Effi& ;.\L,\,q.-:-St STATE CFi-K[flilAIr Directorate General of Civil Aviation c41lils.t ,ldl OIJ*Lll Lldl i-1l.rYl Date: 20tB1yZS : g+-f-:ll Ref :13716g1/DDGASD/4 ; 6;l-lYl Deputy Director General for Air Navigation Services Affairs, Directorate General of Civil Aviation, Kuwait. Subject.: Notice of Proposed Ammdment's (NPA\ No. 2078-26 to Kuwait Ciail Aaiation Safety Regulations KCASR 6 Operation Of Aircraft- PART ORO- Organisational Regtlations Eor Air Operators, Dear Sir, Purpose: The purpose of this NPA is to announce to the KCASR users the intention of the Directorate General of Civil Aviation to amend KCASR 6 Operation Of Airuaft- PART ORO- Organisational Regulations Eor Air Operators (issue 4), in order to be in line with EASA requirements. Action Required: All users of KCASR are required to refer to DGCA/ASD website (https://kcasr.dgca.gov.kw) for reviewing the NPA and mail their comments to DGCA by 27/12/2018 using the attached NPA Response Sheet Forms No. 1.500 or using NPA comments & feedback form on the website. If we do not receive your response by this date, it will be assumed that you do not have any corunents on the proposal. If required, the DGCA/Aviation Safety Department personnel are available to answer your questions on the interpretation and intended implementation of the proposed amendments. This is for your information and distribution to the concemed parties. Yours Sincerely, Deputy Director General for Aviation Safety, Air Transport & S.M.C.C Affairs. ,-/Z/ engmd F. Al-Jeiwi Dcputy Dlroclor General for Aviation Safety , Air Transport, Civil Aviation Sacurity Depa(ment & Safety llanagcmcnl Coordination Center Alfairs Cc: President of Civil Aviation. Director General of Civil Aviation. Aviation Safety Director. Air Transport Director. Inspection & oversight Superintendent. Head of Standards & Aviation Safety Regulations Division www.dgce.gov.kw s'D E-mail:[email protected].$ 6rly' ,J (+110)YtYlY0.1:,.r.6ti,ll-(+11ol11l'elltlt-(+110)Y1YY1111 :AI+JI-C.r:<-JlfrJgr\Y..\q'*r-rlj"jl-8t:. il\Y:9.up P.O.Box17Safat-P.Code13001-SateofKuwait-Operator:(+965)24336699 - M:(+965)161 - Fax:(+965)24713504 ffi
Transcript
Effi&;.\L,\,q.-:-St
STATE CFi-K[flilAIrDirectorate General of Civil Aviation
Deputy Director General for Air Navigation Services Affairs,Directorate General of Civil Aviation,Kuwait.
Subject.: Notice of Proposed Ammdment's (NPA\ No. 2078-26 to Kuwait Ciail Aaiation SafetyRegulations KCASR 6 Operation Of Aircraft- PART ORO- Organisational RegtlationsEor Air Operators,
Dear Sir,
Purpose:
The purpose of this NPA is to announce to the KCASR users the intention of the Directorate Generalof Civil Aviation to amend KCASR 6 Operation Of Airuaft- PART ORO- OrganisationalRegulations Eor Air Operators (issue 4), in order to be in line with EASA requirements.
Action Required:
All users of KCASR are required to refer to DGCA/ASD website (https://kcasr.dgca.gov.kw) forreviewing the NPA and mail their comments to DGCA by 27/12/2018 using the attached NPAResponse Sheet Forms No. 1.500 or using NPA comments & feedback form on the website. If we donot receive your response by this date, it will be assumed that you do not have any corunents onthe proposal.
If required, the DGCA/Aviation Safety Department personnel are available to answer yourquestions on the interpretation and intended implementation of the proposed amendments.
This is for your information and distribution to the concemed parties.
Yours Sincerely,
Deputy Director General for Aviation Safety,Air Transport & S.M.C.C Affairs.
,-/Z/engmd F. Al-JeiwiDcputy Dlroclor General for AviationSafety , Air Transport, Civil AviationSacurity Depa(ment & Safety llanagcmcnl
Coordination Center Alfairs
Cc: President of Civil Aviation.Director General of Civil Aviation.Aviation Safety Director.Air Transport Director.Inspection & oversight Superintendent.Head of Standards & Aviation Safety Regulations Division
ORO.AOC.120 Approvals to provide cabin crew training and to issue cabin crew attestations16
ORO.AOC.125 Non-commercial operations of aircraft listed in the operations specifications by the holder of an AOC ................................................................................................... 17
ORO.AOC.130 Flight data monitoring — aeroplanes ........................................................... 18
ORO.CC.140 Recurrent (Refresher) training ................................................................... 4140
ORO.CC.200 Senior cabin crew member ........................................................................ 4442
ORO.CC.205 Reduction of the number of cabin crew during ground operations and in unforeseen circumstances .................................................................................................... 4442
ORO.CC.210 Additional conditions for assignment to duties............................................ 4543
ORO.CC.215 Training and checking programs and related documentation ..................... 4543
ORO.CC.250 Operation on more than one aircraft type or variant ................................... 4543
Subpart TC - Technical Crew in Hems, HHO or NVIS Operations 4745
DC.1.1 Pursuant to Law No (30) of the year 1960 and subsequent Ministerial Decisions No (3) of the year 1986, No (18) of the year 1990, and No (3) of the year 1996, based upon that Law and as reflected in the Preamble to the Kuwait Civil Aviation Safety Regulations, Issue 3, Rev.0, August 2013, the President of the Kuwait Directorate General of Civil Aviation is empowered to adopt and amend Kuwait Civil Aviation Safety Regulations. In accordance herewith, the following Regulation is hereby established for compliance by all persons concerned. This regulation shall be known as KCASR 6 – Part ORO Organisational Regulations for Air Operators and any reference to this title shall mean referring to these regulations governing the requirements to be met for the certification of operations of aircraft.
DC.2 Authority for this Regulation
DC.2.1 This KCASR 6 – Part ORO Organisational Regulations for Air Operators is issued on the authority of the President of the Kuwait Directorate General of Civil Aviation.
DC.3 Applicability
DC.3.1 This KCASR 6 – Part ORO Organisational Regulations for Air Operators is applicable to the aviation industry of the State of Kuwait.
DC.4 Scope
DC.4.1 KCASR 6 Operation of Aircraft contains the operation of aircraft regulations of the State of Kuwait, and shows compliance with ICAO Annex 6. The regulations in KCASR 6 are separated into the following parts with cross references between parts where applicable.
Part ARO Authority Regulations for Air Operations
Part ORO Organisation Regulations for Air Operations
Part DEF Definitions
Part CAT Commercial Air Transport
Part SPA Specific Approvals
Part SPO Special Operations
Part NCC Non Commercial with Complex Motor-Powered Aircraft
Part NCO Non Commercial other than Complex Motor-Powered Aircraft
DC.5 Definitions
DC.5.1 Terms not defined shall have the meaning given to them in the relevant legal instruments or international legal instruments in which they appear, especially as they appear in the Convention and its Annexes.
KCASR 6 – Part ORO Organisational Regulations for Air Operators
ORO.GEN.005 Scope
This part establishes requirements to be followed by an air operator conducting commercial air transport operations (CAT) or non-commercial operations with complex motor-powered aircraft.
For the purpose of this Part, the Kuwait DGCA shall exercise oversight over operators subject to a certification or declaration obligation having their principal place of business in the State of Kuwait.
ORO.GEN.110 Operator responsibilities
(a) The operator is responsible for the operation of the aircraft in accordance with Part CAT to the Regulations, the relevant requirements of this Part and its certificate or declaration.
(b) Every flight shall be conducted in accordance with the provisions of the operations manual.
(c) The operator shall establish and maintain a system for exercising operational control over any flight operated under the terms of its certificate or declaration.
(d) The operator shall ensure that its aircraft are equipped and its crews are qualified as required for the area and type of operation.
(e) The operator shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole.
(f) The operator shall establish procedures and instructions for the safe operation of each aircraft type, containing ground staff and crew member duties and responsibilities for all types of operation on the ground and in flight. These procedures shall not require crew members to perform any activities during critical phases of flight other than those required for the safe operation of the aircraft. Procedures and instructions for a sterile flight crew compartment shall also be included.
(g) The operator shall ensure that all personnel are made aware that they shall comply with the laws, regulations and procedures of those States in which operations are conducted and that are pertinent to the performance of their duties.
(h) The operator shall establish a checklist system for each aircraft type to be used by crew members in all phases of flight under normal, abnormal and emergency conditions to ensure that the operating procedures in the operations manual are followed. The design and utilisation of checklists shall observe human factors principles and take into account the latest relevant documentation from the aircraft manufacturer.
(i) The operator shall specify flight planning procedures to provide for the safe conduct of the flight based on consider actions of aircraft performance, other operating limitations and relevant expected conditions on the route to be followed and at the aerodromes or operating sites concerned. These procedures shall be included in the operations manual.
(j) The operatorOperators, whether they transport dangerous goods or not, shall establish and maintain dangerous goods training programmes for personnel as required by the technical instructions which shall be subject to review and approval by the Kuwait DGCA. Training programmes shall be commensurate with the responsibilities of personnel.
(k) The operator shall ensure that any inadequacy of facilities observed in the course of operations is reported to the authority responsible for them, without undue delay.
ORO.GEN.115 Application for an operator certificate
(a) The application for an operator certificate or an amendment to an existing certificate shall be made in a form and manner established by the Kuwait DGCA, taking into account the applicable requirements of the Regulations.
(b) Applicants for an initial certificate shall provide the Kuwait DGCA with documentation demonstrating how they will comply with the requirements established in the Regulations. Such documentation shall include a procedure describing how changes not requiring prior approval will be managed and notified to the Kuwait DGCA.
ORO.GEN.120 Means of compliance
(a) Alternative means of compliance to those adopted by the Kuwait DGCA may be used by an operator to establish compliance with the Regulations.
(b) When an operator subject to certification wishes to use an alternative means of compliance to the acceptable means of compliance (AMC) adopted by the Kuwait DGCA to establish compliance with the Regulations, it shall, prior to implementing it, provide the Kuwait DGCA with a full description of the alternative means of compliance. The description shall include any revisions to manuals or procedures that may be relevant, as well as an assessment demonstrating that the regulations are met.
The operator may implement these alternative means of compliance subject to prior approval by the Kuwait DGCA and upon receipt of the notification as prescribed in ARO.GEN.120 (d).
(1)c) An operator required to declare its activity shall notify the Kuwait DGCA the list of alternative means of compliance it uses to establish compliance with the Regulations.
(c)(d) An operator required to declare its activity shall notify the Kuwait DGCA the list of alternative means of compliance it uses to establish compliance with the Regulations.
ORO.GEN.125 Terms of approval and privileges of an operator
A certified operator shall comply with the scope and privileges defined in the operations specifications attached to the operator’s certificate.
ORO.GEN.130 Changes
(a) Any change affecting:
(1) the scope of the certificate or the operations specifications of an operator; or
(2) any of the elements of the operator’s management system as required in ORO.GEN.200 (a)(1) and (a)(2), shall require prior approval by the Kuwait DGCA.
(2) shall require prior approval by the Kuwait DGCA.
(b) For any changes requiring prior approval in accordance with the Regulations, the operator shall apply for and obtain an approval issued by the Kuwait DGCA. The application shall be submitted before any such change takes place, in order to enable the Kuwait DGCA to determine continued compliance with the Regulations and to amend, if necessary, the operator certificate and related terms of approval attached to it.
The operator shall provide the Kuwait DGCA with any relevant documentation.
The change shall only be implemented upon receipt of formal approval by the Kuwait DGCA in accordance with ARO.GEN.330.
The operator shall operate under the conditions prescribed by the Kuwait DGCA during such changes, as applicable.
(c) All changes not requiring prior approval shall be managed and notified to the Kuwait DGCA as defined in the procedure approved by the Kuwait DGCA in accordance with ARO.GEN.310 (c).
ORO.GEN.135 Continued validity
(a) The operator’s certificate shall remain valid subject to:
(1) the operator remaining in compliance with the relevant requirements of the Regulations, taking into account the provisions related to the handling of findings as specified under ORO.GEN.150;
(2) the Kuwait DGCA being granted access to the operator as defined in ORO.GEN.140 to determine continued compliance with the relevant requirements of the Regulations; and
(3) the certificate not being surrendered or revoked.
(b) Upon revocation or surrender the certificate shall be returned to the Kuwait DGCA without delay.
ORO.GEN.140 Access
(a) For the purpose of determining compliance with the relevant requirements of the Regulations, the operator shall grant access at any time to any facility, aircraft, document, records, data, procedures or any other material relevant to its activity subject to certification or declaration, whether it is contracted or not, to any person authorised by one of the following authorities:
(1) the Kuwait DGCA defined in ORO.GEN.105;
(2) the authority acting under the provisions of ARO.GEN.300 (d), ARO.GEN.300 (e) or ARO.RAMP.
(b) Access to the aircraft mentioned under (a) shall include the possibility to enter and remain in the aircraft during flight operations unless otherwise decided by the commander for the flight crew compartment in accordance with CAT.GEN.MPA.135 in the interest of safety.
ORO.GEN.150 Findings
After receipt of notification of findings, the operator shall:
(a) identify the root cause of the non-compliance;
(b) define a corrective action plan; and
(c) demonstrate corrective action implementation to the satisfaction of the Kuwait DGCA within a period agreed as defined in ARO.GEN.350 (d).
ORO.GEN.155 Immediate reaction to a safety problem
The operator shall implement:
(a) any safety measures mandated by the Kuwait DGCA in accordance with ARO.GEN.135(c); and
(b) any relevant mandatory safety information issued by the Kuwait DGCA, including airworthiness directives.
(a) The operator shall report to the Kuwait DGCA, and to any other organisation required by the State of the operator to be informed, any accident, serious incident and occurrence as defined in article 30 of the KCASR 0 Basic Regulation.
(b) Without prejudice to point (a) the operator shall report to the Kuwait DGCA and to the organisation responsible for the design of the aircraft any incident, malfunction, technical defect, exceeding of technical limitations or occurrence that would highlight inaccurate, incomplete or ambiguous information contained in the operational suitability data established in Part 21 or other irregular circumstance that has or may have endangered the safe operation of the aircraft and that has not resulted in an accident or serious incident.
(c) The reports referred in paragraphs (a) and (b) shall be made in a form and manner established by the Kuwait DGCA and contain all pertinent information about the condition known to the operator.
(d) Reports shall be made as soon as practicable, but in any case within 72 hours of the operator identifying the condition to which the report relates, unless exceptional circumstances prevent this.
(e) Where relevant, the operator shall produce a follow-up report to provide details of actions it intends to take to prevent similar occurrences in the future, as soon as these actions have been identified. This report shall be produced in a form and manner established by the Kuwait DGCA.
(a) The operator shall establish, implement and maintain a management system that includes:
(1) clearly defined lines of responsibility and accountability throughout the operator, including a direct safety accountability of the accountable manager;
(2) a description of the overall philosophies and principles of the operator with regard to safety, referred to as the safety policy;
(3) the identification of aviation safety hazards entailed by the activities of the operator, their evaluation and the management of associated risks, including taking actions to mitigate the risk and verify their effectiveness;
(4) maintaining personnel trained and competent to perform their tasks;
(5) documentation of all management system key processes, including a process for making personnel aware of their responsibilities and the procedure for amending this documentation;
(6) a function to monitor compliance of the operator with the relevant requirements. Compliance monitoring shall include a feedback system of findings to the accountable manager to ensure effective implementation of corrective actions as necessary; and
(7) any additional requirements that are prescribed in the relevant Subparts of this Part or other applicable Parts.
(b) The management system shall correspond to the size of the operator and the nature and complexity of its activities, taking into account the hazards and associated risks inherent in these activities.
ORO.GEN.205 Contracted activities
(a) Contracted activities include all activities within the operator’s scope of approval that are performed by another organisation either itself certified to carry out such activity or if not certified, working under the operator’s approval. The operator shall ensure that when contracting or purchasing any part of its activity, the contracted or purchased service or product conforms to the applicable requirements.
(b) When the certified operator contracts any part of its activity to an organisation that is not itself certified in accordance with this Part to carry out such activity, the contracted organisation shall work under the approval of the operator. The contracting organisation shall ensure that the Kuwait DGCA is given access to the contracted organisation, to determine continued compliance with the applicable requirements.
ORO.GEN.210 Personnel requirements
(a) The operator shall appoint an accountable manager, who has the authority for ensuring that all activities can be financed and carried out in accordance with the applicable requirements. The accountable manager shall be responsible for establishing and maintaining an effective management system.
(b) A person or group of persons shall be nominated by the operator, with the responsibility of ensuring that the operator remains in compliance with the applicable requirements. Such person(s) shall be ultimately responsible to the accountable manager.
(c) The operator shall have sufficient qualified personnel for the planned tasks and activities to be performed in accordance with the applicable requirements.
(d) The operator shall maintain appropriate experience, qualification and training records to show compliance with point (c).
(e) The operator shall ensure that all personnel are aware of the rules and procedures relevant to the exercise of their duties.
ORO.GEN.215 Facility requirements
The operator shall have facilities allowing the performance and management of all planned tasks and activities in accordance with the applicable requirements.
ORO.GEN.220 Record-keeping
(a) The operator shall establish a system of record-keeping that allows adequate storage and reliable traceability of all activities developed, covering in particular all the elements indicated in ORO.GEN.200.
(b) The format of the records shall be specified in the operator’s procedures.
(c) Records shall be stored in a manner that ensures protection from damage, alteration and theft.
ORO.AOC.100 Application for an air operator certificate
(a) Prior to commencing commercial air operations, the operator shall apply for and obtain an air operator certificate (AOC) issued by the Kuwait DGCA.
(b) The operator shall provide the following information to the Kuwait DGCA:
(1) the official name and business name, address, and mailing address of the applicant;
(2) a description of the proposed operation, including the type(s), and number of aircraft to be operated;
(3) a description of the management system, including organisational structure;
(4) the name of the accountable manager;
(5) the names of the nominated persons required by ORO.AOC.135(a) together with their qualifications and experience; and
(6) a copy of the operations manual required by ORO.MLR.100.
(7) a statement that all the documentation sent to the Kuwait DGCA have been verified by the applicant and found in compliance with the applicable requirements.
(c) Applicants shall demonstrate to the Kuwait DGCA that:
(1) they comply with all the applicable requirements of the Regulations, this Part and Part-CAT and Part-SPA to this Regulation, as applicable;
(2) all aircraft operated have a certificate of airworthiness (C of A) in accordance with Part 21; or are leased in accordance with ORO.AOC.110
(3) its organisation and management are suitable and properly matched to the scale and scope of the operation.
ORO.AOC.105 Operations specifications and privileges of an AOC holder
The privileges of the operator, including those granted in accordance with Part-SPA, shall be specified in the operations specifications of the certificate.
ORO.AOC.110 Leasing agreement
Any lease-in
(a) Any lease agreement concerning aircraft used by an operator certified in accordance with this Part shall be subject to prior approval by the Kuwait DGCA.
(b) The operator certified in accordance with this Part shall only wet lease-in aircraft from an operator that is not subject to an operating ban.
Wet lease-in
(c) The applicant for the approval of the wet lease-in of an aircraft of a third country operator shall demonstrate to the Kuwait DGCA that:
(1) the third country operator holds a valid AOC issued in accordance with ICAO Annex 6;
(2) the safety standards of the country other than the State of Kuwait operator with regard to continuing airworthiness and air operations are equivalent to the applicable requirements established by Part M and this Regulation; and
(3) the aircraft has a standard C of A issued in accordance with ICAO Annex 8.
Dry lease-in
(d) An applicant for the approval of the dry lease-in of an aircraft registered in a third country shall demonstrate to the Kuwait DGCA that:
(1) an operational need has been identified that cannot be satisfied through leasing an aircraft registered in the State of Kuwait;
(2) the duration of the dry lease-in does not exceed seven months in any 12 consecutive month period; and
(3) compliance with the applicable requirements of Part M is ensured.
(3)(4) the aircraft is equipped in accordance with the KCASR requirements for Air Operations.
Dry lease-out
(e) The operator certified in accordance with this Part intending to dry lease-out one of its aircraft shall apply for prior approval by the Kuwait DGCA. The application shall be accompanied by copies of the intended lease agreement or description of the lease provisions, except financial arrangements, and all other relevant documentation.
Wet lease-out
(f) Prior to the wet lease-out of an aircraft, the operator certified in accordance with this Part shall notify the Kuwait DGCA.
ORO.AOC.115 Code-share agreements
(a) An operator certified in accordance with this Part shall enter into a code-share agreement with a third country operator only after:
(1) having verified that the third country operator complies with the applicable ICAO standards; and
(2) having provided the Kuwait DGCA with documented information enabling such authority to comply with ARO.OPS.105.
(b) When implementing the code-share agreement the operator shall monitor and regularly assess the ongoing compliance of the third country operator with the applicable ICAO standards.
(c) The operator certified in accordance with this Part shall not sell and issue tickets for a flight operated by a third country operator when the third country operator is subject to an operating ban or is failing to maintain compliance with the applicable ICAO standards.
ORO.AOC.120 Approvals to provide cabin crew training and to issue cabin crew attestations
(a) When intending to provide the training course required in Part-CC, the operator shall apply for and obtain an approval issued by the Kuwait DGCA. For this purpose, the applicant shall demonstrate compliance with the requirements for the conduct and content of training course established in CC.TRA.215 and CC.TRA.220 of that Part and shall provide the Kuwait DGCA with:
(1) the date of intended commencement of activity;
(2) the personal details and qualifications of the instructors as relevant to the training elements to be covered;
(3) the name(s) and address(es) of the training site(s) at which the training is to be conducted;
(4) a description of the facilities, training methods, manuals and representative devices to be used; and
(5) the syllabi and associated programmes for the training course.
(b) If the Kuwait DGCA decides, in accordance with ARA.CC.200 of Part-ARA that operators may be approved to issue cabin crew attestations, the applicant shall, in addition to (a):
(1) demonstrate to the Kuwait DGCA that:
(i) the organisation has the capability and accountability to perform this task;
(ii) the personnel conducting examinations are appropriately qualified and free from conflict of interest; and
(2) provide the procedures and the specified conditions for:
(i) conducting the examination required by CC.TRA.220;
(ii) issuing cabin crew attestations; and
(iii) supplying the Kuwait DGCA with all relevant information and documentation related to the attestations it will issue and their holders, for the purpose of record-keeping, oversight and enforcement actions by that authority Kuwait DGCA.
(c) The approvals referred to in (a) and (b) shall be specified in the operations specifications.
ORO.AOC.125 Non-commercial operations of aircraft listed in the operations specifications by the holder of an AOC
(a) The holder of an AOC may conduct non-commercial operations with an aircraft otherwise used for commercial air transport operations that is listed in the operations specifications of its AOC, provided that the operator:
(1) describes such operations in detail in the operations manual, including:
(i) identification of the applicable requirements;
(ii) a clear identification of any differences between operating procedures used when conducting commercial and non-commercial operations;
(iii) a means of ensuring that all personnel involved in the operation are fully familiar with the associated procedures;
(2) submits the identified differences between the operating procedures referred to in (a)(1)(ii) to the Kuwait DGCA for prior approval.
(b) An AOC holder conducting operations referred to in (a) shall not be required to submit a declaration in accordance with this Part
(a) The operator shall establish and maintain a flight data monitoring system, which shall be integrated in its management system, for aeroplanes with a maximum certificated take-off mass of more than 27000 kg.
(b) The flight data monitoring system shall be non-punitive and contain adequate safeguards to protect the source(s) of the data.
ORO.AOC.135 Personnel requirements
(a) In accordance with ORO.GEN.210(b), the operator shall nominate persons responsible for the management and supervision of the following areas:
(1) flight operations;
(2) crew training;
(3) ground operations; and
(4) continuing airworthiness in accordance with the Regulations KCASR.
(b) Adequacy and competency of personnel
(1) The operator shall employ sufficient personnel for the planned ground and flight operations.
(2) All personnel assigned to, or directly involved in, ground and flight operations shall:
(i) be properly trained;
(ii) demonstrate their capabilities in the performance of their assigned duties; and
(iii) be aware of their responsibilities and the relationship of their duties to the operation as a whole.
(c) Supervision of personnel
(1) The operator shall appoint a sufficient number of personnel supervisors, taking into account the structure of the operator’s organisation and the number of personnel employed.
(2) The duties and responsibilities of these supervisors shall be defined, and any other necessary arrangements shall be made to ensure that they can discharge their supervisory responsibilities.
(3) The supervision of crew members and personnel involved in the operation shall be exercised by individuals with adequate experience and the skills to ensure the attainment of the standards specified in the operations manual.
ORO.AOC.140 Facility requirements
In accordance with ORO.GEN.215, the operator shall:
(a) make use of appropriate ground handling facilities to ensure the safe handling of its flights;
(b) arrange operational support facilities at the main operating base, appropriate for the area and type of operation; and
(c) ensure that the available working space at each operating base is sufficient for personnel whose actions may affect the safety of flight operations. Consideration shall be given to the needs of
ORO.DEC.100 Operations manual — general Declaration
The non-commercial operator of complex motor-powered aircraft The operator of complex motor-powered aircraft engaged in non-commercial operations shall:
(a) provide the Kuwait DGCA with all relevant information prior to commencing operations, using the form contained in Appendix 1 to this Part;
(b) notify to the Kuwait DGCA a list of the alternative means of compliance used;
(c) maintain compliance with the applicable requirements and with the information given in the declaration;
(d) notify the Kuwait DGCA without delay of any changes to its declaration or the means of compliance it uses through submission of an amended declaration using the form contained in Appendix 1 to this Part; and
(e) notify the Kuwait DGCA when it ceases operation.’
(a) The operator shall establish an operations manual (OM) as specified under 8.b of Annex IV to KCASR 0, Basic Regulation.
(b) The content of the OM shall reflect the requirements set out in this Part, Part-CAT, Part-SPA and Part-NCC, as applicable, and shall not contravene the conditions contained in the operations specifications to the air operator certificate (AOC) or the declaration and its list of specific approvals, as applicable.
(c) The OM may be issued in separate parts.
(d) All operations personnel shall have easy access to the portions of the OM that are relevant to their duties.
(e) The OM shall be kept up to date. All personnel shall be made aware of the changes that are relevant to their duties.
(f) Each crew member shall be provided with a personal copy of the relevant sections of the OM pertaining to their duties. each holder of an OM, or appropriate parts of it, shall be responsible for keeping their copy up to date with the amendments or revisions supplied by the operator
(g) For AOC holders:
(1) for amendments required to be notified in accordance with ORO.GEN.115(b) and ORO.GEN.130(c), the operator shall supply the Kuwait DGCA with intended amendments in advance of the effective date; and
(2) for amendments to procedures associated with prior approval items in accordance with ORO.GEN.130, approval shall be obtained before the amendment becomes effective.
(h) Notwithstanding (g), when immediate amendments or revisions are required in the interest of safety, they may be published and applied immediately, provided that any approval required has been applied for.
(i) The operator shall incorporate all amendments and revisions required by the Kuwait DGCA.
(j) The operator shall ensure that information taken from approved documents, and any amendment thereof, is correctly reflected in the OM. This does not prevent the operator from publishing more conservative data and procedures in the OM.
(k) The operator shall ensure that all personnel are able to understand the language in which those parts of the OM which pertain to their duties and responsibilities are written. The content of the OM shall be presented in a form that can be used without difficulty and observes human factors principles.
(l) Part C: Commercial air transport operations, comprising route/role/area and aerodrome/operating site instructions and information;
(m) Part D: Training, comprising all training instructions for personnel required for a safe operation.
ORO.MLR.101 Operations manual — structure for commercial air transport
Except for operations with single-engined propeller-driven aeroplanes with a MOPSC of 5 or less or with single-engined non-complex helicopters with a MOPSC of 5 or less, taking off and landing at the same aerodrome or operating site, under VFR by day, and for operations with sailplanes, the main structure of the OM shall be as follows:
(a) Part A: General/Basic, comprising all non-type-related operational policies, instructions and procedures;
(b) Part B: Aircraft operating matters, comprising all type-related instructions and procedures, taking into account differences between types/classes, variants or individual aircraft used by the operator;
(c) Part C: Commercial air transport operations, comprising route/role/area and aerodrome/operating site instructions and information;
(d) Part D: Training, comprising all training instructions for personnel required for a safe operation.
ORO.MLR.105 Minimum equipment list
(a) A minimum equipment list (“MEL”) shall be established as specified in point 8.a.3 of Annex IV to KCASR 0, Basic Regulation, based on the relevant master minimum equipment list (“MMEL”) as defined in the mandatory part of the operational suitability data established in accordance with Part 21.
(b) The MEL and any amendment thereto shall be approved by the Kuwait DGCA.
(c) The operator shall amend the MEL after any applicable change to the MMEL within the acceptable timescales.
(d) In addition to the list of items, the MEL shall contain:
(1) a preamble, including guidance and definitions for flight crews and maintenance personnel using the MEL;
(2) the revision status of the MMEL upon which the MEL is based and the revision status of the MEL;
(3) the scope, extent and purpose of the MEL.
(e) The operator shall:
(1) establish rectification intervals for each inoperative instrument, item of equipment or function listed in the MEL. The rectification interval in the MEL shall not be less restrictive than the corresponding rectification interval in the MMEL;
(2) establish an effective rectification programme;
(3) only operate the aircraft after expiry of the rectification interval specified in the MEL when:
(i) the defect has been rectified; or
(ii) the rectification interval has been extended in accordance with (f).
(f) Subject to approval of the Kuwait DGCA, the operator may use a procedure for the one time extension of category B, C and D rectification intervals, provided that:
(1) the extension of the rectification interval is within the scope of the MMEL for the aircraft type;
(2) the extension of the rectification interval is, as a maximum, of the same duration as the rectification interval specified in the MEL;
(3) the rectification interval extension is not used as a normal means of conducting MEL item rectification and is used only when events beyond the control of the operator have precluded rectification;
(4) a description of specific duties and responsibilities for controlling extensions is established by the operator;
(5) the Kuwait DGCA is notified of any extension of the applicable rectification interval; and
(6) a plan to accomplish the rectification at the earliest opportunity is established.
(g) The operator shall establish the operational and maintenance procedures referenced in the MEL taking into account the operational and maintenance procedures referenced in the MMEL. These procedures shall be part of the operator’s manuals or the MEL.
(h) The operator shall amend the operational and maintenance procedures referenced in the MEL after any applicable change to the operational and maintenance procedures referenced in the MMEL.
(i) Unless otherwise specified in the MEL, the operator shall complete:
(1) the operational procedures referenced in the MEL when planning for and/or operating with the listed item inoperative; and
(2) the maintenance procedures referenced in the MEL prior to operating with the listed item inoperative.
(j) Subject to a specific case-by-case approval by the Kuwait DGCA, the operator may operate an aircraft with inoperative instruments, items of equipment or functions outside the constraints of the MEL but within the constraints of the MMEL, provided that:
(1) the concerned instruments, items of equipment or functions are within the scope of the MMEL as defined in point (a).
(2) the approval is not used as a normal means of conducting operations outside the constraints of the approved MEL and is used only when events beyond the control of the operator have precluded the MEL compliance;
(3) a description of specific duties and responsibilities for controlling the operation of the aircraft under such approval is established by the operator; and
(4) a plan to rectify the inoperative instruments, items of equipment or functions or to return operating the aircraft under the MEL constraints at the earliest opportunity is established.
ORO.MLR.110 Journey log
Particulars of the aircraft, its crew and each journey shall be retained for each flight, or series of flights, in the form of a journey log, or equivalent.
(a) The following records shall be stored for at least 5 years.
(1) for CAT operators, records of the activities referred to in ORO.GEN.200;
(2) for non-commercial operations with complex motor-powered aircraft, a copy of the operator’s declaration, details of approvals held and operations manual .’;
(b) The following information used for the preparation and execution of a flight, and associated reports, shall be stored for three months:
(1) the operational flight plan, if applicable;
(2) route-specific notice(s) to airmen (NOTAM) and aeronautical information services (AIS) briefing documentation, if edited by the operator;
(3) mass and balance documentation;
(4) notification of special loads, including written information to the commander/pilot -in-command about dangerous goods, if applicable;
(5) the journey log, or equivalent; and
(6) flight report(s) for recording details of any occurrence, or any event that the commander/pilot-in-command deems necessary to report or record;
(c) Personnel records shall be stored for the periods indicated below:
Flight crew licence and cabin crew attestation As long as the crew member is exercising the privileges of the licence or attestation for the aircraft operator
Crew member training, checking and qualifications 3 years
Records on crew member recent experience 15 months
Crew member route and aerodrome/task and area competence, as appropriate
3 years
Dangerous goods training, as appropriate 3 years
Training/qualification records of other personnel for whom a training programme is required
Last 2 training records
(d) The operator shall:
(1) maintain records of all training, checking and qualifications of each crew member, as prescribed in Part-ORO; and
(2) make such records available, on request, to the crew member concerned.
(e) The operator shall preserve the information used for the preparation and execution of a flight and personnel training records, even if the operator ceases to be the operator of that aircraft or the employer of that crew member, provided this is within the timescales prescribed in (c).
(f) If a crew member becomes a crew member for another operator, the operator shall make the crew member’s records available to the new operator, provided this is within the timescales prescribed in (c).
(a) In an aeroplane which is equipped with a flight crew compartment door, this door shall be capable of being locked, and means shall be provided by which the cabin crew can notify the flight crew in the event of suspicious activity or security breaches in the cabin.
(b) All passenger-carrying aeroplanes of a maximum certificated take-off mass exceeding 45500 kg, or with a MOPSC of more than 60 engaged in the commercial transportation of passengers, shall be equipped with an approved flight crew compartment door that is capable of being locked and unlocked from either pilot’s station and designed to meet the applicable airworthiness requirements.
(c) In all aeroplanes which are equipped with a flight crew compartment door in accordance with point (b) above:
(1) this door shall be closed prior to engine start for take-off and will be locked when required by security procedures or by the pilot-in-command until engine shut down after landing, except when deemed necessary for authorised persons to access or egress in compliance with national civil aviation security programmes; and
(2) means shall be provided for monitoring from either pilot’s station the entire door area outside the flight crew compartment to identify persons requesting entry and to detect suspicious behaviour or potential threat.
If installed, the flight crew compartment door on a helicopter operated for the purpose of carrying passengers shall be capable of being locked from within the flight crew compartment in order to prevent unauthorised access.
This Subpart establishes requirements to be met by the operator related to flight crew training, experience and qualification and comprises:
(a) Section 1 specifying common requirements applicable to both non-commercial operations of complex motor-powered aircraft and commercial air transport operations.
(b) Section 2 specifying additional requirements applicable to commercial air transport operations
Section 1 - Common requirements
ORO.FC.100 Composition of flight crew
(a) The composition of the flight crew and the number of flight crew members at designated crew stations shall be not less than the minimum specified in the aircraft flight manual or operating limitations prescribed for the aircraft.
(b) The flight crew shall include additional flight crew members when required by the type of operation and shall not be reduced below the number specified in the operations manual.
(c) All flight crew members shall hold a licence and ratings issued or accepted in accordance with the Regulations and appropriate to the duties assigned to them.
(d) The flight crew member may be relieved in flight of his/her duties at the controls by another suitably qualified flight crew member.
(e) When engaging the services of flight crew members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart and the relevant elements of Part-FCL to the Regulations, including the requirements on recent experience, are complied with, taking into account all services rendered by the flight crew member to other operator(s) to determine in particular:
(1) the total number of aircraft types or variants operated; and
(2) the applicable flight and duty time limitations and rest requirements.
ORO.FC.105 Designation as pilot-in-command/commander
(a) In accordance with 8.e of Part CAT, one pilot amongst the flight crew, qualified as pilot-in-command in accordance with Part-FCL, shall be designated by the operator as pilot-in-command/commander.
(b) The operator shall only designate a flight crew member to act as pilot-in-command/commander if he/she has:
(1) the minimum level of experience specified in the operations manual;
(2) adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used;
(3) in the case of multi-crew operations, completed an operator’s command course if upgrading from co-pilot to pilot-in-command/commander.
(c) The pilot-in-command or, for commercial air transport operations as commander, the pilot, to whom the conduct of the flight may be delegated, shall have had initial familiarisation training of the route or area to be flown and of the aerodromes, facilities and procedures to be used. This route/area and aerodrome knowledge shall be maintained by operating at least once on the route or area or to the aerodrome within a 12-month period.
(d) In the case of performance class B aeroplanes involved in commercial air transport operations under VFR by day, (c) shall not apply.
ORO.FC.110 Flight engineer
When a separate flight engineer station is incorporated in the design of an aeroplane, the flight crew shall include one crew member who is suitably qualified in accordance with Part Flight Engineer and Flight Navigator.
ORO.FC.115 Crew resource management (CRM) training
(a) Before operating, the flight crew member shall have received CRM training, appropriate to his/her role, as specified in the operations manual.
(b) Elements of CRM training shall be included in the aircraft type or class training and recurrent training as well as in the command course.
ORO.FC.120 Operator conversion training
(a) In the case of aeroplane or helicopter operations, the flight crew member shall complete the operator conversion training course before commencing unsupervised line flying:
(1) when changing to an aircraft for which a new type or class rating is required;
(2) when joining an operator.
(b) The operator conversion training course shall include training on the equipment installed on the aircraft as relevant to flight crew members’ roles.
ORO.FC.125 Differences training and familiarisation training
(a) Flight crew members shall complete differences or familiarisation training when required by Part-FCL and when changing equipment or procedures requiring additional knowledge on types or variants currently operated.
(b) The operations manual shall specify when such differences or familiarisation training is required.
ORO.FC.130 Recurrent training and checking
(a) Each flight crew member shall complete annual recurrent flight and ground training relevant to the type or variant of aircraft on which he/she operates, including training on the location and use of all emergency and safety equipment carried.
(b) Each flight crew member shall be periodically checked to demonstrate competence in carrying out normal, abnormal and emergency procedures.
ORO.FC.135 Pilot qualification to operate in either pilot’s seat
Flight crew members who may be assigned to operate in either pilot’s seat shall complete appropriate training and checking as specified in the operations manual.
ORO.FC.140 Operation on more than one type or variant
(a) Flight crew members operating more than one type or variant of aircraft shall comply with the requirements prescribed in this Subpart for each type or variant, unless credits related to the training, checking, and recent experience requirements are defined in the mandatory part of the operational suitability data established in accordance with Part 21 for the relevant types or variants
(b) Appropriate procedures and/or operational restrictions shall be specified in the operations manual for any operation on more than one type or variant.
ORO.FC.145 Provision of training
(a) All the training required in this Subpart shall be conducted:
(1) in accordance with the training programmes and syllabi established by the operator in the operations manual;
(2) by appropriately qualified personnel. In the case of flight and flight simulation training and checking, the
(3) personnel providing the training and conducting the checks shall be qualified in accordance with Part-FCL.
(b) When establishing the training programmes and syllabi, the operator shall include the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Part 21.
(c) In the case of commercial air transport operations (CAT), training and checking programmes, including syllabi and use of individual flight simulation training devices (FSTDs), shall be approved by the Kuwait DGCA.
(d) The FSTD shall replicate the aircraft used by the operator, as far as practicable. Differences between the FSTD and the aircraft shall be described and addressed through a briefing or training, as appropriate.
(e) The operator shall establish a system to adequately monitor changes to the FSTD and to ensure that those changes do not affect the adequacy of the training programmes.
Section 2 - Additional requirements for commercial air transport operations
ORO.FC.200 Composition of flight crew
(a) There shall not be more than one inexperienced flight crew member in any flight crew.
(b) The commander may delegate the conduct of the flight to another pilot suitably qualified in accordance with Part-FCL provided that the requirements of ORO.FC.105 (b)(1), (b)(2) and (c) are complied with.
(c) Specific requirements for aeroplane operations under instrument flight rules (IFR) or at night.
(1) The minimum flight crew shall be two pilots for all turbo-propeller aeroplanes with a maximum operational passenger seating configuration (MOPSC) of more than nine and all turbojet aeroplanes.
(2) Aeroplanes other than those covered by (c)(1) shall be operated with a minimum crew of two pilots, unless the requirements of ORO.FC.202 are complied with, in which case they may be operated by a single pilot.
(d) Specific requirements for helicopter operations.
(1) For all operations of helicopters with an MOPSC of more than 19 and for operations under IFR of helicopters with an MOPSC of more than 9:
(i) the minimum flight crew shall be two pilots; and
(ii) the commander shall be the holder of an airline transport pilot licence (helicopter) (ATPL(H)) with an instrument rating issued in accordance with Part-FCL.
(2) Operations not covered by (d)(1) may be operated by a single pilot under IFR or at night provided that the requirements of ORO.FC.202 are complied with.
ORO.FC.A.201 In-flight relief of flight crew members
(a) The commander may delegate the conduct of the flight to:
(1) another qualified commander; or
(2) for operations only above flight level (FL) 200, a pilot who complies with the fo llowing minimum qualifications:
(i) ATPL;
(ii) conversion training and checking, including type rating training, in accordance with ORO.FC.220;
(iii) all recurrent training and checking in accordance with ORO.FC.230 and ORO.FC.240;
(iv) route/area and aerodrome competence in accordance with ORO.FC.105.
(b) The co-pilot may be relieved by:
(1) another suitably qualified pilot;
(2) for operations only above FL 200, a cruise relief co-pilot that complies with the following minimum qualifications:
(i) valid commercial pilot licence (CPL) with an instrument rating;
(ii) conversion training and checking, including type rating training, in accordance with ORO.FC.220 except the requirement for take-off and landing training;
(iii) recurrent training and checking in accordance with ORO.FC.230 except the requirement for take-off and landing training.
(c) A flight engineer may be relieved in flight by a crew member suitably qualified in accordance with Part Flight Engineer and Flight Navigator.
ORO.FC.202 Single-pilot operations under IFR or at night
In order to be able to fly under IFR or at night with a minimum flight crew of one pilot, as foreseen in ORO.FC.200(c)(2) and (d)(2), the following shall be complied with:
(a) The operator shall include in the operations manual a pilot’s conversion and recurrent training programme that includes the additional requirements for a single-pilot operation. The pilot shall have undertaken training on the operator’s procedures, in particular regarding:
(1) engine management and emergency handling;
(2) use of normal, abnormal and emergency checklist;
(3) air traffic control (ATC) communication;
(4) departure and approach procedures;
(5) autopilot management, if applicable;
(6) use of simplified in-flight documentation;
(7) single-pilot crew resource management.
(b) The recurrent checks required by ORO.FC.230 shall be performed in the single-pilot role on the relevant type or class of aircraft in an environment representative of the operation.
(c) For aeroplane operations under IFR the pilot shall have:
(1) a minimum of 50 hours flight time under IFR on the relevant type or class of aeroplane, of which 10 hours are as commander; and
(2) completed during the preceding 90 days on the relevant type or class of aeroplane:
(i) five IFR flights, including three instrument approaches, in a single-pilot role; or
(ii) an IFR instrument approach check.
(d) For aeroplane operations at night the pilot shall have:
(1) a minimum of 15 hours flight time at night which may be included in the 50 hours flight time under IFR in (c)(1); and
(2) completed during the preceding 90 days on the relevant type or class of aeroplane:
(i) three take-offs and landings at night in the single pilot role; or
(ii) a night take-off and landing check.
(e) For helicopter operations under IFR the pilot shall have:
(1) 25 hours total IFR flight experience in the relevant operating environment; and
(2) 25 hours flight experience as a single pilot on the specific type of helicopter, approved for single-pilot IFR, of which 10 hours may be flown under supervision, including five sectors of IFR line flying under supervision using the single-pilot procedures; and
(i) five IFR flights as a single pilot, including three instrument approaches, carried out on a helicopter approved for this purpose; or
(ii) an IFR instrument approach check as a single pilot on the relevant type of helicopter, flight training device (FTD) or full flight simulator (FFS).
ORO.FC.205 Command course
(a) For aeroplane and helicopter operations, the command course shall include at least the following elements:
(1) training in an FSTD, which includes line oriented flight training (LOFT) and/or flight training;
(2) the operator proficiency check, operating as commander;
(3) command responsibilities training;
(4) line training as commander under supervision, for a minimum of:
(i) 10 flight sectors, in the case of aeroplanes; and
(ii) 10 hours, including at least 10 flight sectors, in the case of helicopters;
(5) completion of a line check as commander and demonstration of adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used; and
(6) crew resource management training.
ORO.FC.215 Initial operator’s crew resource management (CRM) training
(a) The flight crew member shall have completed an initial CRM training course before commencing unsupervised line flying.
(b) Initial CRM training shall be conducted by at least one suitably qualified CRM trainer who may be assisted by experts in order to address specific areas.
(c) If the flight crew member has not previously received theoretical training in human factors to the ATPL level, he/she shall complete, before or combined with the initial CRM training, a theoretical course provided by the operator and based on the human performance and limitations syllabus for the ATPL as established in Part-FCL.
ORO.FC.220 Operator conversion training and checking
(a) CRM training shall be integrated into the operator conversion training course.
(b) Once an operator conversion course has been commenced, the flight crew member shall not be assigned to flying duties on another type or class of aircraft until the course is completed or terminated. Crew members operating only performance class B aeroplanes may be assigned to flights on other types of performance class B aeroplanes during conversion courses to the extent necessary to maintain the operation.
(c) The amount of training required by the flight crew member for the operator’s conversion course shall be determined in accordance with the standards of qualification and experience specified in the operations manual, taking into account his/her previous training and experience.
(1) the operator proficiency check and the emergency and safety equipment training and checking before commencing line flying under supervision (LIFUS); and
(2) the line check upon completion of line flying under supervision. For performance class B aeroplanes, LIFUS may be performed on any aeroplane within the applicable class.
(e) In the case of aeroplanes, pilots that have been issued a type rating based on a zero flight-time training (ZFTT) course shall:
(1) commence line flying under supervision not later than 21 days after the completion of the skill test or after appropriate training provided by the operator. The content of that training shall be described in the operations manual;
(2) complete six take-offs and landings in an FSTD not later than 21 days after the completion of the skill test under the supervision of a type rating instructor for aeroplanes (“TRI(A)”) occupying the other pilot seat. The number of take-offs and landings may be reduced when credits are defined in the mandatory part of the operational suitability data established in accordance with Part 21. If those take-offs and landings have not been performed within 21 days, the operator shall provide refresher training the content of which shall be described in the operations manual in agreement with Kuwait DGCA;
(3) conduct the first four take-offs and landings of the LIFUS in the aeroplane under the supervision of a TRI(A) occupying the other pilot seat. The number of take-offs and landings may be reduced when credits are defined in the mandatory part of the operational suitability data established in accordance with Part 21 in agreement with Kuwait DGCA.
ORO.FC.230 Recurrent training and checking
(a) Each flight crew member shall complete recurrent training and checking relevant to the type or variant of aircraft on which they operate.
(b) Operator proficiency check
(1) Each flight crew member shall complete operator proficiency checks as part of the normal crew complement to demonstrate competence in carrying out normal, abnormal and emergency procedures.
(2) When the flight crew member will be required to operate under IFR, the operator proficiency check shall be conducted without external visual reference, as appropriate.
(3) The validity period of the operator proficiency check shall be six calendar months. For operations under VFR by day of performance class B aeroplanes conducted during seasons not longer than eight consecutive months, one operator proficiency check shall be sufficient. The proficiency check shall be undertaken before commencing commercial air transport operations.
(4) The flight crew member involved in operations by day and over routes navigated by reference to visual landmarks with an other-than-complex motor-powered helicopter may complete the operator proficiency check in only one of the relevant types held. The operator proficiency check shall be performed each time on the type least recently used for the proficiency check. The relevant helicopter types that may be grouped for the purpose of the operator proficiency check shall be contained in the operations manual.
Each flight crew member shall complete a line check on the aircraft to demonstrate competence in carrying out normal line operations described in the operations manual. The validity period of the line check shall be 12 calendar months.
(d) Emergency and safety equipment training and checking
Each flight crew member shall complete training and checking on the location and use of all emergency and safety equipment carried. The validity period of an emergency and safety equipment check shall be 12 calendar months.
(e) CRM training
(1) Elements of CRM shall be integrated into all appropriate phases of the recurrent training.
(2) Each flight crew member shall undergo specific modular CRM training. All major topics of CRM training shall be covered by distributing modular training sessions as evenly as possible over each three-year period.
(f) Each flight crew member shall undergo ground training and flight training in an FSTD or an aircraft, or a combination of FSTD and aircraft training, at least every 12 calendar months.
(g) The validity periods mentioned in (b)(3), (c) and (d) shall be counted from the end of the month when the check was taken.
(h) When the training or checks required above are undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date.
ORO.FC.235 Pilot qualification to operate in either pilot’s seat
(a) Commanders whose duties require them to operate in either pilot seat and carry out the duties of a co-pilot, or commanders required to conduct training or checking duties, shall complete additional training and checking as specified in the operations manual. The check may be conducted together with the operator proficiency check prescribed in ORO.FC.230(b).
(b) The additional training and checking shall include at least the following:
(1) an engine failure during take-off;
(2) a one-engine-inoperative approach and go-around; and
(3) a one-engine-inoperative landing.
(c) In the case of helicopters, commanders shall also complete their proficiency checks from left- and right-hand seats, on alternate proficiency checks, provided that when the type rating proficiency check is combined with the operator proficiency check the commander completes his/her training or checking from the normally occupied seat.
(d) When engine-out manoeuvres are carried out in an aircraft, the engine failure shall be simulated.
(e) When operating in the co-pilot’s seat, the checks required by ORO.FC.230 for operating in the commander’s seat shall, in addition, be valid and current.
(f) The pilot relieving the commander shall have demonstrated, concurrent with the operator proficiency checks prescribed in ORO.FC.230(b), practice of drills and procedures that would not, normally, be his/her responsibility. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat.
(e)(g) The pilot other than the commander occupying the commander’s seat shall demonstrate practice of drills and procedures, concurrent with the operator proficiency checks prescribed in
ORO.FC.230(b), which are the commander’s responsibility acting as pilot monitoring. Where the differences between left- and right-hand seats are not significant, practice may be conducted in either seat.
ORO.FC.240 Operation on more than one type or variant
(a) The procedures or operational restrictions for operation on more than one type or variant established in the operations manual and approved by the Kuwait DGCA shall cover:
(1) the flight crew members’ minimum experience level;
(2) the minimum experience level on one type or variant before beginning training for and operation of another type or variant;
(3) the process whereby flight crew qualified on one type or variant will be trained and qualified on another type or variant; and
(4) all applicable recent experience requirements for each type or variant.
(b) When a flight crew member operates both helicopters and aeroplanes, that flight crew member shall be limited to operations on only one type of aeroplane and one type of helicopter.
(c) Point (a) shall not apply to operations of performance class B aeroplane if they are limited to single-pilot classes of reciprocating engine aeroplanes under VFR by day. Point (b) shall not apply to operations of performance class B aeroplane if they are limited to single-pilot classes of reciprocating engine aeroplanes.
ORO.FC.A.245 Alternative training and qualification programme
(a) The aeroplane operator having appropriate experience may substitute one or more of the following training and checking requirements for flight crew by an alternative training and qualification programme (ATQP), approved by the Kuwait DGCA:
(1) SPA.LVO.120 on flight crew training and qualifications;
(2) conversion training and checking;
(3) differences training and familiarisation training;
(4) command course;
(5) recurrent training and checking; and
(6) operation on more than one type or variant.
(b) The ATQP shall contain training and checking that establishes and maintains at least an equivalent level of proficiency achieved by complying with the provisions of ORO.FC.220 and ORO.FC.230. The level of flight crew training and qualification proficiency shall be demonstrated prior to being granted the ATQP approval by the Kuwait DGCA.
(c) The operator applying for an ATQP approval shall provide the Kuwait DGCA with an implementation plan, including a description of the level of flight crew training and qualification proficiency to be achieved.
(d) In addition to the checks required by ORO.FC.230 and FCL.060 of Part-FCL, each flight crew member shall complete a line oriented evaluation (LOE) conducted in an FSTD. The validity period of an LOE shall be 12 calendar months. The validity period shall be counted from the end of the
month when the check was taken. When the LOE is undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date.
(e) After two years of operating with an approved ATQP, the operator may, with the approval of the Kuwait DGCA, extend the validity periods of the checks in ORO.FC.230 as follows:
(1) Operator proficiency check to 12 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the check is undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date.
(2) Line check to 24 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the check is undertaken within the last six months of the validity period, the new validity period shall be counted from the original expiry date.
(3) Emergency and safety equipment checking to 24 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the check is undertaken within the last six months of the validity period, the new validity period shall be counted from the original expiry date.
ORO.FC.A.250 Commanders holding a CPL(A)
(a) The holder of a CPL(A) (aeroplane) shall only act as commander in commercial air transport on a single-pilot aeroplane if either of the following conditions is met:
(1) when carrying passengers under VFR outside a radius of 50 NM (90 km) from an aerodrome of departure, he/she has a minimum of 500 hours of flight time on aeroplanes or holds a valid instrument rating; or
(2) when operating on a multi-engine type under IFR, he/she has a minimum of 700 hours of flight time on aeroplanes, including 400 hours as pilot-in-command. These hours shall include 100 hours under IFR and 40 hours in multi-engine operations. The 400 hours as pilot-in-command may be substituted by hours operating as co-pilot within an established multi-pilot crew system prescribed in the operations manual, on the basis of two hours of flight time as co-pilot for one hour of flight time as pilot-in command.
(2)(3) when operating on a single-engined aeroplane under IFR, he/she has a minimum of 700 hours of flight time on aeroplanes, including 400 hours as pilot-in-command. Those hours shall include 100 hours under IFR. The 400 hours as pilot-in-command may be substituted by hours operating as co-pilot within an established multi-pilot crew system prescribed in the operations manual, on the basis of two hours of flight time as co-pilot for one hour of flight time as pilot-in command.
(b) For operations under VFR by day of performance class B aeroplanes (a)(1) shall not apply.
ORO.FC.H.250 Commanders holding a CPL(H)
(a) The holder of a CPL(H) (helicopter) shall only act as commander in commercial air transport on a single-pilot helicopter if:
(1) when operating under IFR, he/she has a minimum of 700 hours total flight time on helicopters, including 300 hours as pilot-in-command. These hours shall include 100 hours under IFR. The 300 hours as pilot-in-command may be substituted by hours
operating as co-pilot within an established multi-pilot crew system prescribed in the operations manual on the basis of two hours of flight time as co-pilot for one hour flight time as pilot-in command;
(2) When operating under visual meteorological conditions (VMC) at night, he/she has:
(i) a valid instrument rating; or
(ii) 300 hours of flight time on helicopters, including 100 hours as pilot-in-command and 10 hours as pilot flying at night.
SECTION 3
Additional requirements for commercial specialised operations and CAT operations referred to in ORO.FC.005(b)(1) and (2)
ORO.FC.330 Recurrent training and checking — operator proficiency check
(a) Each flight crew member shall complete operator proficiency checks to demonstrate his/her competence in carrying out normal, abnormal and emergency procedures, covering the relevant aspects associated with the specialised tasks described in the operations manual.
(b) Appropriate consideration shall be given when operations are undertaken under IFR or at night.
(ii) (c) The validity period of the operator proficiency check shall be 12 calendar months. The validity period shall be counted from the end of the month when the check was taken. When the operator proficiency check is undertaken within the last three months of the validity period, the new validity period shall be counted from the original expiry date.
This Subpart establishes the requirements to be met by the operator when operating an aircraft with cabin crew and comprises:
(a) Section 1 specifying common requirements applicable to all operations; and
(b) Section 2 specifying additional requirements only applicable to commercial air transport operations.
ORO.CC.100 Number and composition of cabin crew
(a) The number and composition of cabin crew shall be determined in accordance with 7.a of Annex IV to KCASR 0, Basic Regulation, taking into account operational factors or circumstances of the particular flight to be operated. At least one cabin crew member shall be assigned for the operation of aircraft with an MOPSC of more than 19 when carrying one or more passenger(s).
(b) For the purpose of complying with (a), the minimum number of cabin crew shall be the greater of the following:
(1) the number of cabin crew members established during the aircraft certification process in accordance with the applicable certification specifications, for the aircraft cabin configuration used by the operator; or
(2) if the number under (1) has not been established, the number of cabin crew established during the aircraft certification process for the maximum certified passenger seating configuration reduced by 1 for every whole multiple of 50 passenger seats of the aircraft cabin configuration used by the operator falling below the maximum certi fied seating capacity; or
(3) one cabin crew member for every 50, or fraction of 50, passenger seats installed on the same deck of the aircraft to be operated. ; or
(4) one Cabin Crew Member for each floor level door.
(3) whichever is greater.
(c) For operations where more than one cabin crew member is assigned, the operator shall nominate one cabin crew member to be responsible to the pilot-in-command/commander.
ORO.CC.110 Conditions for assignment to duties
(a) Cabin crew members shall only be assigned to duties on an aircraft if they:
(1) are at least 18 years of age; meet the Minimum Requirements of KCASR 1/section 5/part CC.GEN.020
(2) have been assessed, in accordance with the applicable requirements of Part-MED, as physically and mentally fit to perform their duties and discharge their responsibilities safely; and
(3) have successfully completed all applicable training and checking required by this Subpart and are competent to perform the assigned duties in accordance with the procedures specified in the operations manual.
(b) Before assigning to duties cabin crew members who are working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart are complied with, taking into account all services rendered by the cabin crew member to any other operator(s), to determine in particular:
(1) the total number of aircraft types and variants operated; and
(2) the applicable flight and duty time limitations and rest requirements.
(c)(b) Operating cabin crew members, as well as their role with regard to the safety of passengers and flight, shall be clearly identified to the passengers.
ORO.CC.115 Conduct of training courses and associated checking
(a) A detailed programme and syllabus shall be established by the operator for each training course in accordance with the applicable requirements of this Subpart, and of Part-CC where applicable, approved by the DGCA, to cover the duties and responsibilities to be discharged by the cabin crew members.
(b) Each training course shall include theoretical and practical instruction together with individual or collective practice, as relevant to each training subject, in order that the cabin crew member achieves and maintains the adequate level of proficiency in accordance with this Subpart.
(c) Each training course shall be:
(1) conducted in a structured and realistic manner; and
(2) performed by personnel appropriately qualified for the subject to be covered.
(d) During or following completion of all training required by this Subpart, each cabin crew member shall undergo a check covering all training elements of the relevant training programme, except for crew resource management (CRM) training. Checks shall be performed by personnel appropriately qualified to verify that the cabin crew member has achieved and/or maintains the required level of proficiency.
(e) CRM training courses and CRM modules where applicable shall be conducted by a CRM instructor. When CRM elements are integrated in other training, a CRM instructor shall manage the definition and implementation of the syllabus.
(e)(f) Attachment 1, (Cabin Crew Training Standard), outlines the minimum requirements for compliance with the regulatory requirements for the training of all Cabin Crew Members.
ORO.CC.120 Initial (Basic) training course
(a) Each new entrant who does not already hold a valid cabin crew attestation issued in accordance with Part-CC:
(1) shall be provided with an initial training course as specified in CC.TRA.220 of that Part; and
(2) shall successfully undergo the associated examination before undertaking other training required by this Subpart.
(b) Elements of the initial training programme may be combined with the first aircraft type specific training and operator conversion training, provided that the requirements of CC.TRA.220 are met and any such element(s) are recorded as elements of the initial training course in the training records of the cabin crew members concerned.
(b)(c) Refer to Attachment 1, (Cabin Crew Training Standard), for more details.
ORO.CC.125 Aircraft type specific training (conversion) and operator conversion training
(a) Each cabin crew member shall have completed appropriate aircraft type specific training and operator conversion training, as well as the associated checks, before being:
(1) first assigned by the operator to operate as a cabin crew member; or
(2) assigned by that operator to operate on another aircraft type.
(b) When establishing the aircraft type specific and the operator conversion training programmes and syllabi, the operator shall include, where available, the relevant elements defined in the mandatory part of the operational suitability data established in Part 21.
(c) The aircraft type specific training programme shall:
(1) involve training and practice on a representative training device (mock-up) or on the actual aircraft; and
(1)(2) include aircraft familiarisation visit and familiarisation flights (Line Indoctrination); and
(2)(3) cover at least the following aircraft type specific training elements:
(i) aircraft description as relevant to cabin crew duties;
(ii) all safety equipment and systems installed relevant to cabin crew duties;
(iii) operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency doors and exits in the normal and emergency modes;
(iv) demonstration of the operation of the other exits including flight crew compartment windows;
(v) fire and smoke protection equipment where installed;
(vi) evacuation slide training, where fitted;
(vii) operation of the seat, restraint system and oxygen system equipment relevant to pilot incapacitation.
(d) Refer to Attachment 1, (Cabin Crew Training Standard), for more details.
(d) The operator conversion training programme for each aircraft type to be operated shall:
(1) involve training and practice on a representative training device or on the actual aircraft;
(2) include training in the operator’s standard operating procedures for cabin crew members to be first assigned to duties by the operator;
(3) cover at least the following operator specific training elements as relevant to the aircraft type to be operated:
(i) description of the cabin configuration;
(ii) location, removal and use of all portable safety and emergency equipment carried on-board;
(iii) all normal and emergency procedures;
(iv) passenger handling and crowd control;
(v) fire and smoke training including the use of all related fire-fighting and protective equipment representative of that carried on-board;
(viii) applicable security requirements and procedures;
(ix) crew resource management.
ORO.CC.130 Differences training
(a) In addition to the training required in ORO.CC.125, the cabin crew member shall complete appropriate training and checking covering any differences before being assigned on:
(1) a variant of an aircraft type currently operated; or
(2) a currently operated aircraft type or variant with different:
(i) safety equipment;
(ii) safety and emergency equipment location; or
(iii) normal and emergency procedures.
(b) The differences training programme shall:
(1) be determined as necessary on the basis of a comparison with the training programme completed by the cabin crew member, in accordance with ORO.CC.125(c) and (d), for the relevant aircraft type; and
(2) involve training and practice in a representative training device or the actual aircraft as relevant to the difference training element to be covered.
(c) When establishing a differences training programme and syllabus for a variant of an aircraft type currently operated, the operator shall include, where available, the relevant elements defined in the mandatory part of the operational suitability data established in Part 21.
After completion of aircraft type specific training and operator conversion training on an aircraft type, each cabin crew member shall complete appropriate supervised the familiarisation(Line Indoctrination training) on the type, conducted by a Safety Instructor/Examiner, as per the attached Cabin Crew Training Standard, before being assigned to operate as a member of the minimum number of cabin crew required in accordance with ORO.CC.100.
ORO.CC.140 Recurrent (Refresher) training
(a) Each cabin crew member shall complete annually recurrent training and checking.
(b) Recurrent training shall cover the actions assigned to each member of the cabin crew in normal and emergency procedures and drills relevant to each aircraft type and/or variant to be operated.
(c) Aircraft type specific training elements:
(1) Recurrent training shall include annually touch-drills by each cabin crew member for simulating the operation of each type or variant of normal and emergency doors and exits for passenger evacuation.
(2) Recurrent training shall also include annually at intervals not exceeding three years:
(i) operation and actual opening by each cabin crew member, in a representative training device or in the actual aircraft, of each type or variant of normal and emergency exits in the normal and emergency modes;
(ii) actual operation by each cabin crew member, in a representative training device or in the actual aircraft, of the flight crew compartment security door, in both normal and emergency modes, and of the seat and restraint system, and a practical demonstration of the oxygen system equipment relevant to pilot incapacitation;
(iii) demonstration of the operation of all other exits including the flight crew compartment windows; and
(iv) demonstration of the use of the life-raft, or slide raft, where fitted.
(d) Operator specific training elements:
(1) Recurrent training shall include annually:
(i) by each cabin crew member:
(A) location and handling of all safety and emergency equipment installed or carried on board; and
(B) the donning of life-jackets, portable oxygen and protective breathing equipment (PBE);
(ii) stowage of articles in the passenger compartment;
(iii) procedures related to aircraft surface contamination;
(iv) emergency procedures;
(v) evacuation procedures;
(vi) incident and accident review;
(vii) crew resource management;
(viii) aero-medical aspects and first aid including related equipment;
(ix)(viii) security procedures.
(2) Recurrent training shall also include at intervals not exceeding two years:
(i) use of pyrotechnics (actual or representative devices);
(ii) practical demonstration of the use of flight crew checklists;
(iii) realistic and practical training in the use of all fire-fighting equipment, including protective clothing, representative of that carried in the aircraft;
(iv) aero-medical aspects and first aid including related equipment;
(iii)
(iv)(v) by each cabin crew member:
(A) extinguishing a fire characteristic of an aircraft interior fire;
(B) donning and use of PBE in an enclosed simulated smoke-filled environment.
(1) The annual recurrent training validity period shall be 12 calendar months counted from the end of the month when the check was taken.
(1)(2) For the additional triennial elements specified in (d)(2), the validity period shall be 24 calendar months counted from the end of the month when the check was taken.
(2) If the recurrent training and checking required in (a) are undertaken within the last three calendar months of the validity period, the new validity period shall be counted from the original expiry date.
(3) For the additional triennial training elements specified in (c)(2) and (d)(2), the validity period shall be 36 calendar months counted from the end of the month when the checks were taken.
(3) Refer to Attachment 1, (Cabin Crew Training Standard), for more details.
ORO.CC.145 Refresher training Cabin Crew Member requalification requirements
(a) When a cabin crew member, during the preceding six months within the validity period of the last relevant recurrent training and checking:
(1) has not performed any flying duties, he/she shall, before being reassigned to such duties, complete refresher training and checking for each aircraft type to be operated; or
(2) has not performed flying duties on one particular aircraft type, he/she shall, before being reassigned to duties, complete on that aircraft type:
(i) refresher training and checking; or
(ii) two familiarisation flights in accordance with ORO.CC.135.
(b) The refresher training programme for each aircraft type shall at least cover:
(1) emergency procedures;
(2) evacuation procedures;
(3) operation and actual opening, by each cabin crew member, of each type or variant of normal and emergency exits and of the flight crew compartment security door in the normal and emergency modes;
(4) demonstration of the operation of all other exits including the flight crew compartment windows;
(5) location and handling of all relevant safety and emergency equipment installed or carried on-board.
(c) The operator may elect to replace refresher training by recurrent training if the reinstatement of the cabin crew member’s flying duties commences within the validity period of the last recurrent training and checking. If that validity period has expired, refresher training may only be replaced by aircraft type specific and operator conversion training as specified in ORO.CC.125.
(a) The requirements for requalification as a Cabin Crew Member are as follows:
The validity of training shall be twelve months plus the remainder of the month of the issue.
(a) If a Cabin Crew Member has been absent from flying duty for a period exceeding six months, the crew member shall attend and successfully complete a basic course including line indoctrination prior to resuming cabin crew duties.
(b) If a Cabin Crew Member has been absent from flying duty on a specific aircraft type for a period exceeding six months, the crew member shall attend and successfully complete an aircraft type (conversion) course on the expired type prior to resuming cabin crew duties.
ORO.CC.200 Senior cabin crew member
(a) When more than one cabin crew member is required, the composition of the cabin crew shall include a senior cabin crew member nominated by the operator.
(b) The operator shall nominate cabin crew members to the position of senior cabin crew member only if they:
(1) have at least one threeSix years of experience as operating cabin crew member; and
(1)(2)have successfully completed a senior cabin crew training course and the associated check.
(c) The senior cabin crew training course shall cover all duties and responsibilities of senior cabin crew members and shall include at least the following elements:
(1) pre-flight briefing;
(2) cooperation with the crew;
(3) review of operator requirements and legal requirements;
(4) accident and incident reporting;
(5) human factors and crew resource management (CRM); and
(6) flight and duty time limitations and rest requirements); and.
(6)(7) Communication and management skills.
(d) The senior cabin crew member shall be responsible to the commander for the conduct and coordination of normal and emergency procedures specified in the operations manual, including for discontinuing non-safety-related duties for safety or security purposes.
(e) The operator shall establish procedures to select the most appropriately qualified cabin crew member to act as senior cabin crew member if the nominated senior cabin crew member becomes unable to operate. Changes to these procedures shall be notified to the Kuwait DGCA.
ORO.CC.205 Reduction of the number of cabin crew during ground operations and in unforeseen circumstances
(a) Whenever any passengers are on board an aircraft, the minimum number of cabin crew required in accordance with ORO.CC.100 shall be present in the passenger compartment.
(b) Subject to the conditions specified in (c), this number may be reduced:
(1) during normal ground operations not involving refuelling/defuelling when the aircraft is at its parking station; or
(2) in unforeseen circumstances if the number of passengers carried on the flight is reduced. In this case a report shall be submitted to the Kuwait DGCA after completion of the flight.
(1) procedures ensuring that an equivalent level of safety is achieved with the reduced number of cabin crew, in particular for evacuation of passengers, are established in the operations manual;
(2) the reduced cabin crew includes a senior cabin crew member as specified in ORO.CC. 200;
(3) at least one cabin crew member is required for every 50, or fraction of 50, passengers present on the same deck of the aircraft;
(4) in the case of normal ground operations with aircraft requiring more than one cabin crew member, the number determined in accordance with (c)(3) shall be increased to include one cabin crew member per pair of floor level emergency exits.
ORO.CC.210 Additional conditions for assignment to duties
Cabin crew members shall only be assigned to duties, and operate, on a particular aircraft type or variant if they:
(a) hold a valid attestation issued in accordance with Part-CC;
(b) are qualified on the type or variant in accordance with this Subpart;
(c) comply with the other applicable requirements of this Subpart and Part-CAT;
(d) wear the operator’s cabin crew uniform.
ORO.CC.215 Training and checking programs and related documentation
(a) Training and checking programmes including syllabi required by this Subpart shall be approved by the Kuwait DGCA and specified in the operations manual.
(b) After a cabin crew member has successfully completed a training course and the associated check, the operator shall:
(1) update the cabin crew member’s training records in accordance with ORO.MLR.115; and
(2) provide him/her with a list showing updated validity periods as relevant to the aircraft type(s) and variant(s) on which the cabin crew member is qualified to operate.
ORO.CC.250 Operation on more than one aircraft type or variant
(a) A cabin crew member shall not be assigned to operate on more than three aircraft types, except that, with the approval of the Kuwait DGCA, the cabin crew member may be assigned to operate on four aircraft types if for at least two of the types:
(1) safety and emergency equipment and type-specific normal and emergency procedures are similar; and
(2) non-type specific normal and emergency procedures are identical.
(b) For the purpose of (a) and for cabin crew training and qualifications, the operator shall determine:
(1) each aircraft as a type or a variant taking into account, where available, the relevant elements defined in the mandatory part of the operational suitability data established in accordance with Part 21 for the relevant aircraft type or variant; and’.
(2) variants of an aircraft type to be different types if they are not similar in the following aspects:
(ii) location and type of portable safety and emergency equipment;
(iii) type-specific emergency procedures.
ORO.CC.255 Single cabin crew member operations
(a) The operator shall select, recruit, train and check the proficiency of cabin crew members to be assigned to single cabin crew member operations according to criteria appropriate to this type of operation.
(b) Cabin crew members who have no previous operating experience as single cabin crew member shall only be assigned to such type of operation after they have:
(1) completed training as required in (c) in addition to other applicable training and checking required by this Subpart;
(1)(2) a minimum of 2 years’ experience as a Cabin Crew Member with a commercial operator.
(2)(3) successfully passed the checks verifying their proficiency in discharging their duties and responsibilities in accordance with the procedures specified in the operations manual; and
(3)(4) undertaken familiarisation flying (line indoctrination) of at least 20 15 hours and 1510 sectors on the relevant aircraft type under the supervision of an appropriately experienced cabin crew member conducted by a safety instructor/examiner.
(c) The following additional training elements shall be covered with particular emphasis to reflect single cabin crew operations:
(1) responsibility to the commander for the conduct of normal and emergency procedures;
(2) importance of coordination and communication with the flight crew, in particular when managing unruly or disruptive passengers;
(3) review of operator requirements and legal requirements;
(4) documentation;
(5) accident and incident reporting; and
(6) flight and duty time limitations and rest requirements.
Subpart TC - Technical Crew in Hems, HHO or NVIS Operations
ORO.TC.100 Scope
This Subpart establishes the requirements to be met by the operator when operating an aircraft with technical crew members in commercial air transport helicopter emergency medical service (HEMS), night vision imaging system (NVIS) operations or helicopter hoist operations (HHO).
ORO.TC.105 Conditions for assignment to duties
(a) Technical crew members in commercial air transport HEMS, HHO or NVIS operations shall only be assigned duties if they:
(1) are at least 18 years of age;
(2) are physically and mentally fit to safely discharge assigned duties and responsibilities;
(3) have completed all applicable training required by this Subpart to perform the assigned duties;
(4) have been checked as proficient to perform all assigned duties in accordance with the procedures specified in the operations manual.
(b) Before assigning to duties technical crew members who are self-employed and/or working on a freelance or part-time basis, the operator shall verify that all applicable requirements of this Subpart are complied with, taking into account all services rendered by the technical crew member to other operator(s) to determine in particular:
(1) the total number of aircraft types and variants operated;
(2) the applicable flight and duty time limitations and rest requirements.
ORO.TC.110 Training and checking
(a) The operator shall establish a training programme in accordance with the applicable requirements of this Subpart to cover the duties and responsibilities to be performed by technical crew members.
(b) Following the completion of initial, operator conversion, differences and recurrent training, each technical crew member shall undergo a check to demonstrate their proficiency in carrying out normal and emergency procedures.
(c) Training and checking shall be conducted for each training course by personnel suitably qualified and experienced in the subject to be covered. The operator shall inform the Kuwait DGCA about the personnel conducting the checks.
ORO.TC.115 Initial training
Before undertaking the operator conversion training, each technical crew member shall complete initial training, including:
(a) general theoretical knowledge on aviation and aviation regulations covering all elements relevant to the duties and responsibilities required of technical crew;
(b) fire and smoke training;
(c) survival training on ground and in water, appropriate to the type and area of operation;
(e) communication and relevant CRM elements of ORO.FC.115 and ORO.FC.215.
ORO.TC.120 Operator conversion training
Each technical crew member shall complete:
(a) operator conversion training, including relevant CRM elements,
(1) before being first assigned by the operator as a technical crew member; or
(2) when changing to a different aircraft type or class, if any of the equipment or procedures mentioned in (b) are different.
(b) Operator conversion training shall include:
(1) the location and use of all safety and survival equipment carried on the aircraft
(2) all normal and emergency procedures;
(3) on-board equipment used to carry out duties in the aircraft or on the ground for the purpose of assisting the pilot during HEMS, HHO or NVIS operations.
ORO.TC.125 Differences training
(a) Each technical crew member shall complete differences training when changing equipment or procedures on types or variants currently operated.
(b) The operator shall specify in the operations manual when such differences training is required.
ORO.TC.130 Familiarisation flights
Following completion of the operator conversion training, each technical crew member shall undertake familiarisation flights prior to operating as a required technical crew member in HEMS, HHO or NVIS operations.
ORO.TC.135 Recurrent training
(a) Within every 12-month period, each technical crew member shall undergo recurrent training relevant to the type or class of aircraft and equipment that the technical crew member operates. Elements of CRM shall be integrated into all appropriate phases of the recurrent training.
(b) Recurrent training shall include theoretical and practical instruction and practice.
ORO.TC.140 Refresher training
(a) Each technical crew member who has not undertaken duties in the previous six months shall complete the refresher training specified in the operations manual.
(b) The technical crew member who has not performed flying duties on one particular aircraft type or class during the preceding six months shall, before being assigned on that type or class, complete either:
(1) refresher training on the type or class; or
(2) two familiarisation sectors on the aircraft type or class.
Subpart FTL - Flight and Duty Time Limitations and Rest Requirements
Section 1 - General
ORO.FTL.100 Scope
This Subpart establishes the requirements to be met by an operator and its crew members with regard to flight and duty time limitations and rest requirements for crew members.
ORO.FTL.105 Definitions
Refer to Attachment II
For the purpose of this Subpart, the following definitions shall apply:
1. “acclimatised” means a state in which a crew member’s circadian biological clock is synchronised to the time zone where the crew member is. A crew member is considered to be acclimatised to a 2-hour wide time zone surrounding the local time at the point of departure. When the local time at the place where a duty commences differs by more than 2 hours from the local time at the place where the next duty starts, the crew member, for the calculation of the maximum daily flight duty period, is considered to be acclimatised in accordance with the values in the Table 1.
Table 1
“B” means acclimatised to the local time of the departure time zone,
“D” means acclimatised to the local time where the crew member starts his/her next duty, and
“X” means that a crew member is in an unknown state of acclimatisation;
2. “reference time” means the local time at the reporting point situated in a 2-hour wide time zone band around the local time where a crew member is acclimatised;
3. “accommodation” means, for the purpose of standby and split duty, a quiet and comfortable place not open to the public with the ability to control light and temperature, equipped with adequate furniture that provides a crew member with the possibility to sleep, with enough capacity to accommodate all crew members present at the same time and with access to food and drink;
4. “suitable accommodation” means, for the purpose of standby, split duty and rest, a separate room for each crew member located in a quiet environment and equipped with a bed, which is sufficiently ventilated, has a device for regulating temperature and light intensity, and access to food and drink;
5. “augmented flight crew” means a flight crew which comprises more than the minimum number required to operate the aircraft, allowing each flight crew member to leave the assigned post, for the purpose of in-flight rest, and to be replaced by another appropriately qualified flight crew member;
6. “break” means a period of time within a flight duty period, shorter than a rest period, counting as duty and during which a crew member is free of all tasks;
7. “delayed reporting” means the postponement of a scheduled FDP by the operator before a crew member has left the place of rest;
8. “disruptive schedule” means a crew member’s roster which disrupts the sleep opportunity during the optimal sleep time window by comprising an FDP or a combination of FDPs which encroach, start or finish during any portion of the day or of the night where a crew member is acclimatised. A schedule may be disruptive due to early starts, late finishes or night duties.
(a) “early type” of disruptive schedule means:
(i) for “early start” a duty period starting in the period between 05:00 and 05:59 in the time zone to which a crew member is acclimatised; and
(ii) for “late finish” a duty period finishing in the period between 23:00 and 01:59 in the time zone to which a crew member is acclimatised;
(b) “late type” of disruptive schedule means:
(i) for “early start” a duty period starting in the period between 05:00 and 06:59 in the time zone to which a crew member is acclimatised; and
(ii) for “late finish” a duty period finishing in the period between 00:00 and 01:59 in the time zone to which a crew member is acclimatised;
9. “night duty” means a duty period encroaching any portion of the period between 02:00 and 04:59 in the time zone to which the crew is acclimatised;
10. “duty” means any task that a crew member performs for the operator, including flight duty, administrative work, giving or receiving training and checking, positioning, and some elements of standby;
11. “duty period” means a period which starts when a crew member is required by an operator to report for or to commence a duty and ends when that person is free of all duties, including post-flight duty;
12. “flight duty period (‘FDP’)” means a period that commences when a crew member is required to report for duty, which includes a sector or a series of sectors, and finishes when the aircraft finally comes to rest and the engines are shut down, at the end of the last sector on which the crew member acts as an operating crew member;
13. “flight time” means, for aeroplanes and touring motor gliders, the time between an aircraft first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are shut down;
14. “home base” means the location, assigned by the operator to the crew member, from where the crew member normally starts and ends a duty period or a series of duty periods and where, under normal circumstances, the operator is not responsible for the accommodation of the crew member concerned;
15. “local day” means a 24-hour period commencing at 00:00 local time;
16. “local night” means a period of 8 hours falling between 22:00 and 08:00 local time;
17. “operating crew member” means a crew member carrying out duties in an aircraft during a sector;
18. “positioning” means the transferring of a non-operating crew member from one place to another, at the behest of the operator, excluding:
— the time of travel from a private place of rest to the designated reporting place at home base and vice versa, and
— the time for local transfer from a place of rest to the commencement of duty and vice versa;
19. “rest facility” means a bunk or seat with leg and foot support suitable for crew members’ sleeping on board an aircraft;
20. “reserve” means a period of time during which a crew member is required by the operator to be available to receive an assignment for an FDP, positioning or other duty notified at least 10 hours in advance;
21. “rest period” means a continuous, uninterrupted and defined period of time, following duty or prior to duty, during which a crew member is free of all duties, standby and reserve;
22. “rotation” is a duty or a series of duties, including at least one flight duty, and rest periods out of home base, starting at home base and ending when returning to home base for a rest period where the operator is no longer responsible for the accommodation of the crew member;
23. “single day free of duty” means a time free of all duties and standby consisting of one day and two local nights, which is notified in advance. A rest period may be included as part of the single day free of duty;
24. “sector” means the segment of an FDP between an aircraft first moving for the purpose of taking off until it comes to rest after landing on the designated parking position;
25. “standby” means a pre-notified and defined period of time during which a crew member is required by the operator to be available to receive an assignment for a flight, positioning or other duty without an intervening rest period;
26. “airport standby” means a standby performed at the airport;
27. “other standby” means a standby either at home or in a suitable accommodation;
28. “window of circadian low (‘WOCL’)” means the period between 02:00 and 05:59 hours in the time zone to which a crew member is acclimatised.
(a) publish duty rosters sufficiently in advance to provide the opportunity for crew members to plan adequate rest;
(b) ensure that flight duty periods are planned in a way that enables crew members to remain sufficiently free from fatigue so that they can operate to a satisfactory level of safety under all circumstances;
(c) specify reporting times that allow sufficient time for ground duties;
(d) take into account the relationship between the frequency and pattern of flight duty periods and rest periods and give consideration to the cumulative effects of undertaking long duty hours combined with minimum rest periods;
(e) allocate duty patterns which avoid practices that cause a serious disruption of an established sleep/work pattern, such as alternating day/night duties;
(f) comply with the provisions concerning disruptive schedules in accordance with ARO.OPS.230;
(g) provide rest periods of sufficient time to enable crew members to overcome the effects of the previous duties and to be rested by the start of the following flight duty period;
(h) plan recurrent extended recovery rest periods and notify crew members sufficiently in advance;
(i) plan flight duties in order to be completed within the allowable flight duty period taking into account the time necessary for pre-flight duties, the sector and turnaround times;
(j) change a schedule and/or crew arrangements if the actual operation exceeds the maximum flight duty period on more than 33 % of the flight duties in that schedule during a scheduled seasonal period.
ORO.FTL.115 Crew member responsibilities
Crew members shall:
(a) comply with point CAT.GEN.MPA.100(b) of Part-CAT; and
(b) Refer to Attachment II
(b) make optimum use of the opportunities and facilities for rest provided and plan and use their rest periods properly.
ORO.FTL.120 Fatigue risk management (FRM)
(a) When FRM is required by this Subpart or an applicable certification specification, operator shall establish, implement and maintain a FRM as an integral part of its management system. The FRM shall ensure compliance with points 7.f, 7.g and 8.f of Annex IV to KCASR 0, Basic Regulation. The FRM shall be described in the operations manual.
(b) The FRM established, implemented and maintained shall provide for continuous improvement to the overall performance of the FRM and shall include:
(1) a description of the philosophy and principles of the operator with regard to FRM, referred to as the FRM policy;
(2) documentation of the FRM processes, including a process for making personnel aware of their responsibilities and the procedure for amending this documentation;
(3) scientific principles and knowledge;
(4) a hazard identification and risk assessment process that allows managing the operational risk(s) of the operator arising from crew member fatigue on a continuous basis;
(5) a risk mitigation process that provides for remedial actions to be implemented promptly, which are necessary to effectively mitigate the operator’s risk(s) arising from crew member fatigue and for continuous monitoring and regular assessment of the mitigation of fatigue risks achieved by such actions;
(6) FRM safety assurance processes;
(7) FRM promotion processes.
(c) The FRM shall correspond to the flight time specification scheme, the size of the operator and the nature and complexity of its activities, taking into account the hazards and associated risks inherent in those activities and the applicable flight time specification scheme.
(d) The operator shall take mitigating actions when the FRM safety assurance process shows that the required safety performance is not maintained.
ORO.FTL.125 Flight time specification schemes
Refer to Attachment II
(a) Operators shall establish, implement and maintain flight time specification schemes that are appropriate for the type(s) of operation performed and that comply with the Regulations and this Subpart.
(b) Before being implemented, flight time specification schemes, including any related FRM where required, shall be approved by the competent authority.
(c) To demonstrate compliance with the Regulations and this Subpart, the operator shall apply the applicable certification specifications adopted by the Kuwait DGCA. Alternatively, if the operator wants to deviate from those certification specifications in accordance with Article 22(2) of KCASR 0, Basic Regulation, it shall provide the Kuwait DGCA with a full description of the intended deviation prior to implementing it. The description shall include any revisions to manuals or procedures that may be relevant, as well as an assessment demonstrating that the requirements of the Regulations and of this Subpart are met.
(d) For the purpose of point ARO.OPS.235 (d), within 2 years of the implementation of a deviation or derogation, the operator shall collect data concerning the granted deviation or derogation and analyse that data using scientific principles with a view to assessing the effects of the deviation or derogation on aircrew fatigue. Such analysis shall be provided in the form of a report to the Kuwait DGCA.
An operator shall assign a home base to each crew member.
ORO.FTL.205 Flight duty period (FDP)
Refer to Attachment II
(a) The operator shall:
(1) define reporting times appropriate to each individual operation taking into account ORO.FTL.110(c);
(2) establish procedures specifying how the commander shall, in case of special circumstances which could lead to severe fatigue, and after consultation with the crew members concerned, reduce the actual FDP and/or increase the rest period in order to eliminate any detrimental effect on flight safety.
(b) Basic maximum daily FDP.
(1) The maximum daily FDP without the use of extensions for acclimatised crew members shall be in accordance with the following table:
(2) The maximum daily FDP when crew members are in an unknown state of acclimatisation shall be in accordance with the following table:
Table 3
Crew members in an unknown state of acclimatisation
Maximum daily FDP according to sectors
1–2
3
4
5
6
7
8
11:00
10:30
10:00
09:30
09:00
09:00
09:00
(3) The maximum daily FDP when crew members are in an unknown state of acclimatisation and the operator has implemented a FRM, shall be in accordance with the following table:
Crew members in an unknown state of acclimatisation under FRM
The values in the following table may apply provided the operator’s FRM continuously monitors that the required safety performance is maintained.
Maximum daily FDP according to sectors
1–2
3
4
5
6
7
8
12:00
11:30
11:00
10:30
10:00
09:30
09:00
(c) FDP with different reporting time for flight crew and cabin crew.
Whenever cabin crew requires more time than the flight crew for their pre-flight briefing for the same sector or series of sectors, the FDP of the cabin crew may be extended by the difference in reporting time between the cabin crew and the flight crew. The difference shall not exceed 1 hour. The maximum daily FDP for cabin crew shall be based on the time at which the flight crew report for their FDP, but the FDP shall start at the reporting time of the cabin crew.
(d) Maximum daily FDP for acclimatised crew members with the use of extensions without in-flight rest.
(1) The maximum daily FDP may be extended by up to 1 hour not more than twice in any 7 consecutive days. In that case:
(i) the minimum pre-flight and post-flight rest periods shall be increased by 2 hours; or
(ii) the post-flight rest period shall be increased by 4 hours.
(2) When extensions are used for consecutive FDPs, the additional pre- and post-flight rest between the two extended FDPs required under subparagraph 1 shall be provided consecutively.
(3) The use of the extension shall be planned in advance, and shall be limited to a maximum of:
(i) 5 sectors when the WOCL is not encroached; or
(ii) 4 sectors, when the WOCL is encroached by 2 hours or less; or
(iii) 2 sectors, when the WOCL is encroached by more than 2 hours.
(4) Extension of the maximum basic daily FDP without in-flight rest shall not be combined with extensions due to in- flight rest or split duty in the same duty period.
(5) Flight time specification schemes shall specify the limits for extensions of the maximum basic daily FDP in accordance with the certification specifications applicable to the type of operation, taking into account:
(e) Maximum daily FDP with the use of extensions due to in-flight rest
Flight time specification schemes shall specify the conditions for extensions of the maximum basic daily FDP with in- flight rest in accordance with the certification specifications applicable to the type of operation, taking into account:
(i) the number of sectors flown;
(ii) the minimum in-flight rest allocated to each crew member;
(iii) the type of in-flight rest facilities; and
(iv) the augmentation of the basic flight crew.
(f) Unforeseen circumstances in flight operations — commander’s discretion
(1) The conditions to modify the limits on flight duty, duty and rest periods by the commander in the case of unforeseen circumstances in flight operations, which start at or after the reporting time, shall comply with the following:
(i) the maximum daily FDP which results after applying points (b) and (e) of point ORO.FTL.205 or point ORO.FTL.220 may not be increased by more than 2 hours unless the flight crew has been augmented, in which case the maximum flight duty period may be increased by not more than 3 hours;
(ii) if on the final sector within an FDP the allowed increase is exceeded because of unforeseen circumstances after take-off, the flight may continue to the planned destination or alternate aerodrome; and
(iii) the rest period following the FDP may be reduced but can never be less than 10 hours.
(2) In case of unforeseen circumstances which could lead to severe fatigue, the commander shall reduce the actual flight duty period and/or increase the rest period in order to eliminate any detrimental effect on flight safety.
(3) The commander shall consult all crew members on their alertness levels before deciding the modifications under subparagraphs 1 and 2.
(4) The commander shall submit a report to the operator when an FDP is increased or a rest period is reduced at his or her discretion.
(5) Where the increase of an FDP or reduction of a rest period exceeds 1 hour, a copy of the report, to which the operator shall add its comments, shall be sent by the operator to the Kuwait DGCA not later than 28 days after the event.
(6) The operator shall implement a non-punitive process for the use of the discretion described under this provision and shall describe it in the operations manual.
(g) Unforeseen circumstances in flight operations — delayed reporting
The operator shall establish procedures, in the operations manual, for delayed reporting in the event of unforeseen circumstances, in accordance with the certification specifications applicable to the type of operation.
(a) The total duty periods to which a crew member may be assigned shall not exceed:
(1) 60 duty hours in any 7 consecutive days;
(2) 110 duty hours in any 14 consecutive days; and
(3) 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout that period.
(b) The total flight time of the sectors on which an individual crew member is assigned as an operating crew member shall not exceed:
(1) 100 hours of flight time in any 28 consecutive days;
(2) 900 hours of flight time in any calendar year; and
(3) 1000 hours of flight time in any 12 consecutive calendar months.
(c) Post-flight duty shall count as duty period. The operator shall specify in its operations manual the minimum time period for post-flight duties.
ORO.FTL.215 Positioning
Refer to Attachment II
If an operator positions a crew member, the following shall apply:
(a) positioning after reporting but prior to operating shall be counted as FDP but shall not count as a sector;
(b) all time spent on positioning shall count as duty period.
ORO.FTL.220 Split duty
Refer to Attachment II
The conditions for extending the basic maximum daily FDP due to a break on the ground shall be in accordance with the following:
(a) flight time specification schemes shall specify the following elements for split duty in accordance with the certification specifications applicable to the type of operation:
(1) the minimum duration of a break on the ground; and
(2) the possibility to extend the FDP prescribed under point ORO.FTL.205(b) taking into account the duration of the break on the ground, the facilities provided to the crew member to rest and other relevant factors;
(b) the break on the ground shall count in full as FDP;
If an operator assigns crew members to standby or to any duty at the airport, the following shall apply in accordance with the certification specifications applicable to the type of operation:
(a) standby and any duty at the airport shall be in the roster and the start and end time of standby shall be defined and notified in advance to the crew members concerned to provide them with the opportunity to plan adequate rest;
(b) a crew member is considered on airport standby from reporting at the reporting point until the end of the notified airport standby period;
(c) airport standby shall count in full as duty period for the purpose of points ORO.FTL.210 and ORO.FTL.235;
(d) any duty at the airport shall count in full as duty period and the FDP shall count in full from the airport duty reporting time;
(e) the operator shall provide accommodation to the crew member on airport standby;
(f) flight time specification schemes shall specify the following elements:
(1) the maximum duration of any standby;
(2) the impact of the time spent on standby on the maximum FDP that may be assigned, taking into account facilities provided to the crew member to rest, and other relevant factors such as:
— the need for immediate readiness of the crew member,
— the interference of standby with sleep, and
— sufficient notification to protect a sleep opportunity between the call for duty and the assigned FDP;
(3) the minimum rest period following standby which does not lead to assignment of an FDP;
(4) how time spent on standby other than airport standby shall be counted for the purpose of cumulative duty periods.
ORO.FTL.230 Reserve
Not applicable
If an operator assigns crew members to reserve, the following requirements shall apply in accordance with the certification specifications applicable to the type of operation:
(a) reserve shall be in the roster;
(b) flight time specification schemes shall specify the following elements:
(1) the maximum duration of any single reserve period;
(2) the number of consecutive reserve days that may be assigned to a crew member.
(1) The minimum rest period provided before undertaking an FDP starting at home base shall be at least as long as the preceding duty period, or 12 hours, whichever is greater.
(2) By way of derogation from point (1), the minimum rest provided under point (b) applies if the operator provides suitable accommodation to the crew member at home base.
(b) Minimum rest period away from home base.
The minimum rest period provided before undertaking an FDP starting away from home base shall be at least as long as the preceding duty period, or 10 hours, whichever is greater. This period shall include an 8-hour sleep opportunity in addition to the time for travelling and physiological needs.
(c) Reduced rest
By derogation from points (a) and (b), flight time specification schemes may reduce the minimum rest periods in accordance with the certification specifications applicable to the type of operation and taking into account the following elements:
(1) the minimum reduced rest period;
(2) the increase of the subsequent rest period; and
(3) the reduction of the FDP following the reduced rest.
(d) Recurrent extended recovery rest periods
Flight time specification schemes shall specify recurrent extended recovery rest periods to compensate for cumulative fatigue. The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local nights, and in any case the time between the end of one recurrent extended recovery rest period and the start of the next extended recovery rest period shall not be more than 168 hours. The recurrent extended recovery rest period shall be increased to 2 local days twice every month.
(e) Flight time specification schemes shall specify additional rest periods in accordance with the applicable certification specifications to compensate for:
(1) the effects of time zone differences and extensions of the FDP;
(2) additional cumulative fatigue due to disruptive schedules; and
(3) a change of home base.
ORO.FTL.240 Nutrition
Refer to Attachment II
(a) During the FDP there shall be the opportunity for a meal and drink in order to avoid any detriment to a crew member’s performance, especially when the FDP exceeds 6 hours.
(b) An operator shall specify in its operations manual how the crew member’s nutrition during FDP is ensured.
ORO.FTL.245 Records of home base, flight times, duty and rest periods
(a) Refer to Attachment IIAn operator shall maintain, for a period of 24 months:
(1) individual records for each crew member including:
(i) flight times;
(ii) start, duration and end of each duty period and FDP;
(iii) rest periods and days free of all duties; and
(iv) assigned home base;
(2) reports on extended flight duty periods and reduced rest periods.
(b) Upon request, the operator shall provide copies of individual records of flight times, duty periods and rest periods to:
(1) the crew member concerned; and
(2) to another operator, in relation to a crew member who is or becomes a crew member of the operator concerned.
(c) Records referred to in point CAT.GEN.MPA.100(b)(5) in relation to crew members who undertake duties for more than one operator shall be kept for a period of 24 months.
ORO.FTL.250 Fatigue management training
Refer to Attachment II
(a) The operator shall provide initial and recurrent fatigue management training to crew members, personnel responsible for preparation and maintenance of crew rosters and management personnel concerned.
(b) This training shall follow a training programme established by the operator and described in the operations manual. The training syllabus shall cover the possible causes and effects of fatigue and fatigue countermeasure.
in accordance with Organisation Regulations for Air operations
Operator
Name:
Place in which the operator is established or residing and place from which the operations are directed: Name and contact details of the accountable manager:
Aircraft operation
Starting date of operation/applicability date of the change:
Type(s) of operation:
Part-NCC: (specify if passenger and/or cargo)
Type(s) of aircraft, registration(s) and main base:
Details of approvals held (attach list of specific approvals to the declaration, if applicable)
List of alternative means of compliance with references to the AMCs they replace (attach to the declaration)
Statements
The management system documentation including the operations manual reflect the applicable requirements set out in Part-ORO, Part-NCC and Part-SPA.
All flights will be carried out in accordance with the procedures and instructions specified in the operations manual.
All aircraft operated hold a valid certificate of airworthiness and comply with Part M.
All flight crew members and cabin crew members, as applicable, are trained in accordance with the applicable requirements.
(If applicable)
The operator has implemented and demonstrated conformance to an officially recognised industry standard. Reference of the standard:
Certification body:
Date of the last conformance audit:
Any change in the operation that affects the information disclosed in this declaration will be notified to the Kuwait DGCA.
The operator confirms that the information disclosed in this declaration is correct.
Date, name and signature of the accountable manager’
This training standard outlines the minimum requirements for compliance with the regulatory requirements for the training of all Cabin Crew Members and contains two components:
(a) Training Syllabus – identifies the main subjects required for Basic (initial), Refresher, Aircraft Type (Conversion), and Requalification Training; and
(b) Program Content – specifies the training objective, scope, specific information associated with each of the subjects; and the practical drills which shall be completed.
Note: Optional items, guidance information, explanations, and other information items will in all cases be italicized and where practicable, be shown in an enclosed box. These items do not form part of the standard, but provide additional information for the assistance of users of this Standard.
Information published in the Air Operator’s Cabin Crew Training Program may be organized in a different order than represented in this Standard, however, the air operator must provide a detailed index/cross reference.
When developing training programs for regulatory approval, the air operator shall incorporate the components from this standard, which are applicable to their operation (e.g. aircraft type, model, series operated; applicable regulatory requirements/standards; safety and emergency equipment carried etc.).
(2) PROGRAM OVERVIEW
(a) BASIC (Initial) TRAINING
The contents of Parts 1 to 6 reflect the minimum criteria and are intended to ensure that each trainee is provided with the knowledge necessary to fulfill the responsibilities and duties assigned in the interest of safety. This will primarily be accomplished through instruction. The contents of Part 7, Drills, reflect the minimum criteria for equipment, performance and evaluation and are intended to provide the trainee with the skills necessary to perform their responsibilities and duties.
(b) REFRESHER (Annual) TRAINING
Refresher training is designed to focus more upon the verification on the Cabin Crew Member’s knowledge and skills. It has been developed with three objectives:
1) verification of knowledge;
2) instruction relating to new safety/emergency equipment and procedures (Part 5); and
3) verification of skills (Part 7);
Parts 1 through 6, contain the training objectives which define the scope of knowledge that shall be verified by oral and written examinations. Part 7 specifies the drills that shall be conducted and identifies the minimum criteria for equipment, performance and evaluation associated with the skills that shall be verified.
As Refresher Training focuses upon the verification of knowledge and skills, a failure of an examination or practical drill indicates a lack of knowledge or skill that will need to be reinforced through instruction before a Cabin Crew Member re-writes an examination or repeats a drill.
(c) REQUALIFICATION TRAINING
Requalification training is designed to ensure that the trainee, who is returning to work following an absence during which qualification has lapsed, receives sufficient instruction to enable qualifications to be regained by successful completion of the required training. This will include:
- verification of, or review or instruction and practice (where necessary) of those subjects which are required requalification training program content and which will not be included in the refresher training;
- update on company’s operating policy and procedures, company Operations Manual, Cabin Crew manual, and pre-flight safety responsibilities; and
- equipment and procedures training for any equipment or operational procedures introduced by the Air Operator during the term of absence.
The required subjects for requalification training is based upon Basic Training subject content, however the Air Operator has some flexibility regarding the scope of the material covered. Using the Basic Training subjects as a base level, the responsibility is on the Air Operator to ensure that the trainee has sufficient knowledge and skills levels to enable the regaining of qualifications through successful completion of refresher training.
Note 1: This process may require the air operator to consult with the trainee with respect to the trainee’s specific training needs.
Note 2: Requalification training is never given in isolation. It is always followed by attendance at the annual training.
(d) STRUCTURE OF STANDARD
Following each training objective is a list of subject areas (or scope of knowledge) with associated information points which establishes the minimum core content of information that shall be incorporated into the respective program, where applicable to the Air Operator, in order to obtain the prescribed objective.
During Basic Training, the Air Operator shall verify the trainee/Cabin Crew Member’s knowledge or skill based upon at least this minimum core content. During each subsequent Refresher Training, the Air Operator is expected to verify knowledge in each of the subject areas, not necessarily each of the information points. If the verification of knowledge is by the means of an examination, the questions on the examination shall vary from year to year.
NOTE: Verification of knowledge – The intent of Basic Training is to ensure that each trainee is provided with the knowledge necessary to fulfil their responsibilities. Thus, verification that the knowledge has been absorbed is an essential component of Basic Training.
During Basic Training, knowledge may be verified on an on-going basis by means of tests, oral quizzes, Instructor questioning, as well as the formal examinations. Numerous teaching points may be verified through the trainee’s performance during drills, through Instructor questions, and from trainee’s questions. Many lesson plans include a review of the subject matter at the end of a presentation. Provided the training program incorporates such a mechanism to verify each information point during the conduct of the training, the formal examination need only verify each subject area. While the purpose of verification during Basic Training is to ensure that the trainee has absorbed the knowledge and skills necessary to perform their responsibilities, the purpose of verification during Refresher Training is to ensure that the Cabin Crew Member has retained the knowledge and skills since their last training session. The verification means during Annual Training must be auditable.
Note:- An operator may verify knowledge aspects during the conduct of a Line Check.
Details of any portion of knowledge verification, which is completed during a Line Check, shall be reflected on an individual’s record of training. Details of any drill performed by an individual prior to an operational flight, shall be reflected on an individual’s record of training. (e) DEVELOPMENT
NOTE: Training program instruction may be developed and delivered using teaching methods such as: demonstrations, classroom lectures, computer based training (CBT); audio visual presentations, or other methods devised by the Air Operator provided that the method(s) used ensures that each trainee or crew member is adequately trained in accordance with the standard. Training programs may be organized in a different order than that presented in this standard and drills may be combined (e.g. life jacket drill, life raft drill, & ditching drill).
(f) SAFETY
Training which involves safety and emergency drills shall be as realistic as possible, however, there are potential dangers associated with these aspects of training. Air Operators shall take into account the potential for injury during training and apply appropriate safeguards to minimize this risk.
Air Operator Cabin Crew Member training programs require regulatory approval by the DGCA-ASD in accordance with the Kuwait Civil Aviation Safety Regulations. To obtain regulatory approval of an Basic, Refresher, Aircraft Type (Conversion), or Requalification Cabin Crew Training program, or a revision to an approved program, an Air Operator shall submit the program to the DGCA-ASD. DGCA-ASD approval will be granted provided it meets with the requirements of this standard. Once approval has been issued, the program or revision can be implemented.
(3) APPLICABILITY
(a) Basic Training
Is required for persons who have not been previously employed by the Air Operator as a Cabin Crew Member and for those whose basic training validity has expired for the periods shown in the requalification requirements in (4) below.
(b) Line indoctrination
Line indoctrination shall be completed within ninety (90) days following the completion of the Air Operator's initial training on each aircraft type that a person will be assigned as a Cabin Crew Member. Where a Cain Crew Member is assigned to duty on more than one type of aircraft, line indoctrination shall be completed on each type. A record of training shall be kept for each trainee and shall be signed by the instructor certifying that line indoctrination has been completed. The record shall include aircraft type, date, flight number and specify individual or group format.
A Company uniformed Cabin Crew Member trainee shall:
a) be assigned a minimum of six revenue flights with passengers on board, the Instructor/Examiner may require additional flights to complete the assessment of the Cabin Crew member.
b) be assigned a Cabin Crew Member station and perform the duties of a Cabin Crew Member under the supervision of an Air Safety Instructor/ Examiner;
c) be in addition to the minimum number of required Cabin Crew Members for the operation of the flight and the aircraft type; and
d) participate in:
i) reporting for duty;
ii) pre-flight crew briefings;
iii) pre-flight safety and emergency equipment checks;
iv) passenger boarding procedures;
v) door closing and, if applicable, associated slide arming procedures;
vii) pre-flight and pre-landing warnings and checks, and securing of cabins and galleys;
viii) silent reviews;
ix) post take-off procedures;
x) in-flight procedures pertaining to safety;
xi) cabin unserviceability reporting/recording; and
xii) a debriefing immediately following completion of line indoctrination.
If the Line indoctrination training Instructor/Examiner to Trainee ration is more than 1 to 1, the
operators line indoctrination training procedures for this case have to be approved by the DGCA.
(b) Refresher Training is required each twelve month period following completion of Basic
Training and for those Cabin Crew Members whose training validity has expired for the periods shown in the requalification requirements in (4) below.
(c) Aircraft Type (Conversion) Training is required in order to qualify and maintain qualifications
on each aircraft type to which that crew member will be assigned to duty. When an Air Operator introduces a new aircraft to the fleet, Basic (aircraft specific) training is required but may be modified to highlight differences where the Operator has other aircraft of the common type/manufacturer in the fleet already. Where a modified program is submitted for approval, the Operator shall show that its content is adequate to ensure qualification standards are met.
(e) Requalification Training is required for Cabin Crew Members whose training validity period has
expired for a period specified in the requalification requirements as shown in (4) below.
(4) CABIN CREW MEMBER REQUALIFICATION REQUIREMENTS
(a) The requirements for requalification as a Cabin Crew Member are as follows:
The validity of training shall be twelve months plus the remainder of the month of the issue. (b) Where the refresher training has expired, the Cabin Crew Member shall requalify as
follows:
NOTE: The phrase "common type/manufacturer" means where the Air Operator has other aircraft by the same manufacturer AND the aircraft type is similar. For example, an Operator that currently is operating the Airbus A-320 could provide differences training when introducing the A-319, however, an Operator who is operating a Boeing 747 would not be able to provide differences training when introducing a Boeing 777 to the fleet.
(c) If a Cabin Crew Member has been absent from flying duty for a period exceeding six months, the crew member shall attend and successfully complete a basic course including line indoctrination prior to resuming cabin crew duties.
(d) If a Cabin Crew Member has been absent from flying duty on a specific aircraft type for
a period exceeding six months, the crew member shall attend and successfully complete an aircraft type (conversion) course on the expired type prior to resuming cabin crew duties.
(5) CABIN CREW MEMBERS COMPETENCY REQUIREMENTS The Air Operator training program shall ensure that a Cabin Crew Member is competent to perform the duties and functions assigned in the interest of passenger safety by examining knowledge and testing skills to reflect the highest level of proficiency to 100%. The Air Operator training program shall specify the examination and test marks that constitute a pass and failure, the procedures for administering marks which constitute a failure, and the procedures for administering corrections when a pass mark is less than the minimum required is less than 100%.
(a) EXAMINATION(S) - Safety Procedures, Emergency Procedures, and Aircraft Type(s);
(i) the safety and emergency procedures examination(s) shall verify the Cabin Crew Member's knowledge of standard safety and emergency procedures as contained in the Cabin Crew Member Training Manual.
(ii) the aircraft examination(s) shall verify the Cabin Crew Member's knowledge of
each aircraft type including but not limited to: systems, exits, safety and emergency equipment as well as the normal, abnormal, alternate and emergency operating limitations.
(i) the practical examinations of the safety equipment, emergency equipment, and emergency procedures shall verify the Cabin Crew Member's skills in the operation of the safety and emergency equipment and their ability to accomplish appropriate emergency procedures.
(6) AVIATION FIRST AID (a) Regulatory Approval Process
To obtain regulatory approval of an Aviation First Aid Training Program, or a revision to an approved program, an Air Operator shall submit the program to the DGCA-ASD together with written evidence from State of Kuwait Ministry of Health that the program or revision meets the first aid training standard and that the content is technically accurate. DGCA-ASD approval will then be granted and the program or revision can be implemented.
(b) Equipment and Procedures Criteria
Training program content and delivery shall be consistent with the amount and type of equipment carried on the Air Operator's aircraft and the Air Operator procedures that have been published.
(c) Validity Period
First Aid Training is valid for two years plus the remainder of the month of the issue.
(7) OTHER TRAINING
Cabin Crew Member must also be required to have other training in other areas such as Dangerous Goods, Security, CRM, Flight Duty Time Limitations and Aviation Occupational Health and Safety (A-OH&S)
(8) Cabin Emergency Evacuation Trainer
The standard for a Cabin Emergency Evacuation Trainer shall be as follows:
a) The aircraft type(s) should be accurately represented with respect to cabin layout and stowage for safety and emergency equipment in relation to the emergency exits provided. All features of the real aircraft passenger and Cabin Crew Member seats adjacent to the exits must be incorporated.
b) Each approved aircraft exit type shall be capable of both normal and emergency operation and shall be representative in components, dimensions, weight and balance and method of operation, including extent of movement and forces. These specifications also apply to a free standing exit trainer.
c) An appropriate surface area shall be provided outside each emergency exit to enable occupants to leave the trainer during evacuation drills.
d) The trainer shall contain only those items which are representative of the aircraft type(s) operated by the Air Operator.
e) A minimum of four (4) rows of cabin seats with a proportional aisle(s) shall be installed, in order to simulate a realistic cabin layout for emergency evacuation exercises/drills.
i) a minimum of two (2) operational emergency exits (one door and one alternate exit or two (2) doors, as applicable) – plus one operational window exit. The Air Operator may choose to equip the trainer with doors representative of more than one aircraft type. Trainers may be equipped with operational exits on either port or starboard side or both;
ii) at least one Cabin Crew Member station located at an operational exit, and additional Cabin Crew Member stations may be required depending on the grouping of exits contained in the trainer;
iii) an operational P.A./intercom system and appropriate Cabin Crew Member panel(s) at each Cabin Crew Member station;
iv) safety and emergency equipment of a type currently required on the aircraft in the appropriate brackets and locations;
v) operational flight deck with deck crew seats and cabin call chimes;
vi) internal cabin markings, such as placards and exit markings;
vii) normal and emergency cabin lighting, including fail features;
viii) Passenger Service Units (PSU's) with deployable oxygen masks for passenger and Cabin Crew Member seats;
ix) operational 'No Smoking'/'Fasten Seat Belt' ordinance signs visible from each passenger seat and Cabin Crew Member station/position;
x) a method of simulating an unserviceable exit(s);
xi) fire simulation at window and door exits;
xii) simulated cabin windows and features necessary to darken the cabin;
xiii) facilities and sufficient speakers to simulate sound effect/crash noises audible throughout the cabin; and
xiv) smoke simulation capabilities.
Regulatory approval for use of training devices in lieu of an aircraft shall be conditional on the compatibility of the device to the related components of the training program and issued in association with program approval. Where an Air Operator arranges to use the emergency evacuation trainer or free standing exit trainer owned by another Air Operator, the training shall comply with the approved training program and operating procedures of the Air Operator whose crews are being trained, and items/equipment in the trainer shall be restricted if significant differences of cabin layout and equipment exist.
TRAINING OBJECTIVE: The trainee will be able to identify and describe the Air Operator’s corporate structure and the administrative requirements of the operation relating to Cabin Crew Members.
SCOPE: AIR OPERATOR SPECIFIC CABIN CREW SPECIFIC
1.1A AIR OPERATOR
SPECIFIC 1.1A.1 Outline the corporate history.
(Use of guest speakers from various departments would enhance the presentation.)
1.1A.2 Define the corporate mission statement and goals.
1.1A.3 Describe the organizational structure with emphasis on reporting Authority. Clearly show the organizational link between Deck Crew and Cabin Crew. (Corporate visual aids and tours of facilities, where possible)
1.1A.4 Identify the type and scope of the Air Operator’s operations.
1.1A.5 Describe the corporate alliances and their impact on the operation..
1.1A.6 Describe the Air Operator's fleet and route structure.
1.1A.7 Identify the location of facilities and bases and the operational tasking carried out at each (e.g. cabin crew, Deck Crew and maintenance bases).
1.1A.8 Outline the Air Operator’s future plans.
1.1B CABIN CREW SPECIFIC
1.1B.1 Describe the administrative requirements relating to Cabin Crew Members (e.g. assignments, duties, documentation).
1.1B.2 Describe any crew member contractual obligations.
1.1B.3
1.1B.4
Identify the Air Operators policies and procedures relating to Cabin Crew Members (e.g. discipline, expectations). Describe the regulatory requiremnts regarding the consumption of alcohol and the use of drugs by Cabin Crew Members.
TRAINING OBJECTIVE: The trainee will be able to identify the international and national aviation regulatory bodies and describe the legislation relating to Cabin Crew Members.
SCOPE: REGULATORY OVERVIEW LEGISLATION
1.2A REGULATORY
OVERVIEW 1.2A.1 Identify international (ICAO) and national (DGCA) aviation regulatory
authorities and describe their role especially as they relate to Cabin Crew Members.
1.2A.2 Identify other regulatory authorities that Cabin Crew Members may be in contact with and describe their role in aviation (eg. Customs, Immigration, Police, etc.).
1.2A.3 Describe the aviation regulatory system in Kuwait and how it functions to draft regulations and standards, ensure compliance and investigate accidents and incidents.
LEGISLATION 1.2B.1 Identify and describe the legislation governing both Cabin Crew and Deck Crew Members in Kuwait (i.e. KCASR’s) .
1.2B.2 Identify and describe the specific regulations applicable to Cabin Crew Members and cabin safety including but not limited to : a) Seat belts and Related Restraint Systems; b) Life-Saving Equipment (eg. life rafts, life jackets, survival
kits); c) Oxygen Equipment; d) First Aid Kits; e) Minimum Equipment Lists; f) Floor Proximity Lighting; g) Take-Off and Landing Stations; h) Minimum Crew Requirements; j) Passenger Safety Briefings; k) Passenger Safety Briefing Cards; l) Carry-On Baggage; n) Aircraft Journey Log/Cabin Log Book (equivalent); o) Liquor/Drugs; p) Fuelling With Passengers on board; r) Duty Time Limitations -- Deck Crew/Cabin Crew; s) Crew Rest -- Deck Crew/Cabin Crew; t) Designated Crew Rest Areas/Policies; u) Cabin Crew Manual; v) ELTs and Fire Extinguishers; x) Stowage of Equipment and Supplies; and y) Seatbacks and Chair Table positioning.
TRAINING OBJECTIVE: The trainee will be able to define aviation terminologies common to the Air Operator and be able to use them in the appropriate context.
SCOPE: TERMINOLOGY TERMS OF REFERENCE
1.3A TERMINOLGY 1.3A.1 Identify and define aviation terminologies common to the Air Operator
including terms relating to airports, ground operations and flight operations.
1.3A.2 Describe the relationship between regulatory requirements and the Air Operator's policy and procedures.
TERMS OF REFERENCE
1.3B.1 Identify and describe the 24-hour clock and its application in Aviation.
1.3B.2 Describe what is meant by time zones and outline how to calculate elapsed time when crossing time zones.
1.3B.3 Define what is meant by GMT/UTC and its application in aviation.
1.3B.4 List and identify the airport location identifiers used by the Air Operator and describe how and why they are used.
1.3B.5
1.3B6
Define and describe the phonetic alphabet and describe its importance in aviation-related communication. Explain the method that aircraft altitude is measured and its relationship to atmosphere, aircraft and cabin pressure, temperature.
1.3B.7
Identify the way that airspeed is measured and describe the conversion from knots to miles/hour.
1.4 Theory of Flight TRAINING OBJECTIVE: The trainee will be able to identify and describe the basic
components of the theory of flight relating to the aircraft environment they will be operating in.
SCOPE: General Aircraft Description Aerodynamics of Flight Meteorology Air Traffic Control
(To enhance communication between Deck Crew and Cabin Crew
Memberss, it is recommended that this portion of the training be delivered by a qualified pilot.)
1.4A General Aircraft Description
1.4A.1 Identify the main components of an aircraft and describe their function including but not limited to: a) wing - leading edge, trailing edge, wing tip, wing root, winglet; b) control systems - ailerons, flaps, rudder, elevator; c) tail - fixed vertical stabilizer, rudder, elevators; and d) miscellaneous - fuselage, spoilers, speed brakes, main
gear, nose wheel, chocks/blocks, pins.
1.4A.2 Define what is meant by aircraft operating abnormalities which do not constitute an emergency (eg. flap, landing gear, visible fluid leaks, etc.)
1.4B Aerodynamics of Flight
1.4B.1 Identify and describe the four forces acting on an aircraft in-flight.
1.4B.2 Identify and describe the four forces acting on an aircraft in-flight.
1.4B.3 Identify and describe the three axes of an aircraft and describe the movement around each.
1.4B.4 Define what is meant by aircraft attitude.
1.4B.5 Describe how lift is achieved and factors which adversely affect lift.
1.4B.6 Describe how and when an aircraft is pressurized and how pressurization is maintained. Include a description of aircraft altitude and cabin altitude. (3)
1.4B.7 Describe the aerodynamic forces at work when aircraft engines fail in flight with specific reference to the operator's aircraft.
1.4B.8 Identify the importance for Cabin Crew Members to be alert for abnormal aircraft functioning and how to recognize and report it to the Deck Crew.
1.4B.9 Define what is meant by weight and balance (centre of gravity), its effect on aircraft controllability and factors which affect weight and balance.
Air Traffic Control
1.4C.3 Describe how aircraft are controlled on the ground and in the air with specific reference to the Air Operator's operation.
1.5 Physiology of Flight TRAINING OBJECTIVE: The trainee will be able to identify and describe the most common
physiological effects of flight in pressurized and non-pressurized aircraft including likely causes, recognition and ways to minimize these effects.
SCOPE: GENERAL EFFECTS OF ALTITUDE
1.5A GENERAL 1.5A.1 Describe the physiology of respiration and circulation.
1.5A.2 Identify the body's requirement for oxygen and the potential for crew member incapacitation due to lack of oxygen. (4)
1.5A.3 Describe the most common physiological effects of altitude and the pressurized cabin, including but not limited to: dehydration, effects of trapped gasses, water retention, etc.
1.5A.4 Describe the circumstances under which carbon monoxide (CO) poisoning may occur, the signs and symptoms, ways to detect it and minimize its effects. Include the potential for CO poisoning from ground air conditioning units or as a result of a ground heating unit (i.e. Ground Power Unit). (5)
1.5B EFFECTS OF ALTITUDE
1.5B.1 Define what is meant by decompression sickness and describe the physiological effects of pressure changes on gases in the body. Define "safe" times between scuba diving and flight. (6)
1.5B.2 Define what is meant by hypoxia, the hazards associated with it, signs and symptoms, ways to detect it and minimize its effects.
1.5B.3 Define Time of Useful Consciousness and factors affecting it.
1.5B.4 Identify persons most susceptible to the effects of hypoxia.
1.5B.5 Describe the effects of altitude on night vision and the impact this has on flight safety and personal safety.
REQUIREMENTS 2.1A.1 Describe the Air Operator's operating policy as it relates to Safety
and requirement to maintain this safety emphasis.
2.1A.2 Describe the relationship between regulatory requirements and the Air Operator's policy and procedures.
2.1A.3 Describe the Air Operator's responsibility to conduct operations according to approved procedures and to ensure that any companies contracted by the Air Operator also comply with these procedures.
2.1A.4 Identify the requirement to have an organizational chart with clearly defined reporting responsibilities. Clearly outline the organizational links between Deck Crew and Cabin Crew.
2.1A.5 Identify the requirements for the Air Operator to provide appropriate training ensuring Cabin Crew Member competency in safety and emergency duties relating to the carriage of passengers.
2.1A.6 Identify the Air Operator's policy and procedures for the reporting of accidents and incidents. Include information regarding investigations and follow-up that may occur.
2.1B OPERATIONS MANUAL/ CABIN CREW MANUAL
2.1B.1 Define Operations Manual and Cabin Crew Manual and the Air Operator's responsibility to develop and maintain an Operations Manual and a Cabin Crew Manual and for ensuring Cabin Crew Members are familiar with the portions relating to their duties.
2.1B.2 Identify the Cabin Crew Manual as part of the Operations Manual, and
a required and legislated separate publication. Describe it's contents and the requirement to have an up-to-date manual readily available by each Cabin Crew Member during flight.
2.1B.3 Describe the means used by the Air Operator's to update, revise and amend the Cabin Crew Manual, and the requirement of the Cabin Crew Member to maintain an up to date manual at all times.
2.2 Cabin Crew Members TRAINING OBJECTIVE: The trainee will be able to describe their legislated roles and
responsibilities relating to their duties and in the interest of aviation safety.
SCOPE: GENERAL
2.2A GENERAL 2.2A.1 Describe the responsibility of Cabin Crew Members to maintain
knowledge of all safety and emergency procedures relating to their duties.
2.2A.2 Identify the requirement for Cabin Crew Members to perform their duties in accordance with approved procedures.
2.2A.3 Outline Cabin Crew Member responsibilities to ensure all flight documentation, publications, manuals are up to date and readily available onboard and that Cabin Crew Members are familiar with their contents. Cabin Crew Members are required to ensure that: a) a Record of Revisions is in the Cabin Crew Manual tracking
the amendments received and when they were inserted into the Cabin Crew Manual;
b) all amendments are reviewed and inserted in the appropriate section of the Cabin Crew Manual and not in their issued format (eg. stapled, cello-wrapped).
2.2A.4 Identify the responsibility of Cabin Crew Members to report any
onboard safety concerns to the pilot-in-command.
2.2A.5 Identify the requirement to keep all documentation relative to flight duties up to date at all times (eg. CMC, Passport, Civil ID, Security Pass, etc.).
2.2A.6 Outline crew member responsibilities to ensure that all equipment is available, in good working order, and properly secured when not in use.
2.2A.7 Identify the responsibility of Cabin Crew Members to report unserviceable equipment following established company procedures.
2.2A.8
Identify the responsibility for Cabin Crew Members to successfully complete required training and qualifications.
2.2A.9 Define the chain-of-command and describe the authority of the pilot-in-command and describe their importance relating to flight safety.
2.2A.10 Describe the requirement to be aware of the duties and responsibilities of other Cabin Crew Members and be prepared to assume those duties, if necessary.
2.2A.11 Define the procedure regarding attending and participating in crew briefings.
2.2A.12 Identify the importance for Cabin Crew Members to be constantly alert and therefore prepared to handle any abnormal/emergency situation as it may occur.
2.2A.13 Identify the responsibility of the Cabin Crew Members to comply with and enforce regulatory requirements.
2.2A.14 Describe Cabin Crew Member uniform policies.
TRAINING OBJECTIVE: The trainee will be able to describe the roles and responsibilities of DGCA-ASD and its Inspectors.
SCOPE: GENERAL
2.3A GENERAL 2.3A.1 Identify the types of regulatory control the DGCA-ASD exercises in areas of aviation safety.
2.3A.2 Outline the authority of DGCA-ASD Inspectors to inspect the operations of Air Operators. Describe the actions they may take if non-conformances are identified.
2.3A.4 Describe the types of inspections that may be carried out by DGCA-ASD Inspectors.
2.3A.5 Describe the procedure for the In-Charge to advise the pilot-in-command whenever an Inspector has identified himself as being on board, and conducting an inspection.
2.3A.6 Define the requirement for DGCA-ASD Inspectors to provide official identification. Describe the forms of identification that may be presented on the aircraft whenever a pre-flight or in-flight inspection is conducted. (DGCA-ASD Air Carrier Inspector Credentials)
2.3A.7 Identify the circumstances under which a DGCA-ASD Inspector could occupy a flight deck observer seat or a Cabin Crew jumpseat. (8)
TRAINING OBJECTIVE: The objective of CRM/Human Factors training is to enhance the communication and management skills of the trainee, as well as the importance of effective co-ordination and two-way communication between all crew members.
SCOPE: GENERAL CRM/Human Factors
2.4A GENERAL 2.4A.1 General instructions on CRM principles and objectives and Human Factors in aviation.
2.4B PROM THE
PERSPECTIVE OF THE
INDIVIDUAL CABIN CREW
MEMBER
2.4B.1 Personality awareness, human error and reliability, attitudes and behaviors, self-assessment.
2.4B.2 Stress and stress management
2.4B.3 Fatigue and vigilance.
2.4B.4 Assertiveness
2.4B.5 Situational awareness, information acquisition and processing.
2.4B.6 Identify the importance of crew coordination especially in abnormal and emergency situations.
2.2C FROM THE PERSPECTIVE
OF CABIN CREW TEAM
2.4C.1 Error prevention and detection.
2.4C.2 Shared situational awareness. Information acquisition and processing.
2.4C.3 Workload management
2.4C.4 Effective communication and co-ordination within the cabin, including inexperienced Cabin Crew Members, cultural differences.
2.4C.5 Leadership, co-operation, synergy.
2.4C.6 Individual and team responsibilities, decision making, and actions.
2.4C.7 Identification and management of human factors: crowd control, passenger stress, conflict management, medical factors.
3.1 Crew Coordination TRAINING OBJECTIVE: The trainee will be able to identify the components of crew
coordination, its importance to operational safety and ways it may be achieved.
SCOPE: GENERAL CREW COORDINATION
3.1A GENERAL 3.1A.1 Describe the importance of common terminology.
3.1A.2 Describe the importance of Cabin Crew Members being aware of other Cabin Crew Members duties, responsibilities, workloads and expectations
3.1A.3 Outline the importance of pre-flight briefings to share relevant flight and safety information, outline expectations and develop communication channels.
3.1B CREW COORDINATION
3.1B.1 Describe the importance of crew coordination when applying approved procedures.
3.1B.2 List the positive effects of crew coordination in enhancing flight safety.
3.1B.3 Outline the benefits of crew coordination on working environment and morale and the effect this has on flight safety.
3.1B.4 Identify the importance of crew coordination especially in abnormal and emergency situations.
3.1B.5
Identify how poor crew coordination has contributed to aircraft accidents and incidents and outline strategies to improve crew coordination.
TRAINING OBJECTIVE: The trainee will be able to describe the importance of, and the procedures for, effective communication in normal, abnormal and emergency situations.
SCOPE: GENERAL COMMUNICATION PASSENGER ANNOUNCEMENTS
3.2A GENERAL 3.2A.1 Define communication and list the differences between normal,
abnormal and emergency communications and describe ways of communicating effectively in either situation (e.g. speed, volume, choice of words, enunciation etc).
3.2A.2 Describe the procedures for normal, abnormal and emergency communication.
3.2A.3 Describe the importance of effective communication especially when dealing with abnormal and emergency situations.
3.2A.4 Describe the responsibility of Cabin Cabin Crew Members to provide completeand accurate information to the pilot-in-command to assist in decision-making.
3.2B COMMUNICATION 3.2B.1 Identify the difference between verbal and non-verbal communication and describe the effects of communicating different messages. Describe the potential hazards to flight safety if communication is not effective.
3.2B.2 Identify how poor communication has contributed to aviation accidents and incidents and discuss ways to minimize these communication deficiencies.
3.2C PASSENGER ANNOUNCEMENTS
3.2C.1 List the systems onboard for passenger announcements (e.g. PA, pre-recorded announcements, etc).
3.2C.2 Describe recommended passenger address techniques (e.g. how to hold the handset, volume, feedback in systems, etc).
3.2C.3
Describe when, and by whom cabin announcements shall be made, and the minimum content of each announcement (e.g. cabin baggage, pre-departure safety, after take-off, etc).
3.2C.4 Identify the importance of listening to all announcements in the
event that the announcement may contain emergency signals or information.
3.3 Surface Contamination TRAINING OBJECTIVE: The trainee will be able to define what is meant by surface
contamination.
SCOPE: GENERAL DE-ICING/ANTI-ICING
3.3A GENERAL 3.3A.1 Define surface contamination and hazards to flight associated
with surface contamination.
3.3A.2 Define aircraft critical surfaces for each of the aircraft types in the Air Operator’s fleet.
3.3A.3 Identify an awareness of the conditions most likely to produce surface contamination.
3.3A.4 Give examples of "clean" wing and visible signs of surface contamination (e.g. frost, ice, snow, including rain).
3.3B DE-ICNG/ ANTI ICING
3.3B.1
3.3.B.2
Describe when the Cabin Crew Member in-charge will be advised in adverse weather conditions whether or not de-icing/anti-icing will occur. Describe who is responsible for advising passengers when de-icing/anti-icing procedures are being conducted.
3.3B.3 Describe the different types of equipment used to accomplish de-icing (e.g. cherry-picker, car wash, etc.) and aircraft de-icing/anti-icing procedures.
3.3B.4 Describe the possible hazards whenever de-icing/anti-icing is taking place (e.g. inhaling de-icing/anti-icing fluid, de-icing/anti-icing fluid entering cabin through open doorways, the presence of glycol fumes in the cabin). Identify the procedures to deal with these situations.
3.4 Briefings TRAINING OBJECTIVE: The trainee will be able to identify the different types of briefings which
are required and the information which shall be included in each.
SCOPE: CREW BRIEFINGS PASSENGER BRIEFINGS
3.4A CREW
BRIEFINGS 3.4A.1 Identify the importance of crew briefings including enhancing crew
communication and coordination, establishing expectations and clarifying procedures.
3.4A.2 Outline when crew briefings are required including normal, abnormal and emergency situations.
3.4A.3 Identify the types of crew briefings (e.g. PilotIin-Charge Cabin Crew Member and In-Charge/other Cabin Cabin Crew Members).
3.4A.4 Describe the topics to be covered in the crew briefing(s).
3.4A.5 Identify the Cabin Crew Member’s responsibility to ask questions if all the required information has not been given in a briefing or if the information is unclear.
3.4A.6 Identify who is required to attend each type of crew briefing and their expected level of preparedness and participation.
3.4B PASSENGER BRIEFING
3.4B.1 Identify the requirement for passenger safety briefings prior to departure.
3.4B.2 Identify the content of the mandatory announcements and when they shall be performed: a) cabin baggage; b) pre-flight safety announcement/demonstration; c) after take-off; d) enroute turbulence; e) pre-landing; f) after landing; and g) special attention passenger individual pre-flight briefing.
3.4B.3
Identify the requirement to relay safety related messages to passengers (e.g. whenever flight conditions change, abnormal or emergency situations).
3.4B.4 Identify the equipment used in a passenger safety briefing. Describe and demonstrate how the safety demonstration will be performed.
3.4B.5 Describe the crew member responsibility for passenger briefings.
(e.g. who performs the briefing)
3.4B.6 Identify the means for gaining and maintaining passenger attention when delivering safety briefings, including eye contact, enthusiasm, clear words, and synchronized actions with announcement and with other Cabin Crew Members.
3.4B.7 Describe the Air Operator’s procedures for delivering the passenger safety briefing and the equipment available to accomplish this. Where briefings are given using prerecorded tape or audio-visual equipment, describe the procedures established in the case of equipment failure.
3.4B.8 Identify and describe the briefing requirements for passengers requiring special handling including who briefs them, when the briefing occurs and the different briefing points for each type of special handling passenger.
3.4B.9 Describe the company procedure and minimum content of short taxi announcements.
3.5 Safety Checks TRAINING OBJECTIVE: The trainee will be able to identify the importance of cabin and
passenger safety checks and will define what is meant by the aircraft Minimum Equipment List.
SCOPE: GENERAL
3.5A GENERAL 3.5A.1 Identify the importance of, and the procedures applied to complete
cabin and passenger safety pre-flight, in-flight and pre-landing safety checks and their impact on flight safety.
3.5A.2 Identify the logbooks which are required on the aircraft and unserviceable tags. Identify the procedures for recording information in them including when and by whom entries are to made. Identify the types of items which would not be logged.
3.5A.3 Define what is meant by the Minimum Equipment List and identify the cabin items which are included.
3.5A.4 Identify the conditions which may have airworthiness implications and which should be brought to the immediate attention of the pilot-in-command (e.g. cracked windows, damaged door seals, excessive water spills or leaks, obvious structural damage).
3.5A.5 Identify the Cabin Crew Member procedures for reporting, removing and repairing all unserviceable items.
3.6 Passenger Handling TRAINING OBJECTIVE: The trainee will be able to identify the types of passengers which may
be carried and the general handling considerations which relate to safety.
SCOPE: GENERAL PASSENGER BOARDING
3.6A GENERAL 3.6A.1 Identify the requirement for passengers to comply with instructions of
Cabin Crew Members.
3.6A.2 Describe the types of passengers which may be carried including passengers who require special handling.
3.6A.3 Describe the procedures for acceptance and carriage of the following and include special handling considerations, seating and securing the persons and the equipment for all phases of the flight: a) Incubators; b) Stretchers; c) Persons with a disability unable to sit upright; d) Persons travelling with medical oxygen; e) Persons travelling with an attendant; f) Child restraint systems; g) Service animals; h) Unaccompanied minors; i) Prisoners; and j) Unescorted and escorted deportees. For each of the above cases, identify special handling considerations, seating (including restrictions on different aircraft types), securing persons and equipment (as applicable) for all phases of flight, and safety briefings.
3.6A.4 Identify the Air Operator's policy for accepting or denying boarding to passengers and who is responsible for making this decision.
3.6A.5 Identify the procedures for handling special passengers including safety briefings and seating restrictions on different aircraft types.
3.6A.6 Outline the regulatory requirements regarding passengers or crew members who appear to be impaired due to alcohol or drugs.
3.6B.1 Define Cabin Crew Member responsibilities for passenger supervision while the aircraft is on the ground, including boarding, deplaning, and station stops. Include the number of Cabin Crew Members that shall be present on the aircraft for the above.
3.6B.2 Identify the importance of safety duties over service duties during passenger boarding.
3.7 Passenger and Cabin Crew Member Seats and Restraints TRAINING OBJECTIVE: The trainee will be able to identify the requirements of and the
established procedures relating to seats and restraint systems for passengers and Cabin Crew Members.
SCOPE: PASSENGER SEATING CREW SEATING
3.7A PASSENGER
SEATING 3.7A.1 Outline the requirement for each person to have a seat with an
individual safety (seat) belt.
3.7A.2 Define exit row and describe the Air Operator's policy and procedures regarding exit row seating, and who may not occupy seats in these rows.
3.7A.3 Describe the procedures associated with the relocation of passengers in Compliance with exit row seating policies.
3.7A.4 Describe where special attention passengers may be seated, taking into consideration proximity to exits, availability of supplemental oxygen, ease of evacuation etc.
3.7A.5 Identify the passenger seating restrictions on aircraft equipped with upper deck/lower deck passenger seating, where applicable.
3.7A.6 Outline the seating restrictions regarding arm held infants.
3.7A.7 Describe the procedures for the use of onboard skycots, stating when these devices may be used, and restrictions regarding the occupant of the skycot.
3.7A.8 Describe the requirement for passengers to be seated in their assigned seats with seat belts fastened for taxi, take-off, landing and whenever advised by a Cabin Crew Member. Describe the required positioning of seats for take-off and landing.
3.7A.9 Describe the different types of seat belts/harnesses found on passenger seats on aircraft in the fleet, and the correct method of operation for each. Include description of extensions and the importance of verifying compatibility.
3.7A.10 Identify any placards or signage associated with passenger seating
and describe appropriate usage. (e.g. "Seat Unserviceable").
3.7B.1 Identify the persons authorized to occupy any of the crew seats onboard and who has the authority to make this decision.
s 3.7B.2 Identify the persons authorized to occupy any of the observer seats in
the flight deck.
3.7B.3 Describe the importance of ensuring serviceability of the Cabin Crew Member’s seats, who is responsible to ensure this, and when to check serviceability.
3.7B.4 Identify the components of a pre-flight serviceability check for a Cabin Crew Member seat. (e.g. to enable quick access).
3.7B.5 Describe the procedures to follow and the approved alternate seating in case of an unserviceable Cabin Crew Member seat.
3.7B.6 Describe the requirements for Cabin Crew Members to be seated with restraint systems fastened for aircraft movement on the surface (except for safety related duties), for take-off, landing and turbulence and whenever directed to do so by the pilot-in-command or the In-Charge Cabin Crew Member.
3.7B.7 Identify the correct way to sit in a Cabin Crew Member seat including the preferred position of hands, feet, legs and head to ensure maximum protection.
3.7B.8 Identify the rationale behind wearing the seat belt and shoulder harness and the hazards of improper use.
3.7B.9 Identify any placards or signage associated with crew seating and describe appropriate usage. (e.g. "Seat Unserviceable", "For Crew Use Only".
3.7B.10 Identify the signals/verbal command for Cabin Crew Members to take their assigned seats and to secure themselves. State who is responsible for giving these signals.
3.8A.2 Describe carry-on baggage regulations and company procedures.
3.8A.3 Identify the safety implications of improperly stowed carry-on baggage.
3.8A.4 Identify the approved stowage locations for carry-on baggage, any specific areas of the cabin where carry-on baggage may not be stowed, (e.g. behind seats, lavatory compartments, etc.). Identify the requirement for placarding overhead bins, closets and drawers and the types of placarding used in the Air Operator's fleet.
3.8A.5 Describe the procedures for stowing awkward types of carry-on baggage, example: a) strollers; b) musical instruments; and c) canes, crutches, walking sticks, etc. d) Diplomatic mail.
3.8A.6 Describe the procedures for accepting carry-on baggage and procedures for non-acceptance.
3.8A.7 Describe announcement to passengers regarding carry-on baggage, when it is made, who is responsible for making it and how often it is made.
3.8A.8 Identify the Cabin Crew responsibilities for ensuring that all carry-on baggage is correctly stowed when required and prior to door closing.
3.8A.9 Outline the Air Operator's procedures for dealing with carry-on baggage that cannot be correctly stowed.
3.8A.10 Identify the importance of crew consistency in applying these requirements.
3.8A.11 Outline the Air Operator's policies and procedures for the carriage of live animals in the passenger cabin.
3.8A.12 Describe the Cabin Crew’s responsibility for monitoring carry-on baggage.
3.8A.13 Identify the effects of carry-on baggage on weight and balance (as applicable to the Air Operator's fleet).
3.8A.14 Describe the approved procedures for accepting and restraining seat-loaded baggage and cargo in the passenger cabin, and approved devices/equipment for accomplishing this.
3.8A.15 Describe the requirement to keep the exit areas clear and free from obstructions, such as carry-on baggage.
3.8A.16 Describe the requirement to maintain clear access to emergency equipment.
3.8A.17 Describe safety precautions for Cabin Crew Members when opening overhead bins, and when handling items of carry-on baggage in order to prevent personal injury.
3.8B CREW CARRY-ON BAGGAGE
3.8B.1 Describe the policies and procedures for stowing Crew baggage in the passenger cabin including accepting baggage from deadheading crew.
3.8B.2 Identify the Cabin Crew carry-on baggage stowage locations for each aircraft type.
3.9 Electronic Devices TRAINING OBJECTIVE: The trainee will be able to define what is meant by electronic devices,
and describe policies and procedures for their acceptance and use onboard aircraft.
SCOPE: GENERAL
3.9A GENERAL 3.9A.1 Define "electronic devices".
3.9A.2 Identify the electronic devices most likely to be carried onboard aircraft.
3.9A.3 List the potential hazards to flight safety associated with these
electronic devices.
3.9A.4 Describe the company policy/procedures relating to electronic devices and list exceptions to these regulations.
3.9A.5 Describe the conditions under which onboard phones provided by the Air Operator are approved for use.
3.9A.6 Identify the safety concerns associated with the use of "walkman" type headsets during critical phases of flight, abnormal operations, boarding, deplaning and while walking across an open apron.
3.9A.7 Outline the notification process to passengers regarding the use of electronic devices onboard aircraft and who is responsible for advising passengers.
3.9A.8 Describe crew responsibilities for monitoring passengers to ensure that only acceptable electronic devices are used onboard and that passengers comply with the conditions of use.
3.10 Service to Passengers on the Ground TRAINING OBJECTIVE: The trainee will be able to identify what is meant by service to
passengers on the ground, the conditions under which this can be accomplished and the procedures to do so.
SCOPE: GENERAL CREW RESPONSIBILITIES
3.10A GENERAL 3.10A.1 Describe service to passengers on the ground and the types of service
which may be provided in normal situations and also in abnormal situations (delays).
3.10A.2 Identify when this service is to be offered and who is responsible for making this decision.
3.10B CREW MEMBER RESPONSIBILITIES
3.10B.1 Identify the need for crew communication and coordination whenever passenger service is being offered on the ground (e.g. Cabin Crew to advise Deck Crew that service is taking place and Deck Crew to let Cabin Crew know how much time before aircraft starts to taxi.)
3.10B.2 State the requirement for the Deck Crew to give Cabin Crew adequate notice prior to aircraft movement so that equipment and supplies may be stowed and pre-take-off duties can be completed.
3.10B.3 Describe the prohibition against removing trolleys or serving carts from their stowed positions while aircraft is on the ground.
TRAINING OBJECTIVE: The trainee will be able to identify the regulatory requirements regarding fuelling/defuelling with passengers onboard and the procedures established for this situation for each aircraft type in the Air Operator's fleet.
SCOPE: GENERAL CREW RESPONSIBILITIES
3.11A GENERAL 3.11A.1 Describe fuelling and how/why defuelling may occur.
3.11A.2 List the potential hazards associated with fuelling/defuelling aircraft to
passengers, crew members and the aircraft.
3.11A.3 Identify the types of fuelling/defuelling procedures which require that passengers and crew be off-loaded and why the potential hazard is greater.
3.11A.4 Describe the procedures and precautions for fuelling/defuelling with passengers onboard.
3.11A.5 Define what is meant by designated evacuation exits during fuelling/defuelling and the associated procedures on each aircraft type in the Air Operator's fleet.
3.11B CREW MEMBER RESPONSIBILITIES
3.11B.1 Identify crew responsibilities and communication when fuelling/defuelling with passengers onboard.
3.11B.2 Describe the fuel leak or spill procedures and identify the communication and coordination procedures Cabin Crew Members are responsible for.
3.11B.3 Describe the procedures whenever fumes are detected in the cabin including crew communication and the decision to deplane passengers.
PREPARATION 3.12A.1 List the preparations which shall be completed to secure the cabin
prior to aircraft movement on the surface, take-off and landing and identify crew responsibilities to do so.
3.12A.2 Describe crew communication procedures prior to aircraft movement advising the pilot-in-command that all passengers are seated.
3.12A.3 Describe the procedures in place to ensure that the cabin of the aircraft is secure prior door closing, and the commencement of aircraft movement on the surface, take-off/landing.
3.12A.4 Describe the requirements and procedures for stowing equipment and securing galleys.
3.12B CREW MEMBER RESPONSIBILITIES
3.12B.1 Define "critical phases of flight", when this is in effect and the procedures associated with it.
3.12B.2 Define "sterile flight deck", and associated procedures.
3.12B.3 Identify the potential hazards to flight safety of violating the sterile flight deck rule with non-safety related issues.
3.12B.4 Identify when Cabin Crew Members are required to violate the sterile flight deck rule. Describe the safety related information that should be conveyed and the need to be clear, concise, specific and timely.
3.12B.5 Define "silent review" and identify the components, when it shall be done and who is required to complete it.
3.12B.6 Describe take-off/landing stations and when they are required to be occupied.
3.12B.7
3.12B.8
Identify when Cabin Crew Members shall have their seat belt and shoulder harnesses fastened at their station/seat.
3.13 Apron Safety TRAINING OBJECTIVE: The trainee will be able to identify the components of apron safety, the
responsibilities for passenger movement on airport aprons and the procedures established to accomplish this safely.
SCOPE: HAZARDS ON APRONS CREW RESPONSIBILITIES
3.13A HAZARDS ON
APRONS 3.13A.1 Identify the hazards associated with airport aprons, (e.g. inadequate
lighting, aircraft/ground service traffic, noise and weather).
3.13A.2 Describe the hazards associated with traffic on the apron including aircraft movement, propellers, rotors, jet blast/exhaust, vehicles, etc.
3.13B CREW MEMBER RESPONSIBILITIES
3.13B.1 Identify the established procedures and requirements for escorting passengers across airport aprons.
3.13B.2 Describe the coordination required between Cabin Crew Members and ground staff to ensure passenger safety (e.g. stairs in place) and ways to achieve it.
3.13C
Helicopter Operators
3.13B.3 3.14C.1 3.14C.2 3.14C.3 3.14C.4 3.14C.5
Identify the responsibilities for opening/closing, locking/unlocking airport terminal doors. List the apron safety hazards associated with helicopter operations. Describe the correct ways to approach a helicopter with and without the rotor engaged. Identify communication and coordination procedures between crew and ground staff to ensure passengers are escorted to and from the helicopter. Describe when it is safe to board/deplane passengers and who is responsible for this decision, and how this information is conveyed to crew members. Describe Operational Regulations differing from fixed wing operations.
3.14 Turbulence TRAINING OBJECTIVE: The trainee will be able to identify the hazards associated with
turbulence and the procedures for ensuring passenger and crew safety during periods of in-flight turbulence.
SCOPE: GENERAL CREW RESPONSIBILITIES
3.14A GENERAL 3.14A.1 Describe turbulence and the classifications of turbulence.
(e.g. light, moderate, severe)
3.14A.2 List the potential hazards to aircraft, crew and passengers in turbulence.
3.14B CREW MEMBER RESPONSIBILITIES
3.14B.1 Identify the importance of crew communication and crew coordination in conditions of turbulence and describe communication and coordination procedures.
3.14B.2 Describe safety advice to passengers during turbulence.
3.14B.3 Outline the Cabin Crew Member’s responsibilities to ensure that passengers comply with the requirements and procedures, and for Cabin Crew Members to comply with the regulation.
3.14B.4 Outline Cabin Crew member responsibilities when Seat Belt Sign is on in-flight for turbulence. Include impact on in-flight services.
3.15 Crew Member Incapacitation
TRAINING OBJECTIVE: The trainee will be able to identify the procedures for dealing with incapacitated crew members.
SCOPE: GENERAL PILOT INCAPACITATION CABIN CREW MEMBER INCAPACITATION
3.15A GENERAL 3.15A.1 Define what is meant by incapacitated crew members and identify possible
causes (e.g. illness, injury, death, physical and mental incapacitation).
3.15A.2 Identify the impact on flight safety of an incapacitated pilot or Cabin Crew Member on different aircraft types in the fleet.
3.15A.3 Identify the preferred locations for relocating incapacitated crew members on different aircraft in the Air Operator's fleet.
3.15A.4 Identify how and where to secure an incapacitated crew member for landing or during periods of in-flight turbulence.
3.15A.5 Identify the crew communication procedures to advise of crew member incapacitation including Deck Crew, Cabin or In-Charge.
3.15B PILOT INCAPACITATION
3.15B.1 Identify the assistance Cabin Crew Members will be required to provide in the flight deck.
3.15B.2 Describe the procedures for assisting an incapacitated pilot.
3.15B.3 Describe and demonstrate the procedures for administering first aid oxygen to an incapacitated pilot.
3.15B.4 Describe the procedures for removing an incapacitated pilot from the flight deck.
3.15C CABIN CREW INCAPACITATION
3.15C.1 Identify the crew coordination procedures to ensure that the safety and emergency duties of the incapacitated Cabin Crew Member are assumed, who is responsible for this decision.
3.15C.2 Outline the procedures associated with an incapacitated Cabin Crew Member.
3.16 Flight Deck Protocol TRAINING OBJECTIVE: The trainee will be able to identify the procedures associated with entry
3.16A GENERAL 3.16A.1 Identify the credentials/company policy for flight deck entry and describe the authority of the pilot-in-command to give permission for access to the flight deck.
3.16A.2 Describe the policies and procedures for locking/unlocking the flight deck door.
3.16A.3 Describe the components of flight deck protocol, including: a) coordinating passenger visits with pilot-in-command and
available oxygen masks (maximum numbers); b) supervising passengers in flight deck; c) awareness of pilot(s) monitoring radio call; d) briefing passengers on appropriate behavior in the flight deck; e) meal service to pilots: different meals, ovens, times; f) passing of beverages; g) use of tray to pass beverages; and h) insulate hot drinks.
3.16A.4 Identify crew communication and crew coordination procedures associated with flight deck visits.
3.18 Post Flight Duties TRAINING OBJECTIVE: The trainee will be able to identify their post-flight safety related duties.
SCOPE: DOCUMENTATION COMMUNICATION
3.18A DOCUMENTATION 3.18A.1 Describe the safety related documentation procedures which shall be
completed after each flight and who is responsible for its completion. (Experience in completing appropriate documentation correctly is recommended for each trainee.)
3.18B COMMUNICATION 3.18B.1 In instances of a crew change, identify the responsibility of the Cabin Crew to brief the new Cabin Crew regarding any unserviceabilities, special passengers and any other safety related matters pertinent to their flight.
3.19 Oxygen Administration TRAINING OBJECTIVE: The trainee will be able to identify the importance of oxygen,
when it may be necessary to administer oxygen, and identify the procedures for oxygen administration using the different oxygen sources on the Air Operator's aircraft.
SCOPE: GENERAL PROCEDURES
3.19A GENERAL 3.19A.1 Identify the physiological importance of oxygen.
3.19A.2 List the circumstances when additional oxygen may be
required (e.g. decompressions, medical emergencies).
3.19A.3 Identify when oxygen shall be available for passengers and crew, and the requirement to brief passengers on the availability of oxygen.
3.19A.4 Describe in general terms the types of oxygen available on the Air Operator's aircraft including fixed and portable systems.
3.19B PROCEDURES
3.19B.1 Describe procedures for use of the fixed cabin oxygen system.
3.19B.2 Describe procedures for use of the portable oxygen system.
3.19B.3 Describe procedures associated with using the flight deck oxygen system.
3.19B.4 List the precautions whenever oxygen is being administered. (e.g. no open flame, monitor supply etc.).
3.19B.5 Describe the crew communication procedures in each circumstance when oxygen is being used.
3.19B.6 Describe procedures for oxygen provided by passenger or Air Operator for continuous use during flight.
3.19B.7 Describe advice to passengers and who is responsible for briefing the passengers.
3.19B.8 Describe how to administer oxygen to an adult, child and infant.
TRAINING OBJECTIVE: The trainee will be able to identify the Air Operator’s policy and procedures when dealing with an unruly and disrutive passenger(s).
SCOPE: GENERAL PROCEDURES
3.20A GENERAL 3.20A.1 Identify the Air Operator’s policy regarding unruly and
disruptive passenger(s).
3.20A.2 Identify the importance of preventing passenger(s) exhibiting unruly and disruptive behaviour from boarding the aircraft and responsibilities of employees involved in this action.
3.20A.3 Identify the hazards associated with unruly and disruptive passenger(s) behaviour.
3.20A.4 Identify the role of the pilot-in-command as decision maker when dealing with incidents occuring on board the aircraft in flight.
3.20A.5 Identify the types of unruly and disruptive behaviour (i.e. verbal and physical abuse, smoking, alcohol, etc.) and the coping mechanisms for each.
3.20A.6 Identify the factors which influence behaviour, their cause and effects.
3.20A.7 Identify the procedures for reporting incidents of unruly and disruptive passsenger(s) to the Air Operator, Police and other authorities.
3.21 Bomb Threats TRAINING OBJECTIVE: The trainee will be able to identify the Air Operator’s policy
and procedures when dealing with bomb threats.
SCOPE: GENERAL PROCEDURES
3.21A GENERAL 3.21A.1 Identify the Air Operator’s notification and alerting
procedures regarding bomb threats on the ground or inflight.
3.21A.2 Identify the safety precautions to be taken when a bomb has been located.
3.21A.3 Define the less hazardous locations on the aircraft.
3.21A.4 Explain the procedures for moving a bomb to a less hazardous location.
3.21A.5 Explain the procedures for securing a bomb to minimise the effects of the detonation.
3.21A.6 Identify the procedures for moving passengers away from the bomb.
3.21A.7 Explain the Air Operator’s landing procedures. (i.e. after landing aircraft may be parked in a secure area on the airport)
3.21A.8 Define the Air Operator’s post-incident procedures and describe the different groups (e.g. media, legal, investigators, etc.) which will attempt to solicit information from Cabin Crew Members and outline the procedures for dealing with these groups.
3.21A.9 Describe the Air Operator's experience with incidents involving bombs and bomb threats.
3.22 Unlawful Interference (Hijack) TRAINING OBJECTIVE: The trainee will be able to identify the Air Operator’s policy
and procedures when dealing with Unlawful Interference.
SCOPE: GENERAL PROCEDURES
3.22A GENERAL 3.22A.1 Describe the definition of unlawful interference (i.e. hijacking)
3.22A.2 Identify the Air Operator’s notification and alerting
procedures.
3.22A.3 Describe the Air Operator’s inflight strategies.
3.22A.4 Explain the Air Operator’s landing procedures. (i.e. after landing aircraft may be parked in a secure area on the airport)
3.22A.5 Define the Air Operator’s post-incident procedures and describe the different groups (e.g. media, legal, investigators, etc.) which will attempt to solicit information from Cabin Crew Members and outline the procedures for dealing with these groups.
3.22A.6 Describe the Air Operator's experience with incidents involving unlawful interference.
4.1 Fire Fighting TRAINING OBJECTIVE: The trainee will be able to identify the types of fire, fire
detection and fire fighting systems and the established fire fighting procedures.
SCOPE: GENERAL CREW RESPONSIBILITIES PROCEDURES-CABIN PROCEDURES-EXTERNAL
4.1A GENERAL 4.1A.1 Identify the threat to safety from in-flight fires.
4.1A.2 Identify hazards associated with onboard fires including
toxicity of smoke/fumes, flammability of cabin materials, variety of combustible materials.
4.1A.3 Identify the obstacles to fire fighting onboard aircraft including limited visibility due to smoke/fumes, fire fighting in confined space, difficulty in locating/accessing the source of the fire, limited resources to fight the fire and distance to suitable airport for landing.
4.1A.4 Describe experience(s) with fire accidents/incidents. Identify the safety lessons learned as a result.
4.1A.5 Describe the legislated requirements regarding fire safety (e.g. onboard smoke detectors, waste receptacle fire extinguishers, floor lighting etc.).
4.1A.6 Define fire chemistry, including the elements which shall be present for fire to occur (e.g. fuel, heat, oxygen, chemical reactions).
4.1A.7 List the classes of fire which may occur on aircraft: Class A - combustible material fires, Class B - grease/spill fires, Class C - electrical and Class D - fire involving metals and the possible sources for these fires.
4.1A.8 Describe importance of early detection and correct recognition.
4.1A.9 Identify the characteristics and behaviour of fire (e.g. What you will see, how the fire will behave) in different cabin environments and fire propagation.
4.1A.10 Describe the means of fire/smoke detection; (e.g. Smell, auditory, visual, tactile).
4.1A.11 Describe the chemical properties of each type of fire
extinguisher, including hazards to occupants and aircraft systems and how it extinguishes fire.
4.1A.12 Describe each piece of fire fighting equipment onboard (including protective breathing equipment, protective clothing) and include the following in the description: a) purpose; b) stowage, location, access, retrieval; c) serviceability; d) operation; e) duration; f) limitations; g) conditions of use; and h) care after use.
4.1B CREW MEMBER RESPONSIBILITIE
S
4.1B.1 Identify the responsibility for crew to maintain situational awareness and investigate immediately whenever an onboard fire situation is suspected and when an onboard fire detection system is activated.
4.1B.2 Identify the importance and responsibility to be prepared to implement appropriate fire fighting procedures.
4.1B.3 Define the specific crew member responsibilities for fire fighting onboard: a) fighting fire; b) back-up equipment/second fire fighter; c) communication; and d) passenger control.
4.1B.4 List fire prevention measures and crew responsibilities for fire prevention including but not limited to: a) practicing and maintaining safe work habits; b) enforcing smoking regulations; c) monitoring cabin, lavatories, cargo compartments; d) awareness of popped circuit breaker procedures; and e) prompt investigation of fire detection alarms, unusual
odours, heat build-up, deformation of aircraft components, etc.
4.1B.5 Describe the importance of crew coordination in fire fighting and identify ways that this may be achieved.
4.1B.6 Describe the importance of crew communication in fire fighting and providing pilot-in-command with accurate information on fire source, location, extent/severity or fire/smoke, fire fighting actions.
4.1C
PROCEDURES -
CABIN
4.1C.1
Describe the fire fighting procedures for specific types of fires, (e.g. galley, oven, lavatory, electrical, upholstery, etc).
4.1C.2 Describe the techniques and procedures for fighting fires including finding the source of the fire, type of extinguisher to use, additional fire fighting equipment needed, techniques for using extinguishers, complications to fighting types of fires, limitations to fighting fires, post-fire procedures, crew communication, crew coordination procedures and passenger-handling.
4.1C.3 Identify ways to maintain breathing comfort for cabin occupants.
4.1C.4 Define flashover and flash-fire. Describe the cause of each and the conditions under which each is likely to occur.
4.1D PROCEDURES - EXTERNAL
4.1D.1 Identify the types of external fires which could affect flight safety including but not limited to: a) engine fires; b) APU and engine torching; c) fuel spill/apron fires; d) fires on loading bridges; and e) service vehicle fires
4.1D.2 Describe established procedures for dealing with fire situations including recognition, crew communication and crew coordination.
4.1D.3 Identify the communication and coordination required with ground personnel and describe the fire fighting assistance ground personnel can offer and the assistance Cabin Crew Members can provide to ground personnel.
4.2 Smoke/Fumes in the Cabin TRAINING OBJECTIVE: The trainee will be able to identify the hazards associated
with fumes and/or smoke in the cabin, potential sources and
the established procedures if fumes and/or smoke are detected in the cabin, in flight or on the ground.
SCOPE: GENERAL CREW RESPONSIBILITIES
4.2A GENERAL 4.2A.1 Identify the possible sources of fumes and smoke in the cabin.
4.2A.2 Describe the potential hazards to the aircraft and the occupants from smoke/fumes in the cabin.
4.2B CREW MEMBER RESPONSIBILITIE
S
4.2B.1 Describe the requirement of crew to be alert for smoke and fumes in the cabin (e.g. during fuelling, de-icing/anti-icing etc.).
4.2B.2 List the crew communication procedures associated with smoke/fumes in the cabin including how to notify the pilot-in-command of the situation and what information is required.
4.2B.3 Describe the procedures for dealing with smoke/fumes in the cabin including locating the source, notifying the pilot-in-command, Crew coordination, ensuring passengers breathing comfort, Preparation for rapid deplanement or evacuation.
4.2B.4 Describe the authority of the pilot-in-command to relocate passengers if smoke/fumes are present in the cabin and when this decision may be made.
4.2B.5 Define "smoke removal", and “smoke control”, and describe the associated procedures on the Air Operator's aircraft types, as applicable and in accordance with the manufacturer's specifications, including crew communication, crew coordination and advice to passengers.
4.2B.6 Describe how to recognize "condensation" in the cabin, its similarity to smoke and describe causes and the phases of flight when it may be visible.
4.2B.7 Identify the advice to passengers in case of condensation in the cabin, who gives this advice, when it is given and the importance of communicating with passengers to minimize panic.
4.3 Rapid Decompression and Cabin Pressure Problems TRAINING OBJECTIVE: The trainee will be able to recognize a rapid decompression
and cabin pressurization problems, associated crew responsibilities and the established procedures for dealing with each condition.
4.3A GENERAL 4.3A.1 Define rapid decompression and cabin pressurization
problems.
4.3A.2 Identify the potential threat to flight safety caused by a rapid decompression.
4.3A.3 Identify the potential causes of a rapid decompression (e.g. fuselage failure, air pack failure) and cabin pressurization problems (e.g. door seal leak, cracked window, system malfunction, etc.).
4.3A.4 Describe the mechanical indications and physiological effects associated with each condition.
4.3A.5 Describe the effects of oxygen deficiency on human performance and identify the importance in recognizing these signs and symptoms in other crew members.
4.3A.6 Identify the importance of blow-out panels and where these may be located on each aircraft type in the Air Operator's fleet.
4.3A.7 List the crew member procedures associated with a rapid decompression and cabin pressurization problems.
4.3A.8 Describe the effects of a rapid decompression on any unsecured objects, or persons in the immediate area.
4.3A.9 Describe the likely aircraft attitude associated with an emergency or rapid descent following a rapid decompression, and what is meant by safe altitude and the importance of reaching a safe altitude quickly.
4.3A.10 Identify the likely cabin conditions in a rapid decompression and the ways Cabin Crew Members can ensure safety for themselves and passengers.
4.3B CREW MEMBER RESPONSIBILITIE
S
4.3B.1 Describe means and procedures for crew to passenger communication during a rapid decompression and cabin pressurization problems.
4.3B.2 Identify the immediate actions Cabin Crew Members shall
4.3B.3 Describe the crew communication procedures (e.g. signal for beginning a post-decompression walk-around, who is responsible for giving this signal and when it will be given, etc.)
4.3B.4 List the crew member duties in a post-decompression walk-around and safety priorities.
4.3B.5 Identify the importance of crew coordination and methods of achieving this coordination.
4.4 Evacuations TRAINING OBJECTIVE: The trainee will be able to identify the types of evacuations,
crew responsibilities and procedures relating to the different types of evacuation situations.
SCOPE: GENERAL CREW RESPONSIBILITIES EVACUATION PROCEDURES POST-EVACUATION ACCIDENT/INCIDENT REVIEW
4.4A GENERAL 4.4A.1 Define evacuation and rapid deplanement.
4.4A.2 Identify the types of occurrences which may require
evacuation or rapid deplanement, who is responsible for making this decision, and the factors to be considered when making this decision.
4.4A.3 Outline factors affecting survivability in evacuation such as fuselage break-up, smoke, fire, etc..
4.4A.4 Define the types of evacuations (e.g. prepared and unprepared).
4.4A.5 Define "ditching" and "inadvertent water contact". Describe the conditions which may be associated/expected with each type of emergency.
4.4A.6 Identify the factors which could adversely affect aircraft flotation in water landings (e.g. structural damage, weight, centre of gravity, outside conditions etc.).
4.4A.7 Describe the need to be prepared during critical phases of flight due to increased risk of accidents.
4.4A.8 Describe the different aircraft attitudes possible as a result of accidents/incidents (e.g. gear collapse, off-runway, shift in centre of gravity).
4.4A.9 Describe the effect of environmental conditions in evacuations (e.g. strong winds, terrain, snow/ice).
4.4A.10 Identify the importance of time in evacuations and how time affects survivability in different accident situations.
4.4A.11 Describe the type of assistance which may be available at the various airports in the operator's route system. Include ways Cabin Crew Members can manage the evacuation to coordinate their actions with the ground rescue personnel.
4.4B CREW MEMBER RESPONSIBILITIE
S
4.4B.1 Define situational awareness and the responsibility of Cabin Crew Members to be situationally aware (e.g. unwarranted evacuations).
4.4B.2 Identify the requirement of Cabin Crew Members to be aware of their duties and the duties of other Cabin Crew Members and what this means in an evacuation.
4.4B.3 Identify the responsibility of Cabin Crew Members to assist passengers and fellow Cabin Crew Members in an evacuation and any limitation to this responsibility. Outline the conditions when Cabin Crew Members should evacuate themselves.
4.4B.4 Describe ways to assist incapacitated passengers and fellow Cabin Crew Members in evacuations.
4.4B.5 Describe the importance of silent review in preparing for a possible evacuation.
4.4B.6 Describe the importance of crew communication in an evacuation and the established communication signals for evacuations. Include who is responsible for activating evacuation signals.
4.4B.7 Identify when Cabin Crew Members have the authority and the responsibility to initiate an evacuation.
4.4B.8 Identify the briefings required between deck crew/cabin crew in an emergency situation which may require an evacuation. Include the following information in the description: a) who is responsible to conduct briefing; b) when and where to conduct the briefing; c) what information is required; and d) how to conduct the briefing including time management
4.4B.9 Outline the responsibility of Cabin Crew Members to prepare passengers and the cabin in a prepared emergency situation, include the effect of time constraints.
4.4B.10 Describe the different types of passenger behaviour (e.g. passive, aggressive and hysteric) and identify effective ways of managing passenger behaviour in evacuations.
4.4B.11 Identify the responsibility of Cabin Crew Members to provide leadership in an evacuation and list ways this may be achieved.
4.4B.12 Define an Able-Bodied-Person (ABP). Describe the types of persons a crew member would choose for an ABP, the assistance they could provide and the special briefing instructions.
4.4B.13 Identify the responsibility of a crew member to assess
conditions prior to opening any exit.
4.4C EVACUATION PROCEDURES
4.4C.1 Describe the established evacuation procedures for each of the following types of evacuations: a) land evacuation - prepared and unprepared;
b) tidal flat; c) ditching evacuation; d) inadvertent water contact; and e) evacuation at an airport gate/ramp jetway.
4.4C.2 Outline the Air Operator's procedures for prepared emergency landings and evacuations. Include the following: a) crew communication procedures (e.g. Signals, briefings); b) crew coordination procedures (e.g. with the pilot-in-
command) and with other Cabin Crew Members; and
c) preparation priorities.
4.4C.3 Define brace position. Describe the effect of seat pitch on preferred brace positions. Identify the brace positions for Cabin Crew Members in forward or aft-facing seats, passengers (seat orientation as appropriate), including pregnant passengers, handicapped passengers and children and infants. Describe the effectiveness of each brace position and the importance of assuming the preferred brace position to minimize injury.
4.4C.4 Identify the signal(s) for assuming the brace position in emergency situations, when it is given, who is responsible for giving it and the crew responsibilities when the brace signal has been given. Identify when Cabin Crew Members should assume the brace position if no signal has been given.
4.4C.5 Identify the shouted commands for each type of evacuation and describe the rationale behind each of the commands. Describe the ways to increase the effectiveness of commands (e.g. voice tone, pace, volume, enunciation, body language, phraseology commands in unison).
4.4C.6 Identify the evacuation procedures for each type of exit (i.e. doors, windows, hatches, etc.).
4.4C.7 Describe the procedures for using evacuation aids (e.g. slides, ramps, ropes) or any other evacuation aid that is provided on the Air Operator's aircraft Include instructions on operation, use and instructions to passengers for using these.
4.4C.8 Identify the inflation times for the different evacuation aids
(e.g. slides, ramps, slide/rafts). Describe how to recognize if an evacuation device is fully inflated.
4.4C.9 Describe alternate procedures if initial inflation fails and if the inflation fails during the course of the evacuation.
4.4C.10
Describe the preferred techniques for special attention passengers using evacuation slides (e.g. handicapped, passengers with guide and service animals).
4.4C.11
Identify how Cabin Crew Members can manage evacuations in adverse conditions (e.g. heavy smoke, darkness).
2 Identify the importance of checking the cabin, flight deck and lavatories, after all passengers have been evacuated and describe how and under what conditions this should be accomplished.
4.4C.13
Identify the crew responsibilities for removal of equipment when they evacuate the aircraft and under what conditions this should be accomplished.
4.4D POST- EVACUATION
4.4D.1 Describe the responsibilities of Cabin Crew Members after an evacuation (e.g. grouping passengers, assisting with first aid etc.).
4.4D.2 List the types of survival situations Cabin Crew Members may encounter as a result of an evacuation including Wilderness, Arctic, Sea, Desert, Jungle survival as appropriate to the Air Operator's operation.
4.4D.3 Identify the importance of post-crash procedures to increase survivability in each of the survival situations. Include the following: a) survival first aid; b) survival priorities; c) hazards inherent in different environments; b) survival skills for different environments: c) involving equipment and supplies carried on the
aircraft; d) survival equipment; and e) signaling and recovery techniques.
4.4D.4 Describe the search-and-rescue systems, their scope of operation and how they are able to locate downed aircraft.
4.4D.5 Identify the onboard equipment and supplies which Cabin Crew Members could remove from an aircraft after an evacuation that would enhance survivability.
4.4D.6 Describe the different groups (e.g. media, legal, accident investigators) which will attempt to solicit information from Cabin Crew Members after an evacuation and outline the procedures for dealing with these groups.
4.4D.7 Describe the process of accident investigation and describe the official groups tasked with accident investigation, internationally and nationally. Identify their mandate and their role in aviation safety.
4.4E ACCIDENT/ INCIDENT REVIEW
4.4E.1 Describe the Air Operator's experience with accidents/incidents involving rapid deplanements and evacuations.
4.4E.2
4.4E.3
List the factors which have had positive and negatives effect on survivability.
Training Objective: The trainee will be able to identify fire detection and fire fighting systems and the established fire fighting procedures; and
recognize the Class B cargo compartment and its features.
Scope: General Crew Responsibilities Procedures
4.5A General
4.5A.1 Review available data and/or experience(s) with cargo compartment fire accidents/incidents. (i.e. South African Airways accident involving a B747 combi, which suffered an in-flight fire resulting in the total loss of the aircraft). Identify the safety lessons learned as a result.
4.5A.2 Identify which Transport Canada document govern main deck Class B
cargo compartment fire procedures. 4.5 A.3 Describe the Class B cargo compartment and its features. Include the
following in the description: a) Cargo loading envelope and limitations; b) Fire protection systems (i.e. fire containment covers and/or
suppression systems, as appropriate);
c) Smoke and fire detection systems and monitoring systems, if installed;
d) Load carrying methods (i.e. pallets, igloos, unit load devices, etc.) and restraint systems;
e) Access to cargo compartment (i.e. door key, barrier net, etc.);
f) Cargo compartment layout: restricted access routes and areas, roller ball mat systems, container/pallet restraints and cargo loading device step;
g) Communication systems and equipment; and
h) Lighting system controls.
4.5 A.4 Describe each piece of cargo fire fighting equipment onboard including protective clothing and breathing equipment. Include the following in the description:
4.5B.1 Define specific pre-flight crew member responsibilities in regard to the pre-flight inspection of the Class B cargo compartment and fire fighting equipment, and the in-flight inspection if applicable.
4.5 B.2 Define specific crew member responsibilities in regard to the Class B cargo compartment fire procedures: a) Communication; b) Passenger control;
c) Monitoring cargo compartment fire/monitoring for re-ignition of fire.
4.5B.3 Identify the importance of non-intervention (monitoring).
4.5C Procedures
4.5 C.1 Describe procedures for immediate and continuous communication, including terminology, as follows:
a) Upon detection of smoke/fumes/fire in the Class B cargo compartment;
b) During the fire; and c) Post-fire.
4.5C.2 Describe the monitoring and/or fire fighting procedures for specific types of fire protection systems (i.e. fire containment covers and/or fire suppression systems as appropriate).
4.5C.3 Describe communication procedures between the flight deck crew and cabin crew during normal flight operations for movement through the cargo compartment on aircraft equipped with a fire suppression system.
4.5C.4 Describe established verification procedure(s) that fire is out.
4.5C.5 Describe established procedure(s) for dealing with fire re-ignition problems.
5.1 Equipment and Procedure Review TRAINING OBJECTIVE: The trainee will be able to identify each piece of safety and
emergency equipment onboard the Air Operator's aircraft, describe its uses and the procedures associated with its operation.
SCOPE: GENERAL
5.1A GENERAL 5.1A.1 Define safety and emergency equipment.
PROCEDURE
REVIEW 5.1A.2 Describe each piece of safety and emergency equipment the
Air Operator has available onboard each aircraft based on the following points: a) general description; b) uses; c) location(s); d) pre-flight serviceability check(s); e) removal from stowage; f) how to operate; g) conditions for operation; h) operational limitations; i) operation under adverse conditions; j) precautions for use; and k) care after use.
6.1 Aircraft Physical Descriptions TRAINING OBJECTIVE: The trainee will be able to recognize the aircraft's main
characteristics and be able to describe the interior and exterior features.
SCOPE: GENERAL EXTERIOR DESCRIPTION INTERIOR DESCRIPTION
6.1A GENERAL 6.1A.1 Identify the manufacturer.
6.1A.2 Identify the model and series number of the aircraft, aircraft
family.
6.1A.3 Describe the aircraft type (e.g. wide-body, jumbo).
6.1A.4 Describe the performance features of the aircraft (e.g. range, cruising altitudes, cruising speeds).
6.1A.5 Identify the physical dimensions of the aircraft including height, length, wingspan.
6.1A.6 Identify the number of aircraft has in their fleet, where they are based.
6.1B EXTERIOR DESCRIPTION
6.1B.1 Identify how many engines the aircraft has, where they are located and the accepted way to refer to them. Include the APU in this description.
6.1B.2 Identify all the exits on the aircraft, the Air Operator's way to refer to them and their principle uses (e.g. L1; main boarding door).
6.1B.3 List and describe any distinguishing features (e.g. upper deck). Describe surface contamination critical surfaces.
6.1B.4 Identify exterior markings and features and their significance including but not limited to: tail/fin number, registration, navigation lights, landing lights, taxi lights, rotating beacon, strobe light(s), exits, etc.
6.1C INTERIOR DESCRIPTION
6.1C.1 Describe the flight deck configuration including seats, special features.
6.1C.2 Describe the cabin features of the aircraft including: crew and passenger seating, galleys, lavatories, cabin stowage areas, partitions, safety and emergency equipment locations, blow-out panels and any special features (e.g. crew rest areas). Include the following:
a) how many, locations, access, retrieval b) special features of each; c) operation including description of controls; d) precautions, limitations and conditions of use; e) serviceability checks; and f) procedures for malfunctions and care after use.
6.1C.3 Describe the operation of each of the crew seats, cabin and flight deck, and when they are occupied. Include the correct operation of the restraint system for each seat; the correct method for securing it to minimize injury; and the assigned crew member take-off/landing stations.
6.1C.4 List the types of fire detection systems onboard the Air Operator's aircraft including those in the passenger cabin and in main deck cargo compartments.
6.1C.5 Describe the fire detection systems onboard the Air Operator's aircraft including the following in the description: a) location; b) serviceability; c) limitations; d) activation; e) signals when activated; f) shut-off/re-set; and g) care after activation.
6.1C.6 Describe Cabin Crew Member’s cabin positions, in all configurations, for: pre-flight passenger safety demonstrations; and emergency landing briefings.
6.1C.7 Describe the aircraft's floatation characteristics; as well as the different aircraft attitudes possible as a result of accidents/incidents on land and water and any effect on exit usability.
TRAINING OBJECTIVE: The trainee will be able to identify the components of the galleys and describe the operation and procedures relating to their use.
SCOPE: GENERAL
6.2A GENERAL 6.2A.1 Identify the components of the galley (e.g. ovens, trolleys,
electrical panels).
6.2A.2 Describe the operation of each of these components.
6.2A.3 Identify the safety procedures associated with each of the galley components.
6.2A.4 Identify the safety implications of "safe work" practices in the galleys and ways to achieve this.
6.2A.5 Identify the potential hazards of spills and leaks in galleys and describe the procedures for dealing with them.
6.2A.6 Describe what is meant by "galley water shut-off valves" and identify the responsibility of Cabin Crew Members regarding these.
6.2A.7 Identify the function of circuit breakers in electrical panels and describe the procedures for tripped circuit breakers including reset and crew communication procedures. Describe the potential hazards to flight safety if circuit breaker procedures are not followed.
6.2A.8 Identify the Cabin Crew Member procedures for dealing with any electrical malfunctions in the galley.
6.2A.9 Describe the procedures for reporting unserviceabilities in the galleys and who is responsible for reporting them. Include the importance of communicating this information to the new crew in case of a crew change.
6.2A.10 Identify the types of restraint devices in galleys (and in the cabin for galley equipment). Identify the restraint devices for portable equipment (e.g. trolleys/carts etc.). Include descriptions on how to use them, when they are to be used and who is responsible for securing galley equipment. Describe the procedures and precautions for securing trolleys/carts and galley equipment in case of in-flight turbulence.
6.2A.11 Identify the procedures for securing galley curtains and the position they shall be secured in for take-off and landing and at station stops with passengers on board.
6.2A.12 Identify the approved stowage for excess galley equipment and supplies, especially during take-off and landing, and the approved location for garbage. Include the importance of keeping exit areas and emergency equipment stowage clear of obstruction and accessible.
6.3 Communications Systems TRAINING OBJECTIVE: The trainee will be able to describe the communication
systems onboard and be able to use it effectively in any onboard situation.
SCOPE: GENERAL INTERPHONE PUBLIC ADDRESS SYSTEM PASSENGER CALL SYSTEM ENTERTAINMENT SYSTEM AUTOMATIC ANNOUNCEMENT SYSTEM
6.3A GENERAL 6.3A.1 Describe the components of the communication systems for
Cabin Crew communication and communication to the passengers.
6.3A.2 Describe the procedures for using each of these components in normal and emergency situations and inoperative/unserviceable procedures.
6.3B INTERPHONE 6.3B.1 Describe the following points related to the cabin interphone: a) location of the handsets and controls; b) when would it be used/not used; c) what is the established call priority. Describe the
priority of system operation (override calling priority);
d) identify the response to flight deck calls; e) identify interphone protocol; f) describe and demonstrate use of the interphone; g) identify accompanying chimes, lights and other signals; h) describe the reset procedures after use; i) describe the interphone procedures; normal, emergency; and j) describe alternate procedures in case of system failure.
6.3C PUBLIC ADDRESS SYSTEM
6.3C.1 Describe the following points relating to the public address system: a) location of the PA microphones and controls; b) what is the established PA priority; c) describe and demonstrate use of the PA; d) identify accompanying chimes, lights and other signals; e) describe the reset procedures after use; f) describe the PA procedures; normal, emergency; and h) describe alternate procedures in case of system
failure.
6.3D PASSENGER CALL SYSTEM
6.3D.1 Describe the components location, operation and procedures associated with the passenger call system.
6.4 Lighting Systems TRAINING OBJECTIVE: The trainee will be able to identify the different components
of the interior and exterior lighting systems and be able to use them effectively in any situation.
SCOPE: GENERAL
6.4A GENERAL 6.4A.1 Describe the components of the interior and exterior lighting
systems onboard including fixed and portable components.
6.4A.2 Describe the function of each of the components of the lighting system.
6.4A.3 Describe the controls for the different components of the lighting system, including location and operation. Identify who is responsible for controlling each of them.
6.4A.4 Describe the features of each component when used in normal and emergency situations.
6.4A.5 Describe the procedures for use of each of the components of the lighting system in normal and emergency situations.
6.4A.6 Describe the alternate procedures for use in case of system failure.
6.4A.7 Describe the duration of components of the emergency lighting system.
6.4A.8 Identify the responsibilities for activating components of the lighting system in normal and emergency situations.
6.6 Oxygen Systems TRAINING OBJECTIVE: The trainee will be able to recognize the components of the
fixed oxygen systems and be able to use the systems effectively in any onboard situation.
SCOPE: GENERAL
6.6A GENERAL 6.6A.1 Describe the components of the oxygen systems onboard the aircraft, including flight deck and cabin sources.
6.6A.2 Describe when each of the oxygen systems components are used. Include description of use for first aid, decompression and supplemental purposes.
6.6A.3 Identify the location of the components of the oxygen system including the location of O2 masks and spares.
6.6A.4 Describe the crew responsibilities for the oxygen system.
6.6A.5 Identify how the system is activated, duration of oxygen flow
and flow rates. Include how to activate flow to each individual mask and ways to verify that oxygen is flowing to an individual mask.
6.6A.6 Identify alternate procedures to access oxygen masks when the system fails.
6.6A.7 Describe the crew communication procedures required to activate the oxygen systems.
6.7 Heating and Ventilation Systems TRAINING OBJECTIVE: The trainee will be able to identify the components of the
heating and ventilation systems and be able to implement correct procedures relating to these systems.
SCOPE: GENERAL
6.7A GENERAL 6.7A.1 Describe the components and operation of the heating and ventilation systems.
6.7A.2 Identify the location of the heating and exhaust vents which Cabin Crew Members need to be aware of.
6.7A.3 Describe the location of the controls and control panels for the heating and ventilation systems, the procedures for use and who is responsible for monitoring them.
6.7A.4 Describe any crew communication and crew coordination procedures when using the heating and ventilation systems.
6.7A.5 Identify conditions that may occur in the cabin associated with the system (e.g. condensation, glycol fumes, and residual oil smoke).
6.8 Exits TRAINING OBJECTIVE: The trainee will be able to identify the features of different
types of exits and flight deck escape routes and be able to effectively use them in any onboard situation.
SCOPE: GENERAL NORMAL OPERATION ABNORMAL OPERATION EMERGENCY OPERATION AIRSTAIRS
6.8A GENERAL 6.8A.1 Identify each of the different types of cabin exits and flight deck escape routes onboard the aircraft.
6.8A.2 Identify and describe the features of each of the exits and routes, and describe those designated as evacuation exits during fuelling.
6.8A.3 Identify what the normal function of the exit/route (e.g. boarding, service, emergency use only).
6.8A.4 Identify safety precautions associated with exit/route operation. Include potential hazards, (e.g. inadvertent slide deployment, injury to crew and ground personnel, etc).
6.8A.5 Identify the MEL relief given to operators when a door or slide is inoperative. Outline the conditions for this relief to be granted and the procedures which shall be followed.
6.8B NORMAL OPERATION
6.8B.1 Describe the procedures for operating the exit in normal mode including arming/disarming and opening/closing.
6.8B.2 Identify the precautions associated with using this exit in normal mode/situations.
6.8B.3 Identify who is responsible for operating the exit in normal situations.
6.8B.4 Describe the crew communication and coordination procedures, including any established signals associated with exit operation in normal situations. Identify who is responsible for ensuring that this communication occurs and the importance of this communication for flight safety.
6.8C ABNORMAL
OPERATION (NON-
ROUTINE)
6.8C.1 Identify what is meant by abnormal operation of the exit.
6.8C.2 Describe the features of the exit associated with abnormal operation.
6.8C.3 Describe the procedures for abnormal operation of the exit, including who is responsible for the exit operation, crew communication and crew coordination procedures.
6.8C.4 Identify any precautions for abnormal operation of the exit.
6.8C.5 Describe the door reset procedures.
6.8D EMERGENCY OPERATION
6.8D.1 Identify what is meant by emergency operation of the exit.
6.8D.2 Describe the features of the exit associated with emergency operation.
6.8D.3 Describe the procedures for operating the exit in emergency mode.
6.8D.4 Identify the precautions for using the exit in emergency situations.
6.8D.5 Describe any alternate procedures for use of the exit in the event it becomes unserviceable.
6.8D.6 Identify who is responsible for operating the exit in emergency situations.
6.8E AIRSTAIRS 6.8E.1 Define what is meant by airstairs and identify their location(s).
6.8E.2 Describe the features of the airstairs relating to normal, abnormal and emergency use.
6.8E.3 Describe the procedures for operating the airstairs in normal, abnormal and emergency situations. Identify the crew member responsibility for airstair operation.
6.8E.4 Identify the precautions relating to use of the airstairs.
6.8E.5 Describe the crew communication and the coordination procedures whenever the airstairs are being used.
6.9 Unique Features TRAINING OBJECTIVE: The trainee will be able to recognize the unique features of
each aircraft type and/or the differences within the type as a
result of interior configuration or manufacturer series differences.
SCOPE: GENERAL
6.9A GENERAL 6.9A.1 Identify any features, procedures and/or equipment unique or different to each aircraft in the Air Operator's fleet (e.g. electrical outlets, upper deck, interior doors/latches).
6.9A.2 Describe each of the differences, their impact on the Air Operator's standard operating procedures and the importance to flight safety of Cabin Crew Members being familiar with them.
6.9A.3 Describe the crew member responsibility to maintain proficiency with all aircraft safety and emergency equipment and systems.
DRILLS 7.1 Public Address System & Interphone System Drills 7.1.1 General
a) Relaying information to fellow Cabin Crew Members and to passengers is an important safety component of the crew member's duties.
b) The PA system and Interphone system are tools for relaying safety information thus using the systems correctly and effectively increases the probability of the message being received and understood.
7.1.2 Equipment Criteria.
At least one public address system and one interphone system of a type installed in the Air Operator's aircraft shall be used for the drills.
7.1.3 Performance Criteria Each trainee shall demonstrate communications techniques on a public address system and an interphone system and perform the following:
a) remove the PA microphone/handset from its stowage;
b) activate the PA system and (if applicable) verify that it is activated;
c) deliver at least one published safety or emergency announcement;
d) de-activate/reset the system after use;
e) re-stow the handset/microphone after use;
f) remove the interphone handset from its stowage;
c) correctly modified in accordance with requirements of the individual to whom briefing is being delivered;
d) proper usage of eye contact, body language; e) correct usage and simulation of the operation of each piece of
demonstration equipment; f) synchronizes demonstration actions with announcement;
g) displays confidence and leadership;
h) displays openness and ability to answer questions; and
i) verifies that briefing points were understood.
7.3 Aircraft Exit Operation Drills - Each Aircraft Type
7.3.1 Equipment Criteria
Each drill shall be performed using the appropriate aircraft or approved training device.
Exits equipped with slides shall include slide attached or slide drag simulation for emergency mode operations.
7.3.2 Normal Door Operation Performance Criteria
Each trainee shall operate each floor level exit type, for each aircraft type, in the normal mode and perform the following:
a) identify the signal and the conditions under which that exit may be opened/closed
b) assess the exterior and interior conditions for obstacles or hazards to persons or the exit during opening/closing (e.g. loading bridge, stairs, barrier straps/cords, equipment);
c) identify the signal for arming and disarming the exit; d) perform the arming and disarming sequence for the exit; e) verify the exit mode as armed and disarmed by completing
f) open and close the exit (in the normal (disarmed) mode); g) engage and release exit locking mechanisms and verify functioning
of locking mechanisms (e.g. gust lock); h) install and remove the barrier strap for that exit; and i) perform the opening/closing follow-up checks for that exit (e.g.
alignment of markings, closed/locked indicators etc.).
b) select the appropriate airstair controls and deploy/retract the airstairs;
c) verify that the airstairs are fully extended/retracted and lock them
into position;
d) demonstrate the correct extension/retraction of handrails, assist handles (if applicable); and
e) demonstrate any additional features that are associated with the airstairs e.g. tread lights.
7.4 Evacuation Drills 7.4.1 General
Evacuations are emergency situations which Cabin Crew Members shall effectively manage using their knowledge of procedures and the resources available to them. Skills are developed through practice. It is recognized that on aircraft with more than one crew member, an evacuation will likely involve multiple exits and Cabin Crew Members. Therefore, where a drill is performed for an aircraft with more than one crew member, the drill scenario shall involve a "typical" number of Cabin Crew Members. Where a cabin simulator is used to conduct the drills, the number of Cabin Crew Members who could participate at any time shall be appropriate to the cabin simulator configuration.
Each trainee shall assume an actual crew position and shall perform the designated evacuation responsibilities for that position. Where a double Cabin Crew Member seat is available and would normally be occupied by two Cabin Crew Members the drill shall be conducted to reflect this reality.
A trainee who is to qualify on aircraft operating with more than one crew member shall perform at least one drill with additional trainees.
A demonstration should be completed by an Instructor or by video demonstration prior to trainee conduct of evacuation drills. This will allow the trainees to see theory put to practice.
7.4.2 Simulation Scenarios
An evacuation drill is a training and evaluation scenario which shall portray an operational flight and include abnormal and emergency occurrences and interactions amongst Cabin Crew Members, Deck Crew Members and passengers.
A drill scenario shall not incorporate excessive variables that would overload a trainee, but not be limited so that there is reduced value to the exercise. The variables should differ in sequence from one drill to the next and can include but are not limited to the following:
a) unserviceable exits; b) inflation devices that fail or only partially inflate; c) aircraft attitude which necessitates a decision to use the exit or
redirect passengers; d) poor visibility (e.g. darkness, smoke); e) incapacitated Cabin Crew Members; f) exits which become unusable during the evacuation; g) special needs passengers (e.g. elderly, handicapped etc.); h) passengers in panic (e.g. positive, negative, false leadership); i) failure of aircraft emergency systems (e.g. lighting, evacuation
signal, communication etc); j) decompression; and
k) exits which require the use of non-standard "commands" (e.g. ramp with slide).
7.4.3 Unprepared Land and Inadvertent Water Contact Evacuation Drill Performance Criteria Each trainee shall perform at least one land and one inadvertent water contact evacuation drill that incorporates the procedures pertinent to a specific exit and perform the following:
a) secure themselves in a Cabin Crew Member seat; b) recognize that an emergency situation is developing and react
appropriately to the drill scenario; c) apply all applicable commands; d) recognize when and how to initiate the evacuation (e.g. commands,
evacuation horn etc.); e) activate emergency lights, evacuation horn; f) assess conditions inside and outside the exit to determine exit
usability throughout the evacuation; g) locate and don life jacket and command passengers as appropriate; h) prepare and open exit; i) secure exit in fully open position or ensure correct stowage; j) pull inflation handle(s) and ensure deployment, inflation of ramp,
slide; k) access escape tapes or escape ropes; l) access release handle(s) (e.g. slide disconnect, etc.); m) assume appropriate protective position; n) initiate passenger evacuation; o) final cabin, lavatory and flight deck checks and remove required
emergency equipment; and exit aircraft/trainer correctly; and p) demonstrate post evacuation procedures.
Trainee performance shall be observed, rated and debriefed according to:
a) correct usage seat mechanism, restraint system and brace position as appropriate for seat direction, location and drill scenario;
b) correct and timely reaction to emergency situations; c) consistent usage of appropriate terminology’s (e.g. commands, ABP
briefings) with clear, positive, authoritative communication techniques, as appropriate for drill scenario;
d) activates emergency lights, evacuation horn; e) selects appropriate exit for the evacuation scenario and the aircraft
type; f) assesses conditions inside and outside the exit to determine exit
usability throughout evacuation (e.g. clear of obstruction, fire, aircraft attitude, flow rate, slide conditions etc.);
g) preparation and correct operation of exit; h) secures exit in the fully open position or ensures correct stowage; i) pulls inflation handle(s) and verifies deployment, inflation of ramp,
slide; j) correctly accesses escape tapes or escape ropes; k) assumes and maintains appropriate protective body and hand
positions; l) effective usage of able-bodied persons for special needs
passengers (e.g. assisting outside aircraft and directing people away from the aircraft or onto flotation devices, crowd control etc);
m) adequacy of cabin checks, removal of equipment and additional supplies as scenario and Air Operator procedures dictate;
n) correctly accesses release handle(s) (e.g. slide disconnect, etc.); o) correctly applies procedures as related to scenario; p) correctly applies post evacuation procedures; and q) consequences of errors.
7.4.5 Crew Prepared Land and Ditching Evacuation Drill Performance Criteria
Each trainee shall participate as a crew member in at least one prepared Land evacuation drill and at least one Ditching drill and perform the following:
a) recognize the in-flight emergency signal from the flight deck and
react according to procedures; b) prepare passengers, cabin and self according to procedures and
scenario;
c) select and brief able-bodied passengers to assist as required (e.g. opening non-crewed exits, removal, launching rafts, crowd control, pairing with special needs passengers, assisting outside aircraft and directing people away from the aircraft or onto rafts);
d) recognize the emergency brace and evacuation signals and react accordingly;
e) prepare and operate exits;
f) evacuate passengers;
g) final cabin, lavatory and flight deck checks, remove required
emergency equipment; and evacuate aircraft/trainer; and
h) demonstrate post evacuation procedures. 7.4.6 Evaluation Criteria
Trainee performance shall be observed, rated and debriefed according to the contents of 7.4.3 and the following:
a) correct application of emergency landing preparation procedures; b) awareness of and appropriate response to passenger behaviour,
exit/slide condition, passenger flow rates, interior and exterior condition changes;
c) communication acknowledgement; d) problem identification and alternate solutions; e) accuracy in briefing of ABP’s; f) adequacy of cabin checks, removal of equipment and additional
supplies as scenario and Air Operator procedures dictates; g) drill participants shall demonstrate awareness of the
duties/responsibilities that must be completed following the evacuation scenario, (e.g. equipment responsibilities, life-raft/dinghy duties, head count, flotation responsibilities, protection from the elements, location, movement of passengers to a safe area, first aid etc.) according to Air Operator's procedures; and
h) consequences of error.
7.5 Raft Drill (Wet or Dry) 7.5.1 Equipment Criteria
The raft drill shall be conducted using life saving equipment that is identical to that installed in the aircraft with respect to weight, dimensions, appearance, features and operation. Rafts may be substituted where they are much the same with respect to weight, dimensions, appearance, features and operations and differences training has been provided.
c) slide down an inflatable slide from one of the categories, and for each other inflatable category receive a briefing depicting: the slide, slide/raft, ramp/slide activation and inflation both internally and externally;
(b) Each trainee shall perform an aircraft non-inflatable slide drill according to the following:
a) access and retrieve the evacuation slide, if not door mounted;
b) attach the evacuation slide clips to the appropriate attachment points
on the door frame(s);
c) position the slide at exit(s); and
d) slide down the slide.
7.8 Fire Fighting Drills 7.8.1 General
Drill scenarios will provide each trainee with the opportunity to combine procedural knowledge with practical skills. Their ability to successfully react to different fire situations will enhance their level of confidence and their ability to deal with fire in flight.
7.8.2 Simulation Scenarios
Cabin fire fighting drills may include class A, B, C fires in the following locations:
a) cabin area (e.g. under seat, overhead bin, closet);
b) galley area (e.g. garbage bin, upper electrical panel, oven);
Fire fighting drills shall be conducted using aircraft furnishings as found on the carrier's aircraft, such as seats, galley units, panels, waste bins etc., as appropriate to the drill. Fire fighting equipment and the brackets used for restraint shall be identical to those installed in the aircraft with respect to weight, dimensions, controls, types and operations. Fire extinguishers used for live fire fighting shall be charged with
the appropriate agent or with an environmentally friendly agent. Protective Breathing Equipment (P.B.E.) consisting of a portable oxygen bottle and full face mask shall be fully operational and charged with oxygen. Self contained P.B.E. may be substituted with a training smoke hood which is not operational. The Equipment Criteria, as specified above, shall apply to the required drills as reflected in 7.8.3, 7.8.4 and 7.8.5.
7.8.4 Equipment Practice
Each trainee shall practice the following:
a) remove from stowage, don and activate protective breathing equipment and practice communications;
b) remove from stowage and operate each type of fire extinguisher and
associated attachments (e.g. extinguisher fitted with hose attachment, extension/wand, etc.); and
c) initiate fire fighting procedures including intervention involving one or
more Cabin Crew Members or a passenger. 7.8.5 Live Fire Fighting Drill
Each trainee shall demonstrate the effectiveness of a fire extinguisher correctly applied to an actual fire while wearing a P.B.E.
7.8.6 Fire Fighting - Cabin - Performance Criteria
Each trainee shall demonstrate the ability to carry out fire fighting procedures in a cabin environment as a primary fire fighter and perform the following:
a) recognize that there is a potential fire situation (e.g. smoke detector
signal or unusual fumes, odours);
b) locate the source of fire;
c) apply communication/co-ordination procedures;
d) select and remove the nearest appropriate fire extinguisher and (if applicable) other fire fighting equipment;
e) inform, assist and control passengers;
f) operate the extinguisher; and
g) monitor for re-ignition, and apply post-fire follow-up procedures.
Trainee performance shall be observed, rated and debriefed according to:
a) recognition or identification of the problem;
b) correctly locates the source of the fire (e.g. tactile search, use of crash axe, etc);
c) effective communication/coordination procedures throughout the drill
(e.g. notifying fellow Cabin Crew Members of the situation, establish and maintain communication with the flight deck, providing clear, concise information to the pilot-in-command, advice assistance to passengers; etc.);
d) responds in a timely manner;
e) correct usage of fire fighting equipment consistent with the type of
fire, location of the fire and maximum effective position of the fire extinguisher;
f) undertake further action as required; and g) consequences of error.
The equipment shall be identical to that installed in the aircraft with respect to dimensions, appearance, features, controls, charge duration, operation and brackets used for restraint. The following drill does not need to be completed using each type of portable oxygen bottle installed in the aircraft provided the procedures, brackets, oxygen mask tubing, fittings and the means to activate the oxygen flow are the same from one bottle to the other. Where types differ, the drill shall be repeated with the appropriate equipment.
7.9.2 Portable Oxygen Bottle Performance Criteria
Each trainee shall use each portable oxygen bottle type according to the Air Operator's procedures and perform the following:
Table of Contents Section A Introduction ................................................................................................................
1. Requirements of the KCASR .................................................................................................
2. General Principles Applied to Control of Flight, Duty and Rest Time ......................................
3. Responsibilities of Operators and Crew Members .................................................................
4. Standard Provisions Applicable to an FTL Scheme ..............................................................
5. Operators' Schemes and Their Approval ...............................................................................
Section B The Scheme ................................................................................................................
The provisions of this Section set limits on the allowable duty hours and minimum periods of
rest for flight crew and cabin crew, employed by holders of a Kuwait Air Operator's Certificate.
The Section contains provisions that are applicable to both flight crew and cabin crew of all aircraft; however, where the nature of the work involved requires the application of other rules
then those differences are stated in separate paragraphs. Helicopter flying is covered in
paragraph 23 and the rules concerned with the work pattern of cabin crew in paragraph 24.
Paragraphs not applicable to helicopter crew or cabin crew are so annotated.
This edition supersedes all previous editions of Flight and Duty Time Limitations and Rest Requirements.
Definitions
For the purpose of this document, various terms used have the meanings defined below ascribed to them.
1) 'Acclimatised'
When a crewmember has spent 3 consecutive local nights on the ground within a
time zone which is 2 hours wide, and is able to take uninterrupted night’s sleep. The
crewmember will remain acclimatised thereafter until a duty period finishes at a place
where local time differs by more than 2 hours from that at the point of departure.
2) 'Contactable'
A short period of time during the day, other than on a `day off', during which the company requires a crew member to be at an agreed location for the purpose of giving notification of a duty period which will commence not less than ten hours ahead. The contactable period will be between [*] and [*] local time and shall not exceed 2½
hours.
* Times to be inserted by the company.
3) 'Crew/Flight Crew/Cabin Crew'
A member of flight crew or a cabin crew.
4) 'Days Off'
Periods available for leisure and relaxation, free from all duties. A single day off shall
include two local nights and shall be of at least 34 hours duration. Consecutive
days off shall include a further local night for each additional consecutive day off. A
rest period may be included as part of a day off.
5) 'Dispatch Crew'
A fully qualified and current flight/cabin crewmember authorised to carry out pre- flight
block of 2 consecutive night duties, such that the crew members can take a rest period
during a local night.
NOTE: Under this Option in the event of 2359 hours being exceeded, then only the first of the
2 planned consecutive night duties that impinge on any part of the period 0200 to 0459 hours
local time may be undertaken.
Option C - 3 consecutive night duties
Should any duties be scheduled to be carried out within any part of the period 0200
and 0459 hours local time, for 3 consecutive nights, then crew members will finish the
duty preceding this series of duties by 2100 hours local time before commencingthe
block of consecutive night duties, such that the crew members can take a rest period
during a local night.
NOTES: 1) Under this Option in the event of 2100 hours being exceeded, then only the first
of the 3 planned consecutive night duties that impinge on any part of the period
0200 to 0459 hours local time may be undertaken.
2) In all cases the limits in paragraph 7.2 or 7.3 must not be exceeded (i.e.
maximum of 3 consecutive nights and 4 in 7 consecutive days).
7.3.1 This paragraph is not applicable to helicopters.
However, crewmembers who are employed on a regular night duty for a maximum of 5 consecutive nights shall work to the following:
a) The minimum rest period before the start of such a series of duties is 24 hours.
b) The duty will not exceed 8 hours, irrespective of the sectors flown.
c) At the finish of such a series of duties, crewmembers will have a minimum of 54 hours free from all duties.
7.3.1.1 Options For Night Operations
If an operator elects to roster 4 or 5 consecutive night duties, then the criteria laid down in paragraph 7.3.1 must be complied with and must form part of the approved
FTL scheme. Operators are reminded that the normal days off requirements must be
met (i.e. the 54 hours off between two blocks of 5 nights is only 1 proper day off).
However, if operators find that this part of the Scheme is too restrictive then one of
the following options may be employed but, if used, must be fully complied with:
a) When crew are employed on duty for a total of 20 hours or less during 5
consecutive night duties, (i.e. maximum duty each night is 4 hours) the 54 hours
free from all duties will meet the "Days Off" requirements for each 28 consecutive
day period. Any positioning flights must be completed within the 20 hours duty.
b) When crew are employed on duty for a total of more than 20 hours but not more
than 40 hours during 5 consecutive night duties, the first 54 hours (between week
1 and week 2) may be counted as 2 "Days Off". For the 28 consecutive day period
that starts on the first night of the first duty, crew must be given a minimum of a
further 5 "Days Off" (average of a further 6 days). Any positioning flights must be
completed within the 40 hours duty.
c) When crew are employed on duty which requires full use of 40 hours duty during
5 consecutive night duties plus a maximum of 3 hours positioning (pre- and post-
the appropriate criteria in this paragraph and paragraph 10.1 above shall be applied to
the re-arranged reporting time.
11. Positioning
11.1 All time spent on positioning at the behest of an operator shall count as duty, but
positioning does not count as a sector when calculating the FDP. In these
circumstances, the FDP commences not later than the time at which the
crewmember reports for the positioning journey, or positions in accordance with
paragraph 9.3.
11.2 If, after a positioning journey, the crewmember spends less than a minimum rest
period at suitable accommodation provided by the operator, and then carries out an
FDP, the positioning must be counted as a sector if a split duty is claimed when
calculating the allowable FDP. If it is not, then a split duty FDP cannot be used.
11.3 On occasion, and when agreed by the DGCA, an operator may recover a crewmember from an overseas airfield on a positioning flight on the eighth
consecutive day of duty.
12. Standby Duty
12.1 The time of start, end and nature of the standby duty must be defined and notified to
crewmembers. The time a standby duty starts determines the allowable FDP, except
that when the actual FDP starts in a more limiting time band then that FDP limit will
apply. However, when standby is undertaken at home, or in suitable accommodation
provided by the operator, during the period 2200 to 0800 hours local time and a
crewmember is given 2 hours or less notice of a report time, the allowable FDP
starts at the report time for the designated reporting place.
12.2
(e) standby and any duty at the airport shall be in the roster and the start and end
time of standby shall be defined and notified in advance to the crew members
concerned to provide them with the opportunity to plan adequate rest;
- a crew member is considered on airport standby from reporting at the reporting point until the end of the notified airport standby period;
- any duty at the airport shall count in full as duty period and the FDP shall count in full from the airport duty reporting time;
- the operator shall provide accommodation to the crew member on airport standby; - flight time specification schemes shall specify the following elements:
1) The maximum duration of any standby;
2) The impact of the time spent on standby on the maximum FDP that may be assigned, taking into account facilities provided to the crew member to rest, and other relevant factors such as:
— the need for immediate readiness of the crew member and the time frame
— sufficient notification to protect a sleep opportunity between the call for duty and
the reporting time of the assigned FDP;
3) the minimum rest period following standby which does not lead to assignment of an FDP;
4) how time spent on standby other than airport standby shall be counted for the purpose of cumulative duty periods.
12.3 If a crewmember is called out from standby, the standby duty will cease when that
individual reports at the designated reporting point.
12.4 The following limits apply:
Duty Maximum Duration
Standby Duty (all cases) 12 hours
Standby followed by an FDP 20 Hours
NOTES: 1) The method of adding time spent on standby to cumulative totals is stated in
paragraph 22.
2) The reference to 'total duty period' applies only to the sum of the standby time
achieved + the allowable FDP obtained from paragraph 13. On the day, for cumulative duty
totals and for minimum rest purposes, the total duty achieved will be standby time achieved +
FDP achieved + post flight duties + any positioning.
12.5 When any period of standby finishes, during which a call-out has not occurred, at least
12 hours rest must follow prior to the next duty period. Similarly, following the end of
a contactable period or periods, at least 10 hours must elapse prior to the next duty
period.
13. Maximum FDP - Aeroplanes
13.1 Standard reporting times prior to flight must be specified by an operator. Pre-flight
duties are part of the FDP. A period of duty must be allowed for post-flight activities,
the minimum for major operators is 30 minutes, 15 minutes for others. If this “period” for post FDP duties is routinely exceeded then the post FDP duty period stated in the scheme must be revised to better represent the actual time taken. The time spent between reporting for a flight and the completion of post-flight tasks determines the length of the subsequent rest period.
13.2 The utilisation of a non-standard reporting time, except by use of a dispatch crew, designed to take advantage of an increased FDP from a more favourable time band,
must not be used.
13.3 Tables A and C apply when the FDP starts at a place where the crewmember is
acclimatised; Table B applies at other times.
13.4 During the FDP there shall be the opportunity for a meal and drink in order to avoid
any detriment to a crew member’s performance, especially when the FDP exceeds
6 hours.
13.5 An operator shall specify in its operations manual how the crew member’s nutrition
13.6 Report times must not be reduced in order for crewmembers to achieve their
required rest prior to an FDP.
14. Limits on Two Flight Crew Long Range Operations
This paragraph does not apply to helicopter crew or cabin crew.
14.1 When an aeroplane flight crew is only two pilots, the allowable FDP shall be
calculated as follows. A sector scheduled for more than 7 hours is considered as a
multi-sector flight, as below:
Scheduled Sector Times Acclimatised Not Acclimatised
Sectors
Sector Length over 7 hours but not more than 9 hours
2 4
Sector Length over 9 hours but not more than 11 hours
3 4
Sector Length over 11 hours 4 Not Applicable
The appropriate table in paragraph 13 is then entered with the start time of the duty period and the `modified' number of sectors, to determine the allowable FDP.
14.2 When an additional, current, type rated pilot is a crewmember, then these limits do
not apply and the permissible FDP is determined by entering Table A or B in paragraph
13 with time of start and the actual sectors planned.
15. Extension of Flying Duty Period by In-flight Relief
15.1 When any additional crewmember is carried to provide in-flight relief with the intent
of extending an FDP for a single long sector flight, that individual shall hold
qualifications, which are equal or superior to those held by the crewmember who is
to be rested. To take advantage of this facility the division of duty and rest between
crewmembers must be kept in balance. It is unnecessary for the relieving
crewmember to rest in between the times relief is provided for other crewmembers.
15.2 When in-flight relief is utilised there must be, for the crewmembers resting, a
comfortable reclining seat, or bunk, separated and screened from the flight deck and
passengers.
15.3 The In-Flight Relief rest shall only fall between the top of climb till the top of descend
16.1 When an FDP consists of two or more sectors - of which one can be a positioning
journey counted as a sector - but separated by less than a minimum rest period, then
the FDP may be extended by the amounts indicated below.
Consecutive Hours Rest Maximum Extension of the FDP
Less than 3 NIL
3 - 10 A period equal to half the consecutive
hours rest taken.
16.2 The rest period shall not include the time allowed for immediate post-flight duties and pre-flight duties, a minimum total of 30 minutes. The actual time allowed shall be
specified by the operator. When the rest period is 6 hours or less it will suffice if a
quiet and comfortable place, not open to the public, is available. If the rest period is
more than 6 consecutive hours, then suitable accommodation must be provided.
16.3 When rest is taken in the aircraft on the ground, the minimum standards of noise,
temperature, light and ventilation are to be specified in the Operations Manual. Such
arrangements will only be permitted when the crew have adequate control of the
temperature and ventilation within the aircraft, and passengers are not on board.
17. Rest Periods
17.1 The aircraft operator must notify all crewmembers in good time of a flying duty period
so that sufficient and uninterrupted pre-flight rest can be obtained. When away
from base the operator must provide the crew with the opportunity and the facilities
for adequate pre-flight rest. The operator must provide suitable accommodation.
When flights are carried out at such short notice that it is impracticable for an
operator to arrange suitable accommodation, then this responsibility devolves to the
aircraft commander.
17.2 The minimum rest period which must be provided before undertaking a flying duty
period shall be:
a) at least as long as the preceding duty period, or
b) 12 hours
whichever is the greater.
17.2.1 When away from base, in the case when the rest period earned by a crewmember is
12 hours, and suitable accommodation is provided by the operator, then that rest
period may be reduced by one hour. In such circumstances, if the travelling time
between the aerodrome and the accommodation is more than 30 minutes each way
then the rest period must be increased by the amount the total time spent travelling
exceeds one hour. The room allocated to the crew member must be available for
occupation for a minimum of 10 hours. This sub-paragraph does not apply to rest
periods that exceed 12 hours.
17.2.2 Exceptionally at home base, individual crewmembers may be asked to exercise their
discretion to reduce rest by up to a maximum of one hour but only to a minimum of
12 hours for flight crew and 11 hours for cabin crew. If discretion is used, it is the
responsibility of the operator and the crewmember to inform the commander of the
flight immediately following the rest period, that a reduced rest period has been
taken.
17.3 If the preceding duty period, which includes any time spent on positioning, exceeded 18 hours, then the ensuing rest period must include a local night.
17.4 The rest period following a sequence of reduced rest and then an extended FDP,
cannot be reduced.
17.5 After being called out from a standby duty the length of minimum rest shall be
determined by the length of standby duty, plus any time spent on positioning, and any
FDP completed.
17.6 Crewmembers who inform an operator that they are having difficulty in achieving
adequate pre-flight rest must be given the opportunity to consult an aviation medical
specialist.
17.7 If the operator calls a crewmember, any time during his minimum rest period for the
purpose of notifying him of any duty or roster change, his minimum rest will seize at
the time the call was initiated and 10 hours shall elapse before the start of the next
duty.
17.8 An operator shall assign a home base to each crewmember.
18. Aircraft Commander's Discretion to Extend a Flying Duty Period
18.1 An aircraft commander may, at his discretion, and after taking note of the
circumstances of other members of the crew, extend an FDP beyond that permitted
in paragraph 13, Tables A, B, C, or paragraph 23, Table D, provided he is satisfied that
the flight can be made safely. The extension shall be calculated according to what
actually happens, not on what was planned to happen. An extension of 3 hours is the
maximum permitted, except in cases of emergency (see Note 1).
18.2 The operator's scheme shall include guidance to aircraft commanders on the limits
within which discretion may be exercised, and shall include specific limits to which a
commander may extend the flying duty period. In a Flying Duty Period involving 2 or
more sectors up to a maximum of 2 hours discretion may be exercised prior to the
first and subsequent sectors. On a single sector flight and immediately prior to the
last sector on a multi-sector flight, a commander may utilise the full amount of
discretion authorised by the operator.
18.3 A commander may exercise discretion to extend an FDP following a reduced rest
period, only exceptionally, and then only to the extent necessary to allow for
unforeseen circumstances that become apparent during the last sector.
21.1 A person shall not act as a member of the flight crew of an aircraft if at the beginning
of the flight the aggregate of all previous flight times:
a) during the period of 28 consecutive days expiring at the end of the day on which the flight begins exceeds 100 hours. (This means that on the 28th day a flight
crewmember may depart on a single sector flight, and may complete that sector,
even though at the end of the flight the total flying hours completed in 28 days will
exceed 100 hours. Consequently, the flight crew member cannot then continue to
operate as a flight crew member on any subsequent sectors during that day); or
b) during the period of 12 months, expiring at the end of the previous month exceeds
900 hours.
22. Cumulative Duty Hours 22.1 The maximum duty hours for flight crew, excepting helicopters, shall not exceed:
55 hours in any 7 consecutive days, but may be increased to 60 hours, when a
rostered duty covering a series of duty periods, once commenced, is subject to
unforeseen delays;
95 hours in any 14 consecutive days;
and 190 hours in any 28 consecutive days.
The maximum hours allowed to helicopter crewmembers are stated in sub-paragraph
23.5.
22.1.1 When away from base and where an individual crewmember separates from the crew,
or the crew as a whole splits up, then any use of discretion to reduce rest becomes a
decision for an individual crew member. The decision to continue with the next flight
and the submission of an associated discretion report is the responsibility of the
relevant commander after the crewmember, and operator if in a position to do so, has
informed the commander that a reduced rest period has been taken.
22.2 When a crewmember is not rostered for either standby or flying duties for 28 or more
consecutive days then any duty hours worked need not be added to cumulative totals.
However, when a crewmember is anticipated to return to either standby or flying
duties the duty hours worked in the 28 days preceding that duty must be recorded.
Before allocating a flying duty to a crew member the operator must be satisfied that
that crew member is in compliance with the scheme.
22.3 Calculation of Cumulative Duty Hours (all aircraft)
Duty hours shall be added to cumulative totals in accordance with the following:
i) Duty periods and flying duty periods, plus subsequent post-flight duties
ii) All standby duty,
iii) The time spent on positioning.
b) To count as half the time on duty:
i) The standby duty, when the period of notice given to the crewmember by the
operator before reporting for duty, is treble or more than the specified minimum
report time.
ii) The standby duty when undertaken at home, or in suitable accommodation
provided by the operator, takes place during the period 2200 to 0800 hours, and
the crewmember can take undisturbed rest and is not called out for duty.
23. Limits on Helicopter Flying
23.1 Table D Maximum FDP - Helicopters
Local time of start
SINGLE PILOT TWO PILOTS
Max. Length of Flying Duty
Period (Hours)
Maximum Flying Time
(Hours)
Max. Length of Flying Duty
Period (Hours)
Maximum Flying Time
(Hours)
0600-0659 9 6 10 7
0700-0759 10 7 11 8
0800-1359 10 7 12 8
1400-2159 9 6 10 7
2200-0559 8 5 9 6
23.2 Additional Limits on Helicopter Flying
23.2.1 Repetitive Short Sectors
Crew flying repetitive short sectors, for example pleasure flying, offshore short sector
shuttles, at an average rate of 10 or more landings per hour, shall have a break of at
least 30 minutes away from the helicopter within any continuous period of 3 hours.
23.2.2 When carrying out the more demanding roles of helicopter flying, for example,
winching and external load carrying, operators shall specify maximum periods of
continuous operation. The limits set shall not exceed the maximum allowed in sub-
paragraph 23.2.1, but depending on the nature and circumstances of a particular
operation may need to be more restrictive.
23.2.3 After 3 hours shuttle operations between offshore installations in conditions other than day VMC, a rest of 30 minutes free of all duty shall be allowed.
(f) The operator shall provide initial and recurrent FTL & fatigue management training
to crewmembers, personnel responsible for preparation and maintenance of crew
rosters and management personnel concerned.
This training shall follow a training programme established by the operator and described in the operations manual. The training syllabus shall cover FTL rules the possible causes and effects of fatigue and fatigue countermeasure.
