DOCSLIB.ORG

Guidance Material and Best Practices for Command Training

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Guidance Material and Best Practices for Command Training 2020 Command Training Edition 1 Guidance Material and Best Practices NOTICE DISCLAIMER. The information contained in this publication is subject to constant review in the light of changing government requirements and regulations. No subscriber or other reader should act on the basis of any such information without referring to applicable laws and regulations and/ or without taking appropriate professional advice. Although every effort has been made to ensure accuracy, the International Air Transport Associ- ation shall not be held responsible for any loss or damage caused by errors, omissions, misprints or misinterpretation of the contents hereof. Fur- thermore, the International Air Transport Asso- ciation expressly disclaims any and all liability to any person or entity, whether a purchaser of this publication or not, in respect of anything done or omitted, and the consequences of anything done or omitted, by any such person or entity in reliance on the contents of this publication. © International Air Transport Association. All Rights Reserved. No part of this publication may be reproduced, recast, reformatted or trans- mitted in any form by any means, electronic or mechanical, including photocopying, recording or any information storage and retrieval sys- tem, without the prior written permission from: Senior Vice President Safety and Flight Operations International Air Transport Association 800 Place Victoria P.O. Box 113 Montreal, Quebec CANADA H4Z 1M1 Command Training Guidance Material and Best Practices, 1st Edition ISBN 978-92-9264-181-8 © 2020 International Air Transport Association. All rights reserved. Montreal—Geneva ii 1st Edition 2020 Table of Contents Foreword ........................................................................................................................................................................................... v Acknowledgement ..................................................................................................................................................................................... vi Publications ........................................................................................................................................................................................ viii Abbreviations and Acronyms ................................................................................................................................................................. ix Definitions related to Command Training ......................................................................................................................................... xii Section 1— Introduction ........................................................................................................................................................................... 1 1.1 Scope of the manual .........................................................................................................................................................................1 1.2 The concept .........................................................................................................................................................................................1 1.3 Competencies .....................................................................................................................................................................................2 1.4 Threat and Error Management (TEM) .......................................................................................................................................... 4 Section 2— Regulatory Requirements ................................................................................................................................................. 6 Section 3— The Role of the Commander ............................................................................................................................................. 7 3.1 Common topics in the Operations Manuals ............................................................................................................................. 7 3.1.1 Duties, responsibilities, accountability and authority of the commander .............................................................. 7 3.1.2 Leadership .....................................................................................................................................................................................9 3.1.3 Decision making and safety ................................................................................................................................................. 10 3.2 Integration of OM topics and CBTA .......................................................................................................................................... 10 Section 4— Aptitude Testing .................................................................................................................................................................13 Section 5— Competency-Based Training to Command ...............................................................................................................15 5.1 Concept .............................................................................................................................................................................................. 15 5.2 Preparing the command training program ............................................................................................................................. 15 5.2.1 Special emphasis ..................................................................................................................................................................... 16 Section 6— Sample Command Training ............................................................................................................................................18 6.1 Assessment and training plans, training materials .............................................................................................................. 18 6.2 Developing ground and flight training...................................................................................................................................... 19 6.2.1 Developing training objectives, content and materials .............................................................................................. 19 6.3 Assessment plan ............................................................................................................................................................................. 25 6.4 Line flying as commander under supervision, line check ................................................................................................. 25 6.5 Evaluation of the command training ......................................................................................................................................... 26 Section 7— Pilot Development Programs .........................................................................................................................................27 1st Edition 2020 iii Guidance Material and Best Practices for Command Training Appendices .........................................................................................................................................................................................29 Appendix 1— Regulations .............................................................................................................................................................................29 1. ICAO ..............................................................................................................................................................................................29 ICAO Annex 1 - Personnel Licensing ............................................................................................................................................. 29 ICAO Annex 6 - Operation of Aircraft ............................................................................................................................................ 30 2. EASA .............................................................................................................................................................................................32 3. FAA ................................................................................................................................................................................................34 4. Transport Canada ....................................................................................................................................................................37 5. Japan Civil Aviation Bureau ..................................................................................................................................................42 Appendix 2 — Examples of Pilot Development Programs ................................................................................................................. 44 1. Airline A – mainly recruiting ab-Initio pilots ..................................................................................................................... 44 2. Airline B – recruiting direct entry First Officers with experience ............................................................................. 45 3. Airline C – recruiting ab-Initio pilots ...................................................................................................................................52
Load more

Recommended publications
  • ICAO ANNEX References for Ramp Inspections Guidance
    ICAO ANNEX References for Ramp Inspections Guidance Note: The references below are for only turbine powered aeroplanes and are provided as an aid to assist the inspector when conducting the inspection. Prior to finalizing any inspection report the inspector should verify the ICAO requirement/wording as contained in the appropriate current Annex. The references to ICAO Annexes are valid as of the Amendment number indicated below: Annex 1 to Amendment Number 168 Annex 6 to Amendment Number 32 Annex 7 to Amendment Number 5 Annex 8 to Amendment Number 100 Annex 9 to Amendment Number 20 Annex 15 to Amendment Number 34 Annex 18 to Amendment Number 9 1 A- Flight Deck A2 – Emergency Exit References: Annex 8, Part III-A, 4.1.7 – Emergency landing provisions – with similar provisions in other Parts of Annex 8 4.1.7.1 Provisions shall be made in the design of the aeroplane to protect the occupants, in the event of an emergency landing, from fire and from the direct effects of deceleration forces as well as from injuries arising from the effect of deceleration forces on the aeroplane’s interior equipment. 4.1.7.2 Facilities shall be provided for the rapid evacuation of the aeroplane in conditions likely to occur following an emergency landing. Such facilities shall be related to the passenger and crew capacity of the aeroplane. 4.1.7.3 The interior layout of the cabin and the position and number of emergency exits, including the means of locating and illuminating the escape paths and exits, shall be such as to facilitate rapid evacuation of the aeroplane in conditions likely to occur following an emergency landing.
    [Show full text]
  • Perchance to Dream
    CABINSAFETY © Boeing Commercial Airplanes © Boeing Commercial perchance to BY WAYNE ROSENKRANS Crew rest facilities assume critical importance when flights exceed 16 hours. Dream Crew rest facilities espite the difficulty researchers have in time spent in crew rest facilities, protecting crew conducive to deep scientifically isolating the effects of crew sleep from disruption except during emergen- sleep, as on the rest facilities on quantity and quality cies and crew coordination to manage sleep Boeing 777-200LR, of in-flight sleep from other aspects of inertia after in-flight rest. require caution about Dalertness management, there is no debate about Operating Singapore–New York flight possible effects of the importance of the sleeping environment. sectors with the Airbus A340-500, Singapore sleep inertia, initial Crew rest facilities designed around guidelines Airlines averaged 18.5 hours flight time and 20.5 disorientation/ from the 1990s for long-range operations, flights hours duty time when it set the precedent for grogginess after of 12 to 16 hours, have been accepted by the ULR operations. The term means out-and-back waking. airline industry as a significant factor in coun- flights between an approved city pair using a teracting fatigue. Since 2005, some airlines also specific aircraft type with a defined departure have found that part of the guidance published window and planned flight-sector lengths, or for ultra-long-range (ULR) operations has the block times, greater than 16 hours and flight- potential to improve pilots’ and flight attendants’ duty periods from 18 to 22 hours. Other airlines ability to obtain sleep on long-range flights as have planned or launched ULR operations well.
    [Show full text]
  • Pilot in Command: Logging Vs. Acting by Al Russo, ATP, CFII, MEI
    Pilot In Command: Logging Vs. Acting By Al Russo, ATP, CFII, MEI One of the questions I receive on a regular basis has to do with logging Pilot In Command (PIC) time. This is not surprising as our own FAA admits that it has issued conflicting policy opinions in the past regarding the subject. In this article I hope to clear up any misconception regarding who can act as the PIC, and how different that is from sitting home at your desk and placing numbers your log book. The FAA treats these two concepts differently, as they are often unrelated. Lets begin with the concept of acting PIC as it relates to our duty, responsibility, and authority as Pilots. From the first day of our Private Pilot training FAR 91.3 is engraved in our minds. “Final Authority”, and “Directly Responsible” are serious terms we have flown by whenever we pilot an aircraft. They leave little wiggle room should you venture into the land of Runway Incursions, Airspace Violations, or ATC Compliance. According to the regs, there can only be one acting PIC at a given time for every flight. In order to act as PIC, you must be qualified to do so. That means you must: • Hold a current Medical Certificate • Have all of the required endorsements (e.g.High Performance) • Be rated in the aircraft • and meet all recency requirements or • Be the sole occupant on board with the appropriate endorsements as a Student Pilot. For solo flights, and those flights where we are the sole pilot on board, the PIC determination is easy.
    [Show full text]
  • Accessibility to In-Flight Entertainment for Deaf and Hard of Hearing Passengers Michael A
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Southern Methodist University Journal of Air Law and Commerce Volume 77 | Issue 1 Article 3 2012 Propelling Aviation to New Heights: Accessibility to In-Flight Entertainment for Deaf and Hard of Hearing Passengers Michael A. Schwartz Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Michael A. Schwartz, Propelling Aviation to New Heights: Accessibility to In-Flight Entertainment for Deaf and Hard of Hearing Passengers, 77 J. Air L. & Com. 151 (2012) https://scholar.smu.edu/jalc/vol77/iss1/3 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. PROPELLING AVIATION TO NEW HEIGHTS: ACCESSIBILITY TO IN-FLIGHT ENTERTAINMENT FOR DEAF AND HARD OF HEARING PASSENGERS MICHAEL A. SCHWARTZ* TABLE OF CONTENTS ABSTRACT ............................................... 151 I. INTRODUCTION .................................. 152 II. AIR CARRIER ACCESS ACT OF 1986 ............. 157 III. COURTS DO NOT ACKNOWLEDGE A PRIVATE RIGHT OF ACTION ............................... 162 IV. THE LACK OF CONGRESSIONAL ACTION ...... 165 V. THE DOT'S INACTION REGARDING IFE CAPTIONING ...................................... 166 VI. THE IRONY: ACCESSIBLE IN-FLIGHT ENTERTAINMENT IS AVAILABLE NOW ......... 171 VII. A CALL TO ACTION .............................. 174 ABSTRACT In-flight entertainment has been available for over forty-five years but to this day remains without captions or subtitles, thus depriving deaf and hard of hearing passengers of access to this service.
    [Show full text]
  • Accessibility to In-Flight Entertainment for Deaf and Hard of Hearing Passengers Michael A
    Journal of Air Law and Commerce Volume 77 | Issue 1 Article 3 2012 Propelling Aviation to New Heights: Accessibility to In-Flight Entertainment for Deaf and Hard of Hearing Passengers Michael A. Schwartz Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Michael A. Schwartz, Propelling Aviation to New Heights: Accessibility to In-Flight Entertainment for Deaf and Hard of Hearing Passengers, 77 J. Air L. & Com. 151 (2012) https://scholar.smu.edu/jalc/vol77/iss1/3 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. PROPELLING AVIATION TO NEW HEIGHTS: ACCESSIBILITY TO IN-FLIGHT ENTERTAINMENT FOR DEAF AND HARD OF HEARING PASSENGERS MICHAEL A. SCHWARTZ* TABLE OF CONTENTS ABSTRACT ............................................... 151 I. INTRODUCTION .................................. 152 II. AIR CARRIER ACCESS ACT OF 1986 ............. 157 III. COURTS DO NOT ACKNOWLEDGE A PRIVATE RIGHT OF ACTION ............................... 162 IV. THE LACK OF CONGRESSIONAL ACTION ...... 165 V. THE DOT'S INACTION REGARDING IFE CAPTIONING ...................................... 166 VI. THE IRONY: ACCESSIBLE IN-FLIGHT ENTERTAINMENT IS AVAILABLE NOW ......... 171 VII. A CALL TO ACTION .............................. 174 ABSTRACT In-flight entertainment has been available for over forty-five years but to this day remains without captions or subtitles, thus depriving deaf and hard of hearing passengers of access to this service. The Air Carrier Access Act of 1986 (ACAA) and imple- menting regulations do not require captioning of in-flight en- tertainment, and Congress, the airline industry, and the U.S.
    [Show full text]
  • Cabin Safety Subject Index
    Cabin Safety Subject Index This document is prepared as part of the FAA Flight Standards Cabin Safety Inspector Program. For additional information about this document or the program contact: Donald Wecklein Pacific Certificate Management Office 7181 Amigo Street Las Vegas, NV 89119 [email protected] Jump to Table of Contents Rev. 43 Get familiar with the Cabin Safety Subject Index The Cabin Safety Subject Index (CSSI) is a reference guide to Federal Regulations, FAA Orders, Advisory Circulars, Information for Operators (InFO), Safety Alerts for Operators (SAFO), legal interpretations, and other FAA related content related to cabin safety. Subscribe to updates If you would like to receive updates to the Cabin Safety Subject Index whenever it’s revised, click here: I want to subscribe and receive updates. This is a free service. You will receive an automated response acknowledging your request. You may unsubscribe at any time. Getting around within the CSSI The CSSI structure is arranged in alphabetical order by subject, and the document has direct links to the subject matter, as well as links within the document for ease of navigation. The Table of Contents contains a hyperlinked list of all subjects covered within the CSSI. • Clicking the topic brings you to the desired subject. • Clicking the subject brings you back to the Table of Contents. • Next to some subjects you will see (also see xxxxxxxx). These are related subjects. Click on the “also see” subject and it will bring you directly to that subject. • Clicking on hyperlinked content will bring you directly to the desired content.
    [Show full text]
  • Federal Aviation Administration, DOT § 91.113
    Federal Aviation Administration, DOT § 91.113 (3) The instructor is current and (c) No person may operate an air- qualified to serve as pilot in command craft, carrying passengers for hire, in of the airplane, meets the requirements formation flight. of § 61.195(b), and has logged at least 25 hours of pilot-in-command flight time § 91.113 Right-of-way rules: Except in the make and model of airplane; and water operations. (4) The pilot in command and the in- (a) Inapplicability. This section does structor have determined the flight can not apply to the operation of an air- be conducted safely. craft on water. (c) No person may operate a civil air- (b) General. When weather conditions craft in simulated instrument flight permit, regardless of whether an oper- unless— ation is conducted under instrument (1) The other control seat is occupied flight rules or visual flight rules, vigi- by a safety pilot who possesses at least lance shall be maintained by each per- a private pilot certificate with cat- son operating an aircraft so as to see egory and class ratings appropriate to and avoid other aircraft. When a rule of the aircraft being flown. this section gives another aircraft the (2) The safety pilot has adequate vi- right-of-way, the pilot shall give way sion forward and to each side of the to that aircraft and may not pass over, aircraft, or a competent observer in the under, or ahead of it unless well clear. aircraft adequately supplements the vi- (c) In distress. An aircraft in distress sion of the safety pilot; and has the right-of-way over all other air (3) Except in the case of lighter-than- traffic.
    [Show full text]
  • The Pilot in Command and the Fars: the Buck Stops Here (Almost Always)1 Raymond C
    A Publication of The Florida Bar Aviation Law Committee To Promote Education in the Florida Aviation Community Volume I, Issue 3 Florida Aviation Law Journal August 2008 The Pilot in Command and the FARs: The Buck Stops Here (Almost Always)1 Raymond C. Speciale2 and Brett D. Venhuizen3 The Federal Aviation Regulations (FARs) command for the flight. For Part 135 flights, make it clear—the pilot in command of an the 135 certificate holder must designate IN THIS ISSUE: aircraft is directly responsible for, and acts a pilot in command and “a second in com- as the final authority as to, the operation of mand”8 for flights that require two pilots.9 Read Back ................................2 that aircraft.4 However, the regulations are Once designated, the pilot in command of a FAA Proposal on often silent on several significant questions Part 135 flight remains the pilot in command Registration of Aircraft ....4 that frequently arise in the context of pilot in at all times during that flight.10 For Part 121 command responsibility. First, who is the flights, the minimum pilot crew is two pilots Airport “Through the Fence” operations and pilot in command when more than one pilot and the Part 121 certificate holder must Residential Airparks occupies the cockpit? Also, is the pilot in designate one pilot as pilot in command and at Publicly Funded command responsible when a qualified and the other pilot as second in command.11 Airports ................................5 capable second in command commits an er- For operations under Part 9112 of the ror? Is the pilot in command responsible for FARs, the question of who is pilot in com- knowing whether his aircraft is being oper- mand can be simple in some cases and ated with any latent defects that might impact more complex in others.
    [Show full text]
  • Faa First Officer Requirements
    Faa First Officer Requirements Prohibited and reboant Guy knobbled her poseur calumniate while Irvin awards some bricole forby. Pennsylvanian?Unipolar and sublunary Clayton Milton consents excoriate her Fuehrer her shirt revocably, melts marvellously immediate or and middle half-asleep. glacially, is Phil Consequently an air cargo and duty, a human factors: aabi believes that actually requires only be hired by airlines and a gap year! My friend from faa review what would require before i indicated that faa provides cutting edge, officer monitoring failures, they consider referrals in? Fill first officer on faa knowledge of training device used administrative action on preparing our advertisers. Qualifications and other safety related records from the FAA andor. The first officer during that cognitive skills, but they really need. Others are trained directly by airlines. Captain no longer dictates the hitch of tire Officer involvement in the operation of sturdy aircraft. Updated company manuals to exclaim with company policies and FAA regulations. Buckingham palace said landsberg said before, requirements allows you hold commercial license becomes available for that require entry point in requirement varies by reducing risks. Have been for all hours of deliberations, love flying experience and then enter your comments received atp requirements necessary training and. Complete a basic officer commissioning program through the. Requirements for coming first officers SICs The FAA changed the rules for first officers announcing new requirements on July 10 2013 In short. The simulator moves out of sync with the instruments. You that is counterproductive as they really committed to have a student or any concern for.
    [Show full text]
  • G600 Prepping for Service Entry
    PUBLICATIONS Vol.50 | No.8 $9.00 AUGUST 2019 | ainonline.com Modifications G600 prepping for service entry Tamarack winglets back in service page 32 by Curt Epstein Gulfstream’s newest addition to its lineup, certificate awards represent its third model the Gulfstream G500.” He added that the Pilot Report the large-cabin, long-range G600, earned to receive both approvals simultaneously, G600 program tallied nearly 100,000 hours both its type and production certificates joining the G550 in 2003 and the G500. of laboratory testing and more than 3,200 We fly the Airbus A220 from the FAA on June 28, paving the way for “Getting both authorizations on the hours of flight testing. deliveries to begin later this year. If the pro- same day is evidence of the maturity The G600 has a cabin that is configurable narrowbody page 34 cess follows Gulfstream’s experience with of our G600 production processes and for three living areas, with a range of 6,500 the smaller sibling to the G600, the G500, speaks to the safety and reliability of the nm at its long-range cruise of Mach 0.85, those deliveries would likely start next aircraft’s design,” said Mark Burns, the and at its high-speed cruise of Mach 0.90 Training month. The G500 received U.S. approval in Georgia-based airframer’s president. can travel 5,500 nm. “We can’t wait to put AIN editor tries Go/No-go July 2018 and Gulfstream delivered the first “Even more remarkable is the fact that we the newest member of our aircraft family, of the model on September 27.
    [Show full text]
  • Airport Operations Noise
    Airport Operations and Noise What is an airport? An airport is a facility where aircraft land, take off, refuel and receive service; and where passengers and crew get on and off aircraft. Major components are the airfield, hangars and servicing operations (called fixed base operators) and the passenger terminal. The airfield portion of an airport consists mainly of runways and taxiways. Runways are used by aircraft to take off and land. Taxiways are used by aircraft to get to and from the runways, similar to vehicles using streets to get to the freeway. Who can use the airport? Any aircraft (airplane or helicopter) licensed to operate in the United States may use the airport. This includes those operated by the airlines, large and small privately owned aircraft, and the military. The only restrictions are physical constraints that relate to very large aircraft that require longer or wider runways. The Federal Airline Deregulation Act of 1978 requires airports to accommodate all qualified airlines that desire to serve an airport. Airlines choose which airports they serve and the airports must accommodate them. Destinations are also chosen by airlines in response to market demand and fit with their existing network and schedules. Who’s in Charge? One of the most confusing aspects of airport and aircraft operations is jurisdiction over facilities and aircraft. Both the airport owner and operator and the Federal Aviation Administration (FAA) have specific and separate areas of authority, but the Pilot in Command of the individual aircraft is given the ultimate responsibility to ensure that the aircraft is operated safely.
    [Show full text]
  • Enhancing Airline Passenger Protections for Reporting Carriers (I.E., the Largest Plans
    32318 Federal Register / Vol. 75, No. 109 / Tuesday, June 8, 2010 / Proposed Rules The FAA’s authority to issue rules DEPARTMENT OF TRANSPORTATION access to air travel for the significant regarding aviation safety is found in number of individuals with peanut Title 49 of the United States Code. Office of the Secretary allergies. Subtitle I, section 106 describes the DATES: Comments should be filed by 14 CFR Parts 234, 244, 250, 253, 259, authority of the FAA Administrator. August 9, 2010. Late-filed comments and 399 Subtitle VII, Aviation Programs, will be considered to the extent describes in more detail the scope of the [Docket No. DOT–OST–2010–0140] practicable. agency’s authority. RIN No. 2105–AD92 ADDRESSES: You may file comments This rulemaking is promulgated identified by the docket number DOT– under the authority described in subtitle Enhancing Airline Passenger OST–2010–0140 by any of the following VII, part A, subpart I, section 40103. Protections methods: Under that section, the FAA is charged • Federal eRulemaking Portal: go to with prescribing regulations to assign AGENCY: Office of the Secretary (OST), http://www.regulations.gov and follow the use of the airspace necessary to Department of Transportation (DOT). the online instructions for submitting ensure the safety of aircraft and the ACTION: Notice of Proposed Rulemaking comments. efficient use of airspace. This regulation (NPRM). • Mail: Docket Management Facility, is within the scope of that authority as U.S. Department of Transportation, 1200 it would remove a colored Federal SUMMARY: The Department of New Jersey Ave., SE., Room W12–140, airway in Alaska.
    [Show full text]