FLTHB

Flight Operations - Flying
Line Training Handbook

CC: 941, Flying Department, Flight Operations Division,
Saudi Arabian Airlines, J eddah, Saudi Arabia.

Printed by Saudi Arabian Airlines Print Shop

This publication has been prepared for the exclusive use of Flying
Department in Flight Operations Division of Saudi Arabian Airlines and is
to be used in conjunction with the Flight Operations Training Manual
(FOTM) Chapter 5, Line Training (IOE/Line Check).
As described in FOTM Chapter-1, it contains training policies / directives,
comprehensive syllabus, standardized procedures for line training,
maneuver tolerances and procedures for the conduct of examination.
No part of this handbook shall be reproduced, recast, reformatted or transmitted in any form by any
means, electronic or mechanical, including photocopying, recording or any information storage and
retrieval system or used in flight operations of another airline or other commercial enterprises by any
person, agency or corporation without the expressed written approval of General Manager Flying,
the owner of this publication.
Cover Page
00.00.00
General

Rev 00 18.Aug.04

Your comments are most welcome
This latest version of the Flying Line Training Handbook
represents the result of an intense departmental effort. We are
confident that it will prove to be a highly valuable and useful
document to guide and facilitate the Line Instructors and check
Airmen to provide standardized line training and evaluation of
Flight Crewmembers and help us to efficiently meet the
defined safety and quality related goals of the Flight
Operations Division. Your comments on any aspect of this
manual including its content, format, style etc. and any
suggestion to improve the training policy and procedure are
always welcomed and may be addressed to: GM Flying or
AGM Flying Line Affairs & Administration.
Table Of Content
00.00.01
General

Flight Operations- Flying
Rev 03 20 J an 07

Table of Contents.............................................................00.00.01
Revision Record...............................................................00.01.01
List of Effective Pages .....................................................00.02.01

CHAPTER 1

GM Flying Statement Letter.......................................01.01.01
Introduction................................................................01.02.01
Flight Operation Quality policy Statement.................01.03.01
IOE Check Airman Qualifications and Activity
Requirements ............................................................01.04.01
Line Checks Qualifications and
Requirements ............................................................01.04.02
Manual Amendments Request..................................01.05.01
References ................................................................01.06.01

CHAPTER 2
1.0 IOE General

1.1 Introduction.................................................... 02.01.01
1.2 IOE End-Level Proficiency............................02.01.02
1.3 Definitions......................................................02.01.0 2
1.4 Sectors Requirements...................................02.01.02
1.5 IOE Syllabus..................................................02.01.02
1.6 Licenses ........................................................ 02.01.05
1.7 Manuals.........................................................02.01.0 6
1.8 Instructor/ Student Relationship....................02.01.0 6
1.9 Instructor Rules of Conduct...........................02.01.06
1.10 Role of the trainee.........................................02.01.08

2.0 IOE General Briefings

2.1 Standard Operating Procedures SOPs .........02.02.01
2.2 Flight Operations Policy Manual FOPM........02.02.01
2.3 Sterile Cockpit ...............................................02.02.01
2.4 Positive aircraft control ..................................02.02.02
2.5 Crewmember Conduct...................................02.02.02

Table Of Content
00.00.02
20 J an.07 Rev 03

General

2.6 Outside vigilance...........................................02.02.02
2.7 Crew Resource Management CRM..............02.02.02
2.8 Situational Awareness...................................02.02.03
2.9 Crew Monitoring and Crosscheck................. 02.02.03
2.10 Altitude Awareness........................................02.02.04
2.11 PIC/SIC Qualification.....................................02.02.04

3.0 Flight Preparation

3.1 Flight Documents...........................................02.03.01
3.2 Dispatch briefing Procedures ........................02.03.02
3.3 Fuel planning and policies.............................02.03.03
3.4 Company Procedures and Weather
Requirements ................................................02.03.03
3.5 Planned Takeoff Weight................................02.03.03
3.6 Cabin Crew Briefing.......................................02.03.04

4.0 Pre-Departure

4.1 Time Management......................................... 02.04.01
4.2 Aircraft Dimensions .......................................02.04.01
4.3 Emergency Equipment and Evacuation
Procedures .................................................... 02.04.02
4.4 Flying Equipment and Manuals..................... 02.04.02
4.5 Aircraft Logbooks...........................................02.04.02
4.6 Exterior Preflight............................................02.04.04
4.7 MEL/CDL.......................................................02.04.04
4.8 Cockpit Security and General Check............02.04.05
4.9 Cockpit Setup, Checklist and T/O Briefing....02.04.06
4.10 Radios Setup and Utilization......................... 02.04.06
4.11 ATC Clearance and Procedures ................... 02.04.07
4.12 Load Sheet.................................................... 02.04.07
4.13 T/O Performance Data Calculation...............02.04.08

5.0 Engine Start, Pushback and Taxi

5.1 Engine Start and Pushback Procedures .......02.05.01
5.2 Breakaway Thrust..........................................02.05.01
5.3 Taxiing and Taxi Checklist ............................ 02.05.01
5.4 Exterior Lights................................................02.05.0 3
Table Of Content
00.00.03
General

Rev 03 20 J an 07

5.5 Cockpit Instrument Lights.............................. 02.05.03
5.6 Parking Brakes .............................................. 02.05.03
5.7 Hot/Cold Weather Consideration...................02.05.03
5.8 Shortened Runway........................................02.05.04
5.9 Runway Change............................................02.05.04
5.10 Special Engine-out Procedures.....................02.05.04
5.11 Communication..............................................02.05.04
5.12 Airport Markings ............................................02.05.05

6.0 Takeoff and Climb

6.1 Maximum Thrust vs. Reduced Thrust
Takeoff and Policies...................................... 02.06.01
6.2 Clear Final Approach and Runway................02.06.01
6.3 Exterior Light Usage......................................02.06.01
6.4 Runway Alignment.........................................02.06.0 1
6.5 Setting Takeoff Thrust...................................02.06.01

6.6 Rejected Takeoff during IOE and
Consideration................................................02.06.02
6.7 Directional Control during Takeoff.................02.060.2
6.8 Takeoff Rotation............................................02.06.02
6.9 Normal and Alternate Noise Abatement
Takeoff...........................................................02.06.02
6.10 Early/Low Altitude Level off...........................02.06.02
6.11 Wind shear ....................................................02.06.02
6.11 Weather Radar..............................................02.06.03
6.12 ATC Wake Turbulence Separation
Requirements ................................................ 02.06.03
6.13 Climb..............................................................02.06.04

7.0 Cruise

7.1 On schedule Arrivals .....................................02.07.01
7.2 Aircraft Trim...................................................02.07.01
7.3 Cruise Altitude and Speed Selection.............02.07.01
7.4 RVSM Operation...........................................02.07.0 2
7.5 ETOPS ..........................................................02.07.02
7.6 Fuel Consumption and Fuel Monitor.............02.07.02
7.7 High Speed/ Low Speed Buffet Protection....02.07.02
7.8 Cruise Performance Charts...........................02.07.02
7.9 One Engine inoperative Descent-
Drift down......................................................02.07.03
710 J eppesen Manual ..........................................02.07.03
Table Of Content
00.00.04
20 J an.07 Rev 03

General

7.11 Diversion........................................................02.07.03
7.12 Malfunctions Coordination with MCC............ 02.07.04

8.0 Holding

8.1 Holding Speed Limits and Control.................02.08.01
8.2 Fuel Conservation during Holding.................02.08.01
8.3 Holding in Icing Conditions............................ 02.08.01

9.0 Descent and Approach

9.1 Approach and Landing Briefing.....................02.09.01
9.2 Descent Profile Planning and Control ...........02.09.01
9.3 ATC Altitude and Speed Restrictions............02.09.02
9.4 Descent and Approach Callouts....................02.09.02
9.5 Stabilized Approach.......................................02.09.02
9.6 ILS Approach Procedures .............................02.09.02
9.7 Non-Precession Approach Procedures.........02.09.0 3
9.8 Auto-coupled Approach and Auto-Land........02.09.03
9. 9 Visual Approach Procedures.........................02.09.03
9.10 EGPWS Activation.........................................02.09.04
9.11 Wake Turbulence Separation
Requirements during Landing.......................02.09.0 4
9.12 Missed Approach Procedures .......................02.09.04
9.13 Operation at Uncontrolled Airports................ 02.09.04

10.0 Landing

10.1 Callouts..........................................................02.10.01
10.2 Landing Profile...............................................02.10.01
10.3 Ground Spoilers, Reverse Thrust and
wheel Braking................................................02.10.03
10.4 Windshield Wipers use..................................02.10.03
10.5 Windshear during Approach and Landing.....02.10.03

11.0 After Landing
11.1 Runway Turnoff .............................................02.11.01
11.2 Taxi in............................................................ 02.11.01
11.3 Brakes Temperature Monitor......................... 02.11.01
11.4 Marshalling Signals and Gate Arrival ............ 02.11.02

12.0 Shutdown and Secure Checklists

Table Of Content
00.00.05
General

Rev 03 20 J an 07

12.1 shutdown and disembark ..............................02.12.01
12.2 Post-Flight ACARS Message........................02.12.01
12.3 Aircraft Logbook and Faults Reporting..........02.12.01
12.4 Transit Flight Preparation..............................02.12.01
12.5 Flight Termination..........................................02.12.01

13.0 General

13.1 Use of Automation (A/P, FD and Auto
Throttles.........................................................02.13.01
13.2 Use of Navigation Aids..................................02.13.01
13.3 Use of FMC/ RNAV ....................................... 02.13.01
13.4 TCAS ............................................................. 02.13.02
13.5 Use of Cockpit Checklists..............................02.13.03
13.6 Manual Flying................................................02.13.03
13.7 Technical Knowledge....................................02.13.03
13.8 A/C System Knowledge.................................02.13.04
13.9 QRH knowledge............................................02.13.04
13.10 J udgment and Aeronautical Decision
Making (ADM)................................................02.13.04
13.11 Command/ Leadership..................................02.13.05

14.0 IOE Debriefing

14.1 Technical Scale of the Flight.........................02.14.01
14.2 CRM Skills.....................................................02.14.01
14.3 Filling the Required Flight Operations
Report............................................................02.14.02

15.0 Pilot Operating Experience Record

15.1 IOE Form.......................................................02.15.01
15.2 Filling instructions..........................................02.15.03

16.0 IOE Syllabus / Checklist

16.1 Filling Instructions..........................................02.16.01
16.2 Form.............................................................. 02.16.03

17.0 Appendices

Appendix I (CRM) .......................................................02.17.01
Appendix II (Situational Awareness) .......................... 02.17.07
Appendix III (The Psychology of Learning)........... .....02.17.10
Table Of Content
00.00.06
20 J an.07 Rev 03

General

CHAPTER 3

Guidance for Conducting Checks...............03.01.01

Annual Line Check.....................................03.01.02

Semi Final And Final Line Check ...............03.01.02

Training Continuation Evaluation................03.01.02

Transition / Upgrade Evaluation.................03.01.02

Area / Route Qualification...........................03.01.03

Line Checks Conduct .................................03.01.03

Maneuvering / Procedure Tolerances
During Line Checks ...................................03.01.06

Remedial / Corrective Training...................03.01.06

Revision Record
00.01.01
General

Rev 03 20 J an 07

Number Dated Entered Initials
01 30 Apr 05 ------- --------
02 20 Jan 07 ------- --------
03 20 Jan 07 ------- --------
04 23 Jan 07 ------- --------
05 07 Jun 08 ------- --------
06
07
08
09
10
11
12
13
14
15
16
Revision Record
00.01.02
20 J an 07 Rev 03

General

17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
Revision Record
00.01.03
General

Rev 03 20 J an 07

33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
Revision Record
00.01.04
20 J an 07 Rev 03

General

48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
List Of Effective
Pages
00.02.01
General

Rev 05 07 J un 08

Page Date Page Date
00.00.01 20 J an 07 02.04.02 18 Aug 04
00.00.02 20 J an 07 02.04.03 18 Aug 04
00.00.03 20 J an 07 02.04.04 18 Aug 04
00.00.04 20 J an 07 02.04.05 18 Aug 04
00.00.05 20 J an 07 02.04.06 18 Aug 04
00.00.06 20 J an 07 02.04.07 18 Aug 04
00.01.01 20 J an 07 02.04.08 18 Aug 04
00.01.02 20 J an 07 02.05.01 18 Aug 04
00.01.03 20 J an 07 02.05.02 18 Aug 04
00.01.04 20 J an 07 02.05.03 18 Aug 04
00.02.01 07 J un 08 02.05.04 18 Aug 04
00.02.02 20 J an 07 02.05.05 18 Aug 04
01.01.01 18 Aug 04 02.05.06 18 Aug 04
01.01.02 18 Aug 04 02.06.01 18 Aug 04
01.02.01 18 Aug 04 02.06.02 18 Aug 04
01.02.02 18 Aug 04 02.06.03 20 J an 07
01.03.01 18 Aug 04 02.06.04 20 J an 07
01.03.02 18 Aug 04 02.07.01 18 Aug 04
01.04.01 20 J an 07 02.07.02 18 Aug 04
01.04.02 20 J an 07 02.07.03 18 Aug 04
01.05.01 20 J an 07 02.07.04 18 Aug 04
01.05.02 20 J an 07 02.08.01 18 Aug 04
01.06.01 20 J an 07 02.08.02 18 Aug 04
01.06.02 20 J an 07 02.09.01 18 Aug 04
02.01.01 18 Aug 04 02.09.02 18 Aug 04
02.01.02 18 Aug 04 02.09.03 18 Aug 04
02.01.03 07 J un 08 02.09.04 18 Aug 04
02.01.04 18 Aug 04 02.10.01 18 Aug 04
02.01.05 18 Aug 04 02.10.02 18 Aug 04
02.01.06 18 Aug 04 02.10.03 18 Aug 04
02.01.07 18 Aug 04 02.10.04 18 Aug 04
02.01.08 18 Aug 04 02.11.01 18 Aug 04
02.02.01 18 Aug 04 02.11.02 18 Aug 04
02.02.02 18 Aug 04 02.12.01 18 Aug 04
02.02.03 18 Aug 04 02.12.02 18 Aug 04
02.02.04 18 Aug 04 02.13.01 18 Aug 04
02.03.01 18 Aug 04 02.13.02 18 Aug 04
02.03.02 18 Aug 04 02.13.03 18 Aug 04
02.03.03 18 Aug 04 02.13.04 18 Aug 04
02.03.04 18 Aug 04 02.13.05 18 Aug 04
02.04.01 18 Aug 04 02.13.06 18 Aug 04
List of Effective Pages
00.02.02
23 J an 07 Rev 04

General

Page Date Page Date
02.14.01 18 Aug 04 02.17.10 18 Aug 04
02.14.02 18 Aug 04 02.17.11 18 Aug 04
02.15.01 23 J an 07 02.17.12 18 Aug 04
02.15.02 23 J an 07 02.17.13 18 Aug 04
02.15.03 23 J an 07 02.17.14 18 Aug 04
02.15.04 23 J an 07 02.17.15 18 Aug 04
02.15.05 23 J an 07 02.17.16 18 Aug 04
02.15.06 23 J an 07 02.17.17 18 Aug 04
02.16.01 18 Aug 04 02.17.18 18 Aug 04
02.16.02 18 Aug 04 02.17.19 18 Aug 04
02.16.03 18 Aug 04 02.17.20 18 Aug 04
02.16.04 18 Aug 04 02.17.21 18 Aug 04
02.17.01 18 Aug 04 02.17.22 18 Aug 04
02.17.02 18 Aug 04 03.01.01 18 Aug 04
02.17.03 18 Aug 04 03.01.02 18 Aug 04
02.17.04 18 Aug 04 03.01.03 18 Aug 04
02.17.05 18 Aug 04 03.01.04 18 Aug 04
02.17.06 18 Aug 04 03.01.05 18 Aug 04
02.17.07 18 Aug 04 03.01.06 20 J an 07
02.17.08 18 Aug 04
02.17.09 18 Aug 04

Table of Contents
01.00.01
General

Rev 00 18.Aug.04

Table of Contents................................................01.00.01

GM Flying Statement Letter................................01.01.01

Introduction.........................................................01.02.01

Flight Operation Quality policy Statement ..........01.03.01

IOE Check Airman Qualifications and Activity
Requirements......................................................01.04.01

IOE Training Process..........................................01.04.02

IOE Work Description.........................................01.04.03

Line Checks Qualifications and
Requirements......................................................01.05.01

Line Checks Process ..........................................01.05.02

Line Checks Work Description............................01.05.03

Flight Crew Evaluation Process..........................01.06.01

Flight Crew Evaluation Work Description...........01.06.02

Manual Amendments Request............................01.07.01

References..........................................................01.08.01
Table of Contents
01.00.02
18.Aug.04 Rev 00

General

INTENTIONALLY LEFT BLANK
GM Flying Statement
Letter
01.01.01
General

Rev 00 18.Aug.04

To : IOE and Line Check Airmen

Subject: Check Airman Guide

Date : 01 Rajab. 1425/ 17.Aug.04

I am extremely delighted to announce the release of the Check Airman
Guide (CAG) to all pertinent airmen.

Standardization is one of the most important aspects of flight operations
line training. IOE and Line Check Airmen play a key role in achieving and
maintaining high standards as well as in the commitment to the Flight
Operations Quality policy statement.

Chapter two of this manual (IOE Instructor Guide) was designed to be
effective in standardizing IOE Instructors / training and be certain that
pilots are trained in all areas needed for their new crew position at
certain level of proficiency. All fleets will now use the same IOE checklist.

It is recognized that different aircraft type may have specific training
areas (e.g., ETOPS, North Atlantic Operation etc.); the IOE Check
Airman should cover items applicable to the aircraft type.

Chapter three gives guidance to Line Check Airmen for conducting all
types of line checks and pilot evaluation.

This manual is a controlled document and is subject to improvement.
Should you have any questions about or recommendations to improve
the quality of this document, please do not hesitate to contact your Fleet
Manager.

Your constructive critique and valued suggestions are highly solicited.

Best Regards,

M. Fawzi Banaja
GM Flying
GM Flying Statement
Letter
01.01.02
18.Aug.04 Rev 00

General

Introduction
01.02.01
General

Rev 00 18.Aug.04

Introduction
This manual was designed to provide check airmen with guidance and
reference on how and what to cover during their assigned duties (Initial
Operating Experience and Line Checks).

Contents
The manual is divided into three chapters as follow:
Chapter one- General
This chapter contains general related information for use of
the management and Check Airmen.
Chapter Two- IOE instructor Guide
This chapter contains detailed guidance for the IOE Check
Airman that aid him administering the training.
Chapter Three- Line Check Airman Guide
This chapter contains guidance for the Line Check Airman
that aid him conducting different types of line checks.

Manual Custody
General Manager Flying has custody of this manual.

Manual Amendments
All manual holders can propose amendments to the Check Airman Guide
(CAG) by filling the manual amendment request (request sample
available at this chapter). The request should then be submitted to GM
flying office. The assigned person will review and evaluate the proposal
and coordinate as needed. If the request is accepted, it should be
passed to GM Flying for approval. If the request is denied, a denial
memo containing reasons should be sent to the originator.

Manual revision process
Revision process should be handled according to the Flight Operations
Quality Manual FOQM.

Manual Distribution list
Manual # Holder
1 VP Flt. Ops.
2 GM Flying
3 GM PSAA
4 GM FOSQA
5 AGM Flying
6 AGM L/A
7-13 All Fleet Managers
14-100 All Check Airmen
* * *
Introduction
01.02.02
18.Aug.04 Rev 00

General

Flight Operations
Quality Policy
Statement
01.03.01
General

Rev 00 18.Aug.04

FLIGHT OPERATIONS QUALITY POLICY STATEMENT

Flight Operations of Saudi Arabian Airlines is committed to supporting
the Marketing Division and other customers with flights; the product of
Flight Operations. All flights shall be operated according to established
procedures and controlled by an updated Quality Management System
based on the requirements of the authorities and customers needs. The
flights shall be operated to the highest quality expected, defined below
as:

SAFETY
Flights shall be operated with a Flight Safety Indicator of less
than 5.0

PUNCTUALITY
Flights shall be operated with an On Time Performance at least
98 %.

EFFICIENCY
Every effort shall be made to operate flights at an operating cost
(per block hour) not to exceed 98% of the figures established for
the preceding year.

The quality goals stated above shall be broken down to specific
objectives relating to each department under the control of Flight
Operations.

All personnel within Flight Operations are committed and encouraged to
achieve the quality goals as stated above through constant adherence to
Flight Operations Quality Manual and relevant rules and regulations.

VP Flight Operations

Talal H Ageel.
Flight Operations
Quality Policy
Statement
01.03.02
18.Aug.04 Rev 00

General

IOE Qualifications
and Requirements
01.04.01
General

Rev 00 18.Aug.04

Qualifications

IOE Check Airman qualification and training requirements are governed
by PCA/FAR 121.412 and 121.414.

The FOPM chapter two contains information on the IOE Check Airman
selection process, qualifications, and the training requirements.

Certification
Once all qualification requirements are met, the IOE Check Airman will
be scheduled for PCA observation ride during which the check airman
will administer IOE while being observed by a PCA inspector. If the
observation ride was satisfactory, the inspector will issue IOE Check
Airman Certification Letter.

Standardization
The FOPM requires that all IOE Check Airmen are standardized for their
assigned tasks. To fulfill this requirement, the following will apply:
1. IOE Check Airman must effectively use of the IOE Guide while
administering the training.
2. IOE Check Airman must attend the quarterly held IOE Check
Airmen standardization meetings (meetings must be minuted).
3. All IOE Check Airman will be periodically reviewed to ensure
compliance with required standards.

Check Airman- Currency requirements (Activity)

A minimum of 150 IOE hours (FOPM 02.02.34) are required annually for
the flight instructor to keep current. IOE check Airman must fill out and
submit the activity report. Failure to do so, may lead to suspension of the
IOE Check Airman status.

* * *
Line Check Airman
Qualification and
Requirements
01.04.02
18.Aug.04 Rev 00

General

Qualifications

Line Check Airman qualification and training requirements are governed by
PCA/FAR 121.411 and 121.413.

The FOPM chapter two contains information on the Line Check Airman selection
process and the training requirements. Check Airman and Instructor appointment
process is described in the Flying Department Office Procedures Manual.

Certification
Once all qualification requirements are met as described in the Line Instructor /
Check Airman Training work flow in the Flying Dept. Office Procedure Manual,
the Line Check Airman will be scheduled for PCA observation ride during which
the check airman will administer a Line Check while being observed by a PCA
inspector. If the observation ride was satisfactory, the inspector will issue Line
Check Airman Certification Letter.

Standardization
The FOPM requires that all IOE Check Airmen are standardized for their
assigned tasks. To fulfill this requirement, the following must apply:
1. Line Check Airman must effectively make use of the Check Guide while
administering Line Checks.
2. Line Check Airman must participate in the Line Check Airmen
standardization meeting held every six months and provide their
feedback concerning standard performance of line flight crew observed
by them.
3. All Line Check Airman activity will be periodically reviewed to ensure
compliance with required standards.

Check Airman- Currency requirements (Activity)

The minimum number of line checks required annually to keep current is
illustrated in the FOPM 02.02.34. The Line check Airman must fill out and submit
the activity report. Failure to do so, may lead to suspension of the Line Check
Airman status.
Line Instructor / check Airman Recurrent Qualification work flow is described in
the Flying Dept. Office Procedures and must be strictly followed in order to
maintain currency of qualification.

* * *

Manual Amendments
01.05.01
General

Rev 03 20 J an 07

Flying - Line Training Handbook Amendment Request

To : GM Flying

From :

Part to be changed:

Chapter_________________________ Pages____________________

J ustification (Reason for change):
1.______________________________________________________

2.______________________________________________________

3.______________________________________________________

(Additional pages may be attached if required)

Applicant is to attach copies of page(s) as follows:

1. Present page(s) from manual marked CURRENT

2. Page(s) with your suggested changes made marked PROPOSED

Applicants Name _______________Signature_____________Date___________

Proposal approved Proposal rejected

GM Flying

To: AGM Flying

Please revise the Flying - Line Training Handbook as follows:-

Bulletin Priority

Special instructions and remarks:
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________

Manual Amendments
01.05.02
18.Aug.04 Rev 00

General


References
01.06.01
General

Rev 03 20 J an 07

References

Quality Statement- Flight Operation Quality Manual FOQM

IOE Process (Flight Crew Line Training) -Flying Department Office
Procedures Manual

Line Check Process - Flying Department Office Procedures Manual

Flight Crew Evaluation Process - Flying Department Office Procedures
Manual

Line Instructors (IOE) / Line Check Airman Qualification Process
Flying Department Office Procedures Manual

Line Instructors (IOE) / Line Check Airman Recurrent / Re-
qualification:
Flying Department Office Procedures Manual

* * *

References
01.06.02
20- J an 03 Rev 03

General


Table of Contents
02.00.01
IOE Instructor
Guide

Rev 00 18.Aug.04

Table of Contents
Table of Contents .......................................................02.00.01

1.0 IOE General

1.1 Introduction.................................................... 02.01.01
1.2 IOE End-Level Proficiency............................02.01.02
1.3 Definitions......................................................02.01.0 2
1.4 Sectors Requirements...................................02.01.02
1.5 IOE Syllabus..................................................02.01.02
1.6 Licenses ........................................................ 02.01.05
1.7 Manuals.........................................................02.01.0 6
1.8 Instructor/ Student Relationship....................02.01.0 6
1.9 Instructor Rules of Conduct...........................02.01.06
1.10 Role of the trainee.........................................02.01.08

2.0 IOE General Briefings

2.1 Standard Operating Procedures SOPs .........02.02.01
2.2 Flight Operations Policy Manual FOPM........02.02.01
2.3 Sterile Cockpit ...............................................02.02.01
2.4 Positive aircraft control ..................................02.02.02
2.5 Crewmember Conduct...................................02.02.02
2.6 Outside vigilance...........................................02.02.02
2.7 Crew Resource Management CRM..............02.02.02
2.8 Situational Awareness...................................02.02.03
2.9 Crew Monitoring and Crosscheck................. 02.02.03
2.10 Altitude Awareness........................................02.02.04
2.11 PIC/SIC Qualification.....................................02.02.04


3.1 Flight Documents...........................................02.03.01
3.2 Dispatch briefing Procedures ........................02.03.02
3.3 Fuel planning and policies.............................02.03.03
3.4 Company Procedures and Weather
Requirements ................................................02.03.03
3.5 Planned Takeoff Weight................................02.03.03
3.6 Cabin Crew Briefing.......................................02.03.04
Table of Contents
02.00.02
18.Aug.04 Rev 00

IOE Instructor
Guide

4.0 Pre-Departure

4.1 Time Management......................................... 02.04.01
4.2 Aircraft Dimensions .......................................02.04.01
4.3 Emergency Equipment and Evacuation
Procedures .................................................... 02.04.02
4.4 Flying Equipment and Manuals..................... 02.04.02
4.5 Aircraft Logbooks...........................................02.04.02
4.6 Exterior Preflight............................................02.04.04
4.7 MEL/CDL.......................................................02.04.04
4.8 Cockpit Security and General Check............02.04.05
4.9 Cockpit Setup, Checklist and T/O Briefing....02.04.06
4.10 Radios Setup and Utilization......................... 02.04.06
4.11 ATC Clearance and Procedures ................... 02.04.07
4.12 Load Sheet.................................................... 02.04.07
4.13 T/O Performance Data Calculation...............02.04.08


5.1 Engine Start and Pushback Procedures .......02.05.01
5.2 Breakaway Thrust..........................................02.05.01
5.3 Taxiing and Taxi Checklist ............................ 02.05.01
5.4 Exterior Lights................................................02.05.0 3
5.5 Cockpit Instrument Lights.............................. 02.05.03
5.6 Parking Brakes .............................................. 02.05.03
5.7 Hot/Cold Weather Consideration...................02.05.03
5.9 Runway Change............................................02.05.04
5.10 Special Engine-out Procedures.....................02.05.04
5.11 Communication..............................................02.05.04
5.12 Airport Markings ............................................02.05.05


6.1 Maximum Thrust vs. Reduced Thrust
Takeoff and Policies...................................... 02.06.01
6.2 Clear Final Approach and Runway................02.06.01
6.3 Exterior Light Usage......................................02.06.01
6.4 Runway Alignment.........................................02.06.0 1
6.5 Setting Takeoff Thrust...................................02.06.01
Table of Contents
02.00.03
IOE Instructor
Guide

Rev 00 18.Aug.04

6.6 Rejected Takeoff during IOE and
Consideration................................................02.06.02
6.7 Directional Control during Takeoff.................02.060.2
6.8 Takeoff Rotation............................................02.06.02
6.9 Normal and Alternate Noise Abatement
Takeoff...........................................................02.06.02
6.10 Early/Low Altitude Level off...........................02.06.02
6.11 Wind shear ....................................................02.06.02
6.11 Weather Radar..............................................02.06.03
6.12 ATC Wake Turbulence Separation
Requirements ................................................ 02.06.03
6.13 Climb..............................................................02.06.04

7.0 Cruise

7.1 On schedule Arrivals .....................................02.07.01
7.2 Aircraft Trim...................................................02.07.01
7.3 Cruise Altitude and Speed Selection.............02.07.01
7.4 RVSM Operation...........................................02.07.0 2
7.5 ETOPS ..........................................................02.07.02
7.6 Fuel Consumption and Fuel Monitor.............02.07.02
7.7 High Speed/ Low Speed Buffet Protection....02.07.02
7.8 Cruise Performance Charts...........................02.07.02
7.9 One Engine inoperative Descent-
Drift down......................................................02.07.03
710 J eppesen Manual ..........................................02.07.03
7.11 Diversion........................................................02.07.03
7.12 Malfunctions Coordination with MCC............ 02.07.04

8.0 Holding

8.1 Holding Speed Limits and Control.................02.08.01
8.2 Fuel Conservation during Holding.................02.08.01
8.3 Holding in Icing Conditions............................ 02.08.01


9.1 Approach and Landing Briefing.....................02.09.01
9.2 Descent Profile Planning and Control ...........02.09.01
9.3 ATC Altitude and Speed Restrictions............02.09.02
Table of Contents
02.00.04
18.Aug.04 Rev 00

IOE Instructor
Guide

9.4 Descent and Approach Callouts....................02.09.02
9.5 Stabilized Approach.......................................02.09.02
9.6 ILS Approach Procedures .............................02.09.02
9.7 Non-Precession Approach Procedures.........02.09.0 3
9.8 Auto-coupled Approach and Auto-Land........02.09.03
9. 9 Visual Approach Procedures.........................02.09.03
9.10 EGPWS Activation.........................................02.09.04
9.11 Wake Turbulence Separation
Requirements during Landing.......................02.09.0 4
9.12 Missed Approach Procedures .......................02.09.04
9.13 Operation at Uncontrolled Airports................ 02.09.04

10.0 Landing

10.1 Callouts..........................................................02.10.01
10.2 Landing Profile...............................................02.10.01
10.3 Ground Spoilers, Reverse Thrust and
wheel Braking................................................02.10.03
10.4 Windshield Wipers use..................................02.10.03
10.5 Windshear during Approach and Landing.....02.10.03

11.0 After Landing
11.1 Runway Turnoff .............................................02.11.01
11.2 Taxi in............................................................ 02.11.01
11.3 Brakes Temperature Monitor......................... 02.11.01
11.4 Marshalling Signals and Gate Arrival ............ 02.11.02


12.1 shutdown and disembark ..............................02.12.01
12.2 Post-Flight ACARS Message........................02.12.01
12.3 Aircraft Logbook and Faults Reporting..........02.12.01
12.4 Transit Flight Preparation..............................02.12.01
12.5 Flight Termination..........................................02.12.01

13.0 General

13.1 Use of Automation (A/P, FD and Auto
Throttles.........................................................02.13.01
13.2 Use of Navigation Aids..................................02.13.01
Table of Contents
02.00.05
IOE Instructor
Guide

Rev 00 18.Aug.04

13.3 Use of FMC/ RNAV ....................................... 02.13.01
13.4 TCAS ............................................................. 02.13.02
13.5 Use of Cockpit Checklists..............................02.13.03
13.6 Manual Flying................................................02.13.03
13.7 Technical Knowledge....................................02.13.03
13.8 A/C System Knowledge.................................02.13.04
13.9 QRH knowledge............................................02.13.04
13.10 J udgment and Aeronautical Decision
Making (ADM)................................................02.13.04
13.11 Command/ Leadership..................................02.13.05

14.0 IOE Debriefing

14.1 Technical Scale of the Flight.........................02.14.01
14.2 CRM Skills.....................................................02.14.01
14.3 Filling the Required Flight Operations
Report............................................................02.14.02

15.0 Pilot Operating Experience Record

15.1 IOE Form.......................................................02.15.01
15.2 Filling instructions..........................................02.15.03

16.0 IOE Syllabus / Checklist

16.1 Filling Instructions..........................................02.16.01
16.2 Form.............................................................. 02.16.03

17.0 Appendices

Appendix I (CRM) .......................................................02.17.01
Appendix II (Situational Awareness) .......................... 02.17.07
Appendix III (The Psychology of Learning)........... .....02.17.10

Table of Contents
02.00.06
18.Aug.04 Rev 00

IOE Instructor
Guide


IOE General
02.01.01
IOE Instructor
Guide

Rev 00 18.Aug.04

1.1 INTRODUCTION:

Initial Operating Experience (IOE) is a requirement administered to a
cadet pilot during line operation on an equipment type. The IOE
process starts after a cadet has satisfactorily completed all required
ground, simulator, flight training and checks demonstrating the
required proficiency level in operating the aircraft using normal,
abnormal and emergency procedures according to the approved
company standards.

IOE is a learning experience during which the trainee performance
should gradually improve from start level to the end-level proficiency.
The IOE check-airman should bear in mind that a typical learning
curve is at first rapid and then levels off. It may at some times fall
before once again progressing. The trainee should be given
measurable goals for each flight based on his previous performance.
The instructor should have in mind a level of proficiency expected by
the end of each flight. If the trainee is not meeting those
expectations, the instructor should then adjust his instructions as
needed to meet the trainee's performance level. If the instructor has
exhausted all his efforts over several sectors and the trainee is still
not meeting the expectations, the instructor should then seek
management help.

The purpose of this chapter is to provide the instructor with
information and guidance in conducting IOE training. The process
may be break down into three stages:

Stage one- to familiarize the trainee with line operation, aircraft
handling including automation, aircraft documents, and
communication skills.

Stages two- in this stage explore the trainee aircraft system
knowledge, abnormal and emergency knowledge, and decision
making skills.

Stage three- in this stage complete IOE training requirement and
fine-tune the trainee skills and knowledge toward the end-level
proficiency.

IOE General
02.01.02
30.Apr.05 Rev 01

IOE Instructor
Guide

1.2 IOE End-Level Proficiency:

1. is the ability of the trainee to conduct Line Operations in accordance with
the following approved/accepted documents:
1- FHB/FCOM FP&S and Procedures.
2- FOPM chapters Six, Seven, Eight, Ten, Eleven, Twelve and Thirteen.
3- Operations Specifications (Company Procedures).

2. is the ability of the trainee to maneuver the aircraft within following
tolerances during different phases of flight:

General: Take Off, Climb, Cruise, Descent & Initial Approach Phase
Altitude +100 ft, Heading +10 , IAS +10 / - 0., Course Track 1 dot

Final Approach Segment:

Maneuvers Altitude Heading IAS
Course
Track
Approach to Fix +100 ft +10 +10 kt 1 dot
Final Fix to DH/MDA +100 ft +10 +10/-0 kt dot
At DH / MDA +50 / - 0 ft +10 +10/-0 kt 0 dot
DME Arc Flying +/ - 1 Nautical Mile

3. In addition to the aforementioned training requirements, the following
airmanship fundamentals must be fostered to the trainee:

1. Flying Skills,
2. CRM Skills,
3. Knowledge,
4. Command and Leadership
5. J udgment and Aeronautical Decision Making (ADM)
6. Awareness of own limitations,
7. Liaison with Dispatch, ATC, Traffic, Maintenance personnel, and
crewmembers,
8. Cost effectiveness that is consistence with safety

1.3 Definitions:
Initial- crewmember not previously qualified in that crew position (initial
Capt., F/O)
Transition- crewmember previously qualified in that crew position on
different A/C type.
Upgrade F/O current on an A/C type to be qualified as Captain on
same A/C type.

IOE General
02.01.03
IOE Instructor
Guide

Rev 05 07.J un.08

1.4 Sectors Requirements(*):

IOE Captain FO (**)
Initial 120 Sectors Maximum 100 Sectors Maximum
Transition 50 Sectors Maximum 60 Sectors Maximum

(*) Due to possible changes of IOE sectors requirement, always x-check
the FOTM for latest update.
(**) PM (Pilot Monitoring): at least 20% of training sectors flown and
PF (Pilot Flying) : at least 60% of training sectors flown
Note: Number of PM & PF training sectors flown shall be
indicated under remarks column on taining form.
(***) Upgrade to PIC shall be treated as Initial

1.5 IOE Syllabus:

GENERAL BRIEFINGS

* Standard Operating Procedures * Flight Operations Policy Manual
* Flight Operations Policy Manual * Sterile Cockpit
* Positive aircraft control * Crewmember Conduct
* Outside vigilance * CRM
* Situational Awareness * Crew Monitoring and Crosscheck
* Altitude awareness * PIC/SIC Qualification

FLIGHT PREPARATION

* Flight Documents * Dispatch self briefing Procedures
* Fuel planning and policies * Company Procedures
* Planned Takeoff Weight * Cabin Crew Briefing
* Time Management * Aircraft Dimensions
* Emergency Equipment * Flying Equipment and Manuals
* Aircraft Logbooks * MEL/CDL
* Exterior Preflight
* Cockpit Security and General Check
* Cockpit Setup and T/O Briefing * Radios Setup and Utilization
* ATC Clearance and Procedures * Load Sheet
* T/O Performance Data Calculation

START, TAXI, TAKEOFF AND CLIMB

* Engine Start, Pushback procedure * Breakaway Thrust
* Taxiing and Taxi Checklist * Exterior Lights
* Cockpit Instrument Lights * Parking Brakes
* Hot/Cold Weather Consideration * Shortened Runway
* Runway Change
IOE General
02.01.04
30.Apr.05 Rev 01

IOE Instructor
Guide

* Special Engine-out Procedures
* Communication
* Airport Markings
* Maximum Thrust T/O Policies
* Clear Final Approach and Runway
* Exterior Light Usage
* Runway Alignment
* Setting Takeoff Thrust
* Rejected Takeoff
* Directional Control during Takeoff
* Takeoff Rotation
* Noise Abatement Takeoff
* Early/Low Altitude Level off
* Wind shear during T/O
* Weather Radar
* Wake Turbulence Separation
* Climb

CRUISE, DESCENT, APPROACH, LANDING
* On schedule Arrivals
* Aircraft Trim
* Cruise Altitude/ Speed Selection
* RVSM Operation
* ETOPS
* Fuel Consumption/ Monitor
* High/Low Speed Buffet Protection
* Cruise Performance Chart
* Engine inoperative Descent- Drift down
* J eppesen Manual
* Diversions
* Malfunctions Coordination Maintenance Control Center (MCC)
* Holding Speed Limits and Control
* Fuel Conservation during holding
* Holding in Icing Conditions
* Approach and Landing Briefing
* Descent Profile Planning/ Control
* ATC Altitude/ Speed Restrictions
* Descent and Approach Callouts
* Stabilized Approach
* ILS Approach Procedures
* Non-Precession Approaches
* Auto-coupled Approach / Auto-Land
* Visual Approach Procedures

IOE General
02.01.05
IOE Instructor
Guide

Rev 00 18.Aug.04

* ILS Approach Procedures
* Non-Precession Approaches
* Auto-coupled Approach / Auto-Land
* Visual Approach Procedures
* GPWS Activation
* Wake Turbulence Separation
* Missed Approach Procedures
* Uncontrolled Airport
* landing Callouts
* Landing Profile
* Ground Spoilers, Reverse Thrust, and Brakes
* Windshield Wipers use
* Windshear during Approach / Landing
* Shortened Runway
* Runway Turnoff
* Taxi in
* Brakes Temperature Monitor
* Marshalling Signals/ Gate Arrival
* Shutdown and disembark
* Post-Flight ACARS Message
* Aircraft Logbook/ Faults Reporting
* Transit Flight Preparation
* Flight Termination

NAVIGATION
* Use of Automation
* Use of Navigation Aids
* FMC and RNAV

GENERAL
* TCAS
* Use of Cockpit Checklists
* Manual Flying
* Technical Knowledge
* Aircraft System Knowledge
* QRH knowledge
* Aeronautical Decision Making
* Command/ Leadership
* Filling the Required Reports

IOE General
02.01.06
18.Aug.04 Rev 00

IOE Instructor
Guide

1.6 Licenses
The instructor should check the trainee's FAA/PCA licenses and
medical certificate for validity; discrepancies should be reported to
the respective fleet Management at once.

1.7 Manuals
The instructor should check the trainee's required manuals. These
are controlling documents that must be maintained in an up-to-date
condition. Any discrepancies noted, should be corrected before the
start of training. Discuss the requirement to review and comply with
the latest bulletins.
1.8 Instructor/ Student Relationship
A good instructor/student relationship is the backbone of the learning
process. Flight instructor's duties include the ability to teach, advice,
coach, overprotect, encourage, praise, and support the student in
one of the most difficult teaching environments. The cockpit is a
tough classroom, and it takes a special personality to maintain self-
control particularly when the student repeatedly makes mistakes.

Instructor/student relationship requires progressive development and
an individual philosophy. It is the instructor's responsibility to
establish and maintain such a relationship.

Throughout the training process the student transitions from the start
level to the end level proficiency, the instructor must complement this
transition and evolve with the student.

The instructor should also be aware that getting too close to the
student (a developed natural bond that comes with many hours
shared) can harm the training. It is difficult to critique accurately and
objectively anyone with whom you have developed fondness (liking).

1.9 Instructor rules of conduct
1) The instructor is always in command of the aircraft. It is the
instructor's responsibility to ensure that this is clearly understood
by his initial captain trainee. The instructor should discuss
situations where final authority might become an issue,
especially situations of the flight's critical phases. All commands
of the instructor, concerning flight conduct, must be strictly and
promptly adhered to (i.e. stop the A/C, reject the T/O or landing,
miss approach etc) the reasons can be discussed afterwards.

IOE General
02.01.07
IOE Instructor
Guide

Rev 00 18.Aug.04

2) The instructor must observe the FOPM training policy (03.01.02)
and (02.02.32)
3) The instructor must bear in mind that review of Emergency and
Abnormal procedures is limited to discussion only (at least
workload phase i.e. ground time and cruise). Simulation of an
Emergency or Abnormal situation is prohibited.
4) The instructor will perform normal duties for the seat that he
occupies during training. He should provide the same support to
a trainee that he would for any other released pilot. They both
must work together as a flight crew team while also functioning in
the training environment (treks and/or intentional mistakes to
promote trainee awareness and x-check are not allowed).
5) The instructor should encourage an open and positive Crew
Resource Management (CRM) atmosphere.
6) The instructor should do his best to make the trainee feel at ease
and free to ask any question about the best way to accomplish a
task or how to handle a situation.
7) Due to inexperience, the trainee may fall behind normal
sequencing of events. He should be allowed time to adjust to the
events, however, safety of the flight should always be given the
priority.
8) The instructor should consider proximity to the ground and his
own limitations when deciding whether to intervene in the
situation or whether to take over the controls, the instructor must
not allow events to pass his limits nor he should stretch the limit.
9) Rather than lecturing the trainee, the instructor, should ask the
trainee questions that will steer him in the right direction to find
answers on his own.
10) The instructor should be sure the trainee knows where to look for
the answers to his questions. During discussions, the instructor
should refer him to the source documents FHB, FOPM, FARs,
J eppesens, etc.
11) The instructor should emphasize that all duties must be
performed according to Standard Operating Procedures (SOP)
as prescribed by the FHB and FOPM. Techniques must always
be pointed out.
12) The instructor will evaluate the trainee's performance and should
let him know how he is progressing.
13) The instructor should check off each item on the training
Checklist after it has been covered.
IOE General
02.01.08
18.Aug.04 Rev 00

IOE Instructor
Guide

14) As PIC the instructor will sign the flight dispatch release and the
A/C logbook, initial captain trainee will sign all other documents.
15) The instructor should plan an agenda for each day, braking down
the material which would be covered during training into
appropriate portions. The trainee should be given homework
assignment that will prepare him for the next day's flying and
discussion.
16) It is the instructor responsibility to inform the Fleet Manager if
there is a question as to the trainee ability to complete the
training on schedule.
17) The instructor should set high standards for the trainee through
his own example.

1.10 Role of the trainee
The trainee should be made aware that IOE is a learning experience
during which his performance should gradually improve to the end-
level proficiency. The trainee should feel free to ask the instructor
any question without concern that the lack of knowledge will become
the issue. The trainee should be prepared for each flight, including
any homework assignment. The initial Capt. Trainee, during IOE,
should make as many of the decisions as possible under the
supervision of his instructor.

* * *

IOE General Briefings
02.02.01
IOE Instructor
Guide

Rev 00 18.Aug.04

2.0 IOE General Briefings:

Brief the trainee on the following topics:

2.1 Standard Operating Procedures SOPs
Flight Deck Crew Standard Operating Procedures are universally
recognized as basic to safe aviation operation. Many aviation safety
organizations have cited non-compliance with established
procedures as contributing casual factor in aviation accidents. Flight
Safety Foundation (FSF) has concluded that airlines perform with
higher levels of safety when they establish and adhere to adequate
SOPs. The FAA has identified crewmembers understanding of the
reason for SOPs as key feature in SOPs effectiveness. The mission
of SOPs is to achieve consistently safe flight operations. Our
established procedures are prescribed in the FOPM, FHB and the
P&P manual. Good knowledge about established procedures is a
cornerstone in adhering to SOPs. The trainee must be briefed on
importance of adhering to established SOPs.

2.2 Flight Operations Policy Manual
The FOPM is a flight operation controlling document. The instructor
should emphasize the presence of valuable controlling information.
The instructor should review the FOPM index with the trainee and
show him how he can find information quickly. Special emphasis
should be given to the FOPM chapters 3, 4, 6, 7, 8, 11, 12 and 13.

2.3 Sterile Cockpit (FOPM 06.03.08)
The instructor must highlight to the trainee importance and
implementation of the Sterile Cockpit policy. The reason for this is
that talk unrelated to flight has been cited frequently as a contributing
factor in accidents and incidents during critical phases of flight.
Unnecessary distractions degrade situational awareness. The new
captain should be aware that if he breaks the Sterile Cockpit policy,
others might feel free to do so (the captain sets the example).
IOE instructions will at times require discussion during critical phases
of flight. This is classified as essential conversation. However, as
much as possible, the instructor and trainee should hold their
thoughts until a less critical time.

02.02.02
18.Aug.04 Rev 00

IOE Instructor
Guide

2.4 Positive aircraft control (FOPM 06.03.04)
There should never be any doubt about who is flying the airplane.
Instructors should avoid riding the controls as much as possible.
However, when the situation demands it, the instructor will
immediately take control of the airplane and the trainee will revert to
PNF duties. Transfer of controls should always be positively as
outlined by the FOPM.
Generally, before giving the controls to the other pilot, the PF should
review the present and desired flight parameters (i.e., airspeed,
altitude, navigation, configuration, intended course for WX deviation,
ATC restrictions, etc.).
Emphasize that regardless of automation engagement status, one
pilot must have full access to the flight controls and maintain
vigilance during flight, particularly when distractions arises in the
cockpit.

2.5 Crewmember Conduct and responsibilities (FOPM 03, 04, 06)
The instructor should review with his trainee all rules of conduct,
responsibilities and the crewmember general operating procedures
of the FOPM. These rules and procedures must be observed during
the training.

2.6 Outside vigilance (FOPM 06.03.17 "C")
The instructor should emphasize the sharp lookout during all ground
operation and heads-up flying as aid of collision avoidance,
particularly at low altitudes, terminal areas and uncontrolled
airspace. Pilots should maximize the use of visual references and
lookout for other airplanes and birds while in the terminal areas
(birds are see and avoid hazard, delay T/O or discontinue approach
as applicable). The use of autopilot in heavy traffic areas will allow
more outside vigilance.

2.7 Crew Resource Management CRM
Discuss and review CRM definition, mission, concept, and skills
(communication process and decision behavior, team building and
maintenance, workload management and situational awareness).

The instructor should emphasize the significance of clear open
cockpit communication, the value of making use of all available
resources (flight/cabin crewmembers, dispatch. maintenance, ATC,

02.02.03
IOE Instructor
Guide

Rev 00 18.Aug.04

DHD crewmembers, etc.), and the importance of workload
management.
Ensuring that the other crewmember is always in the loop is the
responsibility of both pilots. This would eliminate the possibility of
communication breakdown.
The instructor should highlight the importance of proper conflict
resolution that arises among crewmembers and crewmember/ other
personnel (avoid, smooth, compromise, solve problems while
maintain open communications).
Detailed information about CRM are available in the Flight
Operations CRM manual and in appendix I (chapter 17).

2.8 Situational Awareness (SA)
Discuss and review SA definition, how important is SA, how do we
recognized lost SA, what immediate actions should be taken in the
event of lost SA, and what can we do to improve individual SA.
Discuss how to manage distractions to maintain SA.
Refer to Appendix II (section 17) for more details.

2.9 Crew Monitoring and Crosscheck
Several studies of crew performance, incidents and accidents have
identified inadequate flight crew monitoring and cross-check as a
problem for aviation safety. Therefore, to ensure the highest level of
safety, each flight crewmember must carefully monitor the aircraft's
flight path and systems and actively cross-check the action of other
crewmember. Effective monitoring and cross-check can be the last
line of defense that prevent an accident because detecting an error
or unsafe situation may break the chain of events leading to an
accident. This monitoring function is always essential, and
particularly so during approach and landing when controlled flight
into terrain (CFIT) accidents are most common.

In light of the above the FAA has recommended conversion of the
term pilot not flying (PNF) to pilot monitoring (PM). The FAA has
identified Monitoring as primary responsibility of each crewmember.
The PF will monitor/control the aircraft, regardless of the level of
automation employed.
The PM will monitor the aircraft and actions of the PF.

02.02.04
18.Aug.04 Rev 00

IOE Instructor
Guide

The instructor should brief the trainee of the above and should
highlight the key role of cross-check and monitoring throughout all
phases of the flight, particularly the cross-check of critical flight crew
actions, including:
1. Configuration changes;
2. Heading, altitude, altimeter and airspeed (bug) settings;
3. Transfer of controls;
4. Changes to AFS/FMS and radio navigation aids during the
departure or approach phase;
5. Performance calculations, including AFS/FMS entries.

2.10 Altitude Awareness
Discuss the Altitude Alert system usage and the Altimeter setting
procedures for Transition Altitude and Transition Level including the
standard callouts.
To maintain positive altitude awareness, it is required that both pilots
physically point to the altitude window when pre-selecting a new
altitude.
Emphasize the use of the Radio Altimeter for reference of height
above ground during departure and approach (CFIT considerations).

2.11 PIC/SIC Qualification
Discuss with the captain trainee the following qualifications and
requirements:
Area, route, and Special Airports (qualifications are valid for 12
calendar months). Emphasize that pictorial briefing bulletin are
available at the Dispatch office for review.
High minimums captain restrictions and applicable minimums.
Restricted Captain and First Officer paring restrictions.

Discuss with the First Officer trainee the FOPM restrictions
applicable to restricted F/O (less than 100 hours)

* * *
Flight Preparation
02.03.01
IOE Instructor
Guide

Rev 00 18.Aug.04


Cover the following topics.

3.1 Flight documents
The instructor should discuss and explain the following items:
Required documents that should be carried in the airplane to
destination (FAR/PCA121.695)
Flight plan log & computer flight plan (CFP): Completion and
requirement. (FOPM)
Flight dispatch release: Requirement, types, transmission, parts,
validity, amendments, revalidation, expiration. (FOPM chapter
6&11)
ATC flight plan: Requirement, parts, copy possession, filing
procedures when applicable.
Weather reports: TAF, METAR, SPECI, SIGMET, AIRMET,
aerodrome warnings, wind shear warnings, runway EIGHT
FIGURE GROUP, significant wx. Chart, wind aloft chart and
weather satellite pictures. Discuss glossary, decoding, ensure
the trainee knows how to read these reports and determine
effects and considerations of such reports on the flight planning
(i.e. consultation of the significant WX chart may direct route
change to avoid hazardous weather, or increase the required
fuel due to weather deviation and icing conditions, or changing
the planned flight level to avoid turbulence etc.). Refer to the
meteorology chapter of the J eppesen manual for decoding.
NOTAMS: Decoding and influence ensure the trainee knows
how to read and determine effect and consideration of NOTAMS
on the flight planning and operation such as airport and runway
closure, shortened runway, inoperative NAV aids, taxi way
closure, reduced runway markings, bird's activity, company
instructions, MEL amendments etc. Also ensure the trainee
knows how to relate NOTAMS information to published company
procedures (i.e. referral to FOPM chapter 11 when NAV aids are
declared out of service etc.)
Load Sheet (manifest): Requirement (FAR/PCA 121.693 and
FOPM 06.03.09), types (computerized, manual, ACARS
transmitted), data verification including CG statues versus the
approved limits particularly when using a manual trim sheet. Also
discuss relation of the computed T/O stabilizer trim and CG
Flight Preparation
02.03.02
18.Aug.04 Rev 00

IOE Instructor
Guide

position (low stab. trim setting indicates an aft CG which would
increase the risk of tail strike if over-rotation took place during
T/O).
A/C ground security check form: Requirements, verification, form
possession prior to passenger boarding.
J et Fuel Load and Service Record: Requirement, purpose, fuel
load and distribution verification procedures. Also discuss
handling of an out of tolerance condition including application of
MEL on the defected fuel quantity indicator if applicable. (refer to
FOPM 06.03.05 and 13.03.02)
General Declaration (GD): Requirement, verification and
possession prior to departure.
Special Load Notification (NOTOC): Requirement, verification,
restrictions as outlined in the Special Load section of the
company procedures and SLM crew handling checklist.
ASR report: filling and submission requirement.
Crew report: filling and submission requirement

3.2 Dispatch briefing Procedures
Emphasize that review and assessment of all contents of the flight
envelop is required.
It is recommended to conduct the review in the following order:
1. Consult the wind aloft and significant weather chart.
2. Review departure, destination, and alternates airport actual and
forecast weather reports.
3. Review all known MELs and determine effect on planning (if
any).
4. Review NOTAMS update and summary (departure, destination,
alternate, and FIRs). Determine effect on planning.
5. Review the ATC Flight Plan (routing and altitude).
6. Verify CFP for correct data including fuel figures cross-check
versus the P&P manual.
7. Verify the fuel dispatch release for correct data including the
remarks section.
8. Review NOTOC and the applicable restrictions and handling
procedures of the carried Special Load (if any).
9. Sign the fuel dispatch release after all planning requirements are
met (safety and legality).
10. Locate aircraft position.
Flight Preparation
02.03.03
IOE Instructor
Guide

Rev 00 18.Aug.04

3.3- Fuel planning and policies
Discuss minimum required fuel and factors that should be
considered. Refer to FOPM and FAR/ PCA 121.639,645,647
(required fuel is fuel at brake release for T/O).
Discuss extra and tanker fuel policies. Refer to FOPM chapter
11.
Discuss taxi fuel requirement and considerations (standard figure
should be increased to allow for anticipated ground delays such
as dense traffic, single runway operation etc.)

3.4- Company Procedures and Weather Requirements
FARs requires certain weather conditions to exist before a flight can
be dispatch to destination or before an alternate can be listed in the
dispatch release (FAR 121.613, 615,625). Therefore, assessment of
the appropriate weather reports during flight planning must ensure
compliance.
Discuss and ensure that the trainee is familiar with all company
operating procedures, authorizations and limitations as outlined
in the J eppesen manual. Flight planning must observe these
requirements (i .e. flight should not be planned to a destination
that is forecasting freezing rain at the ETA etc.)
Discuss company T/O, landing and alternate weather minimums,
ensure that the trainee is able to determine the minimum
required visibility and ceiling for each sector and compares it to
the appropriate weather reports or forecasts (give an example for
situations when minimums are not published). Also discuss
destination additional alternate requirement (FAR 121.619) and
T/O alternate requirement and considerations.
Review the airports table section and ensure the trainee is able
to define regular, alternate, provisional, enrout alternate airports.
Discuss how this table be checked to determine applicable
airport restrictions (day/VMC and other restrictions).

3.5- Planned Takeoff Weight
Discuss the dispatch release planned takeoff weight (FOPM
11.04.09) and all factors affecting these weights (atmospheric
factors such as low QNH, runway contamination, temperature
inversion, critical temperature at destination and wet dispatch /
operational factors such as maximum structural, MEL /CDL penalties
and shortened runways etc.)
Flight Preparation
02.03.04
18.Aug.04 Rev 00

IOE Instructor
Guide

3.6- Cabin Crew Briefing
Discuss briefing items outlined by the FOPM 06.01.00

* * *

Pre-Departure
02.04.01
IOE Instructor
Guide

Rev 00 18.Aug.04

4.0- Pre-Departure
Cover the following topics:

4.1- Time Management
Trainee should always keep track of the time and be aware of
the scheduled departure time so as not to fall behind and then
be rushed. The instructor should particularly stress with a new
captain the fact that he needs to develop a sense when to run
checklists and conduct briefings in order to be ready for on-time
departure. The FOPM requires pilots to be at the aircraft at least
30 minutes prior to departure. Newly trained pilots may need
more time than required by the FOPM to accomplish their
preflight work, the instructor should consider that, and plan to be
at the aircraft the earliest possible. Pilots should also plan extra
time for known or anticipated time consuming contingencies
affecting the preflight such as pre-existing MEL/CDL that has
long "O" procedures or adverse weather conditions such as
icing, low visibility etc.

4.2- Aircraft Dimensions
The instructor should show the trainee how to adjust his seat for
flight using the eye locator and seat adjustment placards. The
instructor should show the student the location of things relative to
his adjusted seat position. The trainee should observe as the
instructor positions himself outside the aircraft where the trainee can
see him directly in front of the nose of the aircraft, the main landing
gear, engines and wingtips .
The location of the nose gear should be pointed out in relation to the
pilot's seat from both outside the aircraft and from inside the
cockpit. The instructor should discuss the use of the cockpit sliding
window and putting head out to look for wingtip when conditions
dedicate such as fog accumulation on the side windows or when
wingtip clearance is in doubt.
Discuss the location and the use of the landing, taxi and other
outside illumination lights of the aircraft. Have the trainee position
himself in front of the air craft and observe each light switched on the
off. All of the above tips would help CM1 maneuvering the aircraft
during all ground operation including runway alignment, and aid both
pilots in ensuring aircraft and wingtip clearance during taxi
particularly in congested areas.
Pre-Departure
02.04.02
18.Aug.04 Rev 00

IOE Instructor
Guide

4.3- Emergency Equipment and Evacuation Procedures
The instructor should review with the trainee in detail the emergency
equipment and evacuation procedures prior to the first sector of IOE.
The instructor is to ensure that the trainee is familiar of how to
operate all doors, emergency exits, windows, and emergency
equipment of the flight deck.
Go over the emergency passenger evacuation checklist and the
emergency landing/ditching crew duty chart. Discuss the PIC lead
role in directing emergency egress, the duty would fall to the SIC
should the PIC be incapacitated during an emergency.

4.4- Flying Equipment and Manuals
The FOPM requires pilots to carry certain equipment and manuals;
the instructor should ensure that his trainee has all required
equipment and up-to-date manuals, including current revisions and
bulletins. The instructor should mention that while in-flight, pilots
should not revise manuals or read material not directly related to the
flight. The First Officer trainee should be encouraged to review the
Introduction section of the J eppesen Manual.

4.5- Aircraft Logbooks
The instructor should ensure that the trainee is familiar with logbooks
contents and handling procedures as outlined in the FOPM chapter
13.

Emphasize that the captain and the First Officer must review the
aircraft technical logbook to determine the technical statues of the
aircraft.

The review should include the following:
Correct aircraft registration.
The briefing card for existing MEL/CDL and any restrictions.
The hold item list for the number of held items.
The hold items slips (should match what is in the list) for fault
description, and if it was held properly, and if the system is
required to be operative for the type of operation to be
conducted (such as RVSM, RNAV, over water operation
equipment etc.).
Presence of any open item on the last log page,
Declaration of airworthiness release (AWR) should be signed
in the last complaint entry that was actioned.
Pre-Departure
02.04.03
IOE Instructor
Guide

Rev 00 18.Aug.04

Review the previous log entries to determine aircraft faults
history.

Technical Services has total responsibility for routine checks,
however, the FOPM states that any discrepancies regarding these
checks (such as ISC, W/A) noted by the flight crew should be
brought to their attention.

It is mandatory that the aircraft logbook be onboard before leaving
the gate. Don't depart the gate if there are any open logbook items,
including info entries. The flight crew must check to see that the
open items are properly signed off including the AWR as applicable.

Inoperative equipment and instruments can be held inoperative
against the MEL when listed, missing panels or parts of the aircraft
exterior can be held against the CDL when listed, dents and
damages of the fuselage can be held after inspection against
maintenance approved structure repair manual (SRM). Discuss any
other approved deferral references (i.e. engineering authorizations).

Faults found during the preflight should be called to the attention of
maintenance department immediately in order to avoid delays.
Thereafter write up should be entered in the logbook including the
time.

Discuss Aircraft Logbook entries with the new captains emphasize
the importance of ensuring that the write-ups are as clear and
specific as possible, any step that was conducted by the crew to
recover the system should be included in the write-up. This can help
maintenance in the troubleshooting.

Emphasize that if an item is deferred, it should not be used.
Therefore, if the autopilot has been deferred- "autopilot works okay"
is an inappropriate logbook entry and should be corrected.

Discuss with the trainee the procedures of reviewing the Aircraft
Performance logbook (registration, Max thrust record, and previous
flight PIC signature), talk about required procedures for handling
non-signed performance log book. Review log book filling
instructions.

Pre-Departure
02.04.04
18.Aug.04 Rev 00

IOE Instructor
Guide

4.6- Exterior Preflight
The exterior preflight is described in details in the FHB and should be
conducted accordingly. The instructor should accompany his
captain trainee on the initial walk around (W/A) and his First Officer
trainee on the transit W/A at least once during IOE. The PIC is solely
responsible for the safe operation of the aircraft, and that certainly
include the preflight. The instructor should emphasizes that the
purpose of the W/A is to fined out what is wrong with the aircraft and
ensure that it is in safe condition and ready for flight. In order not to
miss any part of the W/A inspection, the instructor should stress the
use of the FHB recommend W/A schematic. During W/A special
attention should be given to the detection of bird strikes and fuselage
skin wrinkles. If the aircraft hasn't been flown for a few days, check
for any signs of bird nests or the presences of mice.

4.7- MEL/CDL
Discuss and review the following items:
The FAA MMEL preamble (contents and requirements).
The MEL introduction section including MEL Definitions,
Weight Reductions, Dispatch Fuel Penalty, and Speed
Calculation.
Discuss the CDL introduction including general limitations,
weight reductions, speed calculation, and dispatch fuel
penalty.
Discuss the FOPM (chapter six) MEL handling procedures.
The trainee should be given home assignment prior to
discussion.

Discuss how MEL items can be searched in the manual using the
EIS/MEL cross reference list for faults combined by EIS messages or
using the MEL ATA table of contents for non EIS message faults, the
CDL can be searched through its table of contents.

Discuss how known MEL/CDL items should be checked at dispatch
briefing for the purpose of planning and at the cockpit for the purpose
of complying with MEL remarks and exceptions including the
operating procedures "O".

Pre-Departure
02.04.05
IOE Instructor
Guide

Rev 00 18.Aug.04

Emphasize that the accomplishment of the "O" and/or performance
calculation should be performed on a read and do bases. Some MEL
items have in-flight "O" procedures.

The flight crew should check all known MEL items for repair intervals
validity.

Discuss the requirement for the PIC to ensure that flight is not
dispatched or released until all requirements of the "O" and "M"
procedures have been met. If the MEL/CDL specifies that
Maintenance must collar a circuit breaker or place instructions
placard (such as do not occupy or do not use placards) near the
affected system switch or equipment, the flight crew should check to
ensure compliance. Compliance verification of other "M" procedures
(outside the cockpit) can be achieved by ensuring proper signoff (If
the "M" requires a valve to be manually secured close, then the
logbook should reflect that). AWR declaration is due after all.

Emphasize that the PIC has the final authority over accepting or
rejecting MEL application after ensuring safety and legality.

If a MEL item considers a subsystem inoperative or refers to another
item, the "M" and "O" (if any) for the referred item are due.

The instructor should emphasize the fact that multiple MEL/CDL
items in different systems could cause a no-dispatch situation.
Discuss any specific problem MEL item (MEL item that might cause
confusion).

Give an example and workout takeoff performance calculations
applying MEL/CDL penalties.

Any MEL encountered and not included in the dispatch fuel release
must be relayed to the dispatcher.

4.8- Cockpit Security and General Check
Early during the preflight, the trainee should be encouraged to
screen the cockpit, as security measures, for the presence of any
foreign objects.

Pre-Departure
02.04.06
18.Aug.04 Rev 00

IOE Instructor
Guide

The FOPM calls crewmembers to be in the lookout for any
maintenance in progress as they approach the aircraft. They should
check for "Do not operate" tags.

It is important to check the cockpit windshields and windows for
cleanness, cracks, delaminating and bubbles, any discrepancies
noted, should be reported immediately. It is also important to check
fuel, oil, hydraulic quantities and the statues page for obvious faults
early in the preflight since the sooner a shortage or a fault is
detected and reported, the less likely it will cause a delay.

4.9- Cockpit Setup, Checklist and T/O Briefing
The instructor should emphasize that cockpit preparation should be
conducted in accordance with the FHB preflight panel flow pattern to
ensure that everything gets done systematically. The trainee should
be able to return to the pattern when distractions take him out of the
flow.

No pilot should ever rely solely on an INS, FMS or GPS for
navigation. The trainee should be required to have necessary carts
and maps, including the airport diagram, organized and readily
available for reference.

The trainee should also be required, early in the setup, to listen to
the ATIS or coordinate with the control tower to obtain latest weather
conditions, active runway for departure and any special instructions.

All required actions and flow patterns should be completed before
performing the checklist. The instructor should emphasize that a
checklist should be completed without interruption.

The trainee should perform the cockpit takeoff briefing as outlined in
the FHB and the FOPM. The instructor should highlight the
importance of the briefing in ensuring that both pilots are in the loop
for the forthcoming flight critical phase. Briefing should address use
of automation.

4.10- Radios setup and Utilization
The instructor should teach the trainee how radios are normally
setup and used for ATC and for company communications. Ensure
Pre-Departure
02.04.07
IOE Instructor
Guide

Rev 00 18.Aug.04

that the trainee is thoroughly familiar with the operation of the Audio
Control Panel (ACP).

Discuss different methods used to contact ATC and company -VHF,
HF, ACARS, SAT. Review with the trainee the communication
section of the J eppesen Manual and show him how frequencies,
SITA addresses and telephone numbers are obtained. Discuss all
required company reports.

The instructor should show the trainee how to use HF radios
including the initiation of the SELCAL check (consider fueling factor).

4.11- ATC Clearance and Procedures
Discuss the ATC clearance components and ATC handling
procedures of the FOPM chapter 6. Discuss the requirement that two
crewmembers must monitor ATC clearances.

After the ATC departure clearance is received, wrote down and red
back, CM1 should repeat it aloud and CM2 should confirm that he
has stated it correctly. CM2 should then set the squawk in the
transponder, the applicable navigation radio frequencies and courses
(if not already set) and the clearance limiting altitude (the lowest
altitude restriction of the clearance) in the altitude pr-select/alert
window. Thereafter CM1 should cross-check that all items are set
correctly, the cross-check must include the FMC routing and altitude
versus the clearance.

Review ATC engine start procedures and requirements (slot time,
pushback etc.) that are available in the airport diagram.

The instructor and his trainee should together review the ATC
section table of contents in the jeppesen manual and show him how
valuable information on various ATC procedures can be obtained
(RVSM, RNAV, and Mach Technique etc.) The trainee should be
encouraged to spend some time reading in this section.

4.12- Load Sheet
The instructor should review with the new captain the procedures for
loadsheet acceptance process (EDP, ACARS transmitted and
manual load / trim sheet).

Pre-Departure
02.04.08
18.Aug.04 Rev 00

IOE Instructor
Guide

It is mandatory to verify the correct data including the load sheet
preparing agent signature, the departure / arrival airport, the flight
number, the aircraft registration, the operating crew count and the
takeoff fuel figure. A decoded load sheet sample is available in the
FOPM for reference.

Discuss the FOPM load sheet last minute change (LMC) matrix
including when a new load is required and the requirements before
signing the load sheet (flight acceptance).

4.13 T/O Performance Data Calculation
The T/O performance data should be calculated in accordance with
the planning& performance manual, the instructor should emphasize
that the FOPM requires CM1 to cross-check the T/O data card for
valid data.

The instructor should discuss with trainee the different takeoff flap
setting for best runway performance, best climb performance, and
best setting recommended for possible windshear encounter.
Consider A/C gross weight, runway length, obstacle clearance and
pressure altitude. Discuss the P&P runway notes when applicable.

Second crewmembers must always cross-check the manually
computed V- speeds or the FMC generated V- speeds for correct
FMC crew inputs (temperature, slope, and wind). The computed
stabilizer trim setting should also be cross-checked.

* * *
Engine Start,
Pushback and Taxi
02.05.01
IOE Instructor
Guide

Rev 00 18.Aug.04


Ensure the trainee is familiar with the FHB and FOPM operating
procedures for engine start, pushback and taxi. The before start
checklist must be completed entirely prior to engine start.

5.1 Engine Start Consideration and Pushback Procedures
The instructor and trainee should review engine automatic and
manual engine start procedures, engine abnormal starts and
limitations.

Discuss standard phraseology for talking with the ground mechanic.
Discuss communication with ground crew via hand signals if
interphone or ground headset is inoperative.

Earlier coordination with the mechanic may resolve issues (such as
MEL procedures interaction, special start or pushback procedures)
that might cause problems later. Talk about when to release the
mechanic to disconnect his headset, how to obtain the all clear
signal and when to salute the mechanic.

Discuss considerations for delayed engine start and when to start the
other engine (fuel factor). Review procedures for starting the engines
when the APU is not available using external pneumatic and cross-
bleed start considerations. Discuss when to command the mechanic
to disconnect the applicable external equipments.

Discuss the pushback procedures and when to accomplish the after
start flow and checklist, discussion should include the differences in
procedures between self maneuvering block- out and pushback.

5.2 Breakaway Thrust
Discuss the maximum thrust to get the aircraft rolling and
considerations to minimize the effect of jet blast in congested areas.
Talk about the functional check of the nose steering and the brakes
during the initial phase of taxi.

5.3 Taxiing and Taxi Checklist
Engine Start,
Pushback and Taxi
02.05.02
18.Aug.04 Rev 00

IOE Instructor
Guide

Aircraft taxi is governed by the FOPM and the FHB. The instructor
should ensure that the trainee is familiar with all published taxi
procedures, taxi speed limitations (dry, contaminated, 90 degrees
turn), the airport markings and the airport diagram charts legend.

If ever in doubt of ATC instructions, aircraft location or local
instructions stop and ask for assistance. CM1 should always
verbalize hold short instructions and CM2 should confirm that.
As preventive measures of runway incursion, never enter or cross an
active runway unless positive of clearance to do so.

The instructor should discuss how aircraft geometry affects taxing
the aircraft, including sharp turns, the minimum width of pavement
required and techniques for a 180 degree turn. Discuss how to plan
and judge turns to keep the main gear on the pavement.

Talk about nose gear steering operation including avoiding jerky
nose gear movements by smoothly moving the steering when
entering and departing turns.

The instructor should encourage the captain trainee to have his F/O
back him up on the brakes and be prepared to stop the aircraft,
particularly in congested ramps. When wingtip clearance is in doubt
the aircraft should be stopped, assistance of wing-walkers should be
obtained.

Discuss consideration of heat buildup in tires during taxi, heat is
directly related to distance traveled. Proper braking technique and
thrust management will decrease brake temperature and increase
brakes effectiveness in RTO's (do not ride the brakes).

Discuss consideration of FOD ingestion during taxi, especially when
higher than idle thrust is used, pilots should be in the lookout for
FOD during taxi.

Discuss the control of taxi speed, maximum limit speed can be used
safely on long isolated taxiways and lower speeds should be used
where traffic is heavy, slippery conditions and at congested areas.
Talk about the relation of the taxi speed and the radius of turn, a
Engine Start,
Pushback and Taxi
02.05.03
IOE Instructor
Guide

Rev 00 18.Aug.04

larger radius of turn allows increased speed while a smaller radius of
turn requires slower taxi speed.

The aircraft should be slowed prior to beginning a turn so that brakes
are not needed during turns. If braking becomes necessary during a
turn, ensure that the inside brake is not locked.

The captain should not command flap extension nor call for the taxi
checklist until clear of congested ramps (CM1 and CM2 should
maintain sharp look out at congested ramps).

5.4 Exterior Lights
Discuss which lights to be used for best vision when taxing straight
ahead and during turns. Discussion should include which lights to
illuminate when cleared to taxi into position and hold. Talk about
courtesy to pilots operating other aircraft when using lights.

5.5 Cockpit Instrument Lights
Discuss the best way to setup the cockpit instrument lights at night,
initial adjustment should be made before engine start with the dome
light turned off. The lighting intensity can be further refined after
taxing a way from the lighted ramp area.
Each pilot should control his own set of flight instrument lights; other
lights should be adjusted by agreement to suit the PF.

5.6 Parking Brakes
Emphasize that the captain should usually set the parking brake
whenever the aircraft is stopped during taxiing.

5.7 Hot/Cold Weather Consideration
Review limitation and requirements for operations during hot or cold
weather (FHB).

Discuss deicing, holdover times, criteria requiring the use of engine
anti-ice (on the ground and in-flight), engine run-up prior to takeoff in
icing conditions, any in-flight minimum thrust setting while using
engine anti-ice and the use of wing and tail deice, as applicable.

Discuss techniques for determining when airframe icing is occurring.
Consider when to use airfoil deice. Discuss window heat and
windshield wiper use.
Engine Start,
Pushback and Taxi
02.05.04
18.Aug.04 Rev 00

IOE Instructor
Guide

Discuss performance restrictions for takeoff on wet or contaminated
runway conditions.

5.8 Shortened Runway
Discuss the FOPM shortened runway and temporary obstructions
handling procedures. Discuss shortened runway MTTL charts data
verification.

5.9 Runway Changes
Discuss the requirement to check aircraft takeoff performance
capability if there is a last minute runway change. Different runway
lengths or obstacles may change the max T/O weight, takeoff flaps
setting, V-speeds and stabilizer setting (T/O card must be
recalculated).

Runway change will require changes in FMC, AFS control panel, and
MFRA as applicable. New briefing should include SID, expected
taxiways and engine out procedures (if applicable).

5.10 Special Engine-out Procedures
Special engine out procedures should be reviewed during the takeoff
briefing; both pilots should have the chart readily available during
takeoff. Briefing should include required changes to the instrument or
navigation radio setup and the designated pilot to make the changes
(PNF).

The trainee should be aware that the procedure is tailored
individually by the company and the ATC does not have the
J eppesen chart. If the procedure is to be carried out, ATC should be
informed of the intentions as soon as practical.

Highlight the benefit of referring to this chart when planning a
possible missed approach when operating with an engine inoperative
(missed approach procedures are based on two engines).

5.11 Communication
The instructor should emphasize the importance of the
communication clarity, which can be achieved by the proper use of
the cockpit mikes and the use of correct radio phraseology.

Engine Start,
Pushback and Taxi
02.05.05
IOE Instructor
Guide

Rev 00 18.Aug.04

The PNF normally handles the communications. When the trainee is
the PNF, the instructor should pay special attention to the trainee
radio communications.

After a clearance is received, the PNF should read it back to ATC.
The PF should then repeat it loud across the cockpit so that the PNF
can verify that he has stated it correctly.

If there is any doubt about a clearance, ATC should be contacted for
clarification. Any change to the routing should be written down on the
flight log.

Discuss deferent methods to communicate with the cabin crew (PA,
interphone, signals and headset).

5.12 Airport Markings
Discuss ILS, runway hold short markings and different airport
markings and signs (refer to J eppesen).
Review low-visibility taxi procedures if applicable.

* * *

Engine Start,
Pushback and Taxi
02.05.06
18.Aug.04 Rev 00

IOE Instructor
Guide

Takeoff and Climb
02.06.01
IOE Instructor
Guide

Rev 00 18.Aug.04



6.1 Maximum Thrust vs. Reduced Thrust Takeoff and Policies
Discuss the flex thrust policy and considerations. Discuss conditions
requires the use of maximum thrust for takeoff including the thirty
days and the filling of the max thrust record.

Talk about advantages of reduced thrust takeoff. Prolonged engine
life and reduced maintenance costs (economic advantage), reduced
likelihood of engine failure when thrust is reduced from takeoff
setting to climb setting because of the smaller amount of thrust
reduction (operational advantage).

6.2 Clear Final Approach and Runway
Emphasize the necessity for pilots to check and see that the final
approach is clear prior to entering the runway and that the runway is
clear prior to beginning takeoff roll (check also the presence of
birds).

6.3 Exterior Light Usage
Exterior lights should be illuminated at takeoff and remain on until the
after T/O checklist is completed. Reduced exterior lights should be
considered during IMC conditions (especially at night).

6.4 Runway Alignment
Discuss techniques for runway alignment ensuring that the aircraft is
properly aligned with the runway center line prior to takeoff. Discuss
the need not to waste any of the available runway length as this will
adversely affect takeoff performance (T/O run, accelerated stop
distances).
Discuss rolling takeoff versus static takeoff; rolling takeoff should be
encouraged to save time and potential FOD ingestion.

6.5 Setting Takeoff Thrust
Emphasize that parking brakes should be released before applying
takeoff thrust. Discuss the procedures for setting takeoff thrust
including the requirement to have engines spooled up symmetrically
prior to the engagement of auto throttles or manually advancing the
Takeoff and Climb
02.06.02
18.Aug.04 Rev 00

IOE Instructor
Guide

thrust levers to takeoff thrust setting. Emphasize that the PNF
(before calling thrust set) should ensure engine thrust stabilized at
target. Discuss handling of auto throttles abnormalities during
takeoff.

6.6 Rejected Takeoff during IOE
The instructor has sole authority of commanding a rejected takeoff
during IOE. The instructor must brief the captain trainee as exactly
how he wants an RTO handled. There should be no doubt about who
does what during an RTO.
It is important to advise the Control Tower as soon as possible if an
RTO occurs.

6.7 Directional Control during Takeoff
Discuss directional control initially using the tiller and then using the
rudder pedals (when rudder becomes effective), including transfer of
control from Captain to First Officer (PF). Discuss appropriate control
inputs during a crosswind takeoff.

6.8 Takeoff Rotation
Discuss proper rotation rate and procedures to ensure that the
aircraft meets obstacle clearance performance criteria and to prevent
tail strikes. Tail strike hazard during takeoff can happen when the
rotation is early or too fast. Discuss tail clearance during rotation at
deferent flaps settings (larger flaps settings provide additional tail
clearance).

6.9 Normal and Alternate Noise Abatement Takeoff
Discuss procedure A and procedure B noise abatement takeoffs
(refer to J eppesen). The requirement for noise abatement
procedures is listed at the airport diagram or in separate chart. The
trainee should practice the noise abatement procedures at least
once during IOE.

6.10 Early/Low Altitude Level Off
Review aircraft control, thrust control, and A/P F/D procedures to
accelerate and clean up the aircraft properly and avoid altitude
overshoot when assigned altitude after takeoff is within two thousand
feet of field elevation.

6.11 Wind shear
Takeoff and Climb
02.06.03
IOE Instructor
Guide

Rev 00 18.Aug.04

Discuss assessment of field weather conditions for detecting
presence of wind shear (T/O and landing) including the use of the
Predictive Wind-Shear system. The first line of defense against W/S
is avoidance. Hold on the ground, if necessary, until the
thunderstorm has passed away from the airport.

Discuss procedures for handling the activation of PWS and WAGS
including the escape maneuvers using automatic guidance. Cover
situations when these systems are inoperative.

6.12 Weather Radar
Make the trainee aware that the radar function test during preflight
only checks its software. Operational check is recommended prior to
T/O (tilt as needed to get some echo return for at least one full
sweep). Discuss the best technique to utilize the radar throughout
the flight.

If there is weather activity, the departure route should be checked
with radar before starting takeoff roll (coordinate with the Control
Tower to line up and wait). Ask ATC to report its weather radar
picture (if available) and for report of aircraft that departed
previously, after assessment, coordinate with ATC and request the
desire routing that will avoid the threat area (surrounding terrain
clearance must be considered). Proper tilt and range radar settings
are key factors in weather radar use and weather avoidance.
Takeoff, Approach, and landing should be delayed if thunderstorms
are in the vicinity of the airfield. Discuss the FOPM chapter 7
(weather considerations and guidelines for T/O, enrout, approach,
and landing).

The trainee, during IOE, should practice radar usage as conditions
permit.

Discuss procedures and requirements for dispatch with an
inoperative radar and failure of radar while in-flight.

6.13 ATC Wake Turbulence Separation Requirements
ATC wake turbulence separation for takeoff can be determined by
either time or distance. ATC usually uses the distance frame and
may clear an aircraft for takeoff behind a jet aircraft before the time
limit has expired provided the distance requirement is met (faster
Takeoff and Climb
02.06.04
18.Aug.04 Rev 00

IOE Instructor
Guide

aircraft covers distance sooner). If the pilot determines that the full
time limit of separation is necessary, he should inform the Control
Tower before crossing the runway hold line (as this may affect the
flow of inbound traffic on single runway operation).

The minimum ATC wake turbulence separations requirement for T/O
is as follows:
Two minutes or 4 nm for a heavy aircraft (over 255,000 lb)
behind a heavy aircraft.
Two minutes or 5 nm for a large aircraft (41,000 lb to 255,000 lb)
behind heavy A/C.

6.14 Climb
Discuss climb, cruise climb and step climb procedures, as
applicable. Review procedures normally accomplished when
climbing through 10.000 feet, passing Transition Level (TL) and at
Top of Climb (TOC), review should include the required standard
callouts.

Discuss procedures for heavy weight climb when clean maneuvering
speed is grater than 250 knots. Discuss speed limits at terminal
areas and below 10,000 feet. If required to level off at 10,000 feet
while waiting for further climb, airplane may legally be accelerated to
normal climb speed (ETA consideration). The 250 knots limit applies
only below 10,000 feet (consideration should be given to any speed
restrictions for the retractable landing lights).

* * *

Cruise
02.07.01
IOE Instructor
Guide

Rev 01 30.Apr.05

7.0 Cruise Cover the following topics:

7.1 On Time Arrivals
Discuss on time arrival challenge that is consistent with safety.
Encourage the trainee to develop a habit of checking the ETA to
destination after airborne (at reasonable time). Make the trainee
aware that the schedule block time is based on selected climb,
cruise and descent speeds, any unjustifiable deviation from the
planned speed will harm the schedule integrity. If the flight will arrive
late, pilots should make every reasonable effort (consistent with
safety) to makeup the lost time. If possible, attempt to arrive within
five minutes of schedule.

7.2 Aircraft Trim
In order to achieve best performance it is necessary that the aircraft
is properly trimmed prior to Autopilot engagement, however if the
Autopilot was engaged sooner after takeoff pilots should (at
reasonable time) be in the look for out of trim condition. This can be
indicated by noticeable pitch oscillation or Autopilot holding a wing
down while flying straight ahead. If necessary, the aircraft should be
trimmed at the top of climb, after cruise thrust has been set.

Before beginning to trim the aircraft, disengage the Autopilot, ensure
engines are producing thrust evenly, ensure the fuel tanks are
properly balanced and set all trim indexes to zero.

After the elevator is trimmed, the rudder should be trimmed (if
needed) until the heading does not drift when the wings are level.
Then the ailerons should be trimmed to zero aileron pressure with
wings level.

7.3 Cruise Altitude and Speed Selection
Review procedures for selecting the cruise altitude and cruise speed.
Discuss the benefit of flying as close as possible to optimum altitude
while considering flight mileage and unfavorable wind or weather
conditions. Discuss the FMC computed optimum and maximum
altitudes and their guaranteed "g" protection (normally 1.3 g when
actually flying at these altitude). Depending on actual flight
conditions, if additional margin is required, consider speed and/or
altitude reduction.
Planed cruise speed should always be flown except when
circumstances dictate lower speed (ATC restrictions, turbulence) or
higher speed (ATC restrictions) after consulting Vmo / Mmo and high
speed mach buffet. Discuss the turbulence speed margin in relation
to altitude.

Cruise
02.07.02
30 Apr 05 Rev 01

IOE Instructor
Guide

7.4 Long Range Navigation (LRN)
As applicable discuss functions and navigation procedures of Long
Range Navigation Systems which would include RNAV, Inertial
Navigation System (INS), Flight Management System (FMS), Global
Navigation Satellite System or Global Positioning System (GPS)
and/or a navigation system using one or more Inertial Reference
System (IRS) or any other sensor system to meet IFR oceanic,
enroute, terminal and Non-Precision Approach requirement.
Review instructions on monitoring Navigation Performance,
Navigation accuracy check after prolonged flying and verifying
present position and applicable normal and non-normal procedures.

7.5 RVSM Operation
Discuss RVSM description and requirements including area of
application, certification, aircraft equipment requirement, ICAO Flight
Plan (RVSM approval code), Organized Track System (OTS), and
standard communication / position reporting procedures. Review the
RVSM company procedures including MEL, preflight, in-flight,
contingency, and post flight.

7.6 MNPS Operation
As applicable, discuss MNPS (Minimum Navigation Performance
Specification) description and requirements including area of
application, certification, aircraft equipment requirement (MASPS-
Minimum Aircraft System Performance Specification), ICAO Flight
Plan (MNPS approval code), Organized Track System (OTS),
transponder operation and standard communication / position
reporting procedures, special routes for use within MNPS airspace
with less than acceptable MNPS long range navigation equipment.
Review the NAT company procedures including MEL, preflight, in-
flight, contingency, and post flight.

7.7 RNP Operation
As applicable, discuss RNP (Required Navigation Performance)
description and classifications, area of application, minimum
equipment requirement for operation conducted in RNP airspace, in
flight normal RNP procedures, position updating time limits and
contingencies, Importance of monitoring navigation accuracy
especially on aircraft with FMS not capable of displaying RNP status
and areas where no radio update is available.

7.8 ETOPS
As applicable, discuss the requirements and company procedures
for ETOPS operation including dispatch, CFP, preflight, MEL, in-
Cruise
02.07.03
IOE Instructor
Guide

Rev 01 30.Apr.05

flight, ETOPS alternate airport weather monitoring, and contingency.
Refer to FHB and J eppesen manual.

7.9 Monitoring Fuel Consumption and Fuel Remaining
The trainee should be aware of the importance of keeping the CFP
or flight log current. Fuel remaining and ATA should be recorded and
compared to the CFP estimated figures for each waypoint. If (due to
lower altitude/speed restriction or un-forecasted weather conditions,
but not fuel leak) the fuel statues falls significantly behind the CFP,
proper coordination with ATC and the dispatcher is required.
Emphasize that the PIC is required to land at destination or at the
nearest suitable airport with the minimum approved fuel quantity
(alternate plus reserve) or thirty minutes, which ever is grater.

7.10 High Speed/ Low Speed Buffet Protection
Discuss the low speed high speed buffet charts. Emphasize that
these charts are based on 1.3 "g" protection. Additional "g"
protection may be required in turbulent conditions. Highlight relation
of these speed and the FMS generated max/ min speeds.

The trainee should practice charts use.

7.11 Cruise Performance Charts
Review the cruise performance section of the QRH or the Planning
and Performance manual. Compare obtained charts data to the FMC
computed performance altitudes. Discuss the method of computing
ISA deviation.

7.12 One Engine inoperative Descent- Drift down
Review the One Engine inoperative Descent- Drift down procedures
including the one engine inoperative performance charts of the P&P
manual.

Like any emergency, if an engine becomes inoperative at cruise, rule
number one is to fly the aircraft (the designated pilot should trim the
aircraft properly and utilize the Autopilot). Maximum Continuous
Thrust (MCT) must be set. Appropriate Memory Item and Emergency
Checklist must be completed. Intention should be communicated
with ATC.

Discuss the FMC Engine Out Cruise feature. Engine Out (E/O) mode
is approved for coupled VNAV operation; however the performance
predictions are advisory only and should be crosschecked.

7.13 J eppesen Manual
Cruise
02.07.04
30 Apr 05 Rev 01

IOE Instructor
Guide

Explain that this manual is classified as an operational manual (a
control document) containing operational procedures. Discuss use of
the enroute chart and chart glossary. Go over indices of the enroute,
ATC and emergency sections of the manual (ATC procedures,
communication failure, hijack, intercept etc.) and ensure that the
trainee is able to obtain information on his own.

7.14 Diversion
Diversion from intended destination may be required for deferent
reasons (Emergency/abnormal checklist requirement, FOPM
requirement, weather conditions, company operational requirement,
PIC considerations, seriously sick/ injured passenger needing
hospital care etc.).

Emphasize that except in an emergency, diversion is a procedure
that must be handled through the joint authority of the captain and
the dispatcher. In case of diversion, the flight dispatcher should be
contacted. After coordination, the dispatcher shall provide fuel
information, weather reports, airport NOTAMS and any information of
a concern. Dispatcher should coordinate with maintenance to secure
technical support upon arrival. Diversion to the nominated
destination alternate does not need a fuel release; however the
dispatcher should be informed.

Discuss procedures of setting up the FMC for diversion.

7.15 Malfunction Coordination with Maintenance Control Center
(MCC)
The FOPM emergency guidelines require that pilots, time permitting,
contact MCC to keep them informed of aircraft technical status.
Accordingly logbook write-ups should be relayed to maintenance
giving relevant FIRM codes as soon as possible prior to descent
and/or landing.

If a malfunction is encountered in-flight, MCC (when contacted) may
be able to provide assistance that would guide the flight crew for
appropriate actions and decision making after applicable procedures
published in the Flight Hand Book have been accomplished. It must
be emphasized that MCC consultation is advisory and the final
authority over the flight operation remains with the PIC.

If a diversion is necessary due to technical reasons, MCC should be
involved in decision making as they are responsible for providing
spare parts and qualified staff to fix the problem upon arrival.

* * *
Holding
02.08.01
IOE Instructor
Guide

Rev 00 18.Aug.04

8.0 Holding


8.1 Holding Speed Limits and Control
Discuss the FP&S holding procedures. Review the Saudi Arabia
holding speed limit table including the timing of hold pattern. Show
the trainee how holding speed limits for other countries can be
searched. Emphasize that hold speeds are maximum limits, ATC
may grant higher holding speed if needed due to operational
requirement.

Discuss Speed control for holding; slow down within three minutes of
the holding fix in order to cross the fix at or below the maximum
holding speed.

Review the FMC holding procedures including hold available; expect
further clearance (EFC) and diversion to alternate. Have the trainee
practice FMC holding (holding performance predictions are
advisory).

8.2 Fuel Conservation during Holding
Discuss considerations to conserve fuel when a hold is planned.
Always hold clean if possible and select the best altitude, consider
reducing airspeed to LRC while still enroute if there is a known
holding delay situation at the destination airport.

8.3 Holding in Icing Conditions
Holding in icing conditions is not recommended; coordinate an
altitude change with ATC to get out of icing conditions.

* * *
Holding
02.08.02
18.Aug.04 Rev 00

IOE Instructor
Guide

Descent and
Approach
02.09.01
IOE Instructor
Guide

Rev 00 18.Aug.04



9.1 Approach and Landing Briefing
Highlight the reason behind briefing. Review the FHB and FOPM
approach and landing briefing procedures. Emphasize that briefing
does not relief the pilots from flying, monitoring the aircraft and
maintaining a listening watch of ATC. Briefing should be completed
at cruise before descent whenever possible in order to reduce
distractions during descent and terminal area. For very short sectors,
it maybe advisable to review the anticipated approach on ground at
departure airport.

Briefing should include CM1 intended runway turnoff, NOTAMS
consideration, performance restrictions (Critical Temperature, Quick
Turn Around considerations, and runway conditions). When
applicable, briefing should include Icing conditions consideration and
field Convective activity.

If landing on wet or contaminated runway, briefing should include
runway deposits limitations, hydroplaning and braking action
consideration and requirement.

Approach setups should include altimeter bugs, navigation
frequencies, courses, Markers and FMC altitude and/ or airspeed
restrictions.

When the F/O is PF, CM1 should brief when he plans to take control
of the aircraft after landing. F/O trainee should be allowed at least
once during IOE to slow the aircraft to taxi speed so that he can
develop a feel of wheel braking.

9.2 Descent Profile Planning and Control
Review the FHB descent planning procedures. Discuss different
consideration and techniques to plan FMC descent profile (overhead,
arcing, straight in and vectors). Discuss the affect of wind, un-
planned speed reductions and the use of anti-ice on the descent
profile. Review distance required to slow down to 250 knots.

Descent and
Approach
02.09.02
18.Aug.04 Rev 00

IOE Instructor
Guide

Once executed, the planned descent profile should be monitored for
deviation (long and low). Discuss different methods for correcting
profile deviation (use of speed brakes, configuration and thrust) to
increase/ decrease the rate of descent.
At least once during IOE, have the trainee practice manual descent
profile calculation using the "3 to 1" rule of thumb and its factors
(VNAV maybe inoperative per MEL).

9.3 ATC Altitude and Speed Restrictions
Review any altitude and/ or speed restrictions published in the
terminal chart for the intended airport.

Discuss situations when ATC requires an early descent, before the
TOD, the minimum descent rate of 500 fpm may not meet ATC
requirement. Consider descending at 1,000 fpm until the idle descent
profile is met, this will meet ATC requirement and conserve fuel.
Have trainee practice the FMC "Descend Now" feature.

9.4 Descent and Approach Callouts
Review the FOPM and FHB descent and approach progress
(precession, non-precession, autoland) standard callouts, including
those required on final approach for abnormal deviations in sink rate,
airspeed and glide slope. Discuss Transition Level procedures.
Review procedures for modifying ACARS ETA message.

9.5 Stabilized Approach
Emphasize that Stabilized Approach procedures and rules were
designed to act as safeguard against un-safe landings. Discuss in
details the FOPM Stabilized Approach criteria.

Highlight that, Stabilized Approach criteria must be established at the
applicable height (1,000 feet or 500 feet HAT) and maintained till
near the touchdown point where the landing maneuver begins.

Emphasize that pilots should plan to go-around on every approach;
change the plan to land when visual or when circumstances permit in
low visibility operations only if stabilized.

9.6 ILS Approach Procedures
Review the FP&S, FOPM ILS approach procedures and the
minimums requirement. Discuss the requirement for properly
Descent and
Approach
02.09.03
IOE Instructor
Guide

Rev 00 18.Aug.04

identifying the applicable approach navigation aids (code, flags,
DME), early detection of inoperative components can help
establishing alternate plan sooner.

Review the affect of low visibility (less than 1200) including approach
and runway lighting system requirement. Discuss the Special
Approach and Landing Authorization procedures.
Emphasize proper coordination with ATC to prevent a rushed
approach while being vectored for ILS.

9.7 Non-Precession Approach Procedures
Precession approaches are preferred and should be planed when
available. Review the FP&S, FOPM non-precession approach
procedures and the minimums requirement. It is recommended to
use a constant angle and descent rate inside the FAF to eliminate
the possibility of de-stabilize approach.

Some non-precession approaches are special (requires steep
descend or has step down altitudes that put the aircraft slightly
above normal path angle which would require higher than normal
sink rate), when planned, nature of these approaches should be
briefed during the landing briefing. Briefing should include the
maximum allowable sink rate, consideration of stabilize approach
and landing within the touchdown zone (rather than target).
Stabilized approach rules are due for all approach types.

9.8 Auto-coupled Approach and Auto-Land
Review the Auto-Land system and procedures including
abnormalities. Have the trainee practice an Automatic Landing at
least once during IOE.

9.9 Visual Approach Procedures
Review the FP&S and FOPM visual approach procedures. Highlight
that, visual approaches can be difficult if not planned and handled
properly.

Discuss the descent planning for visual approach; utilizing the FMC
to reference the landing runway is an excellent technique for visual
approach planning. The secret of flying a good visual approach is
accurate descent planning and early corrections to altitude and
speed.
Descent and
Approach
02.09.04
18.Aug.04 Rev 00

IOE Instructor
Guide

Emphasize that, if the descent profile does not result in a stabilized
visual approach by 500 feet HAT, then a missed approach must be
executed.

If ATC issue a visual approach behind preceding traffic, it is the pilot
responsibility to maintain adequate separation, which increases the
visual approach workload.

It may be wise for a pilot to reject a visual approach and request
instrument approach if he is not familiar with an airport or in case of
two adjacent airports with same runway alignment.

9.10 GPWS Activation
Review procedures to follow in the event of activation of each mode
of the GPWS during day/ night and VMC/IMC. (CFIT consideration).

9.11 Wake Turbulence Separation Requirements during Landing
Discuss considerations of Wake Turbulence during landing. Normally
ATC will provide a minimum separation as follows:
* 4 nm for heavy aircraft behind another heavy aircraft.
* 5 nm for large aircraft behind a heavy aircraft.
* 3 nm for large aircraft behind another large aircraft.
Emphasize that the above figures are minimums, while being
vectored pilots should maintain awareness of the preceding traffic
and adjust the airspeed or coordinate with ATC as needed to
maintain the minimum separation requirement.

9.12 Missed Approach Procedures
Discuss considerations to execute a missed approach and review
the procedures for flying a missed approach. Emphasize prompt
adherence to instructor missed approach command.

9.13 Operation at Uncontrolled Airports TIBA
Review procedures for operating at uncontrolled airport. Emphasize
appropriate traffic separation and discuss proper technique (vertical
and/or lateral separation)
Discussion should include required broadcasts, canceling IFR flight
plan upon arrival (as applicable) and different methods to get
departure clearance (SATCOM, VHF, HF).
* * *
Landing
02.10.01
IOE Instructor
Guide

Rev 00 18.Aug.04

10.0 Landing


10.1 Callouts
Emphasize that both pilots must cross-check that the spoilers are
armed for landing

Review the PNF required callouts during landing ("backup for
automatic callouts"," No Spoilers", "Spoilers Extended", "abnormal
Reverse operation", "80 and 60 knots".

10.2 Landing Profile
Review the FHB landing procedures including landing on adverse
runway conditions.

The following can help the trainee resolving landing maneuver
difficulties:
Explaining to the trainee in advance about what to expect and
what to look for during each stage of the landing (runway
alignment, transition from approach to flare attitude, flare etc.)
can help him get the proper picture. Demonstration is an
effective training tool, talk about what is happening as it occurs
or as soon as possible later on.
Talk about the transition from instruments to visual and where to
look during final approach and when to change the focus point in
order to have perception for flare and touchdown.
Show the trainee the best technique to align on the runway
center line and give a picture of the center line referenced to his
seat position.
Discuss the change from approach to flare attitude,
approximately what height above the runway (depending on rate
of closure) to normally flare, and the proper height above the
runway to retard or allow the auto throttles retard to idle thrust.
Make the trainee aware of the tendency of the aircraft to rise
above glide slope/VASI due to ground effect (approximately 200
feet AGL).
Discuss effect of optical illusion (up-sloping/ down-sloping
runway) on approach and landing. An up-sloping runway will
make a normal glide path appear too high and therefore induce a
Landing
02.10.02
18.Aug.04 Rev 00

IOE Instructor
Guide

tendency to fly the approach below normal glide path or flare too
late. Opposite effect will be induced by a downhill slope. These
effects can be further complicated if the sloping is near the
approach end of the runway and the aircraft breaks out weather
phenomena at minimums, particularly on a non-precession
approach. Emphasize the use of VASI for glide path and the
radio altimeter automatic callouts for flare.
Explain runway width affect on flare (wide runway can induce
high flare and narrow runway can cause late flare. Radio altitude
callouts is good aid to overcome these effects.
Emphasize the importance of early corrections, correction at last
minute make landings more difficult.
Discuss different techniques for cross wind landing and the
recommended one. Emphasize importance to ensure landing
while wings are level and on center line. Make the trainee aware
that switching from a crab angle to cross -controls during flare
reduces lift, increase drag and may increase rate of descent.

The instructor must make sure that the trainee understands that a
go-around is required if the aircraft is not within the stabilized
approach criteria. Review the rejected landing consideration and
procedures.

Make sure that the trainee is familiar with the runway touchdown
zone and the fixed distance markings. Ensure he understands the
requirement to land within the touch down zone (while considering
runway conditions, runway available landing distance, runway slope,
aircraft weight and wind factor). Emphasize that landing at the 1,000-
1,500 fixed distance mark at the correct speed is more important
than a smooth touchdown.

Make the trainee aware of tail strike hazard (induced by high pitch
angle) by briefing the following factors:
Holding the aircraft off the runway in attempt to have smooth
landing (airspeed so low and nose pitch high).
An aircraft loaded with CG near the forward limit requires trim
(high stabilizer setting on final) that result in higher nose up
angle, as result aircraft tail gets closer to the runway during
landing. Premature speed depletion will have the same effect.
Landing
02.10.03
IOE Instructor
Guide

Rev 00 18.Aug.04

Destabilized approach resulting from non-precession or visual
approaches (high sink rate) leading to excessive pitch being
used to kill the higher than normal sink rate.
Holding the nose up after landing (aerodynamic braking),
emphasize to fly the nose gear onto the runway immediately
after main landing gear touch down. The stabilizer trim should
not be used during landing flare or after landing

The instructor should brief the trainee on how to recover or reject
from a bounced landing.

Discuss landing with no electronic vertical descent path assistance
(no glide slope, no VASI) due to last minute failure.

Discuss landing on slippery and contaminated runway (hydroplaning
factor).

The instructor must bear in mind that events during landing happen
too fast; he should promptly take control of aircraft if he sees an
unsafe situation developing. He should explain to the trainee the
reason of his action at reasonable time.

10.3 Ground Spoilers, Reverse Thrust and wheel Braking
Review the FHB procedures for proper use of spoilers, reverse
thrust, and wheel brakes. Talk about failure of the auto spoilers and
their manual use. Emphasize that spoilers and thrust reverse are
most effective at high speed; wheel braking is more effective at lower
speed.

Emphasize that the aircraft should be slowed down early prior to
reaching the slick area at the end of the landing roll (reverted rubber
buildup) especially when wet.

10.4 Windshield Wipers use
Before an approach in rain, locate the windshield wiper switch and
brief the PNF when to turn on the wipers and at what speed
(normally on command). Discuss cockpit noise and communication
difficulties induced by the windshield wiper.

10.5 Wind shear during Approach and Landing
Landing
02.10.04
18.Aug.04 Rev 00

IOE Instructor
Guide

Review the FHB procedures for wind shear encounters during
approach and landing. Review should include the PWS, WAGS and
escape maneuver.

Emphasize the need to report to ATC the encountered wind shear,
including proper terminology.

10.6 Shortened Landing Runway
Discuss the FOPM shortened runway procedures. Discuss how to
operate into runway that has been shortened from the approach end
and landing roll end.

Review the applicable Planning & performance landing charts.

* * *

After Landing
02.11.01
IOE Instructor
Guide

Rev 00 18.Aug.04

11.0 After Landing

Cover the following topics.

11.1 Runway Turnoff
Review with the trainee the airport diagram chart including runway
and taxiways symbols/legend, cautions and general notes, additional
runway information (usable lengths, width, approach light system,
runway and center line lights and markings, HST designation etc.),
refer him to J eppesen introduction section.

Emphasize that rapid deceleration may cause sensation of taxing at
much slower speed. Before initiating a turn off, the taxi speed
readout and clearance of the applicable taxiway should be checked.

Emphasize that when clearing the runway, the aircraft must be taxied
well clear of the runway (beyond the runway hold short) even if it was
necessary to enter and hold on the parallel taxiway awaiting taxi
instructions. Don't command after landing checklist until clear of the
runway.

11.2 Taxi in
Stress the importance of having the taxi chart in view after clearing
the runway. If in doubt of the received taxi instructions, seek ATC
assistance.

Emphasize that CM2 should monitor the taxi progress versus the
chart and coordinate with CM1 as needed. Encourage the captain
trainee to have the F/O back him up on the brakes particularly in
congested areas. Discuss consideration of delays encountered
during taxi in.

11.3 Brakes Temperature Monitor
Emphasize the importance of monitoring the brake temperature,
particularly in hot summer days and high elevation airports. Early
detection of hot brakes can aid in better handling of the situation,
especially when quick turn around is planned.
After Landing
02.11.02
18.Aug.04 Rev 00

IOE Instructor
Guide

11.4 Gate Arrival and Marshalling Signals
Review the FOPM gate arrival procedures including use of the
docking systems. Emphasize that CM1 should ensure the J et way is
parked properly before entering the gate.

Discuss with trainee the approved gate arrival marshaling signals
including the emergency stop signal.
Make the captain trainee aware that he may encounter non-standard
marshalling signal at stations manned by non-Saudia staff (charter
and VIP flights).

* * *

Shutdown and Secure
Checklists
02.12.01
IOE Instructor
Guide

Rev 00 18.Aug.04



12.1 shutdown and disembark
Emphasize that aircraft doors including cargo, should not be open
until the engines are shutdown and the secure checklist is
completed. Discuss procedures for shutdown with APU inoperative
(external power, external pneumatic, air-conditioning). Parking
brakes should be released as soon as possible after wheels are
shocked (brakes temperature and life consideration).

12.2 Post-Flight ACARS Message
Discuss the FHB procedures for sending Post-Flight ACARS
message. If the ACARS is inoperative, a voice arrival message is
required.

12.3 Aircraft Logbook and Faults Reporting
Discuss completion of the aircraft logbook; write-ups should be as
clear and specific as possible. Debrief maintenance personnel about
logbook statues as soon as possible.

12.4 Transit Flight Preparation
Review the FHB procedures for transit flight and preparation for
subsequent departure.
Emphasize importance of obtaining latest weather reports for
departure, destination and alternate airports. Inform FIC if fueling is
being conducted while passengers onboard.

12.5 Flight Termination
Review the FHB procedures for flight termination including situations
when passengers are remaining onboard.

Discuss requirement to transport the flight envelop (containing all
flight document including CFP) to the dispatch office.

* * *
Shutdown and Secure
Checklists
02.12.02
18.Aug.04 Rev 00

IOE Instructor
Guide

General
02.13.01
IOE Instructor
Guide

Rev 00 18.Aug.04

13.0 IOE General


13.1 Use of Automation (A/P, FD and Auto Throttles)
Ensure that the trainee demonstrate satisfactory level of auto flight
system knowledge. This should include limitations observance and
ability to utilize all AP/FD/AT modes properly. Explain and/or give
home assignment as needed.

Review the FHB auto flight use philosophy. Have the trainee practice
all auto flight modes during IOE.

Emphasize that trainee should include scanning of the FMA as part
of his normal instrument scan, especially when automation changes
occur (e.g. course changes, altitude level off, speed reduction etc.).

Make the trainee aware that if things get out of control and prompt
corrections is not possible, he should disconnect automation and
revert to manual control (particularly when close to the ground).
When under positive control engage and reprogram automation.

Discuss how to handle auto flight abnormalities encountered enroute
(failure of A/P, F/D, and A/T).

13.2 Use of Navigation Aids
Discuss the proper use of navigation aids including the requirement
to properly identify the applicable approach navigation aids.

Review the FOPM procedures for dispatch with inoperative
navigation aids.

13.3 Use of FMC and RNAV
Ensure that the trainee have satisfactory knowledge about the FMC
and is able to utilize all functions. Explain and/or give home
assignment as needed.

Make sure the trainee is aware of the FMC limitation and usage
philosophy. Have the trainee practice all functions of the FMC during
IOE.
General
02.13.02
18.Aug.04 Rev 00

IOE Instructor
Guide

Emphasize the requirement that both pilots must confirm all inputs
that effect vertical and lateral flight path changes before execution.

The following points can support proper use of FMC:
Before flight, the FMC route must be cross-checked against the
routing listed on the ATS Fight Plan release and the ATC
clearance. Also cross-check the defaulted RNP is equal or less
restrictive than the required.
When making FMC inputs, comply with following items in the
acronym CAMI:
Confirm inputs with the other pilot when airborne.
Activate the input.
Monitor to ensure the system perform as desired.
Intervene if necessary.
During high workload periods FMC inputs will be made by the
PNF, upon command of PF (high workload periods include flying
below 10,000 feet and when within 1000 feet of level off or
transition altitude).

Emphasize that the PIC is responsible for the aircraft navigation
regardless of method used, he should ensure and cross-check the
accuracy of the navigation system (the FMC unable RNP alert
message is acceptable method for monitoring the accuracy, however
the defaulted RNP figure must be cross-checked for being
appropriate particularly when manually altered).

Discuss the R-NAV operations including required equipments,
preflight, in-flight, post flight, and contingency procedures. Talk about
required navigation performance (RNP) requirements (updating
sources, time limits, equipments etc.) and how to handle FMC
abnormalities (unable RNP alert, single FMS operation, FMC update
etc.). Discussion should include RNAV MEL requirement and NON-
RVAV routes when applicable.

13.4 TCAS
Ensure that the trainee has satisfactory knowledge about the TCAS
system, including limitations, functional test, traffic symbols, Aura
Informational Messages, Aural corrective Resolution Advisories, and
Aural Increase or Reversal Resolution Advisories.

General
02.13.03
IOE Instructor
Guide

Rev 00 18.Aug.04

Discuss the required operational procedures when a TCAS Aural
Message (TA, RA, and increase or reversal RA) is generated.
Discussion should include the expected initial vertical speed
response time requirement for both RA's and increase or reversal
RA's.

Emphasize proper coordination with ATC when responding to a
TCAS- RA.

Discuss situations when the TCAS render inoperative during flight
(inform ATC, maintain sharp lookout for traffic particularly in terminal
areas, detect nearby traffic by listening carefully to ATC
communications).

13.5 Use of Cockpit Checklists
Review procedures of proper use of the cockpit checklist that is
outlined in the FHB including task sharing, philosophy, checklist
command, and checklist challenge and response technique.
Emphasize that checklist should not be interrupted or else should be
read again.

13.6 Manual Flying
Most of the auto flight system components are MEL items (aircraft
maybe dispatched with inoperative A/P, A/T etc.). The trainee should
be allowed to practice manual flying and manual thrust control.

The instructor should choose a reasonable time and conditions for
this practice (VMC conditions, non-heavy traffic terminal areas, no
flight abnormalities etc.).

The F/O trainee must be trained on both PF and PNF duties
sufficiently.

Emphasize smoothness of controls, proper aircraft trim, and proper
manual thrust control.

13.7 Technical Knowledge
A good technical knowledge is fundamental in building sound
airmanship. The instructor should endeavor to highlight technical
aspect of the aircraft to the trainee. System limitations and the
appropriate dispatch deviation (MEL) should be discussed
General
02.13.04
18.Aug.04 Rev 00

IOE Instructor
Guide

thoroughly. During exterior walk around reference should be made to
the criticality of the Configuration Deviation List (CDL). The effect of
environment i.e. metrological conditions and the aerodynamics
behavior of the aircraft should receive proper coverage.

13.8 A/C System Knowledge
Ensure that the trainee demonstrates satisfactory level of A/C
system knowledge. This can be determined by observing trainee
ability of operating all systems properly including knowledge of each
system cockpit switches, system limitations, and system abnormality
handling. Should the trainee encounter difficulty, the instructor shall
provide the necessary tutoring.

13.9 QRH knowledge
Review the FHB Emergency and Abnormal procedures introduction
and the QRH checklist philosophy. Ensure that the trainee is well
familiar with PF and PNF responsibilities for an Emergency and
Abnormal situation including proper crew coordination. The trainee
should be familiar with the QRH contents.

Review the EIS Warning and Alerting including alerts categories,
priorities, and inhibition. Discuss the alert rest procedures and the
proper call of the appropriate QRH checklist.

Emphasize that good knowledge of all Emergency and Abnormal
QRH procedures (including non-alerts) is a cornerstone for safe
flying and good judgment.

Review with trainee crucial Emergency and Abnormal procedures; in
particular time critical situations (engine, flight controls, landing gear,
and rapid depressurization). The review should include memory
Items and the most expeditious way to locate these procedures in
the QRH.

Most of QRH checklists have a conditional box followed by Yes or
No (decision tree), emphasize that proper investigation should be
carried out before determining which way to continue.
Review the FOPM Emergency guidelines chapter entirely
(particularly in-flight fire/smoke, bomb threat, hijack, pilot
incapacitation etc.) including the required notification.

General
02.13.05
IOE Instructor
Guide

Rev 00 18.Aug.04

13.10 J udgment and Aeronautical Decision Making (ADM)
Airmanship is the consistent use of good judgment and well
developed skills to accomplish flight objectives. J udgment is the
capstone of airmanship.
Definitions:
ADM- is a systematic approach to the mental process used by
aircraft pilots to consistently determine the best course of action in
response to a given set of circumstances.

J udgment- is the mental process of recognizing and analyzing all
pertinent information in a particular situation, a rational evaluation of
alternative actions in response to it, and a timely decision on which
action to take.

Poor judgment (PJ ) Chain- is a series of mistakes that may lead to
an accident or incident. Two basic principles generally associated
with the creation of a PJ chain are: (1) one bad decision often leads
to another; and (2) as a string of bad decisions grows, it reduces the
number of subsequent alternatives of continued safe flight. ADM is
intended to break the PJ chain before it can cause an accident or
incident.

Risk Management- is the part of the decision making process which
relies on Situational Awareness, problem recognition, and good
judgment to reduce risks associated with each flight.

The instructor should review with the trainee the decision making
process available in the Flight Operations CRM manual including the
risk assessment process.

A good tool to use in making good ADM is the Decide Model:
D- Detect the fact that change has occurred.
E- Estimate the need to counter or react to the change.
C- Chose a desirable outcome (in terms of success) for the flight.
I- Identify actions which could successfully control the change.
D- Take the necessary action.
E- Evaluate the effect(s) of the implemented action countering the
change.

13.11 Command/ Leadership
General
02.13.06
18.Aug.04 Rev 00

IOE Instructor
Guide

Discuss the PIC authority and responsibilities. Emphasize that the
captain should exercise his authority in a proficient manner that is
consistent with flight discipline and good airmanship.

General
02.13.07
IOE Instructor
Guide

Rev 00 18.Aug.04

A commander should:
Focus on what is right rather than who is right.
Set a role model to his team.
Strictly comply with policies and adhere to SOPs.
Communicate effectively.
Maintain open communication while solving conflicts with
others
Appropriately and clearly delegate tasks.
Encourage an open CRM atmosphere.
Direct when necessary.
Recognize that people make mistakes.
Adopt good cross-check technique.
Praise as needed.
Support.
Follow-up on his commands.

* * *

IOE Debriefing
02.14.01
IOE Instructor
Guide

Rev 00 18.Aug.04

14.0 IOE Debriefing

Proper debriefing is a powerful training tool, sometimes the trainee
may not absorb all what the instructor says during flight due to
student is overloaded by flying duty. Discussion of the trainee
difficulties after things have calmed down can provide better vision.
The instructor should take notes and use them for debriefing. A
recap of discussed topics should be considered.

14.1 Technical scale of the Flight
The instructor should review and discuss the student's performance
objectively. Well done things should be acknowledge along with
things that need improvement.

Praising the student for good performance is a powerful motivator.
Don't just accumulate a list of errors to discuss, offer corrective
techniques to his problems.

Discussion may reveal that the student may have had a different
perception than his instructor. He may have made a reasonable
decision based on what he saw; however, he may have not seen
something important that the instructor should point out for future
reference.
The instructor should give the student his perspective of the event
and how a task might have been handled differently to reach a better
result.

The trainee must be made aware of his over all progress. The
trainee should be given home assignment to correct a demonstrated
lack of knowledge.

14.2 CRM Skills
The instructor should include the trainee's CRM skills in debriefings.
Use examples of what took place during flight to highlight
deficiencies and offer techniques to overcome them.

Make the initial captain trainee aware of his role as the leader who
set the example for his crew.

IOE Debriefing
02.14.02
18.Aug.04 Rev 00

IOE Instructor
Guide

De-briefing should also include noted deficiencies of all general
briefing items (e.g., lack of monitoring& cross-check, deviation from
SOPs, brake of the sterile cockpit policy, etc.)

14.3 Filling the Required Flight Operation Reports
Discuss the requirement to fill and submit all applicable reports.
Special emphasize should be given to mandatory safety related
reports (ASR, Pilot use of Emergency Authority form etc,).
When in doubt about weather to file a report, the pilot should seek
management assistance.

* * *
Pilot Operating
Experience Record
02.15.01
IOE Instructor
Guide

Rev 04 23 J an 07

15.1- IOE Form
(Please note that this form is for guidance purpose only and shall
not be updated for use in line)

Pilot Operating
Experience Record
02.15.02
23 J an 07 Rev 04

IOE Instructor
Guide

Pilot Operating
Experience Record
02.15.03
IOE Instructor
Guide

Rev 04 23 J an 07

15.2 Filling Instructions for Qualification / IOE Check form
GENERAL:
1 - Each form covers all the sectors flown on a particular duty
assignment up to a maximum of four days.
2 - All dates are based on UTC.
3 - Black ball-point Pen must be used and any changes in the report
must be initialed.
4 IOE TRAINING GRADES:
The performance of a trainee is graded as per his progress
based on the experience level and total time in training.
" D" (Demonstration): shall be used to indicate that related item
was being demonstrated by the instructor.
S (Satisfactory): shall be used to indicate a satisfactory
performance.
" I" (Incomplete): shall be used to indicate that the training
progress is satisfactory, however additional practice is required
in order to achieve the required proficiency level. When using I,
the IOE Check Airman must provide explanation in the remarks
column describing the reason and requirement of additional
practice.
" U" (Unsatisfactory): shall be used to indicate that the training
progress is unsatisfactory such that any additional practice would
not improve the trainees performance to the required proficiency
level. When using U, the IOE Check Airman must provide
explanation in the remarks column describing the reason for the
unsatisfactory performance. The IOE Check Airman shall also
indicate the need for evaluation under Recommendation column.
5 LINE CHECK GRADES:
S (Satisfactory): shall be used to indicate a satisfactory
performance.
" I" (Incomplete): shall be used to indicate that the flight
crewmember is unable to demonstrate the required level of
proficiency for reasons beyond his control, such as weather /
technical / on board sickness etc. When using I, the Line Check
Airman must provide explanation in the remarks column
" U" (Unsatisfactory): shall be used to indicate that the flight
crewmembers performance is unsatisfactory. When using U,
the Line Check Airman must provide explanation in the remarks
column describing the reason for the unsatisfactory performance.
And this shall be considered as a failure.

Pilot Operating
Experience Record
02.15.04
23 J an 07 Rev 04

IOE Instructor
Guide

INSTRUCTIONS:

( A ) Captain - F/O
Cross the inapplicable position and
enter Crewmember name as it
appears on the PCA license.
( B ) PRN Enter Crewmember Payroll number.
( C ) A/C TYPE
Enter aircraft type ( B744 - B747 -
B777 - MD11 - A300 - MD90 )
( D )
Use OTHER box to indicate different
types and specify on the dashed line.
Place a mark in the appropriate box
to indicate the type of Check /
Training.
( E ) PREVIOUS
Enter time / sectors as it appears in
the total time and total sectors boxes
on the previous form.
( F ) DATE
Enter the date of the first sector of the
duty period. Use two digits numeric
format as follows : ( dd / mm / yy )
( G ) FLT. NO.
Enter the flight number for the first
operating sector of the duty period.
( H ) ROUTE
Enter the sectors flown using
standard IATA designator of the
airports.
( I ) TIME
Enter block time of the duty period in
two digits numeric format ( HH : MM )
( J ) TOTAL TIME
Enter the accumulative time resulting
from adding up previous time and
time columns. Use numeric digital
format ( HH : MM )
( K ) SECTORS
Enter number of sectors flown in the
duty assignment.
( L ) TOTAL SECTORS
Enter the accumulative number of
sectors resulting from adding up
previous sector and sectors columns.
(M) GRADING
Qualification / IOE grading
explanation
Pilot Operating
Experience Record
02.15.05
IOE Instructor
Guide

Rev 04 23 J an 07

( N ) DATE
. Enter the date of the sectors being
graded corresponding to the date
entered in the upper part of the form
(dd)
( O ) ITEMS GRADING
Each item can be graded as
applicable using the proper grades
(Training / Check). There are four
columns for grading purpose; they
correspond in sequence to the dates
covered by the form.
( P ) DATE
Enter the date of the item requires
explanation (dd).
(Q) REF
Enter the item reference by entering
the phase alphabetical reference and
the Item number.
( R ) REMARKS
Enter specific explanation of the
performance related to the item
indicated. If progress is normal, no
comments are required.
( S ) RECOMMENDATION
Enter the appropriate
recommendation as required.
( T ) CHECK - AIRMAN
Enter name of the Check - Airman as
it appears on the PCA license.
PRN Enter Payroll number
SIGN Enter Check Airman signature
DATE
Enter date of signing the form. ( dd /
mm / yy )
APPROVED BY
Enter Last name and initial of the
approving management member.
TITLE
Enter approving management
member title.
SIGN
Enter approving management
member signature.
DATE Date of the approval. ( dd / mm / yy )

Pilot Operating
Experience Record
02.15.06
23 J an 07 Rev 04

IOE Instructor
Guide

INTENTIONALLY LEFT BLAN
IOE Syllabus /
Checklist
02.16.01
IOE Instructor
Guide

Rev 00 18.Aug.04

16.0 Captain and FO IOE Checklist

The IOE checklist should be handed to the trainee during the pre-
training oral. He should be briefed to attain the checklist throughout
the training and handed it to the instructor when asked to do so. The
checklist will help the trainee prepare and focus on topics that will be
covered during the training.

Filling Instructions:
The instructor must initial each item of the checklist when it is
completed. This action will guarantee that the trainee has received
all required IOE instructions.

Keeping the checklist up-to-date is important because there could be
unexpected change of instructors due to unforeseen factors. The
new instructor must be aware of which items have already been
completed.

At end of training, checklist shall be submitted to the fleet
management office.
IOE Syllabus /
Checklist
02.16.02
18.Aug.04 Rev 00

IOE Instructor
Guide

IOE Syllabus /
Checklist
02.16.03
IOE Instructor
Guide

Rev 03 20 J an 07

IOE Syllabus /
Checklist
02.16.04
18.Aug.04 Rev 00

IOE Instructor
Guide

Appendices
02.17.01
IOE Instructor
Guide

Rev 00 18.Aug.04

Appendix I

CRM

CRM definition:
The effective use of all available resources;
Human resources (crewmembers, maintenance personnel,
dispatchers and ATC etc.).
Hardware and software (Automation, FMC, TCAS etc.).
Information (printed materials).
Environment (wind, time, and fuel etc.).

CRM mission:
To prevent aviation accidents by improving crew performance
through better crew coordination.

CRM basic concept:
High degree of technical proficiency is essential for safe and efficient
operations. Demonstrated mastery of CRM concepts cannot
overcome a lack of proficiency. Similarly, high technical proficiency
cannot guarantee safe operations in the absence of effective crew
coordination.

CRM Skills:
1. Communication Process and Decision Behavior,
2. Team Building and Maintenance,
3. Workload Management and Situation Awareness.

1. Communication Process and Decision Behavior.

The importance of clear and Unambiguous communication must
be stressed in all training activities involving pilots. Effective
communication can be degraded by external factors (barriers such
as rank, age, culture) and internal factors (speaking skills, listening
skills, conflict resolution techniques, decision-making skills, and the
use of appropriate assertiveness and advocacy (support).

Communication process and Decision Behavior skills include:
a) Briefings .
Appendices
02.17.02
18.Aug.04 Rev 00

IOE Instructor
Guide

An effective briefing addresses coordination, planning, and
problems. Although briefings are primarily a captain's
responsibility, other crewmembers may add significantly to
planning and should be encouraged to do so.

Behavioral Markers:
1) the captain's briefing establishes an environment for open/
interactive communications (e.g., the captain call for
questions or comments, answers questions directly, listens
with patience, does not interrupt or "talk over", does not
rush through the briefing, and makes eye contact as
appropriate).
2) The briefing is interactive and emphasizes the importance
of questions, critique, and the offering of information.
3) The briefing establishes a "team concept" (e.g., the
captain uses "we" language, encourages all to participate
and help with the flight).
4) The captain's briefing covers pertinent safety and security
issues.
5) The briefing identifies potential problems such as weather,
delays, and abnormal system operations
6) The briefing provides guidelines for crew actions centered
on standard operating procedures.
7) The briefing includes the cabin crew as part of the team.
8) The briefing establishes guidelines for the operation of
automated systems (e.g., when systems will be disabled;
which programming actions must be verbalized and
acknowledge).
9) The briefing specifies duties and responsibilities with
regard to automated systems, for the pilot flying (PF) and
the pilot monitoring (PM).
10) The briefing sets expectations for handling deviation from
SOPs.

b) Inquiry/ Advocacy/ Assertion .
These behaviors relate to crewmembers promoting the course
of action that they feel the best, even when it involves conflict
with others.

Behavioral Markers:
Appendices
02.17.03
IOE Instructor
Guide

Rev 00 18.Aug.04

1) Crewmembers should speak up and state their information
with appropriate persistence until there is clear resolution.
2) "Challenge and response" environment is developed.
3) Questions are encouraged and are answered openly and
non-defensively.
4) Crewmembers are encouraged to questions the actions
and decisions of others.
5) Crewmembers seek help from others when necessary.
6) Crewmembers question statues and programming of
automated systems to confirm situation awareness.

c) Crew Self-Critique Regarding Decisions and Actions
These behaviors relate to the effectiveness of a group and/ or
individual crewmember in critique and debriefing. Areas
covered should include the final product, the process, and the
people involved. Critique may occur during an activity, and/ or
after completing it.

Behavioral Markers:
1) Critique should occur at appropriate times, which may be
times of low or high workload.
2) Critique should deal with positive as well as negative
aspects of crew performance.
3) Critique involves the whole crew interactively.
4) Critique makes a positive learning experience. Feedback
should be specific, objective, usable, and constructively
given.
5) Critique is accepted objectively and non-defensively .

d) Communications/ Decisions
These behaviors relate to free and open communication. They
reflect the extent, to which crewmembers provide necessary
information at the appropriate time (e.g. initiating checklists
and altering others to developing problems). Active
participation in the decision-making process is encouraged.
Decisions are clearly communicated and acknowledge.

Behavioral Markers:
1) Operational decisions are clearly stated to other
crewmembers (all concerned are in the loop)
Appendices
02.17.04
18.Aug.04 Rev 00

IOE Instructor
Guide

2) Crewmembers acknowledge their understanding of
decisions.
3) "Bottom lines" for safety are established and
communicated.
4) The big picture and the plan are shared within the team,
including flight attendants and others as appropriate.
5) Crewmembers are encouraged to state their own ideas,
opinions, and recommendations.
6) Efforts are made to provide an atmosphere that invites
open and free communication.
7) Initial entries and changed entries to automated system
are verbalized and acknowledge.

e) Conflict resolution
Demonstrating effective techniques for resolving
disagreements among crewmembers in interpreting
information or in proposing courses of action. Effective
techniques for maintaining open communication while dealing
with conflict.

2. Team Building and Maintenance.
This area includes leadership/ followership and interpersonal
relationships and practices.

a. Leadership Followership/Concern for tasks.
These behaviors relates to appropriate leadership and
followership. They reflect the extent to which the crew is
concerned with the effective accomplishment of tasks.

Behavioral Marker:
1) All available resources are used to accomplish the job at
hand.
2) Flight deck activities are coordinated to establish an
acceptable balance between respect for authority and the
appropriate practice of assertiveness.
3) Actions are decisive when the situation requires.
4) A desire to achieve the most effective operation possible is
clearly demonstrated.
5) The need to adhere to SOPs is recognized.
6) Group climate appropriate to the operational situation is
continually monitored and adjusted (e.g., social
Appendices
02.17.05
IOE Instructor
Guide

Rev 00 18.Aug.04

conversations may occur during low workload, but not
high).
7) Effects of stress and fatigue on performance are
recognized.
8) Time available for the task is well managed.
9) When programming demands could reduce situation
awareness or create work overloads, levels of automation
are reduced appropriately.
10) Demands on resources posed by operation of automated
systems are recognizes and managed.

b. Interpersonal Relationship/Group Climate.
These behaviors relate to the quality of interpersonal
relationships and contained climate of the flight deck.

Behavioral Markers:
1) Crewmembers remain calm under stressful conditions.
2) Crewmembers show sensitivity and ability to adapt to the
personalities of others.
3) Crewmembers recognize symptoms of psychological
stress and fatigue in self and in others (e.g., recognize
when he is experiencing tunnel vision and seeks help from
the team; or notes when a crewmember is not
communicating and draws him back into the team).
4) Tone in the cockpit is friendly, relaxed, and supportive.
5) During time of low communication, crewmembers check in
with others to see how they are doing.

3. Workload Management and Situation Awareness
This area covers issues involve proper allocation of tasks to
individual, avoidance of work overloads in self and in others,
prioritization of tasks during periods of high workload, and preventing
nonessential factors from distracting attention from adherence to
SOPs, particularly those relating to critical tasks.

a. Preparation/Planning/Vigilance
These behaviors relate to crews anticipating contingencies and
the various actions that may be required. Excellent crews are
always ahead of the curve and generally seem relaxed. They
devote appropriate attention to required tasks and respond
without undue delay to new developments.
Appendices
02.17.06
18.Aug.04 Rev 00

IOE Instructor
Guide

Behavioral Markers:
1) Demonstrating and expressing situation awareness (e.g.,
the model of what is happening is shared within the crew).
Refer to 2.9 in this section
2) Active monitoring of all instruments and communications
and sharing relevant information with the rest of the crew.
3) Monitoring weather and traffic and sharing relevant
information with the rest of the crew.
4) Avoiding tunnel vision caused by stress.
5) Being aware of factors such as stress that can degrade
vigilance, and watching for performance degradation in
other crewmembers.
6) Staying ahead of the curve in preparing for planned
situations or contingencies, so that situation awareness
and adherence to SOPs is assured.
7) Ensuring that cockpit and cabin crewmembers are aware
of plans.
8) Including all appropriate crewmembers in the planning
process.
9) Allowing enough time before maneuvers for programming
of the FMC.
10) Ensuring that all crewmembers are aware of initial entries
and changed entries in FMS.

b. Workload Distributed/Distractions Avoided
These behaviors relate to time and workload management.
They reflect how well the crew manages to prioritize, share the
workload, and avoid being distracted from essential activities.

Behavioral Markers:
1) Crewmember speaks up when they recognizes work
overloads in self or in others.
2) Tasks are distributed in ways that maximize efficiency.
3) Workload distribution is clearly communicated and
acknowledge.
4) Task priorities are clearly communicated.
5) Non-operational factors such as social interaction are not
allowed to interfere with duties.
Appendices
02.17.07
IOE Instructor
Guide

Rev 00 18.Aug.04

6) Secondary operational tasks (e.g., dealing with passenger
needs and communications with company) are prioritized
so as to allow sufficient resources of primary flight duties.
7) Potential distractions posed by automated systems are
anticipated, and appropriate preventive action is taken,
including reducing or disengaging automated features as
appropriate.
(Reference FAA AC 120- 56)
Appendix II

Situational Awareness (SA)

Definition:
SA is the accurate perception of what is going on with you (and your
crew, student, instructor, aircraft, ATC, etc)
"Situational awareness is a four-dimensional phenomenon,
encompassing (surrounding) both spaces an time. Good SA means
analyzing the past to help prepare for the future. This process is
essential to safety, effectiveness, and efficiency in flight." (Crew
Training International)
Levels of SA:

1. Level-one- a pilot simply must be able to perceive a relevant cue,
a warning light for example, and recognized it for what it is.
Errors in this level are often referred to as "input errors". Input
errors include incorrect data (e.g., a bad oil pressure indication
or a faulty warning light) and miss-interpreted information. The
enemies of level one SA are channelized attention, distraction,
and task saturation, all of which prevent important information
from being observed and/or acted upon. (what had happen)
2. Level-two is when the pilot puts the observed event into the big
picture (e.g., a pilot in a single engine aircraft over mountainous
terrain views a low oil pressure indication much differently than a
multi engine crew flying in the local traffic pattern). (what is
happening)
3. Level-three is the anticipatory capability in flight (what might
happen in the future to see the implication of the event).

The following example is used to summarize the understanding of
the three levels of S:
Appendices
02.17.08
18.Aug.04 Rev 00

IOE Instructor
Guide

While scanning the cockpit, the pilot notices a low oil pressure
indication on his only engine. This demonstrates level-one SA.
His knowledge of his current location, over the mountainous
terrain, and the knowledge of the engine's oil requirements
attach importance to the indication and illustrate the second level
of SA. Finally, level-three SA is represented by the pilot
projecting the event into multiple futures. The pilot must quickly
decide if his best course of action is to climb to obtain gliding
capability to a suitable airport while he still has an engine, but he
must balance this course of action against the additional strain
on the engine that the climb will require. This scenario also
demonstrates how SA influences judgment and decision making.

How important is SA
SA is essential to everyone who flies. Lost SA has been
frequently cited as prime factor in aviation accidents.

How do we recognized lost SA
It is essential that every pilot understand not only the definition
and importance of SA but also how to recognize and recover
from lost SA. Three important points should be considered when
relating to lost SA these are:
Lost SA can occur gradually or at once.
Lost SA seriously degrades the ability to achieve flight
objectives safely.
There are nearly always sufficient cues available to the
crewmember for recognition and recovery from lost SA.

The following list illustrates several cues that a pilot might feel as a
foundation to lost SA:
1. Ambiguity or confusion: a fuzzy feeling that you are missing
something or a feeling of uncertainty.
2. Fixation: channelized, single-focused attention.
3. Reduced frequency or poor communication: when we start to
lose SA, strained or difficulty in conducting communication
outside the cockpit is often one of the first symptoms. A related
cue is the failure to react to incoming communications, often
requiring a second transmission from those trying to contact you.
4. Failure to stay ahead of the aircraft: good SA keeps the
crewmember well ahead of the aircraft, preparing and
anticipating concerns in the immediate, intermediate, and long-
Appendices
02.17.09
IOE Instructor
Guide

Rev 00 18.Aug.04

term environments. If you suddenly find yourself exclusively
reacting to immediate concerns, you may be losing SA.
5. Use of undocumented procedure or violation of a minimum: this
problem may involve a simple checklist deviation, or it may be
something much more serious, like violating weather avoidance
criteria.
6. Attempting to operate aircraft system outside of known
limitations: lowering the landing gear or flaps above placard
speed.

Although this list is by no means all-inclusive of symptoms of lost SA,
it does point out that the skills for recognition can and should be
learned. Through disciplined self-debriefing of minor cases of lost
SA, this skill can be finally tuned. After flight, look at the above list
and ask yourself, "Did I have perfect SA today?" if the answer is no,
look for clues that were present to reinforce your future sensitivity to
them. It is a simple self-improvement step and it might save your life.

What immediate actions should be taken in the event of lost SA. If a
lost SA is experienced, consider taking the following steps:
If flying low level, climb and get away from danger.
Stabilize the aircraft.
Seek information. Listen to all inputs and sources of
immediate information, visual and aural.
Resolve discrepancies as applicable.
Maintain good level of SA.

Team SA
Individuals may have different level of SA. The flight crew team
SA, is limited to that of the captain. Other crewmembers must be
assertive and contribute their SA to the captain in order to
increase the team SA.

What can we do to improve individual/ SA

The following planning guidelines are suggested for preventing lost
SA:
1. Define roles: Avoid channelized attention by clearly outlining
duties and responsibilities for every one of the flight team.
Appendices
02.17.010
18.Aug.04 Rev 00

IOE Instructor
Guide

2. Manage distractions: Establish and adhere to SOPs. Do
what is expected or brief otherwise. Acknowledge and
verbalize breaks in routine or sequence.
3. Reduce overload: Recognize and admit to yourself and
others when you are too busy to stay on top of it all.
Delegate or reduce load to a safe tasking level.
4. Avoid complacency: When you are starting to feel bored or
excited, that is when an aircraft bites the hardest.
5. Test assumptions: Take nothing for granted, double check
data.
6. Intervene: Assertive questions are demanded when
conditions threaten the safety of flight, stay alert and mission
oriented.
Appendices
02.17.12
18.Aug.04 Rev 00

IOE Instructor
Guide

Appendix III

The Psychology of Learning

This section covers the psychology of learning; why there may be
obstacles to learning; and how the IOE Check Airman should deal
with certain training situations.

Many books have been written on this subject, and it is easy to get
sidetracked by the complexities of the learning process. Learning
basic skills requires techniques that are peculiar to that level of
training. Basic flying skills include aircraft handling, speed control,
landings and instrument scan. Basic technical skills include the
ability to do simple calculations mentally, to know how major aircraft
systems work, and correct radio procedures.

The IOE Check Airman should not become involved in teaching at
the basic level. The trainee should come with these basic skills
already in place. The IOE Check Airman's job is to integrate these
basic skills into everyday operations, and show the trainee how they
relate to working in the "Real World".

Trainees will, obviously, improve their skills in these areas during
their IOE time, but if they clearly haven't "got it" when they start, then
flying the line with passengers is not the place to learn.

a) Progress In Learning
Learning may be accomplished at many levels. The lowest level
is the ability to repeat back something that one has been taught,
but without a full understanding, or without the ability to apply it.
An example is the trainee who knows how to fill out a takeoff
data card, but who does not understand the effect of lowering the
V1 on the takeoff profile. He has learned a programmed
response without deeper understanding.

Progressively higher levels of learning involve the application of
what has been learned to solving various problems, and
integrating this knowledge with other skills. When the trainee
has understood a procedure, and can consistently achieve an
acceptable performance, he has developed the skill to apply
Appendices
02.17.013
IOE Instructor
Guide

Rev 00 18.Aug.04

what he has been taught. The trainee progresses by a
succession of these "BUILDING BLOCKS", where each level of
achievement provides the base for future learning.

When a "building block" has been established, this is a major
level of learning, and one at which the IOE Check Airman may
be tempted to stop. By discontinuing instruction on a developed
skill at this point, and going on to other topics, the IOE Check
Airman is giving instruction that violates the "building block"
principle. This is because it does not apply what has already
been learned to future learning tasks.

The highest level of learning, which should be the aim of all
instruction, is the level where the trainee becomes able to
associate an element that he has already learned with other
segments of learning or knowledge. An example could be where
the trainee knows the technical details of the fuel system, and
can use this knowledge to diagnose and isolate a fuel leak. It is
the trainee's ability to make sensible decisions based on his
acquired knowledge that is a good guide to his achievement of
this level of learning.

The IOE Check Airman should develop scenarios in order to
evaluate whether the trainee has reached this level. Because
this is an "end result", it should be evaluated towards the
completion of training. If the IOE Check Airman expects this level
before all the building blocks are in place, he will risk
undermining the trainee's confidence, and the trainee may feel
resentment towards the IOE Check Airman

It would be convenient for the IOE Check Airman and the trainee
if rates of learning were constant throughout training. Human
nature, however, dictates otherwise. Training progresses by a
series of advances and plateaus, in what is known as the
"Learning Curve". Trainees may progress rapidly for a while,
and then suddenly slow down or even go backward ("Regress").

Such variations are normal, but it is the responsibility of the IOE
Check Airman to recognize them and to adjust his rate of training
accordingly. If he fails to recognize these natural variations, he
risks damaging the trainee's confidence.
Appendices
02.17.14
18.Aug.04 Rev 00

IOE Instructor
Guide

b) The Learning Curve

Figure 1: Typical learning curve.

A typical learning curve rises rapidly as a new skill is introduced,
then levels off as proficiency is achieved. It then resumes its rise
at a slower rate as the trainee learns to integrate his new found
skill with other "building blocks". The rate of further progress
should be uniform, but it is unlikely to be as fast as the initial
stage.

It is important for the IOE Check Airman to relate his trainee's
progress to this "normal" profile. The relatively flat part of the
graph is termed a "Plateau". It may represent a period of training
during which the trainee is perfecting his ability to apply the new
skill he is learning, and has not yet come to appreciate its
relevance to other learning tasks.

The rate of learning is subject to so many outside influences that
it is often unpredictable. It may be adversely affected by lagging
motivation, personal problems; lack of continuity caused by
sickness or cancelled pairings, etc.

It is these influences on learning, which the IOE Check Airman
can counter by careful planning, and by being aware of his
trainee's psychological needs. The IOE Check Airman may also
need to redirect the emphasis of his instruction.

Temporary random plateaus in learning rate are not necessarily
serious, and can be expected with any trainee. Each one should,
however, be examined carefully to identify any contributing
influences so that they may be corrected. Plateaus are more
likely to occur as the trainee advances to more complex
operations. Often the reason for this is that the trainee has
failed to master one element of the operation, which leads to a
poor performance in all the other elements involved.

Without competent instruction the trainee may never understand
why he is not improving, and his confidence will be damaged.
Appendices
02.17.015
IOE Instructor
Guide

Rev 00 18.Aug.04

This loss of confidence will, itself, prolong the plateau. It may
take all of the IOE Check Airman's skill to identify such problems,
and fix them, but this is one of the rewards of training.

Reversals sometimes occur, during which the trainee's
performance becomes worse with increasing practice.
Generally, such "regression" is due to a missing "building block".
If a problem is allowed to persist, a "plateau" may become a
"regression", because constantly repeating an erroneous
performance will make correction increasingly difficult. Training is
largely about developing habit patterns, and bad habits, once
developed, are difficult to lose. The IOE Check Airman must
correct errors before they cause the trainee to regress.

c) Memory and Forgetting
Memory plays a leading part in training. There is a great area of
overlap between conscious memory, and unconscious memory,
better referred to as "habit patterns". If items in conscious
memory are used often enough, they become part of
unconscious habit patterns. The most reliable way for an IOE
Check Airman to get a trainee to file items in his "habit" memory
is to require the trainee to constantly use them, and to associate
them with as many different applications as possible.

Take the example of a trainee who constantly forgets to set the
altimeter when passing transition altitude. If the trainee is
required to call out the actual setting on the altimeter at other,
possibly unrelated, times, such as when asking for the "After
Takeoff checklist" or at the 11,000 foot call on descent, he will
develop the habit pattern of constantly checking the setting. This
will decrease his chances of overlooking it in the future. He will
develop "habit" memory to help him recall the correct procedure.

Forgetting is subject to the same considerations as remembering
(obviously), but with reverse effect. Bits of information, which
are not used or associated, with other information tend to be
quickly forgotten. Habit patterns, however, become deeply
ingrained. Thus, habit patterns, which have been firmly
established and reinforced by repeated use, are retained, and
will often come to the fore in emergencies, even after years of
neglect.
Appendices
02.17.16
18.Aug.04 Rev 00

IOE Instructor
Guide

Those phases of learning that are purely memory work (such as
learning aircraft limitations) should be recognized and presented
to the trainee as such. Presentation in the simplest form
possible will assist the trainee to remember them. If a trainee
finds remembering facts such as system limitations difficult, then
the IOE Check Airman should suggest various methods to help
him. The trainee may, for example, find it easier if he writes the
limitations down on quiz cards, which he can review in any spare
moment. Requiring the trainee to develop such methods for
himself, or hoping that he will eventually arrive at a solution
without assistance is poor instruction.

Making it easier for the trainee to acquire the necessary memory
learning will free his mind to concentrate on the more involved
skills in his training. It is a fact that the facility to learn becomes
more difficult with age, and the process of learning may take
longer. For example, in the case of older Captains transferring
to type, there has to be an element of overwriting their old habits
carried over from their previous equipment. This will be an even
bigger problem if the Captain is a new hire, because he will have
even more unfamiliar procedures to learn and procedures from
his previous background to forget. The key here is to progress
slowly, get as many procedures and facts as possible into the
"habit" memory, and allow the trainee to learn at his own pace
(within reason). Too much pressure will overload the trainee.

The IOE Check Airman should try to introduce the items, which
are required to be memorized, as they are needed in the
"building block" process. The IOE Check Airman should provide
constant usage of this information once it has been learned, to
ensure that it "sticks". Regressions in progress are often due to
insufficient reinforcement of memory items during training.

As has been shown, memory is a major factor in learning. It
constitutes essentially all the learning classified as "knowledge".
It also has a basic effect on the retention of motor skills. The
following are five significant principles, which are generally
accepted as having a direct application to remembering, and
hence to learning: -

Appendices
02.17.017
IOE Instructor
Guide

Rev 00 18.Aug.04

Praise stimulates remembering. Absence of praise tends to
discourage, and any negative reaction to a trainee's response
tends to make its recall less likely. We all wish to repeat actions,
which result in our feeling good, such as receiving praise for a
good job
Association prompts recall. Each bit of information or action,
which is associated with something learned, tends to reinforce
the memory. Unique facts, or those presented out of context,
tend to be easily forgotten.

Favorable attitudes aid retention. We learn and remember only
what we want to know. Without motivation there is little chance
for recall. The most effective motivations are those based on
positive or rewarding objectives.

Learning with all our senses is most effective. Although we
generally receive what we learn through our eyes and ears, other
senses also contribute to most perceptions. When several
senses respond together, the chance of recall is improved.

Meaningful repetition aids recall. Each repetition gives the
trainee an opportunity to gain a clearer and more accurate
perception of the subject to be learned.

d) Common misconceptions about Learning
Over the years, many mistaken ideas have developed about
Training and Learning. The following are some of them: -

Some IOE Check Airmen may believe that trainees can be
motivated by fear. Punishment is applied as a routine training
technique in the belief that it will guarantee surer learning. It will
have the reverse effect.

It is a popular belief that "one picture is worth a thousand words".
According to this theory the presentation of an unexplained
picture is more productive of learning than a proper written or
verbal explanation. It is not. There is no substitute for careful
verbal or written explanations, assisted if necessary, by
demonstration.

Appendices
02.17.18
18.Aug.04 Rev 00

IOE Instructor
Guide

Some IOE Check Airmen may believe that they should "keep
trainees in their place" by refusing to be friendly with them. They
believe that a good IOE Check Airman must keep his distance
and remain impersonal to be effective. They believe that trainees
will take advantage of a friendly approach by trying to get by with
a lower standard. The reverse is true. A trainee will feel more
motivation to please a friendly and helpful IOE Check Airman.

IOE Check Airmen must not set standards that are impossible for
the trainee to reach, in the mistaken belief that failure and
frustration are essential teaching tools. Nothing is achieved by
setting unreasonable goals, and the trainee will feel resentful
towards the IOE Check Airman.

e) Obstacles to Learning
Obstacles to learning may range from a lack of interest and
motivation to complete mental blocks. These in turn can be due
to a range of causes, from family problems to faulty instruction.

Common obstacles to learning are: -
A trainee's feeling of unfair treatment. If a trainee feels that his
efforts are not recognized, or are unfairly evaluated, it will
damage his motivation. The trainee's willingness to learn will
suffer if the IOE Check Airman sets unreasonable demands for
progress, or expects impossible goals. The trainee must be
shown his training reports, and he should agree with the
assessment contained in them. A trainee who is not shown his
reports may well imagine them to be worse than they are, and
this will affect both his confidence and his sense of fairness on
the part of the IOE Check Airman

A trainee's impatience to proceed to more interesting operations.
This is a great deterrent to learning. The impatient trainee fails
to grasp the need for learning the basics, and only looks for the
final objective without considering the means to reach it.
Impatience can only be corrected by presenting training as a
series of steps ("building blocks" or training objectives). The
successful completion of each step, with clear goals and
thorough debriefing, will show the trainee that each lesson
learned builds on previous ones.

Appendices
02.17.019
IOE Instructor
Guide

Rev 00 18.Aug.04

Anxiety or lack of interest. A worried or emotionally upset trainee
will not learn. Anxiety in a trainee can be caused by concern
about his progress, or by matters unrelated to his training, such
as family problems. Some trainees may not want to be in the
training program at all, having been pushed into it by peer
pressure, family expectations, or simply because seniority meant
that it was "their turn". Such trainees will put up barriers to
learning, unless they can be motivated correctly by the IOE
Check Airman

Physical discomfort and fatigue may also affect progress. A
trainee not completely at ease and whose attention is diverted by
such discomforts as a bad seat position, dim lighting, an
uncomfortable headset, or noise, will not learn at a normal rate.
As for fatigue, its detection in trainees is important for effective
training. IOE Check Airmen must be on the lookout for the
symptoms of fatigue, including a failure to absorb information, a
"blank" look, sweating, and the making of many uncharacteristic
errors. If fatigue occurs, the IOE Check Airman should allow the
trainee to take a break by taking over the majority of the
workload, and by easing up on asking questions.

Apathy caused by bad instruction. If the trainee thinks that the
IOE Check Airman does not prepare in advance for a flight, and
does not have a clearly defined training objective, he will lose
interest.

Fear, anxiety or timidity are blocks to learning. A timid or
anxious trainee should not be afraid of an IOE Check Airman. It
is necessary to build up the trainee's confidence and allay his
fears, because the stress caused by unnecessary anxiety will
prevent learning. If a trainee fails to make satisfactory progress,
the IOE Check Airman should try to uncover the cause of the
problem. He should also be alert to the fact that it could be due
to his own attitude, and that the trainee may not want to tell his
IOE Check Airman of this because he is afraid of the
consequences. If no reason is apparent, the case should be
referred to the Fleet Management for further investigation, and a
possible re-assignment of the trainee.

f) Dealing with a Trainee's Errors
Appendices
02.17.20
18.Aug.04 Rev 00

IOE Instructor
Guide

The way in which trainee's mistakes are handled is the key to his
progress, but there is a fine line between an allowable mistake
and one that compromises safety. It is pointless to simply
criticize a trainee for a mistake, or just to tell him that he is
wrong. The purpose of training is to show the trainee why he is
wrong, and then to explain it to him in a way that eliminates the
error. Trainees gain more from this approach than any other.

How far may the IOE Check Airman go in allowing mistakes to go
before intervening? The IOE Check Airman must know his own limits,
and stay within them, but making mistakes on the part of the trainee is
an essential part of learning. The following guidelines suggest how
mistakes may be handled, to maximize learning without compromising
safety: -

CASE THE TRAINEE'S ERROR If the Answer is YES:-
1
Is the error potentially
dangerous?
IMMEDIATE
REACTION
2
Does faulty manipulation or
perception cause the error? (e.g.
cross-feeding fuel into the wrong
tank)
IMMEDIATE
REACTION
3
Is the error caused by faulty
recall of a fact or procedure?
(e.g. attempting to land over-
weight due to forgetting the Max
Landing Weight)
IMMEDIATE
REACTION
4
Will increasing experience and
practice eliminate the problem?
NO REACTION
5
Will the consequences, provided
they will be SAFE, help the
trainee to learn?
DELAYED REACTION

In case 1, above, where safety is concerned, the error must be
corrected immediately. The trainee must be stopped in his
tracks before a disaster actually occurs. Inevitably the word or
action will be sharp, and will give the trainee a shock. Split
second decisions do not allow for soothing warnings. The short
sharp shock can be an important modifier of behavior. Once the
danger is over, the lesson can be reinforced by discussion in a
calmer atmosphere. The trainee should not simply be told what
Appendices
02.17.021
IOE Instructor
Guide

Rev 00 18.Aug.04

he did wrong, and why it was dangerous, but encouraged to
reveal why he made the initial mistake. By working through the
mistake in this way, it can be turned into a positive learning
experience, especially if the trainee can work out the answer for
himself.

In cases 2 and 3, errors in manual skill or in applying a fact or
procedure should be dealt with immediately, but care should be
taken not to disrupt the "flow". Allow the trainee to complete the
actions (in the example given above, opening the crossfeed and
turning off the pumps in the wrong tank), and then analyze the
actions with the trainee to check the following: -

Does the trainee realise: -
That he has made a mistake?
What the actual mistake is?
Why he made the mistake?
How to overcome the mistake?

Immediate reaction is called for in these cases because the
learning process will benefit from the trainee having his attention
drawn to the mistake as soon as he makes it. In this way, the
learning process will be associated with the action (e.g. opening
the cross-feed valve), and will be recalled whenever the action is
repeated. If the IOE Check Airman waits until there is a large
fuel imbalance before correcting the trainee's mistake, he is
more likely to associate the fuel imbalance itself, rather than the
initial action which actually caused the fuel imbalance, with the
learning process. This will not help him to recall the correct
actions the next time he tries to balance the fuel.

In this way, the risk of trainees becoming too dependent can be
avoided. They are also encouraged to take responsibility for
diagnosing their own errors, and deciding how they need to
change their behavior. If they do not know how to change their
behavior the IOE Check Airman must make recommendations.
If a trainee persists in making the same mistake many times, it
may be because the IOE Check Airman did not allow this self-
learning process to work.

Appendices
02.17.22
18.Aug.04 Rev 00

IOE Instructor
Guide

Mistakes in case 4 require no action, unless safety is involved,
because it is normal for the trainee's initial attempts to fall short
of the required standard. The trainee's performance will probably
improve with practice, provided he is aware of what is wanted.
Too much comment may overload the trainee and be interpreted
as "nit-picking".

Case 5 is one of the more difficult to judge, and an IOE Check
Airman should develop a feel for knowing when and how to
react. When a trainee's experience of the consequences of his
actions could help to teach a principle, it is best for the IOE
Check Airman to delay any input to allow the trainee to learn
from his mistake. The IOE Check Airman must be careful not to
damage the trainee's confidence by making a wrongly timed or
over-harsh intervention.

Why do Trainees make Errors?
To appreciate why errors occur, the IOE Check Airman must learn
to diagnose causes, examine all possibilities and not jump to
conclusions. Persistent problems with trainees may require
referral to the Fleet Manager for further analysis

Possible causes of trainee's errors include: -
Trainee is tense or anxious, affecting his ability to perform.
Trainee has not been taught the correct procedure.
Trainee was taught the correct procedure, but did not fully
understand it.
Trainee has forgotten what he was taught.
Trainee has insufficient practice in the relevant skill.
Trainee lacks some specific perceptual or motor ability to
perform the job.
The IOE Check Airman has failed to communicate with the
trainee, leading to a block in learning the relevant skill.

g) Trainee Profiles

No two trainees will ever be the same. Each will come with his
own different strengths and weaknesses, and each will need a
different approach from the IOE Check Airman. The following
is a summary of the various types of trainee that may be
encountered, and provides suggestions on how to deal with
Appendices
02.17.023
IOE Instructor
Guide

Rev 00 18.Aug.04

different types of trainee. Human beings are complex, and it is
possible that each trainee will show many different
characteristics when under training. It is quite possible, for
example for the OVERCONFIDENT trainee to become
UNDERCONFIDENT if the IOE Check Airman fails to deal
effectively with the original problem.

The UNDER CONFIDENT or ANXIOUS trainee.
This type of trainee will appear ill at ease with the IOE Check
Airman, and will be excessively worried about the prospect of
failure, even if his performance is satisfactory. He may become
distracted by the stress of having to carry out a number of new
tasks at the same time. If he makes an error he may become
so overwhelmed by it that he becomes confused and his
performance will deteriorate. The key to dealing with this type
of trainee is to use a "layered" form of training, where
confidence is built up by breaking the training process into
easily assimilated steps or "building blocks".

The SLOW LEARNING trainee.
There may be many reasons for slow learning, and some are
discussed in e), above "Obstacles to Learning". It is necessary
to discover the reason for the slow progress, and to correct it
first. Some pilots, however, are naturally slow because of age
or long established habits.

Learning a new skill, such as converting to a new aircraft type,
or dealing with a new operating environment, involves a
certain amount of deliberate "forgetting" of old thought and
habit patterns. This may be seen in some older pilots who are
under IOE, particularly new-hire Captains who have spent
most of their flying life in another environment. They may
benefit from the "layered" approach used for the anxious
trainee [see a) above]. The older, slower, pilot may also
resent being back in the learning situation. Generally,
however, he is worth the effort of training because he has
reserves of experience and judgment that will provide the
foundation on which to build.

The FORGETFUL Trainee.
Appendices
02.17.24
18.Aug.04 Rev 00

IOE Instructor
Guide

This type of trainee will tell his IOE Check Airman that "Yes, I
understand", and then forget a few minutes later. This is
because he feels insecure and unable to admit that he did not
really absorb the information. The IOE Check Airman must
use skilful oral quizzing to establish just how much
understanding the trainee has.

This is another case where the "layered" approach to training
may be of benefit, because the IOE Check Airman can ensure
that each stage is well understood before proceeding to the
next. If the trainee feels threatened by his IOE Check Airman
he may also pretend to understand when he has not, because
he is afraid of his IOE Check Airman's reaction. It is essential
that this fear is removed.

The IMPATIENT trainee.
This type is always in a hurry to progress to the next stage of
training, and he may fail to absorb all the information on the
way because of this impatience. He must be slowed down,
and the IOE Check Airman must explain how each stage of
training depends on the complete understanding of the
preceding ones.

If, however, the trainee demonstrates that he has fully grasped
all the training objectives up to that point, then he should not
be held back unnecessarily. The IOE Check Airman should be
prepared to accelerate through a particular stage if it is
obvious that the trainee has reached the required level.

* * *

Table of Contents
03.00.01
Line Check
Airman Guide

Rev 00 18.Aug.04

Table of Contents.................................................. 03.00.01

Guidance for Conducting Checks......................... 03.01.01

Annual Line Check................................................ 03.01.02

Semi Final And Final Line Check.......................... 03.01.02

Training Continuation Evaluation.......................... 03.01.02

Transition / Upgrade Evaluation............................ 03.01.02

Area / Route Qualification..................................... 03.01.03

Line Checks Conduct............................................ 03.01.03
Table of Contents
03.00.02
18.Aug.04 Rev 00

Line Check Airman
Guide

Line Check
03.01.01
Line Check
Airman Guide

Rev 00 18.Aug.04

GUIDANCE FOR CONDUCTING CHECKS

Final Line Checks are required as part of the initial qualification or re-
qualification of a flight crewmember. Annual Line Checks are
required to be undertaken by every qualified flight crewmember. In
addition, there will be requirements to perform Evaluations, and
Route Qualification Checks. The following guidance is to be used for
conducting all of these Line Checks.

Check Airmen must bear in mind that a crewmember under check
may be under a certain amount of stress. It is important that the
Check Airman is aware of this, and does nothing by his manner or
attitude to increase the stress level.

Certain practices are not allowed during line checks. These include
disabling of aircraft systems, pulling circuit breakers, simulating
failures (such as engine failures), and knowingly violating PCA/FAA
regulations and the FOPM.

Line Check Airmen need to exercise a high level of common sense
and discretion when assessing a crewmembers performance. The
emphasis should be on normal operation as defined in the relevant
FHB/FCOM, but it may also be appropriate to ask questions about
aircraft systems and abnormal and emergency procedures where
appropriate.

When quizzing crewmembers during any Line Check, the Check
Airman must ensure that his questions do not interfere with the
normal, safe conduct of the flight. Questions should be relevant to
Line operations, and trick questions should be avoided. Decision
and What if questions are particularly important during Upgrade
Evaluation checks, and Final Line Checks for Captains.

Following a line check, the crewmember will be graded according to
his actual performance. If further flights are required for the Line
Check Airman to complete his evaluation of a crewmember, these
should be scheduled at the Fleet Managers discretion. In these
cases, the crewmember will be removed from his normal schedule
until the check is completed.

If the Line Check Airman decides on the basis of quizzing that the
crewmember is deficient in aircraft systems or technical knowledge,
the check must be graded as Unsatisfactory. The same Line Check
Line Check
03.01.02
18.Aug.04 Rev 00

Line Check Airman
Guide

Airman must conduct an oral check before the crewmember can
return to duty.

ANNUAL LINE CHECK
For the purpose of a First Officer Annual Line Check, the Line Check
Airman may occupy either a flight crew position, or a cockpit
observer seat. The Line Check Airman will occupy a cockpit
observer seat during an Annual Line Check for a Captain.

SEMI FINAL AND FINAL LINE CHECK
During Final Line Checks, the Check Airman will occupy a flight crew
position, and perform the duties appropriate to that position.

TRAINING CONTINUATION EVALUATION
If a crewmembers performance during IOE is unsatisfactory, the
Fleet Manager, after consulting with the IOE Check Airman, may
decide that the crewmember should be evaluated. Evaluation
checks will be conducted by a Line Check Airman occupying a flight
crew position.

It is important that the evaluation is not conducted in a threatening
atmosphere, but that the Line Check Airman explains that it is
designed to identify and help overcome any training problems. The
Check Airman should carefully analyze the crewmembers
performance, and make a decision on how the training is to proceed.

TRANSITION / UPGRADE EVALUATION
When evaluating a crewmember for Transition or Upgrade, the check
can be conducted from either a flight crew position or an observer
seat.

Evaluation Checks are required before crewmembers are accepted
for upgrade to Captain, or Transition to other equipment.

In the case of First Officers upgrading to Captain, in addition to
checking their handling and management skills, emphasis should be
given to asking questions relevant to judgment and decision-making.
The Check Airman should ask What if. type questions, and
encourage the First Officer to explore all available options. If the
Line Check Airman disagrees with the proposed course of action, the
options should be explained during a thorough debrief.

For transitioning crewmembers, questions should be related to the
kind of operations and challenges that will be faced on their next
Line Check
03.01.03
Line Check
Airman Guide

Rev 00 18.Aug.04

equipment. For example, a First Officer transitioning from MD90 to
MD11 should demonstrate good standard radio discipline that will be
expected when he is operating in Europe or North America.

AREA / ROUTE QUALIFICATION
Line Check Airmen will also give checks for Route Qualification, such
as for the North Atlantic. These checks are normally conducted on a
round-trip flight across the Atlantic. Normally, the outbound leg will
consist mostly of instruction and familiarization. This will be followed
by a qualification check on the return leg.

The Line Check Airman will preferably occupy the CM2 position on
the first leg, and the check on the return leg may be conducted with a
regular F/O in the right seat and the Line Check Airman occupying a
cockpit observer seat. Variations from this are acceptable if
circumstances dictate (e.g. no regular F/O assigned to the flight).

On the outbound leg, the Captain receiving the check should be
made fully familiar with the alternate airports, NAT contingency
procedures, radio calls and chart plotting requirements. He will be
evaluated on his use of these procedures during the return leg.

LINE CHECKS CONDUCT
During Line Checks, the Check Airman shall observe and evaluate
pilots competence in all areas listed below. This list is not intended
to be exclusive, and will vary depending on crew position and
equipment.

PREPARATION FOR FLIGHT

Report for Duty
Approved uniform.
Reporting on time.

Dispatch.
Licenses and Medical.
Flight kit contents.
Up to date documentation.

Dispatch briefing.
Self-briefing
MEL/CDL
Weather appreciation.
Route planning.
Line Check
03.01.04
18.Aug.04 Rev 00

Line Check Airman
Guide

Fuel planning.
NOTAMS.
Dispatch release

Cabin crew briefing.

ARRIVING AT AIRCRAFT.
Aircraft exterior and interior checks as per FHB/FCOM for the
equipment
Checking maintenance logbooks.
Load sheet handling
Fuel sheet handling
Cockpit set up.
SID / Departure set up.
Crew briefing
Preparation and use of takeoff data card.
Coordination with ground personnel

STARTING
Engine starting procedures and Limitations
Instrument monitoring
Ground communication

AFTER STARTING AND TAXI
Leaving the ramp.
ATC Clearances
Coordination with push back crew / signal man etc.
Taxiing technique, speed etc.
Ground traffic watch.

TAKEOFF AND CLIMB
Proper takeoff technique
Monitoring of engine parameters and limitations
Speed and altitude control restrictions
SID / Area Departure /Noise abatement procedure
Traffic watch and awareness.
Transition, altimeter settings

CRUISE
Optimum cruise level and maintaining scheduled speeds.
Considerations of high and low speed buffet and Maneuver
Capability
Engine failure /Drift-down procedure
Line Check
03.01.05
Line Check
Airman Guide

Rev 00 18.Aug.04

Re-dispatch
Weather trends at destination and alternate
Fuel check and monitoring.
Enroute weather avoidance limits and proper turbulence
penetration technique as per FOPM/FHB/FCOM.

DESCENT
Landing data card.
Crew co-ordination and briefing.
Descent planning
Speed and altitude control.
Standard call-outs.
Arrival and holding procedure.

APPROACH
Terminal area speeds.
Radio aid identification and monitoring.
Approach procedures, VFR and IFR.
Category 2 / Autoland
Standard call-outs.

LANDING
Touchdown targets with controlled sink rate and flare.
Adherence to Runway center line.
Appropriate use of stopping devices (auto brakes) etc.

TAXI IN AND PARKING
Traffic watch.
Use of parking aids
Marshalling signals.
Engine shutdown.
Log book entries and paperwork.
Post-flight duties

GENERAL
Command responsibility and capability
J udgment and decision making
Smoothness of control
Route Knowledge.
Compliance with proper radio communication terminology
Adherence to company policies, manuals and bulletins
Cold weather operations
Knowledge of FOPM, P&P and J EPPESEN Manuals
Line Check
03.01.06
20.J an.07 Rev 03

Line Check Airman
Guide

Technical and Aircraft system knowledge
Normal, Abnormal and Emergency procedures
Company communications / ACARS
Handling of delays.
Maintenance Reporting and coordination
Handling of enroute abnormalities
Passenger Announcements

MANEUVERING / PROCEDURE TOLERANCES DURING LINE CHECKS

During conduct of a line check, should the line check airman not be
satisfied by the conduct of any maneuver or procedure, he shall allow the
crew member one more opportunity to correctly perform the maneuver or
procedure. The line check shall be considered satisfactory if the second
maneuver performance by the crew member is found satisfactory.

REMEIDIAL/ CORRECTIVE TRAINING
The reasons for a line check failure shall be thoroughly scrutinized by the
fleet manager in coordination with GM flying or his representative. /should
the reason for a failure be a maneuver or a procedure the crew member
may then be retrained for this and be subject to another line check.

Should the reason for the failure be knowledge the crew member shall be
subject to an oral examination by the fleet management.

If the above mentioned are found satisfactory the fleet manager may then
release the crewmember for flying again.

* * *

FLTHB

Hochgeladen von

Dokumentinformationen

Originalbeschreibung:

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

FLTHB

Hochgeladen von

Copyright:

Verfügbare Formate

Flight Operations - Flying

Line Training Handbook

Das könnte Ihnen auch gefallen