飞行员操作飞行手册Pilot Operational Flying Manual

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at night. Some companies may have

separate VFR and IFR versions.

The Check must contain the "boxed

items" contained in the 1179 check

form, or most of the Type Rating

Renewal Check.

It’s possible that a pilot who has

been checked by another company

may be acceptable by yours, but this

will be by arrangement with your

Inspector (the PPC is transferrable

in Canada). In any case, the two

companies must have similar content

and procedures in their checks and

the arrangements must have been

agreed before the test date (see also

Freelance Pilots). However, this will

not be valid in the case of a

company just setting up, because

they have no AOC and therefore no

legal status with which to set up

agreements. In Canada, this check is

transferrable between companies.

Instrument Approach Proficiency

Check

A test of your skill in using typical

instrument approach systems at

aerodromes of intended landing, but

most companies will just certify you

on all of them for convenience. As it

has the same frequency as the Base

Check, it is normally conducted as

part of one, and will form part of the

IFR Base Check if they are split.

Only really relevant if you hold.......

Instrument Rating

This is completed at 13 month

intervals by an Instrument Rating

Examiner and may be completed as

part of a Base Check, or at least

tagged on the end, as you're in the

air anyway. If such is the case, the

IRE should also be a TRE (both

appointments, by the way, should be

held through a Company, otherwise

your check will be invalid). The IR's

purpose is to establish whether

you're maintaining the standards

necessary for safe operations in

controlled airspace under IMC.

A helicopter IR is only valid on type,

whereas an aeroplane one is

transferrable within certain limits—if

you later convert to a dissimilar type,

you'll probably have to renew it as

well. You won't need it if you're only

doing VFR work.

Area Competence Check

The Company must ensure that en

route and destination facilities are

such that a safe operation is run.

Part of this is achieved by the Area

Competence Check, which is carried

314 Operational Flying

out every twelve months, plus the

remainder of the month of last

operation on the route. It's done

with the line check for convenience

and tests your knowledge of specific

route(s) or particular areas of

operations.

Line Check

This is valid for 12 months plus the

remainder of the month of issue, but

if you take it in the final three

months, you can extend to 12

months from the previous expiry

date. It's a test of your performance

of normal duties at your crew

station, so will be done on a

standard commercial flight, or at

least the final line check will (initial

ones only give you the status of 1st

pilot under supervision. Lapsed line

checks don't qualify, either).

It covers an entire line operation

from pre-flight preparations to

completion of post flight duties and

normally must be carried out on

each type of aircraft flown, although

it may be done alternately where

types are similar. It's not supposed

to represent a particular route, but

must be an adequate representation

of the Company's work. Line Checks

may be carried out by fully qualified

Line Captains.

Although the stipulated frequency is

once every 12 months, you might

find a Training Captain hopping in

on an empty seat once in a while

before that. It’s nothing personal,

just part of Quality Control (that

phrase again), and better than

leaving things to the last minute and

risking you being off-line because a

check hasn't been done in time.

Line training, leading up to the

check, is supposed to familiarise you

with the routes over which you will

operate, for which you will be

supervised by experienced training

staff. Before you can do this with

passengers, you must have passed an

initial line check, followed by some

supervised flights, then a final line

check before they let you loose on

the unsuspecting public.

Supervised flights will have

passengers on, so you will now

become aware of commercial

pressures, and are as much a hurdle

to some pilots as other training is,

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because you will probably also have

Flight Director systems to use—you

don't get to use those in training.

Alternative Seat Position Check

Only needed if you fly in any other

seat than your normal one; you

might become a Line Training

Captain, where you need to be able

to fly the thing home or get it on the

ground if your examinee fails en

route. Also, in a helicopter you may

have to do a compass swing from

the other seat so the engineer can

conveniently make his adjustments,

or you may be a Commander who

occasionally needs to be a co-pilot.

If the latter is the case, provided you

still have a valid Proficiency Check,

this one may be abbreviated at the

discretion of the Training Captain,

but not below a minimum of an

engine failure after take-off, an

asymmetric go-around from DH and

an asymmetric landing. For whatever

reason, if done, it will coincide with

a Proficiency Check.

Crew Resource Management

CRM training will normally be

addressed during Line Oriented

Flight Training (LOFT). Otherwise,

Training & Testing 315

you must complete elements of

CRM every year, with the major

elements of a full course over a three

or four year recurrent training cycle.

It will be included as part of all the

above checks, and is covered more

fully in a later chapter.

Recent Experience

Not a test as such, but to be

considered current as a Commander,

you must have completed whatever

it says in Chapter 5. In addition,

some companies may require some

approaches or real Instrument Flying

within a certain period. Others may

even require recency on type and will

have special procedures should you

be absent from the Company for

more than 28 days.

Multi-Type Currency

Unless your company only operates

simple types of aircraft (refer to your

Inspector), it's rare for anyone to be

current on more than three types at

once. Not only is this sensible, but

multi-type currency causes all sorts

of other problems—training costs

could get out of hand, and it will be

quite difficult to keep up normal 28-

day currency as well (and I speak as

one who was once current for over a

year on 6 types of reasonably

different helicopter or aeroplane—

not easy, I can tell you).

Mixing things always causes

complications. For a combination of

aeroplane and helicopter, you can fly

one aeroplane within the same type

or class rating, and one helicopter,

irrespective of maximum take-off

weight or number of passengers. If

types are not within the same type or

class rating, you need some recency

on top.

For multi-pilot aeroplanes, or those

that can carry more than 19

passengers, you cannot operate more

than two types that need a separate

type rating. You also need at least

three months and 150 hours on the

first type before the conversion for

the second, on which you must do

some days and hours afterward

before getting your hands on the

first again. You can only fly one type

in any duty period.

Otherwise, you cannot operate more

than three piston types, three turboprop types or one turbo-prop or

turbojet and one piston type.

Freelance Pilots

Freelancing need not be as

precarious a living as it sounds. Like

a lot of other things, it depends very

much on who you know as well as

what you know. If you're known to

be reliable, that is, get out of bed in

the morning, turn up on time, don't

crash and generally deliver

passengers safely, you will always get

work. Even airlines use freelancers.

If you do decide to make a living out

of it (at least it gives an illusion of

control over your life—you are in a

position to say no, after all, especially

to companies who are known to be

less than enthusiastic about

maintenance), the taxman will be

watching to ensure that you are in

fact working for more than one

customer, but it doesn't pay to be

too dependent on one anyway.

While their usefulness is recognised

in relieving short term problems,

especially in smaller companies, the

use of freelancers used to be (and

still is) frowned upon as they're more

difficult to keep control of, at least

316 Operational Flying

as far as Duty Hours and paperwork

are concerned.

Now that aircraft are more complex,

and it's increasingly difficult to hop

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from one machine to another with

ease, all freelance pilots must be

checked to the Company's standards.

The operative phrase is "by or on

behalf of the Operator", which

means that the Company must

maintain strict control. Provided that

the Ops Manual says so, or a Flying

Staff Instruction is issued to cover

the occasion, there's no reason why

other Companies' pilots and

paperwork shouldn't be used, but

their standards must be similar and a

mutual exchange of paperwork must

take place. However, the catch is

that there must be a pre-existing

arrangement, which must be formally

established in writing.

Despite the fact that everybody

pinches everybody else's Ops

Manual anyway, and the forms are

therefore mostly the same, it's a legal

problem—as the checks must be

performed "by or on behalf of, etc.",

it could be argued that if the forms

were just backdated, this will not

have been done. For instance, it

would be difficult to claim that tests

conducted by one Operator were

done on behalf of another unless

there was an arrangement to that

effect at the time and the other

Operator's requirements were taken

care of.

As a result, all required checks

should take place and be signed up

at the same time as the testing

Company's (for example, a TRE

common to two companies should

conduct a test and double up on the

paperwork). The other companies'

Training Captains will also need to

be listed in your Manual, which they

must also have a copy of, otherwise

they won't know to what standards

you operate.

Company Training Captains

Qualifications for this position are

naturally more stringent because of

the responsibility involved. The

Training Captain will have the

normal requirements for Company

Pilot, plus more experience on the

relevant types and more total flying

hours, with suitable training as a

TRE or TRI. Duties and

responsibilities will be down to

common sense.

If the Company is not large enough

to have a separate Training Captain,

the appointment may also be

covered by another office holder. A

list of the tests that may be carried

out will be shown (possibly in a table

like that below), but external pilots

should not normally do Company

Line Checks:

Type Base Line Area E/S

Fred Nurk X X X X

TRI (MPA) – Minimum Requirements

Pass an approved TRI course, have

at least 1500 as PIC of multi-pilot

aeroplanes, complete within the

previous 12 months at least 30 route

sectors, to include take-offs and

landings as PIC or P2 on type, or

similar, by arrangement, with up to

15 sectors done in an approved

flight simulator. In addition, have

conducted on a complete type rating

course at least one part related to the

duties of a TRI on type under the

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supervision of a qualified TRI.

To keep the rating, in the previous

12 months, you must have done one

part of a complete type rating course

Training & Testing 317

and refresher training under an

authorised examiner. If it has lapsed,

you must do all of the above, plus an

approved course.

TRE – Minimum Requirements

Equal or greater licence than the

applicant, with instructor privileges,

qualified to act as PIC on relevant

aeroplanes, meet experience

requirements for the role and a

certain minimum number of hours.

To keep the authorisation, you must

have completed a supervised

examiner skill test within the last

year of authorisation.

SFI – Minimum Requirements

Must hold, or have held, a

professional pilot licence, have

completed the approved flight

simulator content of the relevant

type course, have at least 1,500 hours

as pilot on multi-pilot aeroplanes,

have completed an approved TRI

course and have conducted on a

complete type rating course at least

one part related to the duties of a

TRI on the applicable type under the

supervision of a qualified TRI. In

addition, in the previous year, have

done a proficiency check on type in

an approved flight simulator and

three route sectors on type as

supernumerary crew.

To keep the authorisation, you must

have conducted within the last 12

months of the authorisation, one

part of a complete type rating

course, or refresher training under

an approved TRI. If it lapses, you

must complete the flight simulator

content of the applicable type rating

course, successfully complete an

approved TRI course, and conduct,

on a complete type rating course, at

least one part related to the duties of

a TRI on the applicable type under

the supervision of an approved TRI.

SFE – Minimum Requirements

Have a licence and rating the same

or greater than the applicant, with

suitable instructor privileges, be

qualified as PIC on type, meet

experience requirements for the role,

plus 1,500 hours.

To keep the authorisation, you must

have completed a supervised

examiner skill test within the last

year of authorisation.

Line Training Captain

Must be acceptable to the

authorities.

Guidance to Training Captains

Especially in bigger aircraft, there's

quite a flurry of arms and legs as

flaps are taken in, hands are changed

on control columns to take charge of

nosewheel steering, the airspeed

indicator is rebugged, etc., so

definite procedures are needed to

prevent accidents (however, a lot of

guidance can simply be gleaned from

reading the Ops Manual itself).

Immediately before any action takes

place, the Training Captain should

position himself to stop you

applying the flying controls the

wrong way and should monitor the

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airspeed and other indications for

abnormal conditions.

Engine failures (real or otherwise)

should only be practiced on briefed

training flights or air tests; in fact, a

thorough briefing for everybody is

always essential, covering such

things as heights and speeds to be

flown, methods of simulating

318 Operational Flying

whatever emergencies you're

practicing, etc. For those after takeoff, and on single-engined

approaches, the reported weather

conditions at the aerodrome

concerned should not be less than

those for visual manoeuvring.

The requirements of JAR Ops 1 are

really geared to Performance A

aircraft, so if you're in anything

lower, power failure should not be

simulated after take-off below Vxse

(the best angle of climb) or Vyse (the

best rate), unless you have a clever

(or brave) Training Captain.

Otherwise, during take-off, the

speed should always be below V1 or

VToss with the crosswind component

not exceeding 15 knots or the

aircraft maximum, whichever is the

smaller. After the simulated engine

failure, the take-off should be

abandoned, unless your machine's

performance is up to scratch.

Engine shutdowns should not occur

below 3000 feet agl (or higher), or in

any weather other than VMC,

otherwise you may cause the very

accident the training is designed to

prevent. Talking of which, if you do

shut down an engine on any

otherwise normal flight for whatever

reason in a twin-engined aircraft,

only in exceptional circumstances

should you not land at the nearest

suitable aerodrome. You are allowed

a little more flexibility if you have

more than one engine left , of

course. Below the recommended

minimum heights, simulated engine

failure should be initiated by closing

the throttle enough for a significant

loss of power (in a helicopter, just

lower the collective lever). However,

problems may arise with propellerdriven aircraft where below a certain

RPM (1000 or so), feathering cannot

take place, and you would actually

get better single-engined aircraft

response from a failed engine with

feathered blades.

The area underneath should be

suitable (over an airfield preferably,

in case of a forced landing being

necessary) and the call "Practice

engine failure" should be made at

the time. When practicing forced

landings, low flying rules apply.

There should be something in the

Ops Manual to cover double engine

failure under IF conditions, and the

time taken to restart engine(s) having

shut them down.

Entries into autorotation or the glide

should be entered into above 1000

feet agl and (unless sure of landing

correctly on a properly authorised

engine-off landing area) full recovery

should take place before 250 feet agl.

Before conducting accelerate/stop

exercises, the training captain should

ensure that the runway is not

contaminated, the crosswind

component is not more than 50% of

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signing up the forms afterwards.

When you do your test, you should

have a letter from the CAA,

including instructions for TREs, and

evidence of training. The

requirements vary according to the

type of aircraft you will be testing on

and the type of Company you will be

working for, but should not

realistically be less than a week,

containing at least 4-5 hours’ flying.

You will be examined on:

· Licence privileges, the C of T/C

of E, what to look for in a

licence and what they cover.

· Base and Line Check

requirements; frequency and

validity.

· Medical frequency and validity,

ages to fly commercially.

320 Operational Flying

· Recency (Schedule 8).

· The need for licensed airfields.

· Who can instruct and where.

· The ANO with regard to flying

instruction.

· Status of various documents.

· Performance and ANGRs.

· Rules of the Air, especially 5, 6,

25 and 26.

· Where to find information about

the above.

Preliminaries

Tests must be conducted in

accordance with the Operations

Manual if the test is for an AOC, or

the Flying Order Book if for a PPL

holder. The candidate must be told

to ask questions if unsure about

what’s going on, which implies that

one of the unwritten qualities of a

TRE is the ability to put people at

their ease—questions won't be asked

if you give the impression that

they're unwelcome. Remember that

you are examining somebody so that

they can pass a test, not to stop them

passing it. In fact, your service

should also include being on time,

polite and respectful, well organised

and businesslike. The weather must

obviously be good enough, which is

down to the candidate to check, but

if it isn’t, for a commercial or

otherwise normal flight to take place,

you may elect to do the test anyway,

provided the candidate clearly

understands the position.

You need to check the licence for

the following:

· Candidate’s signature

· Expiry Date

· Medical currency (and signature!)

· Date of last C of T.

The Briefing

Should cover the following points:

· The aim of the flight—whether

for Proficiency Check, 1179 or C

of T.

· The sequence of exercises to be

covered; as you will give

instructions as you go along,

there is no need for the

candidate to memorise them.

· Responsibilities—who is the

Captain and when. Although the

candidate is the “Captain”,

legally, you are, and the

circumstances (and the methods)

under which you will take

control must be clearly spelt out.

· Equipment usage; altimeters,

icing, etc.

· ATC Instructions and the

following thereof.

· Radio, R/T and NavAids; setting

and tuning.

· Use of checklists.

· Aircraft Control

· Speeds to be used in climb,

descent, approach and

autorotation (if applicable).

· Circuit heights and directions,

etc.

· Aircraft parameters; oral

questions about Ts and Ps,

maximum settings, RPM limits,

crosswind limitations, etc.

Training & Testing 321

· Methods of simulating

emergencies.

You could also mention that any

writing you do is not necessarily

criticism, but an aide memoire for the

debriefing. Also, the candidate

shouldn’t fret about mistakes so

much that the rest of the test is at

risk. The exercises concerned can

always be done again at the end.

Based on the above, here is a sample

briefing (for a helicopter flight):

You will be required to demonstrate an

accurate training circuit from and to a

given area, and during the flight carry out

the exercises listed on the F1179 flight

test/Base Check form, which may be

given in any order. There will be a

practice engine-off in the hover, given

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without warning by closing the throttle.

A limited power takeoff and landing

must be demonstrated at a power setting

given by me, based on what power is

available in the hover. There will also be

a quick stop into wind from at least 60

Kts, sloping ground landings, a restricted

site landing using the full procedure for

an unknown and confined area, including

the relevant power checks, recces and

clearing turns, followed by departure from

the circuit into the local training area and

subsequent rejoin. Steep turns in both

directions as briefed by me, a minimum of

30

o

bank, normally 45.

You will need to recognise and recover

from incipient Vortex Ring. Recover to a

safe configuration with minimum height

loss.

You can expect a simulated engine

emergency, which will result in a practice

forced landing. This may be the result of

a practice fire in the air. You are to

continue to 500 feet agl ensuring you

manoeuvre the aircraft to safely achieve

autorotation towards a suitable landing

site. The appropriate checks and Radio

calls should be completed, but not to the

detriment of the flying.

There will be an Engine Off Landing to

a pre-agreed position on the airfield. You

must be wings level, with no slip or skid

and at the given autorotation speed by

300 feet. I will assist you to close the

throttle if needed.

IF I CALL “I HAVE

CONTROL”, BE SURE TO

RELEASE THE THROTTLE.

Before starting training or examining

with any candidate, you should find

out exactly what they have done in

the past, so you know where the

difficulties are, and can have your

hands nearer the controls at the right

times. Also, especially if you haven’t

met the candidate before, try a

demonstration to show the response

and procedures that are expected.

The Flight

This must take place at 90% of the

landing weight or RTOW, and

should flow smoothly from one

section to the next, because it should

be as short as possible consistent

with a proper examination;

remember that someone is paying

for it. For example, if you have

sideways flight in a helicopter to do,

there’s no reason why it couldn’t be

done inside a confined area, together

with a sloping ground landing, thus

combining several exercises at once.

You can do this in many ways to

provide smoothness and economy.

322 Operational Flying

Notes

Glossary

ACARS

Aircraft Communications Addressing and

Reporting System, using quick bursts of

data on VHF between aircraft and

ground stations, viewable on a

printer in the cockpit. The ground

network is operated on behalf of the

airlines by a separate organisation.

With ACARS, final load figures can

be sent to the aircraft when taxying

out, so they don’t need to be

calculated at the gate, which could

cause a problem when you need your

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rotate speed from the graphs and

you don’t know what the weight is.

Adequate External Attitude

Reference

Met conditions with visual cues that

permit aircraft attitude and flight

path to be determined without sole

reference to instruments and with

visual ground contact.

Aerial Work Zone

An area, delineated in an Aerial Work

Zone Plan, in which aerial work is

being conducted and that is over a

built-up area of a city or town or

over or adjacent to an area where

persons may assemble.

Aerial Work Zone Plan

A risk management plan for

proposed aerial work.

Aerodrome

Adequate

One where performance

requirements for the expected

landing weight will be met, with

necessary ancillary services, such as,

ATC, sufficient lighting,

communications, weather reporting,

navaids and emergency services, and

at least one let down aid (ground

radar will qualify) for an instrument

approach.

Suitable

An adequate aerodrome with

weather reports, or forecasts, or any

combination thereof, indicating that

the weather conditions are likely to

be at or above operating minima and

the field condition reports indicate

that a safe landing can be done at the

time of intended operation.

Aerodrome Operating Minima

The Cloud Ceiling and Runway

Visual Range (RVR) for takeoff and

324 Operational Flying

the Decision Height (DH) or

Minimum Descent Height (MDH),

RVR and visual reference for landing

which are the minima for operation.

Air Ambulance flight

One where the prime reason is to

transport a person who is ill or has

been physically injured to a

recognised medical facility, or a

human organ required for a

transplant is taken from one place to

another. Other persons (except

aircrew) are medical attendants, the

patient's immediate family or nextof-kin (or a close friend).

Approach Ban

A situation where an aircraft shall

not:

· commence or continue a descent

below 1000 feet above the height

of an aerodrome where the RVR

is reported to be less than the

specified minima for landing,

except that if this condition is

reported to the aircraft

Commander after he has

properly descended below the

DH, the approach may be

continued if the specified visual

reference was established at DH

and is maintained, provided that

the approach has been made by

use of an ILS Cat I, II or III until

at least the time that the specified

visual reference has been

established, or:

(or in English: start or carry on with

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an approach where the RVR is

reported to be below minima unless

you, having already made an ILS

approach, are already below DH and

you can see what you're doing).

· commence or continue an

approach to landing at an

aerodrome outside the UK when

any of the elements included in

the State Minima are reported to

be below the limits and National

Regulations prohibit any attempt

to land, or commence an

approach to landing.

(start or carry on an approach to a

foreign airfield where State minima are

below limits and regulations forbid you

to try).

· commence an approach to

landing at any aerodrome either

inside or outside the UK at

which RVR is not reported, or is

not available for the time being,

when the Met visibility or

factored Met visibility is less than

the equivalent specified RVR, or:

(start an approach anywhere where no

RVR is reported and the Met Vis

suitably converted is less than

Company minima).

· continue an approach to landing

by flying below the specified DH

or MDH unless from that height

the specified visual reference is

established and maintained.

(go below DH/MDH unless you can

see where you're going).

Note: An approach ban does not

apply in the UK when, on a training

flight, the Captain elects to make a

letdown followed by a Missed

Approach procedure having first

declared such intention. Neither

does it apply where the reported

cloud base is below Decision

height—you may approach and

descend to DH to assess the cloud

base for yourself, but only twice.

Glossary 325

Except in emergency, you may not

make a further attempt unless the

controlling authority has reported a

significant improvement.

Approach to landing

That portion of the flight where the

aircraft is descending below 1000

feet above the Decision Height for

that particular landing.

APU

A turbine engine used as a power

source for generators, hydraulic

pumps and other accessories and/or

provide compressed air for

pneumatic systems.

Avoid Curve

A graph relating to helicopter

performance showing combinations

of speed and height where it is

dangerous to fly, being a function of

blade pitch angle—if you're in flat

pitch, it doesn't exist. It is actually a

diagram in the Flight Manual of a

helicopter showing safe

combinations of speed and height

from which an autorotation can

safely be made or, conversely, from

which they can’t, covering level

flight, takeoff and high speed. Flight

in the “avoid” areas should be

minimised. It is established by

manufacturers’ test pilots making a

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series of autorotations and

confirmed by certifying authorities.

Balanced Field Length

The distance within which an aircraft

can either accelerate to V1 and then

either stop or continue to a height of

35 (or whatever) feet with one

engine out at V1.3.

Category I (Cat I) Operation

A precision instrument approach

and landing using ILS, MLS or PAR

with a decision height of above 200

ft and with an RVR above 550 m.

Category II operation

A precision instrument approach

and landing using ILS or MLS with a

Decision Height (DH) below 200 ft

but not lower than 100 ft, and a

minimum RVR of 300m.

Category III operations

Sub-divided as follows:

· a Category IIIA operation is a

precision instrument approach

and landing using ILS or MLS

with a Decision Height lower

than 100 ft and a Runway Visual

Range not less than 200m.

· a Category IIIB operation is a

precision approach and landing

using ILS or MLS with a

Decision Height lower than 50ft,

or no decision height, and RVR

between 75-200m.

Circling Approach

Circling describes the visual phase of

an instrument approach to bring an

aeroplane into position for landing

on a runway which is not suitably

located for a straight in approach.

Circling Minima

The lowest conditions of circling

heights and in-flight visibility in

which a circuit (using visual

reference only) may be carried out

within a fixed radius or sector of an

aerodrome at which landing is

intended (RVR is that for the

landing runway). Circling Minima

apply to any instrument approach

for landing on another runway than

326 Operational Flying

that directly served by the approach

aid being used ("directly served"

means the final heading of the

approach is within 30° of the runway

QDM), purely visual approaches

where you decide to dispense with

an available letdown aid and visual

circuits following overshoots from

either instrument or visual

approaches.

Climb Compliance

With reference to takeoff, covers the

situation after an engine failure at V1

or later during takeoff with

requirements for reasonable

climbout on one engine. The takeoff

weight of an aircraft may be limited

by climb compliance in one of the

takeoff segments.

Cloud Base

The lowest reported cloud level

(reported as FEW).

Cloud Ceiling

The vertical distance from the

elevation of the aerodrome to the

lowest part of any cloud visible from

the aerodrome which is sufficient to

obscure more than one half of the

sky above the elevation of the

aerodrome (reported as BKN).