Operations Management Manual ATO FCFVV BE ATO … · ORA.ATO.130 for the FCFVV's Approved Training...

ATO - FCFVV

OPERATIONAL MANAGEMENT MANUAL

Document reference:

ATO 326 -OMM-002 rev 04

This document is made by FCFVV for the exclusive use of FCFVV. It may not be used, reproduced or divulged without the prior written authorization of its owner.

INTERNAL USE/CONFIDENTIAL

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Operations Management Manual

ATO – FCFVV

BE – ATO - 326

Written by

Role

Good for application

Bruno MAES

Accountable Manager

Georges Dethioux

Head of Compliance Monitoring & Security

Guy Guildemyn

Head of Training

BCAA

DGTA

Document reference: ATO 326 -OMM-002 rev 04 – Copy 2

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Successive modifications

Modification Date Purpose of modification Reference file Writer(s) 1.0 01/07/13 Original ATO 326 - OMM-002 rev 01 Bruno Maes 2.0 21/10/14 Introduction of §2.6.3 for EBNM, and

amendments requested by BCAA (BE-ATO-326-MCCF-OM v1.0 dated 2014-09-14).

ATO 326 - OMM-002 rev 02 Bruno Maes

3.0 28/02/15 Corrections according to Compliance Checklist dated 01/03/2014 done on §2.12 and 2.13 + change of contact address.

ATO 326 - OMM-002 rev 03 Bruno Maes

4.0 30/05/15 Change of Address, modification of chapters 2.13; 2.12; 3.2; 2.1 ; Additional aircraft descriptive notes ; and amendments requested by BCAA (BE_ATO-326_MCCF_OM_V4.0 dated 2016-08-31)

ATO 326 – OMM-002 rev 04 Bruno Maes

Distribution List

Who Organisation Role Copy Bruno MAES ATO - FCFVV Accountable Manager ATO 1

BCAA DGTA Belgian Civilian Aviation Authority 2

Guy Guildemyn ATO - FCFVV ATO Head of Training 3

Georges Dethioux ATO - FCFVV ATO Head of Compliance & Safety 4

Gerard Corneillie ATO – FCFVV - EBTY Accountable Manager Deputy in Maubray 5

Michel Pihard ATO – FCFVV - EBSH Accountable Manager Deputy in Saint-Hubert 6

Philippe Evrard ATO – FCFVV - EBTX Accountable Manager Deputy in Theux 7

Philippe Lambert ATO – FCFVV - EBNM Accountable Manager Deputy in Temploux 8

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CONTENTS

1 Introduction ....................................................................................................................... 6 1.1 Purpose of document .................................................................................................... 6 1.2 Responsibility associated with the document ................................................................ 6 1.3 Applicable documents and reference documents .......................................................... 6 1.4 Terminology ................................................................................................................... 8 1.5 Revision procedure ..................................................................................................... 11

2 General ............................................................................................................................. 12 2.1 Administration ............................................................................................................. 12 2.2 Organisational chart .................................................................................................... 13 2.3 Responsibilities ........................................................................................................... 14 2.4 Student discipline and disciplinary action .................................................................... 14 2.5 Approval / Authorisation of flights ................................................................................ 15 2.6 Preparation of flying programme ................................................................................. 15 2.7 Command of aircraft.................................................................................................... 19 2.8 Responsibility of Pilot in command .............................................................................. 20 2.9 Carriage of passenger ................................................................................................. 21 2.10 Aircraft documentation............................................................................................... 21 2.11 Retention of documents ............................................................................................. 22 2.12 Flight Instructors qualification records ....................................................................... 23 2.13 Revalidation .............................................................................................................. 24 2.14 Flight duty period and flight time limitations (flying insructors) ................................... 24 2.15 Flight duty period and flight time limitations (Students) .............................................. 24 2.16 Rest period (Flight instructors) .................................................................................. 25 2.17 Rest period (Students) .............................................................................................. 25 2.18 Pilot's logbooks ......................................................................................................... 25 2.19 Flight planning ........................................................................................................... 25 2.20 Safety ........................................................................................................................ 25

3 Technical .......................................................................................................................... 27 3.1 Aircraft descriptive notes ............................................................................................. 27 3.2 Aircraft handling .......................................................................................................... 33 3.3 Emergency procedure ................................................................................................. 33 3.4 Radio and other radio equipments .............................................................................. 33 3.5 Allowable deficiencies ................................................................................................. 33

4 Route ................................................................................................................................ 33 4.1 Performance ............................................................................................................... 33 4.2 Flight planning ............................................................................................................. 33 4.3 Loading ....................................................................................................................... 33 4.4 Weather minima for instructors and students .............................................................. 33 4.5 Training routes/areas .................................................................................................. 34

5 Personnel training ........................................................................................................... 35 5.1 Appointment of persons responsible for standards / competence of flight personnel .. 35 5.2 Initial training ............................................................................................................... 35 5.3 Refresher training ....................................................................................................... 36 5.4 Standardisation training ............................................................................................... 36 5.5 Assessment of Competence ........................................................................................ 36 5.6 Upgrading training ....................................................................................................... 36 5.7 ATO personnel standards evaluation ........................................................................... 36

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6 ANNEX .............................................................................................................................. 37 6.1 List of instructors ......................................................................................................... 37 6.2 Flight instructors records... .......................................................................................... 37

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INDEX OF CHARTS AND DIAGRAMS

Table 1: List of applicable documents ................................................................................ 6

Table 2: List of reference documents ................................................................................. 7

Table 3: List of abbreviations ............................................................................................ 10

Table 4: List of Instructors ................................................................................................. 37

Figure 1: Organisation chart ............................................................................................. 13

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1 Introduction

1.1 PURPOSE OF DOCUMENT

The purpose of this Manual file is to describe, accurately and fully, the organisation of the ATO - FCFVV.

We are going to describe:

Its global organisation as well as the antennas

the various modules that will be given by the antennas

How we will organise the compliance with the associated audits

How we will organise the security with the associated means

This Operations Manual (OM) documents key instructions and information as required by ORA.ATO.130 for the FCFVV's Approved Training Organization (ATO).

Guidance to students on how to comply with course requirements is provided in a Training Manual (TM) for each of the Part-FCL courses provided by the ATO. In addition, the ATO’s Organisation Management Manual (OMM) documents the management system as required by ORA.GEN.200, including lines of hierarchy and accountability throughout the organisation, its policy and procedures with regard to safety, and compliance monitoring. The procedures set out in these documents are in addition to the FCFVV’s statutory requirements.

The procedures and information contained in the assembly of these documents describes the way in which the ATO complies with the requirements established in Regulation (EC) No 216/2008 and its Implementing Rules. In addition to ORA.GEN.120 this includes all of the AMC adopted by the Agency. The ATO manuals are based on templates for these manuals by the FCFVV.

1.2 RESPONSIBILITY ASSOCIATED WITH THE DOCUMENT

The ATO - FCFVV team is responsible for writing the Organisational Management Manual, the FCFVV is responsible for rereading and for approving it.

1.3 APPLICABLE DOCUMENTS AND REFERENCE DOCUMENTS

1.3.1 Applicable documents

N° Date Reference document Document

AD1 ATO-OMM-001 rev 04 Organisational Management Manual Compliance Checklist and Findings

Table 1: List of applicable documents

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1.3.2 Reference documents

N° Document

RD1 Regulation (EC) No 216/2008 of the European Parliament and of the Council

RD2 Commission Regulation (EU) No 1178/2011 – Annex I to the Regulation on Civil Aviation Aircrew (Part-FCL)

RD3 Annex to ED Decision 2011/016/R – Acceptable Means of Compliance and Guidance Material to Part-FCL

RD4 Commission Regulation (EU) No 290/2012 – Annex VII to the Regulation on Civil Aviation Aircrew (Part-ORA)

RD5 Annex to ED Decision 2012/007/R – Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-ORA

Table 2: List of reference documents

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1.4 TERMINOLOGY

1.4.1 Definitions

Acceptable Means of Compliance (AMC) Non-binding standards adopted by the Agency to illustrate means to establish compliance with the Basic Regulation and its Implementing Rules

(The) Agency The European Aviation Safety Agency (EASA)

Alternative means of compliance Those that propose an alternative to an existing AMC or those that propose new means to establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules for which no associated AMC have been adopted by the Agency

Approved training organisation (ATO) An organisation qualified for the issue or continuation of an approval to provide training for pilot licences and associated ratings and certificates

Audit A systematic, independent and documented process for obtaining evidence and evaluating it objectively to determine the extent to which requirements are complied with

Duty period A period which starts when a crew member is required by an operator to commence a duty and ends when the crew member is free from all duties

Flight instructor (FI) An instructor with the privileges to provide training in an aircraft, in accordance with Part-FCL

Grounding The formal prohibition of an aircraft to take-off and the taking of such steps as are necessary to detain it

Guidance Material (GM) Non-binding material developed by the Agency that helps to illustrate the meaning of a requirement or specification and is used to support the interpretation of the Basic Regulation, its Implementing Rules and AMC

Hazard A condition or an object with the potential to cause - Injuries to personnel, - Damage to equipment or structures, - Loss of material, or - Reduction of ability to perform a prescribed function (ICAO Doc 9859)

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Inspection An independent documented conformity evaluation by observation and judgement accompanied as appropriate by measurement, testing or gauging, in order to verify compliance with applicable requirements

Mitigation measures Designated measures to address the hazard and bring under organizational control the safety risk probability and severity of the consequences of the hazard. The measures taken to eradicate a hazard or to reduce the severity or likelihood of a risk (avoidance,reduction, segregation of exposure) (ICAO Doc 9859)

Part-ARA Annex VI to the Regulation on Civil Aviation Aircrew

Part-ORO Annex III to the Regulation on Air Operations

Part-FCL Annex I to the Regulation on Civil Aviation Aircrew

Part-MED Annex IV to the Regulation on Civil Aviation Aircrew

Part-ORA Annex VII to the Regulation on Civil Aviation Aircrew

Principal place of business The head office or registered office of the organisation within which the principal financial functions and operational control of the activities referred to in this Regulation are exercised

Probability The likelihood that an unsafe event or condition might occur (ICAO Doc 9859)

Risk The consequence of hazard, measured in terms of predicted probability and severity, taking as reference the worst foreseeable situation (ICAO Doc 9859)

Risk Management The identification of hazards, the quantification of risks and the establishing of mitigation measures the goal of which is to bring the risk back down to the lowest possible, acceptable level

Safety Safety is the state in which the possibility of harm to persons or of property damage is reduced to, and maintained at or below, an acceptable level through a continuing process of hazard identification and safety risk management (ICAO Doc 9859)

Safety Management System A systematic, proactive approach to managing safety, including the necessary organisational structures, responsibilities, procedures and

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policy

Safety performance indicators Short-term, measurable objectives reflecting the safety performance of an SMS expressed in numerical terms. They should be obvious, measurable and linked to the safety concerns of an SMS. (ICAO Doc 9859)

Safety performance targets Safety performance target values are long-term, measurable objectives reflecting the safety performance of an SMS. Safety performance target values are expressed in numerical terms; they should be obvious, measurable, acceptable to stakeholders and linked to the safety performance indicator. (ICAO Doc 9859)

Safety policy statement Document setting out the organisation's safety policy. This statement is known to everyone who belongs to this organisation and has been signed by the accountable manager.

Safety Risk Management The identification, analysis and elimination, and/or mitigation of the safety risks of the consequences of hazards that threaten the capabilities of an organization, to a level as low as reasonably practicable (ICAO Doc 9859)

Severity The possible consequences of an unsafe event or condition, taking as reference the worst foreseeable situation (ICAO Doc 9859)

Student Pilot-In-Command A student pilot acting as PIC on a flight with an instructor where the latter observes the student pilot and does not influence or control the flight of the aircraft

1.4.2 Abbreviations

Abbrev. Meaning

ATO Approved Training Organisation

FCFVV French name of the gliding federation ie “Fédération des clubs francophones de vol à voile”

LFI Limited Flight Instructor

FI Flight Instructor

FE Flight Examiner

FIE Flight Instructor Examiner

A/C Aircraft

POH Pilot Operating Handbook

Table 3: List of abbreviations

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1.5 REVISION PROCEDURE

Only the ATO – FCFVV team members are allowed to modify this manual. Any changes to this document must increase the revision number. Any member of the FCFVV is able to propose changes but the ATO management Team keep the decision power to implement it or not. Any change to the document, whatever the number of pages affected by the modifications, implies that the document must increment his revision number. In other words, document change configuration is done at document level and not at page level. The ATO provides the BCAA with any relevant documentation. Any amendment requiring prior approval by the BCAA are only implemented upon receipt of formal approval. The organisation operates under the conditions prescribed by the BCAA during such changes, as applicable. As soon as the Manual document is approved by BCAA, it becomes applicable and its associated changes are allowed to be implemented “in the field”. Temporarily versions will not be disseminated within ATO organisation if they are not yet approved by BCAA and as such NOT applicable. As temporarily versions are not applicable, they will not be managed nor listed in a specific table. Any document modification, minor or major will made that document revision number must be incremented. Configuration of document is done at document level and not a page level.

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2 General

2.1 ADMINISTRATION

The ATO is named : “ATO – FCFVV” and its headquarters is located at the following address:

Avenue Alphonse Allard 251 boite 1, à 1420 Braine-l'Alleud. téléphone et fax: 02/385,39,17 Email: [email protected] http://www.fcfvv.be/fcfvv/federation1.htm

Address for correspondence

Bruno MAES Baronheid 393/B 4970 Francorchamps Email : [email protected]

At headquarters premises, no training activities are carried out.

The contact by email is preferred for contacting ATO. The ATO – FCFVV has 4 local antennas located on the airfields of Saint Hubert (EBSH), Theux (EBTX), Namur (EBNM) and Maubray (EBTY) where training activities are performed.

EBSH Aérodrome de Saint Hubert, 5bte2 B-6870 Saint Hubert

EBTX Aérodrome de Theux Verviers Chaussée de Verviers, 4800 Verviers-Ensival

EBNM Aérodrome de Namur Suarlée Rue Capitaine Aviateur Jacquet,44 5020 Suarlée

EBTY Aérodrome de Maubray Chemin de Jérusalem 7604 Callenelle, Péruwelz

It is important to note that any communication toward the ATO will be done to the headquarters and NOT to the local antennas. The contact details of the ATO managing team can be found here below:

Account Manager: Head of Training Compliance Monitoring Manager & Safety Manager

Bruno MAES Guy Guildemyn Georges Dethioux

Mobile phone : +32 (0) 498.51.94.82 Mobile Phone : +32 (0) 475,76,44,89 Mobile Phone : +32 (0) 474.58.56.26

Email : [email protected] Email : [email protected] Email : [email protected]

Part time Part time Part time

mailto:[email protected]

mailto:[email protected]

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2.2 ORGANISATIONAL CHART

Figure 1: Organisation chart : refer to Organisational Management Manual (OMM) ATO

326

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2.3 RESPONSIBILITIES

The responsibilities of each post holders/assistants and deputies is described in a chart detailing lines of responsibility to be find out in the OMM. As already stated in the Organisational manual, any flight instructors or Flight Examiner is allowed to provide theoretical lessons. In other words, any FI, FE, FII or FIE is as a matter of fact also a TKI.

2.4 STUDENT DISCIPLINE AND DISCIPLINARY ACTION

Students are expected to be present at least 60 minutes prior to a flight and to demonstrate good airmanship by having checked the weather, NOTAMs, ATC-restrictions, aircraft status and other factors pertinent to the mission. A pre-flight inspection should never be rushed. All pilots involved in the ATO’s activities shall respect its practices, regulations and limitations as set out by the Agency, the POH and the organisation’s manuals, whichever are most restrictive. Any violation is to be reported to the HT. Conditions which may lead to exclusion Any pilot who has willingly taken risk or misbehaved with a negative impact on flight safety. This excludes any honest mistakes by a pilot in training. Oral or written warnings and/or additional training as deemed appropriate by the Head of Training have not been successful, or the offense is so serious that exclusion from the ATO is judged the only right sanction. Procedure for exclusion

The Head of Training notifies the Board of Directors in writing of the recommendation to exclude the pilot. The letter includes reasons for the exclusion and details of any earlier action taken.

The Board may hear the pilot’s version and then decides if there is ground to overrule the Head of Training’s recommendation. If there is no ground, the Board writes to the pilot to confirm the exclusion.

A copy of the exclusion letter is filed in the pilot’s records.

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2.5 APPROVAL / AUTHORISATION OF FLIGHTS

Authorization for training flights is confined to flight instructors nominated by the ATO to give instruction in the course that the student is in. For any solo training flight, the flight instructor checks the validity of the student’s medical certificate and personal documents. A first solo authorization must be completed and signed according to Part-FCL.020 and as detailed in the ATO 326 Training Manual - annex 3. Authorization of a solo navigation flight requires these standard documents:

The solo cross country briefing certificate – DOC/L-TRA/0151-92E/F/N

The solo cross country authorization – DOC/L-TRA/0151-93E/F/N . These documents are not required for local solo flight, in which case “approved for solo” and signed by the instructor in the student logbook is sufficient. Holders of a valid pilot license (in case of re-check flight) and valid medical certificate don't need prior authorization, as long as they operate the aircraft within the limitations of their license. A pilot however shall not operate an aircraft carrying passengers as the PIC unless he/she has carried out at least 3 take-offs and 3 landings as pilot flying in the same class of aircraft in the preceding 90 days

2.6 PREPARATION OF FLYING PROGRAMME

2.6.1 For all plateforms

Procedure and the consequence in case of a “no show” either from a student or an

instructor.

The procedure will depend on the reason for the “no show” and it has to be observed by at least 2 persons. If after explanations from the student of the instructor, the “no show” was out of their control (traffic jam, car failure, late or cancellation of public transport...), family problem, unfit to flight or any other reasons judge acceptable no actions will be taken. Nevertheless, the student or the instructor is expected to notice as soon as possible the reason. If the no show is proved to be an oversight or is deliberate, at first a reminder of the rules will be sent by mail and/or e-mail. If it happens again, the deputy head of training can decide to send a reminder or he can plan a meeting with the student or instructor to remind the rules.

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If after the meeting, the "no show" continues, the deputy head of training can decide a grounding for a determined time period considering the seriousness of the situation. If after the grounding the "no show" continues. The deputy head of training with the head of

training will plan a meeting to assess the situation and take actions. The hardest action can

be a ban (definite or indefinite) from the ATO.

Cross-country flights:

All cross-country flights in the framework of the ATO flights will be carried out with

instructors.

2.6.2 Saint Hubert

The person in charge of the daily operation and dispatching is CNVV's chief pilot (Head of Training Deputy) in coordination with the CNVV's secretariat. The chief pilot can be replaced by an appropriate person in case of absence or can arrange everything when the secretariat is close. The students book their flight in coordination with the CNVV's secretariat, the chief pilot or

directly with an instructor depending on their situation.

The supporting tools to plan the flights for the day is a list of the students, instructors, gliders

and motor gliders available for that day.

A daily briefing chaired by the Chief pilot (Head of Training Deputy) or its replacement takes place. During that meeting, gliders are shared according to the tasks of the day and to the wishes of pilots. The instructor determines the type of flight to be realized by a student and the training objectives. A standard flight training tracking sheet is used in order to plan and to track the flights and the progress done by the student. There is no restriction of A/C numbers in poor weather if an instructor is on board. If the cloud base is at or below 500m (AGL) or the chief pilot (Head of Training Deputy) assesses the weather condition are too bad, no solo flights will take place. In any case, the Chief pilot (Head of Training Deputy) or its replacement is on the Airside and is in charge of determining if weather conditions are met at any moment. Flights will be cancelled in case of airfield closure, weather conditions are not suitable for training flights or no tow planes are available. The consequences will be that one or more briefings will be given to the students depending on how long it's not possible to flight. The ATO will postpone the flights until the non-operating condition(s) no more exist. A student must be present at the morning common briefing (time depending of the period of the year). If for any reasons, he cannot attend this briefing, he must present himself to the chief pilot, his replacement or to an instructor so he can receive the briefing. The student is expected to have reviewed what his instructor had asked to him and be suitably dressed for the flight. Knowing the objective of the flight to perform he is supposed to have read the portion of the flight training book related to the training.

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2.6.3 Namur

1. Training on premises Traning on premises is organized at EBNM on a regular basis every week-end from March to October, weather permitting. A TMG is also used for training flights during the whole year. Aside from week-end training, occasional training happens also on weekdays, dates and time are communicated to the trainees using electronic media. Trainees are expected to arrive at the airfield on time to take part in the readying of the aircrafts for flying, usually before noon. A ground coordinator is designated who is responsible for gathering information from the navigation office and reporting it to towplane pilots, glider pilots and instructors. He/she is also in charge of keeping track of flights times. Instructors refer to the training tracking sheet of the trainees to adjust the lesson contents to the level of each. The training tracking sheets are part of the trainees' personal files kept in the ATO office. There is no general briefing at the beginning of the flying day, however each instructor gives to his/her trainees all the suitable information before the flights (MTO, NOTAMs, planning of the day,...). He/she defines with the trainees the purpose of the flight lessons. The flight planning is made up on a first-come, first-served basis. Training flights in gliders last between 15 and 45 minutes, about 45 minutes in TMG. Trainees are moreover expected to remain at the airfield until the aircrafts are clean, and stowed (along with parachutes, batteries and all flyuing gear) at their proper place in the hangar. At the end of the flying day, each instructor briefs each of his/her trainees about the lesson(s) of the day and fills in the training tracking sheets. 2. Summer training camp The ato organizes non residential summer training camps ; during the entire duration of these camps, the ATO guarantees everyday the presence of instructors and towplane pilots (proivided that flights are overall possible – weather conditions, operating condition of the airfield, ...) ; the trainees have priority over licensed pilots on the gliders assigned to ATO activity. A general briefing is held in the morning (MTO, NOTAM, safety and flying programme for the day) ; all trainees are expected to follow this briefing. Students arrived late at the airfield may be inserted in the flight programme, at the Head of training deputy's discretion. In case of non-operating conditions for one reson or another, the briefing will be extended with a ground lesson in the classroom. The Head of training deputy takes de decision to resume with the flying programme or to release the trainees depending on the evolution of the operating conditions. 3. Training camps on other platforms in Belgium and abroad The ATO may organize training camps on other platforms in Belgium or abroad. These camps are residential, students are expected to follow them from beginning to end. Exceptions may be accepted, to the Head of training deputy's discretion.

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The ATO uses its own aircrafts (gliders, TMG), however provisions could also be done to use other aircrafts present of the visited platform, provided that ATO instructors are qualified on them. Students are expected to take part in the dismounting and rigging of the aircrafts. All pilots and trainees are required to attend the briefing held by the visited airfield, after which the ATO will hold its own briefing to organize the flying day. The rest of the organization follows the same schema as the summer camp day. 4. Winter classes The ATO organizes winter classes covering the theory of flight (aerodynamics, instruments, airspace regulations, human factors, meteorology, radio procedure,...). These courses are held usually on saturday morning from November to March, in the ATO facility at EBNM airfield ; the classes are given by flight instruction staffunder supervision of the Head of Training Deputy.

2.6.4 Theux

The training on EBTX plateform is mostly done “on demand”. It means that the student ask for an appointment with the instructor in order to have a flight training. This is subject to the availability of the instructor and decent weather conditions. There is no general briefing in the begin of the day. It is the responsibility of the instructor to carry out a specific briefing adapted to the student maturity for preparing the instruction flight. At the begin of the instruction program, the instructor will propose to the student 2 options. First option is to initiate his/her training program with TMG flights followed by glider flights later on. The second option is to initiate immediately the training program on board of gliders. Option 1 has the advantage to more rapidly teach to the student basic components of the training program. The instructor is responsible in this case to book the TMG plane in the booking system. With option 1, duration of flights should be around 45 minutes. For both options, the instructor will verify the progress sheet of his student, will check weather forecast, applicable NOTAM's and will define the lessons content accordingly. After the training's flight, both the instructor and the student will copy the flight data from the airfield flight time sheet to their specific logbook. In case of solo flight, the instructor will perform a surveillance on his student from the ground by visual means.

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2.6.5 Maubray

The training on EBTY platform is organized every week-end and official holidays and in the week on demand from April 1

st till September 30th. In function of the weather and the runway

condition this period may be extended. Every three months, a planning of the instructors on duty is drafted. We tend to have two instructors/day. The student indicates via the cloud based software “Clicknglide” the day he is coming. The supporting tools to plan the flights for the day is a list of the students, coming from “ClicknGlide”, the agenda with the instructors on duty, the gliders available for that day. All students are requested to be present from 10:00am till the end of the flights in order to help preparing and checking the gliders in the morning and to clean gliders and put them back in the hangars at the end of the day. A training day is organized as follow:

The instructors on duty are sharing the students between themselves as well the two-seaters they need for the training.

The students who are already flying solo indicate on a dedicated form the glider they want to fly. It is still the instructor who will approve the choice of the student.

In function of the weather forecast, the launching method (towing or winch) is chosen by the instructors together with the chief pilot (commandant d’aérodrome) on duty .

The instructors are downloading the weather forecasts which are put on the information board.

The instructors are downloading as well the LFAG and the NOTAM’s which are put on the information board.

There is no general briefing in the beginning of the day. It is the responsibility of the instructor to carry out a specific briefing adapted to the student maturity for preparing the instruction flight. Flights will be cancelled in case of poor weather conditions for training flights. The instructors are free to organize a theoretical course or a flight session on computer. After each flight, the instructor is doing a short debriefing with the student on the airfield. In function of the duration of the flight(s), the instructor may flight several times with the same student. After the training's flights, both the instructor and the student will copy the flight data from the airfield flight time register to their specific logbook. The instructor is also filling in the document called “fiche de progression” of the student and will discuss with him his progresses and points he needs to improve. In case of solo flight, the instructor will perform a surveillance on his student from the ground by visual means.

2.7 COMMAND OF AIRCRAFT

During dual training flight, in particular when the student does not hold a pilot license, the FI has the final authority and absolute responsibility over flight safety. If the FI is not aboard the airplane, the student pilot has absolute responsibility over the flight safety. The FI however must supervise the flight, including the student’s pre-flight planning, and remains available for assistance;

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On the frequency during local solo flight

On the telephone in case of landing on an aerodrome different from the departure aerodrome.

The FI remains responsible for the safe conduct of the solo flight of a student under his/her supervision. During any training flight when the trainee does hold a pilot license and the FI is aboard the airplane, the FI has the final authority and absolute responsibility over flight safety. During a Skill Test, although the student performs all duties as PIC, the examiner retains final responsibility for the safe conduct of the flight. If post the flight the Skill Test is deemed successful by the examiner, the student can log the flight time as PIC. If the examiner deems the test unsuccessful, the flight shall be logged as dual time.

2.8 RESPONSIBILITY OF PILOT IN COMMAND

The PIC of an aircraft, whether handling the controls or not, is responsible for the safety of the aircraft and of all crew members, passengers and cargo on board during aircraft operations. The PIC is responsible for the initiation, continuation, termination or diversion of a flight in the interest of safety and in accordance with the relevant rules of the air. Prior to any flight the PIC satisfies him- or herself that all operational limitations referred to in 2.a.3. of Annex IV to Regulation (EC) No 216/2008 are complied with, including:

Airworthiness of the aircraft and that it is duly registered

Instruments and equipment required for the execution of the flight are installed and operative

The mass of the aircraft and center of gravity location are within limits

All equipment, luggage and cargo are properly loaded and secured

Aircraft operating limitations as specified in the POH will not be exceeded at any time during the flight.

Prior to a flight, the PIC becomes familiar with all available information appropriate to the intended operation. Pre-flight action for flights away from the vicinity of an aerodrome include careful consideration of available current weather reports and forecasts, taking into consideration an alternative course of action if the flight cannot be completed as planned. Also included is making sure that all relevant documentation as set out in A.10 is carried on board. The PIC has authority to refuse carriage of or disembark any person, luggage that may represent a potential hazard to the safety of the aircraft or its occupants. During flight the PIC will report as soon as possible 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. In case of an emergency situation the PIC takes any action that he/she considers necessary under the circumstances in accordance with 7.d. of Annex IV to Regulation (EC) No 216/2008. In such cases the PIC may deviate from rules, operational procedures and methods in the interest of safety, but makes sure that within 72 hours a report is sent to

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[email protected] . The PIC informs and may seek assistance by the ATO’s Safety Manager. The PIC has final authority as to the disposition of the aircraft while in command. He/she submits a report of any act of unlawful interference without delay to the competent authority and informs the designated local authority. The PIC is responsible for reporting all known or suspected defects in the aeroplane, to the operator, at the termination of the flight. The PIC reports any incidents or hazards in line with the ATO’s Safety Management System. The PIC is also responsible to correctly fill out the aircraft journey book and any form required by the administration of the organisation. Accidents The PIC is responsible for alerting emergency services, as required, by the quickest available means of any accident involving the aeroplane, resulting in serious injury or death of any person or substantial damage to the aeroplane or property. He/she will also contact the ATO. The PIC, the ATO, or in case of an accident at or near an airport the airport commander, shall immediately alert the AAIU(Be) using one of the following telephone numbers: During office hours: Tel: +32 (0)2 277 44 33 Fax: +32 (0)2 277 42 60 GSM: +32 (0)476 76 18 65 Outside office hours (BRUSSELS A.C.C.): Tel: +32 (0)2 206 27 21 Tel: +32 (0)2 206 27 22 GSM: +32 (0)476 76 18 65 Except in case of an urgency it is forbidden to move an aircraft involved in a serious incident or accident or to remove objects or parts without express permission by one of the AAIU(Be) investigators.

2.9 CARRIAGE OF PASSENGER

During a flight of instruction the instructor is PIC and the pupil is a passenger. During a flight with an examiner, the examiner is always PIC.

2.10 AIRCRAFT DOCUMENTATION

The following documents, manuals and information shall minimally be carried on each flight as originals or copies unless otherwise specified: Standard – all flights

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Original Certificate of Airworthiness*

Copy of Airworthiness Review Certificate

Original or Copy of Certificate of Registration

Noise certificate; if applicable

Permit to Fly (if no valid Certificate of Airworthiness)

The aircraft’s journey log*

Original or Copy of Aircraft’s radio certificate

Original or Copy of Third party liability insurance certificate

The POH* or equivalent document(s) such as the glider checklist

Valid pilot license and medical

Pilot identification card. *: if flying local, these documents can stay on the airfield but must be available at any moment in case of inspection. Touch and go flights (for aircrafts)

Mass and Balance schedule

A student flying solo: approval in the form of an entry by the FI in the pilot’s logbook Navigation flights

Recent and suitable aeronautical maps, with route indicated on the map

Overview of frequencies and charts of departure, destination and alternate aerodromes

A student flying solo:

A signed copy of the solo navigation approval form as set out in appendix 5 to chapter 2 of the TM

Sign-off by the FI of the pilot’s flight planning and preparation in the form of the solo cross country briefing certificate as set out in appendix 4 to chapter 2 of the TM.

Cross-border flights

Details of the ATS-filed flight plan, if applicable.

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

The PIC makes available within a reasonable time of being requested to do so by the competent authority the documentation required to be carried on board. In case of loss or theft, of the documents specified, flight is allowed to continue to a base or place where a replacement can be provided.

2.11 RETENTION OF DOCUMENTS

The HT is responsible for storing all documents related to the operation of the ATO. This includes but is not limited to:

ATO manuals

Instructor folders

Documents of reference.

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Local HT Deputy will keep and manage:

1. Student Folders. 2. Aircraft AFM or POH

A dedicated space in the ATO is provided for these documents. The student not renewing membership of the FCFVV is considered as having terminated the training, in which case the HT actively follows up with the student to confirm. If the student indicates to have stopped the training, a note is added to the student’s training file which may then be archived. Student records are kept in compliance with ORA.ATO.120 for a period of at least 3 years after completion of the training, whether successful or not. Instructor files are kept for the entire duration that the instructor instructs at the ATO plus a period of at least 3 years since last instructing at the ATO. All other documents are kept for as long as they are valid. Direct access to individual student files is restricted to following people:

The ACM

The HT

The student’s instructor(s)

The CMM

The BCAA The student and his/her examiner may gain access via the HT. The BCAA may gain access to the ATO’s student files via the HT or ACM.

2.12 FLIGHT INSTRUCTORS QUALIFICATION RECORDS

Flight instructors hold the qualifications required by Part-FCL for the type of training that they are providing. The HT maintains a file with copies of those qualifications. A standardized document is completed to check completeness and validity of this file. This file is updated at least once each year. A copy of the FI license, medical, blame, grounding, evaluation, instruction hours and flights should be kept in his personal file. It is the responsibility of the instructor to have a valid medical certificate and to take actions to make it revalidated after expiration. At the beginning of the flying season ie end of March, the ATO will ask a copy of medical certificates. The ATO necessary flight time minima for a FI (recent experience) to provide instruction has to be referred to FCL.60: 3 take off and landings during the 90 days before the flight. For ATO: a minimum of 30 Hours or 60 flights of instruction must be performed during the period of validity of the qualification FI. Between january and the end of march of applicable year, (ie before beginning of gliding season), the ATO HT Deputy will request to all instructors a copy of his flight license and

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class 2 medical certificate in order to ensure that the instructors if “ready for flight” on the administrative point of view. In case that the validity period of the medical certificate is insufficient for covering the full gliding season, the instructor has the responsibility to provide a revalidation before end of march or at least 2 weeks before starting instruction flights. A listing of instructors with valid and invalid medical certificate will be maintained by HT Deputy.

2.13 REVALIDATION

Flight instructors are always holder of a valid Part-FCL medical certificate and a valid Part-FCL pilot license with the appropriate ratings. It is the responsibility of the instructor to ensure he is covered by a valid class 2 medical certificate or a LAPL medical certificate. As soon as the instructor has a revalidation of his class 2 medical certificate or LAPL medical certificate he is requested to provide a copy of it as soon as possible to the HT Deputy.

2.14 FLIGHT DUTY PERIOD AND FLIGHT TIME LIMITATIONS (FLYING

INSTRUCTORS)

It is the responsibility of the instructor to decide if he is « fit to fly » depending on his other jobs he is carrying out within or outside the aviation area. No difference is made between instructors having many or low amount of instruction time. The unique aspect is the fact that the FI must have a valid qualification. Any flights are logged in the ATO database where instructors and students are able to copy the flight hours they carried out in their personal logbook. At regular period of time (as example end of the flight season, end of a flight camp, or at any other event) the students and the instructors should let their personal logbook been validated by the ATO secretary or an instructor.

2.15 FLIGHT DUTY PERIOD AND FLIGHT TIME LIMITATIONS (STUDENTS)

No specific limits of duty periods are defined because soaring flights depends strongly on weather conditions. Nevertheless, on average, it is wise to consider that a training flight should not exceed 45 minutes for a very beginner. Longer flights could be achieved pending the accumulated flight experience and maturity of the student. Any other soaring experience achieved by the student outside the ATO should be logged in his personal logbook and must be validated by the other training organisation or instructor.

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2.16 REST PERIOD (FLIGHT INSTRUCTORS)

For ATO plateforms where training camps are organised (such as for example in EBSH), a lunch time pause is planned around mid-day. In general, the resting pause decision is the responsibility of the FI who decide according his/her personal fatigue and weather conditions. Some weather conditions are more exhausting than others and so, the final decision about resting is in the hands of the FI.

2.17 REST PERIOD (STUDENTS)

Same text as for instructors

2.18 PILOT'S LOGBOOKS

Every flight is recorded by the “runway chief” also known as “starter”. These records are kept for the airfield movements history and invoicing purposes. It is the responsibility of the student and the instructor to make copy of the relevant flights into their personal logbook. All flights should be logged in UTC although there is a Belgian rule stating that records should be done with local time. In the student logbook, the reference of the training's lesson should be specified in the “remarks” column.

2.19 FLIGHT PLANNING

Not applicable

2.20 SAFETY

The use of the radio is not mandatory in non-restricted areas. If requested by the airfield manual, the pilot in command must use the radio procedures according to the local airfield rules. In case of accident, the situation will be managed by the Airfield Commander according to the Airfield Manual. Incidents should be reported to the local ATO Safety responsible for further process. (See Organisational manual). Potential airfield difficulties or hazards such as electrical power lines, drift wind, local turbulences will be explained in the daily briefing to the student.

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3 Technical

3.1 AIRCRAFT DESCRIPTIVE NOTES

Schleicher K7 The K7 was intended as a trainer two-seater with good performance at the time (1960). Its homogeneous and unsurprising flying behaviour, and its aptitude to low airspeeds make it an ideal choice for initial training. Powerful dive brakes and fixed landing wheel also contribute to the safety of beginners. Construction : welded steel tube fuselage covered with fabric ; wings : wooden structure with fabric covering. Wingspan : 16m VNE : 200km/h maximum glide ratio : 26:1

Schleicher ASK13 Successor of the K7, the training two-seater ASK13 retains its best characteristics while improving on performance, security and comfort with a lower wing and a large canopy giving the rear seat pilot the same visibility as the front. As the K7 did, the ASK 13 stalls and spins well and recovers easily. Construction : welded steel tube fuselage covered with fabric, nose med of fiberglass ; wings : wooden structure with fabric covering. Wingspan : 16m VNE : 200km/h maximum glide ratio : 28:1

SZD-9 Bocian The Bocian is a wood-and-fabric two-seater used for initial training. Wingspan : 18.80m VNE : 200km/h Maximum glide ratio : 26:1

Photo cc Aleksander Sowa

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Schleicher ASK21 The ASK21 is a glass-reinforced two-seater glider, featuring mid-set wings with spoilers and no flaps, a fixed undercarriage and a T-tail. It was designed to replace the ASK13 for beginner instruction. It can also be used for aerobatic and cross-country instruction. Construction : glass-reinforced plastic Wingspan : 17m VNE : 280km/h maximum glide ratio : 34:1

Schleicher ASK23 The ASK 23 is the single-seater counterpart of the ASK21. It features similar characteristics, flying behavior and performances. Construction : similar to ASK21 Wingspan : 15m VNE : 215km/h maximum glide ratio : 34:1

Schleicher K8 Introduced in 1957, the K8 was derived from the Ka6, using construction techniques similar to the Ka7. This makes the Ka8 the ideal candidate as the first one-seater for trainees who 've been through initial training on Ka7 or ASK13. With a low mass (empty weight 191Kg), reasonably efficient dive-brakes, and a sound behaviour at low-speed, it maintains the trainee in more performant yet secure flying conditions. Construction : same as Ka7 Wingspan : 15m VNE : 200km/h Max. Glide ratio : 27:1

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Schleicher Ka6cr The Ka 6 was first intruduced in 1956, the CR variant in 1959. The Ka6 is a one-seater contructed of spruce, plywood with fabric covering. As a trainer it is being used for preparing pilots for conversion to fiberglass performance gliders, while retaining an optimum security, with operating speeds comparable to those of the wood-and-fabric two-seaters, as well as landing field demands (thnaks to reasonably efficient airbrakes and low mass – empty weight only 160kg, short fields are suitable for landing the Ka6). The landing wheel is fixed, no nose skid. Construction : spruce, plywood and fabric covering Wingspan : 15m VNE : 200km/h maximum glide ratio : 32:1

PZL PW6 The PW6 is a two-seater derivative of the PW5. For clubs operating the PW5, the PW6 offers flying characteristics continuity from initial training to solo flight on one-seater PW5. Construction : glass-epoxy composite Wingspan : 16m VNE : 260km/h maximum glade ratio : 34:1

PZL PW5 Smyk The PW5 was designed for, and won, a competition held by the IGC for the design of a moder yet lowcost glider suitable for the organization of momotype competition under the new IGC World Class. The PW5 can replace older gliders such as the Ka8 for the beginners' first flights on a one-seater. Construction : glass-epoxy composite Wingspan : 13.44m VNE : 220km/h maximum glide ratio : 32:1

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Scheibe SF34 The SF34 is a composite construction two-seater glider, suitable for initial training and cross-country, flying. It has mid-set wings with no flaps and a cross-type tail, and a fixed undercarriage. Construction : composite wingspan : 15.80m VNE : 250km/h maximum glide ratio : 35:1

Grob G103 Twin Astir The Twin Astir is a training and performance two-seater with mid-set wings, a T-tail and an undercarriage consisting of a retractable main wheel and a nose wheel. Aside from initial training, it can also be used to prepare trainees for flying plastic performance one-seater (such as the Grob Astir, Astir II or III). Construction : glass fibre Wingspan : 17.50m VNE : 250km/h maximum glide ratio : 38:1

Grob G103a Twin II (aka Twin Astir II) The Twin II is the successor of the Twin I, although its design is not directly related. The most evident difference is the new undercarriage, consisting of a nose wheel and a fixed main wheel situated behind the center of gravity. Similar characteristics and use as the Twin I. Construction : glass fibre Wingspan : 17.50m VNE : 250km/h maximum glide ratio : 36.5:1

Grob Astir CS The Astir is a one-seater of composite contruction, with retractable undercarriage, T-tail desing and no flaps. Its rugged yet performant design make it a nice choice to allow trainees to gain experience with performance gliders. The variant Astir Jean has a fixed undercarriage. Construction : composite (glass fibre/resin) Wingspan : 15m VNE : 250km/h maximum glide ratio : 38:1

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Centrair 201 Marianne Designed as a training glider, the performances of the Marianne allow it to be operated for initial as well as advanced training and for cross-country flying. It can be of use also for converting wooden glider pilot to plastic. Fixed undercarriage, shoulder wing with no flaps, T-tail. Contruction : glass-reinforced plastic Wingspan:18.55m VNE : 250km/h Maximum glide ratio : 40:1

Scheibe SF25 Falke The Falcke is a Touring Motor Glider, operated in aeroclubs as a complement to glider training and for TMG qualification. It features 2 seats side-by-side, mid-set wings with no flaps, fixed undercarriage and top of wings spoilers. Depending on the version, the wingspan varies from 15.30 to 18m (photo : SF25E). VNE : 190km/h Maximum glide ratio : 23-24:1

Mistral C The Mistral is a club-class glider with a T-tail, shoulder wings, no flaps, and a fixed undercarriage. Uncomplicated operation make it a good choice for qualifying the trainees towards perfomance gliders. Construction : glass reinforced plastic Wingspan : 15m VNE : 250km/h Maximum glide ratio : 37.5:1

Schleicher ASW 15 Class-club glider featuring shouder wings, no flaps, a cross tail with all-flying tailplane and retractable undercarriage. This glider can be made available for cross-country training. Construction : Wingspan : 15m VNE : 220km/h Maximum glide ratio : 35.5:1

Photo cc Jelle Vandebeek, Heverlee, Belgium

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Schempp-Hirth Janus C The Janus C is a glass fibre two-seater with flaps, T-tail and fixed or retractable undercarriage (depending on production date). Its performances and features make it suitable for cross-country instruction and training to fly flapped gliders. Construction : glass-fiber fuselage, carbon fiber wings and tail. Wingspan : 20m VNE : 250km/h Maximum glide ratio : 43:1

PA18-150 « Super CUB »

The Super CUB is equipped with a single

engine piston of 150HP (or 180HP with a

STC). The aircraft can be used for flight

instruction, banner and glider towing. It

features 2 seats tandem, high wings with

flaps, fixed undercarriage. The wingspan is

10.7m.

PA25-235 « Pawnee » The Pawnee is equipped with a single engine piston of 235HP. The aircraft can be used for banner and glider towing (formerly a crop duster). It is a single seater, low wings with flaps, fixed undercarriage. The wingspan is 11.03m.

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3.2 AIRCRAFT HANDLING

For each aircraft there is a Flight Handbook containing all the requested information regarding handling, flying and maintaining the aircraft. Local HT deputy, or FI will give the opportunity to the student to read the aircraft Flight handbooks in class-room. In all cases, the aircraft flight Handbook remains on site, and stored in the appropriate book shelves. Students are not allowed to bring the Flight Handbooks outside class-room. Beside the Flight handbook, it is the responsibility of the PIC to know any restrictions indicated either in the log book, on the placards inside the aircraft including the weight & balance form. Any defect item needs to be reported by the PIC in the log book of the aircraft and needs to be reported as well to the local responsible of the fleet maintenance. As long the Log book has not been signed by the local responsible of the fleet maintenance for release (APRS), the PIC is not authorized to use the aircraft. It is the duty of the PIC to fill in the aircraft logbook, ideally after each flight but practically after each day or regularly in a week of formation. Computarized listings are also authorized and can be glued in the aircraft logbook.

3.3 EMERGENCY PROCEDURE

For each aircraft there is a Flight Handbook containing all the requested information regarding emergency procedure.

3.4 RADIO AND OTHER RADIO EQUIPMENTS

In Belgium, radio equipment is not mandatory in non-restricted areas. Unless specified by the local Airfield manual, the use of the radio equipment is not mandatory but well recommended.

3.5 ALLOWABLE DEFICIENCIES

For each aircraft there is a Flight Handbook containing all the requested information concerning the minimum equipment of the aircraft. Beside the MEL, a radio and a FLARM device are strongly recommended. For country flight training, additional equipment such as a logger, a navigation system can be useful but are not mandatory.

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4 Route

4.1 PERFORMANCE

Every glider has its own performance. Performance details can be found in the glider flight manual. Major information about performance will be taught by the instructor during theoretical lessons and practical flight exercises.

4.2 FLIGHT PLANNING

The flight conditions have to comply with the VFR conditions and the weather conditions like max. cross-wind allowed for the tow plane. All flights have to respect the AIP rules as well the NOTAMs. The height above ground level is the “fuel” of a glider. Student pilot flying solo are not allowed to exit outside the “security cone”. This security cone has a basic diameter around the airfield with a connection with the height above the ground. As a reference, the diameter will never exceed 15 Km for a high of 1500 m AGL. Students pilots are required to remain in the funnel. Entry on downwind will be made around 200-250 m AGL according to the Airfield Manual.

4.3 LOADING

It is not foreseen to take loading onboard of glider. Pilots weights must be kept in the specified flight manual limits. Inside aircraft cockpit, maximum load limits are indicated for safety reasons. PIC must respect these limits. ATO will NOT provide a “mass and balance” calculation sheet.

4.4 WEATHER MINIMA FOR INSTRUCTORS AND STUDENTS

Gliders are authorized to fly only in Visual Flight Rules (VFR) conditions. It is the responsibility of the instructor to assess in those conditions are met or not. When students are flying solo, it is the responsibility of the FI supervising the student to assess if weather conditions (visibility, x-wind, ….) are compatible with student ability.

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4.5 TRAINING ROUTES/AREAS

Most training flights will be carried out in local of the starting airfield. The concept of local flight is clearly explained in theory lessons as well in practice flights. Local flights means that at any moment the glider must be able to land at starting airfield, whatever the wind conditions and with respect of security altitude imposed by Airfield Manuals or FI. No specific/standard training's areas are defined because it depends strongly on weather conditions and local airspace restrictions. The training area will be clarified during briefing done by the FI to his student. Landing procedures described in the Airfield Manual must be respected.

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5 Personnel training

5.1 APPOINTMENT OF PERSONS RESPONSIBLE FOR STANDARDS /

COMPETENCE OF FLIGHT PERSONNEL

The list of ATO instructors can be found in annex of the Organisational Manual. Any of those instructors may provide instruction on any ATO local antenna. It is a good practice that the local Training Manager makes a flight check with the visiting instructor before authorizing him to fly on the ATO antenna. Any new FI desiring to train students in a local ATO antenna must do flight check with the HT Deputy. The new FI must be able to demonstrate to the HT Deputy a sufficient knowledge of local constraints, areas restrictions, local weather conditions (especially wind turbulences around the airfield). As soon as a new FI has been positively checked by a HT Deputy, The HT deputy must inform ATO HT and provide him the curriculum vitae of the new FI.

5.2 INITIAL TRAINING

Any new appointed FI needs to have the qualifications required by Part-FCL for the type of training that he is providing. Excepted for the FI trained inside the ATO-FFVV, an interview with the HT is required. During this interview, the HT will assess the experience, the competence, the pedagogical skills and the motivation of the FI. His conclusions are irrevocable and will be notified in a report. Any new hired TKI needs to prove his competence and experience for the type of theoretical training that he is providing. An interview with the HT is required. During this interview, the HT will assess the experience, the competence, the pedagogical skills and the motivation of the TKI. His conclusions are irrevocable and will be notified in a report. All new FI and TKI should sign the ATO-FCFVV - Chart of Good Conduct applicable on the location where he/she will conduct training activities. All FI, FIE and TKI who are included in the staff of the ATO-FCFVV at the beginning of the activities of the ATO-FCFVV don’t need to pass any interview but have to sign the chart.

5.3 REFRESHER TRAINING

Within each 3 years, the FI will follow a 2 days refresher training organized by the ATO. During this refresher training, the emphasis will be put in the respect of the training manuals, new techniques and safety management system (SMS).

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5.4 STANDARDISATION TRAINING

The training is organized in lessons which are described precisely in the “Memento de l’instructeur (Cépaduès editions)”. The FI’s have to use the terminology as well to respect strictly the step by step approach. Each new FI in one of the ATO platform will receive a dedicated training about the specificities of the platform. Every year, at the end of the gliding season, a meeting with all FI of each platform will be organized in order to discuss the past season, the results achieved, the difficulties and any potential improvement in the organization of the training and the overall safety.

5.5 ASSESSMENT OF COMPETENCE

If an instructor has insufficient experience as an instructor in the timeframe of validity of his FI qualification (at least 30 flying hours or 60 flights in instruction) or if he hasn’t followed a refresher course in the same period, he will have to perform an assessment of competence with a FIE during which he will have to give one theoretical lesson (or pre-flight brief – post-flight brief) and to act as an instructor during a flight in order to evaluate his training skills, his respect of the terminology and his pedagogic skills.

5.6 UPGRADING TRAINING

Non applicable. All FIs are qualified to give all the training lessons.

5.7 ATO PERSONNEL STANDARDS EVALUATION

Yearly evaluation of the average activity will be made by the deputy HT of the local antenna. For each FI, the following items must be available and should be assessed:

Number of students in training.

Number and duration of flights DC before and after first solo.

Number of student reaching solo and obtaining the licence.

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6 ANNEX

6.1 LIST OF INSTRUCTORS

See annex to the Organisational Management Manual ATO 326.

6.2 FLIGHT INSTRUCTORS RECORDS

BE-ATO 326

Antenne :

Flight instructors qualification records

Name Licence

BE.FCL.

Validity

Medical FI(S) FE(S) FIE(S)

DUPONT X. 123456.S 01/01/2032 OA/01/2034 N/A N/A

Operations Management Manual ATO FCFVV BE ATO … · ORA.ATO.130 for the FCFVV's Approved Training...

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