stress conditions with appropriate call-out and acknowledgement
X X
to confirm changes to the aircraft flight control law/mode.
Table 7
Theoretical Knowledge will be done in the classroom and shall be supported with case studies. Training shall be
done by instructors designated by TM.
There is no test/exam on this module.
Flight Training shall be done so as to include items from the table during OCC FSTD Training.
For recurrent training see OM D 2.1.4.7
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2.1.3.21 FATIGUE MANAGEMENT TRAINING

02:00 GTI/FRMI NO 12 Months * 3 months before same date
remains
METHODS OF TRAINING
Trainee Log Book.
The ETF Airways shall provide initial and recurrent fatigue management training to crew members, personnel
responsible for preparation and maintenance of crew rosters and management personnel concerned.
This training shall follow a training programme established by the operator and described in the operations
manual. The training syllabus shall cover the possible causes and effects of fatigue and fatigue countermeasure .
Training for personnel responsible for preparation and maintenance of crew rosters and management personnel
are described in OM D 2.5.13
Recurrent training program for flight crew is described in OM D 2.1.4.9
The training syllabus should contain the following:

(a) applicable regulatory requirements for flight, duty and rest;
(b) the basics of fatigue including sleep fundamentals and the effects of disturbing the circadian rhythms;
(c) the causes of fatigue, including medical conditions that may lead to fatigue;
(d) the effect of fatigue on performance;
(e) fatigue countermeasures;
(f) the influence of lifestyle, including nutrition, exercise, and family life, on fatigue;
(g) familiarity with sleep disorders and their possible treatments;
(h) where applicable, the effects of long range operations and heavy short range schedules on individuals;
(i) the effect of operating through and within multiple time zones; and
(j) the crew member responsibility for ensuring adequate rest and fitness for flight duty.
FATIGUE MANAGEMENT TRAINING AWARENESS & COUNTERMEASURES FOR FLIGHT CREW

The aim of a FMTAC-initial course is to provide training to Flight Deck & Cabin Crew on possible causes and effects
of fatigue, fatigue awareness and countermeasures according the requirements of Commission Regulation (EU) No
965/2012 AMC1 ORO.FTL.250.
Training program for Flight and Cabin crew is the same and the training may be done as a joint training.
Objective
At the end of the course trainees shall demonstrate their understanding of their responsibilities regarding fatigue
management.
Course structure
The FMTAC will consist of a classroom instruction phase culminating in a short questionnaire to assess
understanding.
Elements for Flight and Cabin Crew members Initial/Conversion training are the same and are given in FRMT
matrix in table 8 below.
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FRMT Training Matrix
FRMT FLIGHT AND CABIN CREW

Refresh Knowledge of
The regulatory requirements for flight, duty and rest
The basics of fatigue including sleep fundamentals and the effects of disturbing the circadian rhythm General instructions on CRM principles and objectives;
Human performance and limitations; Threat and error management.
The causes of fatigue, including medical conditions that may lead to fatigue;
The effect of fatigue on performance
Fatigue countermeasures
The influence of lifestyle, including nutrition, exercise, and family life, on fatigue
Familiarity with sleep disorders and their possible treatments;
The effects of long range operations and heavy short range schedules on individuals
The effect of operating through and within multiple time zones
The crew member responsibility for ensuring adequate rest and fitness for flight duty
Introduce:
The responsibility for all crewmembers to:

i. Prior to beginning a duty, to declare to the airline 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. How to report fatigue/fatigue events within the company SMS/Safety process/Just Culture
Short questionnaire to show understanding of their responsibilities.
Table 8
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2.1.3.22 WINDSHEAR TRAINING

Training Training done by Check Validity Revalidation
duration required
01:00 GTI/TRI/TRE/SFI/SFE NO 12 Months * If done within last 3 months
+ FSTD FSTD TRI/TRE/SFI/SFE from expiry same date remains
* For Windshear FSTD Training the same rule for validity applies as for FSTD Training
METHODS OF TRAINING
Trainee Log Book.
Crew shall be trained in normal and abnormal actual and predictive windshear procedures during conversion
course. The instructor shall address the windshear procedures during briefing. During sim session, one windshear
event shall be simulated during take off, and one during approach. One of those shall be predictive and one actual.
Actual windshear shall also be checked during initial OPC and thereafter once every three years.
Theoretical part can be done by means of classroom training, self-learning or CBT.
There is no test on theoretical part.
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2.1.3.23 SMS TRAINING

Training Training done by Check required Validity Revalidation
duration
04:00 Safety Manager NO 12 Months *
If done within last 3 months
METHODS OF TRAINING
Trainee Log Book.
Initial SMS training shall be done during Operator conversion course.

ETF Airways flight crew members as well as all ETF Airways staff who are involved in Aviation Safety related tasks
shall receive the following training by the Safety Manager when joining the company:
SMS INITIAL TRAINING

SUBJECT HH:MM
SMS goals, importance of Safety Management, reactive, proactive and predictive actions 1:00
ETF Airways SMS structure and responsibilities including emergency response 0:20
Use IQSMS (reporting), LEON (Planning), OMS (Documents Distribution) 1:00
Hazard identification and Risk Management 0:30
SPIs 0:20
Safety policy, non-punitive policy, reporting culture 0:30
Importance of active participation in SMS 0:20
TOTAL 4:00
The trainer shall seek active participation from the trainees to verify effectiveness of training.
Table 9
Training details can be found in Safety Management Manual chapter 7.
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2.1.3.24 EFB TRAINING

duration required
05:00 GTI/TRI/TRE/SFI/SFE NO Done during OCC then If done within last 3 months
checked on OPC/LC from expiry same date remains
METHODS OF TRAINING
Trainee Log Book.
Initial EFB training shall be done during Operators conversion course.

Classroom training shall cover the items from ground-based training and shall be focused on practical hands-on
training with some exercises given by instructor.
During Classroom trainings instructor shall be focused on more practical training so as to reach required
competencies and workload management (steps to be performed from samples given by instructors reflecting
some actual flight briefing).
For this purpose normal preflight briefings from Crew Briefing application or from OCC shall be used for training
and actual figures and specific meteo conditions shall be givven by Instructor.
Number of samples covered shall be determined by instructor so as the required competencies are achieved.
Operating procedures shall include full flight preparation with actual figures from OFP, Flight briefing, RCC and
shall include all the prefight calculations, Performance calculations, Mass and Balance preparation and sending
and Tech Log instructions.
The practical (operating procedures) training shall incorporate all the knowledge and skills acquired in previous
ground training related to Mass and Balance, Performance calculations, and normal procedures covered during
ground training.
Elements from Flight Training shall be covered during FSTD Training, checked by Examiner on OPC.
LIFUS phase gives opportunities for practical EFB training in real life operations.
The following training is applicable for flight crews:
Ground-based training:
System architecture overview;
• Display unit features and use;
• Limitations of the system;
• Restrictions on the use of the system:
• phases of the flight;
• alternate procedures (e.g. MEL);
• Applications as installed;
• Use of each application;
• Restrictions on the use of each application:
• phases of the flight;
• alternate procedures (e.g. MEL);
• Data input;
• Cross-checking of data inputs and outputs;
• Use of data outputs;
• Alternate procedures (e.g. MEL);
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Flight training:
• Practical use of the display unit;
• Display unit controls;
• Data input devices;
• Selection of applications;
• Practical use of applications;
• Human factors considerations, including CRM;
• Situational awareness;
• Avoidance of fixation;
• Cross-checking of data inputs and outputs;
• Practical integration of EFB procedures into SOPs;
• Actions following the failure of component(s) of the EFB, including cases of battery smoke or fire;
• Management of conflicting information
Operating procedures
EFB related procedures from OM-B/EFB Manual
Training has to be done so as all the candidates are in possession of their EFB hardware and as much as
possible with practical examples and tasks completions. No formal test is required on initial and during OPC
and LC Instructors/Examiners will check the ability of the Flight Crew member to operate the EFB precisely and
efficiently.
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2.1.3.25 PREFLIGHT INSPECTION TRAINING

duration required
02:00 CAMO Manager YES 36 Months * If done within last 3 months
from expiry same date
remains
When the training is conducted within 3 calendar months prior to the expiry of the 36 calendar months period, the
METHODS OF TRAINING
Trainee Log Book.
The Pilot’s Pre-Flight inspection training program has been established in order to give the pilot adequate
knowledge and practical training of the inspection and checks he is authorized to carry out.
Pilot's certifying the Pre-Flight inspection must be properly trained in accordance with the training standards set
out in the Part M - AMC 301, -1, - (3)
Training standard for personnel authorized to perform Pre-Flight inspection are published in ETF Airways CAME.
All commanders shall pass the initial training as a part of Operators Conversion training.
Theoretical part of the training will be done by CAMO postholder according the training standard described in ETF
CAME, and practical training will be done by Instructor providing training during LIFUS.
Trainee Log Book.
Practical training will cover Pre-Flight inspection with a guidance of instructor including refuelling of the airplane.
After completion of this part of the training Instructor will sign the module in LIFUS training form, and check will be
signed on Line Check form.
Revalidation of privilege’s is done by refresher training.

Theoretical part will be done on intervals of 3 years, and practical part will be checked during line check every
year.
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2.1.3.26 LVO

02:00 + FSTD+ GTI/TRI/SFI/TRI/TRE YES 6 Months If done within last 3
1 sector LIFUS Ground training OPC ** months from expiry same
test and date remains
LVO Check*
* The check specified can be replaced by successful completion of FSTD

** On every OPC at least 2 LVO approaches shall be done and at least one LVTO in order to maintain currency for
LVO. One of these approaches shall be landing at lowest RVR (200 m) and one missed approach procedure shall be
done during OPC.
For validity of LVO the same rules apply as for OPC.
METHODS OF TRAINING
Completion of the course shall be verified by Instructors and TM signature in Flight Crew Members LVO Training
record. Practical check shall be signed by Examiner on OPC form if applicable.
If check for initial LVO training is replaced by successful completion of training then Signature on LVO Training
form means that the candidate can proceed to LIFUS in order to be fully qualified for LVO.
All ETF flight crew members should complete the initial low visibility procedures (LVPs) training before first LVTO,
CAT II and CAT III operations will be conducted.
(EU Commission regulation 965/2012 provides some credits for previous expiriance in form of abbreviated
courses, but ETF policy is to complete the first qualification course as a full initial LVO course. This full initial course
can be done as part of Operator Conversion Course or as a separate course for LVO Qualification).
Flight crew members which were already qualified for LVTO acording the ETFAirways LVTO approved program can
be credited for LVTO during initial LVO course.
For those candidates Ground training shall consists just of brief review of the items already covered during LVTO
and complete training of items which were not covered during LVTO Ground Training.
During FSTD training number of LVTO can be reduced to only one for candidates already qualified and current with
LVTO. Prefereably this take off shall be with failure.
Credits given to the candidates shall be approved by TM and written in Flight Crew Members LVO Training record.
FSTD Training form shall be filled just with LVTO which are done during the training and remark shall be written in
comments that LVTO has been credited.
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a) Ground training
The initial ground training course for LVO should include at least the following:
(1) characteristics and limitations of the ILS and/or MLS;
(2) characteristics of the visual aids;
(3) characteristics of fog;
(4) operational capabilities and limitations of the particular airborne system
(5) effects of precipitation, ice accretion, low level wind shear and turbulence;
(6) effect of specific aircraft/system malfunctions;
(7) use and limitations of RVR assessment systems;
(8) principles of obstacle clearance requirements;
(9) recognition of and action to be taken in the event of failure of ground equipment;
(10) procedures and precautions to be followed with regard to surface movement during operations when the RVR
is 400 m or less and any additional procedures required for take-off in conditions below 150 m;
(11) significance of DHs based upon radio altimeters and the effect of terrain profile in the approach area on radio
altimeter readings and on the automatic approach/landing systems;
(12) qualification requirements for pilots to obtain and retain approval to conduct LVOs; and
(13) importance of correct seating and eye position.
b) FSTD Training
Duration of FSTD Training shall be 2:00 min for the candidates which are not credited for LVTO, and 1:20 for
candidates credited with LVTO.
1. FSTD and/or flight training for LVO should include at least:

• checks of satisfactory functioning of equipment, both on the ground and in flight;
• effect on minima caused by changes in the status of ground installations;
• monitoring of automatic flight control systems and auto-land status annunciators with emphasis on the
action to be taken in the event of failures of such systems;
• actions to be taken in the event of failures such as engines, electrical systems, hydraulics or flight control
systems;
• the effect of known unserviceability and use of MELs;
• operating limitations resulting from airworthiness certification;
• guidance on the visual cues required at DH together with information on maximum deviation allowed
from glide path or localiser
This training shall be done during first normal approaches CAT II and CAT III, and the items above shall be included
in standard LVO briefing before commencing the approach.
2. Flight crew members should be trained to carry out their duties and instructed on the coordination
required with other crew members. Maximum use should be made of suitably equipped FSTDs for this
purpose.
3. Training should be divided into phases covering normal operation with no aircraft or equipment failures
but including all weather conditions that may be encountered and detailed scenarios of aircraft and
equipment failure that could affect CAT II or III operations
For items 2 and 3 at least first 2 approaches shall be normal without any failures, with emphasise of crew
coordination, duties and specific LVO call outs.
On first approach instructor shall freeze the FSTD at 200 feet with selecting CAT I min weather, Freeze again at 100
ft with CAT II min and 50 feet with CAT IIIA selected minima on FSTD.
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During those freezes instructor shall explain the visual cues and requirements for continuing approach or G/A.
During the freeze instructor shall change time of the day (day, night, dusk, down) in order to see the influence on
visual cues as well as rain or snow and use of lights so the crew can have idea of effects of precipitation and
different weather conditions. X wind shall be also simulated.
During freeze instructor shall explain also the effect of seating position on visual segment during LVO.
4. Incapacitation procedures appropriate to LVTO, CAT II and CAT III operations should be practised.
Incapacitation shall be practiced during Non-normal part of FSTD training and shall be preferably done by
incapacitation of CM 1 so the F/O shall reject the Take of during LVTO or during final in LVO so F/O shall make a Go
Around and discuss further actions (diversion).
Initial part of CAT II and III training should include at least the following exercises:
• approach using the appropriate flight guidance, autopilots and control systems installed in the aircraft, to the
appropriate DH and to include transition to visual flight and landing;
• approach with all engines operating using the appropriate flight guidance systems, autopilots, HUDLS and/or EVS
and control systems installed in the aircraft down to the appropriate DH followed by missed approach - all without
external visual reference;
• where appropriate, approaches utilising automatic flight systems to provide automatic flare, landing and rollout;
and
• normal operation of the applicable system both with and without acquisition of visual cues at DH.
Subsequent phases of training should include at least:

• approaches with engine failure at various stages on the approach;
• approaches with critical equipment failures, such as electrical systems, auto flight systems, ground and/or
airborne ILS, MLS systems and status monitors;
• approaches where failures of auto flight equipment at low level require either:
(a) reversion to manual flight to control flare, hover, landing and rollout or missed approach; or
(b) reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below
DH including those which may result in a touchdown on the runway;
• failures of the systems that will result in excessive localiser and/or glideslope deviation, both above and below
DH, in the minimum visual conditions specified for the operation. and
• failures and procedures specific to Boeing 737 NG.
The training programme should provide practice in handling faults which require a reversion to higher minima.
The training programme should include the handling of the aircraft when, during a fail-passive CAT III approach,
the fault causes the autopilot to disconnect at or below DH when the last reported RVR is 300 m or less.
Where take-offs are conducted in RVRs of 400 m and below, training should be established to cover systems
failures and engine failure resulting in continued as well as rejected take-offs.
The list of items that shall be covered are specified below and can be find in ETF Airways LVO FSTD Training
Form.
Training shall be done on Airport which is in FSTD database and fulfilling all the visual requirements for LVO (do
not use generic airports which are not on the list of specific FSTD of available airports).
During LVO (LVTO Included) FSTD Training the next items has to be covered:
Minimum of 3 Take offs with min RVR (125 m) as follows:

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Normal LVTO:
• Normal LVTO with RVR 125 m
LVTO with failures:

• LVTO with engine failure before V1 resulting in RTO
• LVTO with engine failure after V1
A minimum of 8 LVO approaches and/or landings in an FSTD.
Normal Operations:
• CAT II Normal approach followed by landing
• CAT III A Normal approach followed by landing
• CAT II/III A Approach followed by missed approach from minimum
Operations with Failures:

• CAT II/III A Approach with engine failures in different stages of final approach
• CAT II/III A approach with critical equipment failures, such as electrical systems, auto flight system, hydro
system, ground and/or airborne ILS, MLS systems and status monitors
• CAT II/III A approach where failures of auto flight equipment at low level require either:
(A) reversion to manual flight to control flare, landing and rollout or missed approach; or
(B) reversion to manual flight or a downgraded automatic mode to control missed approaches from, at or below
DH including those which may result in a touchdown on the runway;
• CAT II/III A approach with system failures which results in excessive LOC and/or GS deviations above and
below DH in minimum RVR conditions
• CAT II/III A Approach with handling of the aircraft when, during approach the fault causes the autopilot to
disconnect at or below DH when the last reported RVR is 300 m or less
Incapacitation procedures during LVTO or CAT II/III A approach

• LVTO with CM 1 incapacitation before V1 when CM 2 has to reject the Take off
• LVO CAT II/CAT III A Approach with incapacitation where CM 2 has to execute Go Around and divert to an
airport where no LVO is in force.
Flight crew qualification

Type and command experience
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Before commencing Category II operations, the following additional requirements are applicable to commanders,
or pilots to whom conduct of the flight may be delegated, who are new on the aeroplane type/class:
1. 50 hours or 20 sectors on the type, including LFUS;
* ETF Airways CAT II Approaches shall be done with Auto Land
Before commencing Category III operations, the following additional requirements are applicable to commanders,
or pilots to whom conduct of the flight may be delegated, who are new to the aeroplane type/class:
1. 50 hours or 20 sectors on the type, including LFUS; and
2. 100 m must be added to the applicable Category II or Category III RVR minima unless he has
previously qualified for Category II or III operations with an OPS operator, until a total of 100
hours or 40 sectors, including line flying under supervision, has been achieved on the type.
ETF Airways shall ensure that each flight crew member completes a check before conducting LVTO, CAT II or III A
operations.
The check specified may be replaced by successful completion of the FSTD training specified in b).
Line flying under supervision

Flight crew member should undergo the following line flying under supervision (LIFUS):
ETF Airways policy is to use auto land in CAT II approaches utilising the same procedures in CAT II and CAT IIIA
approach so no need for additional CAT II approach with manual landing training during LIFUS is required.
For CAT III A, a minimum of two auto-lands, except that only one auto-land is required when the
training required in (b) has been carried out in an FSTD qualified for zero flight time conversion.
During LIFUS training TRI/TRE or LTC may be seated on CM1, CM2 or CM3 (observer seat) during simulated
approaches.
Prior to commencing simulated approaches Commander should request from Approach Control simulated CAT II /
CAT III A.
Personnel Providing the LVO Training.
• Ground training shall be done by GTI/TRI/SFI/SFE or TRE approved by Training Manager.

Duration of the ground training coure is 2 hours and will be done by the means of classrom training before
comencing the FSTD training.
Validation of knowledge shall be verified by test which consists of 10 to 20 questions and passing score is 75%.
• FSTD Training shall be done by TRI/SFI/SFE or TRE approved by Training Manager.

• LIFUS Training shall be done by TRI/TRE or LTC approved by TM.
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2.1.4 RECURRENT TRAINING AND CHECKING
(a) Each flight crew member shall complete recurrent training and checking relevant to the type or variant of
aircraft and associated equipment of aircraft on which he or she operates.
(b) Operator proficiency check

(1) Each flight crew member shall complete operator proficiency checks as part of the normal crew complement
to demonstrate competence in carrying out normal, abnormal and emergency procedures.
(2) All the Flight Crew members in ETF Airways are required to operate under IFR, and the operator proficiency
check shall be conducted without external visual reference, as appropriate.
(3) The validity period of the operator proficiency check shall be six calendar months. The proficiency check shall
be undertaken before commencing commercial air transport operations.
(c) Line check

(1) Each flight crew member shall 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) Line checks may be conducted by a suitably qualified commander nominated by the operator, trained in CRM
concepts and the assessment of CRM skills.
(d) Emergency and safety equipment training and checking

Each flight crew member shall 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.
(e) CRM training

(1) Elements of CRM shall be integrated into all appropriate phases of the recurrent training.
(2) Each flight crew member shall undergo specific modular CRM training. All major topics of CRM training shall be
covered by distributing modular training sessions as evenly as possible over each three-year period.
(f) Each flight crew member shall undergo ground training and flight training in an FSTD or an aircraft, or a
combination of FSTD and aircraft training, at least every 6 calendar months.
(g) The validity periods of all trainings and checks as described in OM D 2.1.4 shall be counted from the end of the
month in which the recency, training or check was completed.
(h) When the training or checks required above are undertaken within the last three months of the validity period,
the new validity period shall be counted from the original expiry date.
When the recency, training or check is completed before the last 3 months of the validity period,
the new validity period should be counted from the end of the month when the recency,
training or check was completed and not from the original expiry date.
(i) ETF Airways shall monitor the validity of each recurrent training and checks through LEON software.
Completion of the course shall be verified in Recurrent training record form.
Recurrent Training and checking matrix is presented in the table 10 below:
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Recurrent Training and checking matrix
RECURRENT TRAINING AND CHECKING (ORO.FC.130,ORO.FC.230)

INTERVAL/
MODULE TOPIC TRAINING CHECK NOTES
VALIDITY
RECURRENT GROUND TRAINING AMC1 ORO.FC.230 (a) (1)

REC.GND.1 Aircraft Systems as per FSTD Volumes Self study/CBT 01:00 12 Months
(For
Modules
Operational procedures including ground de-
REC.GND.2 03:00 REC.GND.1,2 12 Months
icing/anti icing and pilot incapacitation
and 4)
REC.GND.3 Accidents, Incidents and Occurrence rewiev 1:00 NO 12 Months
ADDITIONAL CLASSROOM TRAININGS When the ground training is
see GND.1 conducted within 3 calendar
REC.GND.4 RVSM, TCAS,TAWS 01:00 12 Months
and 2 months prior to the expiry of
REC.GND.5 Recurrent CRM 4:00 NO 12 Months the 12, 24 ,36 or 60 calendar
REC.GND.6 Dangerous Goods 04:00 0:45 24 Months months period, the next
REC.GND.7 Aviation Security (AVSEC) 05:00 0:30 60 Months ground and refresher training
should be completed within
REC.GND.8 Route and Aerodrome training 01:30 NO 12 Months
12, 24,or 36 calendar months
Flight path management (Manual or automatic, as
of the original expiry date of
appropriate)during unreliable Airspeed indication
the previous training. The last
REC.GND.9 and other failures at high altitude in aeroplanes with 01:00 NO 12 Months
day of the month in which
a maximum cruising altitude above FL 300 (AMC1
training and checking expires
ORO.FC.120&130)
is considered as expiration
REC.GND.10 UPRT 01:00 NO 12 Months date.
REC.GND.11 Fatigue management 2:00 NO 12 Months
REC.GND.12 Windshear FSTD OPC 12 Months
REC.GND.13 LVO Self study/FSTD OPC 6 Months
REC.GND.14 SMS Training 1:30 NO 12 Months
REC.GND.15 Pre-flight inspection training 2:00 0:30 36 Months
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EMERGENCY AND SAFETY EQUIPMENT TRAINING AND CHECKING ORO.FC.230

(Emergency and safety equipment training may be combined with emergency and safety equipment checking and should be conducted in an aircraft or a
suitable alternative training device)
MODULE TOPIC TRAINING CHECK INTERVAL/ NOTES

VALIDITY
Actual donning of a life-jacket, where fitted;

Actual donning of protective breathing equipment, where
fitted;
REC.ESET.1 Actual handling of fire extinguishers of the type used; 04:00 * 1:00 12
(ESET 12) Instruction on the location and use of all emergency and safety Months
equipment carried on the aircraft;
Instruction on the location and use of all types of exits;
Security procedures.
Actual operation of all types of exits;
Demonstration of the method used to operate a slide where
fitted; When the ESET training is
Actual fire-fighting using equipment representative of that conducted within 3
REC.ESET.2 carried in the aircraft on an actual or simulated fire except that, calendar months prior to
(ESET 36) with Halon extinguishers, an alternative extinguisher may be 03:00 * NO 36 the expiry of the 12, 24 or
used; Months 36 calendar months
The effects of smoke in an enclosed area and actual use of all period, the next ESET
relevant equipment in a simulated smoke-filled environment; training should be
Actual handling of pyrotechnics, real or simulated, where completed within 12, 24 or
applicable; Demonstration in use of life-rafts where fitted 36 calendar months of the
* The successful resolution of aircraft emergencies requires original expiry date of the
interaction between flight crew and cabin/technical crew and previous training. The last
emphasis should be placed on the importance of effective day of the month in which
coordination and two-way communication between all crew training and checking
members in various emergency situations. expires is considered as
* Emergency and safety equipment training should include joint expiration date.
practice in aircraft evacuations so that all who are involved are
aware of the duties other crew members should perform. When
such practice is not possible, combined flight crew and
cabin/technical crew training should include joint discussion of
emergency scenarios.
* Emergency and safety equipment training should, as far as
practicable, take place in conjunction with cabin/technical crew
undergoing similar training with emphasis on coordinated
procedures and two-way communication between the flight
crew compartment and the cabin.
* exact timeframe depends on size of group, avaliable equipment…and can be adjusted to fit the full training requirement
MODULE TOPIC TRAINING CHECK INTERVAL/ NOTES

VALIDITY
RECURRENT FSTD TRAINING AND CHECKING
REC.TRG.1 FSTD RECURRENT TRAINING 4:00 6 Months
OPC.1 OPC 4:00 6 Months
LINE CHECK
LC.1 LINE CHECK NO 2 SECTORS 12 1 Sector PF and 1 Sector as
Months PM
Table 10
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PART D
2.1.4.1. RECURRENT GROUND TRAINING

03:00/Self GTI/TRI/SFI/TRI/TRE/CBT YES 12 Months * If done within last 3 months
Study/CBT from expiry same date
remains
METHODS OF TRAINING
Completion of the course shall be verified by signature of instructor into Recurrent Training Record form.
Test results shall be entered by Instructor into the form.
Recurrent ground training shall consist of:
1. Aircraft systems: all systems shall be covered within a 3-year period (theoretical and practical training for
the same subjects)
2. Normal, Abnormal and emergency procedures including:
• flight planning
• ground-handling
• flight operations, including performance, mass and balance, fuel schemes, selection of alternates,
• ground de-icing/anti-icing;
• Pilot incapacitation
• LVO
• Review of Normal/ Abnormal/Emergency procedures, callouts and standard communication
between flight and cabin crew during normal and Abnormal/Emergency situations
• Proper use of QRH and ETF Airways manuals as well as Boeing Manuals
3. Accident/incident and occurrence review.

• Review of relevant samples of accident/incident and occurrences to increase awareness of the
occurrences that may be relevant for the intended operation.
4. Knowledge of the ground and refresher training is verified by a questionnaire, with a passing mark of 75%
is required
5. Test duration 1 hour for REC.GND.1,2 and 4, or as required by CBT.
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2.1.4.1.1 OPERATIONS WITH VARIATIONS IN AIRCRAFT CONFIGURATION
AMC1 ORO.FC.140(a) should be used to determine the recurrent ground training and checking relevant to
variations in aircraft configuration, if all of the following apply:
(a) the pilot operates variations in aircraft configuration;
(b) the aircraft operated do not all belong to the same group of types defined under ORO.FC.140(b); and
(c) credit (as defined in point (a)(4) of AMC1 ORO.FC.140(a)) is sought.
Depending on variations determined in aircraft configuration ground training shall include the items and level of
training as determined in Appendix 6 of OM D for all the variants including associated equipment.
RVSM, TCAS, and TAWS (REC.GND.4) shall be done using self-study, classroom or virtual classroom training and
shall be completed before the expiry date which is the same as for Recurrent Ground Training OM D 2.1.4.1.
Using the CBT, the same rules and procedures applies for test/exam.
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PART D
2.1.4.2 EMERGENCY AND SAFETY EQUIPMENT TRAINING

04:00 (annual) GTI/CCI YES 12 Months * If done within last 3 months
03:00 (tri annual) GTI/CCI YES 36 Months *
* 12/36 calendar months in addition to the remainder of the month of issue

* 12/36 calendar months in addition to the remainder of the month of issue is validity of the training.
When the training is conducted within 3 calendar months prior to the expiry of the 12/36 calendar months period,
the next training should be completed within 12/36 calendar months of the original expiry date of the previous
training. The last day of the month in which training and checking expires is considered as expiration date
METHODS OF TRAINING

Answering sheet and results shall be used as verification of the passed exam. For particular parts of the training
approved CBT can be used and If CBT has a full LMS established then Certificate issued by LMS provider on behalf
of ETF Airways shall be used as proof of attendance and passed exam for particular subject.
1. The emergency and safety equipment-training program may be combined with emergency and safety
equipment checking and shall be conducted in an aircraft or a suitable alternative training device.
2. The successful resolution of aircraft emergencies requires interaction between flight crew and Cabin Crew
and emphasis should be placed on the importance of effective coordination and two-way communication
between all crewmembers in various emergency situations.
3. Emergency and safety equipment training should include joint practice in aircraft evacuations so that all
who are involved are aware of the duties other crewmembers should perform. When such practice is not
possible, combined Flight Crew and Cabin Crew training should include joint discussion of emergency
scenarios.
4. Emergency and safety equipment training should, as far as practicable, take place in conjunction with
Cabin Crew undergoing similar training with emphasis on coordinated procedures and two-way
communication between flight deck and cabin.
5. Emergency and safety equipment training – by suitably qualified personnel.(GTI/CCI)
Annual
Every year the emergency and safety equipment-training program must include the following:
1. Actual donning of a lifejacket
2. Actual donning of protective breathing equipment
3. Actual handling of fire extinguishers of the type used. “Handling” means removing from storage,
manipulating the device without actual firefighting which is a 36 months event.
4. Instruction on the location and use of all emergency and safety equipment carried on all variations in
aircraft configuration and associated equipment in the ETF Airways fleet.
5. Instruction on the location and use of all types of exits; and
6. Security procedures.
7. Checking
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Triennial
Every three years the program of training must include the following:
1. Actual operation of all types of exits.

2. Demonstration of the method used to operate slides where fitted.
3. Actual fire-fighting using equipment representative of that carried in the aircraft on an actual or simulated
fire except that, with Halon extinguishers, an alternative extinguisher may be used.
4. The effects of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-
filled environment
5. Actual handling of pyrotechnics, real or simulated, where applicable
6. Demonstration in the use of life rafts, where fitted.
7. Checking
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OPERATIONS MANUAL
PART D
2.1.4.3 CRM
required
04:00 CRMT NO 12 Months * See text below
METHODS OF TRAINING
Annual recurrent CRM training should be provided in such a way that all CRM training elements specified for the
annual recurrent training table 11 are covered over a period not exceeding 3 years.
Operators should update their CRM recurrent training programme over a period not exceeding 3 years. The
revision of the programme should take into account information from the operator’s management system
including the results of the CRM assessment.
Classroom CRM training shall be scheduled for 4:00 hours.
There is no test for classroom training.
During recurrent FSTD training, OPC and Line checks all flight crew members will be assessed for CRM skills using
NOTECH as explained in OM D 3 Assessment of CRM Skills.
CRM elements which shall be covered during recurrent training during 3 years period are given in table 11 below.
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CRM RECURRENT TRAINING MATRIX
CRM FLIGHT CREW RECURRENT TRAINING

Annual recurrent
CRM TRAINING ELEMENT
training
General Principles
Required
Personality awareness, human error and reliability, attitudes and behaviours, self-assessment and self-
critique;
Stress and stress management; Required
Fatigue and vigilance;
Assertiveness, situation awareness, information acquisition and processing
Relevant to The Flight Crew
Automation and philosophy on the use of automation In depth
Specific type-related differences Required
Monitoring and intervention Required
Relevant to the Entire Aircraft Crew
Shared situation awareness, sharedinformation acquisition and processing;
Effective communication and coordination inside and outside the flight crew compartment;
Leadership, cooperation, synergy, delegation, decision-making, actions; Required
Relevant to The Operator and The Organisation
Operator’s safety culture and company culture, standard operating procedures (SOPs), organisational
factors, factors linked to the type of operations; Required
Effective communication and coordination with other operational personnel and ground services.
Case studies In depth
Table 11
In order to cover the specific items which has to be covered during annual recurrent CRM training over a period
not exceeding 3 Years the table 11.1 below has to be used when designing annual CRM training syllabus.
VOL 1 starts with Annual Recurrent CRM training for 2023.
CRM instructors shall coordinate with TM any additional items to be covered deeply during the recurrent training
based on the feedback he/she has from Flight Operations and Safety department.
Based on Safety Reports or SPI received from Safety Department as well as Flight operations customized training
syllabus can be developed for additional CRM trainings when CRM elements are detected as root cause or are part
of corrective measures for particular crew members.
In such a cases TM together with Safety and Flight OPS Manager will coordinate with CRM Instructors detailed
syllabus for any additional training based on evidences and detected weaknesses.
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CRM FLIGHT CREW ANNUAL RECURRENT TRAINING MATRIX

CRM TRAINING ELEMENT Annual recurrent training
General Principles VOL 1 VOL 2 VOL 3
Human factors in aviation; X X
General instructions on CRM principles and objectives; X X X
Human performance and limitations X X
Threat and error management X X X
Relevant to The Individual Flight Crew Member VOL 1 VOL 2 VOL 3
Personality awareness, human error and reliability, attitudes and behaviours, self-assessment and self-critique; X X
Stress and stress management; X X
Fatigue and vigilance; X
Assertiveness, situation awareness, information acquisition and processing X X X
Relevant to The Flight Crew VOL 1 VOL 2 VOL 3
Automation and philosophy on the use of automation X X X
Specific type-related differences X X X
Monitoring and intervention X X X
Relevant to the Entire Aircraft Crew VOL 1 VOL 2 VOL 3
Shared situation awareness, sharedinformation acquisition and processing; X
Workload management; X X X
Effective communication and coordination inside and outside the flight crew compartment X X X
Leadership, cooperation, synergy, delegation, decision-making, actions; X X X
Resilience development; X
Surprise and startle effect; X
Cultural differences X
Relevant to The Operator and The Organisation VOL 1 VOL 2 VOL 3
Operator’s safety culture and company culture, standard operating procedures (SOPs), organisational factors,
X
factors linked to the type of operations;
Effective communication and coordination with other operational personnel and ground services. X X X
Case studies X X
Table 11.1
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METHODS OF TRAINING
For detailed training program and syllabi refer to OM D chapter 2.4.1 Dangerous Goods.

Results from the tests shall be written in the recurrent training form.
2.1.4.5 AVIATION SECURITY TRAINING (AVSEC)

METHODS OF TRAINING
For detailed training program and syllabi refer to ETF Airways Security training programme.
Details of subjects needed to be covered into the training are given in OM D 2.4.2.
Results from the tests as needed shall be written in the recurrent training form.
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PART D
2.1.4.6 ROUTE, AREA AND AERODROME KNOWLEDGE TRAINING

01:30 * TRI/TRE/SFI/SFE/GTI NO Check text below Check text below
Self-study
* Amount of the training shall be determined based on needs, complexity as well as number of areas, routes and
aerodromes to be included in the training
METHODS OF TRAINING
GENERAL
ETF Airways shall only designate a flight crew member to act as pilot-in-command/commander if he/she has
adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes,
facilities and procedures to be used.
The pilot-in-command/commander or the pilot to whom the conduct of the flight may be delegated shall have had
initial familiarisation training on the route or area to be flown and on the aerodromes, facilities and procedures to
be used and shall maintain this knowledge as follows:
were used.
For more complex routes, areas and Aerodromes special briefings or additional Ground, FSTD or flight trainings
shall be used for qualification and revalidation of Route/Area Qualification.
Such trainings shall be described in separate documents as Area, Route or Aerodrome briefings, FSTD training
syllabus which will be distributed to flight crew concerned before operating or start of the training. Some
particular Area, Route or Aerodrome trainings will be published in different chapters or Appendixes to OM D (as
example MNPS NAT-HLA trainings are explained in detail in OM D 2.1.14, 2.1.15, 2.1.4.19 and 2.1.4.20 for initial
and recurrent training for flight crew members and MNPS NAT-HLA Instructors trainings, FMCZ Airport…)
Validity of some trainings can be less than generally accepted validity of 12 or 36 months as defined for separate
trainings (FMCZ Airport as example is 6 months due to National regulations).
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PART D
2.1.4.6.1 ROUTE AND AREA KNOWLEDGE REFRESHER TRAINING
The route or area knowledge shall be maintained by operating at least once to the route or area within a 36
(2) when the latest operation on the route or area was flown
If the flight crew member does not operate on route for more than 12 months within the period of validity of
his/her route and area competence (36 Months) then refresher training shall be done.
Refresher training can be delivered during normal cycles of recurrent training, taking into consideration the areas
and/or routes for which refresher training is needed as well as considering the expiration dates of the qualification
and recency.
Refresher training can be done also as separate training for the flight crew member concerned.
For special area and route qualification programs more strict rules can apply which will be published in separate
programs in OM D.
OBJECTIVE OF ROUTE AND AREA KNOWLEDGE REFRESHER TRAINING
An objective of the area and route refresher training should be to ensure that the pilot maintains the adequate
knowledge of:
Another objective of the area and route refresher training should be to ensure that the pilots are maintaining
awareness of the most significant underlying risks and threats of a route or an area that could affect their
operations following the ‘threat and error management model.
The area and route refresher training should be based on internal and external evidence (the same as for initial
familiarisation training), and assessment by the ETF Airways of the underlying risks and threats of a route or an
area using internal evidence and external evidence.
Internal evidence
(1) Assessment by conducting an operational risk evaluation according to the following criteria:
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OPERATIONS MANUAL
PART D
(2) ETF Airways specific evidence gathered through the safety management process in accordance with
ORO.GEN.200.
External evidence
(1) notices to airmen (NOTAMs);
(2) AIP.
METHODS AND TOOLS ROUTE AND AREA TRAINING
When selecting the method and tool for refresher training, ETF Airways will be driven by the objective of reaching
and maintaining the optimum in terms of the desired outcome, which is the maximum possible knowledge
increase.
The selection of the method and tools should result from a combination of the learning objectives and the type of
risk or threat that needs to be trained and complexity of the area or route.
The methods and tools which shall be used in ETF Airways can be any of or combination of more of next methods:
1. Familiarisation by self-briefing with route documentation,

2. Programmed instruction
3. Video training or virtual reality training
4. Audio training
5. For the more complex areas or routes, in-flight familiarisation as a pilot-in-command/commander or co-pilot
under supervision or an observer, or familiarisation or training in a flight simulation training device (FSTD) using a
database appropriate to the route concerned shall be used. *
* Complexity of area or route shall be determined based on risk assessment done by ETF Airways.
Amount of the training can be customised based on complexity of routes and areas for which refresher training
shall be done.
Qualification and recency of flight crew members is tracked via Crew Planning (LEON) software which will provide
warnings if particular Flight Crew member is planned on the area, route or aerodrome without qualification or
with expired recency. It is the duty of Flight Operations department to comply with rostering restrictions and Crew
Training department to provide training as per requirements provided by Flight Operations department.
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OPERATIONS MANUAL
PART D
2.1.4.6.2 AERODROME KNOWLEDGE REFRESHER TRAINING
For initial Aerodrome familiarisation training refer to OM D 2.1.3.18.2
The validity of the aerodrome knowledge shall be maintained by operating at least once on the aerodrome within
a 12 calendar months’ period.
were used.
If the new training or refresher training is done within the preceding 3 months before expiration date, then the
validity date will extend based on original date of expiration of previous training.
.
If the validity of Aerodrome knowledge is expired, then a complete new Aerodrome familiarisation training shall
be done as described in OM D 2.1.3.18
Procedure for records and entry into LEON software are the same as described in initial Aerodrome familiarisation
training described in OM D 2.1.3.18.2.
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PART D
2.1.4.7 FLIGHT PATH MANAGEMENT

Manual or automatic, as appropriate during unreliable Airspeed indication and other failures at high altitude in
aeroplanes with a maximum cruising altitude above FL 300)

01:00/CBT TRI/SFI/TRE/SFE NO 12 Months * from expiry same date remains
* The same validity rule as for FSTD Training applies
METHODS OF TRAINING
SELF STUDY CLASSROOM √ CBT √ VIRTUAL CLASSROOM √
For the operation of aeroplanes with a maximum cruising altitude above FL300, training elements from the
following table should be integrated into recurrent training at least every 12 calendar months, such that all
elements are covered over a period not exceeding 3 years.
Theoretical Knowledge will be done in the classroom or CBT or as virtual classroom training and shall be supported
with case studies when classroom training. Training shall be done by instructors designated by TM. During
classroom training elements of theoretical knowledge from the Table 7 in OM D 2.1.3.20 from Conversion training
shall be used so as to covere all the items within 3 years period.
There is no test/exam on this module.
Completion of the course shall be verified by signature of instructor and Flight crew member into Attendance list.
If CBT used with a full LMS established then Certificate issued by LMS provider on behalf of ETF Airways shall be
used as proof of attendance.
FSTD Training is divided into Volumes (6) every 6 months.
In order to facilitate the training and get as much as possible in order to build the competencies of the flight crew
members 2 of 6 Volumes (VOL 2 and VOL 5) will be specially dedicated with a most of the elements of UPRT and
Flight Path management manual or automatic during unreliable airspeed indication and other failures at high
altitudes.
This way concentration during this session will be mostly focussed on handling skills and competencies of the
flight crew members which needs a high manual handling skills and flying close to the borders of envelope of the
aircraft.
Elements to be covered are as per table 12 below:
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Flight path management Manual or automatic, as appropriate during unreliable Airspeed indication and other
failures at high altitude MATRIX
VOLUME VOL 1 VOL 2 VOL 3 VOL 4 VOL 5 VOL 6
Flight path management during Unreliable Airspeed or other failures at High Altitudes (Above FL 300) AMC1 ORO.FC.120&130
Basic flight physics principles concerning flight at high altitude, with a

particular emphasis on the relative proximity of the critical Mach
X X
number and the stall, pitch behaviour, and an understanding of the
reduced stall angle of attack when compared with low-altitude flight.
Interaction of the automation (autopilot, flight director, auto-

throttle/autothrust) and the consequences of failures inducing X X
disconnection of the automation.
Consequences of an unreliable airspeed indication and other failures at
high altitude and the need for the flight crew to promptly identify the
X X
failure and react with appropriate (minimal) control inputs to keep the
aircraft in a safe envelope.
Practical training, on manual handling at high altitude in normal and
non-normal flight control laws/modes, with particular emphasis on pre-
stall buffet, the reduced stall angle of attack when compared with low- X X
altitude flight and the effect of pitch inputs on the aircraft trajectory and
energy state.
The requirement to promptly and accurately apply the stall recovery
procedure, as provided by the aircraft manufacturer, at the first
X X
indication of an impending stall. Differences between high-altitude and
low-altitude stalls must be addressed.
Procedures for taking over and transferring manual control of the
X X
aircraft, especially for FBW aeroplanes with independent side-sticks.
Task sharing and crew coordination in high workload/stress conditions
with appropriate call-out and acknowledgement to confirm changes to X X X
the aircraft flight control law/mode.
Table 12
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PART D
2.1.4.8 UPRT

01:00/CBT TRI/SFI/TRE/SFE NO 12 Months * from expiry same date remains
* The same rule for validity as for FSTD Training applies
METHODS OF TRAINING
Completion of the ground course shall be verified in Recurrent training record form.
UPRT training is divided in 6 Volumes, so as to train at least some elements from the respective table (Upset
prevention training and Upset recovery training) every 12 months, and to cover all of them for 36 months period.
Upset prevention training should consist of ground training and flight training in an FSTD.
Ground training shall be done so as to cover all the Ground elements from Table 6 in OM D 2.1.3.19 over a period
not exceeding 3 years.
FSTD Recurrent training shall include upset prevention elements in Table 13 for the recurrent training program at
least every 12 calendar months, such that all the elements are covered over a period not exceeding 3 years.
Upset recovery training should consist of ground training and flight training in an FFS qualified for the training
task.
Ground training shall be done so as to cover all the Ground elements from table below:
UPSET RECOVERY TRAINING

UPSET Recovery Training AMC1 ORO.FC.220&230 (a)
Exercises Ground Training FSTD Training

A. Recovery from developed upsets
1. Timely and appropriate intervention X X
2 Recovery from stall events, in the following configurations; X X
3 — take-off configuration, X X
4 — clean configuration low altitude, X X
5 — clean configuration near maximum operating altitude, and X X
6 — landing configuration during the approach phase X X
7. Recovery from nose high at various bank angles X X
8. Recovery from nose low at various bank angles X X
9. Consolidated summary of aeroplane recovery techniques X X
FSTD training shall be completed from each seat in which a pilot’s duties require him/her to operate.
FSTD Recovery exercises in Table 14 for the recurrent training program, such that all the exercises are covered
over a period not exceeding 3 years.
FSTD Training is divided into Volumes (6) every 6 months.

In order to facilitate the training and get as much as possible in order to build the competencies of the flight crew
members 2 of 6 Volumes (VOL 2 and VOL 5) will be specially dedicated with a most of the elements of UPRT.This 2
sessions will be combined with mostly the elements of Flight Path management manual or automatic during
unreliable airspeed indication and other failures at high altitudes.
This way concentration during this session will be mostly focussed on handling skills and competencies of the flight
crew members which needs a high manual handling skill and flying close to the borders of envelope of the aircraft.
As additional guidance for FSTD UPRT refer to Procedures for FSTD UPRT in OM D 3.1.1.7.
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FSTD Upset prevention training table
FSTD UPRT RECURRENT TRAINING

UPSET Prevention Training AMC1 ORO.FC.220&230 (a)
Aerodynamics
Aerodynamics (high and low altitudes) X X
Aeroplane performance (high and low altitudes) X X
Angle of attack (AOA) and stall awareness X X
Stick shaker or other stall-warning device activation (as applicable X X
Mach effects (if applicable to the aeroplane type) X
Aeroplane stability X
Control surface fundamentals X
Use of trims X
Icing and contamination effects X
g-load awareness and management
Positive/negative/increasing/decreasing g-loads X
Lateral g awareness (sideslip) X
g-load management X
Energy management
Kinetic energy vs potential energy vs chemical energy (power) X X
Flight path management
Relationship between pitch, power and performance X X
Performance and effects of differing power plants (if applicable) X X
Manual and automation inputs for guidance and control X X
Type-specific characteristics X X
Management of go-arounds from various stages during the approach X X X
Automation management X X
Proper use of rudder X X
Recognition
Type-specific examples of physiological, visual and instrument clues during developing and
X X
developed upsets
Pitch/power/roll/yaw X X
Effective scanning (effective monitoring) X X
Type-specific stall protection systems and cues X X
Criteria for identifying stalls and upsets X X
System malfunction (including immediate handling and subsequent operational considerations,
as applicable)
Flight control defects X
Engine failure (partial or full) X X
Instrument failures X
Loss of reliable airspeed X X
Automation failures X X
Stall protection system failures including icing alerting systems X
Manual handling skills (no autopilot, no autothrust/autothrottle and, where

possible, without flight directors)
Flight at different speeds, including slow flight, and altitudes within the full normal flight envelope X
Procedural instrument flying and manoeuvring including instrument departure and arrival X X
Visual approach X X X
Go-arounds from various stages during the approach X X
Steep turns X X
Table 13
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FSTD Upset recovery training table

Upset Recovery Training AMC1 ORO.FC.220&230 (b)
Recovery from developed upsets
Timely and appropriate intervention X X X X
Recovery from stall events, in the following configurations;
take-off configuration X
clean configuration low altitude X X
clean configuration near maximum operating altitude X X
landing configuration during the approach phase X X
Recovery from nose high at various bank angles X X
Recovery from nose low at various bank angles X X
Consolidated summary of aeroplane recovery techniques X X
Table 14
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2.1.4.9 FATIGUE MANAGEMENT TRAINING

Training duration Training done by Check required Validity
Revalidation
02:00 GI/FRMI NO 12 months * from expiry same date remains
METHODS OF TRAINING
The aim of the Fatigue Management Training Awareness & Countermeasures recurrent is to refresh knowledge of
the syllabus as listed in the FMT Initial(conversion) with feedback from the fatigue reports.
The training syllabi is divided in 3 Volumes so as to pass all the required elements within 3 Year cycle.
Program is the same as for Cabin Crew and can be done as a joint training.
Elements of the training which shall be covered are in the table 15 below.
FRMT RECURRENT TRAINING MATRIX
FRMT FLIGHT AND CABIN CREW RECURRENT

VOL 1 VOL 2 VOL 3
Familiarity with sleep disorders and their possible
The regulatory requirements for flight, duty and rest The effect of fatigue on performance
treatments;
The basics of fatigue including sleep fundamentals The effects of long range operations and heavy
Fatigue countermeasures
and the effects of disturbing the circadian rhythms short range schedules on individuals
The causes of fatigue, including medical conditions The influence of lifestyle, including nutrition, The effect of operating through and within
that may lead to fatigue exercise, and family life, on fatigue multiple time zones
Crew member responsibilities Crew member responsibilities Crew member responsibilities
Feedback of fatigue reports management Feedback of fatigue reports management Feedback of fatigue reports management
Table 15
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2.1.4.10 WINDSHEAR TRAINING

If done within last 3 months from
FSTD SFI/TRI/SFE/TRE YES (OPC) 12 months * expiry same date remains
* Validity of windshear FSTD training is connected with validity of FSTD training
METHODS OF TRAINING
Flight Crew members shall be trained in normal and abnormal actual and predictive windshear procedures during
FSTD recurrent training. The instructor shall address the windshear procedures during briefing. Windshear events
shall be simulated during take-off and approach. Instructors shall use different scenarios on take-off and landing,
as well as predictive and actual (reactive) windshear’s.
2.1.4.11 LVO RECURRENT TRAINING AND CHECKING

6 Months the If done within last 3 months from
Self-study/FSTD SFI/TRI/SFE/TRE YES (OPC) same rules expiry same date remains
apply as for
OPC
METHODS OF TRAINING
LVO RECURRENT TRAINING AND CHECKING

(1) ETF Airways shall ensure that, in conjunction with the normal recurrent training and operator’s proficiency
checks, the pilot's knowledge and ability to perform the tasks associated with the particular category of operation
(CAT II/CAT IIIA and LVTO) , for which the pilot is authorised by the ETF Airways, are checked.
The required number of approaches to be undertaken in the FSTD within the validity period of the operator’s
proficiency check should be a minimum of two, one of which should be a landing at the lowest approved RVR. In
addition one of these approaches may be substituted by an approach and landing in the aircraft using approved
CAT II and CAT III A procedures. One missed approach should be flown during the conduct of an operator
proficiency check.
At least one LVTO in RVR 125 m should be flown during the conduct of the operator’s proficiency check.
(2) For CAT III A operations the ETF Airways shall use an FSTD approved for this purpose.
(3) For CAT III operations on aircraft with a fail-passive flight control system (Boeing 737-800) , a missed approach
should be completed by each flight crew member at least once over the period of three consecutive operator
proficiency checks as the result of an autopilot failure at or below DH when the last reported RVR was 300 m or
less.
As a part of ground training self-study shall be used and theoretical knowledge shall be verified by the questions
included in the test as specified in OM D 2.1.4.1.
TRE/SFE conducting the OPC are encouraged to review the procedures and ask some theoretical questions related
to LVO procedures during OPC briefing.
Completion and revalidation of LVO company approval shall be verified by TRE/SFE signature in OPC Form and
FSTD Training form if aplicable.
Whn preparing the FSTD Training and/or OPC FSTD sillaby TM will take care that different normal and non-normal
procedures shall be covered in 3 year cycle so as the crews can be faced with different scenarios.
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2.1.4.12 SMS TRAINING

01:00 Safety Manager NO 12 months expiry same date remains
METHODS OF TRAINING
Once per year, all ETF Airways staff who are involved in Aviation Safety related tasks shall receive the following
training as per Safety Management Manual chapter 7 which is also given in the next table:
SMS RECURRENT TRAINING
SUBJECT HH:MM
Regulations, iQSMS software or ETF Airways procedures change (if any), emergency response review 00:30*
SPIs – targets, actual values, corrective actions 00:30*
Accident / incident / reportable occurrence review 00:30*
TOTAL 01:30*
*Depending on the amount of information to be covered
Table 16
Safety communication shall be done in the following way:
• Safety reports, analysis, data storage – via online tool which is restricted and confidential
• Safety related information, briefing about safety issues – by the Safety Manager via e-mail
and training events.
For reporting procedures refer to Safety Management Manual chapter 7.
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2.1.4.13 PREFLIGHT INSPECTION RECURRENT TRAINING

02:00 CAMO Manager YES 36 months from expiry same date remains
METHODS OF TRAINING
The pre-flight inspection classroom training shall be done using the same syllabi from OCC described in OM D
2.1.3.25.
This training shall be done every 36 months.
Practical check shall be performed during LC on 12 months bases.
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2.1.4.14 FSTD RECURRENT TRAINING

04:00 SFI/TRI/SFE/TRE OPC 6 months * expiry same date remains
* Period of validity of FSTD Training is 6 months in addition to the remainder of the month of issue.
Regulation requirement is to do min 1 FSTD training on every 12 months but ETF policy to do it on 6 months period
and validity in addition to the reminder of the month covers the regulation and provides additional training on top
on minimum required).
* 6 calendar months in addition to the remainder of the month of issue is validity of the FSTD training.
When the FSTD training is conducted within 3 calendar months prior to the expiry of the 6 calendar months
period, the next training should be completed within 6 calendar months of the original expiry date of the previous
training. The last day of the month in which FSTD training and checking expires is considered as expiration date
FSTD recurrent training consists of 1 simulator session of 4 hours. The period of validity of a simulator recurrent
training shall be 6 months.
ETF Airways policy is to do FSTD training session before the OPC.
The items which shall be covered during recurrent FSTD training are divided into 6 Volumes of which every 6
months next volume will be covered.
Depending when the Flight crew member enters ETF Airways, after completion of Operator conversion course
he/she will continue with recurrent training per volume which is actual that year.
All the Volumes are designed so as to cover all the items required for 3 years period.
Separate tables for requirements are given below related to:
• System malfunctions (Commission Regulation (EU) No 965/2012AMC1 ORO.FC.230 4 (i) A)

• Abnormal end Emergency Procedures (Commission Regulation (EU) No 965/2012AMC1 ORO.FC.230 4 (i) A)
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FSTD System malfunction and abnormal and emergency procedures training Matrix
FSTD RECURRENT TRAINING AND CHECKING
System malfunction AMC1 ORO.FC.230 4 (i) A

Airplane General/Emergency Equipment/Doors/Windows X
Air Systems X
Anti-Ice, Rain X
Automatic Flight X X
Communication X
Electrical X
Engines APU X X X
Fire Protection X X
Flight Controls X X
Flight Instruments/Displays X X
Flight Management/Navigation X
Fuel X
Hydraulics X X
Landing gear X
Warning Systems X
Abnormal end Emergency Procedures AMC1 ORO.FC.230 4 (i) A
Incapacitation of flight crew member X
Fire drills X X
Emergency descent X
TCAS escape maneuvre X X X
GPWS escape maneuvre X
Emergency evacuation X X X X X X
Volcanic ash X
Smoke control and removal X
Engine failure X X X X X X
Engine shut-down and restart X X X
Loss of thrust on both engines X
Windshear X X X
Additional training if needed
Narrow RWY Operation * Narrow RWY operation can be done if needed reffer to OM D 2.1.6
Either pliots seat qualification * Either pilots seat qualification can be done as needed during OPC reffer to OM D 2.1.3.9
Table 17
For the purpose of TCAS training scenarios shall be changed as per table below so all of them can be covered
during 2 Years period.
TCAS FSTD RECURRENT TRAINING AND CHECKING
VOL VOL VOL
VOLUME VOL 1 VOL 3 VOL 6
2 4 5
TCAS escape maneuvre X X X
Corrective RA
Multi aircraft encounters Multi aircraft
Initial preventive RA,
and corrective RA, encounters ,
Scenarios Altitude crossing RA,
reversal RA, Increase rate RA,
maintain VS RA,
Increase rate RA, Weakening RA
Weakening RA
Items needed to be covered on FSTD Recurrent Training related to UPRT and Flight Path management are listed in
OM D 2.1.4.7 and OM D 2.1.4.8.
Items from Upset recovery training shall be completed from each seat in which a pilot’s duties require him/her to
operate for the pilots qualified to operate on either pilot seat
Aircraft/FSTD training may be combined with the operator proficiency check. When the aircraft/FSTD training is
conducted within 3 calendar months prior to the expiry of the 6 calendar months period, the next aircraft/FSTD
training should be completed within 6 calendar months of the original expiry date of the previous training.
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Some of the items designated for particular VOL of recurrent training can be done during OPC.
Training shall be done by TRI/SFI/TRE or SFE with required qualification.
Before the training TM shall publish the program and short briefing to the flight crews with the syllabi.
One document will be published for candidates and the separate one for instructors with more detailed
explanations about the schedule phases, explanations of failures and simulator setup as needed
2.1.4.15 RECURENT CHECKING
Each flight crew member shall be periodically checked to demonstrate competence in carrying out normal,
abnormal and emergency procedures relevant to the type or variant of aircraft on which he is certificated to
operate.
Emergency and safety equipment check will be done with a written test.
Subjects required written tests can be found in Recurrent training matrix table 10 OM D 2.1.4
Line checks, route and aerodrome competency and recent experience requirements are intended to ensure the
crew member's ability to operate efficiently under normal conditions, whereas other checks and emergency and
safety equipment training are primarily intended to prepare the crew member for abnormal/emergency
procedures.
The line check is performed in the aircraft. All other training and checking will be performed in the aircraft or an
approved flight simulator or, in the case of emergency and safety equipment training, in a representative training
device.
The type of equipment used for checking should be representative of the instrumentation, equipment and layout
of the aircraft type operated by the flight crewmember.
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2.1.4.16 OPERATOR PROFICIENCY CHECK (OPC)

04:00 SFE/TRE YES 6 months * from expiry same date remains
When the OPC is conducted within 3 calendar months prior to the expiry of the 6 calendar months period, the next
OPC should be completed within 6 calendar months of the original expiry date of the previous OPC. The last day of
the month in which training and checking expires is considered as expiration date
OPC Form shall be completed and stored into Flight Crew Member file
ETF Airways shall ensure that each flight crewmember shall undergo operator proficiency checks as part of a
normal flight crew complement to demonstrate competence in carrying out normal, abnormal and emergency
procedures.
The check will be conducted without external visual reference (except that take-offs and landings should be
conducted using the appropriate visual reference).
Each flight crew member undergoes operator proficiency checks as part of a normal flight crew complement. In
exceptional cases when due to any reason the crew cannot be planned as a standard crew (Commander and F/O)
nonstandard crew can be combined but all the mandatory items as PF shall be done from the seat for which flight
crew member is qualified.
Operator Proficiency check must be conducted in an FSTD approved for OPC/LPC.
The validity of the OPC shall be six months. When the operator proficiency check is 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.
The Operator Proficiency Check shall include the following manoeuvres as pilot flying:
• rejected take-off
• take-off with engine failure between V1 and V2 (take-off safety speed)
• 3D approach operation to minima with one-engine inoperative;
• 2D approach operation to minima;
• at least one of the 3D or 2D approach operations should be an RNP APCH or RNP AR APCH operation;
• missed approach on instruments from minima with one-engine-inoperative;
• landing with one-engine-inoperative.
• Emergency Evacuation
ETF Airways OPC scenarios shall be designed so as to comply with FCL 740 (Type Rating revalidation) so OPC can be
used as LPC. In addition to the checks prescribed above, the requirements applicable to the revalidation or
renewal of the aircraft Type Rating must be completed every 12 months and is usually combined with the operator
proficiency check.
FSTD Scenario for OPC will be designed well in advance and will be distributed to TRE/SFE conducting the check.
Scenario will include short LOFT as much as possible, system malfunctions during OPC will be aligned with systems
cover during particular VOL of recurrent training, and will include items like TCAS, Windshear, GPWS response,
Emergency descent, Emergency evacuation… in regular intervals.
At least one RTO and one normal takeoff shall be done with lowest RVR approved so as to keep LVTO competence.
Commanders qualified to operate from right seat shall be checked as per Either seat qualification program in OM
D 2.1.6.
When operating in the Co-Pilot’s seat, the checks required for operating in the commander’s seat must, in
addition, be valid and current, and normally are performed during the OPC before right seat checks are done.
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As UPRT training is required to be done from both seats for commanders qualified to operate from either pilot
seat, UPRT from the right seat shall be done during FSTD training but if done on OPC it shall be signed in OTHER
items in OPC check if not done during training.
Operator proficiency check will be done by a Type Rating Examiner (TRE), or Synthetic Flight Examiner (SFE),
trained in CRM concepts and the assessment of CRM skills
Commanders and co-pilots are to complete each mandatory item as Pilot Flying (PF).
2.1.4.17 LICENCE PROFICIENCY CHECK (LPC)

04:00/Min 2:00 per trainee SFE/TRE YES 12 months * SEE FCL
* As per date inserted in Flight Crew Licence
FCL Forms from competent Authority shall be filled (does not need to be kept in ETF Airways.
Each flight crewmember shall undergo a License proficiency check each year. As described above ETF Airways OPC
scenario will be so designed to fulfil the requirements from FCL 740 and can be used as LPC. In some cases when
some special items shall be covered during OPC in order to fulfil FCL requirements for Type Rating revalidation or
ST, TRE/SFE is allowed to modify the scenario published by TM and include those items into the OPC (for example
on ATPL ST raw data approach is mandatory and shall be included if OPC is used as ST for ATPL).
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2.1.4.18 LINE CHECK

04:00 LTC/TRI/TRE* YES 12 months * from expiry same date remains
* 12 calendar months in addition to the remainder of the month of issue is validity of LC.
When the Line Check is conducted within 3 calendar months prior to the expiry of the 12 calendar months period,
one. The last day of the month in which Line Check expires is considered as expiration date
* LTC/TRI shall have completed ETF Company Standardization training which includes training in CRM concepts
and the assessment of CRM skills.
Each flight crew member shall undergo a line check on the aircraft to demonstrate his/her competence in carrying
out normal line operations described in the Operations Manual. The validity of the line check shall be 12 calendar
months.
The line check is considered a particularly important factor in the development, maintenance and refinement of
high operating standards, and can provide the operator with a valuable indication of the usefulness of his training
policy and methods.
Line checks should 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 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.
During Line Check the flight crew must be assessed on their CRM skills.
CRM assessment should not be used as a reason for a failure of the line check, unless the observed behaviour
could lead to an unacceptable reduction in safety margin.
When pilots are assigned duties as pilot flying and pilot monitoring, they should be checked in both functions. on
one sector as pilot flying and on another sector as pilot monitoring
Line checks must be completed in the aircraft.
Line check must be conducted by a suitably qualified instructor nominated by ETF Airways. The person conducting
the line check shall be trained in CRM concepts and the assessment of CRM skills.
Line check shall be performed with the instructor occupying jump seat as it is much more convenient to assess
CRM skills of the crew as a whole from a jump seat.
The CRM assessments should solely be based on observations made during the initial briefing, cabin briefing, flight
crew compartment briefing and those phases where he/she occupies the observer’s seat.
Instructor on Jump seat has to assess the work of the pilot on line check in normal operational environment.
Composition of the crew during line check can be next:
Pilot on Line Check Left seat Right seat Jump seat

First Officer on Line Check Normal Captain or LTC/TRI/TRE F/O on Line Check LTC/TRI/TRE
Captain on Line check Captain on Line Check Normal F/O LTC/TRI/TRE
The line check is not intended to determine competence on any particular route but can be used as a qualification
or revalidation of privileges for operation on route/area or specific aerodrome.
The crew member shall display knowledge of AOC limitations, approaches authorized by Authority, ceiling/visibility
minima for takeoff, approach and landing and wind limitations.
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2.1.4.19 RECURRENT MNPS NAT-HLA TRAINING AND CHECKING

MODULE 1 – GROUND TRAINING
Ground Training GTI/LTC/TRI/TRE 36 months in If done within last 3
02:00 hours classroom or properly qualified YES, in a form of addition to the months from expiry
virtual classroom training and designated by questionary remainder of the same date remains
in addition to self-study FOM and TM month of issue
items (4 hours) + 01:00
for questionary
MODULE 2 FAMILIARISATION FLIGHT
12 Months in If done within last 3
2 sectors TRI/TRE/LTC* YES (LC) addition to the months from expiry
remainder of the same date remains
month of issue
* TRI/TRE/LTC Qualified as MNPS NAT-HLA Instructors
METHODS OF TRAINING
Recurrent Ground training program for MNPS NAT-HLA shall consist of self-stydu items, review of any ETF Airways
Route or Area briefings as published by Flight Operations department and abreviated classroom training covering
the same syllabus as for initial training.(see OM D 2.1.14).
The period of validity of MNPS NAT-HLA Ground Training is counted as 36 months in addition to the month when
the ground training is completed.
If requalification is done by recurrent ground training within 3 months from original expiration date, the validity
date counts from the original expiration date.
During Ground training review of self study items and latest company publications and/bulletins as well as
company briefings shall be done.
After completon of the Groaund Training the questionary of 20 multiple choice questions shall be completed.
Pass mark is 75%.
Recurrent Ground training shall be done on every 36 months irrelevant of the date of last flight in MNPS NAT-HLA.
FAMILIARISATION FLIGT (module 2)

If a flight crew member does not operate in MNPS NAT-HLA for more than 12 months, he/she shall undergo
familiarisation flight
Specific items regarding normal and contingency procedures shall be covered and discussed during the
Familiarisation flight.
As operation in MNPS NAT-HLA requeres more time for briefing and preflight checks reporting time shall be
coordinated with TRI/TRE/LTC with the crew before the flight.
Specific items to be covered on Familiarisation flight are listed but not limited to items below.
The flight crew is expected to show proficiency in operation in MNPS NAT-HLA.
As MNPS NAT-HLA operation requires high standards of chieved competencies, instructors are required to review
all the competencies in details and if the required level of proficiency is not acheived the instructor will
immediatelly comunicate with TM in order to give the candidate additional trainings in a form of ground training
or familiarisation flight.
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1. PREFLIGHT ITEMS (to be done during briefing before Familiarisation flight)

• Flight documentation preparation
• Weather and NOTAM evaluation
• Route and OFP evaluation and Fuel calculation
• Pre-flight briefing including MEL, CDL, ATC procedures
• Use of Oceanic checklist during flight planning and pre-flight phases
2. FLIGHT PROCEDURES (NORMAL)

• Pre-flight FMS preparation and checks
• Obtaining Oceanic Clearance
• Checks before entering NAT-HLA
• Enroute Procedures
• RNAV/PBN, Position monitoring
• Communication procedures
• Fuel quantity calculation and monitoring
• WX monitoring/requests and decision point
• Utilization of OFP
• RVSM checks
• Use of EFB
• Use of Oceanic checklist during the flight
3. FLIGHT PROCEDURES (LIST OF CONTINGENCIES TO BE DISCUSSED DURING FAMILIARISATION FLIGHT)

• Inflight Weather Avoidance procedures
• Inflight FMC failure procedure
• Landing in moderate to severe turbulence
• Comm. Failure procedures,
• Decompression,
• Engine failure and drift down
• Others
4. POST FLIGHT PROCEDURES (TO BE DONE AFTER THE FLIGHT)

• Entries in OFP (IRS Drift check and x check with the table)
• Use of Oceanic checklist after the flight
• Specific post flight reports for Oceanic airspace
5.TECHNICAL KNOWLWDGE (TO BE REVIEWED ON BRIEFING, DURING AND AFTER THE FAMILIARISATION FLIGHT)
• Knowledge of standard operating procedures
• Knowledge of contingency procedures in MNPS NAT-HLA
• Use of company documentation and flight planning documents and briefings
• General knowledge of operation and requirements for MNPS NAT-HLA
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2.1.4.20 MNPS NAT-HLA INSTRUCTORS RECURRENT TRAINING
For MNPS NAT-HLA INSTRUCTORS recurrent training refer to OM D 2.1.15 MNPS NAT-HLA INSTRUCTORS
RECURRENT TRAINING
In order to keep the currency for MNPS NAT-HLA instructor privileges all the instructors have to have current basic
MNPS NAT-HLA qualification.
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2.1.5 DIFFERENCES TRAINING, FAMILIARISATION, EQUIPMENT AND PROCEDURE TRAINING
Flight crew members shall complete differences training or familiarisation when required by Annex I (Part- FCL) to
Regulation (EU) No 1178/2011.
Flight crew members shall complete equipment and procedure training when changing equipment or changing
procedures requiring additional knowledge on types or variants currently operated.
Differences training requires additional knowledge and training on the aircraft or an appropriate training device. It
should be carried out when operating another variant of an aeroplane of the same type or another type of the
same class currently operated.
Familiarisation requires only the acquisition of additional knowledge. It should be carried out when operating
another aeroplane of the same type
When defining the needs for differences training, familiarisation or equipment training, ETF Airways should make
use of the concept of ODRs and of the methodology described in AMC1 ORO.FC.140(a), including the ODRs tables.
The ODRs tables may result in different training programmes, depending on the training needs, regardless of the
‘base aircraft’ used to establish the table (e.g. the trainee may know the ‘other aircraft’ and be trained towards the
‘base aircraft’).
Introducing a change of equipment and/or procedures on types or variants currently operated may require
additional knowledge or additional training on the aircraft, or an appropriate training device, or both.
For the purpose of degerming the differences in ODR, 9A-ABC is defined as base aircraft in ETF Airways.
AMC1 ORO.FC.140(a) should be used to determine the recurrent ground training and checking relevant to
variations in aircraft configuration (see OM D 2.4.1.1).
ETF Airways will provide training for all variants of the aircraft as determined in Appendix 6 of OMD which are in
the fleet during Conversion training.
Those trainings shall be covered during Ground Conversion training module (Aircraft Systems, Normal, Abnormal
and Emergency procedures including different limitations) and during EST Module 8 related to Emergency and
safety equipment. (See OM D 2.1.3).
If the differences determined in Appendix 6 of OM D are such as the additional training and/or checking is
required during the flight training (FSTD or LIFUS), those items shall be covered during FSTD training and checking
and LIFUS training and checked if needed on OPC or Line Check.
For any aircraft joining the fleet after finishing the Operators Conversion Course, ETF Airways shall publish the new
Appendix 6 of OM D where based on ODR principles differences, familiarisation, equipment or procedure training
and or/checking needs will be determined and training programs established.
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Scope of ODRs:
ETF Airways shall use the ODRs methodology, a means of evaluating aircraft differences and similarities, in order
to define the training and checking in the following cases:
(1) for the introduction of a change of equipment on a type or variant currently operated;
(2) for the introduction of a new variant within a type or class currently operated;
(3) for the recurrent training and checking of variations in aircraft configuration. ETF Airways may define
credit based on ODRs tables;
(4) for the operation of more than one type or variant when credit is sought, in which case all of the following
should apply:
(i) All training, checking and currency requirements should be completed independently for each type or
variant unless credits have been established by using ODRs tables.
(ii) All recent experience requirements should be completed independently for each type unless credits have
been established by using ODRs tables.
(iii) ETF Airways may define credit based on ODRs tables that should not be less restrictive than the OSD.
ODRs methodology:
ETF Airways should conduct a detailed evaluation of the differences or similarities of the aircraft concerned in
order to establish appropriate procedures or operational restrictions. This evaluation should be based on the OSD
for the relevant types or variants and should be adapted to the operator’s specific variations in aircraft
configuration. This evaluation should take into account all of the following:
(i) the level of technology;
(ii) operational procedures; and
(iii) handling characteristics.
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ODRs tables:
ETF Airways has nominated 9A-ABC as the base aircraft from which to show differences with the second aircraft
type or variant or variation in aircraft configuration, the ‘difference aircraft’, in terms of technology (systems),
procedures, pilot handling and aircraft management. These differences, known as ODRs, 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 or reduced type rating training for the flight crew.
ODR Tables are presented in Appendix 6, and samples are given as follows:
GENERAL OPERATOR DIFFERENCE REQUIREMENTS TABLE

DIFFERENCE AIRCRAFT : COMPLIANCE METHOD
BASE AIRCRAFT : TRAINING CHECKING/CURRENCY
GENERAL DIFFERENCES FLT CHAR PROC CHG A B C D E FLT CHK CURRENCY
SYSTEM OPERATOR DIFFERENCE REQUIREMENTS TABLE

SYSTEM (ATA) DIFFERENCES FLT CHAR PROC CHG A B C D E FLT CHK CURRENCY
MANOUVRE OPERATOR DIFFERENCE REQUIREMENTS TABLE

MANOUVRE DIFFERENCES FLT CHAR PROC CHG A B C D E FLT CHK CURRENCY
Compilation of ODRs tables
ODRs 1: General
The general characteristics of the candidate aircraft are compared with the base aircraft with regard to:
(A) general dimensions and aircraft design (number and type of rotors, wing span or category);
(B) flight deck general design;
(C) cabin layout;
(D) engines (number, type and position);
(E) limitations (flight envelope).
ODRs 2: Systems
Consideration is given to differences in design between the candidate aircraft and the base aircraft. For this
comparison, the Air Transport Association (ATA) 100 index is used. This index establishes a system and subsystem
classification and then an analysis is performed for each index item with respect to the main architectural,
functional and operations elements, including controls and indications on the systems control panel.
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ODRs 3: Manoeuvres
Operational differences encompass normal, abnormal and emergency situations and include any change in aircraft
handling and flight management. It is necessary to establish a list of operational items for consideration on which
an analysis of differences can be made.
The operational analysis should take the following into account:
(A) flight deck dimensions (size, cut-off angle and pilot eye height);
(B) differences in controls (design, shape, location and function);
(C) additional or altered function (flight controls) in normal or abnormal conditions;
(D) handling qualities (including inertia) in normal and in abnormal
configurations;
(E) aircraft performance in specific manoeuvres;
(F) aircraft status following failure;
(G) management (e.g. ECAM, EICAS, navaid selection, automatic checklists).
(iv) Once the differences for ODRs 1, ODRs 2 and ODRs 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.
(v) Difference levels — crew training, checking and currency
(A) In order to operate more than one type or variant, the operator should establish crew training, checking
and currency requirements. This may be done by applying the coded difference levels from the table in point (d)(2)
to the compliance method column of the ODRs tables.
Differences identified in the ODRs tables as impacting flight characteristics or procedures, should be analysed in
the corresponding ATA section of the ODRs manoeuvres. Normal, abnormal and emergency situations should be
addressed accordingly.
Difference levels
Difference levels — general
Difference levels are used to identify the extent of a difference between a base and a candidate aircraft with
reference to the elements described in the ODRs tables. These levels are proportionate to the differences between
a base and a candidate aircraft. A range of five difference levels in order of increasing requirements, identified as A
through E, are each specified for training, checking, and currency.
Difference levels apply when a difference with the potential to affect flight safety exists between a base and a
candidate aircraft. Differences may also affect the knowledge, skills, or abilities required from a pilot. If no
differences exist, or if differences exist but do not affect flight safety, or if differences exist but do not affect
knowledge, skills or abilities, then difference levels are neither assigned nor applicable to pilot qualification. When
difference levels apply, each level is based on a scale of differences related to design features, systems, or
manoeuvres. In assessing the effects of differences, both flight characteristics and procedures are considered since
flight characteristics address handling qualities and performance, while procedures include normal, non-normal
and emergency items.
Levels for training, checking, and currency are assigned independently, but are linked depending on the
differences between a base and candidate aircraft. Training at level E usually identifies that the candidate aircraft
is a different type from the base aircraft.
Difference levels are summarised in the table below regarding training, checking, and currency.
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DIFFERENCE TRAINING CHECKING CURRENCY

LEVEL
Self-Instruction Not aplicable or integrated Not Aplicable
A with next proficiency check
B Aided Instruction Task or System check Self-Review
C System Devices Partial proficiency check using Designated System
qualified device
Manoeuvre training
D devices(1) or aircraft to Partial proficiency check Designated
accomplish specific using qualified device(1) manoeuvre(s)(1)
manoeuvres
FSTDs (2) or aircraft Proficiency check using As per regulation, using
E FSTDs (2) or aircraft FSTDs (2) or aircraft
Footnote (1): Aeroplane: FTD level 2, or FFS

Footnote (2): Aeroplane: FFS level C or D, or aeroplane
Training levels A and B require knowledge, levels C and D require additional skills. Training level E means that the
differences are such that type rating training is required or, in the context of equipment and procedure training,
aircraft/FSTD training and checking is required.
Difference levels — training

The training difference levels specified represent the minimum requirements. Devices associated with a higher
difference level may be used to satisfy a training differences requirement.
LEVEL A training
Level A differences training is applicable to aircraft with differences that can adequately be addressed through
self-instruction. Level A training represents a knowledge requirement such that once appropriate information is
provided, understanding and compliance can be assumed to be demonstrated.
Training needs not covered by level A training may require level B training or higher, depending on the outcome of
the evaluations described in the aircraft evaluation process (CS FCD.420).
LEVEL B training
Level B differences training is applicable to aircraft with system or procedure differences that can adequately be
addressed through aided instruction.
At level B aided instruction, it is appropriate to ensure pilot understanding, emphasise issues, provide a
standardised method of presentation of material, or to aid retention of material following training.
LEVEL C training
Level C differences training can only be accomplished through the use of devices capable of systems training.
Level C differences training is applicable to variants having ‘part task’ differences that affect skills or abilities as
well as knowledge. Training objectives focus on mastering individual systems, procedures, or tasks, as opposed to
performing highly integrated flight operations and manoeuvres in ‘real time’. Level C may also require self-
instruction or aided instruction of a pilot, but cannot be adequately addressed by a knowledge requirement alone.
Training devices are required to supplement instruction to ensure attainment or retention of pilot skills and
abilities to accomplish the more complex tasks, usually related to operation of particular aircraft systems.
The minimum acceptable training media for level C are interactive computer-based training, cockpit systems
simulators, cockpit procedure trainers, part task trainers (such as inertial navigation system (INS), flight
management system (FMS), or traffic collision avoidance system (TCAS) trainers), or similar devices.
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LEVEL D training
Level D differences training can only be accomplished with devices capable of performing flight manoeuvres and
addressing full task differences affecting knowledge, skills, or abilities.
Devices capable of flight manoeuvres address full task performance in a dynamic ‘real time’ environment and
enable integration of knowledge, skills and abilities in a simulated flight environment, involving combinations of
operationally oriented tasks and realistic task loading for each relevant phase of flight. At level D, knowledge and
skills to complete necessary normal, non-normal and emergency procedures are fully addressed for each variant.
Level D differences training requires mastery of interrelated skills that cannot be adequately addressed by
separate acquisition of a series of knowledge areas or skills that are interrelated. However, the differences are not
so significant that a full type rating training course is required. If demonstration of interrelationships between the
systems was important, the use of a series of separate devices for systems training would not suffice. Training for
level D differences requires a training device that has accurate, high-fidelity integration of systems and controls
and realistic instrument indications. Level D training may also require manoeuvre visual cues, motion cues,
dynamics, control loading or specific environmental conditions. Weather phenomena such as low-visibility
conditions or wind shear may or may not be incorporated. Where simplified or generic characteristics of an
aircraft type are used in devices to satisfy level D differences training, significant negative training should not occur
as a result of the simplification.
Appropriate devices as described in CS FCD.415(a), satisfying level D differences training range from those where
relevant elements of aircraft flight manoeuvring, performance, and handling qualities are incorporated. The use of
a manoeuvre training device or aircraft is limited for the conduct of specific manoeuvres or handling differences,
or for specific equipment or procedures.
LEVEL E training
Level E differences training is applicable to candidate aircraft that have such significant ‘full task’ differences that a
full type rating training course or a type rating training course with credit for previous experience on similar
aircraft types is required to meet the training objectives.
The training requires a ‘high-fidelity’ environment to attain or maintain knowledge, skills, or abilities that can only
be satisfied by the use of FSTDs or the aircraft itself as mentioned in CS FCD.415(a). Level E training, if done in an
aircraft, should be modified for safety reasons where manoeuvres can result in a high degree of risk.
When level E differences training is assigned, suitable credit or constraints may be applied for knowledge, skills or
abilities related to other pertinent aircraft types. The training programme should specify the relevant subjects,
procedures or manoeuvres.
Difference levels — checking

Differences checking addresses any pertinent pilot testing or checking. Initial and recurrent checking levels are the
same unless otherwise specified.
It may be possible to satisfactorily accomplish recurrent checking objectives in devices that do not meet the initial
checking requirements. In such instances, the applicant may propose for revalidation checks the use of certain
devices that do not meet the initial checking requirements.
Level A checking
Level A differences checking indicates that no check related to differences is required at the time of differences
training. However, a pilot is responsible for knowledge of each variant flown.
LEVEL B checking
Level B differences checking indicates that a ‘task’ or ‘systems’ check is required following initial and recurring
training.
LEVEL C checking
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Level C differences checking requires a partial check using a suitable qualified device. A partial check is conducted
relative to particular manoeuvres or systems.
LEVEL D checking
Level D differences checking indicates that a partial proficiency check is required following both initial and
recurrent training. In conducting the partial proficiency check, manoeuvres common to each variant may be
credited and need not be repeated. The partial proficiency check covers the specified particular manoeuvres,
systems or devices. Level D checking is performed using scenarios that represent a ‘real-time’ flight environment
and uses qualified devices permitted for level D training or higher.
LEVEL E checking
Level E differences checking requires that a full proficiency check be conducted in FSTDs or in an aircraft as
mentioned in CS FCD.415(a), following both initial and recurrent training. If appropriate, alternating Level E
checking between relevant aircraft is possible and credit may be defined for procedures or manoeuvres based on
commonality.
Assignment of level E checking requirements alone, or in conjunction with level E currency, does not necessarily
result in assignment of a separate type rating.
Difference levels — currency
Differences currency addresses any currency and re-currency levels. Initial and recurrent currency levels are the
same unless otherwise specified.
LEVEL A currency
Level A currency is common to each aircraft and does not require separate tracking. Maintenance of currency in
any aircraft suffices for any other variant within the same type rating.
LEVEL B currency
Level B currency is ‘knowledge-related’ currency, typically achieved through self-review by individual pilots.
LEVEL C currency
(A) Level C currency is applicable to one or more designated systems or procedures and it relates to both skill
and knowledge requirements. When level C currency applies, any pertinent lower-level currency is also to be
addressed.
(B) Re-establishing level C currency
When currency is lost, it may be re-established by completing required items using a device equal to or higher
than that specified for level C training and checking.
LEVEL D currency
(A) Level D currency is related to designated manoeuvres and addresses knowledge and skills required for
performing aircraft control tasks in real time with integrated use of associated systems and procedures. Level D
currency may also address certain differences in flight characteristics including performance of any required
manoeuvres and related normal, non-normal and emergency procedures. When level D is necessary, any pertinent
lower-level currency is also to be addressed.
(B) Re-establishing level D currency
When currency is lost, currency may be re-established by completing pertinent manoeuvres using a device equal
to or higher than that specified for level D differences training and checking.
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LEVEL E currency
(A) Level E currency requires that recent experience requirements of Part-FCL and operational requirements
be complied with in each aircraft separately. Level E currency may also specify other system, procedure, or
manoeuvre currency item(s) necessary for safe operations and may require procedures or manoeuvres to be
accomplished in FSTDs or in an aircraft as mentioned in CS FCD.415(a). Provisions are applied in a way which
addresses the required system or manoeuvre experience.
When level E is assigned between aircraft of common characteristics, credit may be permitted. Assignment of level
E currency requirements does not automatically lead to a determination on same or separate type rating. Level E
currency is tracked by a means that is acceptable to the competent authority.
When common take-off and landing credit (CTLC) is permitted, any credit or constraints applicable to using FSTDs,
as mentioned in CS FCD.415(a), are also to be determined.
Re-establishing level E currency

When currency is lost, currency may be re-established by completing pertinent manoeuvres using a device
specified for level E differences training and checking.
Competency regarding non-normal and emergency procedures — currency

Competency for non-normal and emergency manoeuvres or procedures is generally addressed by checking
requirements. Particular non-normal and emergency manoeuvres or procedures may not be considered
mandatory for checking or training. In this situation, it may be necessary to periodically practise or demonstrate
those manoeuvres or procedures specifying currency requirements for those manoeuvres or procedures.
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2.1.6. PILOT QUALIFICATION TO OPERATE IN EITHER PILOT SEAT

required
04:00 If done within last 3 months
can be part of TRI/SFI/SFE/TRE YES (OPC) 12 months * from expiry same date remains
conversion or recurrent
training on FSTD
* The same validity rule as for OPC applies (at least on every second OPC)
The training and checking for pilot qualification to operate in either pilot’s seat should include any safety-critical
items as specified in the operations manual where the action to be taken by the pilot is different depending on
which seat they occupy.
ETF Airways shall ensure that a pilot who may be assigned to operate in either pilot’s seat completes appropriate
training and checking.
Commanders whose duties require them to operate in either pilot seat and carry out the duties of a co-pilot, or
commanders required to conduct training checking duties, shall complete additional training and checking as
specified below. The check may be conducted together with the operator proficiency check.
This additional training must include at least the following:
• An engine failure during take-off
• A one engine inoperative approach and go-around; and
• A one engine inoperative landing.
• RTO and emergency evacuation
• Emergency descent
• Upset recovery training
Upset recovery training does not need the check, but shall be covered during training.
Emergency descent shall be trained on regular bases as per FSTD training Volumes and checked during OPC on the
same VOL of training.
RTO and Emergency evacuation shall be checked during OPC (at least on every second as validity is 12 months).
When operating in the Co-Pilot’s seat, the checks required for operating in the commander’s seat must, in
addition, be valid and current.
ETF Airways does not have a policy for other than commander occupying the commander’s seat.
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2.1.7. LINE TRAINING COMMANDER (LTC) TRAINING

See table 18 below TRE YES * expiry same date remains
LTC Training form shall be filled and stored in trainee file.
* Validity of the training Modules 1 and 3 are unlimited (Initial Training only). Module 2 and 4 shall be revalidated
on 3 years cycle, and module 5 (Right seat qualification) shall be revalidated during every OPC
METHODS OF TRAINING THEORETHICAL PART
Before nominating Commander as LTC, the Training Manager shall:

- Confirm that a minimum level of experience has been attained
- Review the training records of potential selectees.
- Ask for Recommendations from Flight Operations management and/or the training department.
- Process shall be recorded on LTC training form.
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LINE TRAINING COMMANDER TRAINING

TRAINING
TOPIC DONE BY TIME TRAINING GOALS/REMARKS
MODULE 1 CRM concepts and assessment of CRM skills
Relevant CRM characteristics
Meaning of CRM assessment grades on relevant
TRE 1:00
forms. To be able to recognize CRM skills and
Management of poor CRM results correctly assess them.
MODULE 2 Training procedures
Duties, responsibilities, authority of LTC
Purpose of line training and checking
Special aerodrome categories
Special operations (LVO etc.)
Forms and records
Feedback to TM
Procedures in case of failures To be able to correctly perform training
Assessment standardization and checking according ETF Airways
The fundamentals of teaching and evaluation procedures.
Lesson plan management To be aware of “need to know” an “nice
TRE 3:00
Briefing and debriefing to know” items and final goal of line
Human performance issues training.
Company policies and procedures To be able to fill the paperwork correctly
and follow all relevant procedures.
Dangers associated with simulating system
failures in flight
The actual weather and environmental
conditions necessary to conduct each aircraft
training/evaluation session to be administered
Instructions and procedures how to perform a
check
MODULE 3 Observation of an experienced LTC/TRI/TRE
TRE who is observed by the candidate
Observation of an experienced TRE TRE 2 Sectors can also be a part of the candidate’s
crew, or a line checker on that flight.
MODULE 4 Observation of the candidate LTC by a supervisor
The supervisor observing the work of LTC
Observation of the candidate LTC by a supervisor TRE 2 Sectors can also be a part of the crew, or a line
checker on that flight.
MODULE 5 Right seat qualification
can be part
To be qualified to fly from both seats as
of normal part of
Right seat qualification per program for either pilot seat
training/che OPC
qualification
cking
Table 18
This table is both for initial and recurrent training. Gray items (Modules 1, and 3) are for initial only.
Having EASA TRI certificate on any aircraft type or being LTC on another type within ETF Airways fulfils the
requirement for the topic in module 1.
During Observation flights special attention shall be given to management of workload during training flights. Role
and responsibilities of Line Trainers in maintaining enhanced situation awareness during line-training as well as
other practical issues which can be met during LIFUS.
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2.1.8 TRI COMPANY STANDARDISATION TRAINING

See table 19 below TRE YES * from expiry same date remains
TRI Training form shall be filled and stored in trainee file.
* Validity of the training Modules 1 and 3 are unlimited. Module 2,4 and 6 shall be revalidated on 3 years cycle,
and module 5 (Right seat qualification) shall be revalidated during every OPC
To qualify as TRI within ETF Airways pilots have to have TRI endorsement in their licence.
Before nominating the Crewmember as a TRI, the Training Manager shall:
- Confirm that a minimum level of experience has been attained (TRI within the pilot’s licence)
- Process shall be recorded on TRI training form.
It is the responsibility of the individual Crewmember to revalidate his TRI qualification recorded in his licence by
the relevant licencing authority. Crewmembers failure to revalidate his/her TRI endorsement will automatically
disqualify him/her from performing TRI duties in ETF Airways. In such as case TM can consider that Crewmember
for LTC duties and follow the procedures for revalidation of LTC privilege’s within ETF Airways.
Training program for TRI Company standardization is given in a table 19 below.
In order to provide UPRT FSTD Training TRI has to pass additionally TRAINING AND STANDARDISATION PROGRAM
FOR PERSONNEL PROVIDING FSTD UPSET PREVENTION AND RECOVERY TRAINING (UPRT) (refer to OM D 2.1.11)
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TRI COMPANY STANDARDISATION TRAINING

TRAINING
TOPIC DONE BY TIME TRAINING GOALS/REMARKS
MODULE 1 CRM concepts and assessment of CRM skills
Relevant CRM characteristics
Meaning of CRM assessment grades on
TRE 1:00
relevant forms. To be able to recognize CRM skills and
Management of poor CRM results correctly assess them.
MODULE 2 Training procedures
Duties, responsibilities, authority of TRI and
evaluator
Purpose of training and checking
Special aerodrome categories
Special operations (LVO etc.)
Forms and records
Feedback to TM
Procedures in case of failures
To be able to correctly perform training
Assessment standardization
and checking according ETF Airways
The fundamentals of teaching and evaluation
procedures.
Lesson plan management TRE 4:00 To be aware of “need to know” an “nice to
Briefing and debriefing know” items and final goal of line training.
Human performance issues To be able to fill the paperwork correctly
Company policies and procedures and follow all relevant procedures.
Dangers associated with simulating system
failures in flight
The actual weather and environmental
conditions necessary to conduct each aircraft
training/evaluation session to be
administered
Instructions and procedures how to perform
a check
MODULE 3 Observation of an experienced TRI/TRE
1 FFS TRE who is observed by the candidate can
Observation of an experienced TRE TRE
Session also be a part of the candidate’s crew.
MODULE 4 Observation of the candidate TRI by a supervisor
Observation of the candidate TRI by a 1 FFS The supervisor observing the work of TRI
TRE
supervisor Session can also be a part of the crew .
MODULE 5 Right seat qualification
can be part
To be qualified to fly from both seats as
of normal part of
Right seat qualification per program for either pilot seat
training/chec OPC
qualification
king
MODULE 6 Observation of the candidate TRI by a supervisor
The supervisor observing the
Observation of the candidate TRI by a
TRE 2 Sectors work of TRI can also be a part of the crew,
supervisor
or a line checker on that flight.
Table 19
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2.1.9 SFI COMPANY STANDARDISATION TRAINING

See table 20 below SFE/TRE YES * from expiry same date remains
* Validity of the training Modules 1 and 3 are unlimited (Initial Training only). Module 2,4 and 5 shall be
revalidated on 3 years cycle.
SFI can be an active flying pilot, or qualified Instructor performing just a FSTD training.
In case of outsourced or non-active flying SFI, ETF Airways policy is to perform at least one flight with SFI as an
observer on jump seat. To qualify as SFI within ETF Airways pilots have to have SFI endorsement in their licence.
For non-active flying pilots (retired, without valid medical…) or outsourced SFI’s ETF Airways will provide normal
OPC session every 3 years in duration of 4 Hours (2 hours PF, and 2 hours PM) so the SFI can have a possibility to
act as an active crew member within FSTD environment besides the requirement for 1 flight every 3 years as an
observer on jump seat.
This will give the opportunity to SFI to keep himself/herself updated with the company policies as well as latest
industry standards in operations and trainings.
If the SFI is active flying crew member in ETF Airways (commander or F/O) then the provision for OPC every 3 years
and observer flight from jump seat does not apply, as he/she is following all the recurrent trainings and checking
requirements as an active crew member within ETF Airways.
Before nominating the Crewmember as an SFI, the Training Manager shall:
- Confirm that a minimum level of experience has been attained (SFI within the pilot’s licence)
- Process shall be recorded on SFI training form.
After the course, it is the responsibility of the individual Crewmember to revalidate his SFI qualification recorded in
his licence by the relevant licencing authority. Crewmembers failure to revalidate his/her SFI endorsement will
automatically disqualify him/her from performing SFI duties in ETF Airways. In such as case, if the SFI is active
flying pilot, TM can consider that Crewmember for LTC duties and follow the procedures for revalidation of LTC
privilege’s within ETF Airways.
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Table 20
In order to provide UPRT FSTD Training TRI has to pass additionally TRAINING AND STANDARDISATION PROGRAM
FOR PERSONNEL PROVIDING FSTD UPSET PREVENTION AND RECOVERY TRAINING (UPRT) (refer to OM D 2.1.11)
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2.1.10 ETF AIRWAYS COMPANY INSTRUCTOR STANDARDISATION PROGRAM

METHODS OF TRAINING
ETF Airways Company instructor standardisation program applies to all LTC/TRI/SFI providing ETF training and
checking as applicable.
Note that this program does not supersede any of the requirements from Regulation (EU) No 1178/2011, and all
the TRI/SFI must have valid their TRI/SFI licence endorsement in order to exercise the privileges for TRI/SFI in ETF
Airways.
The company instructor’s standardization program actually starts on initial acceptance, which is done with
completion of LTC Training, TRI or SFI Company Standardisation course as described above in OM D 2.1.7 (LTC),
OM D 2.1.8 (TRI) and OM D 2.1.9 (SFI).
Once instructors passed those trainings, they are enrolled into ETF Airways recurrent standardisation and
qualification programme.
Recurrent Company standardization and qualification program for instructors, evaluators, and line check airmen as
a minimum, requires participation in:
• Standardizations meetings (once per calendar year)
• Training or evaluation sessions (simulator or aircraft) conducted while supervised by an individual
approved by the TM (once in 3 calendar years)
• A seat-specific recurrent program for instructors, evaluators, Line Check Airmen, who perform duties from
either seat. (see either pilot seat qualification program)
• A jump seat observation program or equivalent approved or accepted by the CCAA for non-line qualified
instructors to provide familiarity with current and type-related line operations.(if applicable)
2.1.10.1 SCOPE OF ETF INSTRUCTOR STANDARDIZATION PROGRAM
• Maintaining high professional standards within the instructor community by providing trainers with
technical updates and inputs.
• Standardizing training/checking policies and procedures despite the complex multicultural context of the
airline.
• Checking that each individual flight trainer (LTC, TRI):
1. Maintains company standards as a Commander (does not apply for F/O designated as SFI).
2. Has the ability to keep high situation awareness while supervising LIFUS.
3. Provides training facilitation in accordance with company SOPs and operating methods as defined in the
company documentation.
• Conduct Line-Checks in accordance with the applicable regulation and company policies for examination.
• Checking each individual simulator trainer and make sure he/she:
1. Has the ability to transfer knowledge and achieve training goals while conducting simulator training
sessions.
2. Conducts simulator checks in accordance with the applicable regulation and company policies for
examination.
• Allowing trainers to forward any training related issue or proposal so as to improve the overall safety,
quality and efficiency of the training and checking system
Instructor’s standardization meetings are prepared by TM every calendar year and includes the following general
subjects:
• Update on the organisation of Training Department;
• Review of training/checking programs, corresponding training goals and associated procedures,
paperwork;
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• Technical updates (SOPs, FCOM,FCTM, regulation…);

• Implementation methods (common teaching practices - NOTECHs);
• Methodology used for assessment of CRM skills during line-checks
• Occurrences, incidents and corresponding defined training actions;
• Appraisal of failures on training/checking and possible actions on training system/methods;
2.1.10.2 FLIGHTS UNDER SUPERVISION FOR LINE-TRAINERS AND TRI
At least once per 3 calendar years, each Line Trainer (LTC and TRI) is supervised by Instructor designated by TM
during either training flights (preferred configuration) or normal line flights (minimum 2 sectors). Standardisation
on normal line flights needs to be approved by the TM. The goal of the supervision is to confirm the LTC/TRI keeps
the high professional standards and comfort in operations as expected from a line trainer (both technical and non-
technical). These flights might be unannounced.
According the case, the supervising instructor either occupies the left seat (non-training flights) or the jump-seat
(training flights).
2.1.10.3 SIMULATOR UNDER SUPERVISION FOR INSTRUCTORS/EXAMINERS PROVIDING FSTD TRAINING AND
CHECKING
At least once every 3 calendar years, each simulator instructor/examiner is supervised by an Instructor/examiner
designated by TM when conducting either a simulator training session or an OPC (OPC for TRE/SFE only). These
standardization sessions might be unannounced.
The goal of supervised simulator sessions is to make sure instructors/examiners show:
• The Ability to conduct structured/efficient briefings including clear statement of training and/or checking
objectives - interactivity with trainee[s] / facilitation - respect of timeframe;
• Good technical knowledge;
• Good knowledge of training/checking procedures (training objectives, documentation etc.);
• The capacity to decide, define and provide, in real time, efficient training inputs when necessary and
opportune (transfer of knowledge);
• Facilitation during the session;
• Good knowledge, use and implementation of NOTECHs during the session;
• The ability to assess trainees' performance versus company standards and/or Part-FCL standards and
capacity to pass or fail the trainee according objective criteria's;
• The ability to take precise notes during the session and subsequently to conduct structured and
comprehensive debriefings using technical and non technical inputs and including the clear
communication of his assessment of trainees' performances;
• A precise documentation of training/checking session according company procedures;
• Satisfactory and efficient operation of the training facility (simulator).
• assessment of instructor's/examiner’s ability to make valid measurements of crew performance and to
recognize situations that could result in unacceptable reductions in safety margins.
This supervision is a company requirement. Expect when agreed by the regulatory Authority, it does not replace
simulator sessions under supervision of SFEs or Inspectors designated by the Authority for the issue or revalidation
of TRE/SFE authorisations.
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2.1.10.4 MONITORING OF TRAINING CHECKING RECORDS
Through the continuous screening of training/checking records (reports and folders), TM or person designated by
him monitors trainers/examiners compliance with training/checking programs and assessment criteria’s and their
capacity to precisely document training/checking events.
2.1.10.5 TRAINING AND STANDARDISATION FOR EXTERNAL INSTRUCTORS
ETF Airways policy is to use as much as possible internal instructors/examiners for all flight training and checking
duties within the company.
However, if the need for external instructors or examiners arise TM shall review the candidate’s background,
experience, recommendations… and accept or reject the application
Once candidate instructor/examiner is accepted for EFT training he/she shall pass all the modules of training
described for internal instructors or examiners associated with the position and duties for which he/she is
accepted.
External instructors/examiners not involved in LIFUS shall pass initially only OPC from operator conversion training
and checking, and instructors involved in LIFUS shall pass complete operator conversion course as a normal ETF
flight crew member applicable for their position.
Requirements for recurrent trainings and checking and Instructors standardization program for external flying
instructors/examiners providing LIFUS are the same as for ETF Airways internal instructors/examiners, and for
FSTD instructors/examiners the requirements are the same as for inhouse SFI/SFE.
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2.1.11 TRAINING AND STANDARDISATION PROGRAM FOR PERSONNEL PROVIDING FSTD UPSET PREVENTION
AND RECOVERY TRAINING (UPRT)

See table 21 below TRI/SFI/SFE/TRE * NO 3 years from expiry same date remains
* Instructors providing the training shall be experienced instructors with previous experience in delivering UPRT
and suitably Qualified as per Commission Regulation (EU) No 965/2012 GM5 ORO.FC. 220&230, nominated by TM.

Finishing the course TRAINING AND STANDARDISATION PROGRAM FOR PERSONNEL PROVIDING FSTD UPSET form
shall be filled and instructors can be nominated by TM as UPRT GTI and instructors providing UPRT FSTFD training.
It is of paramount importance that personnel providing UPRT in FSTDs have the specific competence to deliver
such training, which may not have been demonstrated during previous instructor qualification training. ETF
Airways has therefore implemented a comprehensive training and standardisation programme in place, which
provides FSTD instructors with additional training to ensure such instructors have and maintain complete
knowledge and understanding of the UPRT operating environment, and skill sets.
It shall be understanded that instructors providing FSTD UPRT must have academic knowledge for the subject, at
least to provide proper and correct briefing and debriefing of the candidates. That’s why the ETF Airways training
program consists of both academic and FFS training.
During academic training elements of training as required in Commission Regulation (EU) No 965/2012 AMC1.
ORO.FC 220&230 (a) and (b) as well as theoretical aspects related to FSTD training as per module 2 below shall be
covered in depth.
After finishing the academic training, candidates will be given appropriate time to prepare the subject given by
instructor which will be presented. This way candidate instructors should be assessed in their ability to accurately
deliver theoretical UPRT course, proper briefings and debriefings and will be assessed for level of understanding
while employing sound instructional techniques. Successful finish of the module 1 will be credited by TM for GTI
qualification to provide UPRT.
FFS training shall be done on FSTD properly qualified for UPRT according the matrix given in Table 21 below.
The FSTD training will be used for assessment and demonstration of competency in:
• accurately delivering the training while employing sound instructional techniques and ensuring that the
device fidelity is appropriate to the course content being taught;
• accurately assessing trainee’s performance levels and providing effective remediation; and
• effectively operating the device and all its available de-briefing tools.
FFS training duration depends on number of candidate instructors and for 1 candidate it shall last at least 2 hours
from which 1 hour shall be on seat training and 1 hour on IOS as specified in the matrix.
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For the purpose of facilitation of the training dolly candidates rated on Boeing 737 300-900 can be used.
In case of more than 1 candidate all of them shall be rotated on seat and on IOS for at least 1 hour and session
duration will be accommodated accordingly. Maximum of 3 candidates per session are allowed.
TRAINING AND STANDARDISATION PROGRAM FOR PERSONNEL PROVIDING FSTD UPRT

TRAINING
TOPIC DONE BY DURATION TRAINING GOALS/REMARKS
MODULE 1
04:00 training
Review of UPRT ground training subjects as
TRI/TRE/SFI + 02:00
Academic training and assessment per AMC1 ORO.FC 220&230 (a) and (b), and
/SFE * presentation by the
elements of training in MODULE 2
candidate
MODULE 2
Demonstrate the correct upset recovery techniques
for the specific aeroplane type
To be trained and assessed by suitably
Understand the importance of applying type-specific qualified instrutor in competencies required
TRI/TRE/SFI/
Original Equipment Manufacturers (OEMs) FFS SESSION ** to provide UPRT FSTD training in real
SFE *
procedures for recovery manoeuvres enviroment. This training shall be done as in
seat training
Able to distinguish between the applicable SOPs and
the OEMs recommendations (if available);
Understand the capabilities and limitations of the
FSTD used for UPRT, based on the applicable FSTD
training envelope
Awareness of the potential of negative transfer of
training that may exist when training outside the
capabilities of the FSTD
Understanding and ability to use the IOS of the FSTD
in the context of effective UPRT delivery To be trained and assessed by suitably
qualified instrutor in competencies required
Understanding and ability to use the FSTD instructor TRI/TRE/SFI/
FFS SESSION ** to provide UPRT FSTD training in real
tools available for providing accurate feedback on SFE *
enviroment. This training shall be done from
flight crew performance
IOS
Understanding the importance of adhering to the
FSTD UPRT scenarios that have been validated by the
training programme developer; and
Understand the missing critical human factor aspects

due to the limitations of the FSTD and convey this to
the flight crew receiving the training
* Training to be done by Instructors Qualified as per GM 5 ORO.FC.220&230
** FFS session duration depends on number of candidates and shall be at least 2 hours for one candidate and 4 hours for 3 candidates
Table 21
Revalidation:
Revalidation for extension of privileges to perform UPRT FSTD as well as Ground Training will be done on 3 years
interval. For extension FSTD session on which elements of UPRT are on schedule shall be performed by the
candidate under supervision from experienced and UPRT qualified TRI/SFI/TRE/SFE designated by TM.
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2.1.12 MAINTENANCE CHECK FLIGHT (MCF) TRAINING

See table 22 LTC/TRI/SFI/SFE/TRE If done within last 3 months
below properly qualified and NO * from expiry same date remains
designated by FOM and TM
* Theoretical part unlimited, practical 36 Months from last Level A MCF Recency as pilot-in-command on a “Level
A” maintenance check flight is regained after performing a “Level A” maintenance check flight as an observer or a
pilot monitoring, or after acting as the pilot-in-command in a “Level A” maintenance check flight in a simulator.
Theoretical part is with unlimited validity as far as MCF recency as stated above is valid.
If the recency has expired, depending on experience of the Flight crew member TM can assign him/her for going
again through a part or full theoretical part of initial training.
ETF Airways shall select adequate flight crew members considering the aircraft complexity and the level of the
maintenance check flight. When selecting flight crew members for a “Level A” maintenance check flight ETF
Airways shall ensure all of the following:
1) the pilot-in-command has followed a training course in accordance with point SPO.SPEC.MCF.120; if the
training has been conducted in a simulator, the pilot shall conduct at least one “Level A” maintenance
check flight as a pilot monitoring or as an observer before flying as a pilot-in-command on a “Level A”
maintenance check flight;
2) that the pilot-in-command has completed on aircraft of the same aircraft category as the aircraft to be
flown a minimum of 1 000 flight hours, of which at least 400 hours as a pilot- in-command in a complex
motor-powered aircraft and at least 50 hours on the particular aircraft type.
Notwithstanding point (2) of the first paragraph, if the ETF Airways introduces a new aircraft type to its operation
and has assessed the pilot's qualifications in accordance with an established assessment procedure, ETF Airways
may select a pilot having less than 50 hours experience on the particular aircraft type.
Pilots holding a flight test rating in accordance with Regulation (EU) No 1178/2011 shall be given full credit for the
training course stipulated in point (a)(1) of this point, provided that the pilots holding a flight test rating have
obtained the required initial and recurrent crew resource management training in accordance with points
Commission Regulation (EU) No 965/2012 ORO.FC.115 and Commission Regulation (EU) No 965/2012 ORO.FC.215
of Annex III.
A pilot-in-command shall not perform a “Level A” maintenance check flight on a complex motor- powered aircraft
unless the pilot-in-command has carried out a “Level A” maintenance check flight within the preceding 36 months.
Recency as pilot-in-command on a “Level A” maintenance check flight is regained after performing a “Level A”
maintenance check flight as an observer or a pilot monitoring, or after acting as the pilot-in-command in a “Level
A” maintenance check flight in a simulator.
The training course required for a “Level A” maintenance check flight shall be conducted in accordance with a
detailed syllabus.
The flight instruction for the training course shall be conducted in either of the following ways:
• in a simulator which, for training purposes, adequately reflects the reaction of the aircraft and its systems
to the checks being conducted;
• during a flight in an aircraft demonstrating maintenance check flight techniques.
A training course followed on one aircraft category is considered valid for all aircraft types of that category. (In
respect of the term ‘aircraft category’ used in the context of this point it should be understood as ‘category of
aircraft’ as defined in Commission Regulation (EU) No 1178/2011 the Aircrew Regulation).
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When considering the aircraft used for the training and the aircraft to be flown during the maintenance check
flight, ETF Airways shall specify whether differences or familiarisation training is required and describe the
contents of such a training.
2.1.12.1 COURSE CONSIDERATIONS AND SYLLABUS

The MCF training course should comprise ground training followed by a demonstration in a simulator or aircraft of
the techniques for the checks in flight and failure conditions. In a demonstration performed in an aircraft, the
trainer should not simulate a failure condition that could induce a safety risk.
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MAINTENANCE CHECK FLIGHT TRAINING

MODULE TOPIC TRAINING CHECK VALIDITY NOTES
GROUND TRAINING AMC2 SPO.SPEC.MCF.120
Legal aspects: regulations concerning MCFs
Organisation of MCFs: crew composition,

persons on board, definition of tasks and
responsibilities, briefing requirements for
all participants, decision-making, ATC,
development of a flight programme
Environmental conditions: weather and

light requirements for all flight phases.
Flight preparation: aircraft status, weight
and balance, flight profile, airfield
limitations, list of checks
Equipment and instrumentation: on-board
access to various parameters
Organisation on board: CRM, crew
MCF 1 coordination and response to emergency 3:00 NO UNLIMITED
situation
Ground checks and engine runs: review of
checks and associated techniques
Taxi and rejected take-off: specifications
and techniques.
Techniques for checks of various
systems:Flight controls, high-speed and
low-speed checks, autopilot and
autothrottle, depressurisation, hydraulic,
electricity, air conditioning, APU, fuel, anti-
icing, navigation, landing gear, engine
parameters and relight, air data systems.
Review of failure cases specific to these
checks
Post-flight analysis
FLIGHT INSTRUCTION SPO.SPEC.MCF.120
36 Months from last
Level A MCF Recency
as pilot-in-command Training shall be done
MCF 2 FSTD training FSTD NO on a “Level A” either in a simulator
maintenance check which, for training
flight is regained purposes, adequately
after performing a reflects the reaction of
“Level A” the aircraft and its
maintenance check systems to the checks
flight as an observer being conducted, or
or a pilot monitoring, during a flight in an
MCF 3 Aircraft training 1:00 NO or after acting as the aircraft demonstrating
pilot-in-command in maintenance check flight
a “Level A” techniques.
maintenance check
flight in a simulator
Table 22
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The flight demonstration should include the techniques for the most significant checks covered in the ground
training. As part of this demonstration, the pilots under training should be given the opportunity to conduct checks
themselves under supervision. The ground training and flight demonstration should be provided by experienced
flight crew with test or MCF experience.
Flight demonstrations should be instructed by any of the following persons:

• a type rating instructor currently authorised by the operator to conduct MCFs; or
• a pilot assigned by an aircraft manufacturer and experienced in conducting pre-delivery check flights; or
• a pilot holding a flight test rating.
Upon successful completion of the training, a record should be kept and a training certificate issued to the trainee.
For a “Level A” maintenance check flight, a task specialist or additional pilot is required in the flight crew
compartment to assist the flight crew members, unless the aircraft configuration does not permit it or the
operator can justify, considering the flight crew members workload based on the flight programme, that the flight
crew members does not require additional assistance.
If instead of additional adequately trained pilot ETF Airways decides to use Task specialist during MCF, then ETF
Airways should ensure that the task specialist is trained and briefed as necessary to assist the flight crew, including
performing functions such as but not limited to:
• assistance on ground for flight preparation;
• reading of a MCF checklist; and
• monitoring and recording of relevant aircraft or systems’ parameters.
If a task specialist’s assigned duties are not directly related to the flight operation but to the MCF (e.g. reporting
from the cabin on a certain vibration or noise), the required training and briefing should be adequate to this
function.
The task specialist should be trained as necessary in crew coordination procedures and emergency procedures and
be appropriately equipped.
All these trainings for task specialist (if and as required) will be developed and done according the specific MCF
profile, documented and stored in ETF Airways training department.
Only personnel (crew and task specialists) essential for the completion of the flight should be on board.
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2.1.13 NARROW RWY OPERATIONS

Narrow RWY operations training shall be done as a part of conversion training (initial training for narrow RWY
operation), as a recurrent training when the candidate did not operate on Narrow RWY during last 12 months, or
as a standalone training when needed by company operation for the candidates which did not went through the
training before or whose qualification has expired.
Narrow RWY operation training consists of theoretical training which is done by self-briefing for the candidates
using company procedures and limitations for Narrow RWY operation and simulator training.
Simulator training consists of briefing before the session regarding specifics for this operation including review of
the procedures and limitations followed by session on simulator.
Session shall be done on RWY from database in the simulator (if any with 30m width), or on generic RYW with 30m
width.
Training shall include next items:
1. RTO on different speeds below V1 (special attention shall be given to low-speed RTO which is critical on narrow
RWY)
2. Maximum Cross wind T/O and landing as per limitations in OM B with different RWY conditions
3. Approach and landing from minima from 2D or 3D approach
4. Approach from at least 1000 ft AGL in visual conditions without following any guidance.
This training can be combined with the training for manoeuvres during OCC or recurrent FSTD training and can be
done during OPC as well.
The Instructor/Examiner shall sign the training or OPC form for Narrow RWY operations qualification.
If the candidate does not satisfy the requirements for Narrow RWY operations but fulfils the other training or
checking items he will not be signed of and cannot be planned for such an operation.
Validity of Narrow RWY training is 12 months and can be extended for additional 12 months from the date crew
member has last operated on RWY with a width less than 45m.
Revalidation can be done on sim session during recurrent cycle or stand-alone Narrow RWY FSTD training
preceding by instructors briefing before the session.
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2.1.14 MNPS/NAT-HLA (North Atlantic High-Level Airspace) Initial Qualification Training

Ground Training GTI/LTC/TRI/TRE 36 months in If done within last 3
04:00 hours classroom or properly qualified YES, in a form of addition to the months from expiry
virtual classroom training and designated by questionary remainder of the same date remains
in addition to self-study FOM and TM * month of issue
items (8 hours) + 01:00
for questionary
MODULE 2 FAMILIARISATION FLIGHT
2 sectors TRI/TRE/LTC ** NO Only once on initial qualification training
* Outsourced instructors can be designated and approved to conduct the training after TM and FOM checks the
qualification and experience are acceptable to ETF Airways.
** TRI/TRE/LTC providing the familiarisation flights are required to pass MNPS/NAT-HLA Instructors Course
(Refer to OM D 2.1.15)

Reference: SPA.MNPS.105
MNPS/NAT HLA qualification for flight crewmembers
As per SPA.MNPS.105 MNPS (c), ETF airways has developed a training program for MNPS NAT-HLA.
The training is done as separate special authorization training, and it is not mandatory for all flight crew members
during normal OCC or recurrent training and checking.
Only pilots nominated by FOM in coordination with TM shall pass the initial MNPS NAT-HLA course as well as
recurrent training.
In order to keep currency of MNPS NAT-HLA endorsement the flight crew members shall have completed the
recurrent training program for MNPS NAT-HLA on specified time intervals with qualified instructors nominated for
Ground training and Familiarization flight with instructors trained for MNPS NAT-HLA (refer to OM D 2.1.15).
1. Initial MNPS NAT-HLA Training
During first (initial Qualification) training flight crew members shall complete the Ground Training program
(Module 1) and Familiarization Flight (module 2) before scheduled to operate unsupervised in MNPS NAT-HLA.
As ETF Airways has some limitations due to equipment unsuitable for particlurar parts of MNPS NAT-HLA airspace
(like OTS, ETOPS requirement, ADS-C..), training for those items will be just informative so the flight crew can have
an overview of the limitations of the equipment and understanding of parts on MNPS NAT-HLA Airspace where
ETF Airways can operate.
Training shall be concentrated to go deeply into the procedures required for parts of MNPS NAT-HLA Airspace
where ETF is scheduled and is expected to operate within the limitations of equipment requirements.
Finishing of MNPS NAT-HLA ground training (Module 1), Familiarization flight (module 2) shall be recorded in
candidates MNPS NAT-HLA Training record.
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LEON system shall be updated and MNPS NAT-HLA endorsement, and flight crew members shall be endorsed after
successful completion of Familiarization flight in order to track the revalidation rules.
Crew planning can check the qualification of flight crew members before scheduling them for actual operation in
the area.
2. Revalidation of MNPS NAT-HLA Qualification
In order to be revalidated after completion of initial company MNPS NAT HLA training, the flight crew member has
to attend the MNPS NAT-HLA recurrent training and checking (See OM D 2.1.4.19).
Crew Composition and minimum experience:
Before unsupervised operations in MNPS NAT-HLA airspace both Commander and First Officer must have
completed the initial MNPS NAT-HLA training course (modules 1,2 and 3) as specified in below syllabus.
In case of non-standard crew (2 Commanders) the Commander occupying RH, seat must be Either seat qualified as
well.
Minimum experience of flight crew members is to have completed the Operator Conversion Course, program and
MNPS NAT-HLA training before unsupervised flying in MNPS NAT-HLA Airspace.
Suitably Qualified Instructors who has passed the MNPS NAT-HLA training according the program in OM D 2.1.15
can provide the training on Familiarization flights from either pilot seat or Jump seat.
MNPS NAT-HLA Ground training syllabus

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Before the Familiarization flight in MNPS NAT-HLA all the flight crew members must finish the Ground training
module described in the following syllabus.
The program consists of self-study part which has to be done by the canditaes before classroom or virtual
classroom training.
Self Study part must be recorded in Leon software as Training duty as stated in OM D 1.1.5.2
Ground - Self study Training in duration of 8 hours:
Self-study part is based on review and study of the following materials:

- NAT Doc 007 North Atlantic Operations And Airspace Manual in the latest edition
- NAT Doc 001 NAT SPG Handbook in the latest version
- ICAO DOC 7030 Regional Supplementary Procedures
- ICAO NAT DOC 006 Part I and Part II
- NAT OPS Bulletins
- Operations Manual part A: General Rules and Policies (OM-A 8.3.2.F)
- Operations Manual part B: Normal Operations – Flight crew procedures (OM-B 2.5.)
- Operation Manual Part B: Contingency procedures (OM-B 3.4)
- OM-C 10.1 review (review of HF procedures)
During the classroom training following the self-study, Instructor will check and review the familiarity of the
candidates with items designated for self-study and if needed he/she can extend the ground training duration in
order to reach the required competencies for the candidates.
Ground - Classroom training in duration of 04:00 hours + 01:00 hours for test:
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1) Definitions;
2) Operational Approval and Aircraft System Requirements for Flight in the NAT MNPS Airspace
3) Minimum required equipment;

a) Criteria for the required minimum navigation equipment;
b) Altimetry Equipment required for operation in NAT HLA/RVSM airspace;
c) Aircraft operating restrictions related to airworthiness approval
4) Flight planning, Construction of the Organised Track System (OTS),Other Routes and Route Structures within
or adjacent to NAT MNPS Airspace.
a) ICAO flight plan;
b) Selection of suitable routes;
c) Construction of the Organised Track System (OTS)
d) Other Routes and Route Structures within or adjacent to NAT MNPS Airspace
e) Flight Planning for the aircraft equipped with two LRNS;
f) Aircraft with SHORT RANGE navigation equipment plus ONE operational LRNS;
c) Operational Flight Plan (OFP );
5) Pre-flight preparation;
a) Pre-flight briefing;
b) Plotting chart preparation;
c) Cockpit preparation;
(i) Master Document;
(ii) FMS preparation;
(iii) Aircraft clocks;
6) En route procedures (Flight Operation, Navigation and Communication procedures)

a) Oceanic clearance;
b) In-flight procedures within NAT HLA airspace;
(i) Pilot’s duties;
(ii) Entering NAT HLA airspace.
(iii) Use of NAT HLA Check List for Pilots operating in NAT MNPS Airspace
c) Flight within NAT HLA airspace;
(i) Crossing WPT;
(ii) North Atlantic standard Communication Procedures, use of HF communication and any alternative
comunication procedures for specific airspace
(iii) Position reporting;
(iv) The flight level change;
(v) Acquiring meteorological information;
(vi) Weather reporting;
(vii) Weather deviation procedures for Oceanic – Controlled Airspace;
(viii) Transponder operation;
(ix) Verification plotting during flight in the NAT HLA airspace;
- General;
- Plotting procedures;
- Example of verification plotting;
(x) Mach number technique;
(xi) Adherence to ATC approved route;
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(xii) Importance of crew members cross-checking each other to ensure that ATC clearances are promptly and
correctly complied with
(xiii) ATS Surveillance Services in MNPS Airspace
(xiv) Monitoring of Aircraft Systems and Crew Performance
(xv) The Preventions of Deviations from Track as a result of Waypoint Insertion Errors
(xvi) Strategic Lateral Offset Procedure (SLOP)
(xvii) Characteristics of aircraft altitude capture systems which may lead to the occurrence of overshoots
(xviii) Relationships between the altimetry, automatic altitude control and transponder systems in normal and
abnormal situations
(xix) Guarding Against Complacency
(xx) Review the application of Static Source Error Correction/Position and Error Correction (SSEC/PEC) through the
use of correction cards where aplicable
7) Contingency procedures in NAT HLA

a) Lost of LRNS capability, Procedures in the event of Navigation System Degradation or Failure
b) Plotting chart preparation for the possible failure of both FMS computers;
c) Navigational Methods;
d) Common procedures for radio communication failure;
e) use and limitations, in terms of accuracy, of standby altimeters during contingency situations.
f) Wake Turbulence;
g) TCAS Alerts and Warnings;
h) Special procedures for in-flight contingencies in NAT HLA / RVSM airspace.
9) RNAV 10 specifics
a) Limits of RNP 10 navigation capabilities
b) effects of updating
c) RNP 10 Contingency procedures
10) Review of Procedures from ETF Airways OMA/B/C and materials designated for self-study.
11) Familiarity with the recommendations to reduce oceanic errors as contained in the current version of the
“Oceanic Errors Safety Bulletin” (OESB) published by ICAO EUR/NAT Office as a NAT oceanic Error Safety Bulletin
and available at www.icao.int/EURNAT/, following “EUR & NAT Documents”, then “NAT Documents”, then “NAT
OES Bulletins”.
12) Questionnaire
The questionary has to have at least 20 multiple choice questions covering the training syllabus.
Passing score is 75%
MNPS NAT-HLA Familiarization flight
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MNPS NAT-HLA Familiarization flight shall be done after successful completion of Ground training (module 1).
During familiarization flight instructor Qualified as per OM D 2.1.15 can be on either pilot seat or on jump seat.
Instructor shall arrange the start of preflight briefing appropriate for the number of items to be covered during
preflight briefing as per syllabus below.
Items to be covered but not limited to during the familiarization flight are:
1. PREFLIGHT ITEMS (to be done during briefing before the flight)

• Pre-flight briefing including MEL, CDL, ATC procedures
2. FLIGHT PROCEDURES (NORMAL)

• Pre-flight FMS preparation and checks
• Obtaining Oceanic Clearance
• Checks before entering NAT-HLA
• Enroute Procedures
• RNAV/PBN, Position monitoring
• Communication procedures
• Fuel quantity calculation and monitoring
• WX monitoring/requests and decision point
• Utilization of OFP
• RVSM checks
• Use of EFB
• Use of Oceanic checklist during the flight
3. FLIGHT PROCEDURES (CONTINGENCIES TO BE DISCUSSED DURING THE FLIGHT)

• Inflight Weather Avoidance procedures
• Inflight FMC failure procedure
• Landing in moderate to severe turbulence
• Comm. Failure procedures,
• Decompression,
• Engine failure and drift down
• Others
4. POST FLIGHT PROCEDURES (TO BE DONE AFTER ON BLOCK)

• Entries in OFP (IRS Drift check and x check with the table)
• Use of Oceanic checklist after the flight
• Specific post flight reports for Oceanic airspace
5.TECHNICAL KNOWLWDGE (TO BE REVIEWED ON BRIEFING, DURING AND AFTER THE FLIGHT)
• Knowledge of standard operating procedures
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• Knowledge of contingency procedures in MNPS NAT-HLA

• Use of company documentation and flight planning documents and briefings
• General knowledge of operation and requirements for MNPS NAT-HLA
After sucessfull completion of familiarisation flight the Instructor shall fill the MNPS NAT-HLA training record.
After sucesfull completion of Familiarisation flight the instructor shall send a copy of training record to TM.
TM will enter endorsemnt in LEON software and will inform FOM, Crew Planning Department and OCC about the
new Qualified Flight Crew member able to operate in MNPS NAT-HLA.
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2.1.15 MNPS NAT-HLA INSTRUCTORS TRAINING

THE SAME TRAINING AND THE SAME RULES APPLIES AS FOR THE GROUND TRAINING EXPLAINED IN OM D 2.1.14
MODULE 2 FSTD TRAINING
36 Months in If done within last 3
02:00 TRI/TRE * No addition to the months from expiry
remainder of the same date remains
month of issue
*TRI or TRE approved to conduct the training after TM and FOM checks the qualification and experience.
On initial Instructors training outsourced instructors can be used in addition to ETF nominated instructors for help
out during initial qualification of ETF Airways instructors
Qualification Requirements
Instructors enrolled into MNPS NAT-HLA Instructors training program shall have passed all the ETF TRI or LTC
standardization trainings and shall be on the list of ETF Airways nominated TRI/TRE/LTC before starting the
training Course.
Before starting FSTD training the instructors shall have completed the same ground training course as all other
flight crew according the syllabus in OM D 2.1.14.
FOM and TM shall select the candidates for MNPS NAT-HLA Instructors training from the list of ETF Airways
TRI/TRE/LTC.
Instructors providing the training will be selected based on previous experience and shall be nominated by TM in
coordination with FOM after checking the files and records of available ETF instructors.
After initial Qualification of MNPS NAT-HLA instructors TM in coordination with FOM can designate other already
qualified MNPS NAT-HLA TRI/TRE for providing further MNPS NAT-HLA instructor FSTD Trainings.
Privileges
After completion of MNPS NAT-HLA instructors course the TRI/TRE/LTC can provide Familiarization flights for ETF
Airways flight crew members.
In order to provide ETF Airways MNPS NAT-HLA Instructors training, TRI/TRE shall be nominated by TM in
coordination with Training department instructors and FOM.
Training Syllabus
The FSTD training program is designed as LOFT session with duration of about 1:20 to 1:30 minutes flight time.
The route pair shall be chosen in a way that all the checks required before entering Oceanic airspace can be done
enroute.
It is advisable to use the airport pair utilizing PDP procedure which will be published in OFP.
As Preflight phase needs longer time and additional items which has to be checked and analyzed during the crew
briefing, for MNPS NAT-HLA FSTD Instructor Training standard reporting time for briefing before the FFS session is
2 hours.
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During these 2 hours the instructor will present the whole package to the crew and they have to make full
preparation of the flight according the procedures stated in ETF Airways OM A/B/C, MEL, CDL, and all the relevant
documents for MNPS NAT-HLA and isolated airport procedures if applicable.
The candidate instructors are expected to check all the items as stated in Oceanic checklist and once the
performance and fuel calculations are done instructor will check the knowledge of normal and contingency
procedures for operation in MNPS NAT-HLA.
Discuss different scenarios; failures before entering Oceanic airspace, failures after entering Oceanic airspace,
PDP, depressurization, Nav and Comm failures, engine failures- drift down...
The session shall be started from holding point with APU running.
Give additional time for the whole preparation and checks to be done according ETF Airways procedures and
Oceanic checklist. (FMS entries, check of equipment…).
After Takeoff observe how the crew is dealing with the normal procedures required before and after the entry of
Oceanic airspace.
Whenever some failures or weather avoidance are inserted as per syllabus, stress the importance of Guarding
Against Complacency and decision making (FORDEC) which are most important in special area of operation which
needs special procedures to be followed which are different or specific on some points while operating in MNPS
NAT-HLA airspace.
Stress the importance of Navigation, Communication, flight management in terms of weather requests and
decision making before PDP, fuel calculation and monitoring, FMS FIX page inputs, using the OFP and Oceanic
checklist…
During the LOFT session TRI/TRE will simulate some failures as per syllabus.
For navigation equipment failures in case of single system failure discuss the effects of worst-case scenarios (loss
of both FMC for example) and the consequences (how we can use the remaining equipment to navigate safely, use
of IRS display, use of Radio Navigation…).
Observe the decision making, Options generating use of FORDEC, TEM, risks and benefits from continuing the
flight or divert taking in to consideration the flight safety as well as consequences after landing with failed
equipment.
Scenarios for LOFT will be prepared by training department team of instructors and shall be published by TM
following the usual procedure for FSTD trainings.
Sample of FSTD Instructors training syllabus is given below.

For this scenario LOFT between ENTC and ENSB is used and OFP version with PDP (isolated airport procedure).
Scenarios for Initial as well as for Recurrent MNPS NAT-HLA instructors’ trainings will be designed following normal
ETF Airways procedures for developing the training programs (OM D 3) using the previous experience as well as
Performance indicators and reports from operation.
After successful completion of the training session TRI/TRE shall fill the ETF AIRWAYS – MNPS NAT-HLA
INSTRUCTOR TRAINING form.
MNPS NAT-HLA instructors training syllabus sample:

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2.1.16 MNPS NAT-HLA INSTRUCTORS RECURRENT TRAINING
In order to exercise privileges for ETF Airways MNPS NAT-HLA Instructor, the instructors have to pass the recurrent
Ground training for MNPS NAT-HLA and recurrent FSTD training.
Syllabus for Ground training is the same as described in OM D 2.1.4.19 and syllabus for FSTD training will be
designed as explained above using the same principles as for Initial qualification of MNPS NAT-HLA instructors
training.
If for any reason the instructor does not operate on actual flight as a part of normal crew or training and checking
flight (familiarisation flight) or did not provide training for other MNPS NAT-HLA instructors in FSTD then he/she
shall go through FSTD training program provided his ground training is still valid before operating or providing
trainings for MNPS NAT-HLA.
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2.1.17 COMMANDERS UPGRADE COURSE
2.1.17.1 REULATORY REQUIREMENTS

Regulation (EU) No 965/2012 ORO.FC.205
The command course shall include at least the following elements:

(1) training in an FSTD, which includes line oriented flight training (LOFT) and/or flight training;
(2) the operator proficiency check, operating as commander;
(3) command responsibilities training;
(4) line training as commander under supervision, for a minimum of:
(i) 20 flight sectors, and
(5) completion of a line check as commander and demonstration of adequate knowledge of the route or area to be
flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used; and
(6) crew resource management training.
2.1.17.2 COMMAND COURSE PROGRAMME ELIGIBILITY

Command course programme eligibility is the responsibility of the TM. All the records are kept in the Trainee File
and by TM. Records copies are attached in the Appendix.
Eligibility:
- Qualification requirements and Experience
- Past performance (2 OPCs)
- Pre-Command Training Syllabus completed with a Recommendation for the CU Programme
- Successful CU Interview
2.1.17.3 QUALIFICATION REQUIREMENTS
The minimum qualification requirements for a pilot to act as commander of a commercial air transport flight for
ETF (OM A 5.2.1) are:
• EASA PART-FCL ATPL
• Valid B737-800 Type Rating;
• Valid Instrument Rating;
• Valid ETF Proficiency Check;
• Valid Class 1 Medical;
• ETF line check including route qualifications as well as aerodrome qualification in accordance with airport
category defined by ETF.
• Experience:
• has acquired at least 2000 hours total flight time and 1000 hours on type experience or
• minimum 3500 hours total flight time, out of which 500 hours on CS 25 (or equivalent) aircraft.
For the purpose of enrolment of the candidate into the Commanders upgrade program recommendation is to
have passed at least 2 ETF Airways OPCs with all elements graded as 3 or above and CRM assessed as Good or Very
good at least.
Any deviations from this recommendation shall be communicated and approved by both FOM and TM.
Maximum recommended age at the start of the training should not be more than 50 Years, but can be assessed in
case by case by Flight Operations Manager and Training Manager.
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Training Matix:

MODULE 1 PRE-COMMAND TRAINING
40 Hours of self-study Self-study YES 12 Months N/A
6 Evaluation sectors TRI/TRE/LTC No 6 Months N/A
MODULE 2 GROUND COURSE INCLUDING CRM
23 Hours + 2 hours test CRMT/GTI/TRI/TRE YES 6 Months N/A
4 FFS SESSIONS TRI/TRE SEE OPC 6 Months N/A
MODULE 4 OPC
1 FFS SESSION (OPC) TRE YES 6 Months 6 Months
MODULE 5 LIFUS
20 SECTORS LTC/TRI/TRE YES 6 Months N/A
MODULE 6 LINE CHECK
2 SECTORS (PF/PM) LTC/TRI/TRE YES 12 Months 12 Months
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MODULE 1
MODULE 1 PRE-COMMAND TRAINING
40 Hours of self-study of YES
OM A/B/C, Boeing During the
Documentation as well as Self-study interview with 12 Months N/A
Company materials, FOM and TM
Briefings, Handouts…
6 Evaluation sectors TRI/TRE/LTC No 6 Months N/A
METHODS OF TRAINING THORETHICAL PART

SELF STUDY √ CLASSROOM CBT VIRTUAL CLASSROOM
The aim of MODULE 1 is:
• To enable the company to evaluate the trainee’s readiness for the command course with a reasonable
chance of success
• To discuss and evaluate practical applications of technical knowledge
• To enhance and evaluate aircraft handling skills
• To train and evaluate flight management skills
• To train and evaluate non-technical Commander skills (Decision making, Situational Awareness, CRM,
Communication, Teamwork, Workload and Stress Management)
• To evaluate his/her overall professional maturity which must match company’s expectation for
Commanders.
This Syllabus is aimed at reducing the work of the Training department during the ground/simulator and later
LIFUS sections. Training consists of self-study and preparation of the candidate for interview.
Pre-Command Training should be scheduled prior to a First Officer’s anticipated Command Upgrade Course date
based on recommendation from FOM, TM and instructors about the suitability of the candidate for starting the
Commanders upgrade training.
TM shall evaluate all the candidate’s training records before start of the Pre-Command training, and shall
announce the start of the MODULE 1 training only after checking of training records and feedbacks from FOM and
other instructors are such as the candidate is found suitable for the upgrade and has a reasonable chance to
success.
Self-study items shall be finished before starting with evaluation and assessment flights.
Flying is conducted so that the First Officer flies from his seat (RHS) but is given the opportunity to lead the day
and act as a Captain with all its related duties. These flights are nor check flights, candidate is not required to be
fully proficient in all areas, especially with regards to paperwork. This is the opportunity for the company to see
whether this First Officer has the knowledge, attitude and skills required to pass the Command Upgrade
Programme and whether he can attain the knowledge in (possible) weak areas before the start of the Programme.
It is designed to prepare the F/O in line management prior to Ground school and as such the F/O is not expected
to be fully competent in every area on the evaluation flights Student Competency Checklist (Part of Trainee’s
logbook)..
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Flying with LTC/TRI/TRE;

The potential student can see these flights as a chance to ask any questions he might have regarding the Captain
position from flying perspective; to see it as ‘’flying with the big brother’’ in order not to waste valuable time
during further LIFUS training. Here, the students should prepare and from flight point see the CPT as a 200hr cadet
and lead the day, but naturally ask away all questions/doubts etc. Instructors should use this opportunity to offer
advice from flying and non-flying side, ie technical/non-technical.
It is not Line training, it is a ‘’free relaxed non graded’’ training to ease the student into Command Upgrade
Programme.
The comments will be purely homework and guidance for the F/O in preparation for Simulator and Line training.
Instructors should fill the required fields in Trainee’s logbook and give it to the candidate who will keep it with him
till finishing the training and checks.
On the last 2 sectors, instructor writes a recommendation for the Command Upgrade Programme, should he find
the candidate suitable, and sends the feedback to TM.
If practicable, 2 different TRI/TRE/LTC to be scheduled with the candidate.
After finishing the evaluation sectors and recommendation from the instructor is written in trainee log book, the
candidate will be scheduled for interview with FOM, TM or any appointed instructor as well as HR and
Management.
Formal Interview with the Candidate to decide whether the candidate has the motivation, knowledge & skills
necessary to become ETF Commander.
During interview with FOM, TM or appointed instructor, knowledge of self-study items shall be evaluated, as well
as candidates overall professional maturity which must match company’s expectation for Commanders.
There is no formal test of the knowledge, the items discussed will be in form of interview to determine the level of
general knowledge and trainees’ readiness and maturity for stating the next modules of the training.
Records and feedback from instructors who performed the evaluation flights shall be received and possible weak
points discussed.
HR/Management interview purpose is to discuss the candidate’s duties/responsibilities, attitude, motivation,

and evaluation of his/her non-technical skills and adaptation in ETF Airways operations environment as
Commander.
Interviews can be face to face or via online platform (Teams or other appropriate application).
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MOULE 2
MODULE 2 GROUND COURSE INCLUDING CRM
23:00 + 2:00 test GTI/LTC/TRI/TRE/CRMT YES 6 Months N/A
METHODS OF TRAINING THORETHICAL PART

Command Upgrade Ground School consist of a 3- day classroom course, which includes the following (the subjects
can be moved to different day to accommodate operational needs).
DAY 1
• Introduction to the CU Programme (expectations, goals, motivation)
• OM A Review (Air Ops, Commander duties, responsibilities, legality, authority, FTLs with stress
management fatigue, Operating procedures, SAFA Inspection)
• OM B Review (Company procedures, SOPs, GRF)
• OM C (Airport categorization, Escape routes)
• Route, Area and aerodrome training
DAY 2
• Winter Operations Review (Procedures, Planning, Holdover Tables)
• Low Visibility Operations (Legality, Procedures, Planning)
• Performance Review (General Performance, Dispatch Planning, W&B, Load sheet, OPT)
• UPRT
• Command Upgrade CRM (Elements of CRM training which shall be covered are in table below. Special
attention shall be given to art of leading, Leader qualities, crew managing, psychology, team behaviour,
synergy & communication) The CRM shall be done by qualified Flight crew CRMT which can be assisted by
TRI/TRE for specific topics.
DAY 3
• MEL/CDL & Commander Paperwork (Technical Logbook and Defect writing, Journey Log, Acceptance of
the Aircraft, MEL/CDL review)
• Prefight Inspection Training
• SMS Training (IQSMS, OFDM, OMS review)
• High Energy Approach (Situational Awareness, TEM, GA company policy)
• QRH Review (QRH instructions, dealing with failures)
• Technical and Procedures Exam
Technical and procedures test shall consist of at least 50 questions related to technical knowledge (systems) as
well as operational procedures and knowledge of ETF Airways and Boeing Manuals, bulletins, procedures…as well
as subjects passed during Commanders Upgrade Ground Course.
Passing grade is 80 %.
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SUBJECT TRAINING
DURATION
1 Introduction to the CU Programme 00:45
2 OM A review, Commander duties, responsibilities, legality, authority FTLs with stress 03:00
management fatigue, Operating procedures, SAFA Inspection
3 OM B & OM C review, Company SOPs, GRF, Airport categorization, Escape routes 04:00
4 Winter operations review 01:30
5 Low Visibility Operations 01:30
6 Performance and Weight & Balance and OPT review 02:00
7 UPRT Review 01:00
8 Command Upgrade CRM, art of intervention, psychology * 03:30
9 Technical Logbook (TLB), Journey Logbook & MEL/CDL 01:00
Acceptance of the Aircraft, Review of Defect writing and Journey Logbook
10 Preflight Inspection Training 00:30
11 SMS Training review IQSMS, OMS 02:00
12 High Energy Approaches (HEA), Situational Awareness, TEM, GA company policy 00:30
13 QRH review, instructions, dealing with Failures 00:45
14 Route, Area and aerodrome training 01:00
15 Technical and Procedural Exam 02:00
Commanders
CRM TRAINING ELEMENT
upgrade course
Required
Personality awareness, human error and reliability, attitudes and behaviours, self-assessment
and self-critique;
Stress and stress management; In depth
Fatigue and vigilance;
Assertiveness, situation awareness, information acquisition and processing
Automation and philosophy on the use of automation In depth
Specific type-related differences Required
Monitoring and intervention Required
Shared situation awareness, sharedinformation acquisition and processing;
Effective communication and coordination inside and outside the flight crew compartment
Leadership, cooperation, synergy, delegation, decision-making, actions; In depth
Operator’s safety culture and company culture, standard operating procedures (SOPs),
organisational factors, factors linked to the type of operations;
In depth
Effective communication and coordination with other operational personnel and ground
services.
Case studies In depth
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4 FFS SESSIONS TRI/TRE SEE OPC 6 Months N/A
FSTD Training
FSTD Training is divided into 4 FFS simulator sessions + check (OPC).
FFS SESSION 1
ITEMS
1 Before start- Through Flight Procedure
2 Push back procedure and taxi procedure
3 Normal Take Off Flaps 5
4 Take off flaps 1 (Performance, Procedures, Precautions and tail strike avoidance)
5 Take off with X wind close to limit
6 Departure, Standard Procedures
7 Operational Return to Departure Airfield
8 TCAS
9 RTO
10 Emergency Evacuation
11 Windshear (Predictive and reactive on Take-off and landing)
12 Engine failures shut down and restart
13 OEI approaches, G/A and landings
14 Management of go-arounds with both engines operative from various stages during the approach
15 ILS/VOR/RNP, Visual Approaches, Circle to Land
16 Landing with max X-wind
Session 1 is an introductory session to familiarize a trainee with aircraft handling from the left-hand seat and
focuses on manual aircraft control and automation management but also includes topics of adverse weather and
go-around management. The manoeuvre- oriented exercises allow for training application of procedures.
OBJECTIVES AND ASSESSMENT:
1. Accurate handling without excessive deviations and over-controlling, proper instrument scanning, maintaining
proper relationship between aircraft attitude, speed and thrust. Maintaining spare mental capacity during manual
aircraft control.
2. Proper sequence of GA procedure – monitoring FMA changes, A/C configuration, managing aircraft energy and
vertical/ lateral aircraft path.
4. Safe X-wind landing: proper flare technique; lateral control; deceleration.
5. RTO - positive yaw control, optimum use of AUTO BRK. Capacity to make correct stop/go decision at low/high
speed regimes.
6. Proper sequence of actions following a RTO (situation assessment, communication).
7. Accurate Engine failure on Take-off and One Engine inoperative G/A handling, rudder and pitch inputs leading to
prompt aircraft stabilization followed by proper trimming. QRH handling and procedural discipline.
8. Ability to recognize adverse weather condition, take appropriate action for avoidance (PRED WS) and to apply
appropriate procedure correctly (WS). Maintaining the aircraft within the flight envelope.
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FFS SESSION 2
The purpose of this training is to develop the students Command Decision Making ability in a Line Oriented
Scenario, and to receive training for complex failures which needs to be flown by Commander as PF.
• ALL of the technical aspects of the following exercises must be briefed by the Instructor prior to the Simulator
session
• All required documents will be supplied to the candidates i.e., FPLs, Weather, Performance, etc.
• Instructor participation is appropriate if required to reinforce positive training
• The candidate will operate as PF for LOS 1 and 2 and on LOS 3 he/she is expected to take over flight controls and
act as PF from start of Rapid Decompression as per ETF Airways procedures.
• Remaining time after LOS 3 shall be used for PM duties and intervention of the candidate in case of mistakes
done by F/O.
Role of F/O shall be taken by TRI who will intentionally make a mistakes during Take-offs and landings.
The candidate shall act accordingly, in range from verbal instructions to taking over controls and returning to
normal airplane status and path.
• ALL the items must be completed
• The instructor must manage the session to assure all exercises are completed in the time allocated
ITEMS
LOS 1
1 Normal Take Off Flaps 5 with max X wind
2 Loss of Both Engine Driven Generators
3 Total Loss of AC Power
4 FORDEC, Communications, NITS…
5 Return for landing
LOS 2
1 Normal Take Off Flaps 15 with max X wind
2 Engine Failure after Take-off (Approx 500 ft AGL) (Severe damage with Fuel Leak)
4 Return to departure airport
5 OEI landing
LOS 3
1 Normal Take Off Flaps 5 by F/O
2 SID, slew to cruising level
3 Rapid Decompression, Emergency Descent
4 Take over of flight controls
6 Landing with max X-wind at suitable airport
PART 4
Time remaining shall be used for training as PM with ISI (in seat instruction) from Instructor and
management of mistakes (interventions) done by F/O (instructor) during Take-off and landings (fast
rotations, late flare, hi flare, unstabilized approaches...)
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Session 2 consists of short scenarios that include complex failures which needs appropriate actions, proper
decision making and workload management and CRM skills. It focuses on development of competencies in area of
workload management and situational awareness. Topic of monitoring, cross checking, error management and
mismanaged aircraft state is included in ISI part of the session.
1. Positive aircraft control following loss of systems, situational awareness of departure routes and terrain
awareness, tasks prioritization. Knowledge of memory items and QRH procedures, proper and timely applying
appropriate procedure.
2. Ability to transit to and continue procedural navigation, performing meaningful briefing to facilitate situational
awareness, interpretation and awareness of aircraft position anticipating threats, recognizing unsafe airplane state
and recovery.
3. Knowledge of Memory items and QRH procedures (taking appropriate action, applying appropriate procedure,
performing optimum manoeuvres, restoring safe flight path and proper automation recovery.
4. ISI – Ability to recognize mismanaged aircraft state, detecting the error and making intervention as appropriate -
either verbally using SOP call outs or by taking control and restoring desired aircraft.
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FFS SESSION 3
FSTD Training Session 3
FSTD Training Session 3 consists of:
• Initial Low visibility training
• Upset recovery from Left Seat
This training session is designed to cover the Initial LVO Training requirement (OM D 2.1.3.26 LVO) and Upset
recovery FSTD training from left seat.
There is no requirement during FSTD TS 3 of Command Upgrade Programme to cover:
• CM1 incapacitation during LVTO
• CM 1 incapacitation during CAT II/ IIIA
ITEMS
PART 1 LVO *
1 LVO Taxi
2 LVTO Engine failure before V1 RTO
3 LVTO Engine failure after V1
4 Normal LVTO with min RVR
5 Normal LVO Approaches with landing
6 G/A from minimum due to visibility
7 Failures during different stages in LVO approach
* For LVO training program for FSTD LVO (OM D 2.1.3.26) program shall be used and appropriate
LVO FSTD training form filled by Instructor
PART 2 UPRT
Recovery from developed upsets
1 Timely and appropriate intervention
Recovery from stall events, in the following configurations
2 take-off configuration
3 clean configuration low altitude
4 clean configuration near maximum operating altitude
5 landing configuration during the approach phase
6 Recovery from nose high at various bank angles
7 Recovery from nose high at various bank angles
8 Consolidated summary of aeroplane recovery techniques
First part of Session 3 is conducted in LVO environment. It includes management of abnormal and emergency
procedures with system failures that require extensive management of consequences. MEL procedures are also a
part of the session.
Second part is dedicated to FSTD UPRT Training from the left seat and includes all the elements of Upset recovery
training.
It is performed by ISI by instructor occupying Right seat for recovery from nose high, nose lo as well as
consolidated summary of recovery techniques which will be done by step by step instructors explanation and
guidance.
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1. Rigorous and safe management of the LVO environment: LVO rules and regulations, Weather, ground facilities
degradations, airport and operator standard procedures, applicable minimums and associated references.
MEL/CDL procedures.
2. Good understanding of aircraft features and limitations in LVO. Appropriate reactions in case of automation
malfunction. Safe RTO, GA and failure management.
4. Ability to recognize and properly identify system malfunction, interpret and correctly apply appropriate QRH
procedure while maintaining positive aircraft control and situational awareness during LVO.
5. Managing consequences and applying crew operating procedure (including FORDEC, NITS).
6. Timely recognition and proper Upset recovery techniques from the Left seat.
FFS SESSION 4
FSTD Training Session 4 (total 4 hrs) CRM LOFT DAY + Unreliable airspeed
The LOFT will incorporate a Flight from A to B; realistic scenarios will be used to assess students’ ability to control
and manage a non-normal situation which could occur on line. In lieu with ETF’s commitment to transition towards
EBT training in the future, Instructors will receive several realistic scenarios to choose from (ETF AIRWAYS- FSTD
CU LOFT SCENARIOS DAY 4 (CONFIDENTIAL)).
Time has to be taken to manage the flightdeck well, to use resources and make sensible, safe decisions, keep
Crewmembers, ATC, Passengers informed. CRM skills, in particular Communication, Teamwork and Leadership,
Task Management, Decision Making, Situation Awareness, effective TEM are the main focus of this session. Good,
Safe decision making will be essential during this training session, candidates need to be familiar with F-O-R-D-E-C,
to use this tool effectively.
A standardized assessment system is used by the instructor during this day, it is an objective assessment based on
factual occurrences during the flight. Instructors are required through regulation to assess Pilot non-technical
skills. This is achieved through application of the ETF’s behavioural marker scheme. There are four categories of
behaviour in this system; Decision Making, Situational Awareness, Teamwork and Task Management.
Behavioural markers are explained in OMD (3.1.1.9.3 NOTECHS BEHAVIORAL MARKER SYSTEM). It is important
that any Pilot proceeding through the Command Upgrade programme applies themselves in all of the markers.
Remember that Communication is not an individual element but is an integral part of each of the four markers. At
the end the session the TRI/TRE will either recommend or not recommend the student for the OPC.
UNRELIABLE AIRSPEED AND LOFT

First part of Session 4 is a LOFT which includes failures which challenges the student’s ability to control and
manage a non-normal situation which could occur on line.
Second part of the session is dedicated to Unreliable airspeed indication after Take-off till landing.
1. Assessment of students’ ability to control and manage a non-normal situation which could occur on line
2. Ability to manage the flight properly following an aircraft system degradation, aircraft handling remains with no
significant flight parameters deviations observed in any phase
4. Ability to use and understand complex checklist under time pressure.
5. Proper use of a QRH, in the general flow of the failure management.
6. Ability to give to cabin and passenger the necessary attention.
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MODULE 4 OPC

MODULE 4 OPC
1 FFS SESSION (OPC) TRE YES (OPC) 6 Months 6 Months
Form of OPC is the standard OPC as described in OM D 2.1.3.9.

It consists of a LOFT part and subsequent items as described in OM D 2.1.3.9.
Composition of the crew for Commander’s upgrade OPC shall be standard crew; Candidate for Commander
Upgrade on Left seat and normal F/O on right seat.
Duties (PF/PM) are normally distributed as on normal OPC.
After finishing the OPC TRE shall fill the standard OPC form, with position CMDR.
MODULE 5 LIFUS
MODULE 5 LIFUS
20 SECTORS LTC/TRI/TRE YES 6 Months N/A
LIFUS
Line Training will be conducted at minimum 20 sectors (or 40 hours whichever is greater). 2 different Instructors
must recommend the Student for the Line Check. Should the student require more sectors, there is a progress
check after 10th sector to establish the reasons for extended training and evaluate is there a need for more
training sectors of the line training.
Command Upgrade Line training student file is used (found in the Appendix …) Students need to be proficient with
Items marked with the Asterix (*), not only discussion items but also proficient in practical flying execution.
During all flight phases the goal of LIFUS is to make trainees proficient in normal line operating environment.
Proper application of CRM skills shall be emphasised during LIFUS, including effective crew coordination,
teamwork, communication, leadership, decision-making and workload management. In addition, the importance
of the following shall be stressed throughout the training:
• Proper application of the checklist philosophy
• Proper task sharing, including the division of duties between PF and PM in accordance with Company
SOP's – trainees shall complete LIFUS sectors conducting PF and PM duties,
• Transfer of aircraft control in a positive manner,
• Appropriate and effective use of automation levels,
• Prioritization, including use of the rule "Aviate – Navigate – Communicate.
In addition, Captain Trainees should be comprehensively familiarized with Commander’s specific duties [Cockpit
Documentation, acceptance of the aircraft, MEL/CDL, responsibilities in crew management etc.]. Captains must
demonstrate good proficiency in these roles before the flight-check for release.
Progress check is intermediate assessments of trainees performed during the period of line-training. It allows to
timely anticipating corrective actions in case a trainee shows abnormal adaptation (progress curve below
standard). It is also the formal statement that training goals are achieved and consequently that the trainee is
ready for further training phase.
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Standard progress check is done after finishing 10 sectors, unless otherwise decided and communicated by the
TM. It is the responsibility of each trainer to perform a progress check timely:
• Systematically when any type of trainee finishes the 10 sectors
• As required by the TM (if progress check is delayed or after remedial training based on feedback from
instructors).
After the check, the trainer is to comprehensively debrief the trainee and to document the check accordingly
(entries must be consistent with the debriefing). Progress-check is documented in the candidate Training Log
book, signed by Instructor who performed the progress check with open comments in the box as debriefing
A progress check is the test of a Trainee on his/her ability to manage a complete line operation (including at least
one sector PF and one sector PM) satisfactorily. This should be done with minimum Trainer inputs and include, as
applicable, proper CRM, flight management decisions and command decisions.
The Trainer supervising a progress-checks should:
• Give timely any instruction concerning flight management options (i.e.: type of approach to be flown);
• Avoid any immediate discussion, debriefing or remark during the time of the flights (from pre-flight
briefing until post-flight procedures are completed). Notes for debriefing of the pilot must be recorded
without making immediate comments;
• Stay calm, unobtrusive and respectful, allowing the Trainee to perform his/her duty without feeling an
abnormal pressure or stress;
• Ask the Trainee any question that can help for assessment (whenever possible at appropriate times low
workload and without special time or tone pressure);
• Strictly avoid any conflict to develop between himself/herself and the Trainee;
After at least minimum number of sectors are finished and Instructor performing the training assessed him as
ready for Line Check, Instructor shall write recommendation for LC in Trainee Log Book.
These sectors are assessment that a pilot satisfies company standards in line operation as Commander and
consequently that he/she is ready for unsupervised line-flying (independent operation with a normal complement
crewmember). In addition, it is the formal presentation of the trainee to the Line Check (LC).

MODULE 6 LINE CHECK
2 SECTORS (PF/PM) LTC/TRI/TRE YES 12 Months 12 Months
For line check refer to OM D 2.1.11.
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2.2 CABIN CREW
All required Cabin Crew training and checking shall be conducted in accordance with the training programmes and
syllabus established by ETF Airways and approved by the Croatian Civil Aviation Authority (CCAA). The training
shall ensure Cabin Crew Members understand their responsibilities and are competent to perform the duties and
functions associated with cabin operations. Training shall be conducted by appropriately qualified personnel.
Cabin Crew training program addresses the following:

- Aircraft Type Specific and Operator Conversion Training;
- Differences Training;
- Recurrent Training;
- Refresher Training;
- Senior Cabin Crew Member Training;
- Line Check Senior Training
- Cabin Instructor Training
Cabin Crew training philosophy

- The objective of Cabin Crew training and checking programme is the production of competence;
- Cabin Crew Members have the skills and knowledge needed to perform their duties and responsibilities;
- Cabin Crew Members are capable of conducting safe flight operations;
- Cabin Crew training and checking is to achieve and maintain safety.
Cabin Crew standard of performance

- All Cabin Crew Members are capable of performing flight operations safely, according to company philosophy,
standards, procedures and practices, as defined in the operations manuals.
Training methods
- Each course shall be conducted in a structured and realistic manner.
- Each course shall be performed by personnel appropriately qualified for the subject to be covered.
- Each course shall include theoretical and practical instruction together with individual or collective practice, as
relevant to each training subject, in order that the Cabin Crew Member achieves and maintains an adequate
level of proficiency.
- Training methods are be established which take the following into account:
o training shall include the use of cabin training devices, audio-visual presentations, computer based
training and other types of training, as most appropriate to the training element;
o a reasonable balance between the different training methods shall be ensured so that the Cabin Crew
Member achieves the level of proficiency necessary for a safe performance of all related Cabin Crew
duties and responsibilities.
- Training shall take into consideration the various ages, cultures and language proficiency of trainees.
- Various training mediums shall be utilised:
o any distance training shall include technology support
o some learners may require more interactive learning techniques; and
o different learning styles shall be considered.
- Abnormal or emergency situations requiring the application of part or all the abnormal or emergency
procedures, shall not be simulated during commercial air transport operations.
Training devices
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When assessing the representative training device to be used, ETF Airways shall:
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:
a.) layout of the cabin in relation to doors/exits, galley areas and safety and emergency equipment
stowage as relevant
b.) type and location of passenger seats and Cabin Crew stations
c.) door/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
d) 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
3.) assess the following factors when determining whether a door/exit can be considered to be a variant of
another type:
a) door/exit arming/disarming
b) direction of movement of the operating handle
c) direction of door/exit opening
d) power-assist mechanisms; and
e) assisting evacuation means such as slides and ropes
Checking
During or following completion of training, each Cabin Crew Member shall undergo a check covering all training
elements of the relevant training programme, except for Crew Resource Management (CRM) training. Checks shall
be performed by personnel appropriately qualified to verify that the Cabin Crew Member has achieved and/or
maintains the required level of proficiency.
Checking required for each course shall be accomplished by the appropriate method for the training element to be
checked. These methods include:
a) practical demonstration;
b) computer-based assessment;
c) in-flight checks;
d) oral or written tests,
and are defined for each Cabin Crew training course of this Manual.
Training elements that require individual practical participation may be combined with practical checks.
Checking will be done by answering the written multiple-choice questions in a questionnaire and/or by answering
verbal question during a question-and-answer session. The records of written and/or verbal replies shall be
documented on appropriate forms and stored on the Crew Member’s training file.
Checking of written/verbal exams shall be conducted by CCI or GTI.
In-flight line check shall be conducted by CCI or LC SCCM.
Pass marks for the relevant checking method is defined for each course. Refer to Chapter 3.1.2.
Procedures are applied, including retraining, in the event that Cabin Crew Members do not achieve or maintain
the required standards. Refer to Chapter 3.2.2.
Training documentation
After a Cabin Crew Member has successfully completed a training course and associated check, ETF Airways shall:
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a) update the Cabin Crew Member’s record in accordance with Commission Regulation (EU) No 965/2012
ORO.MLR.115 and OMD Ch. 4.
b) provide the Cabin Crew Member with a list showing updated validity periods as relevant to the aircraft type
and variant on which the Cabin Crew Member is qualified to operate.
Training hours
As training is divided between theoretical training (classroom) hours and practical training (RTD, aircraft) hours the
term hour will be defined as:
• Classroom training hour referred as 45 minutes; and
• Practical training hour is referred as 60 minutes.
Training related definitions
Safety equipment:
Equipment installed/carried on board, used during normal operations.
Emergency equipment:
Equipment installed/carried on board, used in abnormal and emergency situations.
Normal procedures:
All procedures established by ETF Airways for day-to-day operations (i.e., pre-flight, in-flight, post-flight).
Emergency procedures:
All procedures established by ETF Airways for abnormal and emergency situations. Abnormal refers to a situation
that is not typical or usual, deviates from normal operation and may result in an emergency.
Cabin Crew Training Overview
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SCENARIO TRAINING REQUIRED REFERENCE

Aircraft type specific and Operator
New candidate joining the company OM-D 2.2.2
Conversion Training
New aircraft type within the Aircraft type specific and Operator OM-D 2.2.2
company Conversion Training
Same aircraft type within the
company, but different variant or Differences Training OM-D 2.2.3
equipment
Cabin Crew Member absent from
Refresher Training; or OM-D 2.2.5 or
flying duties in excess of 6 months
Recurrent Training OM-D 2.2.4
(Recurrent training valid)
Cabin Crew Member absent from
Aircraft Type specific and Operator
flying duties in excess of 6 months OM-D 2.2.2
Conversion Training
(Recurrent training expired)
Candidate within the company: Recurrent training
OM-D 2.2.4
- every 12/24/36 months (annual /biennial/ triennial elements)
New Senior Cabin Crew Member Senior Cabin Crew Member Training OM-D 2.2.6
New Line Check Senior Cabin Crew

LC SCCM Training OM-D 2.2.8
Member
New Cabin Crew Instructor Cabin Crew Instructor Training OM-D 2.2.7
Candidate within the company:

Recurrent Line Check OM-D 2.2.9
- every 12 months
Cabin Crew Training Personnel
Cabin Crew Ground Training Instructor (CC GTI)

Refer to Chapter 1.2.7.10.1
Cabin Crew Instructor (CCI)

Line Check Senior Cabin Crew Member (LC SCCM)

Cabin Crew CRM Trainer (CRMT)

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2.2.1 INITIAL SAFETY TRAINING
Presently ETF Airways is not certified to perform Initial Cabin Crew Initial Safety training.
Initial safety training can only be contracted through Approved Training Organization which is subject
of Croatian Civil Aviation Agency (CCAA) approval.
ETF Airways currently only recruits Cabin Crew Members holding EASA Cabin Crew Attestation
(CCA). All Cabin Crew Members who hold a valid CCA shall complete Aircraft Type Specific and Operator
Conversion course as part of the Cabin Crew qualification process for individuals who have not previously been
qualified as a Cabin Member for ETF Airways and prior to being assigned duties of a Cabin Crew Member.
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2.2.2 AIRCRAFT TYPE SPECIFIC AND OPERATOR CONVERSION TRAINING
Each Cabin Crew Member shall complete appropriate Aircraft Type Specific training and Operator Conversion
Training, as well as the associated checks, before being first assigned by ETF Airways to operate as a Cabin Crew
Member or assigned by ETF Airways to operate on another aircraft type.
ETF Airways shall ensure that all Cabin Crew have received Initial Safety Training and are in possession of Cabin
Crew Attestation (CCA) prior attending Aircraft Type Specific and Operator Conversion Training.
ETF Airways has an Aircraft Type Specific and Operator Conversion Training which shall be completed by Cabin
Crew Members as part of the process to qualify and remain qualified to perform Cabin Crew duties on each
aircraft type they are assigned to.
ETF Airways shall ensure that Cabin Crew Members receive the following training included in Aircraft Type Specific
and Operator Conversion Training:
1. Familiarity with basic aviation subjects relevant to cabin operations and Cabin Crew duties.
2. Knowledge of safety policies and procedures associated with the pre-flight, in-flight and postflight phases
of cabin operations.
3. Knowledge that is required to execute emergency procedures.
4. Knowledge required to understand the function of operation of cabin emergency equipment and to
execute associated pre-flight checks.
5. Practical training exercises consisting of cabin drills and hands-on operation of cabin equipment. All focus
areas within the scope of practical training exercises shall be addressed in Aircraft Type Specific and
Operator Conversion Training and thereafter, in Recurrent training not less than once every 36 months.
6. Training in high altitude depressurization.
7. Training in dangerous goods awareness, recognition and emergency action. All subjects within the scope
of dangerous goods training shall be addressed not less than once within the 24-month period from the
previous training in dangerous goods.
8. Training in human performance CRM to gain an understanding of the human factors involved in
conducting cabin safety duties and coordinating with the Flight Crew during the execution of onboard
emergency procedures. Such training shall be addressed during Aircraft Type Specific and Operator
Conversion Training and thereafter annually providing that all CRM training elements are covered over a
period not exceeding 36 months.
9. Training that provides the necessary awareness of other Cabin Crew assignments and procedures to
assure fulfilment of all Cabin Crew duties in the event of an emergency situation. Such training shall be
addressed not less than once every 12 months.
10. Joint training activities (if possible) with Flight Crew Members for the purpose of enhancing onboard
coordination and mutual understanding of the human factors involved in addressing emergency situations
and security threats.
11. Training that provides knowledge in first aid and inflight medical events.
12. Initial security training as approved by the Croatian Civil Aviation Authority, and in accordance with ETF
Airways security training program.
13. Training in accordance with SMM Ch.11
ETF Airways shall ensure Cabin Crew Members complete supervised line flight experience (familiarisation flight)
prior to being assigned to unsupervised duties as a Cabin Crew Member. Familiarisation flight is conducted under
the supervision of SCCM. For familiarisation flights procedure refer to Ch. 3.1.2.2.2
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ETF Airways shall ensure Cabin Crew Members receive Initial Line Check while performing their duties during line
operations following Aircraft Type Specific and Operator Conversion Training. Line check is conducted by a Cabin
Crew Instructor (CCI) or Line Check Senior (LC SCCM).
Ditching practical exercise is included as part of issuance of Cabin Crew Attestation during Initial
Safety Training.
For Aircraft Type Specific and Operator Conversion Training syllabus refer to Ch. 2.2.2.6
When establishing the Aircraft Type Specific and the Operator Conversion Training programmes and syllabi, ETF
Airways shall include, where available, the mandatory elements, and non-mandatory elements for the relevant
type as defined in the mandatory part of the operational suitability data established in accordance with Regulation
(EC) No 748/2012.
2.2.2.1 Pre-requisite qualification and experience
All applicants undertaking the Aircraft Type Specific Training and Operator Conversion Training
must have successfully completed Initial Safety Training and must hold a valid EASA Cabin Crew Attestation issued
in accordance with Annex V (Part-CC) to Regulation (EU) No 1178/2011.
The Cabin Crew Attestation has an unlimited duration and shall remain valid unless its holder has not exercised the
associated privileges during the preceding 60 months on at least one aircraft type or if attestation is suspended or
revoked by the competent Authority.
2.2.2.2 Credit for previous experience
A.)
In accordance with Commission Regulation (EU) No 965/2012 ORO.CC.125 & Commission Regulation (EU) No
965/2012 ORO.CC.130, the amount of training required by the Cabin Crew Member for the Aircraft Type Specific
and Operator Conversion Course shall be determined by the Cabin Training Manager in cooperation with Training
Manager, considering his/her previous qualification, training, and experience.
Cabin Crew Members with previous experience on Boeing B737NG (B737-600/-700/-800/-900) aircraft and valid
Cabin Crew Aircraft Type Qualification (license/rating) on B737NG from another operator may be credited for the
certain subjects when undergoing this training at ETF Airways.
As a general rule, ETF Airways shall apply the following type of credit for previous training and experience:
a) valid training certificates or training records for common training elements (i.e., Dangerous Goods
Regulations (DGR), Fatigue Risk Management Training (FRMT), Fire and Smoke practical training from
same aircraft type, Doors and Exits training from the same aircraft type, First Aid etc.)
b) reduction of training duration for classroom and/or practical training as determined by the Cabin
Training Manager in accordance with Crew Member’s previous training experience
The reduction is applicable to aircraft type specific subjects only.
Applied credit for previous training and experience, and amount of training reduction shall be recorded in Cabin
Crew Member’s training record.
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B.)
When undergoing Reduced Aircraft Type Specific and Operator Conversion Training during requalification to be
current on type due to prolonged absence, Cabin Crew Members who have previously completed this training with
ETF Airways may be credited for the following modules:
- Company induction
- Ramp Safety Awareness
- Basic aviation subjects’ review
- Aircraft visit
- Slide-descend
- Fire and smoke training NOTE 1
- Valid AVSEC, DGR, FRMT and SMS training NOTE 1
- Familiarisation flight (minimum 1 sector required) NOTE 1
Note 1: Credited only if within the validity period of previous training
2.2.2.3 Training objective
The objective of this course is to qualify a Cabin Crew Member to perform Cabin Crew duties on each aircraft type
they are assigned to, in order to safely operate on the aircraft type.
2.2.2.4 Training arrangement
Phase 1: Ground training and checking: classroom and practical training

Phase 2: Familiarization training: Aircraft Visit
Phase 3: Familiarisation flights:
- minimum 2 sectors for CCMs with previous experience as Cabin Crew on any type of aircraft;
*NOTE: For CCM with no previous experience on any type of aircraft more that 2 Fam flights may be rostered
Phase 4: Line Check flight: minimum 1 sector
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2.2.2.5 Training programme

Aircraft Type Specific and Operator Conversion Training programme shall involve training and practice on a
representative training device or on the actual aircraft.
Phase 1 - Ground training and checking Syllabus content: OMD Ch. 2.2.2.6.1
Duration Training
Subject Instructor Event
(h) resources
Self-learning
1. Basic aviation subjects review 1 / Self-learning Study material
Training elements
CCI /
2. Company Induction 1 Training PowerPoint
Manager
PowerPoint,
3. Aircraft description and cabin configuration 6 CCI/GTI Training
Video
4. Safety and emergency equipment and aircraft PowerPoint,
6 CCI/GTI Training
systems Equipment
5. Standard operating procedures 6 CCI/GTI Training PowerPoint
6. Emergency and evacuation procedures 5 CCI/GTI Training PowerPoint
7. Passenger handling and crowd control 0,5 CCI/GTI Training PowerPoint
8. Pilot Incapacitation 1 CCI/GTI Training PowerPoint
9. Fire and smoke (theory) 2 CCI/GTI Training PowerPoint
10. Aircraft surface contamination 0,5 CCI/GTI Training PowerPoint
11. Security procedures 2 CCI/GTI Training PowerPoint
12. Incident and accident review 0,5 CCI/GTI Training PowerPoint
PowerPoint,
13. First Aid 4 CCI/GTI Training
Equipment
14. Crew Resource Management 6 CRMT Training PowerPoint
15. Written Exam 1 CCI/GTI Checking N/A
16. Dangerous Goods Regulations 6 GTI Training PowerPoint
17. Aviation security (AVSEC) 12 GTI Training PowerPoint
18. Safety Management System 2 GTI Training PowerPoint
19. Fatigue Risk Management Training (FRMT) 2 GTI Training PowerPoint
Practical training
PowerPoint,
As
20. Practical training CCI/GTI Training Equipment,
appropriate
RTD, Aircraft
TOTAL
64,5
(Excluding practical training)
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Syllabus
Phase 2 - Familiarisation training OMD Ch. 2.2.2.6.2
content:
Training
Subject Duration (h) Conducted by Event
resources
As
21. Aircraft visit CCI/GTI Training Aircraft
appropriate
Phase 3 - Familiarisation flights Syllabus

OMD Ch. 2.2.2.6.3
content:
Training
Subject Flight sectors Conducted by Event
resources
SCCM/
22. Familiarisation flights min. 2 Training Aircraft
LC SCCM/CCI
Syllabus
Phase 4 – Line Check OMD Ch. 2.2.2.6.4
content:
Training
resources
23. Line Check min. 1 CCI / LC SCCM Checking Aircraft
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2.2.2.6 Training syllabus
2.2.2.6.1 Phase 1 Training syllabus
Training elements:
1. BASIC AVIATION SUBJECTS REVIEW

Training material reference: Self-learning
1.1 Aviation terminology;

1.2 Aircraft components and flight control surfaces;
1.3 Critical surfaces and surface contamination;
1.4 Pressurisation system;
1.5 Weight and balance;
1.6 Theory of flight;
1.7 Meteorology;
1.8 Turbulence;
1.9 Communications equipment and air traffic control;
1.10 International, state and company-specific regulations;
1.11 Ramp safety awareness.
2. COMPANY INTRODUCTION
Training material reference: OM-A Ch.1, CSPM Ch.1
2.1 Company organisational structure

2.2 Flight Operations and Crew Training organisational structure
2.3 Company manuals
2.4 Cabin operations overview
2.5 Company processes
3. AIRCRAFT DESCRIPTION AND CABIN CONFIGURATION

Training material reference: CSPM Ch.5
3.1 Aircraft description:

3.2 Type of aircraft, principal dimensions
3.3 Speed, altitude, range;
3.4 Passenger seating capacity;
3.5 Flight Crew number and minimum number of required Cabin Crew;
3.6 Doors and exits description and operation (theory)
3.7 Cabin doors/exits location and sill height;
3.8 Cargo and unpressurised areas
3.9 Flight crew compartment – layout, pilot seats and their mechanism, emergency exits, storage;
3.10 Demonstration (video) of flight deck window; location of ropes and procedure for exiting flight deck
window
3.11 Required Cabin Crew stations and crew seat;
3.12 Flight Crew compartment security – general: door components and use;
3.13 Access to avionics bay
3.14 Lavatories – general: doors, systems, calls and signs
3.15 Least risk bomb location;
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3.16 Aircraft specific duties and responsibilities;

3.17 Unique features of the aircraft cabin
3.18 Cabin configuration:

3.19 Required and additional Cabin Crew stations – location
3.20 Types of crew seats
3.21 Crew restraint - normal and emergency seating
3.22 Passenger seats – general presentation, restraint and associated specific features and equipment;
3.23 Lighting system;
3.24 Designated stowage areas;
3.25 Lavatories – doors, locking mechanism, lighting, call bells, water heaters, fire extinguisher, oxygen
3.26 Galley – location, ovens, water and waste system, shut-off valves, sinks, drains, stowage, control panels,
calls and signs;
3.27 Cabin dividers, curtains, partitions;
3.28 Waste bins;
3.29 Passenger hand rail system.
4. SAFETY AND EMERGENCY EQUIPMENT AND AIRCRAFT SYSTEMS

Training material reference: CSPM Ch.3, Ch.5
Each Cabin Crew Member shall receive realistic training on location, function, operation and handling
of all safety and emergency equipment carried on board
4.1 Safety and emergency equipment:

4.2 Pre-departure inspection check of equipment (location, function and operation); importance of checking
and stowage of equipment;
4.3 Life jackets and infant life jackets;
4.4 First-aid and drop-out oxygen, including supplementary systems (location, use, duration, operation);
4.5 Fire extinguishers (halon and water), protective breathing equipment (PBE), Crash/Fire axe;
4.6 Emergency lights;
4.7 Flashlights;
4.8 Communication equipment – Megaphone, PA, Interphone
4.9 Evacuation slides
4.10 First-aid kits and their contents, AED
4.11 Other portable safety and emergency equipment as documented in CSPM Ch.3 and Ch.5
4.12 Aircraft systems:

4.13 Aircraft interior;
4.14 Passenger seats and restraints;
4.15 Crew Member seat and restraints;
4.16 Galley systems;
4.17 Communication systems;
4.18 Electrical / lighting systems;
4.19 Oxygen systems.
5. STANDARD OPERATING PROCEDURES

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5.1 Philosophy, structure and application of SOP procedures;
5.2 All phases of flight:

5.3 Crew coordination and communication
5.4 Cabin surveillance
5.5 Required seating positions
5.6 Pre-flight:
5.8 Pre-flight crew briefing
5.9 Safety equipment checks
5.10 Security checks
5.11 Passenger acceptance and handling (including SCPs)
5.12 Briefing of SCPs
5.13 Passenger briefing and safety demonstration
5.14 Cabin baggage and stowage of articles in passenger compartment
5.15 Personal electronic devices
5.16 Door arming procedures
5.17 Securing of passenger cabin and galleys
5.18 In-flight:
5.19 Sterile flight deck
5.20 Turbulence
5.21 Flight and Cabin Crew Member incapacitation
5.23 Flight deck access
5.24 Post flight:

5.25 Door disarming procedure
5.26 Post-flight safety and security checks
5.27 Fuelling with passengers on board
5.28 Security of the aircraft during transit
5.29 Reporting procedures
6. EMERGENCY AND EVACUATION PROCEDURES

6.1 Emergency procedures

6.2 Definition and recognition of types of emergencies
6.3 Notification of emergencies
6.4 Crew coordination
6.5 Emergency landing (land / water)
6.6 Cabin Preparation
6.7 Briefing and seating of ABP's
6.8 High altitude depressurisation including effects on crew and passengers and knowledge necessary to
execute associated emergency procedures.
6.9 Emergency assignments and procedures for each crew member:
6.10 - Planned emergency landing / ditching drill
6.11 - Planned emergency landing / ditching drill (reduced crew)
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6.12 - Unplanned emergency landing / ditching drill

6.13 - Unplanned emergency landing / ditching drill (reduced crew)
6.14 Non-routine situations:

6.15 Rejected Take Off
6.16 Go around
6.17 Rapid Disembarkation
6.18 Safety demonstrations for emergency situations
6.19 Emergency briefing to passengers
6.20 Severe air turbulence
6.21 Medical emergencies
6.22 Pilot incapacitation
6.23 Other in-flight emergencies
6.24 Evacuation procedures

6.25 Evacuation Procedures (planned/unplanned, land/water)
6.26 Initiation of evacuation
6.27 Crew coordination during/post evacuation
6.28 Commands
6.29 Assessing conditions inside / outside
6.30 30 second/silent review
6.31 Dedicated assist space
6.32 Recognition of unusable and dried up exits
6.33 Unusable exit, dried up exit and exit bypass
6.34 Awareness of factors that render an exit unusable
6.35 Assertiveness and situational awareness
6.36 Monitoring evacuation flow
6.37 Exit bypass
6.38 Situational awareness
6.39 Evacuation of Special Categories of Passengers (SCP)
7. PASSENGER HANDLING AND CROWD CONTROL

7.1 Communications between flight crew and Cabin Crew and use of all communications equipment including
smoke-filled environment and issues in communicating in such an environment;
7.2 Verbal commands;
7.3 The physical contact that may be needed to encourage people out of a door/exit and onto a slide;
7.4 Redirection of passengers away from unusable doors/exits;
7.5 Marshalling of passengers away from the aircraft;
7.6 Evacuation of special categories of passengers with emphasis on passengers with disabilities or reduced
mobility; and
7.7 Authority and leadership.
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8. PILOT INCAPACITATION
The training will cover type specific elements and conditions relevant to Cabin Crew actions to be
taken in case of pilot incapacitation. Each Cabin Crew Member shall be trained to operate all
equipment that must be used in case of pilot incapacitation.
8.1 Pilot incapacitation drill

8.2 Seat controls
8.3 Seat harness and locking mechanism
8.4 Pilot checklist
8.6 Flight oxygen systems
9. FIRE AND SMOKE (THEORY)

9.1 Theory of fire and smoke overview
9.2 Cabin Fires
9.3 Smoke and Fumes
9.4 Firefighting procedure
9.5 Specific firefighting procedures including Lithium-ion battery fires
9.6 Firefighting equipment
10. AIRCRAFT SURFACE CONTAMINATION

Training material reference: CSPM Ch.2.16
10.1 Critical aircraft surfaces
10.2 Weather conditions affecting the aircraft surface
10.3 Procedures related to aircraft surface contamination
10.4 Cabin Crew responsibilities
11. SECURITY PROCEDURES

Training material reference: CSPM Ch.9, OM-A Ch.10
11.1 Controlling access to the flight deck
11.2 Cockpit door procedure
11.3 Security of the aircraft
11.4 Security check
11.5 Security Search
11.6 Bomb on board
11.7 Appropriate self-defence responses
12. INCIDENT AND ACCIDENT REVIEW

Training material reference: N/A
Cabin Crew should be aware of accident and incident scenarios. Experiences will be discussed, and possible
precautionary actions are presented in the training program:
12.1 Information on cabin safety occurrences experienced and related to the operator’s preceding months of
operation (if available);
12.2 Report publications by manufacturers or accident investigation boards
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13. FIRST AID

Training material reference: CSPM Ch.6, Ch.3, Ch.2
13.1 Basic first-aid, including care of:
13.2 Air sickness;
13.3 Gastro-intestinal disturbances (vomiting, diarrhoea, pain, heartburn, bleeding);;
13.4 Hyperventilation;
13.5 Burns;
13.6 Wounds;
13.7 Injuries (head and neck, eye, musculoskeletal, chest and abdominal)
13.8 The unconscious;
13.9 Suspected communicable diseases;
13.10 Fractures and soft tissue injuries;
13.11 Panic attack, alcohol intoxication, irrational behaviour
13.12 In-flight medical emergencies and associated first-aid covering at least:

13.13 Management of injuries and illnesses;
13.14 Assessing a casualty (ABC, adult, child, infant);
13.15 Recovery position;
13.16 Life-threatening medical emergencies;
13.17 Asthma;
13.18 Stress and allergic reactions;
13.19 Shock;
13.20 Diabetes;
13.21 Choking;
13.22 Epilepsy;
13.23 Pregnancy and Childbirth;
13.24 Headache, Seizure, Stroke;
13.25 Heart attack;
13.26 Angina;
13.27 Chronic lung diseases;
13.28 Persistent coughing;
13.29 Deep vein thrombosis;
13.30 Nose bleed.
13.31 The use of appropriate equipment including first-aid oxygen, first-aid kits and emergency medical kits (if
carried) and their contents;
13.32 Cardio-pulmonary resuscitation (CPR) including practical training by each Cabin Crew member having
regard to the aircraft environment and using a specifically designed dummy (practical training)
13.33 Procedures and resources

13.34 Seeking medical advice (ground and/or inflight)
13.35 First-aid equipment and supplies (e.g., first aid kit, oxygen)
13.36 Death on board
13.37 Birth on board
13.38 Documentation to be completed
13.39 PIC notification and communication
13.40 AED-Automated External Defibrillator
To be completed as required (see note):
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13.41 General instruction on aero-medical aspects and survival;

13.42 The physiological effects of flying with particular emphasis on altitude physiology:
13.43 Oxygen requirements
13.44 Eustachian tubal function and barotraumas
13.45 Changes in atmospheric pressure
13.46 Hypoxia
13.47 Trapped gas
13.48 Decompression sickness
13.49 Cabin depressurisation
13.50 Effects of high-altitude depressurisation
13.51 Hyperventilation
13.52 Cabin air quality
13.53 Travel health and hygiene, including:

13.54 Hygiene on board;
13.55 Immunisation
13.56 Risk of contact with infectious diseases and means to reduce such risks;
13.57 Handling of clinical waste;
13.58 Aircraft disinsection;
13.59 Handling of death on board; and
13.60 Alertness management, physiological effects of fatigue, sleep physiology, circadian rhythm and time zone
changes;
13.61 Personal safety (e.g., use of alcohol, other drugs, traffic safety).
13.62 Contamination of the skin/eyes by aviation fuel or hydraulic or other fluids;
13.63 Food poisoning;
13.64 Malaria.
13.65 Standards and regulations

13.66 First aid training and equipment (ICAO standards and/or CAA regulations)
13.67 Reporting of communicable diseases (ICAO standards and WHO International Health Regulations)
13.68 Aircraft disinfection and disinsection (application of insecticide)
13.69 Bio-hazard waste disposal.
Note: It is not required to complete items 13.41 – 13.69 unless there were changes to these components.
However, in the event of changes, Cabin Instructors and Cabin Crew Members shall be promptly advised. Such
changes may then be addressed during the recurrent training.
14. CREW RESOURCE MANAGEMENT

General principles
14.1 Human factors in aviation;
14.2 General instructions on CRM principles and objectives;
14.3 Human performance and limitations;
14.4 Threat and error management.
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Relevant to the individual Cabin Crew Member

14.5 Personality awareness, human error and reliability, attitudes and behaviours, self-assessment and self-
critique;
14.6 Stress and stress management;
14.7 Fatigue and vigilance;
14.8 Assertiveness, situation awareness, information acquisition and processing.
Relevant to the entire aircraft crew

14.9 Shared situation awareness, shared information acquisition and processing;
14.10 Workload management;
14.11 Effective communication and coordination between all crew members including the flight crew as well as
inexperienced Cabin Crew Members;
14.12 Leadership, cooperation, synergy, delegation, decision-making, actions;
14.13 Resilience development;
14.14 Surprise and startle effect;
14.15 Cultural differences;
14.16 Identification and management of the passenger human factors: crowd control, passenger stress, conflict
management, medical factors;
14.17 Specifics related to aircraft types (narrow-/wide-bodied, single-/multi-deck), flight crew and Cabin Crew
composition and number of passengers.
Relevant to the operator and the organisation

14.18 Operator’s safety culture and company culture, standard operating procedures (SOPs), organisational
factors, factors linked to the type of operations;
14.19 Effective communication and coordination with other Operational personnel and Ground services.
14.20 Participation in cabin safety incident and accident reporting.;
14.21 Case-studies.
15. DANGEROUS GOODS REGULATIONS

Refer to: OM-D 2.4.1
16. AVIATION SECURITY (AVSEC)
17. SAFETY MANAGEMENT SYSTEM
Refer to: SMM
18. FATIGUE RISK MANAGEMENT TRAINING (FRMT)
Refer to OM 2.1.3.21
19. WRITTEN EXAM

19.1 Total of 50 multiple choice questions on all subject elements of Aircraft Type Specific and Operator
Conversion Course. Certain subjects have a separate exam and are excluded from the final exam i.e., DGR,
AVSEC, SMS etc.
20. PRACTICAL TRAINING

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Fire and smoke training

Each Cabin Crew Member shall receive realistic and practical training in the location, removal and use of all
firefighting equipment, including protective clothing representative of that carried in the aircraft.
Each Cabin Crew Member shall:

20.1 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
20.2 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.
Operation of doors and exits

This training will be conducted in a representative training device or in the actual aircraft. Training will also include
operation and actual opening of the flight crew compartment security door.
Each Crew Member shall compete:

20.3 Actual operation of the door in normal/emergency/power assist fail mode;
20.4 Operation of type III exits;
20.5 Operation and actual opening of flight deck door in normal and emergency situations;
20.6 Demonstration of flight deck window; location of ropes and procedure for exiting flight deck window
(training element completed during classroom training, refer to subject no. Error! Reference source not
found. “Aircraft Description and Cabin Configuration).
Pilot incapacitation
20.7 Operation of the seat and all equipment (restraint system, oxygen system) relevant to pilot incapacitation
by each Cabin Crew Member;
20.8 Practical demonstration of the use of Flight Crew checklists.
Evacuation slide training

20.9 Each Cabin Crew Member will descend an evacuation slide from a height representative of the aircraft
main deck sill height.
Special categories of passengers (SCPs)

20.10 Normal and emergency procedures for special categories of passengers (SCPs) considering the route
structure, passenger profiles, aircraft types operated, seasonal demands and operations. This exercise may
be conducted in classroom, aircraft, or representative training device.
Evacuation exercise
20.11 Evacuation exercise conducted in classroom, aircraft, or representative training device
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2.2.2.6.2 Phase 2 - Familiarisation training syllabus

21. AIRCRAFT VISIT
21.1 Exterior walk-around and cabin interior;
21.2 Interphone and public address systems;
21.3 Evacuation alarm systems;
21.4 Emergency lighting;
21.5 Smoke detection systems;
21.6 Safety/emergency equipment;
21.7 Flight deck compartment;
21.8 Cabin Crew stations;
21.9 Lavatories
21.10 Galleys, galley security and water shut-off;
21.11 Circuit breaker panels located in the passenger compartment; and
21.12 Doors/Exits location and environment.
2.2.2.6.3 Phase 3 - Familiarisation flight syllabus

22. FAMILIARISATION FLIGHT
Participation in the pre-flight, in-flight and post-flight duties (assigned in addition to the minimum
number of Cabin Crew in accordance with Commission Regulation (EU) No 965/2012 ORO.CC.100):
22.1 Grooming & Uniform
22.2 Briefing
22.3 Pre-departure duties
22.4 Door closing and slide arming procedure
22.5 Inflight safety duties
22.6 Safety Awareness
22.7 Inflight service duties
22.8 Pre-landing safety duties
22.9 Post landing safety duties
22.10 Door disarming and opening procedure
22.11 Turnaround duties
22.12 Post flight duties
2.2.2.6.4 Phase 4 - Line Check Flight syllabus

23. LINE CHECK FLIGHT
23.2 Briefing
23.10 Door disarming and door opening procedure
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2.2.3 DIFFERENCES TRAINING
Cabin Crew Members shall complete Differences training before being assigned on a variant of an aircraft type
currently operated or a currently operated aircraft type or variant with different safety equipment, safety and
emergency equipment location; or normal and emergency procedures.
The Differences training programme shall be determined as necessary based on a comparison with the training
programme completed by the Cabin Crew Member, in accordance with Commission Regulation (EU) No 965/2012
ORO.CC.125(c) and (d), for the relevant aircraft type; and involve training and practice in a representative training
device or the actual aircraft as relevant to the difference training element to be covered.
During Aircraft type specific and Operator Conversion Training all cabin crew members shall passed the training
including differences between all the variants of the airplanes operated in the ETF Airways fleet.
Whenever new variant of the type (as assessed via procedure Determination process for new type or variant
below) enters the ETF Airways fleet, difference training need and level shall be established and the Cabin crew
shall finish it before assigning on duties on it.
When establishing a Differences Training Programme and Syllabus for a variant of an aircraft type currently
operated, ETF Airways shall include, where available, the mandatory and non-mandatory elements for the relevant
aircraft type and its variants as defined in the data established in accordance with Regulation (EC) No 748/2012.
In establishing the differences training ETF Airways shall follow the next steps:
- assess the differences, according to Appendix 1 to CS CCD.200(b)(1) Aircraft difference table;
- establish the Level of differences and the required Training to be completed by the Cabin Crew Members, in
accordance with GM1 CCD.305(B)(2), and
- provide a Differences Training Program, depending on the level of differences established.
DETERMINATION PROCESS FOR NEW TYPE OR VARIANT
For the purpose of determination of type or variant of the aircraft ETF airways has designated 9A-ABC as base
aircraft toward which the differences shall be determined for the new (candidate aircraft).
Based on the differences appropriate level of differences training level required shall be determined and the
training syllabus shall be designed.
The candidate aircraft is determined as a new type or a variant of the base aircraft following the determination
process which identifies differences by comparing the type specific elements specified completes an aircraft
difference table.
Table to be used in ETF Airways is the table as presented in Appendix 1 to CS CCD.200(b)(1).
For the purpose of correct filing the table and assessment following guidelines shall be used:
Differences to any of the specified determination elements should be identified in column ‘Existing differences
from the base aircraft’;
Identified differences should be described in column ‘Description of identified differences’;
The corresponding sub-column(s) should be marked in the part ‘Impact assessment’, as relevant to the assessed
element.
‘Impact assessment (a)’ represents a provision required from the applicant and its mandatory application by the
end user.
The column ‘Impact on description of the element’ should be marked when there is an identified difference
information — such difference needs to be provided to the user (cabin crew), e.g. the location of the manual
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water shut-off valve, or the location of the emergency lighting control button on the cabin management system
panel. The column implies a knowledge requirement.
The column ‘Impact on operation of the element’ should be marked if the identified difference affects the
operation of the element, e.g. the power assist mechanism on a door/exit, a detaching and separating slide raft
from the aircraft, the installation of a canopy, the controls related to evacuation, smoke, or emergency lights on
the cabin crew control panel. The column implies a knowledge requirement and may imply a hands-on training
requirement.
‘Impact assessment (b)’ represents a provision at the request of the applicant and its mandatory application by
the end user. The applicant may elect to provide the information to support the operator in identifying those areas
which may require a review of procedures by the operator in relation to the identified difference.
The column ‘Potential impact on procedures’ should be marked to indicate that operators, in relation to the
identified difference, may need to assess whether their procedures need to be amended, or new procedures need
to be developed, e.g. for a built-in fire-extinguishing system, evacuation alarm alert indications, or the capacity
and overload of a slide raft. The column implies a knowledge requirement attained by aided instruction.
The column ‘Combined impact on operation of the element and potentially on procedures’ should be marked to
indicate that the identified difference affects the operation of the element and may require the operators to
assess whether their procedures need to be amended or new procedures need to be developed, e.g. the function
of a smoke detection system, a door/exit electrical warning system, or a communication system. The column
implies a knowledge requirement attained by aided instruction and may imply a hands-on training requirement.
To support the development of differences training program at least the following type-specific elements, (as
specified in Appendix 1 to CS CCD.200(b)(1)), shall be assessed to determine whether a candidate aircraft is a new
type or a variant of the base aircraft:
(1) the aircraft configuration;
(2) the doors and exits;
(3) the aircraft systems; and
(4) the normal and emergency procedures.
When identifying differences between the elements specified in (a), the applicant assesses the following:
The aircraft configuration:

• the number of aisles — single-/multi-; narrow/wide-bodied; and
• the number of passenger decks;
The doors and exits:

• their number and location;
• the direction of movement of the operating handle;
• the direction of door/exit opening;
• the door/exit arming/disarming;
• the power assist mechanism;
• the means of assisting evacuation; and (Note 1)
• the door/exit electrical warning system;
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The aircraft systems:

• the system operation (i.e. the system function, method of operation, malfunction, reset, and duration);
and their locations; and in normal and emergency procedures, any design-related element that would
impact either on normal procedures or on emergency procedures or on both normal and emergency
procedures. (Note 2)
Note 1: Assisting evacuation means include, but are not limited to, escape slides, slide rafts, ramp slides, life rafts,
life lines, the means of signalling slide readiness, e.g. a barber pole or stop sign.
Note 2: design-related elements that could impact on normal procedures (e.g. cabin preparation for the critical
phases of flight, etc.) and/or emergency procedures (e.g. in-flight firefighting; decompression; emergency
evacuation on ground; ditching, etc.) that would require additional knowledge, new roles and/or tasks by the
cabin crew. Such elements may include, but are not limited to: mini suites with doors, high-wall suites, cabin
interior stairs, smoke barriers (e.g. smoke curtains), etc.
In addition to the elements above ETF Airways shall consider next supplementary data to support the
development of relevant training programmes which can include, but is not limited to, additional equipment and
components, when supplied by the applicant, such as:
(1) portable safety and emergency equipment;
(2) passenger seats (seat belts, seat operation, passenger control units (PCUs), body support floatation
equipment, where relevant);
(3) overhead stowage compartments (direction of opening/closing, weight limits);
(4) galley components (steam/microwave ovens, bakery warmers, freezers, supplemental cooling systems,
hot beverage brewers/steamers, or trash compactors); and
(5) the layout/description and use of installed galley compartments/components; and
After a Cabin Crew Member has successfully completed a Differences Training and checking, ETF Airways shall
update the Cabin Crew Member’s training records and update his/her Aircraft Type Qualification Card (ATQC)
showing the aircraft variant on which the Cabin Crew Member is qualified to operate.
To attend differences training Cabin Crew shall:

a) be in possession of valid EASA Cabin Crew Attestation (CCA);
b) be in possession of valid Cabin Crew Medical report;
c) have completed Aircraft Type Specific and Operator Conversion Training when joining ETF Airways
Training programme and syllabus of Differences Training shall consider the Cabin Crew Member’s previous training
as documented in his/her training records.
The objective is to familiarise Cabin Crew Members on the differences of a variant of the aircraft type
they have been trained on or currently operate on. Difference's Training will cover only the elements
which are relevant to the differences between variants.
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Training arrangement depends on level of training determined as per chapter 2.2.3.5 below
Level 1:
Compliance with Level 1 training is typically achieved by methods such as the issuance of page revisions to the
operating manual, and the dissemination of operating bulletins for cabin crew or difference handouts to describe
minor differences between aircraft
Level 2:
Aided instruction is appropriate to ensure crew understanding, emphasise issues, provide a standardised method
of presentation of material, or aid retention of the material following training. Level-2 aided instruction typically
employs slide/tape presentations, computer-based training (CBT), stand-up lectures or videotapes.
Level 3:
Training devices are required to supplement the aided instruction to ensure the attainment or retention of skills
and abilities to accomplish more complex tasks, which are usually related to the operation of particular aircraft
systems. Training devices for Level 3 training include emergency evacuation procedure trainers, fire and smoke
trainers, cabin crew panel trainers, etc. When dedicated trainers are not available, Level 3 training requires hands-
on training using the aircraft
Level 4:
Level 4 always requires hands-on training, using either dedicated emergency evacuation procedure trainers or the
aircraft, as well as providing aided instruction.
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TRAINING:
The cabin crew training needs that are required for a new type, a variant, or the same variant specified by CS
CCD.215(b), shall be addressed through training levels 1 to 4 below:
Level 1:
Applicable to aircraft with differences that can be adequately addressed through self-instruction. Level 1 training
requires a certain level of knowledge of the cabin crew such that, once appropriate information is provided, their
understanding and compliance can be assumed to take place. Compliance with Level 1 training is typically
achieved by methods such as the issuance of page revisions to the operating manual, and the dissemination of
operating bulletins for cabin crew or difference handouts to describe minor differences between aircraft.
Level 2: Applicable to aircraft with system or procedural differences that can be appropriately addressed through
aided instruction. At Level 2, aided instruction is appropriate to ensure crew understanding, emphasise issues,
provide a standardised method of presentation of material, or aid retention of the material following training.
Level-2 aided instruction typically employs slide/tape presentations, computer-based training (CBT), stand-up
lectures or videotapes.
Level 3: Applicable to aircraft with differences that can only be addressed through the use of devices capable of
providing system training (i.e.hands-on training). Training devices are required to supplement the aided instruction
to ensure the attainment or retention of skills and abilities to accomplish more complex tasks, which are usually
related to the operation of particular aircraft systems. Training devices for Level 3 training include emergency
evacuation procedure trainers, fire and smoke trainers, cabin crew panel trainers, etc. When dedicated trainers
are not available, Level 3 training requires hands-on training using the aircraft.
Level 4: Applicable to aircraft with differences that can only be addressed through the completion of aircraft type-
specific training; those differences determine the aircraft as a new aircraft type for cabin crew operation. Level 4
always requires hands-on training, using either dedicated emergency evacuation procedure trainers or the aircraft,
as well as providing aided instruction.
If LEVEL 4 Training is determined as needed than complete Aircraft type specific and Operator Conversion Training
shall be done for a new aircraft type.
CHECKING:
Level of training 1 2 3
Checking required NO YES YES
For LEVEL 4 differences follow the program for Aircraft type specific and Operator Conversion Training
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USE OF TRAINING DEVICES OR AIRCRAFT VISIT (HANDS ON TRAINING ON AIRCRAFT):
Level of training 1 2 3
Emergency Evacuation NO NO YES
procedure trainers *
Fire and smoke trainers* NO NO YES
Cabin crew panel trainers* NO NO YES
Aircraft visit* NO NO YES
For LEVEL 4 differences follow the program for Aircraft type specific and Operator Conversion Training
* LEVEL 3 training does not mean that all the training devices shall be used, and all stated are just options
depending on requirements and availability of particular devise as stated in LEVEL 3 training above.
There is possibility that differences of the new variant can be such as different levels of training and/or checking
and requirements for training devices can be differently determined for particular items.
In such a cases training program shall be designed in a way that particular items will need different levels and
different levels and different procedures to be followed.
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When creating training syllabus only the differences from the elements covered below shall be trained and/or
checked as determined with levels of training established above.
Training elements:
1. AIRCRAFT DESCRIPTION AND CABIN CONFIGURATION
Differences in:
1.1 Aircraft description:

1.2 Type of aircraft, principal dimensions
1.3 Speed, altitude, range;
1.4 Passenger seating capacity;
1.5 Flight Crew number and minimum number of required Cabin Crew;
1.6 Doors and exits description and operation (theory);
1.7 Cabin doors/exits location and sill height;
1.8 Cargo and unpressurised areas;
1.9 Flight Crew compartment – layout, pilot seats and their mechanism, emergency exits, storage;
1.10 Demonstration (video) of flight deck window; location of ropes and procedure for exiting flight deck
window;
1.11 Required Cabin Crew stations and crew seat;
1.12 Flight Crew compartment security – general: door components and use;
1.13 Access to avionics bay;
1.14 Lavatories – general: doors, systems, calls and signs;
1.15 Least risk bomb location;
1.16 Aircraft specific duties and responsibilities;
1.17 Unique features of the aircraft cabin.
1.18 Cabin configuration:

1.19 Required and additional Cabin Crew stations – location;
1.20 Types of crew seats;
1.21 Crew restraint - normal and emergency seating;
1.22 Passenger seats – general presentation, restraint and associated specific features and equipment;
1.23 Lighting system;
1.24 Designated stowage areas;
1.25 Lavatories – doors, locking mechanism, lighting, call bells, water heaters, fire extinguisher, oxygen;
1.26 Galley – location, ovens, water and waste system, shut-off valves, sinks, drains, stowage, control panels,
calls and signs;
1.27 Cabin dividers, curtains, partitions;
1.28 Waste bins;
1.29 Passenger hand rail system.

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Differences in location, function, operation and handling of all safety and emergency equipment carried on board:

2.7 Flashlights;
2.9 Evacuation slides;
2.10 First-aid kits and their contents, AED;
2.11 Other portable safety and emergency equipment as documented in CSPM Ch.3 and Ch.5.

2.15 Crew member seat and restraints;

Differences in:

3.3 Crew coordination and communication;
3.4 Cabin surveillance;
3.5 Required seating positions.
3.6 Pre-flight:
3.7 Crew coordination and communication;
3.8 Pre-flight crew briefing;
3.9 Safety equipment checks;
3.10 Security checks;
3.11 Passenger acceptance and handling;
3.12 Briefing of SCP's;
3.13 Passenger briefing and safety demonstration;
3.14 Cabin baggage and stowage of articles in passenger compartment;
3.15 Personal electronic devices;
3.16 Door arming procedures;
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3.17 Securing of passenger cabin and galleys.
3.18 In-flight:
3.19 Sterile flight deck;
3.20 Turbulence;
3.21 Flight and Cabin Crew Member incapacitation;
3.22 Securing of passenger cabin and galleys;
3.23 Flight deck access.
3.24 Post flight:

3.25 Door disarming procedure;
3.26 Post-flight safety and security checks;
3.27 Fuelling with passengers on board;
3.28 Security of the aircraft during transit;
3.29 Reporting procedure.

Differences in:
4.1 Emergency procedures;

4.2 Definition and recognition of types of emergencies;
4.3 Notification of emergencies;
4.4 Crew coordination;
4.5 Emergency landing (land / water);
4.6 Cabin Preparation;
4.7 Briefing and seating of ABP's;
execute associated emergency procedures;
4.9 Emergency assignments and procedures for each Crew Member:
4.10 - Planned emergency landing / ditching drill;
4.11 - Planned emergency landing / ditching drill (reduced crew);
4.12 - Unplanned emergency landing / ditching drill;
4.13 - Unplanned emergency landing / ditching drill (reduced crew);
4.14 Firefighting procedure.

4.16 Rejected Take Off;
4.17 Go around;
4.18 Rapid Disembarkation;
4.19 Safety demonstrations for emergency situations;
4.20 Emergency briefing to passengers;
4.21 Severe air turbulence;
4.22 Medical emergencies;
4.23 Other in-flight emergencies.
4.24 Evacuation procedures:

4.25 Evacuation Procedures (planned/unplanned, land/water);
4.26 Initiation of evacuation;
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4.27 Crew coordination during/post evacuation;

4.28 Commands;
4.29 Assessing conditions inside / outside;
4.30 30 second/silent review;
4.31 Dedicated assist space;
4.32 Recognition of unusable and dried up exits;
4.33 Unusable exit, dried up exit and exit bypass;
4.34 Awareness of factors that render an exit unusable;
4.35 Assertiveness and situational awareness;
4.36 Monitoring evacuation flow;
4.37 Exit bypass;
4.38 Situational awareness.
5. AIRCRAFT VISIT
Differences in:
5.1 Cabin configuration;
5.2 Aircraft systems.
6. WRITTEN EXAM
See OM D 2.2.3.5 Training programme Checking
6.1 If written exam is needed the number of multiple-choice questions shall be determined based on the
volume and subject of Differences training.
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2.2.4 RECURRENT TRAINING
ETF Airways shall ensure all Cabin Crew Members complete a Recurrent Training course once every 12
months in order to remain qualified to perform duties as Cabin Crew Member.
In the event a Cabin Crew Member fails to remain qualified or becomes unqualified for any reason (e.g., extended
leave of absence, maternity leave etc.) recurrent or refresher training must be completed, depending on the
duration of absence. Completion of such recurrent or refresher training would establish anniversary date
(superseding the original anniversary date) upon which recurrent training would be based.
ETF Airways shall ensure that Cabin Crew receive the following training during recurrent training course. Such
training shall be provided once every 12 months with certain subjects having different frequency requirement
(biennial or triennial) described below.
1. Knowledge of safety policies and procedures associated with the pre-flight, in-flight and postflight phases
of cabin operations.
2. Knowledge that is required to execute emergency procedures.
3. Knowledge required to understand the function of operation of cabin emergency equipment and to
execute associated pre-flight checks.
4. Practical training exercises consisting of cabin drills and hands-on operation of cabin equipment. All focus
areas within the scope of practical training exercises shall be addressed in Aircraft type specific and
Operator Conversion Training and thereafter, in recurrent training not less than once every 36 months.
6. Training in dangerous goods awareness, recognition, and emergency action. All subjects within the scope
of dangerous goods training shall be addressed not less than once within the 24-month period from the
previous training in dangerous goods.
7. Training in human performance CRM to gain an understanding of the human factors involved in
conducting cabin safety duties and coordinating with the flight crew during the execution of onboard
emergency procedures. All CRM training elements shall be addressed during annual recurrent training
over a period not exceeding 36 months.
8. Training that provides the necessary awareness of other Cabin Crew assignments and procedures to
assure fulfilment of all Cabin Crew duties in the event of an emergency. Such training shall be addressed
not less than once every 12 months.
9. Joint training activities with Flight Crew Members for the purpose of enhancing onboard coordination and
mutual understanding of the human factors involved in addressing emergency situations and security
threats.
10. Training that provides knowledge in first aid and inflight medical events. Such training shall be addressed
not less than once within the 12 months from the previous training in first aid.
11. Security training as approved by the Croatian Civil Aviation Authority, and in accordance with ETF Airways
security training program.
12. Training in accordance with SMM. Such training shall be completed during recurrent training a minimum
of once every 24 12 months.
Ditching practical exercise is included as part of issuance of Cabin Crew Attestation during Initial Safety Training.
For detailed syllabus refer to Ch. 2.2.4.6.1 Recurrent Training Syllabus
Annual recurrent training validity period shall be 12 calendar months counted from the end of the month when
the check was taken. If the recurrent training and checking are undertaken within the last three calendar months
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of the validity period, the new validity period shall be counted from the original expiry date. For the additional
triennial training elements, the validity period shall be 36 calendar months counted from the end of the month
when the checks were taken.
After a Cabin Crew Member has successfully completed a Recurrent training and the associated check, ETF Airways
shall update the Cabin Crew Member’s training records and update his/her Aircraft Type Qualification Card (ATQC)
showing updated validity periods as relevant to the aircraft type on which the Cabin Crew Member is qualified to
operate.
To attend recurrent training Cabin Crew should:

- be in possession of valid Cabin Crew Attestation
- be in possession of valid Cabin Crew Medical Report
- have successfully completed Aircraft Type Specific and Operator Conversion Training when joining ETF
Airways
- be within the validity period of their previous recurrent training
Not applicable.
To meet the training requirements each Cabin Crew member shall be planned annual recurrent training and
checking every year. The Recurrent training program shall ensure that each Cabin Crew Member undergoes
recurrent training and checking relevant to the type or variant of aircraft to be
operated.
Recurrent training shall cover the actions assigned to each member of the Cabin Crew in normal and emergency
procedures and relevant drills. Recurrent training will include theoretical and practical instructions.
The Recurrent Training Program is divided into three (3) periods: annual (every 12 months), biennial (Every 24
months) and triennial requirement (every 36 months) to indicate what area of training shall be covered in each
training period to meet the training requirements. Additional items may be included as required.

Annual elements of Recurrent training:
- Classroom training
- Aircraft visit
Triennial elements of Recurrent training:

- Practical training in representative training device (RTD) and classroom (duration as appropriate)
2.2.4.4.1 Recurrent Training overview
RECURRENT TRAINING REQUIREMENTS REQUIREMENT
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ANNUAL BIENNIAL TRIENNIAL

ELEMENTS ELEMENTS ELEMENTS
(EVERY 12 (EVERY 24 (EVERY 36
MONTHS) MONTHS) MONTHS)
1. Doors and exits (touch drills) ●
2. Safety and emergency equipment ●
3. Standard Operating Procedures ●

4. Aircraft surface contamination ●
5. Emergency and evacuation procedures ●
6. Pilot incapacitation ●
7. Incident and accident review ●
8. Crew resource management ●
9. Aeromedical aspects and first aid ●
10. Security procedures ●
11. High altitude depressurisation ●
12. Passenger handling and crowd control ●
13. Aircraft visit ●
14. Dangerous Goods ●
15. SMS training ●
16. Operation of doors and exits practical training ●
17. Operation of flight crew compartment door ●
18. Pilot incapacitation practical training ●
19. Demonstration of the operation of flight crew
●
compartment windows
20. Demonstration of the use of slides and/or slide rafts
●
(where fitted)
21. Use of flight crew checklists practical demonstration ●
22. Practical fire and smoke training ●
23. Special categories of passengers (SCPs) ●
24. Evacuation exercise ●
25. FRMT Recurrent ●
26. Aviation Security (AVSEC) EVERY 60 MONTHS
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2.2.4.5.1 Classroom and practical training
Recurrent training Syllabus content: OMD Ch. 2.2.4.6

Training
Subject Duration (h) Instructor Event
resources
1. Doors and exits (touch drills) 0.5 CCI/GTI Training PowerPoint
PowerPoint,
2. Safety and emergency equipment 1 CCI/GTI Training
Equipment
3. Standard Operating Procedures 2 CCI/GTI Training PowerPoint
4. Aircraft surface contamination 0.25 CCI/GTI Training PowerPoint
6. Pilot incapacitation 0.5 CCI/GTI Training PowerPoint
7. Incident and accident review 0.5 CCI/GTI Training PowerPoint
8. Crew resource management 4 CRMT Training PowerPoint
PowerPoint,
9. Aeromedical aspects and first aid 3 CCI/GTI Training
Equipment
10. Security procedures 0.5 CCI/GTI Training PowerPoint
11. High altitude depressurisation 0.25 CCI/GTI Training PowerPoint
12. Passenger handling and crowd control 0.5 CCI/GTI Training PowerPoint
13. Aircraft visit 2 CCI/GTI Training Aircraft
15. Safety Management System SMS 1 GTI Training PowerPoint
16. Dangerous Goods Regulations DGR
4 GTI Training PowerPoint
(Every 24 months)
17. Fatigue Risk Management Training FRMT 2 GTI Training PowerPoint
PowerPoint,
18. Triennial training requirements As
CCI/GTI Training Equipment,
(Every 36 months) appropriate
RTD, Aircraft
19. Aviation Security AVSEC (every 60 months) 5 GTI Training PowerPoint
TOTAL
30
Notes:
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Additional triennial elements of recurrent training are completed in representative training device and/or on the
aircraft every 36 months. This training can be completed independently from annual elements of Recurrent
training depending on the expiry date.
Some triennial elements of recurrent training may be completed in the classroom, representative training device
or on the aircraft: i.e., use of flight crew checklists practical demonstration, special categories of passengers (SCPs)
and evacuation slide training video demonstration may be completed in a classroom.
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2.2.4.5.2 Crew Resource Management (CRM)

Crew Resource Management recurrent training is completed annually by volumes (Vol. 1, 2 and 3).
Subjects from all three volumes are addressed over a period of 36 months.
CRM Training Program shall be evaluated and updated by the Training Manager and ETF CRM Trainers
every 36 months, counted from the year when Volume 1 is delivered.
Crew Resource Management (CRM) Syllabus content: OMD Ch. 2.2.4.6

Duration / Training
Subject Level
Instructor resources
VOL 1
2 Human factors in aviation;
3 General instructions on CRM principles and objectives;
4 Human performance and limitations;
4 hours
5 Threat and error management;
CRMT
Personality awareness, human error and reliability, attitudes
6
and behaviours, self-assessment and self-critique;
7 Stress and stress management;
8 Fatigue and vigilance;
VOL 2
Assertiveness, situation awareness, information acquisition and
9
processing;
Shared situation awareness, shared information acquisition and
10
processing;
11 Workload management;
4 hours
Effective communication and coordination between all crew
CRMT PowerPoint,
12 members including the flight crew as well as inexperienced
case study,
Cabin Crew Members;
Required hand-outs,
Leadership, cooperation, synergy, delegation, decision-making,
13 group
actions;
discussion,
14 Resilience development; exercises
15 Surprise and startle effect;
VOL 3
16 Cultural differences;
Identification and management of the passenger human
17 factors: crowd control, passenger stress, conflict management,
medical factors;
Specifics related to aircraft types (narrow bodied, single deck),
18 flight crew and Cabin Crew composition and number of
4 hours
passengers;
CRMT
19 operating procedures (SOPs), organisational factors, factors
linked to the type of operations;
Effective communication and coordination with other
20
operational personnel and ground services;
21 Participation in cabin safety incident and accident reporting;
22 Case- studies. In-depth
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1. DOORS AND EXITS (TOUCH DRILLS)
Training material reference: B737-800 Door Poster
1.1 Touch-drills by each Cabin Crew Member for simulating the operation of each type or variant of normal
and emergency doors and exits for passenger evacuation.

Each Cabin Crew Member shall receive training on location and handling of all safety and emergency equipment
installed and carried on board:

2.7 Flashlights;
2.9 Evacuation slides
2.10 First-aid kits and their contents, AED
2.11 Other portable safety and emergency equipment as documented in CSPM Ch.3 and Ch.5
2.12 Actual donning of life jackets, portable oxygen and protective breathing equipment (PBE)

2.16 Crew member seat and restraints;


3.6 Pre-flight:
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3.11 Passenger acceptance and handling
3.12 Briefing of SCP's
3.18 In-flight:
3.20 Turbulence
3.24 Post flight:

4. AIRCRAFT SURFACE CONTAMINATION

Training material reference: CSPM 2.16
4.1 Critical aircraft surfaces

4.2 Weather conditions affecting the aircraft surface
4.3 Procedures related to aircraft surface contamination


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5.14 Fire Fighting Procedures

5.17 Go around

5.28 Commands
5.37 Exit bypass
6. PILOT INCAPACITATION
The training will cover type specific elements and conditions relevant to Cabin Crew actions to be
taken in case of pilot incapacitation.
6.1 Pilot incapacitation drill

6.2 Seat controls
6.3 Seat harness and locking mechanism
6.4 Pilot checklist
6.6 Flight oxygen systems
7. INCIDENT AND ACCIDENT REVIEW

precautionary actions are presented in the training program:
8. CREW RESOURCE MANAGEMENT

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General principles
Relevant to the individual Cabin Crew Member

critique;
Relevant to the entire aircraft crew

management, medical factors.
8.17 Specifics related to aircraft types (narrow-/wide-bodied, single-/multi-deck), Flight Crew and Cabin Crew
composition and number of passengers
Relevant to the operator and the organisation

8.19 Effective communication and coordination with other Operational personnel and ground services;
8.20 Participation in cabin safety incident and accident reporting
8.21 Case-studies
9. FIRST AID
Training material reference: CSPM Ch.6, Ch.3, Ch.2
9.1 Basic first-aid, including care of:
9.2 Air sickness;
9.3 Gastro-intestinal disturbances (vomiting, diarrhoea, pain, heartburn, bleeding);;
9.4 Hyperventilation;
9.5 Burns;
9.6 Wounds;
9.7 Injuries (head and neck, eye, musculoskeletal, chest and abdominal)
9.8 The unconscious;
9.9 Suspected communicable diseases;
9.10 Fractures and soft tissue injuries;
9.11 Panic attack, alcohol intoxication, irrational behaviour
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9.12 In-flight medical emergencies and associated first-aid covering at least:

9.13 Management of injuries and illnesses;
9.14 Assessing a casualty (ABC, adult, child, infant);
9.15 Recovery position;
9.16 Life-threatening medical emergencies;
9.17 Asthma;
9.18 Stress and allergic reactions;
9.19 Shock;
9.20 Diabetes;
9.21 Choking;
9.22 Epilepsy;
9.23 Pregnancy and Childbirth;
9.24 Headache, Seizure, Stroke;
9.25 Heart attack;
9.26 Angina;
9.27 Chronic lung diseases;
9.28 Persistent coughing;
9.29 Deep vein thrombosis;
9.30 Nose bleed.
9.31 The use of appropriate equipment including first-aid oxygen, first-aid kits and emergency medical kits (if
carried) and their contents;
9.32 Cardio-pulmonary resuscitation (CPR) including practical training by each Cabin Crew Member having
regard to the aircraft environment and using a specifically designed dummy (practical training)
9.33 Procedures and resources
9.34 Seeking medical advice (ground and/or inflight)
9.35 First-aid equipment and supplies (e.g., first aid kit, oxygen)
9.36 Death on board
9.37 Birth on board
9.38 Documentation to be completed
9.39 PIC notification and communication
9.40 AED- Automated External Defibrillator
To be completed as required (see note):

9.41 General instruction on aero-medical aspects and survival;
9.42 The physiological effects of flying with particular emphasis on altitude physiology:
9.43 Oxygen requirements
9.44 Eustachian tubal function and barotraumas
9.45 Changes in atmospheric pressure
9.46 Hypoxia
9.47 Trapped gas
9.48 Decompression sickness
9.49 Cabin depressurisation
9.50 Effects of high-altitude depressurisation
9.51 Hyperventilation
9.52 Cabin air quality
9.53 Travel health and hygiene, including:
9.54 Hygiene on board;
9.55 Immunisation
9.56 Risk of contact with infectious diseases and means to reduce such risks;
9.57 Handling of clinical waste;
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9.58 Aircraft disinsection;

9.59 Handling of death on board; and
9.60 Alertness management, physiological effects of fatigue, sleep physiology, circadian rhythm and time zone
changes;
9.61 Personal safety (e.g., use of alcohol, other drugs, traffic safety).
9.62 Contamination of the skin/eyes by aviation fuel or hydraulic or other fluids;
9.63 Food poisoning;
9.64 Malaria.
9.65 Standards and regulations

9.66 First aid training and equipment (ICAO standards and/or CAA regulations)
9.67 Reporting of communicable diseases (ICAO standards and WHO International Health Regulations)
9.68 Aircraft disinfection and disinsection (application of insecticide)
9.69 Bio-hazard waste disposal.
Note: It is not required to complete items 9.41 – 9.69 unless there were changes to these components. However,
in the event of changes, cabin instructors and Cabin Crew members shall be promptly advised. Such changes may
then be addressed during the recurrent training.
10. SECURITY PROCEDURES

Training material reference: CSPM Ch.9, OM-A Ch.10
10.1 Controlling access to the flight deck
10.2 Cockpit door procedure
10.3 Security of the aircraft
10.4 Security check
10.5 Security Search
10.6 Bomb on board
10.7 Appropriate self-defence responses
11. HIGH ALTITUDE DEPRESSURISATION

Training material reference: CSPM
11.1 Understanding of the effects on crew and passengers
11.2 Knowledge necessary to execute associated emergency procedures
12. PASSENGER HANDLING AND CROWD CONTROL

12.1 Communications between flight crew and Cabin Crew and use of all communications equipment including
smoke-filled environment and issues in communicating in such an environment;
12.2 Verbal commands;
12.3 The physical contact that may be needed to encourage people out of a door/exit and onto a slide;
12.4 Redirection of passengers away from unusable doors/exits;
12.5 Marshalling of passengers away from the aircraft;
12.6 Evacuation of special categories of passengers with emphasis on passengers with disabilities or reduced
mobility; and
12.7 Authority and leadership.
13. AIRCRAFT VISIT

13.1 Evacuation alarm systems;
13.2 Emergency lighting;
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13.3 Safety/emergency equipment;

13.4 Flight deck compartment;
13.5 Circuit breaker panels; and
13.6 Doors/Exits location and environment.
14. WRITTEN EXAM

14.1 Total of 30 multiple choice questions on all subject of Recurrent training. Certain subjects have a separate
exam and are excluded in the final exam i.e., DGR, AVSEC, SMS etc.
15. SAFETY MANAGEMENT SYSTEM

16. DANGEROUS GOODS REGULATIONS

17. FATIGUE RISK MANAGEMENT TRAINING (FRMT)
Refer to OM D 2.1.4.9
18. PRACTICAL TRAINING

Fire and smoke training

Each Cabin Crew Member shall receive realistic and practical training in the location, removal and use
of all fire-fighting equipment, including protective clothing representative of that carried in the
aircraft.
Each Cabin Crew Member shall:

18.1 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
18.2 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.
Operation of doors and exits

operation and actual opening of the Flight Crew compartment security door.
Each Crew Member shall compete:

18.3 Actual operation of the door in normal/emergency/power assist fail mode
18.4 Operation of type III exits
18.5 Operation and actual opening of flight deck door in normal and emergency situations
18.6 Demonstration of flight deck window; location of ropes and procedure for exiting flight deck window
(training element completed during classroom training, refer to subject no. Error! Reference source not
found. “Aircraft Description and Cabin Configuration)
Pilot incapacitation
18.7 Operation of the seat and all equipment (restraint system, oxygen system) relevant to pilot incapacitation
by each Cabin Crew Member.
18.8 Practical demonstration of the use of flight crew checklists
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Evacuation slide training

18.9 Each Cabin Crew Member will descend an evacuation slide from a height representative of the aircraft
main deck sill height
Special categories of passengers (SCPs)

18.10 Normal and emergency procedures for special categories of passengers (SCPs) taking into account the
route structure, passenger profiles, aircraft types operated, seasonal demands and operations. This exercise may
be conducted in classroom, aircraft, or representative training device.
Evacuation exercise
18.11 Evacuation exercise conducted in classroom, aircraft, or representative training device.
19. AVIATION SECURITY (AVSEC)

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2.2.5 REFRESHER TRAINING

ETF Airways has a Cabin Crew Refresher Training (requalification training course) which shall be completed by
individuals who failed to remain qualified as a Cabin Crew Member and as part of the process to regain
qualification to perform duties as Cabin Crew Member.
In the event a Cabin Crew Member fails to remain qualified as a Cabin Crew Member or becomes unqualified for
any reason (e.g., extended leave of absence, maternity leave etc.) Refresher Training must be completed.
Refresher Training shall be completed as part of the process to regain qualification to perform duties as a Cabin
Crew Member.
Depending on the duration of absence, completion of refresher training would establish anniversary date
(superseding the original anniversary date) upon which Recurrent Training would be based.
When a Cabin Crew Member, during the preceding 180 days within the validity period of the last relevant
Recurrent Training and checking has not performed any flying duties, he/she shall, before being reassigned to such
duties, complete Refresher Training and checking for the aircraft type to be operated.
ETF Airways may elect to replace the Refresher (requalification) training with Recurrent training if the
reinstatement of the Cabin Crew Member’s flying duties commences within the validity period of the last
recurrent training and checking. If that validity period has expired, refresher training may only be replaced by
Aircraft Type Specific and Operator Conversion Training.
ETF Airways shall ensure that Cabin Crew receive the following training during Refresher (requalification) course.
Such training shall be included in Refresher Training:

1. Knowledge of safety policies and procedures associated with the pre-flight, in-flight and postflight phases of
cabin operations
2. Knowledge that is required to execute emergency procedures
3. Knowledge required to understand the function of operation of cabin emergency equipment and to execute
associated pre-flight checks.
4. Practical training exercises consisting of cabin drills and hands-on operation of cabin equipment.
6. Training that provides the necessary awareness of other Cabin Crew assignments and procedures to assure
fulfilment of all Cabin Crew duties in the event of an emergency situation.
When a Crew Member is absent from flying duties in excess of 180 days, ETF Airways shall ensure line check is
conducted while Crew Member performs their duties during line operation. Line check is conducted by a CCI or LC
SCCM.
ETF Airways shall ensure Crew Member`s validity period and if associated required training is still valid or has
expired (i.e., SMS, DGR, FRMT, AVSEC, CRM, First Aid, Practical training). If any element of required training
elements has expired, crew member shall complete the required training in addition to training listed above.
Cabin Crew shall receive training in dangerous goods awareness, recognition and emergency action.
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All subjects within the scope of dangerous goods training shall be addressed not less than once within the 24-
month period. For Refresher Training, previous DGR training may still be current and will be provided dependent
on the date and validity of previous training.
Cabin Crew shall receive training in human performance to gain an understanding of the human factors involved in
conducting cabin safety duties and coordinating with the Flight Crew during the execution of onboard emergency
procedures. Such training shall be addressed not less than once every 36 months.
For Refresher Training, previous CRM training may still be current and will be provided dependent on the date of
previous training.
Cabin Crew shall receive training that provides knowledge in first aid and inflight medical events. Such training
shall be addressed not less than once within the 12 months from the previous training in first aid. For Refresher
Training, previous First Aid training may still be current and will be provided dependent on the date of validity of
previous training.
Cabin Crew shall receive practical training exercises consisting of cabin drills and hands-on operation of cabin
equipment. All focus areas within the scope of practical training shall be addressed in Recurrent Training not less
than once every 36 months.
For Refresher Training (requalification) practical training exercise shall be provided depending on the expiry date
of previous practical training.
Ditching practical exercise is included as part of issuance of Cabin Crew Attestation during Initial Safety Training.
For detailed syllabus refer to OMD Ch.2.2.5.6
Crew Member who has not performed any flying duties or operated on a particular aircraft type in excess of 180
days or over but remains within period of validity of the last relevant Recurrent Training and checking shall
complete Refresher Training.
ETF Airways may elect to replace the Refresher (requalification) Training with Recurrent Training if the
reinstatement of the Cabin Crew Member’s flying duties commences within the validity period of the last
Recurrent Training and checking.
If the Crew Member has been reinstated and they have expired from their Recurrent Training validity, Aircraft type
Specific and Operator Conversion Training is required.
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The amount of the training required by the Cabin Crew Member for return to operations shall be determined by
Cabin Training Manager in accordance with the standards of qualification and experience in the operations
manual, considering Crew Member’s previous training and experience. ETF Airways shall ensure Crew Member`s
validity period and associated required training is still valid or has expired (i.e., SMS, DGR, FRMT, AVSEC, CRM, First
Aid, Practical training). Credit for previous training shall be taken if required training is still valid. If required
training element has expired, Crew Member shall complete the required training.
Objective of Refresher Training is to regain qualification of individuals who have failed to remain
qualified as Cabin Crew Member or are in the process of regaining qualification to perform duties as a
Cabin Crew Member.
Classroom and practical training

Classroom training
Aircraft visit
Training in representative training device
Line Check – min. 1 sector
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Refresher training Syllabus content: OMD Ch. 2.2.5.6

Training
resources
Classroom training
2. Safety and emergency equipment 1 CCI/GTI Training PowerPoint
3. Standard Operating Procedures 2 CCI/GTI Training PowerPoint
3. Review of ETF Airways manual revisions (if
0,5 CCI/GTI Training PowerPoint
applicable)
4. Written Exam 0,5 CCI/GTI Checking N/A
Practical training
5. Aircraft visit 2 CCI/GTI Training Aircraft
As
6. Doors and exits appropriate
CCI/GTI Training RTD
TOTAL
10
(excluding Doors and exits training)
Syllabus
Line Check OMD Ch. 2.2.5.6
content:
Training
resources
8. Line Check min. 1 CCI / LC SCCM Checking Aircraft
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Training elements:


1.14 Fire Fighting Procedures

1.17 Go around

1.28 Commands
1.37 Exit bypass
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2.1 Location and handling of all safety and emergency equipment and systems installed and carried on board.


3.6 Pre-flight:
3.11 Passenger acceptance and handling
3.12 Briefing of SCP's
3.18 In-flight:
3.20 Turbulence
3.24 Post flight:

4. REVIEW OF ETF MANUAL REVISIONS

Training material reference: CSPM
If applicable, review of recent company manual revisions:
4.1 CSPM
4.2 OM-A
4.3 OM-D
4.4 Other company manuals
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5. WRITTEN EXAM
5.1 Total of 30 multiple choice questions on all subject elements of Refresher training. Depending on the
training requirements of the individual Cabin Crew Members, certain subjects may have a separate exam i.e., DGR,
AVSEC, SMS etc.
6. AIRCRAFT VISIT
6.1 Flight deck emergency equipment
6.2 Flight deck windows
6.3 Flight crew seat operation
6.4 Flight deck door (operation and actual opening in normal and emergency modes)
6.5 Location and handling of safety and emergency equipment
7. DOORS AND EXITS

operation and actual opening of the flight deck security door. Each crew member shall compete:
7.1 Actual operation of the door in normal/emergency/power assist fail mode
7.2 Operation of type III exits
7.3.1 Operation and actual opening of flight deck door in normal and emergency situations
7.4 Demonstration of operation of flight deck windows
8. LINE CHECK FLIGHT SYLLABUS

8.2 Briefing
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2.2.6 SENIOR CABIN CREW MEMBER TRAINING
ETF Airways utilizes aircraft that requires more than one Cabin Crew Member and shall ensure applicable Cabin
Crew Members have completed Cabin Crew leadership training prior to being assigned to duties as a designated
Senior Cabin Crew Member.
This course complies with the requirements of Commission Regulation (EU) No 965/2012 ORO.CC.200 and gives
the Cabin Crew Member knowledge and confidence in functioning as Senior Cabin Crew Member (SCCM). SCCM
has the
responsibility for the conduct and co-ordination of cabin safety and emergency procedures specified in CSPM and
OM-A. The course covers all duties and responsibilities of SCCM.
The Senior Cabin Crew Member shall be responsible to the commander for the conduct and coordination of
normal and emergency procedures specified in the OM Part-A, including for discontinuing non-safety-related
duties for safety or security purposes.
ETF Airways shall nominate Cabin Crew Members to the position of Senior Cabin Crew Members only if:
- they are in possession of Cabin Crew Attestation;
- have completed Aircraft Type Specific and Operator Conversion Training;
- they have at least one year of experience as operating Cabin Crew Member; and
- have successfully completed a Senior Cabin Crew Member Training and the associated check.
2.2.6.2 Credit for previous Training
When a Crew Member has previously completed Senior Cabin Crew Member Training with another operator,
credit for previous training shall be taken for the following subjects:
- Pre-flight briefing
- Accident and incident reporting
- Flight and duty time limitations and rest requirements (FTL)
Training objectives of Senior Cabin Crew Member training:

- to ensure the candidate is competent to exercise duties and responsibilities of SCCM;
- demonstrate ability to manage the operation and take appropriate leadership and management decisions as
SCCM;
- to successfully complete familiarisation and a line check flight, ensuring at all stages that
the standards for the SCCM in ETF Airways are adequately demonstrated.
1. Classroom training
2. Familiarisation flights
3. Line check
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Senior Cabin Crew Member Training Syllabus content: OMD Ch. 2.2.6.6
Training
resources
1. Pre-flight briefing 5 CCI/GTI Training PowerPoint
2. Cooperation with the crew 3 CCI/GTI Training PowerPoint
3. Review of ETF Airways requirements and legal
4 CCI/GTI Training PowerPoint
requirements
4. Emergency procedures 5 CCI/GTI Training PowerPoint
5. Accident and incident reporting 1 CCI/GTI Training PowerPoint
6. Human factors and Crew Resource Management
2 CRMT Training PowerPoint
(CRM)
7. Flight and duty time limitations and rest
1 CCI/GTI Training PowerPoint
requirements
PowerPoint,
8. Inflight service and announcements 2 CCI/GTI Training
PA book
TOTAL 24
2.2.6.5.2 Training and checking flights
Familiarisation flight Syllabus content: OMD Ch. 2.2.6.6

Under Training
Subject Flight sectors Event
supervision of resources
SCCM / LC SCCM
10. Familiarisation flight min. 4 Training Aircraft
/ CCI
Line check Syllabus content: OMD Ch. 2.2.6.6

Training
resources
11. Line check min. 1 CCI / LC SCCM Checking Aircraft
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2.2.6.5.3 Crew Resource Management (CRM)
Syllabus
Crew Resource Management (CRM) OMD Ch. 2.2.6.6
content:
Duration / Training
Subject Level
Instructor resources
1. Human factors in aviation;
2. General instructions on CRM principles and objectives;
Required
3. Human performance and limitations;
4. Threat and error management;
Personality awareness, human error and reliability,
5. attitudes and behaviours, self-assessment and self-
critique;
6. Stress and stress management; Required
7. Fatigue and vigilance;
Assertiveness, situation awareness, information
8.
acquisition and processing;
Shared situation awareness, shared information
9.
acquisition and processing;
10. Workload management;
Effective communication and coordination between all
11. crew members including the flight crew as well as PowerPoint,
inexperienced Cabin Crew Members; case study,
Leadership, cooperation, synergy, delegation, decision- 2 hours hand-outs,
12. In-depth
making, actions; CRMT group
13. Resilience development; discussion,
14. Surprise and startle effect; exercises
15. Cultural differences;
Identification and management of the passenger human
16. factors: crowd control, passenger stress, conflict
management, medical factors;
Specifics related to aircraft types (narrow bodied, single
17. deck), flight crew and Cabin Crew composition and In-depth
number of passengers;
18. operating procedures (SOPs), organisational factors,
factors linked to the type of operations;
Effective communication and coordination with other In-depth
19.
operational personnel and ground services;
Participation in cabin safety incident and accident
20.
reporting;
21. Case- studies. In-depth
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Training elements:
1. PRE-FLIGHT BRIEFING
1.1 Operating as a crew
1.2 Allocation of Cabin Crew stations
1.4 Flight specifics: flight details, aircraft type, equipment, area and type of operation, special categories of
passengers (passengers with disabilities or reduced mobility, infants, stretchers etc.)
2. COOPERATION WITH THE CREW

Training material reference: OM-A Ch.1 CSPM Ch.1
2.1 Discipline, responsibilities and chain of command;
2.2 Importance of coordination and communication;
2.3 Pilot incapacitation.
3. REVIEW OF ETF REQUIREMENTS AND LEGAL REQUIREMENTS

3.1 Passenger briefing, safety briefing cards
3.2 Securing of galleys
3.3 Stowage of cabin baggage
3.4 Electronic equipment
3.5 Procedures when fuelling with passengers on board
3.6 Turbulence
3.7 Flight and training documentation
3.8 Cabin Crew qualification requirements
3.9 Crew composition
3.10 Authority, duties and responsibilities of the Commander
3.11 Duties and responsibilities of crew members other than Commander
3.12 Crew health precautions
3.13 Procedures for replacement of incapacitated or unavailable Senior Cabin Crew Member
4. EMERGENCY PROCEDURES
Overview of emergency procedures with particular emphasis on SCCM responsibilities:
4.2 Crew coordination during emergency situations
4.3 Planned emergency landing / ditching
4.4 Cabin preparation
4.5 Unplanned emergency landing / ditching
4.7 Decompression
4.8 Firefighting procedure
4.9 Non-routine situations: rejected take-off, go-around, rapid disembarkation, pilot incapacitation
5. ACCIDENT AND INCIDENT REPORTING

precautionary actions are presented:
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5.3 Reporting system overview
5.4 Definition of accident, incident and occurrence
5.5 Forms to be used for reporting accident, incident and occurrence
6. HUMAN FACTORS AND CREW RESOURCE MANAGEMENT (CRM)

General principles (required)
Relevant to the individual Cabin Crew Member (required)

critique;
Relevant to the entire aircraft crew (in-depth)

management, medical factors.
6.17 Specifics related to aircraft types (narrow-/wide-bodied, single-/multi-deck), flight crew and Cabin Crew
composition and number of passengers
Relevant to the operator and the organisation (in-depth)

6.19 Effective communication and coordination with other Operational personnel and ground services;
6.20 Participation in cabin safety incident and accident reporting
6.21 Case-studies (in-depth)
7. FLIGHT TIME LIMITATIONS AND REST REQUIREMENTS

Training material reference: OM-A Ch.7
7.1 Flight and duty time limitations and rest requirements
8. INFLIGHT SERVICE AND ANNOUNCEMENTS

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Training material reference: Announcement book

8.1 Inflight service and sales
8.2 Standard and emergency announcements
9. WRITTEN EXAM
9.1 Total of 30 multiple choice questions on all subjects of Senior Cabin Crew Member training.
10. FAMILIARISATION FLIGHT

Structured familiarization flight where the Cabin Crew Member participates in pre-flight, in-flight and post-flight
safety duties of Senior Cabin Crew Member:

10.2 Briefing
10.10 Door disarming and opening procedure
11. LINE CHECK FLIGHT


11.2 Briefing
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2.2.7 INSTRUCTOR TRAINING
This training program is provided for a new Cabin Crew Instructor (CCI) or Cabin Crew Ground Training Instructor
(CC GTI) to ensure that instructor has an adequate level of knowledge and standardization to provide instruction in
the Cabin Crew training programme. After candidate’s successful completion of the training and if she/he meets
the other requirements, he/she will be issued a Certificate for an CCI or CC GTI. This programme is based on the
CCAA requirement ASO-2015-002.
2.2.7.1 Pre-requisite, qualifications and experience
Cabin Crew Ground Training Instructor (CC GTI)

Refer to OM-D Ch.1.2.7.9.1
Cabin Crew Instructor (CCI)

Refer to OM-D Ch.1.2.7.9.2
CCI and CC GTI with previous training experience with other operators shall be credited for the following if the
candidate is in possession of:
a. Train The Trainer (or Teaching and Learning) certificate
b. CRM training (CRMT trainer certificate)
c. First Aid training (First Aid instructor certificate)
d. Aviation Security (Aviation Security Instructor certificate)
e. DGR (DGR instructor certificate)
f. FRMT (FRMT instructor certificate)
g. Aircraft type specific training (previously completed Aircraft type specific training with another
operator on the same aircraft type/variant that ETF Airways operates)
CCI and CC GTI who previously completed Train the Trainer or Teaching and Learning training and are in possession
of a certificate, do not need to complete the following:
- Train the Trainer element of instructor training syllabus documented in Chapter 2.2.7.6.
- Practical training NOTE 1
Credit is not given for Operator Specific Elements of instructor training.
Note 1: Assessment is required when CCI/CC GTI is delivering their first training session at ETF Airways.
Note 2: Cabin Crew Ground Training Instructor (CC GTI) without previous aircraft type specific knowledge, should
complete theoretical part of ETF Airways Aircraft Type Specific and Operator Conversion Training before
conducting training at ETF Airways. CC GTI are not required to be qualified Cabin Crew Members since they will be
involved in theoretical and practical training on ground only.
The aim of this training is to enable the Cabin Crew Instructor and Cabin Crew Ground Training Instructor to
deliver training sessions with competence, clarity and confidence; deliver Cabin Crew training programs effectively
and to be able to assess training performance and deliver effective feedback.
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PART D
1. Theoretical training
a) Train The Trainer* NOTE 2

Classroom training
b) Operator specific elements
Classroom training
Note 2: This training may be completed by a third-party organization, training duration may differ between
different training organisations. Completion shall be evidenced through a Certificate of Completion to be issued by
the relevant training organization.
2. Practical training
a) Instructor demonstration
Each candidate will be required to prepare a training presentation covering one of the Cabin Crew training
elements. The presentation (simulated training) shall consist of a presentation and question and answer session.
b) Instruction under supervision

Each CCI/CC GTI candidate shall deliver training under supervision of qualified CCI or Cabin Training Manager.
Successful assessment of the delivered training shall denote completion of the course.
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Instructor training Syllabus content: OMD Ch. 2.2.7.6

Training
resources
Train the trainer
1. Learning Process
2. Teaching Process
3. Training Philosophy
CCI/ PowerPoint,
4. Techniques for Supervision 20 CC GTI/ Training Practical
CTM training
5. Human performance and limitation
6. Feedback System
7. Student evaluation
Operator specific elements
8. Regulatory training requirements
9. ETF Airways Training programs and
CCI/ PowerPoint,
procedures
7 CC GTI/ Training Practical
10. Handling of underperforming crew CTM training
11. ETF Airways Training and checking
administration
Practical training
CCI/ PowerPoint,
12. Instruction demonstration CC GTI/ Training Practical
As CTM training
appropriate CCI/ PowerPoint,
13. Instruction under supervision CC GTI/ Assessment Practical
CTM training
TOTAL TRAINING HOURS
27
(excluding practical training)
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A) TRAIN THE TRAINER SYLLABUS
1. LEARNING PROCESS
Training material reference: PowerPoint
1.1 Motivating the learner
1.2 Perception and understanding
1.3 How people learn
2. TEACHING PROCESS
2.1 Elements of effective teaching
2.2 teaching methods
2.3 Planning of instructional activity
3. TRAINING PHILOSOPHY
3.1 Lesson preparation
3.2 Lesson objectives
3.3 Lesson notes
3.4 Importance of planned syllabus
3.5 Integration of theoretical knowledge
4. TECHNIQUES FOR SUPERVISION

4.1 The cabin environment
4.2 In-flight situational awareness
4.3 Monitoring students and correcting their errors
4.4 Question technique
4.5 Briefing structure
4.6 Debriefing techniques
4.7 Candidate self-assessment and self-critique
5. HUMAN PERFORMANCE AND LIMITATION

5.1 Physiological factors
5.2 Psychological factors
5.3 Human information processing
5.4 Behavioural attitudes
6. FEEDBACK SYSTEM
6.1 The drawing up of comments, recommendations and improvements
6.2 Writing reports
6.3 The need of concise communication
7. STUDENT EVALUATION
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7.1 The role of Cabin Crew Instructor during supervision and its analysis
7.2 Assessment of student performance
B) OPERATOR SPECIFIC TRAINING ELEMENTS
8. REGULATORY training requirements

Training material reference: EASA / CCAA / OM-A Ch.1 / OM-D Ch.1
8.1 Legal requirements
8.2 Commission regulation (EU) No 290/2012 ANNEX V, Part CC
8.3 Commission regulation (EU) No 965/2012 ANNEX III (Part ORO), Subpart CC - Cabin Crew
8.4 Acceptable Means of Compliance and Guidance Material to Part-ORO Subpart CC - Cabin crew
8.5 CCAA ASO-2015-002 “Instruction to Air Operator Certificate (AOC) holders related to the function of Cabin
Crew Instructors.”
8.6 Operator specific requirements

8.7 ETF Airways OM-A, OM-D
9. ETF AIRWAYS TRAINING PROGRAMS AND PROCEDURES

9.1 ETF Airways OM-D Chapter 2.2
9.2 ETF Airways OM-D Chapter 3.1.2
9.3 ETF Airways Training delivery and checking standards
10. HANDLING OF UNDERPERFORMING CREW

10.1 Procedures to be applied in the event that candidates do not achieve or maintain the required pre-scribed
standard, ETF Airways OM-D Ch. 3.2.2
11. ETF AIRWAYS TRAINING AND CHECKING ADMINISTRATION

11.1 Cabin Crew training records and forms
11.2 Control, analysis and storage of records
11.3 Feedback system
11.4 Checking administration
C) PRACTICAL TRAINING
12. INSTRUCTOR DEMONSTRATION

12.1 Delivery of a training session
13. INSTRUCTOR UNDER SUPERVISION

13.1 Assessment on the delivery of a training session
2.2.7.7 Instructor recurrent training
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CC Instructor recurrent training is established to ensure that CCI and CC GTI maintain their qualifications.
To maintain their instructor qualifications, CCI and CC GTI shall perform one of the following every 36 months:
1. Check flight under supervision of CCI or CTM (minimum 1 sector, applicable only for CCI);
or
2. Emergency equipment training under supervision of CCI or CTM (one entire topic from the syllabus);
or
3. Procedure training under supervision of CCI or CTM (one entire topic from the syllabus);
or
4. Any other training defined under OM-D Chapter 2.2 and/or applicable to instructor’s qualification under
supervision of CCI or MCT;
and
5. Standardization training if there is a change in operations or training requirements and system;
and
6. Teaching and learning refresher course every 36 months, lasting at least 4 hours.
Minimum duration of any of the events in 2,3,4,5 is two (2) hours. Any topics shorter than that are not applicable
for the purpose of the CCI/CC GTI Recurrent Training. Combination of several short topics is allowed.
In case of unsatisfactory performance of the Instructor the Cabin Training Manager and Training Manager shall
apply additional refresher training for the candidate.
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2.2.7.8 Outsourcing or direct entry CCI/CC GTI
a) New aircraft type / new operator commencing operations

Where new aircraft is being added to the ETF Airways AOC, or for any reason, there is a need for the CCI/CC GTI, it
might be necessary to use special resources (outsourcing or employing direct entry CCI/CC GTI), such as:
- Cabin Crew Instructor rated on the aircraft type from the manufacturer
- Cabin Crew Instructor from another operator using the same type of aircraft
- Other instructing personnel (Cabin Crew Ground Instructor)
In these cases, ETF Airways Training Manager shall provide to Subcontractor all necessary materials for training.
Familiarization with part of Operator specific elements for CCI/CC GTI shall be done by Training Manager or Cabin
Training Manager.
List of attendance shall be filed and enclosed to Subcontractor’s training course.
Proof of the corresponding qualification and training shall be recorded and reported to CCAA.
ETF Airways CCI/CC GTI may extend the function to the new aircraft type after having undergone appropriate
Aircraft type specific and Operator Conversion training.
b) CCI / CC GTI changing operator while maintaining airplane type

CCI/CC GTI shall complete the Operator Conversion training and part of the Instructor training program (Operator
specific elements). Credit for previous experience shall be applied, if applicable, as documented in Ch.2.2.2.2 and
Ch.2.2.7.2.
c) CCI / CC GTI changing operator and airplane type

CCI/CC GTI shall complete Aircraft type specific and Operator conversion training and part of the Instructor
training program (Operator specific elements). Credit for previous experience shall be applied, if applicable, as
documented in Ch.2.2.2.2 and Ch.2.2.7.2.
Credit for previous experience is applied as documented in Chapter 2.2.7.2
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2.2.8 LINE CHECK SENIOR CABIN CREW MEMBER TRAINING
Line check Senior Cabin Crew Member training is training intended for qualified Senior Cabin Crew Members at
ETF Airways in order to be able to conduct Cabin Crew line checks on ETF Airways aircraft.
Line Check Senior Cabin Crew Member shall be qualified SCCMs who are acceptable to and are appointed by, the
Cabin Training Manager and have completed a Line Check Senior Cabin Crew Member training.
The Senior Cabin Crew Member shall be responsible to the Commander for the conduct and coordination of
normal and emergency procedures specified in the OM Part-A, including for discontinuing non-safety-related
duties for safety or security purposes.
ETF Airways shall nominate SCCMs to the position of Line Check SCCM only if:
- they are in possession of Cabin Crew Attestation;
- have completed Aircraft Type Specific and Operator Conversion Training;
- have completed Senior Cabin Crew Member Training
- have successfully completed a Line Check Senior Cabin Crew Member Training.
Not applicable.
Training objectives of Line Check Senior Cabin Crew Member Training:

- to ensure the candidate is competent to exercise duties and responsibilities of Line Check SCCM;
- demonstrate ability to conduct line check in an aircraft environment
- to ensure the training standards are proficiently demonstrated on ETF Airways flights
The SCCM course shall include at least the following elements:

1. Classroom training
2. Practical training: conduct of a Line Check flight
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2.2.8.5.1 Classroom training
Line Check Senior Cabin Crew Member Training Syllabus content: OMD Ch. 2.2.8.6
Training
resources
1. Human Performance factors relevant to Line Check 1 CCI/GTI Training PowerPoint
2. Line Check 3 CCI/GTI Training PowerPoint
3. Safety review 2 CCI/GTI Training PowerPoint

4. Line Check administration 1 CCI/GTI Training PowerPoint
TOTAL
7
2.2.8.5.2 Practical training
Conduct of Line check Syllabus content: OMD Ch. 2.2.8.6

Training
Subject Flight sectors Completed by Event
resources
1. Conduct of Line check flight min. 1 LC SCCM Training Aircraft
2.2.9 RECURRENT (PERIODIC) LINE CHECK
ETF Airways shall ensure Cabin Crew Members receive recurrent (periodic) line check while performing their duties
during line operations every 12 calendar months. Line Check shall be conducted by a Cabin Crew Instructor (CCI) or
Line Check Senior Cabin Crew Member (LC SCCM).
Recurrent line check validity period shall be 12 calendar months, counted from the end of the month when the
check was taken. If the recurrent line check is undertaken within the last three calendar months of the validity
period, the new validity period shall be counted from the original expiry date. After a Cabin Crew Member has
successfully completed Line check, ETF Airways shall update the Cabin Crew Member’s training record.
To participate in recurrent line check Cabin Crew Member should:

- be in possession of valid Cabin Crew Attestation
- be in possession of valid Cabin Crew Medical Report
- have successfully completed Aircraft Type Specific and Operator Conversion Training when joining ETF
Airways
- be within the validity period of their previous recurrent training
- be within the validity of their previous recurrent (periodic) line check.
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Not applicable.
To meet the requirements, each Cabin Crew Member shall complete recurrent line check every year, in order
him/her to remain qualified to perform Cabin Crew duties on each aircraft type they are assigned to.
The recurrent line check shall ensure that each Cabin Crew Member undergoes recurrent line checking relevant to
the type or variant of aircraft to be operated
- Line Check flight: minimum 1 sector
2.2.9.5 Training program
Syllabus
Recurrent (periodic) Line check OMD Ch. 2.2.9.6
content:
Training
resources
7. Line check min. 1 CCI / LC SCCM Checking Aircraft
2.2.9.6 Recurrent (periodic) Line Check Syllabus

1. Grooming & Uniform

2. Briefing
3. Pre-departure duties
4. Door closing and slide arming procedure
5. Inflight safety duties
6. Safety Awareness
7. Inflight service duties
8. Pre-landing safety duties
9. Post landing safety duties
10. Door disarming and door opening procedure
11. Turnaround duties
12. Post flight duties
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2.3 TECHNICAL CREW

NOT APLICABLE FOR ETF AIRWAYS
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2.4 OPERATIONS PERSONNEL INCLUDING CREW MEMBERS
2.4.1 DANGEROUS GOODS TRAINING

METHODS OF TRAINING
2.4.1.2 DEFINITIONS
Function specific training.

Training that is aimed at providing a detailed study of the requirements of the Technical Instructions applicable to
the function for which the person is responsible.
General familiarization training.
Training that is aimed at providing familiarity with the general requirements of the Technical Instructions.
Recurrent training (also called refresher training).
Training given at intervals of not more than two years to ensure a person's knowledge remains at the required
level so they can continue to carry out their responsibilities fully.
Training program.
A method that has been developed for providing training, which consists of a tutored course, associated material
(such as hand-outs, overheads, videos, exercises, etc.), an examination paper and the instructor's notes.
Training provider.
Any person, organization or enterprise that offers or provides training.
2.4.1.3 APPROVAL OF TRAINING PROGRAMS
ETF AIRWAYS is not approved training provider and shall source training from an alternative external company
which hold approval for training programs in the carriage of dangerous goods by air.
This training is identified and described in the following text. Any substantive changes to this training must be
submitted to the CCAA Flight Operations Department for the training approval to remain valid.
Prior to outsourcing the provision of dangerous goods training, ETF AIRWAYS shall establish that the proposed
training materials are approved by the CCAA.
2.4.1.4 GENERAL REQUIREMENTS APPLICABLE TO DANGEROUS GOODS TRAINING PROGRAMS
To ensure that everyone involved is aware of their responsibilities in the transport of dangerous goods, training
must be given so that an awareness is gained of the hazards associated with dangerous goods and how they
should be dealt with in air transport
Training must be provided or verified upon the employment of personnel.
Recurrent training must be provided within 24 months of previous training to ensure knowledge is current.
However, if recurrent training is completed within the final three months of validity of previous training, the
period of validity extends from the date on which the recurrent training was completed until 24 months from the
expiry date of that previous training.
As with other aviation qualifications, the expiry date of dangerous goods training is absolute and an offence
against the regulations will be committed if staff continue to work after their training qualification has expired.
A test to verify understanding must be undertaken following training and confirmation that the test has been
completed satisfactorily is required.
Tests to verify understanding must be conducted in a controlled environment that prevents collaboration. The
records of training must be retained by the employer for a minimum period of 36 months from the most recent
training completion date and must be made available upon request to the employee or CCAA
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2.4.1.5 DANGEROUS GOODS TRAINING SYLLABUS

The areas to be covered for various categories of personnel are listed within the table below; the depth of training
required for each area is dependent on the responsibilities of the individuals and varies from a general
appreciation to in-depth knowledge so that decisions can be taken.
Table 23 Minimum Requirements for Training Curricula for “No Carry” Operators:
Operators and ground

handling agents
Aspects of dangerous goods by air with which they should be familiar, as
minimum Category
13 14 15 16 17
General philosophy X X X X X
Limitations X X X X X
Labelling and marking X X X X X
Shipper’s Declaration and other relevant documentation X
Recognition of undeclared dangerous goods X X X X X
Provisions for passengers and crew X X X X X
Emergency procedures X X X X X
CATEGORY
13. Operator's and ground handling agent's staff accepting cargo or mail (other than dangerous goods);
14. Operator's and ground handling agent's staff involved in the handling, storage and loading of cargo or mail and
baggage;
15. Passenger handling staff;
16. Flight crew members, loadmasters, load planners and flight operations officers/flight dispatchers;
17. Crew members (other than flight crew members);
Note 1: Depending on the responsibilities of the person, the aspects of training to be covered may vary from those
shown in the table.
Note 2: The categories of personnel identified in Table 23 Minimum Requirements for Training Curricula for “No
Carry” Operators of the IATA Dangerous Goods Regulations are not all-encompassing. Personnel employed by or
interacting with the aviation industry in areas such as passenger reservation centres should be provided with
dangerous goods training commensurate with their specific responsibilities. See IATA DGR 1.5.2
2.4.1.6 KEEPING OF TRAINING RECORDS

A record of training shall be maintained, which must include:
a) the individual's name;
b) the most recent training completion date;
c) a description, copy or reference to training materials used to meet the training requirement;
d) the name and address of the organization providing the training; and
e) evidence, which shows that a test has been completed satisfactorily.
The training records shall be retained for a minimum period of thirty-six months from the most recent training
completion date and must be made available upon request to the appropriate authority.
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As an evidence of attendance Attendance list signed by the instructor and candidate shall be kept in the records,
and as evidence of the test (if certificate not issued) answering sheet with result and instructor and candidate
signatures is considered as an evidence of completion the course.
2.4.1.7 INSTRUCTOR QUALIFICATIONS

Instructors of initial and recurrent dangerous course training programs must have as the minimum following:
a) current knowledge of Technical Instructions (or IATA’s Dangerous Goods Regulations). Instructors should
successfully complete a dangerous goods training program in Category 6;
b) knowledge of national civil aviation regulations on the transport of dangerous goods by air;
c) an ability to prepare lesson plans, hand-outs, exercises, tests. Instructors should successfully complete a course
on instructional techniques;
d) a minimum of five (5) years working knowledge and experience in dangerous goods and safety operations
and/or experience in cargo operations, including dangerous goods handling and acceptance.
Instructors delivering initial and recurrent dangerous goods training programs must at least every 24 months
deliver such courses, or in the absence of this attend recurrent training.
Dangerous goods instructors shall be accepted by CCAA.
2.4.1.8 IDENTIFICATION OF TRAINING AND TESTING MATERIALS

ETF AIRWAYS shall use only DG training providers approved by CCAA.
2.4.1.9 DURATION OF THE COURSE

Initial training – 6 hours
Recurrent training – 4 hours
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2.4.2 SECURITY TRAINING

For detailed security training program and modules refer to ETF Security training programme.
2.4.3 CRM INSTRUCTOR REFRESHER TRAINING
This course shall not be done initially in ETF Airways till inhouse resources with required qualification and
experience are not hired.
Inhouse CRM instructors shall done this course in subcontracted organisations
2.4.4 CRM INSTRUCTOR STANDARDISATION PROGRAMME
SCOPE OF THE STANDARDIZATION PROGRAM

Standardization CRM trainer program focuses on training, coaching and assessing Flight and Cabin Crew CRM
trainers. The program is executed, monitored and updated by the Training Manager, supported by the Flight Crew
and Cabin Crew CRM Instructors.
The goals of the ETF Airways CRM trainer standardization program are:
• to maintain a high professional level within the trainer community by regularly providing trainers with
knowledge, skills, updates and inputs regarding the individual development;
• to standardize training procedures and processes and the delivery of the various CRM trainings and its
content;
• to check trainer’s ability to maintain company standards as a CRM trainer and his/her ability to transfer
knowledge according to training/checking goals as defined by the training department;
• to permit trainers to forward their concerns and problems and to collect their inputs and proposals to
improve the overall safety, quality and efficiency of the company CRM training;
• to provide provisions for transfer of relevant knowledge and skills between flight- and Cabin Crew CRM
trainers,
• to improve soft skills and facilitation techniques to deliver a higher/better standard during training
sessions.
PERFORMANCE EVALUATION
As part of the standardization program, initially CRM trainers are supervised by experienced CRM trainers.
ETF Airways Training Manager will assign CRM Trainers from the list of ETF Airways CRM trainers to perform the
evaluation taking into account the evaluators previous experience.
During performance evaluation Trainer`s soft skill is tested on a highest level and monitored upon the required.
The first evaluation will take place on the first training performed for ETF Airways after being promoted to either
Flight Crew or Cabin Crew CRM trainer. The follow-up performance evaluations will be conducted at least once
within the 3-year validity period for each of the CRM trainers.
The performance evaluations can be used for recency and renewal of qualification as a CRM trainer.
CONTINUOUS TRAINERS’ PERFORMANCE MONITORING

The continuous performance monitoring of the trainers creates the proper environment for the coaching and
standardisation of CRM trainers. Because the level of skills and experience of the trainers varies, the first
performance evaluation sets the starting point of the individual’s development. The de-briefings of the following
performance evaluations are tailored according to the specific needs of the trainers, so that each individual
achieves the required results.
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CRM INSTRUCTOR PERFORMANCE REPORT

The relevant CRM instructor performing evaluation/assessment is responsible for the completion and signing of
the checklists described in OM D 1.2.7.11.1 for Flight Crew CRM Trainer and OM D 1.2.7.11.2 Cabin Crew CRM
Trainer respectively and shall be recorded in CRMT Assessment Form (See OM D Appendix 3).
The hard copy of the filled CRMT Assessment Form will be given to TM who is responsible to evaluate it and store
it into CRM Instructors personal documentation file.
CRM Instructors performing evaluation/assessment are encouraged to specify additional details about the
assessment on top of standard questions and answers specified in CRMT Assessment Form, so the Training
Manager will have better feedback for performance of CRM instructors.
ROLE OF THE ASSESSOR DURING GROUND EVALUATIONS

CRM Instructor performing the assessment will be attending the CRM training sessions as an observer/assessor
without interfering with the duties of the trainer under evaluation.
The recommendations or fields for improvement will be communicated during the de-briefing. The de-briefing
between the CRM Assessor and the evaluated CRM trainer takes place after the trainer has finalized the
administrative duties related to the training session.
During the debriefing/coaching process the CRM trainers are clearly briefed on the performance areas which
require immediate correction/ reaction and the ones which need a specific time frame for practice and
development.
The corrective action plan, according to the results of the performance evaluation, is agreed together with the
Training Manager.
CONSEQUENCES IN CASE OF LACK OF NECESSARY DEVELOPMENT

It is the training department’s policy to keep a high level of faith in its training personnel, however if the coaching
and/or corrective process will not bring the required development of the trainers, they are subject to disciplinary
actions.
In specific disciplinary cases the Training Manager may opt for the following course of action:
• To complete further evaluation;
• To plan the CRM trainer for re-training and re-assess his/her status upon completion; for retraining a
refresher course or a full initial “Train the Trainer” can be used.
• To remove the CRM trainer from certain or all training duties for a defined period;
• To send the CRM trainer a written warning letter – in cooperation with the HR department;
• To dismiss the CRM trainer from the position – in cooperation with Head of Training and HR department.
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2.5 TRAINING SYLLABI AND CHECKING PROGRAMS FOR OPERATIONS PERSONNEL OTHER THEN CREW MEMBERS
ETF policy is to have well trained personnel within OCC department and in order to ensure good level of quality,
personnel shall be trained in accordance with training programmes prescribed in this chapter.
This training program sets forth standards and requirements for the establishment and maintenance of an
approved training program for ETF flight dispatchers.
Training program for flight dispatchers consist of the following types of trainings:
• Initial training
• Recurrent training
• Conversion training for new aircraft type
• Requalification training
2.5.1 LEGAL BASIS
Training program for personnel employed in flight dispatch is established in accordance with:
• “Pravilnik o uvjetima i načinu stjecanja, izdavanja, obnavljanja i produžavanja dozvole i ovlaštenja
zrakoplovnom osoblju za pripremu, otpremu i praćenje leta” (OG 86/11)
• ICAO Annex 1 – personnel licensing - Chapter 4 – licensing and rating for personnel other than flight crew
members
• ICAO Annex 6 – Operation of aircraft, Chapter 4 - Duties of flight operations officer, Chapter 10 - Flight
operations officer
• ICAO doc 7192 part D-3
• ETF OM
2.5.2 TYPES OF TRAINING
ETF can organize the following types of training:
• Classroom training
• Computer based training
• Self-training
• On job training
For classroom training ETF will assign instructor who will conduct training.
For other types of training, company will assign mentor to trainee.
During training, trainee is encouraged to ask mentors or instructors any question related to training subject.
2.5.3 TRAINING RECORDS
Refer to OM-D 4.4.3
2.5.4 TRAINING MATERIALS
Training materials used for training shall be evaluated and checked by instructors / mentors prior to giving
instructions.
Evaluation and checking of training materials include the following checks:
1. Materials used for training are up to date
2. Materials prepared by instructors or other third party is compliant with currently effective company and
legal requirements
For the purpose of training, all resources used in standard daily OCC operation (manuals, software, equipment can
be used.
2.5.5 TRAINING FACILITIES
For classroom trainings, suitable training area will be organized. For self-training and computer based training,
trainee will be offered suitable room together with tools and equipment required for training.
Any area selected for training will be free from routine distractions.
Familiarization flights will be organized on flights operated by ETF fleet.
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2.5.6 PERSONNEL INVOLVED IN TRAINING

2.5.6.1 INSTRUCTORS
Training can be conducted by the following instructors:
• ETF or contracted personnel that are certified in respective field related to training subject (ie. security,
dangerous goods etc.)
• Pilots holding valid ATPL licence
• Flight dispatcher instructors
• Personnel with at least three years of experience in appropriate field
The list of instructors is maintained by OCC Manager.
Flight dispatcher instructors are nominated by ETF Flight Operations Manager and they shall comply with the
following:
• Must have valid flight dispatcher license
• Must have completed company conversion course
• Must have minimum 3 years experience as flight dispatcher / operations controller
• In the period of 12 months before the nomination, he/she has didn't have a break in her work as a flight
dispatcher / operational controller for more than three months.“
2.5.6.2 MENTORS
Training can be mentored by the following mentors:
• Pilots holding valid ATPL licence
OCC Manager will maintain the list of mentors involved in training.
2.5.6.3 EVALUATORS
Checks can be performed by:
• Instructors
• Head of OCC
• Flight Operations Manager
2.5.7 COMPETENCY CHECKS
In order to demonstrate his/her competency, flight dispatchers shall undergo the following types of checks:
• Written exam
• Proficiency check
Below table shows which type of check will be applied after each type of training:
Conversion for new
Initial training Recurrent training Requalification training
aircraft type
Written exam - Written exam -
Proficiency check Proficiency check Proficiency check Proficiency check
2.5.7.1 Written exams

During initial training, written exam will be organized after each training chapter and in order to pass the exam,
flight dispatcher must have passing score of at least 75 %.
Exams are prepared by instructors and exams shall consist of short answer and multiple choice questions.
2.5.7.2 Proficiency check
Proficiency checks are organized after initial, recurrent, requalification and conversion training for new aircraft
type.
During proficiency check, flight dispatcher must be able to successfully dispatch all flights and accomplish the same
amount of work as fully qualified flight dispatcher. Evaluators must determine that the candidate’s proficiency is of
a level that the successful outcome of the dispatch work is never in doubt.
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2.5.8 INITIAL COMPANY TRAINING

Initial company training is prerequisite for assignment of flight dispatcher to his duty. After successfully completed
initial training, flight dispatcher is considered qualified for flight dispatcher duties and responsibilities within ETF
operational control system. Training program consist of two parts
1. Basic indoctrination as described in 0
2. Aircraft characteristics as described in 0
2.5.8.1 PURPOSE
The purpose of initial training is to qualify personnel that already hold flight dispatcher licence but haven’t had
previous dispatcher experience with ETF. After successfully completed initial training, flight dispatcher will be
familiar with:
• Company policies, duties and responsibilities, working environment, legal bases, communication systems,
software and systems used for flight preparation and flight monitoring, company operations manual,
operating specifications etc.
• Company fleet features – operational characteristics, performance capabilities, navigation equipment,
communication equipment, emergency procedures, mass and balance, flight planning etc.
2.5.8.2 PREREQUISITES
Candidate shall be holder of flight dispatcher license issued by aviation authority of an ICAO state. Licence must be
validated by CCAA, unless Licence was issued by competent authorities of EU member states.
2.5.9 RECURRENT TRAINING
Recurrent training is intended for personnel who have been trained and qualified by ETF and will continue to serve
in the same positions within OCC department. They must complete syllabi from initial company training as defined
in 2.5.12.1 and 2.5.12.2 within the period of three years.
Duration of recurrent training in one year shall not be less than 15 hours
Where other aviation regulations or standards require that recurrent training must be completed more frequently
than every three years, than that training shall be conducted in accordance with applicable requirements.
2.5.10 CONVERSION TRAINING FOR NEW AIRCRAFT TYPE

This training is for currently qualified ETF dispatchers who are assigned to a different type of aircraft for which
they haven’t been previously qualified.
Training will be conducted in accordance with training program described in 0
After completion of conversion training for new aircraft type, flight dispatcher shall undergo competency check
and familiarization flight on new aircraft type.
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2.5.11 REQUALIFICATION TRAINING

Qualification renewal training is intended for ETF dispatchers who have been qualified by ETF, but have become
unqualified due to not having received recurrent training or due to longer absence from duty. The purpose of
requalification training is to allow flight dispatcher to reach an acceptable level of proficiency and because of that
additional training program will be defined on individual basis.
Requalification training consists of recurrent training, familiarization flight and additional training as described in
table below:
Absent from duty Type of training

up to 12 months • recurrent training
• 8 hours of additional training
• familiarization flight
More than 12 and less than 36 • recurrent training
months • 16 hours of additional training
More than 36 months • initial training
In addition to requirements specified in table above, after completion of requalification training, flight dispatcher
shall undergo competency check.
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PART D
2.5.12 TRAINING PROGRAM

2.5.12.1 BASIC INDOCTRINATION
Content Duration Suggested training material
Content of ETF AOC & Ops spec 3
Legal basis AOC & Ops specification, OM,
Areas of operation EU 965/2012, ICAO Annex __,
Types of operation certificate of insurance, EU
ETF Operations Manual 785/2004.
Fleet insurance
ETF operational control system 3 ETF OM, “Pravilnik
ETF Management, structure, culture and organization o uvjetima i načinu stjecanja,
Duties and responsibilities of flight dispatcher izdavanja, obnavljanja i
Duties and responsibilities of commander produžavanja dozvole i
Operational control and supervision ovlaštenja zrakoplovnom
Operations Manual osoblju za pripremu, otpremu
i praćenje leta”
ETF communication systems 3 OM, Eurocontrol manuals
Communication systems used within ETF
Communication with crew
Communication with Eurocontrol
Emergency procedures
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Meteorology 4 Jeppesen route manual
Atmosphere - description, troposphere, tropopause Operations Manual
and stratosphere
Weather elements- pressure, temperature, humidity,
visibility, wind and clouds, isobars, isotherms,
isotachs, contours.
International standard atmosphere, standard
pressure levels
Causes of weather phenomena - lapse rate,
environmental lapse rate (ELR), dry adiabatic lapse
rate (DALR), saturated adiabatic lapse rate (SALR),
stability and instability criteria.
Pressure systems - low, high, trough, ridge variation
of pressure
Winds
Clouds
Precipitation
Turbulence
Jet Streams
Air masses – types, sources and movements
Meteorological reports – format, abbreviations and
interpretation (METAR, TAF, SPECI, SIGMET, VOLMET)
Weather charts – format, abbreviations and
interpretation (SWC, WIND)
Adverse and potentially hazardous atmospheric
conditions
Specific weather conditions applicable to ETF
operations
Sources of meteorological information
Air Traffic Management 2 Jeppesen route manual, OM,
Airspace classification ICAO doc 4444
Flight rules
ATC flight plan
Flight information service
Alerting, search and rescue
Aeronautical information service
Mass and balance 1 FCOM, AFM, AHM560, ETF
Terminology and definitions used for mass and OM
balance
Load planning
Preparation of loadsheet
Aircraft balance
Forces and moments affecting aircraft
Structural aspects of aircraft loading
Loading information
Mass and balance system and documentation used in
ETF
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Flight planning 3 Jeppesen route manual, PPS
Route manual flight planning system, OM-A,
Performance calculation OM-B, FCOM, AFM
PPS Flight planning system
Aerodrome operating minima
Selection of aerodromes
Selection of alternates
Air traffic management
Preparation of OFP
Content of briefing package
Special approvals
Flight monitoring 2 OM, Eurocontrol CHMI app,
Position of aircraft NOP portal, FCOM
Effects of ATC routes
Flight equipment failure
En-route weather changes
Emergency situations
Flight monitoring resources
Position reports
Ground resource availability
Human Factors 2 Material prepared by
The meaning of human factors instructor
Dispatch resource management
Awareness
Practise and feedback
Reinforcement
ETF quality & safety system 2 QSM, OM
TOTAL 25
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2.5.12.2 AIRCRAFT CHARACTERISTICS
Content Duration Training material

Aircraft description 5
Limitations - wind limitations, performance, runway
Aircraft systems - Air conditioning, auto flight,
electrical, flight control, fuel, hydraulic, landing gear, OM-B, FCOM
navigation, oxygen, APU, power plant B 737 800 AFM, FCOM
Navigation equipment - PBN, RNAV, instr. Approach Performance tables, FCOM
Communication equipment - voice communication, MEL
datalink, ACARS etc.
Non standard & emergency procedures - .
Minimum equipment list
Mass and balance 2 OM, AFM, AHM560
Flight planning 4
Route and aerodrome selection
Preparation of OFP
OM, PPS
Special approvals
Relationship between flight time and fuel
consumption
Aircraft performance 3
Take-off
Climb
Cruise AFM, OPT software
Descent
Landing
Single engine operations
Ground handling requirements 1
Fuel requirements OM
Ground equipment
TOTAL: 15
2.5.12.3 MNPS Training for flight dispatchers

MNPS Training for flight dispatchers is incorporated in 2.5.12.1 BASIC INDOCTRINATION and 2.5.12.2 AIRCRAFT
CHARACTERISTICS.
Those flight dispatchers who haven’t completed MNPS training during their basic indoctrination / Aircraft
characteristics training, will need to complete it separately.
MNPS training for flight dispatchers cover the following topics:
FLIGHT PREPARATION
• Aircraft status (HIL, MEL, CDL)
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FLIGHT MONITORING
• Weather monitoring, weather updates
• Communication with crew (ACARS)
NON STANDARD / EMERGENCY PROCEDURES
Training shall include examples or practical preparation of OFPs for MNPS area.
2.5.12.3 FAMILIARIZATION FLIGHT

The purpose of familiarization flight is to allow flight dispatcher familiarization with flight deck, flight preparation
procedures, crew preparation procedures.
Within 12 months period, each flight dispatcher must observe on at least one familiarization flight.
Familiarization flight shall consist of minimum one leg and shall consist of the following:
1. Flight preparation and pre flight briefing with the crew
2. Familiarization with flight deck equipment
3. Observation of flight from the flight deck
4. Post flight analysis and debrifing with the crew
2.5.13 FATIGUE MANAGEMENT TRAINING

(FOR OPERATIONS PERSONNEL OTHER THAN CREW MEMBERS)
As Per Commission Regulation (EU) No 965/2012 ORO.FTL.250 ETF Airways shall provide initial and recurrent
fatigue management training to crew members, personnel responsible for preparation and maintenance of crew
rosters and management personnel concerned.
FRM Initial and recurrent Training for Flight and cabin crew are described in OM D2.1 and OM D 2.2 respectively
and in this chapter only FRM Training for personnel responsible for preparation and maintenance of crew rosters
(OM D 2.5.13.1) and FRM for Management Personnel concerned (OM D 2.5.13.2) are described
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2.5.13.1 FRM TRAINING FOR PERSONNEL RESPONSIBLE FOR PREPARATION AND MAINTENANCE OF CREW
ROSTERS

Initial 04:00 GTI NO 12 If done within last 3 months
Recurrent 02:00 Months from expiry same date remains
The aim of a Fatigue Management Training for personnel responsible for preparation and maintenance of crew
rosters is to provide training to competence for those individuals responsible for constructing and administering
rosters (e.g. rostering, crewing or scheduling personnel) that clearly have a vital role to play in managing crew
fatigue, as per the requirement of Commission Regulation (EU) No 965/2012 ORO.FTL.250. The training syllabus
shall cover the possible causes and effects of fatigue and fatigue countermeasures meeting the requirements of
Commission Regulation (EU) No 965/2012 AMC1 ORO.FTL.250, with additional industry best practice.
Duration of the course is 4 hours, 2 hours are dedicated for the subjects which are the same as for training syllabus
for crew members and additional 2 hours for subjects as per table below.
Recurrent Training shall be provided shall consists of elements below:
Duration of Recurrent training shall be 2 hours.

Records of the training performed shall be in the form of attendance list and shall be kept in separate
FRM training folder within Training Department.
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2.5.13.2 FRM TRAINING FOR MANAGEMENT PERSONNEL

Initial 03:00 GTI NO 3 Years If done within last 3 months
Recurrent 02:00 from expiry same date remains
The aim of a Fatigue Management Training Management course is to provide training to competence for
‘management personnel concerned’ (i.e., who make decisions that have the potential to impact on roster design
and other contributors to crew fatigue) as per the requirement of Commission Regulation (EU) No 965/2012
ORO.FTL.250. The training syllabus shall cover the possible causes and effects of fatigue and fatigue
countermeasures meeting the requirements of Commission Regulation (EU) No 965/2012 AMC1 ORO.FTL.250,
with additional industry best practice.
Training Manager shall issue the list of personnel required to attend the training based on inputs from other
departments. The personnel required to pass the course are :
Accountable Manager, FOM, Ground Operations Manager, Head of OCC, Sales Manager and Compliance Manager
Duration of initial Course shall be 3 hours and elements are given in the table below:
Recurrent Training shall be done on 3 Years interval covering the elements from Initial training.
2.5.14 EFB ADNINISTRATOR TRAINING
2.5.14.1 INITIAL TRAINING

Refer to ETF Airways EFB Manual
2.5.14.2 RECURRENT TRAINING

Refer to ETF EFB Manual
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3 PROCEDURES
CHAPTER 3
PROCEDURES
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Table of Contents
3 PROCEDURES................................................................................................................................................. 3
3.0 TRAINING PROGRAMS DEVELOPMENT ........................................................................................................ 4

3.0.1 ADDIE MODEL ...................................................................................................................................................... 4
3.1 PROCEDURES FOR TRAINING AND CHECKING ............................................................................................... 6
3.1.1 PROCEDURES FOR FLIGHT CREW TRAINING AND CHECKING.............................................................................. 6
3.1.2 PROCEDURES FOR CABIN CREW TRAINING AND CHECKING ............................................................................. 49
3.2 PROCEDURES TO BE APPLIED IN THE EVENT THAT PERSONNEL DO NOT ACHIEVE OR MAINTAIN REQUIRED
STANDARDS ....................................................................................................................................................70
3.2.1 FLIGHT CREW...................................................................................................................................................... 70
3.2.2 CABIN CREW....................................................................................................................................................... 73
3.3 PROCEDURES TO ENSURE THAT ABNORMAL OR EMERGENCY SITUATIONS REQUIRING THE APLICATION OF
PART OR ALL OF THE ABNORMAL OR EMERGENCY PROCEDURES OR IMC CONDITIONS ARE NOT SIMULATED
DURING COMMERCIAL AIR TRANSPORT OPERATIONS ......................................................................................78
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3.0 TRAINING PROGRAMS DEVELOPMENT
ETF is using ADDIE model for Training Programs Development.

This model is a closed loop model and gives the training department very useful tool in order to design and adapt
all the training programs according the new regulations and the feedbacks from operations and previous trainings.
Analises
Evaluation Design
Imlementation Development
ADDIE MODEL
3.0.1 ADDIE MODEL

• Analyses: Analise the Training needs
• Determine the requirements to be fulfilled: required standards and how this is achieved.
• During this phase requirements of the training needed as in OM D Chapter 2 will be reviewed (for example:
what is on the schedule for next recurrent FSTD training…).
• Latest changes in regulations if any shall be checked during this phase.
• Feedbacks from previous trainings shall be collected, structured and analyzed so as to define the weakest
areas, trends and Safety Performance Indicators into the company.
• TM together with Flight Operations manager, Flight Safety manager and Compliance Manager shall analyze
all the data and indicators collected including but not limited to:
• FDM
• Reports (Safety, Incident, Confidential...)
• SPI (Safety Performance Indicators)
• Feedback from Instructors and Crew Members regarding the training from line operations.
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Design: Design the training course, tests and assessment plan includes establishing objectives and performance
indicators. TM is responsible for design the course syllabus and the training and assessment plan.
In designing the course syllabus all the items from Analyses step shall be implemented as well as Management of
Change principle.
• Development: Develop the training and assessment materials includes the selection of training methods
and tools, the production of training, testing and assessment materials, and the training of instructors and
assessors.
• Implementation: Implement the course
• Delivery of the course. Collection of feedback from trainees, instructors and examiners during and after the
course.
• Evaluate: Evaluate the course
• This phase shall be done after a cycle of training is completed (example VOL 2 FSTD training and checking).
• Feedback from trainees, instructors and examiners during Implementation phase has to give indication if
the training requirements and required objectives were fulfilled or not.
• Even this process is continuous one analyses shall be preferably done at least ones per year after the pick
season when all the data and feedbacks are collected.
• For that purpose, Instructor meetings shall be organized by the TM.
• Separate meetings will be organized for Flight Crew and Cabin Crew.
• On this meeting Flight Operations Manager shall be present. At least on first part of the meeting which is
dedicated to review of reports and feedbacks from operation Flight Safety Manager and Compliance
manager shall be presented also.
• Records from the meeting shall be done in a form of minutes from the meeting and shall be keep by TM.
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3.1 PROCEDURES FOR TRAINING AND CHECKING
3.1.1 PROCEDURES FOR FLIGHT CREW TRAINING AND CHECKING
3.1.1.1 GENERAL
As per regulations ETF requires Suitably Qualified Personnel to perform “in house” Training and Checking. Training
Manager will keep the list of suitably qualified personnel and update it accordingly.
Each training course requires prior notification to the CCAA about dates, location and timing in order to enable CCAA
oversight. Persons admitted to the various training centers are limited to those having a valid ID. Training and
checking personnel must be able to perform their work without inappropriate interference from management
and/or external organizations.
All materials used in training shall be approved by TM.
As a general policy, the Flight Crew Members shall receive training and demonstrate competence in normal and
non-normal procedures and maneuver’s, to include, as a minimum:
• PM / PF and other flight crew division of duties (task sharing);
• positive transfer of aircraft control;
• consistent checklist philosophy;
• emphasis on an "aviate, navigate, communicate" priority;
• proper use of all levels of flight automation;
3.1.1.2 CLASSROOM TRAINING AND SIMULATOR TRAINING FACILITIES
ETF shall ensure all training and checking personnel, training facilities, devices, equipment and course materials
(whether owned or subcontracted):
i) have the required certification(s) and approval or acceptance from the State;
ii) meet the required qualification and performance standards;
iii) are periodically evaluated to ensure compliance with required qualification and performance standards.
Before commencement of ground training, briefing about health and safety rules shall be done by instructor relevant
to the State health regulations. Fire escape routes shall be briefed for the candidates not already familiar with the
facilities in which the training is conducted.
Approved simulator facilities are listed in Appendix 2 of OM D. Any differences between aeroplane and simulator as
defined by Commission Regulation (EU) 965/2012 AMC1 ORO.FC.145(d) Provision of training, shall be briefed by
Instructor each time during pre-simulator briefing Based on Compliance Levels stated in Aircraft/FSTD Configuration
Difference list and FSTD Evaluation Report.
As a rule, ETF will not use the FFS for training and checking if the level of differences as per Commission Regulation
(EU) 965/2012 AMC1 ORO.FC.145(d) Provision of training are C or D.
EFT will make all the efforts to limit the FFS training and checking to FFS approved only with differences level A.
Differences level B are acceptable but shall be limited as much as possible.
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ETF instructor/examiner shall evaluate if the serviceability of the simulator provides sufficient safety and sufficient
equipment for the proposed exercise. The following equipment must function in order to perform the
training/checking:
• full motion system,
• front visual display,
• sufficient illumination in the cockpit,
• emergency equipment, seats must be fixed and seat belts operating,
• equipment must be functional according to MEL of the aircraft, unless a device is needed for the specific
exercise.
If any exercise must be modified or omitted, the simulator shall be considered out of service. Examiner/instructor
may consider moving that part of an exercise until the equipment is fixed, but only if repair is expected to be fast,
and training/checking is done without disruption of planned time schedule.
Before entering of FSTD the instructor/examiner has to brief the crew about the emergency equipment in the
simulator (emergency stop buttons, fire extinguisher location, escape procedures…) and according the FSTD
operator procedures sign the document that emergency/safety briefing for FSTD use is completed.
3.1.1.3 GROUND TRAINING AND CHECKING
Ground training should comprise a properly organised programme of ground instruction supervised by training staff
with adequate facilities, including any necessary audio, mechanical and visual aids. Self-study using appropriate
electronic learning aids, computer-based training (CBT), etc., may be used with adequate supervision of the
standards achieved. However, if the aircraft concerned is relatively simple, unsupervised private study may be
adequate if the operator provides suitable manuals and/or study notes.
The course of ground instruction should incorporate formal tests on subjects on the following list.
The formal tests during Operator conversion course are required for next subjects:
1. Aircraft Systems, Normal, Abnormal and Emergency procedures (OCC.GND.2 and 3)

2. Dangerous Goods (OCC.GND.6)
3. Aviation Security (OCC.GND.7)
4. RWSM, TCAS, TAWS (OCC.GND.8,9 and 10)
5. Preflight Inspection training (OCC.GND.18)
The formal tests during Recurrent training course are required for next subjects:
1. Aircraft systems, Operational procedures including ground de-icing/anti icing and pilot incapacitation, RVSM,
TCAS and TAWS (one test including all the subjects from REC.GND.1,2 and 4)
2. Dangerous Goods (REC.GND.6)
3. Aviation Security (REC.GND.7)
4. Preflight Inspection training (REC.GND.15)
The required standard for the written exam is 75 % pass mark. Candidates must successfully complete the exam to
the required standard in order to proceed to LIFUS during Operator Conversion Course, or to continue Line
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Operations after Recurrent Ground Training. Failing on Ground training test does not disqualify the candidate to
proceed with FSTD training, but all the test shall be passed before any Line Flying trainings or duties.
Ground training and checking is basically performed on base of face-to-face training utilizing teaching aids. Some of
the courses can be done utilizing self-learning from the CBT or learning aids including distance learning courses
which are covered by TM approval and accepted by CCAA.CBT may be used as a complementary training method
also, as support of classroom training.
Courses for which Ground training utilizing CBT either as primary tool or supporting method can be used are:
1. Aircraft Systems
2.RVSM, TCAS, TAWS
3. Narrow RWY Operations
4. LVTO
5. De-icing, Anti-icing
6. Windshear
7. UPRT
Achieved standards utilizing CBT are checked with written exams (for subjects required tests) as a part of ground
checking once training completed.
For subjects which does not require written exams till incorporating full Learning Management System capable of
following training progress and completion face-to-face training shall be used.
Maximum number of trainees which shall be assigned per one instructor for classroom training is 20. If more than
20 trainees are scheduled, second instructor hall be assigned.
Candidates shall be monitored for punctuality, behaviour, attitude, teamwork and grooming standards throughout
the training. The instructor shall ensure to debrief a candidate at the end of the training day, if there are areas they
need to improve or are below standard. This shall be noted on the trainee training record and Training Manager
shall be advised.
Contracted Ground training

If ETF Airways does not have appropriately qualified instructors within the organization at disposal, then another
operator, a third party or a training organisation may be contracted to provide the training in accordance with
Commission Regulation (EU) 965/2012 ORO.GEN.205. In case of contracted ground training, ETF Airways should
ensure that the content of the course covers the specifics, the type of operations and the associated procedures of
the ETF Airways. When Crew Members from different operators attend the same course, the training should be
specific to the relevant flight operations and to the trainees concerned.
If contracted organization for specific training has CCAA authorization to conduct online trainings (Zoom, Teams…)
ETF Airways will accept the method approved by CCAA and made all the required preparations for their Crew
Members to attend the course without disruptions.
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3.1.1.4 CREW RESOURCE MANAGEMENT TRAINING
Before operating, the flight Crew Member shall have received CRM training, appropriate to his/her role, as specified
in the operations manual.
Elements of CRM training shall be included in the aircraft type or class training and Recurrent training as well as in
the command course.
Training environment
CRM training should be conducted in the non-operational environment (classroom and computer-based) and in the
operational environment (flight simulation training device (FSTD) and aircraft). Tools such as group discussions, team
task analysis, team task simulation and feedback should be used.
Classroom training
Whenever possible, classroom training should be conducted in a group session away from the pressures of the usual
working environment, so that the opportunity is provided for flight Crew Members to interact and communicate in
an environment conducive to learning.
Computer-based training
Computer-based training should not be conducted as a stand-alone training method, but may be conducted as a
complementary training method. ETF Airways policy is generally not to use computer-based (CBT) training for non-
operational environment.
Flight simulation training devices (FSTDs)

Whenever practicable, parts of the CRM training should be conducted in FSTDs that reproduce a realistic operational
environment and permit interaction. This includes but is not limited to line-oriented flight training (LOFT) scenarios.
Assessment of CRM skills are described in OM D 3.1.9
Integration into flight crew training

CRM principles should be integrated into relevant parts of flight crew training and operations including checklists,
briefings, abnormal and emergency procedures.
Combined CRM training for Flight Crew and Cabin Crew

ETF Airways shall provide combined training for Flight Crew and Cabin Crew during recurrent CRM training.
The combined training should address at least:
• effective communication, coordination of tasks and functions of Flight Crew and Cabin Crew and
• mixed multinational and cross-cultural Flight Crew and Cabin Crew, and their interaction
The combined training should be expanded to include medical passengers, if applicable to the operation. Combined
CRM training should be conducted by Flight Crew CRM trainer or Cabin Crew CRM trainer.
There should be an effective liaison between Flight Crew, Cabin Crew and Crew training departments. Provision
should be made for transfer of relevant knowledge and skills between Flight Crew and Cabin Crew CRM trainers.
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Management system
CRM training should address hazards and risks identified by the operator’s management system described in
Commission Regulation (EU) 965/2012 ORO.GEN.200.
Competency-based CRM training

Whenever practicable, the compliance-based approach concerning CRM training may be substituted by a
competency-based approach such as evidence-based training. In this context, CRM training should be characterised
by a performance orientation, with emphasis on standards of performance and their measurement, and the
development of training to the specified performance standards.
Contracted CRM training

If ETF Airways does not have appropriately qualified CRM instructors within the organization at disposal, then
another operator, a third party or a training organisation may be contracted to provide the training in accordance
with Commission Regulation (EU) 965/2012 ORO.GEN.205. In case of contracted CRM training, ETF Airways should
ensure that the content of the course covers the specific culture, the type of operations and the associated
procedures of the operator. When Crew Members from different operators attend the same course, the CRM
training should be specific to the relevant flight operations and to the trainees concerned.
3.1.1.5 EMERGENCY AND SAFETY EQUIPMENT TRAINING AND CHECKING

Classroom training will be conducted at EFT or sub-contracted training facility. Practical training will be conducted
at approved facilities listed in Appendix 2 of OM D.
Classroom training will be done by suitably qualified instructors.
Practical part of training as needed will be done on approved devices and equipment appropriate for specific
training, as well as aircraft visits
3.1.1.6 REPORTING AND START TIME OF TRAINING

(a) Simulator training and checking
Simulator training time will be indicated by crew planning at duty assignment. Briefing start will normally be 1 hour
before simulator start and de-briefing end will normally be 30 minutes after simulator end.
(b) Ground training and checking
Reporting times will be indicated by crew planning at duty assignment.
3.1.1.7 INSTRUCTIONS FOR FLIGHT (FSTD AND AIRPLANE) TRAINING AND CHECKING
ETF policy is to do the training sessions before OPC.
Training sessions are done by suitably qualified SFI/TRI or SFE/TRE from the list of approved EFT Instructors.
For any type of Training (Conversion, Recurrent, Either Pilot Seat, …) TM is responsible for producing and publishing
detailed training program in advance which gives Flight Crew Members concerned enough time to prepare and study
the items in the program.
ETF policy is to train the Flight Crew Members to proficiency and required level of competence and all the programs
are designed in order to maintain and to improve them.
Depending on the cycle (VOL) of Recurrent training TM will make all the efforts to design the training program so as
it includes a LOFT session. LOFT sessions are used to train and to improve mostly non-technical skills during scenario
based short LOFT (normally not more than 45 min flying time). Weather briefings, NOTAMS, MEL items, ATC…shall
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reflect as much as possible real environment which can be encountered during daily operations. During LOFT some
maneuvers as windshear and TCAS can be practiced as part of the scenario.
For Recurrent trainings before winter season LOFT should contain as much as practicable contaminated RWY T/O
and Landing, Icing Conditions, marginal visibility…, and LOFT before summer season shall include as much as
practicable hot weather operations, performance limited T/O and landing and Windshear/Thunderstorm avoidance.
Program will be designed not to overload the crew with complex failures specially when weather conditions are bad,
but still to keep them busy and demanding so they shall use all the competences to make sure safety is not in doubt
at any time.
LOFT session can be done from Line up position with engines running and all the preparations till Before T/O checklist
are done.
Performance calculations can be done in briefing room with a data provided by Instructor.
If some other training item requires other procedures (Engine Start problems, deicing with engines running, low
visibility taxi…) than the session can be started on the gate with External electrical power or APU running.
Repositioning shall be avoided as much as practicable, but some scenarios will need it in order to facilitate training
and use as much as possible from it.
In that cases Instructor will freeze the simulator, announce “I have Controls” and will reposition the simulator.
Before unfreezing Instructor must be sure that the candidates are completely aware of their new position and
configuration of the aircraft, all the preparations and settings are done and when they are completely ready
Instructor will announce “You have controls “and unfreeze the simulator.
Even Training sessions are not graded according the ETF grading system described under the conduct of OPC/LPC,
Instructors debriefing after the session as well as filling the remarks field in Training Form will give the SFE/TRE
necessary input before conducting the check.
Filling the remarks fields are one of the most important tools given to training department in receiving the feedback
from the training.
Instructors are encouraged to make a note’s during the training as it is very hard to make objective and structured
debriefing after the session without reviewing the notes.
During debriefing review the notes with the candidate and make a concise entry into remarks field of training form.
As remarks as well as instructors’ feedback to TM are the best tools to identify further training needs Instructors are
requested not to rush after the session with debriefing unprepared, if needed take couple of minutes brake
immediately after the session in order to recall the performance, identify the root cause for possible week points
and then make a debriefing and fill the forms.
Grading system and complete explanation of competencies are explained in Chapter 3.1.1.8.2
During LIFUS grading system is not used, but in Remark session after finishing daily LIFUS instructors performing
LIFUS are strongly encouraged to write the remarks about the observed behavior indictors as well as
recommendations so the next instructors will have a clear view of what has been done and what are the fields which
will need attention and focus in further training.
Instructor standardization meetings and instruction standardization program shall be used for standardization and
proper grading of observable competencies and CRM.
Instructors are required to enter all the notes in related forms as much as possible.
Notes shall be related to observable and measurable competencies and shall be accurate and objective. Training
department can get a real feedback, follow the progress of the candidates, achieved standards and see the trends
within the company. All of the data will be reviewed on regular bases Instructors standardization meetings and will
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be used during analyses and Evaluation phase of Training programs development taking into consideration
companies as well as personal week points.
This way complete and very accurate identification of luck of competence and trends within the company as well as
particular pilots can be done, and progress and eventual deficiencies can be followed and mitigated with further
trainings.
Instructors shall be very careful when judging which competence was the root cause for deficiency.
If let’s say ILS approach was not done up to standard, write in the remarks what was the reason for that.
General statements such as general disclaimers of responsibility such as "hard to judge" or "cannot predict" or just
“Difficulties with ILS Approach “should be avoided at all times.
Instead, the Instructor shall identify if this ILS approach was not up to standard due to FPM (Flight Path Management
Manual), was it because of rush into approach unprepared where PSD or SAW competence was the cause or maybe
due to lack of knowledge or procedures (APK, KNO) …
After filling the training forms Instructor will hand the original or copy to the candidate who has to present it to
SFE/TRE before the OPC/LPC session, or the instructor conducting Line Check.
The forms must be completely filled and signed by both instructor and the candidate.
Instructors are responsible for documentation, forms and equipment (QRH, Charts, EFB holders…) used during the
training to be taken from the simulator and stored again into the ETF training box.
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3.1.1.7.1 UPRT FSTD Training
FSTD Qualified as category C or D as per EASA CS-FSTD(A) issue 2 and later are considered fully capable for providing
UPRT.
FSTD certified before issue 2 shall be checked if retrofitted with requirements for UPRT and stall training as per EASA
requirements.
Note that not all the FSTD have a post stall validated envelope, and if not, they shall be used just for pre stall
maneuver and recovery which are minimum requirements for UPRT.
Some of the elements of UPRT and Flight path management during unreliable Airspeed indication and other failures
at high altitude shall be done by the instructor “on seat” training method.
This means that the instructor will take the left or right seat on the FSTD and show/practice the elements with the
candidate. This does not mean that instructor will do recoveries by him/herself, but he/she will induce the upsets
from which the candidate has to recognize and recover.
If on seat method is used during some of the elements, IOS panel shall be set to record the maneuver so the
debriefing can be properly done by analyzing the envelope and flight control inputs during the maneuver.
Instructor can make a demonstration of the whole profile while orally explaining the signs of impending UPSET,
techniques for if feels a need for that.
The use of an FSTD provides valuable training without the risks associated with aeroplane training.
All the trainings in FSTD shall be done within the FSTD Training Envelope.
The training envelope refers to high and moderate confidence regions of FSTD validation envelope.
High FSTD validation envelope is defined as an envelope which is flight test validated, and moderate confidence
region of the envelope is validated in the wind tunnel or with analytical model.
It is important to respect the FSTD Training Envelope. Exercises outside this envelope can create misperceptions, as
the FSTD’s simulation model may not satisfactorily represent the airplane behavior. Therefore, exposing crews to
un-validated flight regimes should be avoided. If the FSTD is not qualified for stall recovery, training should be limited
to approach-to-stall training.
The part of the envelope which is extrapolated (outside of wind tunel validated envelope) shall not be used during
training.
EASA regulations require Instructor Operating Stations (IOS) to be equipped with enhanced instructor tools allowing
accurate feedback during UPRT and showing performance, and convey:
● The FSTD validation envelope

● Flight control inputs
● Airplane operational limits
● Optionally, a recorded feedback mechanism
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Figure 1: Typical IOS required for UPRT training
Alfa/Beta plot
Figure 2 Alfa/Beta plot
Sample of the alfa/beta plot for Boeing 737 NG with Flaps 5 FSTD (Alfa is related to angle of attack and beta for
sideslip)
On Alfa/Beta envelope Training envelope is limited with dashed (- - - - Wind Tunnel) lines.
As upset prevention training focuses on awareness and avoidance of upsets and this may include developing upsets
leaving the Flight validated region envelope.
Upset Recovery maneuvers assume that the flight validated has been unintentionally exceeded and upset conditions
exists.
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The training objective for upset recovery training is to effectively apply recovery techniques and procedures so as
to return to a stabilized flight path within the Flight test validated envelope ( ).
Figure 3
For simulator training to accurately relate to the performance and handling of the modeled airplane, the simulator
must be operated within the VTE. For the purposes of this discussion, as depicted in Figure 3 the quality of the
aeromodel fidelity can be measured by plotting values of angle of attack (Alpha) and the sideslip angle (Beta) in
relation to the simulators’ sources of aeromodel data drawn from test flights, wind tunnel testing and mathematical
extrapolation. In simple generalized terms, the angle of attack represents angular difference in the pitch axis
between the direction the wing is pointing and the direction the wing is going through the air. Similarly, the sideslip
angle is the angular difference in the yaw axis between the direction the fuselage, or nose of the airplane, is pointing
and the direction the fuselage is going through the air. In Figure 3, it can be seen that the maneuver flown generates
combinations of Alpha and Beta values that exceed the Flight Test data (the inner solid airplane-like shaped line) yet
remain well within the Wind Tunnel data. As an instructor analyzing the maneuver, it could be reasonably concluded
that the performance of the simulator during that maneuver or exercise was at least representative of how the
actual airplane would perform in an identical situation. The highest level of fidelity is achieved when the plots of the
maneuver being assessed are within the Flight Test data. It is important to note, that the Alpha vs. Beta plot does
not indicate the effectiveness of the control inputs or validity of the techniques being used. In fact, it doesn’t even
indicate that maneuver performed was safe or effective. Without referencing other information, this plot only
indicates the fidelity of the maneuver and how accurate was the simulator in representing the performance of the
airplane being modeled.
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VN diagram
Figure 4 VN diagram
On figure 4 Typical Boeing 737 NG VN diagram for Flaps 0 is shown as presented on IOS
V-N diagram gives the instructor insight into the margins of safety of a particular maneuver in relation to these
established operational boundaries.
Figure 5
Generally speaking, the envelope of the airplane are, for the purposes of the UPRT IOS tool, preferred operational
boundaries of the airplane by the manufacturer. In Figure 5, those limits can be speed, angle of attack or g-loading.
Although there are other limitations to consider in UPRT, the V-N diagram shown in Figure 5 gives the instructor
insight into the margins of safety of a particular maneuver in relation to these established operational boundaries.
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V represents speed or velocity and N represents the load factor on the aircraft. In Figure 5, we can see that the
airplane started the maneuver at approximately 250 kts, or position “2” indicated in the figure. The pilot then
unloaded the airplane as the airspeed slowed to ~70 knots, about half of the clean 1-G stall speed (~140 kts), but
subsequently mismanaged the g-load causing a stall represented by the red dots on in Figures 3 and 5. This is not an
uncommon plot for a problematic nose-high upset recovery, especially in a transport category airplane.
Referring to the IOS recording of the event, the instructor can help the pilot understand why managing angle of
attack (AOA) and G loading is especially important to maintaining a margin of safety from the stall in low-speed
airplane upset conditions. The graphic assists the pilot in training to understand the instruction given by the
instructor.
Limitations on speed. G loads and attitude for training
All the ETF Airways UPRT trainings shall be performed within the next envelope regarding speed, G/loads and
attitude:
• Between Vstall for appropriate conditions and Vmo/Mmo in terms of speed,
• G/loads as appropriate for configuration (clean +2.5/-1G, with flaps extended +2/0 G)
• Nose up up to +60°, nose down -30°. For bank angle no limitations apply which means 180° in both sides.
During upset condition the limitations for pitch attitude can be exceeded during recovery.
Correct and on time recovery manouver should prevent exceedance of speed and G load.
It can happen during training that speed could be exceed specialy when nose low recovery and can temporary be
higher than Vmo/Mmo specially when speed brakes are not used properly and on time but this shall be adressed
properly by instructor.
HUMAN FACTORS
Threat and Error Management (TEM) and Crew Resource Management (CRM) principles should be integrated into
the UPRT. In particular, the surprise and startle effect, and the importance of resilience development should be
emphasised.
Training should also emphasise that an actual upset condition may expose flight crew to significant physiological
and psychological challenges, such as visual illusions, spatial disorientation and unusual g-forces, with the objective
to develop strategies to deal with such challenges.
ADDITIONAL GUIDANCE
Specific guidance to the UPRT elements and exercises is available from the latest revision of the ICAO Document
10011 (‘Manual on UPRT’).
Further guidance is available in:
• Revision 2 (as regards training scenarios for UPRT) and Revision 3 of the Aeroplane Upset Recovery Training
Aid (AURTA (Revision 2) / AUPRTA (Revision 3)); and
• the Flight Safety Foundation Publication (‘A Practical Guide for Improving Flight Path Monitoring’),
November 2014.
Upset prevention training should use a combination of manoeuvre-based and scenario-based training. Scenario-
based training may be used to introduce flight crew to situations which, if not correctly managed, could lead to an
upset condition. Relevant TEM and CRM aspects should be included in scenario-based training and the flight crew
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should understand the limitations of the FSTD in replicating the physiological and psychological aspects of exposure
to upset prevention scenarios.
In order to avoid negative training and negative transfer of training, ETF Airways shall ensure that the selected upset
prevention scenarios and exercises take into consideration the limitations of the FSTD and the extent to which it
represents the handling characteristics of the actual aeroplane. If it is determined that the FSTD is not suitable, ETF
Airways shall ensure that the required training outcome can be achieved by other means.
UPSET RECOVERY TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES

The upset recovery training exercises should be manoeuvre-based, which enables flight crew to apply their handling
skills and recovery strategy whilst leveraging CRM principles to return the aeroplane from an upset condition to a
stabilised flight path.
The flight crew should understand the limitations of the FFS in replicating the physiological and psychological aspects
of upset recovery exercises.
In order to avoid negative training and negative transfer of training, ETF Airways shall ensure that the selected upset
recovery exercises take into consideration the limitations of the FFS.
STALL EVENT RECOVERY TRAINING
It is of utmost importance that stall event recovery training takes into account the capabilities of the FFS used. To
deliver stall event recovery training, the FFS should be qualified against the relevant UPRT elements of CS-FSTD Issue
2. Stall event recovery training should include training up to the stall (approach-to-stall). Post-stall training may be
delivered provided the device has been qualified against the relevant optional elements of CS-FSTD Issue 2 and the
operator demonstrates that negative training or negative transfer of training is avoided. A ‘stall event’ is defined as
an occurrence whereby the aeroplane experiences one or more conditions associated with an approach-to-stall or
a stall.
Stall event recovery training should emphasise the requirement to reduce the angle of attack (AOA) whilst accepting
the resulting altitude loss. High-altitude stall event training should be included so that flight crew appreciate the
aeroplane control response, the significant altitude loss during the recovery, and the increased time required. The
training should also emphasise the risk of triggering a secondary stall event during the recovery.
Recovery from a stall event should always be in accordance with the stall event recovery procedures of the Boeing
737 800 maneuvers chapter in QRH.
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3.1.1.8 ASSESSMENT AND CHECKING PROCEDURES
All the OPC/LPC shall be performed by TRE/SFE.

TRE-Conduct of skill tests, proficiency checks and assessments of competence
1. When conducting skill tests, proficiency checks and assessments of competence, examiners shall:
• Ensure that communication with the applicant can be established without language barriers;
• Verify that the applicant complies with all the qualification, training and experience requirements
for the issue, revalidation or renewal of the license, rating or certificate for which the skill test,
proficiency check or assessment of competence is taken;
• Make the applicant aware of the consequences of providing incomplete, inaccurate or false
information related to their training and flight experience.
• The applicant has to report any reason for which he feels unfit to take the check during briefing.
It can be some health problem, or any other acceptable reason. In such cases the examiner has to cancel the check.
2. After completion of the skill test or proficiency check, the examiner shall:
• Inform the applicant of the result of the test. In the event of a partial pass or fail, the examiner shall
inform the applicant that he/she may not exercise the privileges of the rating until a full pass has
been obtained. The examiner shall detail any further training requirement and explain the
applicant’s right of appeal;
• In the event of a pass in a proficiency check or assessment of competence for revalidation or
renewal, endorse the applicant’s license or certificate with the new expiry date of the rating or
certificate, if specifically authorized for that purpose by the competent authority responsible for
the applicant’s license;
• Provide the applicant with a signed report of the skill test or proficiency check and submit without
delay copies of the report to the competent authority responsible for the applicant’s license, and
to the competent authority that issued the examiner certificate. The report shall include:
• A declaration that the examiner has received information from the applicant regarding
his/her experience and instruction, and found that experience and instruction complying
with the applicable requirements;
• Confirmation that all the required maneuvers and exercises have been completed, as well
as information on the verbal theoretical knowledge examination, when applicable. If an
item has been failed, the examiner shall record the reasons for this assessment;
• The result of the test check or assessment of competence.
3. Examiners shall maintain records for 5 years with details of all skill tests, proficiency checks and assessments
of competence performed and their result
4. Upon request by the competent authority responsible for the examiner certificate, or the competent
authority responsible for the applicant’s license, examiners shall submit all records and reports, and any
other information, as required for oversight activities.
5. Candidates shall be familiar with maneuvers and malfunctions that might be presented during evaluation
but shall not be given exact sequence and circumstances under which such maneuvers shall be presented.
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3.1.1.8.1 FLIGHT TEST TOLERANCE
Applicants shall demonstrate the ability to:

• operate the aeroplane within its limitations;
• complete all maneuvers with smoothness and accuracy;
• exercise good judgement and airmanship;
• apply aeronautical knowledge;
• maintain control of the aeroplane at all times in such a manner that the successful outcome of a procedure
or maneuver is never in doubt;
• understand and apply crew coordination and incapacitation procedures, if applicable; and
• communicate effectively with the other Crew Members, if applicable
The following limits shall apply, corrected to make allowance for turbulent conditions and the handling qualities and
performance of the aeroplane used:
General ± 100 ft
Height Starting a G/A at DH + 50 ft / - 0 ft
MDA/H + 50 ft / -0 ft
On radio aids ± 5°
Half-scale deflection, azimuth and glide (LPV, ILS, MLS,
For Angular deviations
GLS)
cross-track error/deviation shall normally be limited to ±
1⁄2 of the RNP value associated with the procedure.
2D (LNAV) and 3D (LNAV/VNAV)
Brief deviations from this standard up to a maximum of
Tracking linear lateral deviations
one time the RNP value are allowable.
not more than – 75 ft below the vertical profile at any

3D linear vertical deviations
time, and not more than + 75 ft above the vertical
(RNP(LNAV/VNAV) using
profile at or below 1000 ft above aerodrome level
BaroVNAV)
All engines operative ± 5°

Heading
1 ENG Inoperative ± 10°
All engines operative ± 5 Kts

Speed
One Engine Inoperative + 10 Kts / - 5 Kts
Systems Operating all aircraft systems within limitations
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3.1.1.8.2 GRADING SYSTEM
Applicable for all flight (FSTD or Airplane) training and checking

Performance shall be assessed using one of the following grades only: 1,2,3,4 and 5.
GUIDANCE ON THE GRADING SYSTEM FOR THE INSTRUCTORS TO DETERMINE THE GRADE OF THE PILOTS
ETF Airways has developed system of grading which is based on grading of the particular element during OPC and
Line check as well as some perticular trainings and checks (MNPS NAT-HLA Instructors training...) as well as grading
of competencies which are aplicable for the whole FSTD session or flight.
All ETF Airways Instructors are trainined during Initial and recurrent ETF Airways Instructors standardisation
program about the methodes and procedures including grading and assessment of CRM skills as described in this
Chapter.
Grading of particular elements during flight training and checking are explained in OM D Ch. 3.1.1.8.2.1 below,and
grading and asessment of competencies are described in OM D Ch. 3.1.1.8.2.2.
When Grading the competencies Instructor grading should look at the entire simulator session or flight, not only at
a particular element (e.g. one manoeuvre or a small scenario within the simulator or flight). Sometimes instructors
tend to decide the grading of the whole simulator session or flight based on one manoeuvre instead of the global
assessment . Grading should as much as possible assess ‘what has happened’ (be objective) and not ‘what would
have happened’.
3.1.1.8.2.1 Grading of particular elements during flight training and checking (FSTD and Airplane)
Grade EXPLANATION
Ideal performance under existing conditions. Anticipates and adapts easily to changing or
5
unusual flight situations.
Aim of the exercise safely achieved with very few minor variations from ideal.
4
Performance shows smooth control of airplane
3 Aim of the exercise safely achieved with frequent minor variations from ideal.
Aim of the exercise safely achieved in rough manner. Performance includes not more than
2 one major variation from ideal and indicates a level of skill or knowledge which results in a
marginal acceptable performance.
Aim of the exercise not completed or completed but at expense of using unsafe
airmanship and/or handling errors. Insufficient level of knowledge to ensure safety.
1
Dangerous airplane handling.
Tolerances specified in flight test standards are exceeded.
Grading Table
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In order to have as much as possible objective and standardized grading system refer to following guidance and
flow chart.
GRADE 5
Performance is well executed considering existing conditions:
1. Aircraft handling is smooth and positive with a high level of precision.
2. Technical skills indicate a thorough knowledge of procedures, aircraft systems, limitations and
performance characteristics.
3. Situational awareness is indicated by continuous anticipation and vigilance.
4. Flight management skills are exemplary and threats are consistently anticipated, recognized
and well managed.
5. Safety margins are maintained through consistent and effective management of aircraft systems
and mandated operational protocols.
GRADE 4 or 3 (depending on number of minor errors)

Performance is observed to include minor errors:
1. Aircraft handling with appropriate control input but includes minor deviations.
2. Technical skills indicate an adequate knowledge of procedures, aircraft systems, limitations and
performance characteristics to successfully complete the task.
3. Situational awareness is adequately maintained as candidate responds in a timely manner to
cues and changes in the flight environment to maintain safety while achieving the aim of the
sequence/item.
4. Flight management skills are effective. Threats are anticipated and errors are recognized and
recovered. Safety margins are maintained through effective use of aircraft systems and mandated operational
protocols.
GRADE 2
Performance is observed to include major errors:
1. Aircraft handling is performed with major deviations and/or an occasional lack of stability, over/under
control or abrupt control input.
2. Technical skills reveal deficiencies either in depth of knowledge or comprehension of procedures, aircraft
systems, limitations and performance characteristics that do not prevent the successful completion of the
task.
3. Situational awareness appears compromised as cues are missed or attended to late or the candidate takes
more time than ideal to incorporate cues or changes into the operational plan.
4. Flight management skills are not consistent. Instrument displays, aircraft warnings or automation serve to
avert an undesired aircraft state by prompting or remedying threats and errors that are noticed late. Safety
margins are not compromised, but poorly managed.
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GRADE 1
Performance is observed to include critical errors or the Aim of the test sequence/item is not achieved:
1. Aircraft handling is performed with critical deviations and/or a lack of stability, rough use of controls or
control of the aircraft is lost or in doubt.
2. Technical skills reveal unacceptable levels of depth of knowledge or comprehension of procedures, aircraft
systems, limitations and performance characteristics that prevent a successful completion of the task.
3. Lapses in situational awareness occur due to a lack of appropriate scanning to maintain an accurate mental
model of the situation or there is an inability to integrate the information available to develop and maintain
an accurate mental model.
4. Flight management skills are ineffective, indecisive or noncompliant with mandated published procedures
and corrective countermeasures are not effective or applied. 5. Safety margins are compromised or clearly
reduced.
5. Another flight crew member had to take control, give repeated instructions or otherwise interfere in order to
ensure the safety of the flight:
6. Failure to go-around when exceeding the stabilized approach window limits;
7. Landing outside the touch down zone;
8. Application of incomplete or wrong memory items or failure to initiate memory items altogether and
9. When in the opinion of the examiner, corrective training is required before the flight crew member can be
released for flight operations.
Written remarks are required when awarding a flight test exercise grade of 2 or less. The remarks should be clear
and concise and in the case of an exercise assessed as:
Grades 2 reflect the major variation(s) from the Acceptable Performance for the exercise as outlined in the
appropriate flight test standards; or 1 reflect the appropriate item or items that result in an assessment of fail as
listed in the Grading Scale.
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In order to make grading as much objective next flowchart can be useful
WAS PERFORMANCE
ACCEPTABLE
(No critical or more
than one major error) NO 1
YES
WHERE THERE
NO 5
ERRORS
YES
MAJOR ERRORS MINOR ERRORS
ONLY ONE FREQUENT FEW
2
3 4
Flow chart Grading System

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Definitions of Errors as depicted in grading scales:
Error: means an action or inaction by the flight crew that leads to a variance from operational or flight crew
intentions or expectations.
Minor Error
An action or inaction that is inconsequential to the completion of a task, procedure or maneuver, even if certain
elements of the performance vary from the recommended best practices.
Major Error
An action or inaction that can lead to an undesired aircraft state or a reduced safety margin, if improperly
managed; or an error that does not lead to a safety risk but detracts measurably from the successful achievement
of the defined aim of a sequence/item.
Critical Error
An action or inaction that is mismanaged and consequently leads to an undesired aircraft state or compromises
safety such as:
Non-compliance to mandated standard operating procedures; or
Repeated improper error management or uncorrected and unrecognized threats, which risk putting the aircraft in
an undesired state; or repeated major errors or the non-performance of certain criteria
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3.1.1.8.2.2 Grading and asessment of competencies

ETF Airways uses 9 competencies during training and checking.
Explanation of competences, observable behaviors (OB) related to each competence as well as grading scales for
each competency are explained below.
COMPETENCE Abbreviation
Communication COM
COM, LTW, PSD, SAW and WLM contains all the elements required for assessment of CRM skills as all of them
contains observable behaviors which are required for CRM assessment (NONTECH skills).
For procedures of assessment of CRM skills refer to OM D Ch 3.1.1.9
ETF Airways has established grading system to assess the pilot competencies.
Competency is defined as a combination of skills, knowledge and attitudes required to perform a task to the
prescribed standard.
Behaviour refers to the way a person responds, either overtly or covertly, to a specific set of conditions, and which
is capable of being measured.
Observable behaviour (OB) is single role-related behaviour that can be observed.
The grading system ensures that a sufficient level of details are incorporated into grading system so as to
enable accurate and useful measurements of individual performance.
Performance criterion and a scale for each competency are described below.
2 on the scale represents the minimum acceptable level to be achieved for the conduct of the operations.
The grading system provides quantifiable data for the measurement of the training and checking system
performance.
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The grading scale is 1 to 5, where:

Grade 1 — NOT COMPETENT — determines that the minimum acceptable level of performance was not achieved
for the conduct of operations. An outcome of ADDITIONAL TRAINING REQUIRED shall always be recorded for
Grade 1 performance
Grade 2 to 5 determine an outcome of COMPETENT for the conduct of operations.
Grade 2 (below the average) determines that the minimum acceptable level was achieved for the conduct of
operations. Additionally, level 2 grading metrics should be followed by notes and explanation as well as
recomendation if additional training is required.
Minimum performance (Grade 2) can indicate a need for training (e.g. tailored or additional) to elevate
performance when a competency graded continuously with 2 in multiple training or checking events, or the
majority of competencies into single training or checking event are graded with 2 in a module. (see table below)
Grade 3 is the average.
Grade 4 determines that the pilot is above the average.
Grade 5 (exemplary) determines that the pilot is above the average and the outcome is enhanced safety,
effectiveness and efficiency.
Need for additional training based on Assessment of competencies
Grade Additional trainig needed Can be trained on the same
session/flight
Grade 1 on any competence YES (on competence graded as 1) YES *
Grade 2 alone NO NA
Repetitive Grade 2 (2 or more YES (to be determined by TM based NA
training or checking events) on notes and feedback from
Instructors)
More than 3 Grades 2 in one YES YES (to be determined by TM NA
training or check event based on notes and feedback from
Instructors)
Grade 1 on any of COM, LTW, PSD, YES – Additional CRM Training NA
SAW and WLM (subjects to be defined by TM
based on instructors notes and
feedback
Grade 2 on more than 1 of COM, YES – Additional CRM Training NA
LTW, PSD, SAW and WLM (subjects to be defined by TM
based on instructors notes and
feedback
* Can be remediated by training of the relevant competency into same training/checking event. If required
competency is not achievable within the session (at least 2) , the relevant competency should be graded as 1.
After repetition on same training event the related competency can not be graded more than 3 in the same event.
To grade a competency, the instructor should assess the associated observable behaviours (Obs) of each
competency against the following dimensions by determining:
(1) what was the outcome of the threat management, error management and undesired aircraft state
management relating specifically to the competency being assessed;
(2) how well the flight crew member demonstrated the OB(s) when they were required. This includes:
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(i) how many OBs the flight crew member demonstrated over the session or flight when they were required; and
(ii) how often the flight crew member demonstrated the OB(s) when they were required;
Instructor grading should look at the entire simulator session or flight (the whole scenario or flight), and not only
at a particular element (e.g. one manoeuvre or a small scenario within the simulator). Sometimes instructors tend
to decide the grading of the simulator session or flight based on one manoeuvre whilst the grading should look for
the global assessment instead. Grading should as much as possible assess ‘what has happened’ (be objective) and
not ‘what would have happened’.
It means that objective outcome has to be assesed.
For the purpose of determing the OUTCOME ETF Airways uses Threat and error Management Model in the VENN
grading system methodology .
VENN model determines how well, how many and how often particular OB were shown during the module or
flight and the outcome using TEM model determines the aircraft situation from unsafe to enhanced safety,
effectiveness and efficiency.
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GRADING SYSTEM METHODOLOGY — VENN MODEL

To grade a competency, the instructor should assess the associated OBs of each competency against the following
dimensions by determining:
(1) what was the outcome of the threat management, error management and undesired aircraft state
management relating specifically to the competency being assessed;
(2) how well the flight crew member demonstrated the OB(s) when they were required.
This includes:
• how many OBs the flight crew member demonstrated over the module or flight when they were required;
and
• how often the flight crew member demonstrated the OB(s) when they were required;
VENN Model
GRADE OUTCOME
1 The pilot applied procedures at the minimum acceptable level, by only occasionally
demonstrating some of the observable behaviours when required, but which did not result in an
unsafe situation
2 The pilot applied procedures at the minimum acceptable level, by only occasionally
unsafe situation
3 The pilot applied procedures adequately, by regularly demonstrating many of the observable
behaviours when required, which resulted in a safe operation
4 The pilot applied procedures effectively, by regularly demonstrating most of the observable
5 The pilot applied procedures in an exemplary manner, by always demonstrating almost all of the
observable behaviours to a high standard when required, which enhanced safety, effectiveness
and efficiency
Abreviated word picture TEM within VENN Model

TEM Observable Behaviours in VENN Model
GRADE OUTCOME HOW WELL HOW MANY HOW OFFTEN
1 Unsafe Situation Ineffectively Few, Hardly any Rarely
2 Not an unsafe situation Minimum Acceptable Some Occasionally
3 Safe Situation Adequately Many Regularely
4 Safe Situation Effectively Most Regularely
5 Enhanced Safety, In Examplary Manner All, Almost All Always
Effectiveness and efficiency
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Unsafe (situation) outcome

Undesired states can be managed effectively, restoring margins of safety, or can induce an additional error,
leading to an incident, or accident. (ICAO Doc 9868 ‘PANS-TRG’)
Undesired aircraft states and outcomes.
Undesired aircraft states are transitional states between a normal operational state (i.e., a stabilised approach)
and an outcome. Outcomes, on the other hand, are end states, most notably, reportable safety occurrences.
Any event cathegorised as an unsafe situation (outcome) using TEM model has to be graded as 1.
An Unsafe outcome during a session can be remediated by training of the relevant competency.
If that is not achievable within the session , the relevant competency should be graded as 1.
CONDUCT OF THE GRADING — ORCA

Grading the performance of flight crew members should include the following steps:
(1) Observe performance (behaviors) during the session or flight.
(2) Record details of effective and ineffective performance (behaviors) observed during the session or flight
(‘record’ in this context refers to instructors taking notes).
(3) Classify observations against the OBs and allocate the OBs to each competency (or competencies), using
amongst others the facilitation technique.
(4) Assess and evaluate (grade): assess the performance by determining the root cause(s) according to the
competency framework. Low performance would normally indicate the area of performance to be remediated in
subsequent phases or modules. Evaluate (grade) the performance by determining a grade for each competency.
Explanation of competences, observable behaviors (OB) related to each competence as well as grading scales for
each competency are explained below.
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Application of knowledge (KNO)

Description: Demonstrates knowledge and understanding of relevant information, operating instructions, aircraft
systems and the operating environment
It is used to asses the ability of the pilot to apply theoretical and practical knowledge of the aircraft, environment,
ATC and regulatory requirements in the interest of safe operation
Observable behaviours (KNO)

Observable Description of observable behaviour
behaviour
OB 1 Demonstrates practical and applicable knowledge of limitations and systems and their interaction
OB 2 Demonstrates the required knowledge of published operating instructions
OB 3 Demonstrates knowledge of the physical environment, the air traffic environment and the
operational infrastructure (including air traffic routings, weather, airports)
OB 4 Demonstrates appropriate knowledge of applicable legislation
OB 5 Knows where to source required information
OB 6 Demonstrates a positive interest in acquiring knowledge
OB 7 Is able to apply knowledge effectively
Grading (KNO)
Word picture VENN Model
GRADE OUTCOME
1 The pilot showed inadequate knowledge, by rarely demonstrating any of the observable
behaviours when required, which resulted in an unsafe situation
2 The pilot showed knowledge at the minimum acceptable level, by only occasionally
unsafe situation
3 The pilot showed adequate knowledge, by regularly demonstrating many of the observable
4 The pilot showed adequate knowledge, by regularly demonstrating most of the observable
5 The pilot showed exemplary knowledge, by always demonstrating almost all of the observable
behaviours to a high standard when required, which enhanced safety, effectiveness and
efficiency
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Application of procedures and compliance with regulations (PRO)

Description: Identifies and applies appropriate procedures in accordance with published operating instructions
and applicable regulations
It is used to asses the ability of the pilot to identify and apply procedures in accordance with published operating
instructions and applicable regulations
Observable behaviours (PRO)

behaviour
OB 1 Identifies where to find procedures and regulations
OB 2 Applies relevant operating instructions, procedures and techniques in a timely manner
OB 3 Follows SOPs unless a higher degree of safety dictates an appropriate deviation
OB 4 Operates aircraft systems and associated equipment correctly
OB 5 Monitors aircraft systems status
OB 6 Complies with applicable regulations
OB 7 Applies relevant procedural knowledge
Grading (PRO)
GRADE OUTCOME
1 The pilot applied procedures at the minimum acceptable level, by only occasionally demonstrating
some of the observable behaviours when required, but which did not result in an unsafe situation
2 The pilot applied procedures at the minimum acceptable level, by only occasionally demonstrating
3 The pilot applied procedures adequately, by regularly demonstrating many of the observable
4 The pilot applied procedures effectively, by regularly demonstrating most of the observable
5 The pilot applied procedures in an exemplary manner, by always demonstrating almost all of the
observable behaviours to a high standard when required, which enhanced safety, effectiveness and
efficiency
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Communication (COM)
Description: Communicates through appropriate means in the operational environment, in both normal and non-
normal situations
It is used to asses the ability of the pilot to demonstrate effective oral, non-verbal and written communications in
normal and non-normal situations.
Observable behaviours (COM)

behaviour
OB 1 Determines that the recipient is ready and able to receive information
OB 2 Selects appropriately what, when, how and with whom to communicate
OB 3 Conveys messages clearly, accurately and concisely
OB 4 Confirms that the recipient demonstrates understanding of important information
OB 5 Listens actively and demonstrates understanding when receiving information
OB 6 Asks relevant and effective questions
OB 7 Uses appropriate escalation in communication to resolve identified deviations
OB 8 Uses and interprets non-verbal communication in a manner appropriate to the organisational and
social culture
OB 9 Adheres to standard radiotelephone phraseology and procedures
OB 10 Accurately reads, interprets, constructs and responds to datalink messages in English
Grading (COM)
GRADE OUTCOME
1 The pilot communicated ineffectively, by rarely demonstrating any of the observable behaviours
when required, which resulted in an unsafe situation
2 The pilot communicated at the minimum acceptable level, by only occasionally demonstrating some
of the observable behaviours when required, but which did not result in an unsafe situation
3 The pilot communicated adequately, by regularly demonstrating many of the observable behaviours
when required, which resulted in a safe operation
4 The pilot communicated effectively, by regularly demonstrating most of the observable behaviours
when required, which resulted in a safe operation
5 The pilot communicated in an exemplary manner, by always demonstrating almost all of the
efficiency
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Aeroplane flight path management — automation (FPA)

Description: Controls the flight path through automation
It is used to asses the ability of the pilot to control the aircraft vertical and lateral flight path through automation
including appropriate use of flight management systems and guidance (FMS, A/THR, AP, FD)
Observable behaviours (FPA)

behaviour
OB 1 Uses appropriate flight management, guidance systems and automation, as installed and
applicable to the conditions
OB 2 Monitors and detects deviations from the intended flight path and takes appropriate action
OB 3 Manages the flight path to achieve optimum operational performance
OB 4 Maintains the intended flight path during flight using automation whilst managing other tasks
and distractions
OB 5 Selects appropriate level and mode of automation in a timely manner considering phase of flight
and workload
OB 6 Effectively monitors automation, including engagement and automatic mode transitions
Grading (FPA)
GRADE OUTCOME
1 The pilot managed the automation ineffectively, by rarely demonstrating any of the observable
2 The pilot managed the automation at the minimum acceptable level, by only occasionally
unsafe situation
3 The pilot managed the automation adequately, by regularly demonstrating many of the observable
4 The pilot managed the automation effectively, by regularly demonstrating most of the observable
5 The pilot managed the automation in an exemplary manner, by always demonstrating almost all of
the observable behaviours to a high standard when required, which enhanced safety, effectiveness
and efficiency
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Aeroplane flight path management — manual control (FPM)

Description: Controls the flight path through manual control
It is used to asses the ability of the pilot to control the aircraft vertical and lateral flight path through manual flight,
including appropriate use of flight management systems and guidance.
Observable behaviours (FPM)

behaviour
OB 1 Controls the aircraft manually with accuracy and smoothness as appropriate to the situation
OB 2 Monitors and detects deviations from the intended flight path and takes appropriate action
OB 3 Manually controls the aeroplane using the relationship between aeroplane attitude, speed and
thrust, and navigation signals or visual information
OB 4 Manages the flight path to achieve optimum operational performance
OB 5 Maintains the intended flight path during manual flight whilst managing other tasks and
distractions
OB 6 Uses appropriate flight management and guidance systems, as installed and applicable to the
conditions
OB 7 Effectively monitors flight guidance systems including engagement and automatic mode
transitions
Grading (FPM)
GRADE OUTCOME
1 The pilot controlled the aircraft ineffectively, by rarely demonstrating any of the observable
2 The pilot controlled the aircraft at the minimum acceptable level, by only occasionally demonstrating
3 The pilot controlled the aircraft adequately, by regularly demonstrating many of the observable
4 The pilot controlled the aircraft effectively, by regularly demonstrating most of the observable
5 The pilot controlled the aircraft in an exemplary manner, by always demonstrating almost all of the
efficiency
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Leadership & teamwork (LTW)

Description: Influences others to contribute to a shared purpose. Collaborates to accomplish the goals of the team
It is used to asses the ability of the pilot to demonstrate effective leadership and teamwork in order to achieve
the goals of the team and contribution of the team to shared purpose.
Observable behaviours (LTW)
behaviour
OB 1 Encourages team participation and open communication
OB 2 Demonstrates initiative and provides direction when required
OB 3 Engages others in planning
OB 4 Considers inputs from others
OB 5 Gives and receives feedback constructively
OB 6 Addresses and resolves conflicts and disagreements in a constructive manner
OB 7 Exercises decisive leadership when required
OB 8 Accepts responsibility for decisions and actions
OB 9 Carries out instructions when directed
OB 10 Applies effective intervention strategies to resolve identified deviations
OB 11 Manages cultural and language challenges, as applicable
Grading (LTW)
GRADE OUTCOME
1 The pilot led or worked as a team member ineffectively, by rarely demonstrating any of the
observable behaviours when required, which resulted in an unsafe situation
2 The pilot led and worked as a team member at the minimum acceptable level, by only occasionally
unsafe situation
3 The pilot led and worked as a team member adequately, by regularly demonstrating many of the
observable behaviours when required, which resulted in a safe operation
4 The pilot led and worked as a team member effectively, by regularly demonstrating most of the
5 The pilot led and worked as a team member in an exemplary manner, by always demonstrating
almost all of the observable behaviours to a high standard when required, which enhanced safety,
effectiveness and efficiency
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Problem-solving — decision-making (PSD)

Description: Identifies precursors, mitigates problems, and makes decisions
It is used to asses the ability of the pilot to accurately identify threats and risks, mitigates the same and make
proper decissions to resolve them , including decision making process (FORDEC)
Observable behaviours (PSD)

behaviour
OB 1 Identifies, assesses and manages threats and errors in a timely manner
OB 2 Seeks accurate and adequate information from appropriate sources
OB 3 Identifies and verifies what and why things have gone wrong, if appropriate
0B 4 Perseveres in working through problems whilst prioritising safety
OB 5 Identifies and considers appropriate options
OB 6 Applies appropriate and timely decision-making techniques
OB 7 Monitors, reviews and adapts decisions as required
OB 8 Adapts when faced with situations where no guidance or procedure exists
OB 9 Demonstrates resilience when encountering an unexpected event
Grading (PSD)
GRADE OUTCOME
1 The pilot solved problems or made decisions ineffectively, by rarely demonstrating any of the
observable behaviours when required, which resulted in an unsafe situation
2 The pilot solved problems and made decisions at the minimum acceptable level, by only occasionally
unsafe situation
3 The pilot solved problems and made decisions adequately, by regularly demonstrating many of the
4 The pilot solved problems and made decisions effectively, by regularly demonstrating most of the
5 The pilot solved problems and made decisions in an exemplary manner, by always demonstrating
almost all of the observable behaviours to a high standard when required, which enhanced safety,
effectiveness and efficiency
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Situation awareness and management of information (SAW)

Description: Perceives, comprehends and manages information and anticipates its effect on the operation
It is used to asses the ability of the pilot to perceive and comprehend all of the available information and
anticipate what could happen and affect operation
Observable behaviours (SAW)

behaviour
OB 1 Monitors and assesses the state of the aeroplane and its systems
OB 2 Monitors and assesses the aeroplane’s energy state, and its anticipated flight path
OB 3 Monitors and assesses the general environment as it may affect the operation
OB 4 Validates the accuracy of information and checks for gross errors
OB 5 Maintains awareness of the people involved in or affected by the operation and their capacity to
perform as expected
OB 6 Develops effective contingency plans based upon potential risks associated with threats and
errors
OB 7 Responds to indications of reduced situation awareness
Grading (SAW)
GRADE OUTCOME
1 The pilot’s situation awareness was inadequate, by rarely demonstrating any of the observable
2 The pilot’s situation awareness was at the minimum acceptable level, by only occasionally
unsafe situation
3 The pilot’s situation awareness was adequate, by regularly demonstrating many of the observable
4 The pilot’s situation awareness was good, by regularly demonstrating most of the observable
5 The pilot’s situation awareness was exemplary, by always demonstrating almost all of the observable
behaviours to a high standard when required, which enhanced safety, effectiveness and efficiency
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Workload management (WLM)

Description: Maintains available workload capacity by prioritising and distributing tasks using appropriate
resources
It is used to asses the ability of the pilot to manage available resources, prioritize, distribute and perform tasks
using appropriate resources in a timely manner and under all circumstances
Observable behaviours (WLM)

behaviour
OB 1 Exercises self-control in all situations
OB 2 Plans, prioritises and schedules appropriate tasks effectively
OB 3 Manages time efficiently when carrying out tasks
OB 4 Offers and gives assistance
OB 5 Delegates tasks
OB 6 Seeks and accepts assistance, when appropriate
OB 7 Monitors, reviews and cross-checks actions conscientiously
OB 8 Verifies that tasks are completed to the expected outcome
OB 9 Manages and recovers from interruptions, distractions, variations and failures effectively while
performing tasks
Grading (WLM)
GRADE OUTCOME
1 The pilot managed the workload ineffectively, by rarely demonstrating any of the observable
2 The pilot managed the workload at the minimum acceptable level, by only occasionally
unsafe situation
3 The pilot managed the workload adequately, by regularly demonstrating many of the observable
4 The pilot managed the workload effectively, by regularly demonstrating most of the observable
5 The pilot managed the workload in an exemplary manner, by always demonstrating almost all of the
efficiency
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3.1.1.8.3 OVERAL ASSESSEMENT - PASS FAIL CRITERIA OPC, LPC
In first attempt if any item assessed as grade 1 OPC shall be assessed as FAIL.
The overall assessment shall be FAIL also when the flight crew member fails to complete the required maneuvers
within a reasonable time.
TM shall evaluate the remarks in OPC form as well as training records, ask for feedback from the Instructor and
Examiner which have conducted the training and checking and decide if additional training is needed before next
Attempt.
Decision about taking the whole OPC again or just retest of failed items lies on TM.
If OPC is combined with LPC then according FCL up to 5 items could be assessed as 1 (unsatisfactory) and LPC or
Skill Test is still considered as PARTIAL PASS.
* Note that this procedure applies to most of the EASA member states, but on some forms, there is no PARTIAL PASS
so before conducting LPC Examiners are required to go through the latest version of Examiners Differences Manual
and make him/herself updated with the procedures and candidates’ rights after the failed check.
More than 5 items assessed as 1 (unsatisfactory) during LPC means FAIL of the complete LPC.
Regarding OPC, when it is done together with LPC or skill Test, ETF policy still applies which means any item graded
as 1 means FAIL of OPC regardless of results from LPC or skill Test.
EPS qualification, LVO if fail applicant can use privileges for CAT I or left seat only if passed other items.
3.1.1.8.4 TERMINATION OF THE CHECK
Should an applicant choose not to continue a test/check for reasons considered inadequate by the TRE the applicant
will be assessed as having failed those items/sections not attempted.
If the test/ check is terminated for reasons considered adequate by the TRE only those items/section not completed
will be tested during a subsequent test/check.
If there is a good reason that a check cannot be continued, the applicant may return to line operations providing
that the applicant has not failed any item, and the License and previous OPC has not expired.
The TRE may terminate a test/ check at any stage if it is considered that the applicant competence requires a
complete re-test/re-check
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3.1.1.8.5 GENERAL RULES FOR ADDITIONAL TRAINING AFTER FAILED OPC
Table below shows general rule for additional training after failed check.
Anyhow TM could give additional training even for less than 2 failed items after receiving feedback from the
Examiner conducting the check. Examiner can overrule the general rule for the cases with less than 2 failed items if
he/she considers that additional training will be needed in order to achieve desired level of proficiency and
competency before second attempt.
This Examiners note shall be written in remarks section of OPC Form.
In this case TM will decide in coordination with the Examiner about the amount of training needed.
Marks Additional Training Requirements

Less than 2 grades 1 Additional Training not required
Additional Training required on items or competences suggested by
More than 2 Grades 1
Instructor/Examiner
Additional Training matrix
3.1.1.8.6 NUMBER OF ATTEMPTS
OPC
The applicant should fly all items at attempt number one prior to retesting any item (attempt number two). Failure
in more than one item at the first attempt will require the applicant to take the entire OPC again.
LPC
The applicant should fly all items at attempt number one prior to retesting any item (attempt number two). Failure
in more than five items at the first attempt will require the applicant to take the entire test/check again. Any
applicant failing not more than five items shall take the failed items again.
Failure in any item of the re-test/re-check (attempt number two) including those items that have been passed at a
previous attempt, will require the applicant to take the entire test/check again.
Attempt 1.
If the applicant is in the process of completing his first attempt at the test/check and he fails an item that he has
previously passed, it is now recorded as a failure at attempt number one. This could mean overwriting a previous
examiner’s entry on the form.
Attempt 2 and Retest of items.

Part-FCL states “failure in any item of the re-test/re-check including those items that have been passed at a previous
attempt will require the applicant to take the entire test/check again”. This statement has been widely
misunderstood. The key is in the words re-test/re-check. The attempt number one should have been completed in
total. If there are any failed items, the examiner carries out attempt number two. Now the rule applies. It is therefore
advisable to avoid flying a manoeuvre that the applicant has already passed. There are many ways around this
problem. In a simulator, the aircraft could be airborne repositioned and put in position freeze until the applicant has
settled down, or in the case of a failed go-around use a different type of approach to any previously assessed as a
vehicle to get to minima.
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However, if the candidate is going to fly something previously passed and it is to be assessed, the applicant shall be
briefed accordingly. Retest item(s), attempt number two shall not be repeated.
If the OPC, skill test/proficiency check is terminated for reasons considered adequate by the examiner only those
sections not completed shall be tested in a further flight.
The examiner may stop the test/check at any stage if it is considered that the applicant’s competency requires a
complete re-test or re-check.
Repeats
At attempt number one the examiner may use his discretion to repeat any item(s) of the test/check once. The option
to repeat any item is not a right of the applicant.
This discretion should not be used if further training is required. If retraining is required it should be done prior to a
retest, i.e., a second attempt. Repeats may not be carried forward to another simulator, unless the test was originally
planned as a two-day event.
Repeats shall not be passed on to another examiner.
Although technically all items of the test schedule may be repeated once, this is not in the spirit of the repeat
discretion. If the applicant’s performance is such that several items need repeating, the candidate is clearly not up
to the required standard and the discretion to repeat should not be exercised further. Repeats are not recorded on
the relevant CAA form but shall be recorded on company paperwork.
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ITEM
NOT TO
ACCEPTABLE
STANDARD
AM I CONFIDENT THAT AFTER DEBRIEF A REPEAT WILL BE

SUCCESSFUL
(NOT CRITICAL ERROR)
YES NO
REPEAT
(No limit to items NOT TO FAILED ITEM AT 1ST
repeated; only one repeat STANDARD ATTEMPT
per item)
STANDARD
ACHIEVED
PASS AT 1ST ATTEMPT
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3.1.1.9 ASSESSMENT OF CRM SKILLS
3.1.1.9.1 INTRODUCTION
Assessment of CRM skills is the process of observing, recording, interpreting and debriefing crews and crew
member’s performance and knowledge using an acceptable methodology in the context of overall performance. It
includes the feedback which can be given continuously during training or in summary following a check.
In order to ascertain whether CRM training has been effective, it is necessary to assess the CRM skills of flight crew
members on a regular basis. Acquired CRM skills are reflected in recognizable behaviors, whose characteristics are
identifiable as measurable observable behaviors.
CRM assessment should only be tied to the assessment of technical issues, and not carried out as a stand-alone
assessment. A crew member shall not fail a License or Type Rating revalidation check (LPC or Skill Test) due to poor
CRM skills unless this is associated with a technical failure (e.g., violation of SOPs, failure to observe company
policies, etc.). However, an Operator Proficiency Check or Line Check shall not be considered as being satisfactorily
completed unless the CRM performance of the pilot meets the ETF Airways requirements.
Instructors and examiners shall be familiar with the Competencies assessment system as explained in OM D
Ch.3.1.1.8.2.2 Grading and assessment of competencies in use by ETF Airways in order to enable them to make
constructive debriefs and give guidance to crews to improve future performance and also to make
recommendations for further training where this is necessary. However, they should not use these markers as a
check list when making assessments. CRM assessment should not be conducted as an activity survey for each phase
of flight but should be carried out within the overall assessment of the flight check.
Communication, Leadership and teamwork, Problem solving and decision making, Situational awareness and
Workload management (COM, LTW, PSD, SAW, WLM) contains all the elements required for assessment of CRM
skills.
All of them as explained in OM D Ch. 3.1.1.8.2.2 contains observable behaviors which are required for CRM
assessment.
For methodology of assessment as well as grading refer to OM D Ch. 3.1.1.8.2.2.
The assessment of CRM skills should:
(i) include debriefing the crew and the individual crew member;
(ii) serve to identify additional training, where needed, for the crew or the individual crew member; and
(iii) be used to improve the CRM training system by evaluating de-identified summaries of all CRM assessments.
In order to comply with this requirement, all the instructors shall write a detailed notes in the designated forms
based on observed behaviors. Correct, precise notes and assessment of the competencies gives the Training
department clear view of any deficiency, needs for improvement of pilots or training programs as well as any
additional training requirements for particular pilot or the ETF Airways pilots community.
TM is responsible for collecting the feedbacks from training and checking, analisize and discuss them through
Instructors standardization program, Instructors meetings as well as adapting the training programs through the
procedures explained in OM D 3.0. (Training program development)
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Methodology of CRM skills assessment

The assessment should be based on the following principles:
(i) only observable behaviors are assessed;
(ii) the assessment should positively reflect any CRM skills that result in enhanced safety; and
(iii) assessments should include behavior that results in an unacceptable reduction in safety margin.
For assessment and grading of the competencies (COM, LTW, PSD, SAW, WLM) refer to OM D Ch. 3.1. 1.8.2.2
If the flight crew member does not achieve or maintain the required CRM standards next table can be uses as a
guidance of additional and/or customized training needs for particular flight crew member or the crew.
Can be trained on
Grade Additional trainig needed the same
session/flight
Grade 1 on any of COM, LTW, PSD, YES – Additional CRM Training (subjects to be NA
SAW and WLM defined by TM based on instructors notes and
feedback
Grade 2 on more than 1 of COM, YES – Additional CRM Training (subjects to be NA
LTW, PSD, SAW and WLM defined by TM based on instructors notes and
feedback
Additional CRM training can also be assigned to any flight crew member, crew or any number of flight crew
members based on inputs from Flight Safety department if the SPI shows lack of CRM skills as contribution factor
including but not limited to any safety investigation or report received through SMS.
3.1.1.9.2 REQUIREMENTS FOR CRM SKILL ASSESSMENT
There are two instances under which the assessment or CRM skills takes place, namely the Operator’s Proficiency
Check (OPC) and the Line Check. If the operator proficiency check is combined with the type rating
revalidation/renewal check, CRM assessment will only be applied to the OPC portion of the check and the
assessment of CRM skills should satisfy the multi-crew cooperation requirements of the type rating revalidation/
renewal. This assessment should not affect the validity of the type rating.
CRM assessment should not be used as a reason for a failure of the line check, unless the observed behavior could
lead to an unacceptable reduction in safety margin.
At all other stages of the CRM training process, (i.e., initial CRM training, operators’ conversion course, CRM training,
command course CRM training and recurrent CRM training), CRM skills will be assessed only as indicator of the
overall competence of pilots using the competencies system as described in OM D Ch. 3.1.1.8.2.2. Feedback during
training sessions shall will be given by instructors to address the trainees needs, and serves as indicators of pilots’
performance and areas which needs improvements.
Instructors and examiners shall be familiar with assessment of CRM skills in use by ETF Airways in order to enable
them to make constructive debriefs and give guidance to crews to improve future performance and also to make
recommendations for further training where this is necessary. However, they should not use these markers as a
check list when making assessments. CRM assessment should not be conducted as an activity survey for each phase
of flight but should be carried out within the overall assessment of the flight check.
Training and standardization of instructors conducting training and checking is performed via Instructors initial and
recurrent training as well as through instructors’ standardization program and regular instructors’ meetings. This
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helps Instructors to familiarize with ETF Airways CRM Assessment System, and improve assessment of
competencies.
3.1.1.9.4 CRM ASSESSMENT PRINCIPLES

CRM assessment is performed by qualified Line checker or Examiner as Part of any OPC or Line Check. The
methodology for assessing CRM (non-technical) skills involves the application of a set of specific principles as part
of crew training. It is important to follow the principles in order to enhance objectivity, to achieve coordinated
application and to prevent abuse. The Line checker or Examiner should aim at performing a balanced Feedback.
The subtle difference between assessment and evaluation is that assessment is made against a required standard.
A pilots CRM performance below ETF Airways standards, will be recorded as “Additional CRM training required”.
Principle 1: Coupling of technical and non-technical skills

Technical and non-technical skills are strongly related, and greatly influence each other. The technical and non-
technical sides of flight operations are like two sides of a coin, and it would be artificial to consider and assess them
separately. Therefore, the first rule of this principle is that technical and non-technical skills must be considered
together.
Another basic rule under this principle is that non-technical skills must be assessed in a flight-operational context
that permits the integration of the non-technical and technical skills assessment in a realistic setting. Therefore, by
definition, the “total assessment” of a pilot’s performance combines technical and non-technical skills in the flight-
operational context.
For the purpose of definition and distinguishing the technical from non-technical competencies next general list of
competencies shall be used:
TECHNICAL COMPETENCE Abbreviation

NON-TECHNICAL COMPETENCE Abbreviation

Communication COM
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Principle 2: Measurement through the technical outcome and its consequences

CRM assessment should only be tied to the assessment of technical issues, and not carried out as a stand-alone
assessment.
Using the outcome of technical exercises as the starting point for assessing non-technical skills has been shown to
be an effective approach for instructors and examiners. Under this approach, the assessment of non-technical skills
initially involves the measurement of the technical outcome of an exercise and its related consequences. Since
poorly exercised non- technical skills can lead to errors in technical areas, examining the origins of flaws and failures
in technical outcomes often highlights deficiencies in non-technical skills.
Principle 3: Observable facts and behavior as basis

Non-technical skills assessments should be based on observable facts and behaviors. Assessment of character traits
should not be made since such ratings are subjective and can easily differ greatly among examiners. Assessment of
character traits is also largely unproductive since it is difficult for a person to change such traits but fairly easy to
change his or her behavior.
Principle 4: Define semantics clearly

Non-technical competencies are often described by specific words and terms that create a non- technical skills
jargon. The collection of the words and terms used, together with the description of observable behavior
components and categories, can be regarded as a “non- technical skill language.” In order to understand what is
being said, one has to understand the meaning of the words or terms used.
The company standard non-technical skills language should be used in training during briefings and debriefings. This
means that personnel should use well-defined terms when talking about and briefing non-technical skills. In this
way, they will be able to understand each other. The same non-technical skills language terms and words should be
used in reports forms as well.
It is possible to make changes to the language over time. Terms can be added or deleted as the need arises. When
changing, adding or deleting a term, it is important to take care that the requirements stated in Principle 4 are
followed.
Principle 5: Repetitive behavior observation required
The successful assessment of a pilot’s non-technical competencies should not focus on one or a limited number of
occurrences of any observable behavior. Observations of multiple instances of a behavior of interest are needed to
make a valid assessment. It is possible to identify more enduring strengths and weaknesses by examining observable
behaviors repeatedly to determine a stable pattern of performance.
Principle 6: Access to training of non-technical skills

Crew and where needed, the individual should verbally be debriefed. When an assessment reveals a weakness in
non-technical competencies, remedial training should be available to the pilot to increase skill competency to the
minimum standard.
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3.1.1.9.6 CHECK RESULTS DUE TO POOR CRM
Grade 1 or multiple grade 2 on non-technical competencies cannot be by itself reason for OPC or Line Check fail.
Observed Poor CRM must be written in plain language into the remark section of the applicable form. If so, they
shall include the appropriate element and the observed behavioral marker, furthermore, providing conclusive
details of the observed scenario.
In any case as explained above almost regularly Technical and non-technical skills are strongly related, and greatly
influence each other, and any grade 1 or multiple grades 2 in non-technical competencies will influence the technical
competencies and final assessment of the pilot as competent or not.
When a category is observed as grade 1 or multiple grades 2 on non-technical competencies, the examiner should
recommend additional CRM training. Whenever a retraining is to be planned, prior coordination must be done
between the examiner and TM to customize the training requirements.
Additional CRM training due to grade 1 or multiple grades 2 on non-technical competencies alone, does not justify
suspension of flying duties. In this case Flight Crew will be scheduled to additional CRM training immediately, but
not later than next CRM assessment to be conducted after LPC, OPC or Line Check.
Instructor or examiner shall clearly note in the form the need for additional CRM training and if the pilot is
considered suspended from flight duties before the additional training or not.
This shall be clearly and timely communicated with TM preferably with written notification and suggested further
action.
General procedures for CRM additional training is given in table below.
Grade Additional trainig needed
Grade 1 on any of COM, LTW, PSD, SAW and WLM YES – Additional CRM Training (subjects to be defined by
TM based on instructors notes and feedback
Grade 2 on more than 1 of COM, LTW, PSD, SAW YES – Additional CRM Training (subjects to be defined by
and WLM TM based on instructors notes and feedback
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3.1.2 PROCEDURES FOR CABIN CREW TRAINING AND CHECKING

GENERAL:
Cabin crew manager training shall inform the crew planning for any completion of the training only once the
candidate is qualified (all the elements of training and checking are covered and successfully passed).
Only fully qualified Cabin Crew members can be scheduled as operational crew member.
If during the training any additional training and/or check is required for any reason including the cabin crew
member didi not achieved or maintained the required standards, cabin crew manager training shall inform crew
planning and Flight operations department about the additional training needs specifying time, sectors or days
required.
3.1.2.1 Initial Safety Training
Initial safety training can only be contracted through Approved Training Organization which is subject of Croatian
Civil Aviation Agency (CCAA) approval. ETF Airways currently only recruits Cabin Crew Members holding EASA Cabin
Crew Attestation (CCA).
3.1.2.2 Aircraft Type Specific and Operator Conversion Training
3.1.2.2.1. Course information and entry check
Aircraft Type Specific and Operator Conversion training is a course with combined theoretical and practical training
conducted in four training phases.
Before acceptance to the course, Cabin Training Manager (CTM) shall review and ensure candidates are in
possession of required documents:
a) Valid EASA Cabin Crew Attestation (CCA);

b) Valid Cabin Crew Medical report;
c) If applicable; evidence of completed and valid training (training record or certificate)
3.1.2.2.2 Training Procedure
Pre-course study
Before joining the Aircraft Type Specific and Operator Conversion training, candidates will receive a pre-course study
material “Basic Aviation Subjects review”. Candidates shall study the material at their own pace before joining Phase
1 of training. During classroom training candidates will have the opportunity to address any questions about the
subject with the instructor. Final exam shall include questions related to Basic Aviation Subjects. If for any reason
this material is not sent to the trainees, prior start of training, this subject shall be covered in the classroom during
the induction day.
Other pre-course study material may be given to candidates, at discretion of Cabin Training Manager, with the
intention of familiarizing them with the upcoming classroom training.
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Phase 1 - Ground classroom and practical training and checking
Candidates shall complete classroom and practical training in Phase 1, including checking of all required subjects
before continuing to Phase 2 (Aircraft Visit). In exceptional operational circumstances due to aircraft availability,
Aircraft Visit can be completed during Phase 1.
A maximum of 24 trainees shall be assigned per one CCI or CC GTI for classroom training. If more than 24 trainees
are scheduled, second CCI or CC GTI shall be assigned.
Candidates shall be monitored for punctuality, behaviour, attitude, team work and grooming standards throughout
need to improve or are below standard. This shall be noted on the trainee’s training record and Cabin Training
Manager shall be advised.
Final written exam to determine the knowledge of all areas of the Aircraft Type Specific and Operator Conversion
Course shall be completed. Final exam shall include questions on all training subjects covered on the course. If
specific subject has a separate exam paper, this subject shall not be included again in the final exam.
The required standard for the written exam is 90% pass mark. Candidates must successfully complete the exam to
the required standard in order to proceed to Phase 3 of this training.
Phase 2: Familiarisation training: Aircraft visit
Candidates shall complete an Aircraft visit that should enable Cabin Crew Member to become familiar with the
aircraft environment and its equipment.
In preparation for the Aircraft visit, Cabin Training Manager shall make necessary arrangements with ETF Airways
Operations Control Center and Maintenance Control Center on aircraft availability, power and air conditioning as
appropriate. Coordination with other airport personnel may also be necessary (duty managers, handling agents,
airport security etc.).
Aircraft visit shall be conducted by Cabin Crew Instructor or Ground Instructor, assisted by qualified Cabin Crew
Members depending on the group size. Candidates shall be briefed on the precautionary measures if boarding and
disembarking via aircraft stairs. All participants of the Aircraft visit must wear hi-visibility vests when walking on the
apron.
A maximum of 24 trainees shall be assigned per single Cabin Crew Instructor or Ground Instructor conducting the
Aircraft visit. In case of more than 24 candidates, additional assistance is required by either a second Cabin Crew
Instructor, Ground Instructor or qualified Cabin Crew Member.
Aircraft visits are used for Cabin Crew training when aircraft is parked for other than live flight activity. Aircraft visit
syllabus is completed in a time frame that allows every candidate to follow subjects according to required syllabus.
Planning of Aircraft visits shall be made in a manner which allows instructor enough time to train candidates up to
required level of proficiency.
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Depending on the location where the Aircraft visit is conducted, participants must carry appropriate identification
documents (i.e., passports, identification cards, driver’s license) as required by the airport authorities.
Due to operational circumstances and aircraft availability, Aircraft visit may be conducted during Phase 1.
Phase 3: Familiarisation flights
Pre-requisite: Phase 1 and Phase 2 must be completed
Supervised line flight experience shall be completed during actual familiarisation flight sectors and shall require a
Cabin Crew Trainee to demonstrate an understanding of all responsibilities and competency to perform the duties
and execute the procedures associated with cabin operations.
Each Cabin Crew Trainee must participate in minimum of two (2), familiarisation flight sectors on the aircraft type
on which they will be operating on, before continuing to Phase 4 (Line Check). Familiarisation flights shall be
conducted under the supervision of SCCM or CCI.
During familiarisation flights the Cabin Crew Trainee must wear the company uniform and will be additional to the
minimum number of Cabin Crew required by Commission Regulation (EU) 965/2012 ORO.CC.100.
Crew Member under familiarisation flights shall observe and may also participate in safety related pre-flight, inflight
and post-flight duties under condition they are supervised and guided by the Senior Cabin Crew Member or CCI.
Maximum number of Cabin Crew Trainees on familiarisation flight is two (2).
One Cabin Crew Trainee on familiarisation flight

Cabin Crew Trainee will occupy additional jump seat or passenger seat during take-off and landing. During on-ground
and in-flight activities CCM trainee will be familiarising with the position/checklist of CCM3 in the FWD part of the
cabin under the supervision of SCCM/CCI.
Two Cabin Crew Trainees on familiarisation flight

Both Cabin Crew Trainees shall occupy additional jump seat or a passenger seat during take-off and landing. During
on-ground activities and during the flight one Cabin Crew Trainee will be familiarising with the position/checklist of
CCM3 in the FWD part of the cabin under the supervision of SCCM. Second Cabin Crew Trainee will be familiarising
with the position/checklist of CCM4 in the AFT part of the cabin. Both Cabin Crew Trainees shall be supervised by
the operating SCCM.
Candidate shall be debriefed by the SCCM/CCI on their performance and behaviour as a part of a Crew. Completing
a minimum of two (2) familiarisation flights means that Cabin Crew Trainee has successfully completed Phase 3 and
is ready to proceed to Phase 4 – Line Check.
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Familiarisation flight – Cabin Crew complement
SCENARIO POSITION CREW COMPOSITION

SCCM SCCM/LC SCCM/CCI
CCM 2 CCM
One CCM trainee on
CCM 3 CCM
familiarisation flight
CCM 4 CCM
CCM 5 Trainee CCM
SCCM SCCM/LC SCCM/CCI
CCM 2 CCM
Two CCM trainees on CCM 3 CCM
familiarisation flight CCM 4 CCM
CCM 5 Trainee CCM
CCM 6 Trainee CCM
Phase 4 Line Check
Each Cabin Crew Member shall undergo a Line Check covering the training received in order to verify his/her
proficiency in carrying out pre-flight, in-flight and post-flight duties. Line Check shall be conducted by Cabin Crew
Instructor (CCI) or Line Check SCCM (LC SCCM). It shall consist of minimum 1 (one) sector.
a) When the Cabin Crew Instructor (CCI) or Line Check SCCM (LC SCCM) is supernumerary to the minimum crew
required, they may conduct a Line Check on up to two (2) Cabin Crew Members. Cabin Crew Members under Line
Check shall be working in a position of CCM2 and CCM3.
b) When the Cabin Crew Instructor (CCI) or Line Check SCCM (LC SCCM) is part of the minimum operating crew,
they may conduct a Line Check on one (1) Crew Member. Cabin Crew Member under Line Check shall be working in
position of CCM3.
Line Check flight - Cabin Crew complement

SCCM CCI/LC SCCM
CCM 2 CCM
One CCM on line check
CCM 3 CCM Line Check
CCM 4 CCM
SCCM CCI/LC SCCM
CCM 2 CCM
Two CCM on line check CCM 3 CCM Line Check
CCM 4 CCM Line Check
CCM 5 CCI/LC SCCM
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3.1.2.2.3 Training Record Management
All training records must be signed by the CCI or CC GTI delivering the training and by the CCM trainee.
All training records shall be submitted and recorded on the company Record Management System.
Phase 1 and Phase 2

Cabin Crew Member training record shall be completed and signed by the CCI or CC GTI following completion of
each subject. Final exam shall be corrected and result noted on the individual Cabin Crew Member training record.
Phase 3 – Familiarisation flights

SCCM or CCI shall complete and sign the Cabin Crew familiarisation flight training record, following completion of
familiarisation flight sectors.
Phase 4 – Line check

CCI or LC SCCM shall complete and sign the Cabin Crew Line Check flight record, following completion of line check
sector.
3.1.2.2.4 Training programme certification
After a Cabin Crew Member has successfully completed the Aircraft Type Specific and Operator Conversion training
and checking, ETF Airways shall provide him/her with an Aircraft Type Qualification Card (ATQC) showing validity
periods relevant to the aircraft type on which the Cabin Crew Member is qualified to operate.
This shall be issued in an electronic format to each Cabin Crew Member. ATQC shall be regularly updated after
successful completion of each applicable training course and the associated check.
3.1.2.2.5 Training programme monitoring and review
Cabin Training Manager shall monitor exam results and look for negative trends in specific questions to identify
training areas that require more attention. Line check results of Crew Members shall be monitored to see if there
are common areas where Cabin Crew Members fall below required standard.
If such negative trends are discovered, Cabin Training Manager shall, in consultation with Cabin Crew Instructors
and Cabin Crew Ground Training Instructors investigate and decide if amendments of the training duration, content,
syllabus or the exam are needed.
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3.1.2.3 Differences Training
Differences Training is a course with combined theoretical and practical training.
Before acceptance to the course, Cabin Training Manager (CTM) shall review and ensure candidates:
d) are in possession of valid EASA Cabin Crew Attestation (CCA);

e) are in possession of valid Cabin Crew Medical report;
f) have completed Aircraft Type Specific and Operator Conversion training when joining ETF Airways
Ground classroom and practical training and checking
need to improve or are below standard. This shall be noted on the trainee training record and Cabin Training
Written exam to determine the knowledge of all areas of training shall be completed. Witten exam shall include
questions on all training subjects covered on the course.
The required standard for the written exam is 90% pass mark.
Self-instruction/study and checking
If the level of the differences does not require classroom and/or practical training, as described in GM1
CCD.305(b)(2) and Appendix 1 to CS CCD.200(b)(1), candidates shall receive self-study materials on the relevant
differences. The time for preparation will be determined by the Cabin Training Manager and/or the Training
Manager, and will be noted in LEON. A follow-up written exam will be delivered if needed as described in OM D
2.2.3 Differences Training.
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Aircraft visit
Candidates shall complete an Aircraft visit to familiarize with the differences in aircraft environment and its
equipment.
apron.
Aircraft visit. In case of more than 24 trainees, additional assistance is required by either a second Cabin Crew
After a Cabin Crew Member has successfully completed the Differences training and checking, ETF Airways shall
update Crew Member’s Aircraft Type Qualification Card (ATQC) adding the aircraft variant on which the Cabin Crew
Member is qualified to operate.
This shall be issued in an electronic format to each Cabin Crew Member.
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training areas that require more attention.
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3.1.2.4 Recurrent training
Recurrent training is a course with combined theoretical and practical training.
Before acceptance to the course, Cabin Training Manager (CTM) shall review and ensure candidates are:
a) in possession of valid EASA Cabin Crew Attestation (CCA);

b) in possession of valid Cabin Crew Medical report;
c) have completed Aircraft Type Specific and Operator Conversion training when joining ETF Airways
d) within validity period of their previous Recurrent training
Pre-course study
Before joining the Recurrent training, candidates will receive a pre-course study material “Recurrent training
review”. The purpose for this pre-course study is to refresh the theoretical knowledge of Cabin Crew Members prior
attending Recurrent training. Candidates shall study the material at their own pace before joining Recurrent training.
Contents of the pre-course study will be covered during classroom and/or practical training where candidates will
have the opportunity to address any questions about the subjects with the instructor.
Other pre-course study material may be given to candidates, at discretion of Cabin Training Manager, with the
intention of preparing the Crew Member for the upcoming classroom/practical training.
A maximum of 24 trainees shall be assigned per one CCI or CC GTI for classroom and practical training. If more than
24 trainees are scheduled, second CCI or CC GTI shall be assigned.
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Aircraft visit
Candidates shall complete an aircraft visit to refresh their knowledge with the aircraft environment and its
equipment.
In preparation for the aircraft visit, Cabin Training Manager shall make necessary arrangements with ETF Airways
Members, depending on the group size. Candidates shall be briefed on the precautionary measures if boarding and
disembarking via aircraft stairs. All participants of the aircraft visit must wear hi-visibility vests when walking on the
apron.
aircraft visit. In case of more than 24 candidates, additional assistance is required by either a second Cabin Crew
Aircraft visits are used for Cabin Vrew training when aircraft is parked for other than live flight activity. Aircraft visit
Planning of aircraft visits shall be made in a manner which allows instructor enough time to train candidates up to
Depending on the location where the aircraft visit is conducted, participants must carry appropriate identification
Due to operational circumstances and aircraft availability, aircraft visit may be conducted within the last three
months of the recurrent training validity period, independently to the classroom and practical recurrent training.

All training records shall be submitted and recorded on the Company Record Management System.

Cabin Crew Member training record shall be completed and signed by the CCI or CC GTI following completion of
each subject. Recurrent training exam shall be corrected and result noted on the individual Cabin crew Member
training record.

After a Cabin Crew Member has successfully completed the Recurrent training and checking, ETF Airways shall
update Crew Member’s Aircraft Type Qualification Card (ATQC) documenting validity periods relevant to the aircraft
type on which the Cabin Crew Member is qualified to operate. This shall be issued in an electronic format to each
Cabin Crew Member.
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3.1.2.5 Refresher training
e) are in possession of valid EASA Cabin Crew Attestation (CCA);

f) are in possession of valid Cabin Crew Medical report;
g) have completed Aircraft Type Specific and Operator Conversion training when joining ETF Airways
The MCT will determine what training is required for a candidate based on the length of time they have been absent
or not flown on a particular aircraft type. Check shall include Crew Member`s Recurrent training validity period and
if required training is still valid or has expired (i.e., SMS, DGR, FRMT, AVSEC, CRM, First Aid). If any element of
required training has expired, the Crew Member shall complete the required training in addition to Refresher
training syllabus.
A maximum of 24 trainees shall be assigned per one CCI or CC GTI for classroom and practical training. If more than
24 trainees are scheduled, second CCI or CC GTI shall be assigned.
Aircraft visit
Candidates shall complete an Aircraft visit to refresh their knowledge with the aircraft environment and its
equipment.
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apron.
Aircraft visit. In case of more than 24 candidates, additional assistance is required by either a second Cabin Crew
All training records shall be submitted and recorded on the Company Record Management System.
Training elements completed in addition to the Refresher training syllabus shall be noted on the candidate’s
Refresher training record (i.e., DGR, SMS, FRMT etc.).
Not applicable.
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3.1.2.6 Senior Cabin Crew Member training
Senior Cabin Crew Member training is a course with combined theoretical and practical training.
h) are in possession of valid EASA Cabin Crew Attestation (CCA);

i) are in possession of valid Cabin Crew Medical report;
j) have completed Aircraft type specific and Operator Conversion training and;
k) are within validity period of their previous Recurrent training (if applicable)
Written exam to determine the knowledge of all areas of the Senior Cabin Crew Member training shall be completed.
Witten exam shall include questions on all training subjects covered on the course.
Familiarisation flight
Supervised line flight experience shall be completed during actual familiarisation flight sectors and shall require a
Senior Cabin Crew Member trainee to demonstrate an understanding of all responsibilities and competency to
perform the duties and execute the procedures associated with cabin operations.
Each SCCM trainee must participate in minimum of four (4) familiarisation flight sectors on the aircraft type on which
they will be operating on. Flights shall be conducted under the supervision of SCCM or CCI.
During familiarisation flights the SCCM trainee must wear the company uniform.
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Crew member under familiarisation flights shall observe and may also participate in safety related pre-flight, inflight
and post-flight duties under condition they are supervised and guided by the qualified SCCM or CCI.
Maximum number of SCCM trainees on familiarisation flight is one (1). Candidate shall be debriefed by the CCI on
his/her performance and behaviour as a part of a crew. CCI may suggest more familiarisation sectors if believes the
SCCM candidate is not ready for a Line Check. Cabin Training Manager and Crew Control / Rostering must be
informed.
SCCM trainee on familiarisation flight

SCCM trainee will occupy jump seat 1L during take-off and landing. During on-ground and in-flight
activities SCCM trainee will be familiarising with the position/checklist of SCCM under supervision of
CCI / SCCM.
CCM trainee and SCCM trainee on familiarisation flight (on the same flight)
When CCM trainee and SCCM trainee are on the same familiarisation flight, CCM trainee will occupy
additional jump seat or a passenger seat during take-off and landing.
During on-ground and in-flight activities CCM trainee will be familiarising with the position/checklist of CCM4 in the
AFT part of the cabin under the supervision of SCCM.
SCCM trainee will occupy jump seat 1L during take-off and landing. During on-ground and in-flight activities SCCM
trainee will be familiarising with the position/checklist of SCCM under supervision of CCI / SCCM.
Familiarisation flight – Cabin Crew complement

SCCM SCCM trainee
SCCM trainee on CCM 2 CCM
familiarisation flight CCM 3 CCI/LC SCCM/SCCM
CCM 4 CCM
SCCM SCCM trainee
SCCM trainee and CCM CCM2 CCM
trainee on the same CCM3 CCI/LC SCCM/SCCM
flight CCM4 CCI/ LC SCCM/SCCM
CCM5 CCM trainee
Line Check
Each SCCM trainee shall undergo a Line Check covering the training received in order to verify his/her proficiency in
carrying out pre-flight, in-flight and post-flight duties as SCCM. Line check shall be conducted by Cabin Crew
Instructor (CCI) or Line Check SCCM (LC SCCM). It shall consist of minimum one (1) sector.
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Line check flight - Cabin Crew complement

SCCM SCCM Line Check
SCCM on line check CCM 2 CCM
flight CCM 3 CCI /LC SCCM
CCM 4 CCM

Senior Cabin Crew Member training record shall be completed and signed by the CCI or CC GTI following completion
of each subject. Exam shall be corrected and result noted on the individual Cabin Crew Member training record.
Familiarisation flights
SCCM or CCI shall complete and sign the Cabin Crew familiarisation flight training record, following completion of
familiarisation flight sectors.
Line check
CCI or LC SCCM shall complete and sign the SCCM line check flight record.
After a Cabin Crew Member has successfully completed the SCCM training and checking, ETF Airways shall update
crew member’s Aircraft Type Qualification Card (ATQC) documenting Senior Cabin Crew Member training
completion date. This serves as evidence of SCCM qualification.
training areas that require more attention. Line check results of crew members shall be monitored to see if there
are common areas where Cabin Crew Members fall below required standard.
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3.1.2.7 Instructor training
l) are in possession of valid EASA Cabin Crew Attestation (CCA);

m) are in possession of Train the Trainer (or equivalent) certificate;
n) are in possession of additional instructor qualifications (certificates);
o) have at least 1 year of experience as Cabin Crew (applicable to CC GTI candidate);
p) have at least 1 year of experience as SCCM (applicable to CCI candidate); or
q) have at least of 4 years of continuous experience as Cabin Crew (applicable to CCI candidate)
All training records must be signed by the CCI or CC GTI delivering the training and by the CCI or CC GTI trainee. All
training records shall be submitted and recorded on the company Record Management System.
After CCI or CC GTI candidates have successfully completed the instructor training, they shall receive a CCI or CC GTI
certificate.

Cabin Training Manager shall monitor exam results and instructor assessments and look for negative trends to
identify training areas that require more attention.
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3.1.2.8 Line Check Senior Cabin Crew Member
Line Check Senior Cabin Crew Member training is a course with combined theoretical and practical training.
a) are in possession of valid EASA Cabin Crew Attestation (CCA);
b) are in possession of valid Cabin Crew Medical report;
c) have completed Aircraft type specific and Operator Conversion training;
d) have completed Senior Cabin Crew Member training
e) are within validity period of their previous Recurrent training (if applicable)
Ground classroom
There is no written examination for this course.
Practical training
Practical training consists of the Line Check SCCM conducting their first line check. Line Check SCCM (in short LC
SCCM) conducts the line check of CCM3.
Practical training flight complement:

SCCM LC SCCM
LC SCCM conducting a CCM 2 CCM
Line Check CCM 3 CCM under Line Check
CCM 4 CCM
CCM under line check shall be debriefed by the LC SCCM on his/her performance and behaviour during the Line
Check. LC SCCM may suggest more Line Checks if he/she believes the CCM is not ready. Cabin Training Manager and
Crew Control / Scheduling must be informed.
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Line Check SCCM shall complete training records for the crew member undergoing a line check. All training records
shall be submitted and recorded on the company Record Management System.
After a Line Check SCCM has successfully conducted their first Line Check, ETF Airways shall issue a Line Check SCCM
Certificate. This serves as evidence of LC SCCM qualification.
Cabin Training Manager shall monitor Line Check results and look for negative trends and identify areas that require
more attention. Line check results of crew members shall be monitored to see if there are common areas where
Cabin Crew Members fall below required standard.
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3.1.2.9 Recurrent (periodic) Line Check
Before CCM are rostered for recurrent line check Cabin Training Manager (CTM) shall ensure CCM:
a) are in possession of valid EASA Cabin Crew Attestation (CCA);
b) are in possession of valid Cabin Crew Medical report;
c) have completed Aircraft type specific and Operator Conversion training;
d) are within validity period of their previous Recurrent training
Recurrent (periodic) line check will be performed for each CCM under the supervision of LC SCCM/CCI in order to
evaluate CCM performance on SOP. The CCM will act as part of the minimum crew, according to his/her rank, within
the Company. Line check for each CCM will be delivered not less than once every 12 months.

SCCM CCI /LC SCCM
CCM 2 CCM
One CCM on recurrent
CCM 3 CCM Recurrent Line
line check
Check
CCM 4 CCM
SCCM CCI/LC SCCM
CCM 2 CCI/LC SCCM
Two CCM on recurrent CCM 3 CCM Recurrent Line
line check Check
CCM 4 CCM Recurrent Line
Check

SCCM SCCM Recurrent Line
Check
SCCM on recurrent line
CCM 2 CCM
check flight
CCM 3 CCI / LC SCCM
CCM 4 CCM
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The periodic line check of Cabin Crew Members shall be conducted using a line check record/checklist that contains
the standards for performance that are being evaluated. Line check record form shall be signed by the LC SCCM/CCI,
in charge for the relevant flight, and shall be submitted and recorded on the Company Record Management System.
Not applicable.
Cabin Training Manager shall monitor recurrent line check results and look for negative trends and identify areas
that require more attention. Recurrent line check results of crew members shall be monitored to see if there are
common areas where Cabin Crew Members fall below required standard.
syllabus or the evaluations are needed.
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3.2 PROCEDURES TO BE APPLIED IN THE EVENT THAT PERSONNEL DO NOT ACHIEVE OR MAINTAIN REQUIRED
STANDARDS
3.2.1 FLIGHT CREW
GENERAL:
When a flight crewmember fails during first attempt a part of any training/checking program, or does not achieve
or maintain required standards during training the trainer is to inform the TM without delay.
TM shall inform Flight Operations Manager by e-mail that the Flight Crew Member is suspended from flight
operation by Training Department;
Flight Operation Manager shall inform the crew planning for suspension.
TM plans the flight crewmember for the next available training/checking session as soon as practicable taking into
account the time and need for additional study.
Additional training as needed has to be limited at max 50% of theoretical training. For FSTD and LIFUS as a general
rule 2 hours of FSTD and 4 sectors can be credited by TM, and all the trainings in excess of this shall be coordinated
and agreed with Flight Operations Manager.
In case of failure on a second training/checking attempt, the flight crewmember moves under the responsibility of
the Flight Operations Manager who will decide after the interview about the further actions. Further actions can be
additional extra training or suspension from training. Any further extra training/checking has to be ordered by the
Flight Operations Manager.
In cases where Flight Operations Manager considers termination of contract with the flight crew member or
suspension from training for specific time with the consequences which can include but not limited to suspension
of further upgrades, downgrading the crew member to other position, putting the crew member lower on seniority
list, salary reduction… Flight Operations Manager shall organize panel meeting on which at least next persons will
be present:
1. Flight Operations Manager

2. Training Manager
3. Crew Member’s direct manager (Chief pilot) if applicable
4. At least one more Trainer (GTI/TRI/SFI/TRE/SFE)
Decision made on this panel shall be documented and distributed by e-mail or personally to concerned flight crew
member and all applicable and concerned ETF Airways departments.
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3.2.1.1 Operator Conversion Course Training
3.1.1.2 Ground Training

If a trainee/flight crewmember fails to reach a pass mark of 75% on the first attempt, a re-exam is allowed. If the
trainee fails the re-exam, the Flight Operations Manager will review the case as per procedure in OM D 3.2.1
GENERAL.
3.2.1.3 Flight Simulator Training

Insufficient progress during training and/or failure of a check
Flight simulator training is in principle to competence, not to hours. If the trainee's progress is below the ETF Airways
standard or fails for his check, the assigned TRI or TRE will notify the TM as per general procedure described in OM
D 3.2.1.
In the event of a pilot failing to meet the required standard of competency during a periodical check, the instructor
must:
• Inform the pilot under test that he has failed.
• Warn the pilot under test that he must not fly a public transport aircraft of that type until such time as he
has successfully passed a retest.
• Make the appropriate entries on the check form.
• Notify the TM as soon as possible so that the necessary administrative action as per OM D 3.2.1 can be
started.
3.2.1.4 Additional Training:

TM can assign additional training which is limited to 2 hours of FSTD training as per procedure stated in OM D 3.1.8.5.
If after that training candidate does not reach required standards, the case goes to FOM and further procedure from
OM D 3.2.1 applies.
3.2.1.5 Line Flying Under Supervision

If a trainee fails to complete the line flying under supervision within the minimum number of sectors, the
LTC/TRI/TRE will notify the TM by means of e-mail and Training Remark.
TM can approve max 4 sectors at his own discretion and follow the progress with LTC/TRI/TRE providing the training.
If after these 4 sectors standards are not achieved and the candidate is not ready for LC, then TM will inform FOM.
FOM can extend at his discretion training for further 4 sectors. TM will follow the progress of the candidate with
LTC/TRI/TRE and if these 4 sectors are not enough for achieving required standards, TM will inform FOM s he/she
can continue the procedure for failure at second attempt from OM D 3.2.1 General.
3.2.1.6 Initial Line Check
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If the pilot fails the initial Operators Conversion Course Line Check, the assigned LTC/TRI/TRE will inform the TM.
TM in coordination with LTC/TRI/TRE conducted the check shall review if the candidate needs only another LC, or
additional training is needed.
Depending on that TM will assign max 4 additional sectors, or another LC if there is a reasonable chance for the
candidate to pass the LC on second attempt without further training.
In case of additional LIFUS (max 4) trainings shall be done by another LTC/TRI/TRE and if the standards are still not
achieved or second LC is failed then FOM shall be informed by TM.
FOM will then start the procedure for failure at second attempt from OM D 3.2.1 General
3.2.1.7 Area and Airport Qualification Training
If a flight crewmember fails to qualify for a category C airport, a second attempt is allowed. If the flight crewmember
fails on the second attempt the TM will inform FOM who will decide about further actions. Options are not to plan
the Flight Crew Member on that cat C airport or to analyze the overall performance of the candidate with TM and
decide about corrective actions.
3.2.1.8 Recurrent Training & Checking
3.2.1.9 Annual Line Check

If a flight crewmember fails the yearly recurrent Line Check, the assigned LTC/TRI/TRE shall inform TM and FOM as
soon as possible by any means including phone call. FOM will immediately call the crew planning department and
inform them that candidate is grounded till further notice for any but training flights with LTC/TRI/TRE.
Meanwhile TM shall try to arrange additional training for max 2 sectors before scheduling the candidate for second
LC.
If candidate fails on second attempt, then he will be grounded even for flights with LTC/TRI/TRE and FOM can start
the procedure from OM D 3.2.1 General as for failure on second attempt.
On second attempt another LTC/TRI/TRE than one who failed the candidate on first attempt shall be scheduled.
3.2.1.10 Other courses

When a flight crew member fails to reach the required standards during a LTC, TRI, SFI course, the respective course
will normally be discontinued. Normal flight duties can be resumed without delay.
If flight crew member fails to achieve required standards or fails during check on Either Pilot seat qualification
course, MCF course, LVTO or any other specific course which does not impend normal operations as a flight crew
member he/she can continue to operate with restrictions related to that particular course.
Anyhow TM and FOM shall review the reason for not achieving standards or failure on check and try to find the
cause as well as remedial action for the flight crew member concerned.
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3 PROCEDURES
3.2.2 CABIN CREW
3.2.2.1 Initial Safety Training

Initial safety training can only be contracted through Approved Training Organization which is subject of Croatian
Civil Aviation Agency (CCAA) approval. ETF Airways currently only recruits Cabin Crew Members holding EASA Cabin
Crew Attestation (CCA).
3.2.2.2 Aircraft Type Specific and Operator Conversion Training

Exam
Required standard for final exam result is 90% pass mark. If a Cabin Crew Member fails to reach the required
standard they will be debriefed and given the opportunity to re-sit the exam. Appropriate time window shall be
given to the candidate for study, depending on the result.
If due to operational or practical reasons written re-sit is not possible, a verbal examination may be arranged in
person or online by a video-call (i.e., Skype or Teams) by CCI/GTI (other than the one delivering the training) and
Cabin Training Manager. During the verbal examination, Cabin Crew Member shall be asked 10 questions and must
successfully answer 9 questions. Results of the verbal examination shall be documented accordingly.
If Cabin Crew Member fails the written re-sit or verbal examination, Cabin Crew Member shall be given the chance
to discuss any issues affecting their performance with their CCI/GTI and Cabin Training Manager. The Cabin Training
Manager shall decide, taking into consideration their performance during the training course, on one of the
following actions:
1. A second re-sit
2. Together with Training Manager determine an appropriate course of action (i.e., additional training, dismissal
from the course etc.).
A maximum of two (2) resits are permitted during the course. If the crew member fails a second-resit, CCI/GTI shall
advise Cabin Training Manager who will together with Training Manager decide upon further actions.
NOTE:
Written exams may be conducted/monitored by the same insructor delivering the training, provided that the exam
is presented as a multiple-choice test, in order for maximum objectivness during assessment of candidate's
competencies to be accomplished.
Familiarisation flight
If SCCM/CCI considers that the candidate did not show satisfactorily performance and behaviour as part of the crew
during a familiarisation flight, candidate may be rostered for additional familiarisation sector before proceeding to
Phase 4 (line check).
Line Check
If candidate fails a Line Check, candidate shall be debriefed by the CCI/LC SCCM and rostered for a second Line
Check the next available day. CCI/LC SCCM shall inform Crew Control and CTM. Crew Control / Rostering shall
roster a Repeat Line Check the next available day.
If a candidate fails a second Line Check, candidate shall be debriefed by the CCI/LC SCCM and will be grounded
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3 PROCEDURES
from flying duties until further notice. CCI/LC SCCM shall inform Crew Control and CTM about a second Line Check
failure. Crew Control / Rostering shall ensure candidate is not rostered any flying duties until further notice from the
training department. Depending on the reasons for failing a second Line Check, CTM in consultation with Training
Manager shall decide on further action.
If additional training or consultation session has been arranged, this shall be documented and Cabin Crew candidate
may be allowed a third and final Line Check. If candidate fails a third Line Check, he/she shall be grounded and
referred to CTM, who will together with Training Manager and HR decide on further actions.
3.2.2.3 Differences training

Exam
to discuss any issues affecting their performance with their CCI/GTI and Cabin Training Manager. The Cabin Training
Manager shall decide, taking into consideration their performance during the training course, on one of the
following actions:
1. A second re-sit
2. Together with Nominated Person Crew Training determine an appropriate course of action (i.e., additional
training, dismissal from the course etc.).
advise Cabin Training Manager who will together with Nominated Person Crew Training decide upon further actions.
NOTE:
is presented as a multiple-choice test, in order for maximum objectivness during assessment of CCM competencies
to be accomplished.
3.2.2.4 Recurrent training

Exam
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If the Cabin crew Member fails the written re-sit or verbal examination, Cabin Crew Member shall be given the
chance to discuss any issues affecting their performance with their CCI/GTI and Cabin Training Manager. The CTM
shall decide, taking into consideration their performance during the training course, on one of the following actions:
1. A second re-sit
A maximum of two (2) resits are permitted during the course. If the Crew Member fails a second-resit, CCI/GTI shall
NOTE:
to be accomplished.
3.2.2.5 Refresher training

Exam
to discuss any issues affecting their performance with their CCI/GTI and Cabin Training Manager. The NCTM shall
decide, taking into consideration their performance during the training course, on one of the following actions:
1. A second re-sit
A maximum of two (2) resits are permitted during the course. If the Crew Member fails a second-resit, CCI/GTI shall
NOTE:
to be accomplished.
3.2.2.6 Senior Cabin Crew Member training

Exam
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Manager Cabin Crew Training. During the verbal examination, Cabin Crew Member shall be asked 10 questions and
must successfully answer 9 questions. Results of the verbal examination shall be documented accordingly.
to discuss any issues affecting their performance with their CCI/GTI and Manager Cabin Crew Training. The Manager
Cabin Crew Training shall decide, taking into consideration their performance during the training course, on one of
the following actions:
1. A second re-sit
2. Together with Nominated Person Crew Training determine an appropriate course of action (i. aircraft type on
which the Cabin Crew Member is qualified to operate. This shall be issued in an electronic format to each Cabin
Crew Member.
e. additional training, dismissal from the course etc.).
advise Manager Cabin Crew training who will together with Nominated Person Crew Training decide upon further
actions.
NOTE:
to be accomplished.
Line Check
If candidate fails a Line Check, candidate shall be debriefed by the CCI/LC SCCM and rostered for a second Line
Check the next available day. CCI/LC SCCM shall inform Crew Control and Cabin Training Manager. Crew Control/
Rostering shall roster a Repeat Line Check the next available day.
If a candidate fails a second Line Check, candidate shall be debriefed by the CCI/LC SCCM and will not be rostered
flight duties as SCCM. CCI/LC SCCM shall inform Crew Control and MCT about a second Line Check failure. Crew
Control / Rostering shall ensure candidate is not rostered as SCCM on flying duties until further notice from the
training department. Depending on the reasons for failing a second Line Check, MCT in consultation with Nominated
Person Crew Training shall decide on further action.
If additional training or consultation session has been arranged, this shall be documented and SCCM candidate may
be allowed a third and final Line Check. If SCCM candidate fails a third Line Check, he/she shall not be promoted to
SCCM. Candidate shall continue to operate as Cabin Crew Member (CCM).
3.2.2.7 Instructor training
Practical training
Following instructor demonstration, candidate shall be debriefed on their training delivery performance, providing
key points for improvement as required.
If the training delivery performance of the candidate is below standard, candidate shall be thoroughly debriefed and
shall be given a second attempt for instructor demonstration before the assessment.
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Assessment
Candidates shall demonstrate the ability to successfully prepare and deliver a training session including question
and answer session, according to ETF training standards defined during instructor training.
If candidates fail the instructor assessment they will be debriefed and given the opportunity for a second
assessment.
If candidates fail the second assessment, candidate shall be given the chance to discuss any issues affecting their
performance with their instructor and Manager Cabin Training. The Manager Cabin Training together with the
Training Manager shall determine an appropriate course of action (i.e., additional training, dismissal from the course
etc.).
3.2.2.8 Line Check Senior Cabin Crew Member training
Practical training
Once Line Check SCCM conducts his/her first Line Check, Cabin Training Manager shall assess the Line Check Record
to check the quality of feedback and if it was completed correctly. If Line Check record was not completed correctly,
Cabin Training Manager shall debrief the LC SCCM and may decide on further training.
3.2.2.9 Recurrent (periodic) Line Check
If a CCM fails a Line Check, he/she shall be debriefed by the CCI/LC SCCM and rostered for a second Line Check the
next available day. CCI/LC SCCM shall inform Crew Control and CTM. Crew Control / Rostering shall roster a Repeat
Line Check the next available day.
If a CCM fails a second Line Check, he/she shall be debriefed by the CCI/LC SCCM and will be grounded from flying
duties until further notice. CCI/LC SCCM shall inform Crew Control and CTM about a second Line Check failure. Crew
Control / Rostering shall ensure the CCM is not rostered any flying duties until further notice from the training
department. Depending on the reasons for failing a second Line Check, CTM in consultation with Training Manager
shall decide on further action.
If additional training or consultation session has been arranged, this shall be documented and Cabin Crew Member
may be allowed a third and final Line Check. If CCM fails a third Line Check, he/she shall be grounded and referred
to CTM, who will together with Training Manager and HR decide on further actions.
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3 PROCEDURES
3.3 PROCEDURES TO ENSURE THAT ABNORMAL OR EMERGENCY SITUATIONS REQUIRING THE APLICATION OF
PART OR ALL OF THE ABNORMAL OR EMERGENCY PROCEDURES OR IMC CONDITIONS ARE NOT SIMULATED
DURING COMMERCIAL AIR TRANSPORT OPERATIONS
Simulation of any abnormal or emergency situations which requires the application of part or all of the abnormal or
emergency procedures as well as simulation of IMC conditions by any artificial means during commercial ETF Airways
flights are STRICTLY PROHIBITED.
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OPERATIONS MANUAL
PART D
4– DESCRIPTION OF DOCUMENTATION
CHAPTER 4
DESCRIPTION OF DOCUMENTATION
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OPERATIONS MANUAL
PART D
Table of Contents
4 DESCRIPTION OF DOCUMENTATION TO BE STORED AND STORAGE PERIOD .................................................... 3
4.1 GENERAL .................................................................................................................................................... 3

4.1.1 RECORD-KEEPING ..................................................................................................................................................... 3
4. 2 FLIGHT AND CABIN CREW MEMBER TRAINING FILES .................................................................................... 3
4.2.1 FLIGHT CREW TRAINING FILE ....................................................................................................................................... 4
4.2.2 CABIN CREW TRAINING FILE ....................................................................................................................................... 4
4.3 TRAINING RECORDS AND CREWMEMBER RIGHTS......................................................................................... 5
4.3.1 FLIGHT CREW ........................................................................................................................................................... 5
4.3.2 CABIN CREW............................................................................................................................................................ 6
4.4 STORAGE PERIODS ..................................................................................................................................... 7
4.4.1 FLIGHT CREW RECORDS ............................................................................................................................................. 7
4.4.2 CABIN CREW RECORDS.............................................................................................................................................. 8
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OPERATIONS MANUAL
PART D
4 DESCRIPTION OF DOCUMENTATION TO BE STORED

AND STORAGE PERIOD
4.1 GENERAL
For Forms Refer to Appendix 3 – Forms
ETF Airways shall:
1. Maintain records of all training, checking and qualifications of each crew member, as prescribed in Para
4.4 below
2. Make such records available, on request, to the crew member concerned.
3. Preserve the information used for the preparation and execution of a flight and personnel training records,
even if the operator ceases to be the operator of that aircraft or the employer of that crew member,
provided this is within the timescales prescribed in Para 4.4 below
a. If crew member becomes a crew member for another operator, ETF Airways shall make the crew
member’s records available to the new operator, provided this is within the timescales prescribed in Para
4.4 below
4.1.1 Record-Keeping
a. ETF Airways record-keeping system ensures that all records are stored in an acceptable form and
accessible whenever needed. These records have been organized in a way that ensures traceability and
retrievability throughout the required retention period shown in the tables in Para 4.4 below.
b. All records are kept in paper and in electronic format. The records remain legible throughout the required
retention period. The retention period starts when the record has been created or last amended.
c. Computer system has a backup system which can be updated immediately of any new entry. Computer
systems include safeguards against the ability of unauthorized personnel to alter the data. All computer
data backup is stored in a different location from that containing the working data and, in an environment,
that ensures they remain in good condition.
d. To ensure protection from damage, alteration and theft, all paper records are stored in a metal fire resist
cabinet and secured locked.
4. 2 FLIGHT AND CABIN CREW MEMBER TRAINING FILES
Before starting initial or Type Specific and Operators Type Specific and Operators Conversion Training, each
trainee will receive from the Training department a training File. This file is to assist the trainee and Instructor /
Examiner in training progress.
For each separate training session the progress (or lack of progress) of the trainee may be noted.
The training file also is a tool for instructors to clearly overview a trainee's strength and weakness, in case
instructors are inter-changed.
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4.2.1 Flight crew training file
Flight crew training file comprises the following:

• Personal data sheet
• Copy of passport
• Copy of Flight Crew Licence
• Copy of Medical Certificate
• Conversion course training records (Course logbook)
• Flight crew training records (all completed training in accordance with OM-D 2.1)
• All the associated company training forms (Only last ones are kept in hard copy)
- Annual and Triennial emergency and safety training form
- STD recurrent training form
- OPC/LPC form
- LC form
- Pre-Flight inspection training form
- Line flying Under Supervision Record form (as a part of conversion logbook)
4.2.2 Cabin Crew training file
Cabin Crew training file comprises the following:

• Copy of passport
• Copy of Cabin Crew Attestation
• Copy of Cabin Crew Medical Report
• Copy of Aircraft Type/Variant Qualification (ATQ) card
• Cabin crew training records (all completed training in accordance with OM-D 2.2.)
• Cabin crew training completion certificates (i.e. third-party training certificates)
For procedures refer to OM D 3.1.2
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OPERATIONS MANUAL
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4.3 TRAINING RECORDS AND CREWMEMBER RIGHTS
4.3.1 Flight Crew
a. ETF Airways Shall Maintain records of all Training, checking and qualifications which Includes:
1. License, medical and English level

2. LPC/OPC
3. Pilot qualification to operate in either pilot’s seat
4. Line flying under supervision and line checks
5. Annual ground refresher training
6. Annual and Triennial emergency and safety training
7. CRM
8. DGR
9. Security
10. TCAS
11. RVSM
12. RNAV
13. LVTO
14. TRE Certificate
15. TRI Certificate
16. Ground training safety review,
17. First aid
18. CV, Passport and others including Command Training
The records shall be kept in a form of logbook, attendance records, dedicated forms or certificates as aplicable.
b. Crewmembers Rights
ETF Airways shall make the records of all conversion courses and recurrent training and checking available
on request, to the flight crew member concerned.
c. A summary of training for each flight crewmember and records of training, checking and qualification
undertaken by him of each stage of the training and checking will be maintained by the Company.
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4.3.2 Cabin Crew
ETF Airwasy shall:
a. Maintain records of all training and checking required:

1. Initial training (copy of Cabin Crew Attestation)
2. Aircraft type specific and operator conversion training
3. Differences training
4. Recurrent training
5. Refresher training
6. Senior cabin crew member training
7. Instructor training
8. Practical training
9. Familiarisation flight record
10. Line check record/Recurrent line check record
11. Instructor assessment record
12. CRM trainer assessment record
13. Aircraft Type Qualification (ATQ) card
14. DGR training
15. Aviation security training
16. SMS training
17. Fatigue Risk Management Training
18. Line Check Senior Training
b. Keep a copy of all other training records / completion certificates from third-party training organisations
c. Keep all records up to date
d. Make all records available to the cabin crew member concerned, on request
e. The records of all training and checking activities are kept according to 4.4 of this chapter.
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4.4 STORAGE PERIODS

The Flight and Cabin Crew Records Files will contain records stored for certain periods, in the respective
partitions. The TM assisted by the Chief pilot and Cabin Crew manager are responsible to keep the Flight and
Cabin Crew Records Files always updated.
4.4.1 Flight Crew Records
FLIGHT CREW RECORDS STORAGE PERIOD

Flight, Duty and Rest time 15 months
As lonfg as the flight crewmember is exercising
Licence the priviledges of the licence with ETF
Medical Last Medical
LPC & OPC 3 years
Training and checking to operate in either pilot’s seat 3 years
Recurrent training and checking 3 years
Operators Conversion Training and checking 3 years
Line check 3 years
Line Flying under supervision 3 years
Annual Ground Refresher Training 3 years
Route and aerodrome knowledge and recency 3 years
Emergency and safety training 3 years
CRM 3 years
Dangerous Goods training as appropriate 3 years
Aviation Security 3 years
Training and qualification for specific operations
RVSM/TCAS/TAWS/LVTO 3 years
Recent experience 15 months
LTC/TRI/SFI Training As long as excercising priviledges in ETF
Pre-Flight Inspection Training As long as the crew employed by the company
First Aid As long as the crew employed by the company
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4.4.2 Cabin Crew Records
CABIN CREW RECORDS STORAGE PERIOD

As long as the cabin crew is employed by the
Cabin Crew Attestation company.
Flight, Duty and Rest Time 15 months
Initial, conversion and Differences training
3 years
(including checking)
Recurrent and refresher training
3 years
(including checking)
First Aid 3 years
CRM Training 3 years
DG training as appropriate (including checking) 3 years
Aviation Security Training (including checking) 3 years
4.4.3 Records for Other Operations Personnel

The FOO license shall be stored as long as the flight operations personnel is exercising the privileges of the license
for the operator.
Training and checking records as well as FD/FOO license of OCC personnel are kept in Personal file in ETF Airways
OCC Department. This includes Attendance report, Training registry, Exams (if applicable), familiarization flight
records and on job training evaluation.
The Head of OCC shall fill in Personal files of OCC personnel with all job prerequisites and training/checking
records.
Course Storage time

INITIAL COMPANY TRAINING At least last two training records
RECURRENT TRAINING At least last two training records
CONVERSION TRAINING FOR NEW AIRCRAFT TYPE At least last two training records
REQUALIFICATION TRAINING At least last two training records
FD/FOO License As long as employed by ETF Airways
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APPENDIX
APPENDIX
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PART D
APPENDIX
APPENDIX 1 LIST OF APPROVED TRAININGS
Training courses, which are performed by ETF AIRWAYS Training department are:
FLIGHT CREW COURSES
Title
1 Operator conversion course

2 Recurrent training and checking
3 Pilot qualification to operate at either pilot’s seat
4 LTC training
5 TRI Company standardisation Training
6 SFI Company standardisation training
7 MCF Training Program
8 Narrow RWY operations training program
9 MNPS NAT-HLA Training
10 Commanders Upgrade Training
CABIN CREW COURSES

Title
1 Aircraft type specific and operator conversion training

2 Differences training
3 Recurrent training
4 Refresher training
5 Senior cabin crew member training
6 Instructor training
OPERATIONS PERONNEL INCLUDING CREW MEMBERS
Title
1 Dangerous goods training

2 Aviation Security training (AVSEC)
3 Fatigue Risk Management Training (FRMT)
OPERATIONS PERONNEL OTHER THEN CREW MEMBERS
Title
1 Flight dispatch
2 Fatigue Management Training
3 EFB Administrator training
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APPENDIX
APPENDIX 2 LIST OF FSTD ESET FACILITIES
ETF AIRWAYS will use EASA approved training facilities (FSTD), which is/are subject to the Croatian CAA
acceptance.
LIST OF APPROVED FSTD/FTD FACILITIES

Organization Trainings Remarks
Simulator Training and
Sophia Flight Training SOF facility FSTD EU-A0265
checking
AFG Warshawa WAW facilitiy FSTD PL-14
checking
Simulator Training and MUC facility FSTD DE-1A-030 and
Lufthansa Flight Training
checking FSTD DE-1A-048
BAA Training VNO facility FSTD LT.FSTD.12
checking
CAE Amsterdam CAE Facility EU-NL-164
checking
checking
checking
checking
Table 1
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APPENDIX
Limitations for FSTD if any as per ETF Airways approved training and checking programs in OM D
FSTD IDENT Limitations for Trainings and checkings
Operator conversion training and checking , LVO (LVTO and CAT II/CAT IIIA), Differences
and familiaristaion training, Command Course, Recurrent Training and checking (OPC),
FSTD EU-A0265 Either pilot seat qualification, Narrow RWY operations, Recent experience, RNP
Approach LNAV, RNP Approach LNAV/VNAV, UPRT-Prevention, UPRT-Recovery, MCF,
MNPS NAT-HLA Instructors training
FSTD PL-14 Either pilot seat qualification, Narrow RWY operations, Recent experience, RNP
FSTD DE-1A-030 Either pilot seat qualification, Narrow RWY operations, Recent experience, RNP
FSTD DE-1A-048 Either pilot seat qualification, Narrow RWY operations, Recent experience, RNP
FSTD. LT.12 Either pilot seat qualification, Narrow RWY operations, Recent experience, RNP
EU-NL-164 Either pilot seat qualification, Narrow RWY operations, Recent experience, RNP
MNPS NAT-HLA Instructors training, FMCZ Cat C aerodrome competence
Table 2
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APPENDIX
CAT C Aerodromes training approval
FSTD IDENT Limitations for Trainings and checkings

FSTD EU-A0265 NIL
FSTD PL-14 NIL
FSTD DE-1A-030 NIL
FSTD DE-1A-048 NIL
FSTD. LT.12 NIL
EU-NL-164 FMCZ
EU-NL-166 FMCZ
EU-NL-172 FMCZ
EU-NL-178 FMCZ
Table 3
ETF AIRWAYS will use EASA approved training facilities (ESET), for flight and cabin crew emergency training.
LIST OF APPROVED ESET FACILITIES

Organization Trainings Remarks
Sophia Flight Training ESET SOF facility
Lufthansa Flight Training ESET MUC facility
Table 4
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APPENDIX
APPENDIX 3 LIST OF FORMS
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APPENDIX 3A LIST OF FLIGHT CREW FORMS
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APPENDIX
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3 B LIST OF CABIN CREW FORMS
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APPENDIX 4 SAMPLE FSTD TRAINING SESSION

Instructors and Candidates copies
Same format for Conversion and recurrent
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PART D
APPENDIX
APPENDIX 5 SPECIAL AIRPORT TRAININGS
07.12.2021. Rev. 00 Page 1 of 2

OPERATIONS MANUAL
PART D
APPENDIX
APPENDIX 5.1 SPECIAL AIRPORT TRAINING FOR FMCZ AIRPORT
07.12.2021. Rev. 00 Page 2 of 2

FMCZ AIRPORT QUALIFICATION TRAINING PROGRAM
INSTRUCTORS AND CANDIDATES COPY

required
Ground training 02:00 hours Self-study briefing YES * 6 Months** With actual airport
+ FSTD 02:00 hours + TRI/TRE approved by operation or with new
the Training Manager training ***
for flight training
* Check on ground training completion in the form of theoretical knowledge
** The aerodrome knowledge must be maintained by operating to the aerodrome at least once within a
6-month period on the type of aircraft used. If not the theoretical and practical training modules must
be followed again.
*** With actual operation on the airport within 6 months period of validity of qualification, it is
extended for next 6 months.
If 6 months period elapsed from the initial training or from last visit of the airport full training as
described below shall be done.
1. General
The use of the FMCZ aerodrome by ETF Airways or with a new aircraft with has to be submitted to an
authorization of the French directorate of civil aviation safety in Indian ocean.
For this purpose, ETF Airways shall after approval of procedures and training programs as submited to
Croatin CCAA, submit one month prior the expected start of the operations, a file specifying the
instructions for the use of the aerodrome. Those instructions must at least include the special conditions
set out in ETF Airways OM C and training program as stated below.
2. Flight crews training
All pilots must follow a theoretical training in the form of briefing or ground training course covering all
the aerodrome operation procedures provided by the ETF Airways (departure and arrival), as well as the
study of associated normal and degraded performance, and including the visual cues and characteristic
markings to be identified.
Commanders must have completed within the two months from a ground training or Self-briefing for
the airport an aerodrome reconnaissance in the form of a supervision flight, on Boeing 737 800, with an
experienced already Qualified Instructor designated by the Training Manager on the site and/or training
on a class D simulator only if a special airfield visual system, approved for this purpose, is provided.
The list af Approved simulator with required visual data are kept in Training Managers list of approved
FSTD for ETF Trainings.
These supervision flights or simulator training must include at least 2 approaches on runway 16.
page 2
Note : the condition of an experienced instructor on the site means if the instructor has himself followed
all modules of the here above training necessarily including the inflight reconnaissance or FSTD training
for the aerodrome.
The completion of the theoretical and practical trainings must be recorded. These records could be
checked during ramp inspections.
For that purpose standard ETF AERODROME QUALIFICATION COMPETENCE FORM (OM C 11) and FSTD
Training (OM D Appendix 3 FSTD Training form) form shall be used.
The aerodrome knowledge must be maintained by operating to the aerodrome at least once within a 6-
month period on the type of aircraft used.
If not the theoretical and practical training modules must be followed again.
The training program must be done so as Technical as well as NONTECH items shall be covered.
Standard FSTD training form shall be filled by instructors in full, meaning assessment of all the
competencies as well as CRM skills shall be done.
3. Modules of training
3.1. Technical skills
3.1.1 Flight preparation
A. Preflight briefing focused on the FMCZ specifics - terrain, weather, wind limits, performance limits,
engine failure procedures, take-off and landing minima, loss of communication, take-off alternate
For the purpose of familiarisation with the items specified ETF Airways OM C Airport familiarisation
document shall be used as well as FMCZ Ground Training presentation.
Those items can be covered with designated TRI/TRE or self briefed by the pilot.
Knowledge of procedures shall be tested before the FSTD training or airplane reconisance by written
test consisting of 20 Questions.
Pass mark is 80% and the procedure for failure is as described in OM D 3 for failure in theoretical exam.
B. Performance calcultation
Performance calculations shall be done during FSTD briefing or reconisance flight.
Pilots under training must be familiar with all the limitations which applies for RWY conditions.
page 3
3.1.2 Flight procedures
Training shall be done in approved FSTD or as an reconisance flight with experianced TRI/TRE designated
by the Training Manager.
If performing reconisance flights without FSTD training, then at least 2 approaches for RWY 16 shall be
performed before the pilot concerned can be released to operate on FMCZ airport without supervision.
Reconicance flights shall be preferably performed with the Commander ocupying left seat and TRI/TRE
ocupying right seat, but one of this 2 approaches can be completed as the Commander under training
ocupies the jump seat also.
FSTD Training shall include next items:
A. Take-off Rwy 16
B. RNAV Approach RWY16 with go around followed by engine failure (Left

engine)
C. VOR Approach RWY16 with landing one engine
D. Take-off Rwy 34
E. NDB Approach RWY34 with go around followed by engine failure (Right

engine)
F. VOR Z Approach with go around one engine
G. Circle to land landing RWY 16 10kt downwind with landing one engine
H. Rejected take-off RWY16 BA Good at maximum limited TOW (V1-10kt)
I. Take-off RWY 16 at maximum limited TOW followed by engine failure

after V1 (Left engine)
J. Rejected take-off RWY34 BA Good at maximum limited TOW (V1-10kt)
K. Take-off RWY 34 at maximum limited TOW followed by engine failure

after V1 (Right engine)
L. Take-off with loss of communication
3. 2. Non-technical skills
A. Crew resource management assessment
page 4
B. Dzaoudzi area, operating procedures and limitation knowledge
Instructor providing the training shall set up the weather and aircraft mass so as to reflect the maximum
takeoff and landing mass for take off and landing as per weather conditions set up on the simulator.
Flight reconnaissance training shall include at least 2 approaches for RWY 16.
page 5
OPERATIONS MANUAL
PART D
APPENDIX
APPENDIX 6
ODR TABLES
APPENDIX 6
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OPERATIONS MANUAL
PART D
APPENDIX
ODR TABLES 9A-ABC (BASE AIRCRAFT) VS 9A-LAB

DIFFERENCE AIRCRAFT : 9A-LAB COMPLIANCE METHOD
BASE AIRCRAFT : 9A-ABC TRAINING CHECKING/CURRENCY
Dimensions, NIL
and aircraft
design
Flight Deck Number of x NO NO
general jump seat
design ABC 1, LAB 2
Cabin Layout Minor x NO NO
differences
Engines NIL
Limitations YES NO YES 9A-LAB x NO NO
Tailwind 9A- limitations
LAB 15 kts for MNPS-
MNPS NAT NAT-HLA
HLA and and RNP
RNP Approach Approach
9A-LAB N/A
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OPERATIONS MANUAL
PART D
APPENDIX

21 Air NIL
Conditioning
22 Auto Flight MCP and NO NO x NO NO
speed and *MCP layout
altitude and functions
intervention explained in
capability on FCOM
9A-LAB.* **ETF general
9A-LAB Glide policy to arm
intercept Approach
before LOC after LOC
disabled ** capture
23 9A-ABC CPDLC NO NO x YES YES
Communicati system is CPDLC Self reviev
on provided via standard ETF
FMC DLNK training during
menu. LIFUS as no
For details avaliable on
and FSTD
explanation
refer to FCOM VHF Comm
Chapter 11 and ACP
Flight pannels
Management, different
Navigation - presentation
CMU 9900 expalined in
ATC Controller FCOM
Pilot Data Link
Communicatio CPDLC
n. standard ETF
On 9A-LAB check during
Spectralux Line Check as
Dlink+ no avaliable
w/CPDLC. on FSTD (OCC
Explanation of and rec Line
the system Check)
can be found
in the user’s
manual.
VHF Comm
pannels and
ACP
24 Electrical NIL
Power
25 Equipment Minor NO NO x YES YES
and Furniture differences Emergency Self Review
In galey and safety
configuration exuipment to
and be trained and
checked
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OPERATIONS MANUAL
PART D
APPENDIX
emergency during OCC

equipment and recurrent
traing in ESET
modeule and
additionally
checked
during Line
check
General layout
to be revieved
during OCC
26 Fire NIL
27 Flight NIL
Controls
28 Fuel NIL
29 Hydraulic NIL
Power
31 Reference on NO NO X NO NO
Instruments/R ND HDG 9A-
ecorders ABC, and TRK
9A-LAB
Classical Stby
Flight
instruments
are installed
on 9A-LAB vs
Integrated
Standby Flight
Display (ISFD)
on 9A-ABC.
VSD option is
available on
9A-LAB.
32 Landing NIL
Gear
33 Lighting NIL
34 Navigation 9A-ABC is NO YES x NO NO
equipped with (see
2 FMC and 9A- limitations for
LAB has a MNPS NAT
single FMC HLA and RNP
Weather approach)
Radar panel
35 Oxigen NIL
36 NIL
Pneumatics
49 APU NIL
52 Doors NIL
71 Power NIL
Plant
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OPERATIONS MANUAL
PART D
APPENDIX

BASE AIRCRAFT : 9A ABC TRAINING CHECKING/CURRENCY
MANOUVRE DIFFERENCES FLT PROC CHG A B C D E FLT CHK CURRENCY
CHAR
NIL
Training levels and needs summary 9A-ABC vs 9A-LAB
For the training and checking needs based on ODR tables above (9A-ABC as Base Aircraft and 9A-LAB as assessed
aircraft) only level A and Level B training and checkings are identified.
Self instruction and aided instructions as identified in the tables will be used and Self reviev for level B trainings
will be used as a method of currency.

LEVEL
Self-Instruction Not aplicable or integrated with Not Aplicable
A next proficiency check
qualified device
Manoeuvre training devices(1) or
D aircraft to accomplish specific Partial proficiency check Designated
manoeuvres using qualified device(1) manoeuvre(s)(1)

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OPERATIONS MANUAL
PART D
APPENDIX
ODR TABLES 9A-ABC (BASE AIRCRAFT) VS 9A-KOR

DIFFERENCE AIRCRAFT : 9A-KOR COMPLIANCE METHOD
Dimensions, NIL
and aircraft
design
Flight Deck Number of x
general jump seat
design ABC 1, KOR 2
Cabin Layout Minor x NO NO
differences
Engines NIL
Limitations YES NO YES 9A-KOR x NO NO
MNPS NAT limitations
HLA and for MNPS-
RNP Approach NAT-HLA
9A-KOR N/A and RNP
Approach
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OPERATIONS MANUAL
PART D
APPENDIX

21 Air NIL
Conditioning
22 Auto Flight 9A-KOR Glide NO **ETF general x NO NO
intercept policy to arm
before LOC Approach
disabled * after LOC
IAN Approach capture
capability 9A- ** ETF
KOR ** general policy
not to use IAN
Approaches
23 9A-ABC CPDLC NO NO x YES YES
Communicati system is CPDLC Self reviev
on provided via standard ETF
FMC DLNK training during
menu. LIFUS as no
For details avaliable on
and FSTD
explanation
refer to FCOM VHF Comm
Chapter 11 and ACP
Flight pannels
Management, different
Navigation - presentation
CMU 9900 expalined in
ATC Controller FCOM
Pilot Data Link
Communicatio CPDLC
n. standard ETF
On 9A-KOR check during
Spectralux Line Check as
Dlink+ no avaliable
w/CPDLC. on FSTD (OCC
Explanation of and rec Line
the system Check)
can be found
in the user’s
manual.
VHF Comm
pannels and
ACP
24 Electrical NIL
Power
25 Equipment Minor NO NO x YES YES
and Furniture differences Emergency Self Review
In galey and safety
configuration exuipment o
and be trained and
checked
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OPERATIONS MANUAL
PART D
APPENDIX
emergency during OCC

equipment and recurrent
traing in ESET
modeule and
additionally
on Line check
General layout
to be revieved
during OCC
26 Fire NIL
27 Flight NIL
Controls
28 Fuel NIL
29 Hydraulic NIL
Power
31 Reference on NO NO X NO NO
Instruments/R ND HDG 9A-
ecorders ABC, and TRK
on 9A-KOR
Classical Stby
Flight
instruments
are installed
on 9A-KOR vs
Integrated
Standby Flight
Display (ISFD)
on 9A-ABC.
VSD option is
available on
9A-KOR.
32 Landing NIL
Gear
33 Lighting NIL
34 Navigation 9A-ABC is NO YES x NO NO
equipped with (see
2 FMC and 9A- limitations for
KOR has a MNPS NAT
single FMC HLA and RNP
Weather approach)
Radar panel
and
transponder
panel are
different on
9A-KOR
35 Oxigen NIL
36 NIL
Pneumatics
49 APU NIL
52 Doors NIL
71 Power NIL
Plant
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OPERATIONS MANUAL
PART D
APPENDIX

BASE AIRCRAFT : 9A ABC TRAINING CHECKING/CURRENCY
MANOUVRE DIFFERENCES FLT PROC CHG A B C D E FLT CHK CURRENCY
CHAR
NIL
Training levels and needs summary 9A-ABC vs 9A-KOR
For the training and checking needs based on ODR tables above (9A-ABC as Base Aircraft and 9A-LAB as assessed
aircraft) only level A and Level B training and checkings are identified.
Self instruction and aided instructions as identified in the tables will be used and Self reviev for level B trainings
will be used as a method of currency.

LEVEL
Self-Instruction Not aplicable or integrated with Not Aplicable
A next proficiency check
qualified device
Manoeuvre training devices(1) or
D aircraft to accomplish specific Partial proficiency check Designated
manoeuvres using qualified device(1) manoeuvre(s)(1)

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OPERATIONS MANUAL

0.3 RECORD OF TEMPORARY REVISIONS

0.4 REVISION HIGHLIGHTS

OM D 1.1.5.1 and 1.1.5.1.1 Virtual classroom added

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OM D 2.2 Cabin Crew Training Overview

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0.5 LIST OF EFFECTIVE CHAPTERS

0.6 DISTRIBUTION LIST

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1 DESCRIPTION OF SCOPE ................................................................................................................................10

1.1 INTRODUCTION .........................................................................................................................................10

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ETF AIRWAYS Training Department is headed by Training Manager (TM).

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1.1.2 GENERAL TRAINING POLICY

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1.1.3 TRAINING DEPARTMENT ORGANIZATIONAL STRUCTURE

1.1.4 NOMINATED TRAINING PERSONNEL

POSITION NOMINATED PERSON

Deputy Training Manager Lovro Lancic

Chief Instructor Flight Crew Dragan Stefanovski

Cabin Training Manager Gabriela Sever Cuglin

Cabin Training Manager Deputy Ivana Šimić

Table 1. Nominated training personnel

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1.1.4.1.2 Deputy Training Manager

1.1.4.1.3 Chief Instructor Flight Crew

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1.1.4.1.4 Cabin Training Manager

1.1.4.1.5 Deputy Cabin Training Manager

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1.1.5 PROVISION OF TRAINING

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1.1.5.1 GROUND TRAINING AIDS, SIMULATORS AND TRAINING FACILITIES

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1.1.5.1.1 Virtual Classroom Instruction

Virtual Classroom Instruction – Level of Communication

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Virtual Classroom Instruction — Acceptable Level of Academic Effectiveness

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5. Training System Feedback Loop

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1.1.5.2 SCHEDULING, ANNOUNCEMENT, REPORTING AND START TIME OF TRAINING

1.1.5.3 TRAINING PROGRAM MONITORING, CHANGES AND IMPROVEMENTS

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For that purpose, Instructors meetings shall be organized by the TM.

ETF AIRWAYS training sessions shall be evaluated by trainees (candidates/students).

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1.1.6 TRAINING DOCUMENTATION

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1.1.10 SIMULATOR TRAINING AND CHECKING

1.2.4 APPOINTMENT OF OTHER TRAINING PERSONNEL

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1.2.5 ASSIGNED TRAINING DUTIES

1.2.6 DUTIES AND RESPONSIBILITIES OF TRAINING AND CHECKING PERSONNEL

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