OPERATION MANUAL Parts A,B,C,D

OPERATION MANUAL A,B,C,D

Issue 2, Rev.0 Page 1 AIR ESPACE ©

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0. Part 0 “Manual Administration” ................................................................................. 4

0.1. Log of Revisions (LoR) ........................................................................................... 4

0.2. List of effective pages (LeP) ................................................................................... 6

0.3. Abbreviations, Terms and Definitions (DEF) .......................................................... 8

0.4. Temporary Revisions (TR) ................................................................................... 21

0.5. NAA Approval (PRA) ............................................................................................ 23

1. Part A “General” ........................................................................................................ 25

1.1. A list and description of all volumes in the Operations Manual ............................ 25

1.2. Administration (function and management) .......................................................... 25

1.3. Responsibilities .................................................................................................... 25

1.4. Student discipline and disciplinary action ............................................................. 25

1.5. Approval/authorization of flights ........................................................................... 27

1.6. Preparation of flying program (restriction of aircrafts in poor weather) ................ 27

1.7. Command of aircraft ............................................................................................. 27

1.8. Responsibilities of the PIC/instructor .................................................................... 28

1.9. Carriage of passengers ........................................................................................ 29

1.10. Aircraft documentation ......................................................................................... 30

1.11. Retention of documents ....................................................................................... 31

1.12. Flight crew qualification records (licenses and ratings) ........................................ 32

1.13. Revalidation (medical certificates and ratings) ..................................................... 32

1.14. Flying duty period and flight time limitations (flying instructors) ........................... 33

1.15. Flying duty period and flight time limitations (students) ........................................ 34

1.16. Rest periods (flying instructors) ............................................................................ 34

1.17. Rest periods (students) ........................................................................................ 34

1.18. Pilots’ log books ................................................................................................... 34

1.19. Flight planning (general) ....................................................................................... 35

1.20. Safety (general) - equipment, radio listening watch ............................................. 36

1.21. Handling and reporting of an occurrence ............................................................. 38

2. Part B “Technical” ..................................................................................................... 43

2.1. Aircraft / FSTDs descriptive notes ........................................................................ 43

2.2. Aircraft handling ................................................................................................... 44

2.3. Emergency Procedures ........................................................................................ 54

2.4. Radio and radio navigation aids ........................................................................... 57

2.5. Allowable deficiencies (based on MMEL, if available)° ........................................ 57

3. Part C “Route” ........................................................................................................... 59

3.1. Performance (legislation, take-off, route, landing, etc.) ........................................ 59

3.2. Flight planning (fuel, oil, min safe altitude, navigation equipment, etc.) ............... 61

3.3. Loading (load sheets, mass, balance, limitations) ................................................ 64



3.4. Weather minima (flying instructors) ...................................................................... 65

3.5. Weather minima (students – at various stages of training) .................................. 66

3.6. Training routes/areas ........................................................................................... 66

4. Part D “Personnel Training” ..................................................................................... 69

4.1. Appointments of responsible for standards/competence of flight personnel ........ 69

4.2. Initial training ........................................................................................................ 69

4.3. Refresher training ................................................................................................. 70

4.4. Standardization training ........................................................................................ 74

4.5. Proficiency checks ................................................................................................ 75

4.6. Upgrading training ................................................................................................ 75

4.7. ATO personnel standards evaluation ................................................................... 76

5. Annex .......................................................................................................................... 77



0. Part 0 “Manual Administration” 0.1. Log of Revisions (LoR)

Record of Normal Revisions

Issue Rev. Effective

date Page

Changes Inserted by

Updatingdate

2 0 24.02.15 All New Issue

2 1 01.05.16

4-7,23-24 LOR, LEP, PRA 27 Chap. 1.5 written authorization v/s verbal.

Chap. 1.6 ref. to chap 3.4 and 3.5 Chap. 1.7 Call out corrected

28 Chap. 1.8 Post flight added 29 Chap. 1.9 Carriage of pax corrected 31 Chap. 1.10.2 Ref. to Annex for HIL 34 Chap. 1.15 Corrected acc. GM OFAC TM/OM 36 Chap. 1.20.2 Supplemental Oxygen removed 57 Chap. 2.4 A/C RNAV eqpt corrected

Chap. 2.5 MEL/HIL procedures corrected

61 Chap. 3.2.2 AIP CH replaced by VFR Manual 63 Chap 3.2.4 Determination of fuel and oil

quantities corrected

66 Chap. 3.6 Training routes/areas danger information corrected.

67 Chap.3.6.2 Briefing crossing the Alps in VMC corrected

69 Chap. 4.2 Ref. to Chap 5 corrected 70-71 Chap. 4.3.1 Refresher seminar table corrected



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0.2. List of effective pages (LeP) Part 0 – Manual Administration

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10 2 0 24.02.15 11 2 0 24.02.15 12 2 0 24.02.15 13 2 0 24.02.15 14 2 0 24.02.15 15 2 0 24.02.15 16 2 0 24.02.15 17 2 0 24.02.15 18 2 0 24.02.15 19 2 0 24.02.15 20 2 0 24.02.15 21 2 0 24.02.15 22 2 0 24.02.15 23 2 1 01.05.16 24 2 1 01.05.16

Part A – General

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Part B – Technical

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Part C – Route

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Part D – Personnel Training

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Annexes

Page Issue Revision Effective date 77 2 0 24.02.15



0.3. Abbreviations, Terms and Definitions (DEF)

Abbreviations, terms and definitions, which have been used throughout the manuals, are listed in the front of each manual. When used in the operations manual, the following terms shall have the meaning outlined below:

“Shall, must, has to, is to”, and verbs used in present indicative form such as “does, performs”, etc. are used in an imperative, compulsory sense.

“Should” is used in a sense of strong recommendation.

“May, might” are used in a permissive sense to state the authority or permission to do the mentioned act.

“Must not, may not” or “no crew member may” mean that nobody is authorised or permitted to do the act.

“Includes” means “includes but is not limited to...”.

“Approved” means the Authority has reviewed the method, procedure or policy in question and issued a formal written approval.

“Acceptable” means the Authority or the airline has issued a written policy or methodology which imposes either a mandatory requirement, if it states “shall”, “will”, “must” or an action verb in the imperative sense, a recommended requirement if it states “should” or a discretionary requirement if it states “may”.

“Note” is used when an operating procedure, technique, etc, is considered essential to be emphasized.

“Caution” is used when an operating procedure, technique, etc, may result in damage to equipment if not carefully followed.

“Warning” is used when an operating procedure, technique, etc, may result in personnel injury or loss of life if not carefully followed.

“Normally” means that the procedure it is usually used but some exceptions may be granted in a particular case.

General Definitions

Accepted/acceptable Means not objected by FOCA/CAA

Advisory Airspace An airspace of defined dimensions, or designated route, within which air traffic advisory service is available.

Advisory Route A designated route along which air traffic advisor service is available.

Aerial Work Aircraft Means an aircraft (other than a public transport aircraft) flying, or intended by the operator to fly, for the purpose of aerial work.

Aerial Work undertaking Means an undertaking whose business includes the performance of aerial work.

Aerobatic Manoeuvres Includes loops, spins, rolls, bunts, stall turns, inverted flying and any other similar manoeuvre.



Aerodrome Means any area of land or water designed, equipped, set apart or commonly used for affording facilities for landing and departure of aircraft and includes area or space, whether on the ground, on the roof of a building or elsewhere, which is designed, equipped or set apart for affording facilities for the landing and departure of aircraft capable of descending or climbing vertically, but shall not include any area the use of which for affording facilities for the landing and departure of aircraft has been abandoned and has not been resumed.

Aerodrome Control Service Means an air traffic control service for any aircraft on the manoeuvring area or apron of the aerodrome in respect of which the service is being provided or which is flying in, or in the vicinity of, the aerodrome traffic zone of that aerodrome by visual reference to the surface.

Aerodrome Flight Information Means a person appointed by the Authority or by Unit any other person maintaining an aerodrome to give

information by means of radio signals to aircraft flying or intending to fly within the aerodrome traffic zone of that aerodrome and aerodrome flight information service shall be construed accordingly.

Aerodrome Control Tower A unit established to provide air traffic control service to aerodrome traffic.

Aerodrome Operating Minima In relation to the operation of an aircraft at an aerodrome, means the cloud ceiling and runway visual range for take-off, and the decision height or minimum descent height, runway visual range and visual reference for landing, which are the minima for the operation of that aircraft at that aerodrome.

Aerodrome Traffic All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome.

Aerodrome Traffic Zone Airspace of defined dimensions established around an aerodrome for the protection of aerodrome traffic.

Aeronautical Ground Light Means any light specifically provided as an aid to air navigation, other than a light displayed on an aircraft.

Aeronautical Radio Station Means a radio station on the surface, which transmits or receives signals for the purpose of assisting aircraft.

Aeronautical Station A land station in the aeronautical mobile service. In certain instances, an aeronautical station may be located, for example, on board ship or on a platform at sea.

Aeroplane A power-driven heavier than air aircraft, deriving its lift in flight chiefly from aerodynamic reactions on surfaces which remain fixed under given conditions of flight.

Aircraft Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface.

Aircraft Category Classification of aircraft according to specified basic characteristics e.g. aeroplane, helicopter, glider, free balloon.



Aircraft certified A type of aircraft which the State of Registry has for Single Pilot Operations determined, during the certification process, can be operated

safely with a minimum crew of one pilot.

Aircraft – type of All aircraft of the same basic design including all modifications thereto except those modifications which result in change in handling or flight characteristics.

Air Traffic All aircraft in flight or operating on the manoeuvring area of an aerodrome.

Air Traffic Advisory Service A service provided within advisory airspace to ensure separation, in so far as practical, between aircraft which are operating on IFR flight plans.

Air Traffic Control Clearance Authorisation for an aircraft to proceed under conditions specified by an air traffic unit.

Note 1 – For convenience, the term “air traffic control clearance” is frequently abbreviated to “clearance” when used in appropriate contexts.

Note 2 – the abbreviated term “clearance” may be prefixed by the words “taxi”, “take-off”, ”departure”, “en-route”, “approach” or “landing” to indicate the particular portion of light to which the air traffic control clearance relates.

Air Traffic Control Service A service provided for the purpose of preventing collisions between aircraft, on the manoeuvring area between aircraft and obstructions and expediting and maintaining an orderly flow of air traffic.

Air Traffic Control Unit A generic term meaning variously, area control centre, approach control office or aerodrome control tower.

Air Traffic Services Airspaces Air spaces of defined dimensions, alphabetically designated, within which specific types of flights may operate and for which air traffic services and rules of operation are specified.

Air Traffic Services Reporting Office A unit established for the purpose of receiving reports concerning air traffic services and flight plans submitted before departure.

Note: - An air traffic reporting office may be established as separate unit or combined with an existing unit such as another air traffic services unit, or a unit of aeronautical information.

Air Traffic Services Unit A generic term meaning variously, air traffic control unit, flight information centre or air traffic services reporting office.

Air transport undertaking Means an undertaking whose business includes the undertaking of flights for the purposes of public transport of passengers or cargo.

Airborne Collision Avoidance An aircraft system base on secondary surveillance Systems (ACAS) radar (SSR) transponder signals, which operates

independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.

Airway A control area or portion thereof established in the form of a corridor equipped with radio navigation aids.

Alerting Service A service provided to notify appropriate organisations regarding aircraft in need of search and rescue aid, and to assist such organisations as required.



Alternate Aerodrome An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at, the aerodrome of intended landing. Alternate aerodromes include the following:

Take-off alternate An alternate aerodrome to which an aircraft can land should this become necessary shortly after take-off where it is not possible to use the aerodrome of departure.

En-route alternate An aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition while en-route.

Destination alternate An alternate aerodrome to which an aircraft may proceed should it become either impossible or inadvisable to land at the aerodrome of intended landing.

Note: the aerodrome from which a flight departs may also be en-route or a destination alternate aerodrome for that flight.

Altitude The vertical distance of a level, a point or an object considered as a point, measured from mean sea level.

Approach Control Office A unit established to provide air traffic control service to controlled flights arriving at, or departing from, one or more aerodromes.

Approach Control Service Air traffic control service for arriving or departing controlled flights.

Approach to landing Means that portion of the flight of the aircraft, when approaching to land, in which it is descending below a height of 1000 ft above the relevant specified decision height or minimum descent height.

Appropriate ATS Authority The relevant authority designated by the State responsible for providing air traffic services in the airspace concerned.

Appropriate Authority Regarding flight over the high seas: relevant authority of the State of Registry. Regarding flight other than over the high seas: the relevant authority of the State having sovereignty over the territory being overflown.

Approved (by the authority) Means documented (by FOCA/CAA) as suitable for the purpose intended

Approved one-engine The approved one-engine-inoperative cruise speed inoperative cruise speed for the intended area of operation shall be a speed, within

the certified limits of the aeroplane, selected by the operator and approved by FOCA/CAA.

Apron A defined area, on a land aerodrome, intended to accommodate aircraft for the purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.

Area Control Centre Means an air traffic control unit established to provide an area control service to aircraft flying within a notified flight information region, which are not receiving an aerodrome control service or an approach control service.

Area Control Service Air traffic control service for controlled flights in control areas.

Area Navigation Equipment Means equipment carried on board an aircraft,



(RNAV) which enables the aircraft to navigate on any desired flight path within the coverage of appropriate ground based navigation aids or within the limits of that on-board equipment or a combination of the two.

ATS Route A specified route designed for channelling the flow of traffic as necessary for the provision of air traffic services.

Note: The term “ATS route” is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure route, etc.

Authorised Person Means:

- any constable

- any person authorised by the Secretary of State (whether by name, or by class or description) either generally or in relation to a particular case of class of cases; and

- any person authorised by the Authority (whether by name or class or description) either generally or in relation to a particular case o class of cases.

Authority The Swiss FOCA or any other national Civil Aviation Authority when specified.

Captain The pilot occupying the left-hand seat of the flight deck, irrespective of Commander’s responsibility.

Cargo In relation to Commercial Air Transportation, any property, including animals and mail, carried by an aircraft other than stores and accompanied baggage.

Certificate of Release Released to service issued under PART-145 rules.

Change-Over Point The point at which an aircraft navigating on an ATS route segment defined by reference to very high frequency omni-directional radio ranges (VOR) is expected to transfer its primary navigational reference from the facility behind the aircraft to the next facility ahead of the aircraft.

Note: change-over points are established to provide the optimum balance in respect of signal strength and quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft along the same portion of a route segment.

Clearance Limit The point to which an aircraft is granted an air traffic control clearance.

Cloud Ceiling In relation to an aerodrome, means the vertical distance from the elevation of the aerodrome to the lowest part of any cloud visible from the aerodrome, which is sufficient to obscure more than one-half of the sky so visible.

Commander The pilot legally responsible for the operation of an aircraft, irrespective of seating position, designated by the operator. In case of failing of such a person, the person who is for the time being the pilot in command of the aircraft.

Contracting State Means any state, which is party to the Convention on International Civil Aviation signed at Chicago on the 7 December 1944.

Control Area A controlled airspace extending upwards from a specified limit above the earth.



Controlled Aerodrome An aerodrome at which air traffic control service is provided to aerodrome traffic.

Note: The term “controlled aerodrome” indicates that air traffic control service is provided to aerodrome traffic but does not necessarily imply that a control zone exists.

Controlled Airspace An airspace of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification.

Note: controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and E.

Controlled Flight Any flight which is subject to an air traffic control clearance.

Control Zone A controlled airspace extending upwards from the surface of the earth to a specified upper limit.

Configuration (as applied to the aeroplane). A particular combination of the positions of the moveable elements, such as wing flaps, landing gear, etc., which affect the aerodynamics of the aeroplane.

Co-pilot The licensed pilot serving in any piloting capacity other than a Commander/Captain but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction.

CPL (current flight Plan) The flight Plan, including changes if any, brought about by subsequent clearances.

Crew A person assigned by an operator to perform duty on an aeroplane during flight time.

Critical Power-Unit (S) The power-unit(s), failure of which gives the most adverse effect on the aircraft characteristics relative to the case under consideration.

Cruising Level A level maintained during a significant portion of a flight.

Danger Area An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times.

Day Means the time from half an hour before sunrise until half an hour after sunset (both times exclusive), sunset and sunrise being determined at surface level.

Decision Altitude In relation to the operation of an aircraft at an aerodrome, means the altitude as determined by the relevant QNH setting, in a precision approach at which a missed approach must be initiated if the required visual reference to continue that approach has not been established.

Decision Height In relation to the operation of an aircraft at an aerodrome, means the height as determined by radar altimeter, in a precision approach at which a missed approach must be initiated if the required visual reference to continue that approach has not been established.

Design Landing Mass The maximum mass of the aircraft at which, for structural design purposes, it is assumed to be planned to land.

Design Take-off Mass The maximum mass at which the aircraft, for structural design purposes, it is assumed to be planned to land.



Design Taxiing Mass The maximum mass of the aircraft, at which the structural provision is made for lad liable to occur during the use of the aircraft, on the ground prior to the start of take-off.

Destination Alternate An alternate aerodrome to which an aircraft may proceed should it become either impossible or inadvisable to land at the aerodrome of intended landing.

Dual Instruction Time Flight time during which a person is receiving flight instruction from a properly authorised pilot on board the aircraft.

Dispatch Release The Dispatch Release of a flight occurs when the flight dispatcher approves the operational flight plan, after which it is submitted to the pilot-in-command for acceptance. The dispatch release may be in the form of an Operational Flight Plan or a separate document, signed by the flight dispatcher and issued in accordance with the company operations manual.

Dry Runway A dry runway is one which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain “effectively dry” braking action even when moisture is present.

EASA Means the European Aviation Safety Agency.

En-route Clearance Where an ATC clearance is issued for the initial part of a flight solely as a means of expediting departing traffic, the subsequent clearance to the aerodrome of intended landing is an en-route clearance.

Estimated Off Blocks Time The estimated time at which the aircraft will commence movement associated with departure.

Estimated Time of Arrival For IFR flights, the time at which it is estimated that the aircraft will arrive over that designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome.

ETOPS Extended-range Twin-engine Operation Performance Standards

Expected Approach Time The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding point to complete its approach to landing.

Note: The actual time of leaving a holding point depend on the approach clearance.



Filed Flight Plan: The flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes.

Note: when the word “message” is used as a suffix to this term, it denotes the content and format of the filed flight plan data as transmitted.

Flight Crew member A licensed crew member charged with duties essential to the operation of an aircraft during flight time.

Flight Information Service A service provide for the purpose of giving advice and information useful for the safe and efficient conduct of flight.

Flight Level A surface of constant atmospheric pressure, which is related to a specific pressure datum, 1013.25 hPa, and is separated from other such surfaces by specific pressure intervals.

Note 1: A pressure type altimeter calibrated in accordance with the Standard Atmosphere, when set to QNH altimeter setting, will indicate altitude. When set to QFE altimeter setting, will indicate height above the QFE reference datum. When set at a pressure of 1013.25 hPa, may be used to indicate flight levels.

Note 2: the terms “height” and “altitude”, used in Note 1 above, indicate altimetric rather than geometric heights or altitudes.

Flight Plan Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft.

Flight Procedures Trainer See Synthetic flight devices.

Flight Simulator See Synthetic flight devices.

Flight Recording Any type of recorder installed in the aeroplane for the purpose of complementing accident/incident investigation.

Flight Time The total time from the moment an aircraft first moves under its own power for the purpose of taking off until the moment it first comes to rest at the end of the flight for the purpose of unloading persons (including crew members or cargo).

Note : Flight time as here defined is synonymous with the term “block to block” time or “chock to chock” time in general usage which is measured from the time an aircraft moves from the loading point until it stops at the unloading point.

Flight Visibility The visibility forward from the cockpit of an aircraft in flight.

Go-Around Is a flight manoeuvre performed in the event of a decision not to land. It consists of a transition and a continued climb out of the runway during which the configuration is changed from landing to approach and power is increased from minimum approach power to go-around power.

Heading The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North (True, magnetic, compass or grid).

Height The vertical distance if a level, a point or an object considered as a point, measured from a specified datum.

IFR The symbol used to designate the instrument flight rules.

IFR Flight A flight conducted in accordance with the instrument flight rules.

IMC The symbol used to designate instrument meteorological conditions.



Instrument Approach A series of predetermined manoeuvres by reference Procedure to flight instruments with specified protection from obstacles

from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en-route clearance criteria apply.

Instrument Flight time Time during which a pilot is piloting an aircraft solely by reference to instruments and without external reference points.

Landing Surface That part of the surface of an aerodrome which the aerodrome authority has declared available for the normal ground or water run of aircraft landing in a particular direction.

Level A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level.

Lifejacket Includes any device designed to support a person individually in or on the water.

Logbook In the case of an aircraft log book, engine log book or variable pitch propeller log book, or personal flying log book includes a record kept either in a book or by any other means approved by the Authority n the particular case.

Management System (MS) Electronic internal procedures manual used by Dasnair

Manoeuvring Area That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons.

Maintenance Tasks required to ensure the continued airworthiness of an aircraft including any one or the combination of overhaul, repair, inspection, replacement, modification or defect rectification.

Medical Assessment The evidence issued by a Contracting State that the licence holder meets specific requirements of medical fitness. It is issued following an evaluation by the Licensing Authority of the report submitted by the designated medical examiner who conducted the examination of the applicant for the licence.

MEL A list (including a preamble) which provides for the operation of aircraft, under specified conditions, with particular instruments, items of equipment or functions inoperative at the commencement of flight. This list is prepared by the operator for his own particular aircraft taking account of their aircraft definition and the relevant operational and maintenance conditions in accordance with a procedure approved by the Authority

Minimum Descent Height In relation to the operation of an aircraft at an aerodrome means the height in a non-precision approach below which descent may not be made without the required visual reference.

MMEL A Master Minimum Equipment List (MMEL) is an approved document created specifically to regulate the dispatch of an aircraft type with inoperative equipment. The MMEL contains



the conditions, limitations and procedures required for operating the aircraft with these items inoperative. The MMEL forms the basis for development and review of an individual operator's Minimum Equipment List (MEL).

Multiple Pilot aeroplanes Aeroplanes certificated for operation with a minimum crew of at least two pilots.

Multi-crew Co-operation The function of the flight crew as a team of co-operating members led by the pilot-in-command.

Movement Area The part of an aerodrome to be used for the take-off, landing and taxiing of the aircraft, consisting of the manoeuvring area and the apron(s).

Nautical Mile Means the International Nautical Mile, that is to say, a distance of 1852 metres.

Nominated Person A nominated person is defined as someone duly accredited by the Authority, holding a management position within Air Espace in accordance with Part ORA.

Night The hours between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise, as may be prescribed by the appropriate authority.

Note: Civil twilight ends in the evening when the centre of the sun’s disc is 6 degrees below the horizon and begins in the morning when the centre of the sun’s disc is 6 degrees below the horizon. For Switzerland, refer to the Swiss AIP.

Non-Precision Approach Means an instrument approach using non-visual aids or guidance in azimuth or elevation but which is not a precision approach.

Private Pilot’s Licence (PPL) The licence held by a pilot which prohibits the piloting of an aircraft for which remuneration is given.

(To) pilot To manipulate the flight controls of an aircraft during flight time.

Pilot-In-Command The pilot responsible for the operation and safety of the aircraft during flight time.

Pilot Flying (PF) A pilot who, for the time being, is in charge of the controls of an aircraft.

Pilot non flying (PNF) A pilot who is assisting the pilot flying in accordance with the multi-crew co-operation concept, when the required flight crew is more than one.



Power-unit A system of one or more engines and ancillary parts which are together necessary to provide thrust, independently of the continued operation of any other power unit(s), but not including short period thrust-producing devices.

Precision Approach Means an instrument approach using Instrument Landing System, Microwave Landing System or Precision Approach Radar for guidance in both azimuth and elevation.

Pressure Altitude An atmospheric pressure expressed in terms of altitude, which corresponds to the pressure in the Standard Atmosphere.

Proficiency Check Demonstration of skill to revalidate or renew ratings, and including such oral examination as the examiner may require.

Prohibited Area An airspace of defined dimensions above the land areas or territorial waters of a State within which flight of aircraft is prohibited.

Rating An authorisation entered on or associated with a licence and forming part thereof, stating special conditions, privileges or limitations pertaining to such licence.

Renewal The administrative action taken after a rating.

Rendering a Licence valid The action taken by a Contracting State, as an alternative to issuing its own licence, in accepting a licence issued by any other state as an equivalent of its own licence.

Repetitive Flight Plan (RPL) A flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS units.

Reporting Point A specified geographical location in relation to which the position of an aircraft can be reported.

Restricted Area An airspace of defined dimensions above the land areas or territorial waters of a State within which flight of aircraft is restricted in accordance with certain specified conditions.

Re-validation The administrative action taken within the period of validity of a rating or approval that allows the holder to continue to exercise the privileges of a rating or approval for a further specified period consequent upon the fulfilment of specified requirements.

Runway A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.

Runway Visual Range In relation to a runway, means the distance in the direction of take-off or landing over which the runway lights or surface markings may be seen from the touchdown zone as calculated by either human observation or instruments in the vicinity of the touchdown zone or where this is not reasonably practicable in the vicinity of the mid-point of the runway; and the distance, if any, communicated to the commander of an aircraft by or on behalf of the person in charge of the aerodrome as being the runway visual range for the time being.



Signal Area An area of an aerodrome used for the display of ground signals.

Skill Test Demonstration of skill for licence or rating issue including such oral examinations as the examiner may require.

Special VFR Flight A VFR flight cleared by air traffic control to operate within a control zone in meteorological condition below VMC.

Standard Atmosphere Standard Atmosphere is defined at sea level, at a standard pressure (1013.2hPa) and at a temperature of 15 degrees Celsius.

State of Registry The State on whose register the aircraft is entered.

Synthetic Training Devices Any one of the following three types if apparatus in which flight conditions are simulated on the ground:

Simulator A Flight Simulator: provides an accurate representation of the flight deck of a particular aircraft type to the extent that the mechanical, electrical, electronic etc. aircraft control functions; the normal environment of flight crew members, and the performance and flight characteristics of that type of aircraft are realistically simulated.

Flight procedures trainer provides a realistic flight deck environment, and which simulates instrument responses, simple control functions of mechanical, electric, electronic etc. aircraft systems, and the performance and flight characteristics of aircraft of a particular class.

Basic instrument flight trainer: is equipped with appropriate instruments, and which simulates the flight deck environment of an aircraft in flight in instrument flight conditions.

Take-off Surface That part of the surface of an aerodrome which the aerodrome authority has declared available for the normal ground or water run of aircraft taking off in a particular direction.

Taxiing Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing.

Taxiway A defined path on a land aerodrome established for the taxiing of an aircraft and intended to provide a link between one part of the aerodrome and another, including:

Aircraft stand taxi-lane A portion of an apron designated as a taxiway and intended to provide access to aircraft stands only.

Apron taxiway A portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron.

Rapid exit taxiway A taxiway connected to a runway at an acute angle and designed to allow landing aeroplanes to turn off at higher speeds than are achieved on other exit taxiways thereby minimising runway occupancy times.

Terminal Control Area A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes.

Total Estimated Elapsed Time For IFR flights, the estimated time required from take-off to arrive over that designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation



aid is associated with destination aerodrome, to arrive over the destination aerodrome. For VFR flights, the estimated time required from take-off, to arrive over the destination aerodrome.

Track The projection on the Earth’s surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic or grid).

Traffic Avoidance Service Advice provided by an air traffic service unit specifying manoeuvres to assist a pilot to avoid a collision.

Traffic Information Information issued by an air traffic service unit to alert a pilot to other known or observed air traffic which may be in the proximity to the position or intended route of flight and to help the pilot avoid a collision.

Training Captain A duly accredited captain involved in line flying supervision and line checks.

Transition Altitude The altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes.

VFR The symbol used to designate the visual flight rules.

VFR Flight A flight conducted in accordance with the visual flight rules.

Visibility The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.

Visual Descent Point The point where the MDA intersects a normal 3° Glide Path.

Visual Meteorological Meteorological conditions expressed in terms of Conditions visibility, distance from cloud and ceiling equal to or better

than specified minima.

VMC The symbol used to designate visual meteorological conditions.

Wet Runway A runway is considered wet when the runway surface is covered with water, or equivalent, less than specified in term “Contaminated Runway” above, or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water.



0.4. Temporary Revisions (TR)

Record of Temporary Revisions Issue Revision Changes Effective date Inserted by

- - - - -



LEFT BLANK



0.5. NAA Approval (PRA)



1. Part A “General” 1.1. A list and description of all volumes in the Operations Manual

This Approved Training Organization’s (ATO) Operations Manual (OM) for Air Espace takes into account all aspects of the ATO. It contains instructions to enable personnel to perform their duties and gives guidance to students on how to comply with course requirements. It is available to all staff and students if necessary.

It has been developed with consideration to ANNEX VII to the Regulation on Air Crew, Part ORA and Annex I Part FCL and relevant Acceptable Means of Compliance (AMC) and Guidance Material (GM).

For more information regarding Air Espace Manuals, ref. to OMM Part 2.

1.2. Administration (function and management)

Ref. to MOM Part 3.

1.3. Responsibilities

Ref. to MOM Part 3.

1.4. Student discipline and disciplinary action

An ATO Document named « ATO Rules » is found in Annex 1 to this Operations Manual and serves as a contractual document between the ATO and the student, for length of their Theoretical and Practical training

Any disciplinary or conduct problem has to be referred to the Head of Training by the CFI (flight related) or the CTKI (theory related) and will be handled by the Management Team.

Procedure: 1. The instructor involved, shall exercise caution, sound judgement and objectivity to the

situation. He shall document the situation and problem and then communicate with the CFI or the CTKI by providing evidence of the problem encountered.

2. The CFI or the CTKI shall assess the situation including possible instructor – student incompatibility situation and whenever possible, interview the student.

3. The CFI or CTKI shall then refer to the Head of Training for evaluation.

4. In certain cases, the CFI or the HT may fly with the student involved for assessment. A change of instructor assignment is an option.

5. Any student or instructor disciplinary decision shall be taken at the level of the Management Meeting and action taken by the Accountable Manager.



Step Remark Action Identification of inadmissible behavior or violation

Possible inadmissible behaviors are: irresponsible attitude clear and distinct lack of attitude violation of legal requirements and/or

provisions of the ATO documentation any other behavior not consistent with the

qualities required of a pilot any behavior or attitude that endangers

safety

influence of alcohol or drugs

medication whether prescribed or not, unless approval has been given by an Aero-Medical Examiner (AME)

non-satisfying progress.

Detection Report by third party Self-declaration

Route cause Classification

Analysis of the ATO system Was the procedure clear and correctly defined?

Was the task, procedure or action understood?

Failure of the provided provision, procedure and guideline

Review and correct provisions and procedures preventive action and awareness

Analysis of student discipline and performance

Was the action intended?

Were the results as intended?

Sabotage or malevolent act

Severe sanction required Exclusion Regress Initiate legal action

Was the violated procedure understood?

Knowingly violated?

Reckless violation Final Warning and impose actions

Could this happen to anybody else?

Did it already occur?

Negligent/careless error

Coaching, supervision and additional training

For reporting refer to the reporting scheme, MOM Part 7 and hazard identification /risk management

No uniforms are required for flight training, either from the instructor or from the student. Dress should be appropriate to the professional environment as well as to the weather constraints / emergency eventuality.



1.5. Approval/authorization of flights

Student must meet the pre-requisites for the intended training. The restrictions for the authorization of training flights are at least following:

A student pilot shall be supervised by a flight instructor and not fly solo unless authorized to do so.

The minimum age for a solo flight is: - for airplanes, helicopters and airships: 16 years

There are no solo flights for an IR training or a MEP. Permission and authority to issue this authorization remains with the responsible flight

instructor. A FI restricted does not have the privileges to approve:

- first solo flights by day or by night; and - first solo navigation-/cross country flights by day or by night.

In this case, the supervising flight instructor of the FI restricted shall issue the authorization: Before solo flights, the responsible instructor shall verify that the student:

- has a valid Medical; - is able to apply basic navigation; - is able to divert to an alternate; and - knows and understands the intended flight program and training targets.

There shall be defined minimum weather conditions for the intended flight, considering visibility, ceiling and wind and any other meteorological phenomena.

It is the full responsibility of the instructor to deliver written authorization to perform solo flights.

1.6. Preparation of flying program (restriction of aircrafts in poor weather)

The planning is managed by the CFI or a trained person. The ATO use an online planning tool available to all instructors.

No restrictions to consider due to the multi airfield used for the training activities.

The training flights are to be conducted within manageable weather conditions and forecast, in any case never below legal requirements. AFM limitations may apply as well. For weather minima refer to Chap 3.4.and 3.5.

1.7. Command of aircraft

The following areas apply to all instructional flights: a) On all instructional flight, the Instructor is always the PIC of the aircraft. b) The instructor is responsible to verify that the student has a valid medical and valid

licenses/ratings required for the level of training to be performed. c) The instructor clearly communicates with the student whenever a transfer of controls is

performed (Positive Transfer of Controls). When practicing emergencies, the instructor should make it clear who is going to do what. Example - the instructor is returning the control of the aircraft to the student: Instructor: “Your control” Student: “My control”

d) The instructor is responsible to carry out the objectives of the lesson and may deviate from those and adapt them to the overall training objectives if circumstances require it (Weather, Operational considerations, Student level of performance…)

e) On solo flights, the instructor is responsible to verify the student’s preparation. f) For Examiners, when a student has failed or partially failed a Skill Test / Proficiency

Check, they are considered as Instructors and have to be a duly ATO accredited Instructor.



1.8. Responsibilities of the PIC/instructor

The pilot-in-command (and/or the instructor) is responsible for: the safety of the aircraft and of all crew members, passengers and cargo on board during

aircraft operations; the initiation, continuation, termination or diversion of a flight in the interest of safety; ensuring that all operational procedures and checklists are complied with, in accordance

with the Operations Manual, AFM, POH, etc. and common practices of good airmanship; ensuring that the weather forecast and reports for the proposed operating area and flight

duration indicate that the flight may be conducted without infringing ATO operating minima; the aircraft being refuelled with particular attention to:

o the correct grade and amount of fuel; o fuel water checks; o fire safety precautions; o checking filler caps for security and correct replacement after refueling;

ensuring the pre-flight and post-flight inspections are correctly performed; deciding on acceptance of the aircraft with unserviceability in accordance with the

configuration deviation list (CDL) or minimum equipment list (MEL), if applicable; only commencing a flight if all operational limitations are complied with, as follows:

o the aircraft is airworthy; o the aircraft is duly registered; o instruments and equipment required for the execution of that flight are installed

in the aircraft and are operative, unless operation with inoperative equipment is permitted by the minimum equipment list (MEL) or list of deficiencies;

o the mass of the aircraft and the center of gravity are such that the flight can be conducted within limits;

o all equipment, baggage and cargo are properly loaded and secured and an emergency evacuation remains possible; and

o the aircraft operating limitations as specified in the aircraft flight manual (AFM) will not be exceeded at any time during the flight.

not commencing a flight if incapacitated to perform any duties by any cause such as injury, sickness, fatigue or the effects of any psychoactive substance;

not continuing a flight beyond the nearest weather-permissible aerodrome or operating site when the capacity to perform duties is significantly reduced from causes such as fatigue, sickness or lack of oxygen;

recording at the termination of the flight, or series of flights, in the aircraft technical log or journey log for the aircraft

o utilization data (fuel, oil, de-icing fluid, etc.) o all known or suspected defects in the aircraft.

taking all reasonable steps to ensure that whenever the aircraft is taxiing, taking off or landing, or whenever it is advisable (e.g. in turbulent conditions), all persons on board are properly secured in their seats, and all cabin baggage is stowed in the approved stowage;

the Pilot in Command shall, as soon as possible, report to the appropriate air traffic services (ATS) unit any hazardous weather or flight conditions encountered that are likely to affect the safety of other aircraft;

the Pilot in Command shall, in an emergency situation that requires immediate decision and action, take any action he considers necessary under the circumstances. In such cases he may deviate from any rules, operational procedures, and methods in the interest of safety;

ensuring that during critical flight phases (Taxi, Take off, Final Approach, Landing, Air Exercises, etc) or whenever deemed necessary in the interest of safety, all persons on



board are seated and secured at their assigned station and do not perform any activities intervening with the safe operation of the aircraft;

the aircraft is controlled at all times; any occurrences being reported according to the ATO reporting scheme; the notification by the quickest available means of any accident involving the aircraft that

results in serious injury or death of any person or substantial damage to the aircraft or property;

being familiar with national and international aviation legislation and agreed aviation practices and procedures in those areas/States where operations are conducted;

being familiar with the provisions of the ATO Manuals; all training and flight briefings are completed before each flight and all person on board are

fully briefed, including about emergency equipment and procedures; that the aircraft documentation is complete and carried on board; no portable electronic device (PED), which could adversely affect the performance of the

aircraft’s systems and equipment, is being used by any person on board the aircraft.

1.9. Carriage of passengers

The transport of passengers on instructional flights is prohibited except in under the following conditions:

The passenger holds a pilot's license and/or The Student Pilot and the Instructor agree and The teaching objectives are not jeopardized by the passenger's presence. In case the passenger does not hold a valid Pilot License a Passenger ticket shall be issued and filled by the Instructor and no abnormal or emergency procedures shall be planned. For passengers under 18 y.o. a written permission by their parents shall be provided in advance to Air Espace



1.10. Aircraft documentation

It is the Student Pilot's responsibility to verify that all the required documents are on board prior to each training flight: Aircraft Blue Booklet • The Registration Certificate

• The Airworthiness Certificate or Permit to Fly • Airworthiness Review Certificate or the Inspection Confirmation

• The third party Liability Insurance Certificate for aircraft (in SDR)

• The insurance certificate in respect of liability for passengers, if applicable

• The scope of utilization of the aircraft • Extract of the AOC, if applicable • The scope of utilization of the aircraft in commercial operation, if applicable

• The noise certificate, if applicable • The certificate for aero-towing of gliders, if applicable

• The aircraft radio station operating license issued by the OFCOM, if applicable

Aircraft Documentation / Manufacturer provided Documents

• Current AFM, POH • Carnet de route • Maintenance Release or equivalent • Checklists • MEL and CDL, if applicable • Hold Item List (HIL) or Deferred Defect List (DDL)

Planning and Operational Documents • Operational-/Navigation Flight Plan including Fuel Planning

• Mass and Balance Documentation • Details of the filed ATS flight plan, if applicable • Current Weather Information and Forecast • NOTAM’s and DABS

AIP VFR Manual & Guide Other commercially produced Route and Aerodrome Information and Documentation

• Current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted

• Procedures and visual signals information for use by intercepting and intercepted aircraft

• Any other documentation that may be pertinent to the flight or is required by the States concerned with the flight

ATO and pilots relevant documents • Operations Manual of the ATO • Pilots License (except for students of a LAPL, PPL or integrated CPL Course)

• Temporary Permission to act as pilot (if applicable) • Medical • ID or Passport • Syllabus • Pilot’s Logbook

The Pilot in Command shall make these documents available within a reasonable time frame when requested by the competent authority (FOCA or the respective national authority). In case of loss or theft of one of the listed documents, the operation may continue until the flight reaches its destination or a place where replacement documents can be provided.



1.10.1. Carnet de route

The FOCA Journey Log Book is used. The indications how to use it are described on page 3 of the book.

1.10.2. Hold Item List

For the management of aircraft defects, the Hold Item List (HIL) must be used considering: that only authorized certifying staff (aircraft maintenance personnel) decide

whether an aircraft defect affects flight safety and what rectification action is required before further flight;

any defect affecting the airworthiness and/or the flight safety or under the provisions of the CDL/MEL (if applicable) is rectified before further flight;

any defect not affecting flight safety is rectified as soon as practicable after the aircraft defect was first identified and within any limits specified in the applicable maintenance data. These defects shall be transferred into the HIL by authorized certifying staff only;

after rectification, the deferred defect (HIL item) has to be comprehensively cleared and signed off by the authorized certifying staff. Additionally, the cleared item shall be released in the Journey Log Book field “Action taken/maintenance release”.

See Annex Chap 5

1.11. Retention of documents

Refer to MOM Part 10.



1.12. Flight crew qualification records (licenses and ratings)

1.12.1. Instructors

The following records are reviewed and kept by the AM. Individual form with details of the instructor. Copy of licenses and attachment Copy of Medical Copy of ID/Passport Work contract

The AM is responsible that only instructors with valid licence and qualifications are assigned for flight training.

1.12.2. Students

The following records are reviewed and kept by the AM. Individual form with details of the student Copy of licenses and attachment (if applicable) Copy of Medical Copy of ID/Passport OM Annex 1 signed

1.13. Revalidation (medical certificates and ratings)

The instructors are responsible to keep their qualifications and medical certificates current. Furthermore the ATO has a database to insure continuous validity.

The Students have to submit their records before starting any training. A checklist is used by the administration to make sure that all required qualifications and medical certificates are valid.



1.14. Flying duty period and flight time limitations (flying instructors)

1.14.1. Definitions

The following flight time limitations and flight duty limitations are applicable:

7 flight hours on any day; 100 flight hours of flight time in any 28 consecutive days; 900 flight hours of flight time in any calendar year; and 1000 flight hours of flight time in any 12 consecutive calendar months? The maximum annual working time of 2000 hours Pre-flight and post-flight duty times are at least 30 minutes each.

12 duty hours on any day; 60 duty hours in any 7 consecutive days; 110 duty hours in any 14 consecutive days; and 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout

that period.



1.14.2. Rest Requirements – Rest Period

The rest requirements are: Minimum rest period at least as long as the preceding duty period or minimum 12 hours. Maximum consecutive duty period limited to 7 days (168 hours)

The minimum rest period increasing is not applicable to the ATO activities. If an instructor is engaged in more than one organization/operator, the requirement is to make such duty records available to all the concerned organizations/operators. Unforeseen circumstances — instructor’s/pilot in command’s discretion In case of unforeseen circumstances, the conditions to modify flight time limitation and rest requirements at the discretion of the instructor/pilot in command are:

Is the increase of the maximum duty restricted to maximum 2 hours The limit of the rest period is at least 10 hours in case of a reduced rest period following

the duty period Any modifications of flight time limitations and rest requirements must be reported to the HT.

1.14.3. Recording of duty, flight duty and rest periods

The flight duty have to recorded acc.Chap.1.18 Rest periods for instructors are not recorded but controlled by the planning as per Chap 1.6

1.15. Flying duty period and flight time limitations (students)

Without prejudice of an approved syllabus, students should not fly more than 3 flight training sessions/units in any flight duty period; and should not exceed 6 hours of flight time in any flight duty period. This may be adapted to the experience level of the student. Students should use their rest periods properly prior to a flight and appear well rested and fit for Duty. They shall not start a training flight if they know that they are suffering from, or are likely to suffer from fatigue or feel unfit to the extent that the flight may be endangered and/or the training target is in question;

Normal classroom workload is 6 hours of instruction. Specialized courses may last longer, depending on the type of courses involved. In any case, 9 hours is considered a maximum.

Students may fly on a daily basis, up to a maximum of 6 days in a row. In practicality, for initial IR students, an average of 3 to 4 half days per week is considered optimum. This is left to the discretion of the CFI or HT. Students will not be allowed to mix, in a single day a full Theoretical Class with a half-day of flight instruction.

1.16. Rest periods (flying instructors)

Usually, an instructor is not allowed to have more than 5 days of flight training. After this period of 5 days, the instructor needs 2 days off.

The instructor might occasionally take 6 days of training, but after this period, he will need 3 days off. If the instructor has done 4 days of training, he might take one day off and follow with another period of training.

1.17. Rest periods (students)

Usually, a student is not allowed to have more than 5 days of flight training. After this period of 5 days, the student needs 2 days off. If the student has done 4 days of training, he might take one day off and follow with another period of training.

1.18. Pilots’ log books

Students are required to log every instructional flight as dual when not current or not licensed / rated. The instructor is required to sign each set of training flights in the students’ logbooks. The log book record at least a) True flight time (TFT) and b) Block time (BT). For more detailed information see related annex in Chap 5.



1.19. Flight planning (general)

No flight shall commence without a complete and adequate planning for the intended flight. Both, the instructor/examiner and the student/applicant, are familiar with the planning and the actual data as relevant for the intended flight. As part of the briefing, the instructor shall evaluate the student’s flight planning prior to commencing a flight. A complete and adequate flight planning shall include at least: Organisation Check the availability of the aircraft

Sunrise / Sunset – OPR hours Current charts and maps / AIP / VFR Manual / Other

produced route and aerodrome information. Navigation VFR / IFR navigation flight plan

Flight announcement ATC flight plan NOTAMs DABS

Weather METAR TAF GAFOR Significant Weather Chart Wind Chart GAMET SIGMET SNOWTAM Weather Radar / Webcam

Airport PPR – Aerodrome’s condition of availability Ground services incl. Fuel

Performance Elevation / Density Mass and Balance

Runway available length surface strength condition

Take off Ground roll T/O distance Climb performance

Landing LDG distance Ground roll

Missed approach Climb performance

Fuel Trip Reserve Alternate Additional



1.20. Safety (general) - equipment, radio listening watch

It is everyone’s responsibility to provide a safe and secure operation. Adherence to the safety policy, established operating policies, procedures and instructions as published in the organization’s documentation, including the use of the reporting schemes and a in-depth knowledge of comprehensive emergency response procedures are essential aspects for a safe and secure operation. The Safety Management of the organization has the purpose to maintain and, where practicable, improve safety levels in all its activities and to minimize its contribution to the risk of an aircraft accident as far as is reasonably practical. Besides the responsibility of the training organization’s management, instructors are an important driving force to demonstrate their commitment to safety, to promote safety in an everyday activity during training and to operate any aircraft by example

1.20.1. Equipment

All instructors/pilot in command shall operate the aircraft according to the respective flight manual (AFM) / pilots operating handbook (POH) and where applicable, for specific equipment, manufacturer provided operating instructions. The equipment should always be used to the fullest and optimum capacity and has to be handled with care. The instructor/pilot in command shall ensure that instruments and equipment required for the execution of that flight are installed in the aircraft and are operative, unless operation with inoperative equipment is permitted by the minimum equipment list (MEL) or list of deficiencies and are used with maximum care as described in the relevant checklist/procedure.

1.20.2. Emergency Equipment

In accordance with the pre-flight procedure for the concerned aircraft the emergency equipment is to be checked for availability and serviceability. The standard emergency equipment of the organization’s training aircraft consist of: Equipment Check if available Fire Extinguisher Check that located in the designated place;

Check easy accessibility; Check pressure gauge reading or indicator in the operable range or position; Check expiry date/last inspection.

Emergency escape equipment (e.g. emergency safety hammer)

Check that correctly fitted and secured; Check easy accessibility.

First Aid Kit Check that correctly fitted and secured; Check the seal

Torches Check that correctly fitted and secured; Check functionality.



1.20.3. Emergency Locator Transmitter (ELT) accidental activation

After each flight the ELT is to be checked for an accidental activation by selecting 121.5 on the respective radio equipment. In case of an accidental activation unless otherwise instructed by the manufacturer operating manual:

1. reset ELT or switch the ELT off; 2. then switch back to position ARM . 3. call Rescue Coordination Centre (RCC)

1.20.4. Policy on the disposition of communication equipment

The following general setting may be applied on aircraft equipped with two independent radio communication transceivers:

1.20.5. Listening Watch

Where an aircraft is equipped with radio communication equipment, the pilot in command/instructor/student shall ensure that a listening watch is maintained. VFR flights operating in uncontrolled airspace shall maintain continuous air-ground voice communication watch on the appropriate communication frequency. IFR and VFR flights operating in controlled airspaces shall establish continuous two-way communication with the appropriate air traffic control unit on the respective communication channel/frequency.

1.20.6. Pilots position reports and broadcast

A pilot has to make a position report whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision, with another aircraft. A position report includes:

aircraft call sign type of aircraft ; position of the aircraft; and the pilot’s intentions

In addition to making position reports, pilots should listen to other broadcasts to increase situational awareness.

RCC Zürich REGA Center Postfach 1414 8058 Zürich-Flughafen Tel H24: +41 58 654 39 38

Refer also to VFR Manual Switzerland, VFR Guide, SAR1, SAR2

COMM 1 COMM 2

Frequency in Use Frequency STBY Frequency in Use Frequency STBY Active Air – Ground

Frequency Previous/Next Air –Ground Frequency

121.5 ATIS



1.20.7. Recommended broadcasts in the vicinity of non-controlled aerodromes

In the vicinity of a non-controlled aerodrome, pilots must make a broadcast whenever it is reasonably necessary to avoid a collision, or the risk of a collision, with another aircraft: Phase of Flight Radio Broadcast Exemple

Refer also to Official VFR Guide to Basic AIP, Chapter RAC 1.3

Aircraft first moving for a flight

Immediately before, or during, taxiing

HB-ABC taxiing to holding point runway 10

At the holding area of the active runway

Prior to lining up on the active runway

H-BC ready for departure runway 10

In take off position When starting the take off roll

H-BC taking off runway 10

Inbound of a non-controlled aerodrome

5 minutes, or further, from the aerodrome with an estimated time of arrival for the aerodrome

HB-ABC position sample-village 5000ft for landing in model aerodrome

Overhead and ready to join the circuit

Immediate before joining the circuit

H-BC overhead, will join left-hand downwind runway 20 H-BC left-hand base runway 20 H-BC final runway 20

Flight through the vicinity of, but not land at, a non-controlled aerodrome

When the aircraft enters the vicinity of the aerodrome

HB-ABC overhead 4500ft, crossing direction sample village

1.21. Handling and reporting of an occurrence

The main target of the occurrence reporting system is to avoid any re-occurrence and to learn from reported events. All persons involved in the organization or civil aviation are to report any occurrence endangering or potentially endangering the safety of the operation of an aircraft. Within the organization, there are the following two systems in place (see also MOM chap 7.1): Mandatory occurrence reporting system • Incident and serious incident

• Accident • Air Traffic Incident (ATIR)

Voluntary reporting system • Voluntary and anonymous • Hazard



1.21.1. Definitions

Incident ‘incident’ means an occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation;

Serious incident ‘serious incident’ means an incident involving circumstances indicating that there was a high probability of an accident and is associated with the operation of an aircraft, which in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time it comes to rest at the end of the flight and the primary propulsion system is shut down.

Accident ‘accident’ means an occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time it comes to rest at the end of the flight and the primary propulsion system is shut down, in which: • a person is fatally or seriously injured as a result of: - being in the aircraft, or, - direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or, - direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or • the aircraft sustains damage or structural failure which adversely affects the structural strength, performance or flight characteristics of the aircraft, and would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to a single engine, (including its cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes) or minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike, (including holes in the radome); or • the aircraft is missing or is completely inaccessible;

Hazard Condition or object with the potential of causing injuries to personnel, damage to equipment or structures, loss of material, or reduction of ability to perform a prescribed function.

ATIR An "Air Traffic Incident Report" is an incident which occurs in connection with Air Traffic Service (ATS) such as: • Aircraft proximity and near collision with any other flying device; • Faulty air traffic procedures, missed procedures or lack of compliance with applicable procedures by air traffic services or by flight crew; • Failure of air traffic service facilities.

Other occurrences Any other reportable occurrence



1.21.2. Occurrences to be reported

Mandatory reporting Process and Form

Accident and Incident Fire/Smoke Fuel spillage Heavy landing Heavy technical defects/malfunctions or structural

damage Exceedance of structural or engine limitation Forced landing

See MOM Chap. 7.1 and “Serious incident or accident” table below

Bird hazard or strike See below specific table Refer to : www.bazl.admin.ch/srm (>Occurrence Reporting > Mandatory Occurrence Reporting)

GNSS Occurrence Report (if applicable) FOCA GNSS Occurrence Reporting Form Refer to ‘Mandatory reporting www.bazl.admin.ch/srm (>Occurrence Reporting > Mandatory Occurrence Reporting)

Exceedance of any limitation inadvertently Critical low fuel quantity Encountering hazardous phenomena considered as

dangerous Exceedance of flight time limitations and/or reduction

of rest requirements

See MOM Chap. 7.1

Airspace Infringement (AI) Collision, aircraft proximity and near collision with any

other flying device, avoiding maneuver; Altitude restriction violation ATC infringements, lack of compliance Runway in-/excursion False air traffic procedure Failure of air traffic facilities

ATIR Forms, published by AIP Switzerland / ENR 1.14-5 / AMDT 01 / 2003 See below specific table “‘ATIR – Reporting procedure within the territory of Switzerland”.

1.21.3. Serious incident or accident

Responsibility Notification to Dispatch time Address PIC or any person directly involved in or becoming aware of an accident or serious incident

Air Traffic Control Immediately Current frequency

Swiss Air Rescue Service (REGA)

Tel. 1414

AM / CSM 079 / 679.79.49 078 / 784 84 41

Swiss Air Rescue Service (REGA)

Service d'enquête suisse sur les accidents SESA

Immediately Tel. +41 31 322 33 62 Fax +41 31 324 26 92

AM / CSM Activation of the organization ERP

Immediately 079 / 679.79.49 078 / 784 84 41



1.21.4. Reporting of Bird Strike

Responsibility: Notification to: Dispatch time: Address PIC/ Instructor

Air Traffic Control

Immediately ATS unit concerned on frequency in use

Airport Authority Immediately after landing

C-Office of the aerodrome concerned

AM / CSM within 24 hours Written form: Bird strike reporting form available on FOCA home page E-Mail: to: [email protected] cc: [email protected]

AM / CSM CAMO / AMO Immediately after receiving the information

Applicable CAMO / AMO

FOCA Within 72 Hours [email protected]

1.21.5. ATIR – Reporting procedure within the territory of Switzerland

Responsibility: Notification to: Dispatch time: Address: Pilot in Command/ Instructor

Air Traffic Control Immediately ATS unit concerned on frequency in use

AM / CSM After landing [email protected] 079 / 679.79.49 [email protected] 078 / 784 84 41

Head of Training FOCA or local National Aviation Authority of the incident

Within 72 Hours of the incident occurring

Refer to the Aeronautical information Publication (AIP) of the State concerned.

FOCA [email protected] or Electronic reporting on the homepage of FOCA: Page “Occurrence Reporting



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2. Part B “Technical” 2.1. Aircraft / FSTDs descriptive notes

The annex 2 contain the detailed list of aircraft used for training.

All aircrafts has to be operated in accordance with the provisions of the respective aircraft flight manual and associated checklists

The main aircrafts used by the ATO are:

The AS02 Bravo for primary training, night training, VFR navigation experience building (PIC flight time building) and CPL basic training.

The BE36 Bonanza is primarily used for difference training (Variable Pitch Prop, retractable undercarriage), advanced CPL training and IFR single-engine training.

The BE55 Baron is primarily used for Multi-engine Class Rating, CPL advanced training and IFR multi-engine training.

For purpose of various training, the ATO is using the following FSTD:



2.2. Aircraft handling

All aircrafts are to be operated in compliance with the terms of its Certificate of Airworthiness (CoA), Scope of Utilization and within the Limitations contained in the Aircraft Flight Manual (AFM)

The ATO provides aircraft checklists designed for training purposes and in line with industry standards. These checklists are labelled “For training purposes only”. Each aircraft has one ATO checklist on board. Each student receives a copy specific to the aircraft he will be trained on.

These have 3 sections: a. Normal Procedures (White section) b. Expanded Procedures (Green section) c. Emergency Procedures (Red section)

Checklists for each type of aircraft (BE55, BE36, AS202) are supplied on the www.air-espace.net website under student login.

An AFM is kept in each ATO training aircraft per NAA requirements. In addition, sections of the specific AFM are provided to each student in a pdf file (Performance / Loading / Systems sections) on the www.air-espace.net website under “student login”.

2.2.1 Normal procedures including flight profile description Every aircraft that flies follows a similar flight pattern that begins before take-off and ends after landing. The flight pattern is divided in standardized phases of flight. Ideally, aircraft type specific normal procedures and the associated flight profile descriptions are structured according to the defined phases of flight. The description of a flight path of an aircraft expressed in terms of configuration, speed, altitude, range and maneuver and its graphic representation is the so called flight profile.



Aircraft handling and operating procedures provide guidance to instructors and students to ensure safe, efficient, logical and predictable means of carrying out flight procedures and student’s practical training.

2.2.2 Normal Checklist The correct completion of normal checklists is essential for safe operation during all phases of flight and an effective method for preventing omissions of actions or inappropriate actions.

Safety critical aspects of system and aircraft configuration settings should be cross-checked through the use of normal checklists. Normal checklist actions are intended to check and verify actions that were accomplished from memory in accordance with the defined flow pattern.

Time and workload management are key factors in the initiation and effective conduct of normal checklists. Normal checklists should be accomplished in a timely manner during low workload periods within the concerned phase of flight to prevent any rush or interruption that could impact the safety purpose of the normal checklists.

Following an interruption of a checklist flow element, the pilot in command / student should restart the checklist element flow, as a measure to prevent any item from being omitted and to ensure that the actions already completed are re-verified.

For the aircraft type specific normal checklist, refer to the “List of aircraft used for training” column “Operations Manual Part B Reference”.

For detailed instruction on how to use a normal checklist, refer to the introductory text of the aircraft type specific normal checklist and the explanatory text provided by the manufacturer.

2.2.3 Limitations

Aircraft are to be operated in compliance with the terms of its Certificate of Airworthiness (CoA), Scope of Utilization and within the Limitations contained in the Aircraft Flight Manual (AFM) and/or other manuals provided by the manufacturer, such as the Pilot’s Operating Handbook (POH).

For the applicable aircraft type specific documentation refer to the “List of aircraft used for training” column “Operations Manual Part B Reference” of the concerned aircraft type.

Should any limitation be exceeded, the fact is to be recorded in the technical log system (or equivalent) and reported without delay in accordance with Chap. 1.21 “Handling and reporting of an occurrence”.

If any structural or engine operating limitation is exceeded, the aircraft is to be landed as soon as practicable and/or not to be flown until maintenance check/action is carried out and the aircraft is released for service again.

2.2.4 Preflight

• Refer to Chap. 3.2 “Flight Planning” for more details.

2.2.4.1 Preflight Check

The accomplishment of a safe flight begins with a careful preflight inspection. The preflight inspection determines that the aircraft is airworthy and that the aircraft is in a condition to perform a safe flight. Each aircraft has a specific preflight procedure designed by the manufacturer.

For the applicable aircraft type specific documentation refer to “List of aircraft used for training” column “Operations Manual Part B Reference” of the concerned aircraft type.



2.2.5 Flight Profils 2.2.5.1 General Flight Profil

2.2.5.2 Normal Take-Off



2.2.5.3 Precision Approach



2.2.5.4 Non-Precision Approach



2.2.5.5 High Speed Approach



2.2.5.6 Approach followed by circling

2.2.5.7 VFR Standard Traffic Pattern



2.2.5.8 Take Off and Climb SEP

2.2.5.9 Entries for a Standard Traffic Pattern



2.2.5.10 VFR Approach and Landing SEP

2.2.5.11 IFR Take Off and Climb MEP Ref. to 2.2.5.2



2.2.5.12 IFR Non Precision Approach MEP Ref. to 2.2.5.4

2.2.5.13 IFR Visual Maneuvering/Circling Approach MEP Ref. to 2.2.5.6 2.2.5.14 IFR Missed Approach



2.3. Emergency Procedures

AFM Emergency Procedures are available (AFM on board), known by the student, and applied at all times an emergency occurs. For the purpose of practicality, the “For Training purposes” Emergency Checklist is to be used, at they are designed in such a way as to comply with AFM. If any inconsistencies appear, the AFM is always the last authoritative document.



In case of emergency, the following decision making apply: PPAA: Power, Performance, Analyze, Action



2.4. Radio and radio navigation aids

ATO operated aircraft (BE55, AS202) are equipped with a single set of Garmin GNS430 (VFR) or dual set of Garmin GNS430 (IFR). The BE36 is equipped with Garmin GNS430.Other Navigational Equipment is standard for either VFR or IFR operations.

IFR certified aircraft (BE55 and BE36) have current GPS JEPPESEN Databases and corresponding subscriptions. IFR certified aircraft operate with Mode S transponders.

VFR certified aircraft comply with Mode S transponders.

The organisation only operates aircraft with the required radio and radio navigation equipment as required by the approved syllabi.

• For the aircraft type specific scope of utilisation, refer to the list of aircraft used for training column “Scope of utilisation”

The responsibility of the instructor/PIC is to ensure, that before departure navigational equipment is checked for serviceability as relevant to the intended flight session.

2.5. Allowable deficiencies (based on MMEL, if available)

The MMEL is provided by the Manufacture and may be included in the AFM (Beechcraft).

In the case of an occurrence or malfunction not covered in the AFM, the instructor shall take a conservative approach and contact the CAMO or the AM.

A log of Items on hold (HIL) called « Liste des défectuosités en suspens » is also available in the back of each aircraft’s “Carnet de Route” for the purpose of transferring from individual defect entries in the “Carnet de Route” (done by the instructor and to be communicated to the AMO and to the AM), the items that are not MEL related and that will be deferred to the next inspection or to such a time, the Maintenance staff has a chance to assess the problem and get it fixed.



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3. Part C “Route” 3.1. Performance (legislation, take-off, route, landing, etc.)

All aircraft shall only be operated if the performance is adequate and in compliance with the applicable rules of the air and any other restrictions applicable to the flight, the airspace or the aerodromes or operating sites used. This includes in particular:

Take off performance; Route performance; Landing performance.

When calculating performance data, the following information has to be available: General meteorological condition, in particular special weather phenomena, wind,

temperature, pressure, etc., for the time between the estimated time of departure and the estimated time of arrival;

Actual take off mass; Airport elevation; Runway length; Runway characteristics; Runway condition; Actual landing mass.

The instructor/student shall only commence a flight if the following performance data are calculated and are within the limits of the aircraft flight manual (AFM): Take off performance:

- Take off run (TOR); - Accelerate stop distance (ASD) where available; - Take off distance (TOD) / performance (50ft OBST). - Climb performance/rate of climb (ROC) - Climb performance/rate of climb (ROC) one engine in-operative (OEI) - Minimum climb gradient in %.

• Route performance - True air speed (TAS)

• Landing performance - Landing distance/performance (50ft OBST) flaps normal operation; - Landing distance/performance (50ft OBST) flaps malfunction (where available); - Landing Distance (LD) and ground roll; - Climb performance/rate of climb (ROC) IFR during missed approach; - Climb performance/rate of climb (ROC) IFR one engine inoperative (OEI) missed approach; - Minimum climb gradient in %

All aerodromes at which flight training is being conducted should have at least the following facilities:

1. At least one runway that allows training aircraft to make a normal take-off or landing within the performance limits of all the aircraft used for the training flights (according computations made out of the AFM/POH).

2. A wind direction indicator that is visible at ground level from the ends of each runway or at the appropriate holding points (exceptions to this rule to be granted on a case-to-case basis by the Head of Training).

3. Adequate runway electrical lighting if used for night training.



4. An air traffic service, except for uncontrolled aerodromes where the training requirements may be satisfied safely by another acceptable means of air-to-ground communication (e.g: AFIS). [ref AMC1 ORA.ATO.140 Aerodromes and operating sites]

5. Demonstrated crosswind values for take-off and/or landing as published in the AFM/POH shall be regarded as restricting maxima.

Flight performance in case of engine failure with a multi-engine airplane shall be carefully examined, and, in particular, the determination of a suitable flight path in mountainous areas. During flight planning the single engine service ceiling shall be determined and compared with the relevant minimum altitudes to ensure proper obstacle clearance. Where appropriate, the flight route shall be modified accordingly in order to ensure an optimum risk management, taking duly consideration of the airplane mass and the prevailing meteorological conditions.

At least the following performance data has to be calculated before each flight:

VFR IFR

Phases of flight

Required calculations Single engine aircraft

Multi engine aircraft

Single engine aircraft

Multi engine aircraft

T

ake

Off

Take off run (TOR) X X X X Accelerate stop distance (ASD) (where available)

(X) (X) (X) (X)

Take off distance/performance (50ft OBST)

X X X X

Climb performance/rate of climb (ROC)

X X X X

Climb performance/rate of climb (ROC) one engine inoperative (OEI)

X X

Minimum climb gradient in %. X X

En

-ro

ute

True air speed (TAS) X X X X

Lan

din

g

Landing distance/performance (50ft OBST) flaps normal operation

X X X X

Landing distance/performance (50ft OBST) flaps malfunction (where available)

(X) (X) (X) (X)

Landing distance (LD) and landing ground roll

X X X X

Climb performance/rate of climb (ROC) during missed approach

X X

Climb performance/rate of climb (ROC) one engine in-operative (OEI) missed approach

X

Minimum climb gradient in % X X

To facilitate some calculation, rule of thumb may be applied, but it may not replace any calculation supplied in any of the documentation provided by the manufacturer



3.2. Flight planning (fuel, oil, min safe altitude, navigation equipment, etc.)

Air Espace uses only aerodromes that are adequate for the type of aircraft used and for the training provided. No flight shall be commenced unless the aircraft carries sufficient fuel and oil for the intended flight.

3.2.1. Navigation flight plan

A VFR Flight Plan shall be filed in accordance with the current Rules and Regulations.

An IFR Flight Plan shall be filed at least one hour before Estimated Off-Block Time (EOBT). This rule also applies for Y/Z flight plans. For flights under active Air Traffic Management measures, it is recommended to file the ATC flight plan at least 3 hours before EOBT, in order to avoid significant delays.

3.2.2. Minimum Safe Altitude • For VFR refer to the VFR Manual Guide; • For IFR refer to the AIP Switzerland, ENR 1; or • Refer to commercially produced Route and Aerodrome Information and Documentation.

3.2.3. Selection and use of aerodromes

Before commencing a flight, the instructor and student/pilot in command shall ascertain by every reasonable means available, that the ground facilities including communication facilities and navigation aids available and directly required on such flight, for the safe operation of the aircraft, are adequate and available for the intended flight. Associated with weather condition and determination of minimum fuel quantity required, the selection of aerodrome should take into account the following definitions and provisions:



1 General Policy The organization uses only aerodromes that are adequate for the type of

aircraft used and course of training provided; 2 Adequate aerodrome Means an aerodrome on which the aircraft can be operated, taking into

account the applicable performance requirements, runway characteristics and course of training provided;

3 Weather-permissible aerodrome

Means an adequate aerodrome where, for the anticipated time of use, weather report, or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the required aerodrome operating minima, and the runway surface condition reports indicate that a safe landing will be possible;

Alternate aerodrome An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following: Take-off alternate En-route alternate Destination alternate An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure.

An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route.

An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing

Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight. VFR Day and night Planning of an alternative course of action to provide for the

eventuality that the flight cannot be completed as planned. IFR destination alternate aerodrome For IFR flights, the pilot-in-command shall specify at least one

weather-permissible destination alternate aerodrome in the flight plan, unless: a) the available current meteorological information indicates

that, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever is the shorter period, the approach and landing may be made under visual meteorological conditions (VMC); or

b) the place of intended landing is isolated; and 1) an instrument approach procedure is prescribed for the

aerodrome of intended landing; and 2) available current meteorological information indicates that

the following meteorological conditions will exist from 2 hours before to 2 hours after the estimated time of arrival:

i) a cloud base of at least 300 m (1 000 ft) above the minimum associated with the instrument approach procedure; and

ii) visibility of at least 5.5 km or of 4 km more than the minimum associated with the procedure.

Isolated aerodrome For the selection of alternate aerodromes and the fuel policy, the pilot-in-command shall consider an aerodrome as an isolated aerodrome if the flying time to the nearest adequate destination alternate aerodrome is more than: a) for aeroplanes with reciprocating engines, 60 minutes; or b) for aeroplanes with turbine engines, 90 minutes.



3.2.4. Determination of fuel and oil quantities A flight shall only be commenced, if the aircraft carries sufficient fuel and oil for the following:

Type of flight Minimum amount of fuel required VFR day • visual circuits

• Taking-off and landing at the same aerodrome and always remaining in sight of that aerodrome to fly the intended route and thereafter for minimum 1045 minutes at normal cruising altitude;

VFR day • en-route and air exercises

• To fly to the aerodrome of intended landing and thereafter to fly for at least 45 (*30) minutes at normal cruising altitude; • Time to complete the air exercises and thereafter to fly for at least 45 (*30) minutes at normal cruising altitude.

VFR night • visual circuits

• To fly the number of visual circuits and thereafter to fly for at least 45 (*30) minutes at normal cruising altitude

VFR night • en-route and air exercises

• To fly to the aerodrome of intended landing and thereafter to fly for at least 45 (*30) minutes at normal cruising altitude; • Time to complete the air exercises and thereafter to fly for at least 45 (*30) minutes at normal cruising altitude.

IFR • no destination alternate required

• When no destination alternate is required, to fly to the aerodrome of intended landing and thereafter to fly for at least 45 (*30) minutes at normal cruising altitude

IFR • destination alternate aerodrome required

• When a destination alternate is required, to fly to the aerodrome of intended landing, to an alternate aerodrome and thereafter to fly for at least 45 (*30)minutes at normal cruising altitude

(*) Turboprop engine(s)

3.2.5. Aircraft type specific information and data for fuel consumption; detailed instruction on how to use the provided data; and unit of fuel measurement;

are to be found in the manual provided by the manufacturer. Refer to the “List of aircraft used for training” column “Operations Manual Part B Reference”. Both, the instructor/examiner and the student/applicant are familiar with the fuel calculation and the actual fuel data of the aircraft used; As a part of the pre-flight planning, the pilot in command/student shall make a careful calculation of the amount of fuel required specific to the intended flight session. In addition, the following shall be taken into consideration:

the correct und consistent application of the fuel consumption data including associated unit of measurement as applicable for the concerned aircraft;

the actual and forecast meteorological conditions; the planning of an alternative course of action to provide for the eventuality that the

flight cannot be completed as planned; possible traffic delays for the anticipated ATC routings and aerodromes; any other condition that may delay (e.g. temporary operating restriction or closing of

runway and/or aerodrome, required re-routing) the landing of the aircraft; procedures specific to the type of aircraft, such as failure of one engine while en-route,

loss of pressurization etc. or any other condition that may increase the fuel and oil consumption.

As part of the briefing, the instructor shall evaluate the student’s fuel calculation prior to commencing the flight.



3.2.6. Oil quantity As a part of the pre-flight inspection and always prior to starting an engine, the pilot in command/student is to ensure that the engine oil quantity and level is in compliance with the limitations stated in the aircraft flight manual or equivalent manual provided by the manufacturer.

3.3. Loading (load sheets, mass, balance, limitations)

It is mandatory to have a Mass and Balance computation made for each training or check flight.

The loading limitations (maximum masses, limits for the position of the centre of gravity) to consider are always those that are laid down in the respective AFM/POH of the airplane being used.

During any phase of flight, the loading, the mass and the centre of gravity (CG) position of the aircraft shall comply with any limitation specified in the aircraft flight manual (AFM), or equivalent document.

It is the responsibility of the instructor/student/pilot in command to ensure that an aircraft is loaded in such a way, as to meet the limitations related to all mass and centre of gravity (CG) detailed in the appropriate aircraft flight manual (AFM) or equivalent documentation made available on the ATO website before each flight.

Namely:

• the maximum authorised zero fuel mass (MZFM);

• the maximum authorised ramp mass (MRM);

• the maximum authorised take off mass during take off (MTOM);

• the maximum authorised landing mass during landing (MLM).



Any change of mass and center of gravity (CG) position should be revised whenever the cumulative changes to the dry operating mass exceeds ± 0.5 % of the maximum landing mass or, for aircraft, the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic chord. This may be done by weighing the aircraft or by calculation and has to be accomplished by an approved maintenance organization or the manufacturer of the aircraft. All modifications on the mass and balance shall be properly documented and made available to the pilot in command.

3.4. Weather minima (flying instructors)

The applicable VFR/IFR minimum weather requirements are published in the AIP of the State concerned or other commercially produced route and aerodrome information and documentation.

A flight session shall only commence or continue if the latest available meteorological information indicates, that the weather conditions along the route and at the intended destination and, if applicable, destination alternate aerodrome, at the estimated time of use, will be at or above the applicable operating minimum.

Both, the instructor/examiner and the student/applicant, are to be familiar with the minimum weather requirements and the actual weather condition at the time of use.

In the case of dual flight instruction the flight instructor is always responsible for the final decision as to begin and then continue any training flight to the destination or alternate aerodrome.

In VFR, the weather minima to consider are always those corresponding to the airspace class (B, C, D, E, F, G) in which the training flight is to take place in. In other words, one shall always stay in VMC.

In IFR, the weather minima required to dispatch an airplane for an IFR training flight from or to any given aerodrome are those laid down by the authorities in the corresponding instrument departure or approach plates. These minima shall be fulfilled at the intended time of departure and at the ETA +/- 1 hour respectively.

For training purposes, an airplane may be dispatched for an IFR training flight to a weather closed destination. In such a case two suitable alternate aerodromes must be available should a diversion being necessary.

One alternate aerodrome is required for each IFR training flight. The weather minima for the alternate aerodrome at the ETA +/- 1 hour (taking diversion time into account) shall correspond to those of the more restrictive approach type available at the alternate aerodrome. The airplane must be fitted with the corresponding serviceable equipment and instrumentation.

Flights in known icing conditions are to be conducted in accordance with the limitations laid down in the respective AFM/POH of the aeroplane being used.

For flights in areas with well visible and isolated thunderstorm clouds, an adequate minimum distance to the thunderstorm clouds shall be respected at all times. For flights during which embedded CBs can be suspected, a serviceable weather radar must be available and properly used. When selecting the aerodrome operating minima, the following shall be taken into account:

type, performance and handling characteristics of the aircraft; student competence and experience; dimensions and characteristics of the runways and final approach; adequacy and performance of the available visual and non-visual ground aids



available equipment on the aircraft for the purpose of navigation and/or control of the flight path, during take-off, approach, flare, landing, rollout and missed approach;

obstacles at take-off, departure, approach, missed approach and climb-out areas necessary for the execution of contingency procedures;

obstacle clearance altitude/height for the instrument approach procedures; means to determine and report meteorological conditions; and flight technique to be used during the final approach. the minima for a specific type of approach and landing procedure shall be used if:

- the ground equipment required for the intended procedure is operative; - the aircraft systems required for the type of approach are operative; - the required aircraft performance criteria are met.

3.5. Weather minima (students – at various stages of training)

The applicable VFR/IFR minimum weather requirements as published in the AIP of the State concerned or other commercially produced route and aerodrome information and documentation, also apply as basis for students. The applicable minima may be included in the respective session of the concerned syllabus or the instructor may modify the minimum weather requirements depending on the level of performance and the fitness of the student, but must never be lower than the applicable minima but must never be lower than the applicable minimum weather requirements. Only solo training flights under VFR are granted. The supervising flight instructor is always responsible to decide if a solo training flight shall take place, taking into account the weather conditions prevailing along the route to be flown and the experience of the student pilot.

Weather reports, observations or other means of planning (e.g. GAFOR) shall be used to ensure that VMC will prevail with a reasonable probability along the route to be flown and at the destination aerodrome and with very high probability (nearing 100%) at the alternate aerodrome, considering the schedule set for the flight (or successive flights) and any foreseeable delay that may occur. The final evaluation and decision lies with the supervising flight instructor.

Once in flight, the student pilot is solely responsible to maintain VMC throughout the whole flight and to decide of any diversion to an alternate or enroute alternate aerodrome.

3.6. Training routes/areas

Basically all training flights shall take place within the continental Europe. Exceptions shall be granted by the Head of Training upon request. Appropriate charts (enroute and for take-off/landing) shall be available for the region being flown and the nearby aerodromes. The environmental limitations (e.g. maximum altitude, service ceiling, minimum temperature…) as laid down in the respective AFM/POH of the airplane being used shall be respected at all times. For instructions and information related to aerodromes/airfields, charts and navigation aids including routes and communication refer to: • AIP Switzerland and/or VFR Manual; or • other commercially produced Route and Aerodrome Information and Documentation. For restricted and danger areas as well as temporary reserved areas refer to the Daily Airspace Bulletin Switzerland (DABS) issued by Skyguide or all foreign applicable information.



3.6.1. Training areas and aerodromes used for training In conformity with the training specification detailed in the syllabi and adequate for the type of aircraft used for training, the following aerodromes and area: IFR LSGG Geneva

LSZG Grenchen LSZB Bern-Belp LFSB Bale-Mulhouse …

VFR Night LSGG Geneva LSZG Grenchen LSZB Bern-Belp LFSB Bale-Mulhouse LSGE Ecuvillens LSGS Sion ....

VFR LSGL Lausanne La Blécherette LSGN Neuchâtel-Colombier LSZG Grenchen LSZB Bern-Belp LSGE Ecuvillens LSGS Sion¨ LSGY Yverdon-les-Bains …

The Training areas and aerodromes used for training are defined in the Training Manual and may be selected specific to the intended flight session.

Sample

3.6.2. Briefing crossing the Alps in VMC Crossing the Alps in VMC must be deeply briefed and includes the following

elements: performances of the airplane according to the route weather conditions (GAFOR, GAMET, SIGMET; SWC/TEMSI, METAR, TAF,

WIND 050/100/180) DABS NOTAMS Adapted crew equipment

EOBT Area Range Altitude restrictions FOB Customs

0900 LT or 1300 LT Lausanne (LSGL) - Chambery (LFLB) Evian - Laroche - Annecy VFR 4000' 0430 1 hour before - Tel.: 0033-4-795.449.54

EOBT Area Range Altitude restrictions FOB Customs

1100 LT or 1500 LT Chambery (LFLB) - Lausanne (LSGL) Annecy - Laroche - Evian VFR 4000' 0300 AIS : 021-646.15.51

Alternate exercices

Flying : back to LAUSANNE with all exercises for CPL (Airwork : Forced Landings, Flying maneuvers

Exercice N°1a - VFR OPS + Air work

Exercices descriptions

Cross-country flying, using dead reckoning and radio-navigation aids, simulated weather deterioration, diversion

Alternate exercices

Flying VFR to : NEUCHATEL (LSGN) with all exercises for CPL (Airwork : Forced Landings, Flying maneuvers)

Exercice N°1b - VFR OPS + Air work

Exercices descriptions

Airwork : Slow flight, Steep-turns, Stall + Recovery, Unusual attitudes, Simulated engine failure, Forced LDG



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4. Part D “Personnel Training” 4.1. Appointments of responsible for standards/competence of flight personnel

The Accountable Manager (AM) is responsible to nominate the Head of Training (HT), the Chief Flight Instructor (CFI) and the Chief Theoretical Knowledge Instructor (CTKI). He may nominate deputies if necessary. The nominated personnel must be acceptable to the authority. The AM shall instruct and assess the newly nominated HT, CFI or CTKI about:

Air-Espace organization, procedures and standardization (SOP) Air-Espace documentation (OM, TM, MOM, etc.) Maintenance procedures including allowable deficiencies/HIL. Theoretical knowledge training programme and Flight training programme Emergency and safety training Familiarization/standardization of the local area New function, responsibilities, scope of activities, documentations in relation. Different useful contacts, instructor list, in relation with Air-Espace Facilities and equipment (e.g. beamer, computer etc...) at disposal of the new

nominated person

The HT, CFI or CTKI shall give the above instruction to his deputy before he starts in his new function. The instruction shall be recorded and stored on the Daily Training Records -Theoretical course (See Annex 3 Daily Training Records - Theoretical Course).

The appointed person responsible for the standardization of all flight instructions and the evaluation of the instructor’s individual performance is the owner of the function Chief Flight Instructor. The supervision is under the responsibility of the Head of Training. For details, refer to MOM Part.3.

4.2. Initial training

The Head of Training (HT) shall supervise the initial training of new instructors. The training shall be given by the Chief Flight Instructor (CFI) for the Flight Instructors

(FI), Instrument Rating Instructors (IRI) or Class Rating Instructors (CRI). The training shall be given by the Chief Theoretical Knowledge Instructor (CTKI) for the

Theoretical Knowledge Instructors (TKI).

The instruction shall be recorded and stored on the Daily Training Records -Theoretical course (See Chap.5 Annex 3 Daily Training Records - Theoretical Course).

Instructor organization conversion # Step Subject Reference FI FI

Aux

Exa TRI GND Record

1 Evaluation

of an

instructor

Evaluation Application

documents ,CV,

assessment and

interview

X X X X X Person

nal files

Practical and

theoretical instructor

assessment

Theoretical

knowledge oral

examination and

practical

introduction/evaluati

on flight.

X X ‐ ‐ X

(NO

FLIGH

T)



2 Organisation

introduction

Management system

basic training.

MOM Part. 9.1 X X ‐ X X

3 Practical

introduction

Practical introduction

and standardization.

OM‐D, Chapter

4.4

Experience

record of the

concerned

instructor

category

X X ‐ X x

4.3. Refresher training

The refresher training is to refresh and increase knowledge as well as to maintain the abilities in order to remain qualified and competent to execute the duties of the instructors.

The refresher training is a major element of the revalidation and renewal requirements for instructor certificates. Air-Espace is giving annual refresher seminar.

The refresher seminar is an interactive course of training comprising presentations, break-out groups and workshops. Such seminars should run for a least two days, and attendance from participants will be required for the whole duration of the seminar.

4.3.1. Refresher seminar

The annual refresher seminar include different subjects as described in the following table: # Training subject FI FI

Aux

TRI

CRI

GND

FI MI

Conditions Tools

1 Rules and regulations Legal aspects and enforcement procedures

X X (X) (X) At least 2 days 6 hours excluding

breakes; In general 50

minutes session; 15 minutes for

questions; Break-out groups

and workshops; Topics shall focus

on innovations and changes;

Refresher seminar detailed programme establish by the HT.

FBF Video Internet FOCA / EASA

documentation Extern specialist Any other relevant

tool. List of participants

2 Teaching, learning and instructional techniques including instrument flying

X X (X) (X)

3 Role of the instructor X X (X) (X)

4 Human factors X X ‐ ‐

5 Flight safety, incident and accident prevention

X X (X) ‐

6 Airmanship X X (X) ‐



8 Navigation skills including new or current radio navigation aids

X X (X) ‐

9 Weather related topics including methods of distribution

X X (X) ‐

10 Any additional topic provided by FOCA

X X (X) (X)

11 Standardization Training

X X (X) (X)

(X) Specific refresher every at least 2 years or as needed.



4.3.2. Individual refresher training

The following process applies for instructor certificate renewal or for the definition of individual training as an element of a corrective measure resulting from an instructor standards evaluation:

Step Task Reference Responsibility

Evaluation Verify and determine the individual deficiencies:

Theoretical knowledge; Teaching and learning

capabilities; Flight instruction and

associated skills.

OM-D, Chapter 4.7 CFI

Determine training programme

Define the needs, content and amount of training considering:

The experience; Previous performance; Whether the training is for

revalidation or renewal; In the case of renewal the

amount of training needed should be increased with the time lapsed.

OM-D, Chapter 4.7 Licence; Competence and skill

records and forms; Pilots log book; Part FCL Subpart J,

content of the training course of the relevant instructor category.

CFI

Select instructor Verify entitled instructor category;

Assign instructor; Verify qualification and

validity;

Table instructor selection;

List of instructors; Instructor file and

licence.

CFI

Develop training programme

Establish individual training programme according to needs and prepare record form.

Refresher training Assigned Instructor

Information to FOCA Inform assigned inspector Any practical communication means.

CFI

Organise and conduct the training

Perform the training according to the defined training programme.

Refresher training record. Assigned Instructor

Record keeping and information

Complete form; Provide instructor trainee

with the original form; Submit a copy to the Chief

Flight Instructor for file management.

OM-A, Chapter 1.12 Assigned Instructor

Verify effectiveness Verify the achievement of the standards in:

Theoretical knowledge; Teaching and learning

capabilities; Flight instruction and

associated skills.

Assessment of competence;

Proficiency checks; OM-D, Chapter 4.7

CFI



4.3.3. Minimum refresher training for renewal If the instructor certificate has lapsed, the instructor shall be trained to regain the level of competences and to pass the assessment of competences. The training program shall be developed case by case by following the above process. The individual training program is to be based on the instructor training course of the concerned instructor category. The training should be both, theoretical and practical in:

theoretical knowledge, teaching and learning capabilities; flight instruction and associated skills.

Time lapsed since the expiry of the instructor certificate

Minimum training The following requirements shall be considered as a minimum and adapted up to proficiency of the instructor trainee.

< 3 month No supplementary requirements. > 3 month < 1 year Instructor organization conversion training focus on the changes:

Long briefing of a typical flight session; A minimum of two training sessions consisting of:

- One session “Air exercise” flown from the seat normally occupied by the flight instructor;

- One session “Flight instruction”. > 1 year < 3 year Instructor organization conversion training focus on the changes;

Review of specific instructor skills, particularly in the area of teaching and assessing threat and error management.

Two long briefings of a typical flight session; A minimum of three training sessions consisting of:

- One session “Air exercise” flown from the seat normally occupied by the flight instructor;

- Two sessions “Flight instruction”. > 3 year Standard evaluation based on the content of an assessment of

competence. Establish individual training program following the individual

refresher training process above, comprising at least: - Instructor organization conversion training focus on the

changes; - Review of teaching and learning and specific instructor skills,

particularly in the area of teaching and assessing threat and error management.

- Two long briefings of a typical flight session; - A minimum of three training sessions consisting of:

o One session “Air exercise” flown from the seat normally occupied by the flight instructor;

o Two sessions “Flight instruction”.



4.4. Standardization training

The purpose of having standardization is so that safety and organization goals can be achieved in a directed and effective manner. Competence is the ability to do something successfully and/or efficiently and includes the power to deal with particular matters. As a result, the student shall receive an effective and regulatory compliant training within a safe flight operation environment;

a) The Chief Flight Instructor (CFI) is responsible for the standardization of all flight instruction and flight simulation instruction.

b) The Chief Theoretical Knowledge Instructor (CTKI) is responsible for the standardization of all theoretical instruction

c) The Head of Training (HT) shall make sure they are updated and available to everyone.

d) Air-Espace publishes on its website the Standard Operating Procedures (SOP) to be used by all instructors and trainees.

All instructors will follow a yearly instructor meeting where the CFI and/or the CTKI will give the standardization recurrent training. During the yearly meeting, the HT and/or the CFI and/or CTKI will give a review of Air-Espace documentation, Management System procedures and feedback system.

To ensure that theoretical instruction is conducted in accordance with the Air-Espace Standard Operating Procedures (SOP), the Chief Theoretical Knowledge Instructor (CTKI) will participate during one hour to a theoretical session of every instructors.

The CTKI will fill up the Daily Training Record - Theoretical Course (See Annex 3 Daily Training Records - Theoretical Course) and report in the corresponding box the compliance with Air-Espace SOP's.

To ensure that flight instruction is conducted in accordance with the Air-Espace Standard Operating Procedures (SOP), the Chief Flight Instructor (CFI) will participate to the flight training:

When instruction is given on an Air-Espace aircraft, he will operate as instructor in one flight training of a trainee of every instructor, preferably near the end of the training.

When the instruction is given on an external operator's aircraft, he will participate as observer for one flight training given by the Chief Flight Instructor of the operator. The Chief Flight Instructor of the operator will be himself responsible to ensure that the other instructors in his operation are compliant with Air-Espace SOP’s

Any deviation from the standard will be communicated verbally to the involved instructor for improvement. A note shall be sent via email to the Accountable Manager (AM) with copy to the Head of training (HT), the Chief Flight Instructor (CFI) and the Chief Theoretical Knowledge Instructor (CTKI).

The instruction shall be recorded and stored on the Daily Training Records -Theoretical course (See Annex 3 Daily Training Records - Theoretical Course).

The CFI will fill up the Daily Training Record - Flight & FNPTII (see Annex 4 Daily Training Record - Flight & FNPTII) and report in the corresponding box the compliance with Air-Espace SOP's.



4.5. Proficiency checks

Proficiency check means the demonstration of skill to revalidate or renew ratings, and including such oral examination as may be required.

Revalidation means the administrative action taken within the period of validity of a rating or certificate which allows the holder to continue to exercise the privileges of a rating or certificate for a further specified period consequent upon the fulfilment of specified requirements;

Renewal means the administrative action taken after a rating or certificate has lapsed for the purpose of renewing the privileges of the rating or certificate for a further specified period consequent upon the fulfilment of specified requirements.

The instructors are responsible to organize their proficiency checks per current EASA procedures, well in advance (within 3 months) and have the choice of examiners.

Flight Instructors (FI) and/or Instrument Rating Instructors (IRI) revalidation proficiency checks have to be completed within 12 months preceding the expiry date of the FI and/or IRI rating.

The instructors are responsible to send a copy of their new license or new medical to Air-Espace for record.

The instructors are responsible to stay current with requirements, regulations, directives provided by the authority and with Air-Espace SOP’s, documentation, quality system procedures and feedback system.

The instructors are responsible to maintain their qualifications, licenses, ratings and medical in order to instruct at Air-Espace. Procedures, instructions and guidance to conduct proficiency checks are to be found in the:

“EASA Part FCL Examiner Guide”; and “Work Instruction SB WI O-003 FOCA Flight Examiner”; issued by FOCA.

4.6. Upgrading training

The Accountable Manager (AM) shall be responsible for upgrading any person inside Air-Espace. He is also responsible for the evaluation of a candidate, taking in account the minimum required experience according EASA requirements.

An instructor shall only carry out flight instruction with the licence, rating and instructor certificate appropriate to the instruction given.

In order to extend privileges, the instructor is to undergo an upgrading training. Upgrading training will be successfully completed following a training course according to the approved syllabus for the respective category of licence, rating or certificate.

• For training courses and associated syllabi refer to the Training Manual.

The instruction shall be recorded on the Daily Training Record - Theoretical Course (See Annex 3 Daily Training Records - Theoretical Course) and on the daily training record - flight & FNPTII(see Annex 4 Daily Training Record - Flight & FNPTII).

The Daily Training Records will be stored by Air-Espace.



4.7. ATO personnel standards evaluation

Standard, quality and competency of all instructors and nominated persons by Air-Espace are evaluated through the competence evaluation process. Key Element References Frequency By AM Safety standard; Safety indicators Yearly CSM Effectiveness of the MS MOM Yearly FOCA Economic success Results Yearly Board CSM Safety standard; Safety indicators Yearly AM Effectiveness of the MS MOM Yearly AM Audit and monitoring Findings of FOCA audits Yearly FOCA HT Safety standard; Safety indicators Yearly CSM Implementation of corrective and preventive action;

MOM Yearly AM

Audit and monitoring Findings of internal and FOCA audits/inspections

Acc. MS 50.100

CSM / FOCA

CFI Safety standard; Safety indicators Yearly CSM Implementation of corrective and preventive action;

MOM Yearly HT


Acc. MS 50.100

CSM / FOCA

CTKI Safety standard; Safety indicators Yearly CSM Implementation of corrective and preventive action;

MOM Yearly HT


Acc. MS 50.100

CSM / FOCA

GND INSTR Training standards TM / E-learning Permanent CTKI / CFI Audit and monitoring Findings of internal and FOCA

audits/inspections Acc.

MS 50.100 CSM / FOCA

FLT INSTR Safety standard; Safety indicators CSM Training standards / SOP OM/ TM Permanent CFI Audit and monitoring Findings of internal and FOCA

audits/inspections Acc.

MS 50.100 CSM / FOCA



5. Annex

The various annexes are listed below and are updated if necessary as independent documents.

1. ATO Rules

2. (transferred to MOM)

3. Daily Training Records - Theoretical Course

4. Daily Training Record - Flight & FNPTII

5. Daily Training Record – Instructions

6. Hold Item List

7. Hold Item List FNPT

8. (transferred to MOM)

9. Privat aircraft agreement

ATO Rules OM Annex 1

Issue 2 - Revision N° 2 - EN Effective Date:14.11.14 Page: 1

TABLE OF CONTENTS 1. THEORETICAL KNOWLEDGE INSTRUCTION – « CLASSROOM INSTRUCTION» .............................. 2

1.1. INSTRUCTION PROGRAMMES ............................................................................................................................. 2 1.2. THEORETICAL KNOWLEDGE INSTRUCTION ........................................................................................................ 2 1.3. OBLIGATIONS AND DUTIES OF STUDENTS .......................................................................................................... 2 1.4. EXAMINATIONS .................................................................................................................................................. 2 1.5. REMEDIAL COURSES .......................................................................................................................................... 2

2. DISTANCE LEARNING ......................................................................................................................................... 3

2.1. DISTANCE LEARNING - GENERAL ...................................................................................................................... 3

3. SIMULATOR - SYNTHETIC FLIGHT TRAINING FNPT - II ........................................................................ 4

3.1. CONDITIONS TO BE MET FOR STARTING PRACTICAL TRAINING (FNPT II AND FLIGHT) ..................................... 4 3.2. SCHEDULE AND RESERVATIONS ......................................................................................................................... 4 3.3. INSTRUCTION BLOCKS ....................................................................................................................................... 4 3.4. PERSONAL PREPARATION AND COURSE MATERIAL / DOCUMENTATION ............................................................ 4 3.5. STAGE CHECK / SKILL TEST ............................................................................................................................... 4

4. FLIGHT TRAINING SESSIONS ........................................................................................................................... 5

4.1. ADMISSION TO THE FLIGHT TRAINING COURSE ................................................................................................. 5 4.2. SCHEDULE AND RESERVATIONS ......................................................................................................................... 5 4.3. INVOICING ......................................................................................................................................................... 5 4.4. PERSONAL PREPARATION .................................................................................................................................. 5 4.5. SKILL TEST / PROFICIENCY CHECK .................................................................................................................... 5

5. DUTIES AND OBLIGATIONS OF THE STUDENT ........................................................................................... 5

5.1. BEFORE THE BEGINNING .................................................................................................................................... 5 5.2. CONSEQUENCES OF THE SIGNATURE .................................................................................................................. 5 5.3. TERMS AND CONDITIONS OF PAYMENT ............................................................................................................. 6 5.4. LIABILITY DISCLAIMER ..................................................................................................................................... 6 5.5. STUDENT RESPONSIBILITY ................................................................................................................................. 6 5.6. FOCA EXAMINATION ........................................................................................................................................ 7 5.7. FLIGHT CHECKS ................................................................................................................................................. 7 5.8. APPLICABLE LAW/VENUE/ARBITRATION .......................................................................................................... 7

6. READ AND ACCEPT .............................................................................................................................................. 8



1. Theoretical Knowledge Instruction – « Classroom Instruction»

1.1. Instruction Programmes

Instruction programmes are developed in advance and will be handed over to the student. They will be published on the school premises and may be made available on the Internet site of « air-espace.net ».

1.2. Theoretical Knowledge Instruction

One lesson of theoretical knowledge instruction lasts sixty minutes. One unit consists of 3:30 hours, that is to say 3 hours of theoretical knowledge instruction and a 30-minute break. The instructors reserve the right to teach several lessons in a row without an interruption and make a break at their convenience.

1.3. Obligations and Duties of Students

- The students shall arrive to the theoretical knowledge instruction classroom 5 minutes early.

- The students shall come to class with the required course material.

- The students shall attend each lesson of the training course.

- The students are responsible for sign for their attendance on the lists provided by the respective instructors

- Should a student be unable to attend a lesson, for any reason, he shall notify the aviation school or the instructor in charge as soon as possible.

- A student’s absence rate, which is high (>10%) may lead to termination of the student’s enrolment at the school. Consequently, taking the exam session set by the Aviation Authority (FOCA) will be impossible. In the event of a student’s prolonged illness, the ATO will not exclude the student from the training course and will allow the student to attend the training course at a later date.

1.4. Examinations

In order to take the exam session, the student must have passed the intermediate « Progress Checks » in all the subjects’ matters to be tested. The student shall subscribe to the database used by the ATO, according to the rates and the General Terms in the appendix.

1.5. Remedial Courses

Should a student fail some parts of the final examination set by the Aeronautical Authority (FOCA), the subjects in which the student failed can be retaken free of charge at the ATO during another scheduled training period. In order to retake the FOCA examinations, the student must have passed the internal « Progress Checks ».



2. Distance Learning

2.1. Distance Learning - General

Distance Learning courses have their own course timetables and start with a “Kick-Off Meeting” where students are introduced to the distance learning method. Students may start the distance learning courses after the « Kick-Off Meeting ». An ATO instructor (Tele Tutor) is appointed to ensure the tutoral support and the monitoring of the student’s progress via the Internet.

The students shall study on their own according to the distance learning working methods provided. At a later date, the students will attend “Presence Learning” seminars scheduled before FOCA examinations, according to the annual course schedule of theoretical knowledge instruction.

The students shall announce their intention to attend a Presence Learning seminar at least 2 months prior to the date of the examinations they would like to take.

The terms and conditions of payment are the same as for the standard theoretical knowledge instruction courses.

The access to the e-learning platform is granted for:

18 months for ATPL(A)+(H), CPL(A)+(H) and IR

12 months for PPL(A)+(H)

The date of issuance of the login credentials to access the e-learning platform is the reference date as to the allowed study period mentioned above.

A student failing to complete the studies within the allowed study period mentioned above will see his login credentials suspended. A reactivation fee is then due if the student wants to pursue the studies; the access to the e-learning platform shall be granted for an additional period of three calendar months. A maximum of three reactivation fees for a maximum total additional period of nine calendar months is set, after which the login credentials will be deleted.

In any case, when a student has completed all of his exams and his Radio Telephony for IFR, he will be removed from the e-learning platform and his results will be archived.



3. Simulator - Synthetic Flight Training FNPT - II

3.1. Conditions to be met for starting Practical Training (FNPT II and Flight)

The student will need to have formally approved the financial conditions specific to his training provided by the ATO, prior to being illegible to any FNPT II or Flight Scheduling.

In addition, all relevant theoretical Subject areas and FOCA Exams will have to be completed (CPL, IR, ATPL TH). This is not applicable to PPL Flight Training. Only when the clearance is given by the Accountable Manager may the scheduling take place and FNPT II and Flight training begin.

3.2. Schedule and Reservations

Both the instructor and the student, subject to the «FNPT-II» device availability, plan the schedule of Synthetic Flight Training sessions. The planning of these schedules is co-ordinated by the Head of Training.

3.3. Instruction Blocks

“FNPT-II” Flight Training sessions are ninety-minute blocks (1 ½ hours). In general, 2 instruction blocks are taken together to form a block of 2 hours of “FNPT-lI” and 1 hour of briefing.

3.4. Personal Preparation and Course Material / Documentation

The student shall prepare himself personally/on his own for each training session and comply with the schedule and the content of the training sessions, integrated in the “Training Manual”.

For each training session, the student shall bring along the material required.

Before starting any training course, the student shall download all documents relating to the FNPT II and flight training programmes from the Internet site of Air-Espace.net if available or via the assigned instructor.

3.5. Stage Check / Skill Test

On completion of the training course, the student shall take a skill test with an <AIR-ESPACE> instructor. This test is comprised of a part on “FNPT-II” as well as an oral examination involving knowledge of instrument flying procedures. If a Proficiency Check for expired rating is done on the FNPT II, then it must be administered by an Examiner.



4. Flight Training Sessions

4.1. Admission to the Flight Training Course

In order to be admitted to the flight training course, the student shall have passed the above-mentioned test and have demonstrated a sound knowledge of the specific instruments/avionics.

4.2. Schedule and Reservations

Both the instructor and the student, subject to aircraft availability, plan the schedule and the venue of the flight training sessions. Aircraft reservations shall be co-ordinated by the « Planning », who arranges the schedules for the flight training instruction.

4.3. Invoicing

Students will be invoiced for the flight training instruction conducted by the ATO on a half-day basis or, possibly, on an hourly basis according to current rates.

4.4. Personal Preparation

The student shall prepare himself for each training session.

The student shall comply with the schedule and content of the flight training sessions integrated in the excerpt of his own copy of the “Training Manual “.

For each training session, the student shall bring along the course material required for the flight.

4.5. Skill Test / Proficiency Check

On completion of the flight training course, the student shall take a Skill Test / Proficiency Check with an Examiner with /or without an <AIR-ESPACE> ATO instructor on board.

5. Duties and obligations of the student

5.1. Before the beginning

No applicant can start the courses or obtain any services from the ATO Air-Espace before having signed the following:

the Identification Sheet

The « Read and Approved » of the current ATO rules

The financial agreement.

5.2. Consequences of the signature

The student or his/her legal representative shall completely adhere to the present ATO rules hereby laid-out. They are handed over to the student at enrolment. By virtue of article 82 of the Federal Law on Bankruptcy and Debts, the student acknowledges that he/she is debtor of the amounts invoiced according to current prices.



5.3. Terms and Conditions of Payment

The student or his/her legal representative shall pay the training course fees according to the following terms and conditions:

Full payment for Theoretical Knowledge Instructions Courses must be made prior to the student’s first lesson of his/her first instruction course.

Failure to comply with the agreed terms and conditions of payment of course fees results in the student not being admitted to the courses and examinations.

The student’s file will be open only after payment of registration’s fees and return of the “Read and Accept” signed form. The registration’s fees are not subject to be refund in case of registration cancellation.

5.4. Liability Disclaimer

All material for the courses, be it on CD ROM/DVD or on the server, or by means of written manuals or courseware, is delivered "as is", and is not guaranteed to be free from errors or defects. Air-Espace makes no express or implied warranty, and disclaims any express or implied warranty of merchantability or fitness for a particular purpose. Air-Espace's entire liability shall be limited to replacing defective CDs or other courseware. In no event shall Air-Espace be liable to students or any other person for direct, indirect, incidental, consequential, or other damages from tort, contract, strict liability or other theory arising out of any claim that the data are defective, unreliable, unsafe, or fail to conform with any government or industry standard or regulation, or faulty instruction.

5.5. Student Responsibility

All classroom lessons, Presence Learning Seminars (including kick-offs), and Self Study Lessons arranged by AIR-ESPACE, must be attended by the student. No examinations can be performed without the satisfactory attendance of course and seminars. Applicable JAR-FCL rules apply.

Distance Learning Courses require sufficient knowledge of the operation of computers and software, and a fully functional internet access and email address.

The student is granted access to the e-learning platform during his entire course time span. The user is fully responsible for his personal login and password. The password must be kept confidential at all times. Use of the login and/or password through third parties is expressly forbidden.

The data and all accompanying documentation, if any, are owned by Air-Espace’s and are protected by copyright. Any reproduction by the student in whole or part is strictly prohibited, without the written consent of Air-Espace.

The student is responsible for performing all Homework, issued by AIR-ESPACE, instructors, or Tele Tutors. Homework and additional exercises must be completed in time, anytime upon the school's request.

Upon completion of the course, the student is obliged to perform an internal examination. Application for the FOCA exam will only be made after successful completion of the internal examination with a passing grade of at least 80 % for each subject. Additional tests or higher passing grades can be ordered at any time upon Air-Espace's request. Release for FOCA re-testing will be granted only after further internal examinations. When considered necessary, Air-Espace reserves the right to direct the students to further classroom instruction before re-testing. Furthermore, all students are obliged to pass an internal exam upon completion of the CPL/IR stage. The same conditions as above apply. Any internal tests are to be performed without any aids, except when set out by AIR-ESPACE. It is understood that all online testing has to be performed without any third-party assistance. Further classroom instruction directed by AIR-ESPACE due to violation of these General Terms holds the student liable to pay the costs.



5.6. FOCA Examination

FOCA examinations for PPL level are available in German, French, English and Italian

IR, CPL, ATPL examinations have to be performed in English only.

The Distance Learning data base is constantly updated. Copying the QDB is strictly forbidden.

With his enrolment on this website, the student expressly agrees with the General Terms.

5.7. Flight Checks

When FOCA skill or flight checks are performed, the ATO will charge administrative fees.

5.8. Applicable Law/Venue/Arbitration

The student agrees that Swiss Law shall apply to issues involving the construction, interpretation, and validity of this ATO rules and that Swiss Law (canton of Neuchâtel) shall govern any dispute between the parties arising from the activities covered by this document.

Court of jurisdiction: 2000 Neuchâtel - Switzerland



6. Read and Accept

Notes

This form is an integral part of the Applicant’s file

A copy is provided to the Applicant

To print this page, to sign and return it to Air Espace

AIR-ESPACE Ltd P.O. Box 20 Neuchâtel Airport CH-2013 Colombier

[email protected]

Applicant First name and Family name (s) : __________________________________

I, the undersigned, certify that I have read the content of the following ATO rules and I accept the conditions of the above-mentioned content.

Date ____ / ____ / ______

Applicant Signature : __________________

ATO OM Operations Manual DTR – Theoretical Course Annex 3

Issue 2, Rev.0 Date : 08.04.14 OM Annex 3 - Page:1/1

DAILY TRAINING RECORD – Theory Courses - Instruction

Original (1) - A-E Instructor copy - To keep for your own records

Daily Training Record

Completion by Instructor

Disposition of DTR pages

General - Type of FCL Course - Classroom – location

Session Topic - Session Topic (ex. Instruments…) - FCL Topic N° and subtopic N° if any - Addition subtopic N°

Beginning of Class- Date of Class - Students sign for their presence - Instructor Name - Type of training session: 1:00, 2:00, 3:00 or 6:00 (for Duty and Payment) - Expenses if applicable - Type of expenses and details joined with the report

Post-Class - When your Theoretical class is completely finished: supply to each Candidate an Evaluation Questionnaire - Answer YES / NO if supplied

- Answer YES / NO if sent to Quality Manager (A-E IN-Box) - Instructor Comments if needed

Photocopy (2) - A-E Finance & Admin. - Copies sent by mail on a weekly basis by the instructor, BEFORE the end of the month

ATO OM Operations Manual DTR – Practical Course Annex 4


DAILY TRAINING RECORD – Briefing and Exercises - Instruction




General - Write your initials and year - Briefing performed - Pre-flight information supplied by the student

Crew Composition- Instructor’s name - Student’s name - Student - PIC (Proficiency) or Dual? - Duty Time (type of session)

Pre-Flight- Date of flight - Aircraft Type - Aircraft Registration - Type of training session: (SEP/PPL/CPL, MET/SET, MEP/SEP, IR/FNPT II)

Flight- Departure – Destination per sector - Block OFF - Block ON - Flight time (counter or stopwatch) - Type of Flight, N(VFR) FNPT II - Asymmetric - Approaches & landings - Conditions of flight

Debriefing- Your Comments - Next exercises - Next routing / alternate routing

Maintenance- Recording of Operational Defect(s) in the

Journey Log (Carnet de Route).

- Consult AM for questionable defects / MMEL items. Defer to HIL if necessary upon instruction from CAMO+ may have to be contacted

Correction of Defect; - AMO records Action Taken, issues CRS

or - Deferral to HIL/AML by Flight Crew - Signature & Date

Photocopy (2)

- Candidate Copy - Totals shall be carried over to the next DTR sheet by the candidate before next flight.

Original (1) - A-E Instructor Copy - Student signs original - or his own records

Photocopy (3) - Training Binder Make a photocopy for the Briefing Room Binder

Photocopy (4) - Air-Espace Finance Make a photocopy for Air-Espace Finance & send before the end of each month! - Payment of instructor - Student invoicing - Duty Time management

ATO OM Operations Manual DTR Instructions Annex 5

Issue 2, Rev. 0 Date : 08.04.14 OM Annex 5 - Page:1/1

DAILY TRAINING RECORD – Instructions




General - Write your initials and year - Briefing performed - Pre-flight information supplied by the student

Crew Composition- Instructor’s name - Student’s name - Student - PIC (Proficiency) or Dual? - Duty Time (type of session)

Pre-Flight- Date of flight - Aircraft Type - Aircraft Registration - Type of training session: (SEP/PPL/CPL, MET/SET, MEP/SEP, IR/FNPT II)

Flight- Departure – Destination per sector - Block OFF - Block ON - Flight time (counter or stopwatch) - Type of Flight, N(VFR) FNPT II - Asymmetric - Approaches & landings - Conditions of flight

Debriefing- Your Comments - Next exercises - Next routing / alternate routing

Maintenance- Recording of Operational Defect(s) in the

Journey Log (Carnet de Route).

- Consult AM for questionable defects / MMEL items. Defer to HIL is necessary upon instruction from CAMO

Correction of Defect; - AMO records Action Taken, issues CRS

or - Deferral to HIL/AML by Flight Crew - Signature & Date

Photocopy

- Candidate Copy - Totals shall be carried over to the next DTR sheet by the candidate before next flight.

Original - A-E Instructor Copy - for his own records

Photocopy - Flight Training Binder Make a photocopy for the Briefing Room Binder

Photocopy - Air-Espace Finance Make a photocopy for Air-Espace Finance & send before the end of each month! - Payment of instructor - Student invoicing - Duty Time management

ATO OM Operations Manual Liste des défectuosités (Hold Item List / HIL) Annex 6


A consulter par le pilote

LISTE DES DEFECTUOSITES EN SUSPENS HOLD ITEM LIST [ HIL ]

Annotations réservées à la maintenance

Accountable Manager A. Gigon +41 (0)79 679 79 49 CAMO Mecanair SA +41 (0)26 411 92 30 Maintenance Organisation Aero Service SA +41 (0)32 926 75 37

ATO OM Operations Manual Liste des défectuosités (Hold Item List / HIL) Annex 6


AircraftRegistration: HB‐

Aircraft Type: Page Reference No.

DETAILS OF DEFERRED DEFECT DEFECT CLEARED

No.

Referenceto Journey Log Book

Defect report

Signature & Licence

Date Deferred

Period Deferred

Referenceto Journey Log Book

Signature& Licence number

Date

ATO OM Operations Manual FNPT II HIL Annex 7


A consulter par l’instructeur

LISTE DES DEFECTUOSITES EN SUSPENS HOLD ITEM LIST [ HIL ]

Annotations réservées à la maintenance

Accountable Manager A. Gigon +41 (0)79 679 79 49 System Administrator P.Badan +41 (0)79 737 12 46

ATO OM Operations Manual FNPT II HIL Annex 7


LISTE DES DEFECTUOSITES EN SUSPENS (HOLD ITEM LIST / HIL) Page No : _____

No Date du transfert

Perturbations et observations Visa responsable

Réparation Visa maintenance

Date

PRIVAT AC OM Annex 9

Issue 1 - Revision N° 0 Effective Date:26.09.14 Page: 9

CONVENTION D'UTILISATION D'UN AVION PRIVE

Le soussigné propriétaire/exploitant,

Nom: Prénom : Adresse:

Inscrit son avion,

Immatriculation : Constructeur : Type :

Pour être utilisé dans le cadre de l'école AIR ESPACE

Genre de de formation : Elève(s) concerné(s) :

Le propriétaire/exploitant atteste que l'avion est entretenu suivant les prescriptions du constructeur et de l'état d'immatriculation, et s'engage à l'y maintenir durant toute la durée d'utilisation dans le cadre d’AIR ESPACE. Le propriétaire/exploitant atteste que l'avion est assuré selon les conditions d’AIR ESPACE et s'engage à l’y maintenir durant toute la durée de l'utilisation dans le cadre d’AIR ESPACE. Le propriétaire/exploitant dégage toute responsabilité d’AIR ESPACE en cas de casse excepté en cas de faute grave de l'instructeur. La formation sera assurée par le/les instructeur(s) agréés de d’AIR ESPACE. Date : Signature du propriétaire /exploitant :

OPERATION MANUAL Parts A,B,C,D · 2017-06-09 · operation manual a,b,c,d

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Transcript of OPERATION MANUAL Parts A,B,C,D · 2017-06-09 · operation manual a,b,c,d