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0.1 NCAA APPROVAL PAGE

Title of Manual : OPERATIONS MANUAL-PART D

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Manual Reference : UNA /OMD/14-10-2021
Manual Issue No. & Date: Issue No. 2 Date: 14-10-2021
Revision No. & Date : Rev. No. 02 Date: 22-12-2022

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Prepared By: Name: …...................................................................

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Designation: …............................................................
Signature:…..................................................................

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Date:…..........................................................................

The undersigned United Nigeria personnel declare that they have read and understood the contents of this manual.
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Checked and Recommended for Approval By:
Name: …........................................................................................

Designation: Manager, Quality & Safety

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Signature:….....................................Date:.....................................

ORGANISATION APPROVAL
Name: Obiora Okonkwo PhD
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Designation: ACCOUNTABLE MANAGER / CEO

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Signature: Date:.......................................
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AUTHORITY’S APPROVAL (NCAA APPROVAL)

Name:…..................................................................................
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Designation:….........................................................................

Signature & Stamp:…........................ Date…...........................................

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0.2 COMPLIANCE DIRECTIVE

This manual has been prepared to meet the requirements of Nig.CARs 2015. United

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Nigeria Airlines as an operator shall comply with the operating instructions and
procedures contained in this manual for the guidance of all United Nigeria Airlines
operating staff. Compliance with these procedures have been approved by the
undersigned as the accountable manager and must be complied with as applicable

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by all United Nigeria Airlines Staff, Agents and Contractors as applicable. The
information contained in this manual shall be reviewed for continued validity. It is accepted

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that this manual does not prevent the necessity for complying with any new or amended
regulation published by NCAA from time to time where these new or amended
regulations may override elements of this manual.

Signed
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Date:……………………………….
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Obiora Okonkwo PhD
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Managing Director / Accountable Manager

For and on behalf of United Nigeria Airlines
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CHAPTER PAGE REV.NO DATE CHAPTER PAGE REV.NO DATE

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0.4 TABLE OF CONTENTS

0.1 Ncaa Approval____________________________________________ 1

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0.2 Compliance Directive ______________________________________ 3
0.3 List of Effective Pages _____________________________________ 5
0.4 Table of Contents _________________________________________ 8

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0.5 Record of Normal Revision__________________________________ 14

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0.6 Record of Temporary Revision_______________________________ 15
0.7 Revision Highlight__________________________________________ 16

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0.8 Distribution List____________________________________________ 17
0.9 Revisions and Amendments System___________________________ 18
0.10 Manual Change Request Form _______________________________ 19
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0.11 Procedure for Temporary Revision_____________________________ 20
0.12 Corporate Commitment _____________________________________ 21
0.13 Glossary of Item___________________________________________ 22
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0.14 List of Abbreviations________________________________________ 28

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CHAPTER 1 GENERAL AND FLIGHT CREW TRAINING

1.0 Introduction__________________________________________ 1
1.1 General__________________________________________ 1
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1.2 Training__________________________________________ 2
1.2.1 Indoctrination Training______________________________ 2
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1.2.2 Training Program Principles__________________________ 2

1.2.3 Categories of Training_______________________________ 3
1.2.4 Human Factors Training Procedures___________________ 3
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1.2.5 Introduction_______________________________________ 3
1.2.6 Applicability ______________________________________ 3
1.2.7 Purpose and Scope________________________________ 3
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1.3 Definitions________________________________________ 4
1.3.1 Human Factors Training at UNA_______________________ 4
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1.4 Company Procedures Indoctrination and Familiarization____ 6

1.4.1 Company Procedures Indoctrination Timetable___________ 6

CHAPTER 2 ADMINISTRATION
2.1 General_____________________________________________ 1
2.1.1 Training Scheduling___________________________________ 1
2.2 Mandatory Requirements_______________________________ 2
2.3 Records_____________________________________________ 3
2.3.1 Records Availability____________________________________ 3
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2.3.2 Actions in the Event of Failure of a Check or Below Standard
Performance, or Failure to Make Appropriate Progress_________ 3
2.4 Minimum Qualification/Experience Levels___________________ 4
2.4.1 Commander - Multi Crew Aeroplanes______________________ 4

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2.4.2 Co-Pilot_____________________________________________ 4
2.4.3 Upgrade to Commander________________________________ 4
2.5 Periods of Validity ____________________________________ 5
2.5.1 Operator Proficiency Check/License Proficiency Check________ 5
2.5.2 Line Check __________________________________________ 5

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2.5.3 Annual Emergency and Safety Equipment Check____________ 5
2.5.4 Triennial Emergency and Safety Equipment Check___________ 5

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2.5.5 Crew Resource Management ____________________________ 5
2.5.6 Ground and Refresher Training __________________________ 5
2.5.6.1 Aviation Security training_______________________________ 5

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2.5.6.2 Dangerous Goods awareness training_____________________ 5
2.5.7 Pilot Qualification to Operate in Either Pilot's Seat____________ 6
2.5.8 Route and Aerodrome Competence Qualification
– Commander________________________________________ 6
2.5.9 Recent Experience____________________________________ 6
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2.5.10 Commander Multi-Pilot Operations________________________ 6
2.5.11 Recent Experience - Co-Pilot ____________________________ 7
2.5.11.1 Additional Requirement ________________________________ 7
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2.5.12 Recent Experience - All Pilots____________________________ 8

2.5.13 Recent Experience for LVTO and CAT II/III Operations________ 8
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CHAPTER 3 TRAINING POLICY

3.0 Training Policy________________________________________ 1

3.0.1 Mission statement_____________________________________ 1
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3.0.2 Training Policy________________________________________ 1

3.0.3 Authority and responsibility ____________________________ 1
3.1 Instructors and Check Personnel_________________________ 2
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3.1.1 General_____________________________________________ 2
3.1.2 Selection and Administration ____________________________ 2
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3.1.3 Training - Line Training Captains_________________________ 2

3.1.4 Training – Check Airman_______________________________ 2
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3.1.5 Proviso ____________________________________________ 3

3.1.6 Previous Experienced Trainers__________________________ 3
3.1.7 Maintenance of Training Standards_______________________ 3
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3.1.8 Maintenance of Training Records________________________ 3

3.2 Conduct of Tests ____________________________________ 4
3.2.1 Use of Simulator ____________________________________ 4
3.2.2 Role of the Examiner_________________________________ 5
3.2.3 Pre-Flight Briefing____________________________________ 6
3.2.4 Tolerances _________________________________________ 8
3.2.5 Fail Points__________________________________________ 9
3.2.6 Assessment_________________________________________ 10

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3.2.7 Debriefing__________________________________________ 11
3.2.8 Procedure in Case of a Pass ___________________________ 13
3.2.9 Procedure in Case of a Fail / Partial Pass______________ ___ 14
3.2.10 Programme Improvement __________________________ ___ 15
3.2.11 Use of Autopilot (AP) _________________________________ 15

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3.3 Conduct of Training/Check Flight in Aircraft________________ 16
3.3.1 Limitations__________________________________________ 16
3.3.2 General Instruction for Aircraft Training Flights______________ 16
3.4 Allowable Training When Simulators Are Defective __________ 21

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CHAPTER 4 TRAINING AND CHECKING PERSONNEL

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4.1 Introduction_________________________________________ 1
4.1.1 Training Organizational Structure________________________ 2
4.2 Appointment of Flight Crew Training Staff__________________ 3
4.2.1
4.2.2
4.2.3
4.2.4
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General____________________________________________
General (Flight Crew) _________________________________
Selection Procedure___________________________________
Selection Criteria_____________________________________
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4.2.5 Instructor Advancement________________________________ 4
4.2.6 Additional Instructors__________________________________ 4
4.2.7 Company and Nominated Training Staff___________________ 5
4.3 Duties and Responsibilities_____________________________ 6
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4.3.1 Training Manager_____________________________________ 6

4.3.2 Training Captains_____________________________________ 6
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4.4 Qualifications and Experience___________________________ 7

4.4.1 General____________________________________________ 7
4.4.2 Training Captain - Minimum Requirements_________________ 7
4.4.3 Check Airman Minimum Requirements____________________ 7
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4.4.4 Line Training Captain Requirements______________________ 8

4.4.5 Initial Ground Training & Flight Training for Instructor/
Check Airmen________________________________________ 10
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4.5 TRI/TRE/CRMI - Revalidation and Renewal ________________ 10

4.5.1 Flight Instructor Rating_________________________________ 10
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4.5.2 Check Airman Authorization_____________________________ 11

4.5.3 Criteria for Revalidation________________________________ 11
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CHAPTER 5 CONVERSION TRAINING AND CHECKING

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5.1 General____________________________________________ 1
5.2 Conversion Training __________________________________ 2
5.2.2 Flying Under Supervision after Zero-flight Time Training (ZFTT)_ 2
5.2.3 Requirements for Enrolling onto a ZFTT Course____________ 3
5.2.4 Company Procedures Indoctrination Training_______________ 3
5.3 Emergency and Safety Equipment Training________________ 5
5.4 CRM Training _______________________________________ 6
5.5 Dangerous Goods Training_____________________________ 7
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5.6 Synthetic Training Device/Aeroplane ___________________________ 7
5.6.1 General__________________________________________________ 7
5.6.1.1 Use of Flight Simulation Training Devices________________________ 8
5.6.2 Synthetic Training Device Training_____________________________ 8
5.6.3 Aeroplane Training_________________________________________ 9

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5.6.4 Line Oriented Flight Training _________________________________ 10
5.7 Flying Test and Checks______________________________________ 10
5.8 Line Flying under Supervision_________________________________ 10
5.8.1 Number of Sectors and Hours_________________________________ 11

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5.9 Low Visibility Operations______________________________________ 11
5.10 RVSM Training_____________________________________________ 12
5.11 Security Training ___________________________________________ 13

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5.12 Aircraft Upset Prevention and Recovery _________________________ 15
5.12.1 Adverse Weather Training ____________________________________ 15
5.13 TCAS Training/ACAS ________________________________________ 15

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5.14 GPWS/CFIT Awareness Training_______________________________ 16
5.15 Windshear Training__________________________________________ 16
5.16 Approval of a Flight Simuation Training Device for Credit in Training
and Checking ______________________________________________ 17
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CHAPTER 6 ROUTE COMPETENCE TRAINING

6.1 Route Competence Training__________________________________ 1

6.2 Category B Airfield Training__________________________________ 1
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6.3 Category C Airfield Training__________________________________ 1

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CHAPTER 7 DIFFERENCES AND FAMILIARISATION TRAINING

7.1 Differences Training________________________________________ 3

7.2 Familiarization Training_____________________________________ 4
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CHAPTER 8 RECURRENT TRAINING

8.1 Recency________________________________________________ 1
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8.1.1 Take-off and Landings_____________________________________ 1

8.1.2 Take-off and Landings – Re-establishing Recency_______________ 1
8.2 Recurrent Training________________________________________ 3
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8.2.1 Ground and Refresher Training______________________________ 3

8.2.2 Aeroplane / Flight Simulator Training _________________________ 4
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8.3 Emergency and Safety Equipment____________________________ 7

8.3.2 Annual _________________________________________________ 7
8.3.3 Triennial ________________________________________________ 7
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8.4 CRM___________________________________________________ 8

CHAPTER 9 RECURRENT CHECKING

9.1 General_________________________________________________ 1
9.2 License and Operator Proficiency Check_______________________ 1
9.3 Emergency and Safety Equipment Check_______________________ 3
9.4 Line Check_______________________________________________ 3
9.4.1 Additional Line Training_____________________________________ 4
9.5 Recency_________________________________________________ 4
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CHAPTER 10 COMMAND TRAINING

10.1 Command Upgrade Evaluation__________________________ 1

10.2 Minimum Experience__________________________________ 1

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10.3 Eligibility for Command________________________________ 2
10.4 Command Simulator Assessment________________________ 2
10.5 Command Selection Board Composition___________________ 2
10.5.1 Candidate Notification_________________________________ 3
10.5.2 Command Interview___________________________________ 3

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10.6 Command Simulator___________________________________ 3
10.7 Line Flying Under Supervision___________________________ 3
10.7.1 Command Debrief____________________________________ 3

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Annex A: Course Structure and Notes_____________________________ 5
Annex B: Simulator Phase Trainees Notes__________________________ 8

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Annex C: What Makes a Good Captain? ___________________________ 9
Annex D: Decision Making Process_______________________________ 11
Annex E: Emergency Briefing____________________________________ 12

CHAPTER 11 QUALIFICATIONS TO OPERATE IN EITHER PILOTS SEAT

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11.1 First Officers Nominated As "Relief of the Commander"________ 1

CHAPTER 12 TRAINING RECORDS AND CHECKING FORMS

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Appendix 1 Training Services Agreement ___________________________ 2

Appendix 2 Line Training Captains Certificate________________________ 5
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Appendix 3 Command Training Record______________________________ 6

Appendix 4 Operator Proficiency Check_____________________________ 7
Appendix 5 Certificate of Test LST/LPC/OPC_________________________ 8
Appendix 6 3 Yearly Requirement LPC/OPC_________________________ 11
Appendix 7 Pilots Emergency Training Record – Annual________________ 14
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Appendix 8 Line Training Syllabus__________________________________ 15

Appendix 9 Increased Weather Minima _____________________________ 18
Appendix 10 Initial CRM Course ___________________________________ 20
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Appendix 11 Flight Crew Qualification_______________________________ 22

Appendix 12 Flight Crew Proficiency Route Check______________________ 24
Appendix 13 Ground School Refresher Course________________________ 26
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Appendix 14 Flight Training Records ________________________________ 27

Appendix 15 Training Program ____________________________________ 28
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Appendix 16 Initial Pilot simulator Training____________________________ 29

Appendix 16A Initial Pilot Ground School Training_______________________ 30
Appendix 17 Initial Training _______________________________________ 31
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Appendix 18 Recurrent Training Curriculum___________________________ 32

Appendix 19 LPC/OPC Check Ride Record___________________________ 34
Appendix 19A LPC/OPC Recurrence Training Record____________________ 34
Appendix 20 Route Training Records________________________________ 35
Appendix 21 Simulator Detail______________________________________ 36
Appendix 22 Simulator Detail (License Skill Test) ______________________ 37
Appendix 23 Flying Training_______________________________________ 38
Appendix 24 RVSM Training _______________________________________ 39

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0.5 RECORD OF REVISION

On receipt of a manual revision, follow instructions on the cover sheet issued

with the revision.

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Record insertion of the manual revision below.

Rev. No Page No. Date Inserted Inserted By

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01 Chpt. 0, pages 1,5,6,7,14 &16
01 Chpt. 2, pages 5

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01 Chpt. 3, pages 2 &19
01 Chpt. 4, pages 1,8 & 10
01 Chpt. 5, pages 1,2,7 & 14
01 Chpt. 6, pages 1
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02
Chpt. 7, pages 1& 2
Chpt. 8, pages 8
Chpt. 10, pages 3
Chpt. 12, pages 26
Chpt. 2, page 4
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0.6 RECORD OF TEMPORARY REVISIONS

On receipt of a Temporary Revision, insert the “issue date”, “date filed” and

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sign in the “filed by” box.

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0.7 REVISION HIGHLIGHTS

Rev. No Details of Highlights Page No.

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01 Amendments in Chapter 0, 1,5,6,7,14
&16
01 Amendments in Chapter 2 5
01 Amendments in Chapter 3 2 & 19
01 Amendments in Chapter 4 1,8 & 10

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01 Amendments in Chapter 5 1,2,7 & 14
01 Amendments in Chapter 6 1

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01 Amendments in Chapter 7 1&2
01 Amendments in Chapter 8 8
01 Amendments in Chapter 10 3
01
02

02
Amendments in Chapter 12

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Chapter 2 (2.4.1)-Inclusion; Commander Minimum Qualification / Experience
(Multi crew Aero Planes)
Chapter 2 (2.4.2) – Inclusion; Co-Pilot Minimum Qualification / Experience
26
4

4
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02 Chapter 2 (2.4.3) – Inclusion; In-house Upgrade to Commander Minimum 4
Qualification / Experience
02 Chapter 5 (5.1) – Additional training; Conversion Course 1
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02 Chapter 5 (5.2.1) – Inclusion; 5.2.1; Conversion Training 2

02 Chapter 5 (5.2.2) – Inclusion; Flying under Supervision after ZFTT 2
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02 Chapter 5 (5.2.3) – Inclusion; Requirements for Enrolling onto ZFTT 3

02 Chapter 5 (5.2.4) – Inclusion; Company Procedures Inductrination Training 3
02 Chapter 5 (5.8.1) – Amendments 11
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0.8 DISTRIBUTION LIST

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COPY NO.
S/N MANUAL HOLDER Hard / Electronic

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1 TECHNICAL LIBRARY 1
2 NCAA 2

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3 ACCOUNTABLE MANAGER / CEO 3
4 DIRECTOR OF FLIGHT OPERATIONS 4

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5 QUALITY / SAFETY MANAGER 7
6 CHIEF PILOT 8
7 TRAINING MANAGER 13
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8 INSTRUCTORS 21/ DEPT
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0.9 REVISIONS AND AMENDMENTS SYSTEM

The Director, Flight Operations is responsible for the Amendment and Revisions of the
Operations Manual Part D. When an amendment to this manual becomes necessary,
the request shall be submitted in writing to the Quality / Safety Manager giving detailed

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information about the reason for this amendment. If the Qualtiy / Safety Manager is
satisfied with the formal request, an amendment will be prepared and sent to the
Regulatory Authority for approval.

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All proposed revisions must be checked by the Quality/Safety Manager and submitted
to the Authority, a written approval must be received before such revision can be used.

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The Quality/Safety Manager is responsible for notifying the Regulatory Authority of
Proposed amendments and revisions. He is also responsible for the regulatory
administration, distribution and control of this manual.

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All amendments will be in the form of printed, replacement pages. They are
accompanied by filing instructions and an updated List of Effective Pages (LEP).

Temporary revisions are amendments to a controlled manual/document that are issued

out of the normal revision cycle. They are distinguished from the rest of the manual
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content by yellow shaded headers and footers.

Normal and temporary revisions are transmitted to all manual holders through a
transmittal letter attached to each amendment/revision, outlining the nature of each
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change. A vertical bar in front of the line indicates any change in the text.

Upon receipt of any revision, manual holders are responsible for inserting the pages as
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per the instructions in the transmittal letter. This responsibility includes registering the
insertion of the Normal and Temporary Revisions.

Where revision instructions require Temporary Revisions to be removed and destroyed,

the manual holders must ensure that the removal details are registered on the record of
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temporary revisions sheet. This includes when temporary revisions are removed upon
receipt of a formal revision.
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Each holder of this Manual is responsible for the security and safeguarding of this
manual, for insertion of amendments, revisions and for maintaining the manual in a
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current status.

After each insertion of amendment/revisions, the manual holder must acknowledge

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receipt and endorse a copy of the transmittal letter to the effect that the instruction has
been carried out and then return same to the Document Controller for filling.
U

Hand-written amendments and revisions are not permitted.

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0.10 MANUAL CHANGE REQUEST FORM

Originator Use

PY
Manual Title:

Section Page: Revision

:

O
Requested Change:

C
Reason for Change: ED
LL
O

Originator (Sign): Date:

TR

DEPARTMENT - MANUAL APPROVAL AUTHORITY

Approval Authority Name: Date Received:

N

Department Comments (Approval or Decline) Upon Review:

O
C

Approval Authority Signature: Date:

N

Send completed signed Manual Change Request Form to Document Controller for filling
U

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0.11 PROCEDURE FOR TEMPORARY REVISIONS

The Director, Flight Operations or his delegates are the only people who can authorise

PY
Temporary Revision to the Fligth Operations Manual Part D.
Temporary Revision are amendments to the Fligth Operations Manual Part D that
are issued out of the normal revision cycle. Temporary Revision are
distinguishable from manual content as they are published on YELLOW

O
PAPER for immediate differentiation. Revision are summarized in the Record of
Temporary Revision page at the front of this publication.

C
When you receive a Temporary Revision, insert Revision pages facing the page
to which they refer, then complete the Record of Temporary Revision page at the
front of this section indicating the bulletin details, title and insertion date. The next
revision to the Fligth Operations Manual Part D will includes by formal revision the

ED
contents of the Temporary Revision and will supersede the Temporary Revision.
LL
Amendment/Revision Policy

Revisions to this manual will be issued by UNA as policies change.

In the header of each page you will find:
O

(i) Chapter-Page Number

TR

(ii) Revsion Number

(iii) Revision Date
N

Amendment Indicator/Marker
When a revision is issued to this publication, all revised material within a policy will
O

be indicated by a vertical line appearing in the LEFT/RIGHT margin.

In some instances, if an entire section of the manual is re-issued, or if a new section

C

is added, this 'revision indicator/marker' will not be added as the entire section is
new.
N
U

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0.12 CORPORATE COMMITMENT

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UNA

CORPORATE COMMITMENT

O
I, the Accountable Manager, undersigned, commit myself to ensure the overall

C
responsibility (including financial) for running UNA, the approved organization
stipulated in the Fligth Operations Manual Part D.

Name: Obiora Okonkwo PhD

Signature:
ED
LL
Date:
O

ACCOUNTABLE MANAGER (CHIEF EXECUTIVE OFFICER)

TR

For and on behalf of UNA.

N
O
C
N
U

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0.13 GLOSSARY OF TERMS

Accountable Manager: The person acceptable to the Authority who has corporate
authority for ensuring that all operations and maintenance activities can be financed and

PY
carried out to the standards required by the Authority and any additional requirements
defined by UNA

Acceptance Checklist: A document used to assist in carrying out a check on the external appearance of packages
of dangerous goods and their associated documents to determine that all appropriate requirements have been met.

O
Aircraft Operating Manual: A manual, acceptable to the State of the Operator, containing
normal, abnormal and emergency procedures, checklists, limitations, performance information,

C
details of the aircraft systems, and other material relevant to the operation of the aircraft.

Aircraft Technical Log: Documentation for an aircraft that includes the maintenance

ED
record for the aircraft and a record for each flight made by the aircraft. The aircraft technical
log is comprised of a journey records section and a maintenance section.

Air Operator Certificate (AOC): A certificate authorizing an operator to carry out specified
commercial air transport operations.
LL
Airworthiness Release: The Operator’s aircraft are released for service following
maintenance by a person specifically authorised by Air Operator, rather than by an
individual or maintenance organisation on their own behalf.
O

Audit: Systematic and independent examination of activities performed by an organization

aimed to verify if the organisation’s activities are planned in accordance with applicable
TR

requirements and implemented in accordance with approved procedures.

Auditor: Person recognized by NCAA with competence and independence to conduct an

Audit.
N

Authority: The civil aviation authority responsible forthe oversight of civil aviation in
Nigeria.
O

Cabin crew member: A crew member who performs, in the interest of safety of passengers, duties assigned by
the operator or the pilot-in-command of the aircraft, but who shall not act as a flight crew member.
C

Cargo aircraft: Any aircraft carrying goods or property but not passengers. In this context the
N

following are not considered to be passengers

i. A crewmember.
U

ii. An operator's employee permitted by, and carried in accordance with, the instructions
contained in the Operations Manual.

iii. An authorised representative of an Authority.

iv. A person with duties in respect of a particular shipment on board.

Chief Inspector: The individual responsible for quality control, as opposed to quality assurance,
and is not to be confused with the Quality Manager under the quality system.
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Commercial air transport operation: An aircraft operation involving the public transport of
passengers, cargo or mail for remuneration or hire.

Configuration Deviation List (CDL): A list established by the organisation responsible for the
type design with the approval of the State of Design which identifies any external parts of an

PY
aircraft type which may be missing at the commencement of a flight, and which contains, where
necessary, any information on associated operating limitations and performance correction.

Consignment: One or more packages of dangerous goods accepted by an operator from one shipper at one time

O
and at one address, receipted for in one lot and moving to one consignee at one destination address.

C
Crew member: A person assigned by an operator to duty on an aircraft during a flight duty
period.

Dangerous goods: Articles or substances which are capable of posing a risk to health, safety, property or the

or which are classified according to those Instructions.

ED
environment and which are shown in the list of dangerous goods in the ICAO Technical Instructions (see definition below)

Dangerous goods accident: An occurrence associated with and related to the transport of dangerous goods
LL
which results in fatal or serious injury to a person or major property damage.

Dangerous goods incident: An occurrence, other than a dangerous goods accident, associated with and related
O

to the transport of dangerous goods, not necessarily occurring on board an aircraft, which results in injury to a person,
property damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the packaging
has not been maintained. Any occurrence relating to the transport of dangerous goods which seriously jeopardises an
TR

aircraft or its occupants is deemed to constitute a dangerous goods incident.

Dangerous goods transport document. A document specified by the ICAO Technical Instructions for the
Safe Transportation of Dangerous Goods by Air. It is completed by the person who offers dangerous goods for air
N

transport and contains information about those dangerous goods. The document bears a signed declaration indicating
that the dangerous goods are fully and accurately described by their proper shipping names and UN numbers (if
O

assigned) and that they are correctly classified, packed, marked, labeled and in a proper condition for transport.
C

Directly in Charge: A person assigned to a position in which he or she is responsible for the work
of a shop or station that performed maintenance, preventive maintenance, or alterations, or other
functions affecting aircraft airworthiness.
N

Equivalent system of maintenance. An AOC holder may conduct maintenance activities

through an arrangement with an AMO or may conduct its own maintenance, preventive
U

maintenance, or alterations, so long as the AOC holder's maintenance system is approved by the
Authority and is equivalent to that of an AMO, except that the approval for return to service of an
aircraft/aeronautical product shall be made by an appropriately licensed aviation maintenance
engineer or aviation repair specialists in accordance with Part 2 of these Regulations, as
appropriate.

Evidence: Is a documented statement of fact, that may be quantitative or qualitative, based

on observations, measurements or tastes that can be verified. Objective evidence may be
found from:
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Exception: A provision in ICAO Annex 18 which excludes a specific item of dangerous goods
from the requirements normally applicable to that item.

Finding: Detail of an activity where a requisite non-accomplishment is found. Finding

description shall be made in such a manner that it is understood by the auditee and that

PY
remains very clear the identification of the non-accomplished requisite or procedure.

Flight crew member: A licensed crew member charged with duties essential to the operation of
an aircraft on the flight deck during a flight duty period.

O
Flight safety document system: A set of inter-related documentation established by the operator, compiling
and organising information necessary for flight and ground operations, and comprising, as a minimum, the Quality

C
System Manual and the operator's maintenance control manual.

Freight container: See unit load device.

ED
Freight container in the case of radioactive material transport: An article of transport equipment
designed to facilitate the transport of packaged goods, by one or more modes of transport without intermediate reloading.
It must be of a permanent enclosed character, rigid and strong enough for repeated use, and must be fitted with devices
LL
facilitating its handling, particularly in transfer between aircraft and from one mode of transport to another. A small freight
container is that which has either an overall outer dimension less than 1.5 m, or an internal volume of not more than 3m3.
Any other freight container is considered to be a large freight container.
O

Handling agent: An agency which performs on behalf of the operator some or all of the latter's functions including
receiving, loading, unloading, transferring or other processing of passengers or cargo.
TR

Holdover time: The estimated time deicing/anti-icing fluid will prevent the formation of frost or ice and the
accumulation of snow on the protected surfaces of an aircraft. Holdover time begins when the final application of deicing
or anti-icing fluid commences and expires when the deicing or anti-icing fluid applied to the aircraft loses its effectiveness.
N

Human factors principles: Principles which apply to aeronautical design, certification, training, operations and
O

maintenance and which seek safe interface between the human and other system components by proper consideration
to human performance.
C

Instrument Meteorological Condition (IMC): Meteorological conditions expressed in terms of visibility,

distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions.
N

Interchange Agreement: A leasing agreement which permits an air carrier to dry lease and take or relinquish
U

operational control of an aircraft at an airport.

Maintenance Control Manual: A document that describes the operator's procedures necessary to ensure that
all scheduled and unscheduled maintenance is performed on the operator's aircraft on time and in a controlled and
satisfactory manner.

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Maintenance Procedures Manual: A document endorsed by the maintenance organisation which details the
maintenance organisation's structure and management responsibilities, scope of work, description of facilities,
maintenance procedures and quality assurance or inspection systems.

Maintenance release: A document which contains a certification confirming that the maintenance work to which it

PY
relates has been completed in a satisfactory manner, either in accordance with the approved data and the procedures
described in the maintenance organisation's procedures manual or under an equivalent system.

Operational Control: The exercise of authority over the initiation, continuation, diversion or termination of a flight

O
in the interest of safety of the aircraft and the regularity and efficiency of the flight.

C
Operational Flight Plan: The operator's plan for the safe conduct of the flight based on consideration of aircraft
performance, other operating limitations and relevant expected conditions on the route to be followed and at the
aerodromes/heliports concerned.

ED
Operations Manual: A manual containing procedures, instructions and guidance for use by operational personnel
in the execution of their duties.
LL
Operator: A person, organisation or enterprise engaged in or offering to engage in an aircraft operation. (ICAO). Any
person who causes or authorises the operation of an aircraft, such as the owner, lessee, or bailee of an aircraft

Overpack: An enclosure used by a single shipper to contain one or more packages and to form one handling unit for
O

convenience of handling and stowage.

TR

Package: The complete product of the packing operation consisting of the packaging and its contents prepared for
transport.

Packaging: Receptacles and any other components or materials necessary for the receptacle to perform its
N

containment function.
O

Passenger aircraft: An aircraft that carries any person other than a crew member, an operator's employee in an
official capacity, an authorised representative of an appropriate national authority or a person accompanying a
C

consignment or other cargo.

Post Holder: A person acceptable to NCAA who is responsible for a particular part of the operation.
N

Proper shipping name: The name to be used to describe a particular article or substance in all
U

shipping documents and notifications and, where appropriate, on packaging.

Quality: The totality of features and characteristics of a product or service that bears on
itself the ability to satisfy stated or implied needs.

Quality Assurance: Quality assurance, as distinguished from quality control, involves

activities in the business, systems, and technical audit areas. A set of predetermined,
systematic actions which are required to provide adequate confidence that a product or
service satisfies quality requirements

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Quality Assurance Programme: Quality Assurance Programme is a programmed and
systematic way to organize available resources to obtain Quality Assurance goals.

Quality Manager: Person recognized by NCAA, responsible for Quality System

Management, it’s monitoring and also the monitoring of implementation of corrective

PY
actions and evaluation of its effectiveness.

Quality Control: The regulatory inspection process through which actual performance is
compared with standards, such as the maintenance of standards of manufactured

O
aeronautical products, and any difference is acted upon.

Quality Inspection: Is the act of observing a particular event, object or action to ensure

C
the correct procedures and applicable regulation or rules are fulfilled during
accomplishment of that action or event or that said object is in accordance with applicable
procedures, regulation or rules.

the operators Quality System and Quality Assurance Programme.

ED
Quality System Manual: The document containing the relevant information pertaining to

Quality Management: The management responsible for the overall function and
LL
implementing Quality Policy.

Quality Plan: A document setting out the specific qualify practices, resources and
sequence of activities relevant to a particular product, service, contract or project.
O

Quality Policy: The overall quality intentions and direction of a company as regards
quality, formally expressed by the Accountable Manager.
TR

Quality System (QS): The organizational structure, responsibilities, procedures, processes and
resources for implementing quality management

Safety Management System (SMS): A systematic approach to managing safety, including the
N

necessary organisational structures, accountabilities, policies and procedures.

Serious injury: An injury which is sustained by a person in an accident and which:

O

(i) Requires hospitalisation for more than 48 hours, commencing within seven days from the
C

date the injury was received;

N

Results in a fracture of any bone (except simple fractures of fingers, toes or nose);

Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage;
U

Involves injury to any internal organ;

(ii) Involves second- or third-degree burns, or any burns affecting more than 5% of the body
surface; or

Involves verified exposure to infectious substances or injurious radiation.

Service Level Agreement: A formal agreement, usually as part of a contract, between an

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operator and an external service provider, or in some cases, as internal service provider,
that:

• Specifies, in measurable terms, in the services the external provider is

expected to perform;

PY
• Becomes the basis for monitoring of the performance of the external service
provider by the operator.

O
State of Origin: The State in which dangerous goods were first loaded on an aircraft.

C
Technical Instructions: The latest effective edition of the Technical Instructions for the Safe Transport of
Dangerous Goods by Air (Doc. 9284-AN/905), including the supplement and any addendum, approved and published by
decision of the Council of the ICAO. The term "Technical Instructions" is used in this Part.

ED
Training to proficiency: The process of the check airman administering each prescribed manoeuvre and
procedure to a pilot as necessary until it is performed successfully during the training period.

UN number: The four-digit number assigned by the United Nations Committee of Experts on the Transport of
LL
Dangerous Goods to identify a substance or a particular group of substances.

Unit load device: Any type of freight container, aircraft container, aircraft pallet with a net, or aircraft pallet with a
O

net over an igloo.

TR
N
O
C
N
U

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0.14 LIST OF ABBREVIATIONS

AAL Above Aerodrome Level
ACARS Aircraft Communication Addressing and Reporting System

PY
ACAS Airborne Collision Avoidance System
A/C Aircraft
ACC Area Control Centre
ADI Attitude Director Indicator
ADREP Accident/Incident Reporting System

O
AEA Association of European Airlines
AFM Aeroplane Flight Manual (or Airplane Flight Manual)
AFTN Aeronautical Fixed Telecommunication Network

C
AFIS Aerodrome Flight Information Service
AGL Above Ground Level
AIC Aeronautical Information Circular

ED
AlP Aeronautical Information Publication
AIS Aeronautical Information Service
AMC Acceptable Means of Compliance
AMC Aeromedical Centre
AMCS Asst. Manager Cabin Services
LL
AME Authorized Medical Examiner
AMS Aeromedical Section
AMSL Above Mean Sea Level
AOC Air Operator Certificate
O

AOM Aeroplane Operating Manual

APP Approach Control Office
TR

APS Accident Prevention Specialist

APU Auxiliary Power Unit
ASD Accelerate Stop Distance
ASDA Accelerate Stop Distance Available
ASU Air Starter Unit
N

ATA Actual Time of Arrival

ATC Air Traffic Control
ATD Actual Time of Departure
O

ATIS Automatic Terminal information Service

ATPL Airline Transport Pilot Licence
C

ATS Air Traffic Service

AVGAS Aviation Gasoline
BECMG Becoming
N

BKN Broken
BL Blank (Intentionally)
U

C Celsius (Temperature)
CAA Civil Aviation Authority
C/A 1 Senior cabin Crew Member (SCCM)
C/A Cabin Crew Member (CCM)
CAM Cabin Crew Member Manual (CCMM)
CAMO Continuing Airworthiness Management Organisation
CAO Cargo Aircraft Only
CAT Clear Air Turbulence
CAT II Category II All Weather Ops
CAT III Category III All Weather Ops
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CAVOK Ceiling and Visibility OK
CB Cumulonimbus
CDL Configuration Deviation List
CEM Company Emergency Manual
CEO Chief Executive Officer

PY
CFMU Central Flow Management Unit
CG Centre of Gravity
CL Centerline Lights
CM Centimeter
CM Crew Member

O
CO2 Carbon Dioxide
COM Communications/-Equipment

C
CP Copilot
CPL Commercial Pilot Licence
CRD Child Restraint Device
CRM Crew Resource Management

ED
CTM Crew Training Manual
Dept. Department
Dev Deviation
DFO Director, Flight Operations
DGR Dangerous Goods Regulations
LL
DH Decision Height
DIST Distance
DK Denmark
O

DME Distance Measuring Equipment

DOC Document
DOI Dry Operating Index
TR

DOM Dry Operating Mass

ECAC European Civil Aviation Conference
EDP Electronic Data Processing
ETA Estimated Time of Arrival
ETOPS Extended Range Operations with Two-Engine Aeroplanes
N

ETP Equal Time Point

F Fahrenheit
O

F France
FD Flight Director
FOP Flight Duty Period
C

FIC Flight Information Service

FL Flight Level
FMS Flight Management System
N

FOM Flight Operations Manual

FOB Fuel on Board
U

FOO Flight Operations Officer

FPM Feet per Minute
FSM Flight Safety Manual
FT Feet
FTD Flight Training Device
G Gusts
G/B FOM General Basic Flight Operation Manual
GB United Kingdom
GenDec General Declaration
GND Ground
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GPS Global Positioning System
GPWS Ground Proximity Warning System
G/S Glide Slope
GS Ground Speed
H Heavy

PY
HF High Frequency
HI High Intensity Light
HPa Hecto Pascal
Hrs Hours
I Italy

O
IAL Instrument Approach and Landing Chart
IAS Indicated Air Speed

C
lATA International Air Transport Association
ICAO International Civil Aviation Organisation
ICE Dry Ice
ID Identity (Number)

ED
IEM Interpretative and Explanatory Material
i.e. Id Est
IFPS Integrated Flight Planning System
IFR Instrument Flight Rules
ILS Instrument Landing System
LL
IMC Instrument Meteorological Conditions
In Inch(es)
IN2 Square Inch
O

INAD Inadmissible
Incl Including
Intr. Introduction
TR

ISA International Standard Atmosphere

ISO International Standard Organisation
KCAS Knots Calibrated Airspeed
KIAS Knots Indicated Airspeed
Kg Kilogram
N

Km Kilometres
KM/H Kilometres per Hour
O

KTS Knots
KTA Kilopascal
L Light
C

L(LTR) Liter
Lb(s) Pound
LD Landing Distance
N

LDA Landing Distance Available

LEP List of Effective Pages
U

LLZ Localizer
LMC Last Minute Changes
LOFT Line Orientated Flight Training
LRC Long Range Cruise
LVP Low Visibility Procedures
LVTO Low Visibility Take-off
M Metric, Metres
M Medium
MAAS see Chapter 8.2.2.3
MAG Magnetic
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MAP Aeronautical Maps and Charts MAP
Missed Approach Point
MAX Maximum
MCC Multi Crew Co-operation
MDAl/H Minimum Decision Altitude/ Height

PY
MDH Minimum Descent Height
MEA Minimum En-route IFR Altitude
MEDA see Chapter 8.2.2.3
MEL Minimum Equipment List
MET Meteorological (Office)

O
METAR Aviation Routine Weather Report
MHz Megahertz

C
MI Medium Intensity Lights
Mil Military
MIN Minimum
MLM Maximum Landing Mass (Structural Limit)

ED
MLS Microwave Landing System
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstruction Clearance Altitude
MORA Minimum Off-Route Altitude MRVA Minimum Radar Vectoring Altitude
LL
MSL Mean Sea Level
MTOM Maximum Take-off Mass (Structural Limit)
MZFM Maximum Zero Fuel Mass
O

N Norway
NAV Navigation Equipment
NAVAID Navigational Aid
TR

NCAA Nigerian Civil Aviation Authority

NDB Non-Directional Beacon
NFP Net Flight Path
Nil No Items Listed (Nothing)
No Number
N

NOTAM Notice to Airmen

NSC No Significant Clouds
O

NSW No Significant Weather

NUA United Nigeria Airlines ICAO 3 letter Code
OAT Outside Air Temperature
C

OCA Obstacle Clearance Altitude

OCC Operations Control Centre
OCH Obstacle Clearance Height
N

OCL Obstacle Clearance Limit

OFP Operational Flight Plan
U

OM Outer Marker
OMME Organisation Maintenance Management Exposition
OPS Operations
OVC Overcast
PANS/RAC Procedures for Air Navigation Services
PANS/OPS Procedures for Air Navigation Services - Aircraft Operations
PAX Passenger(s)
PBE Personal Breathing Equipment
PET Point of Equal Time
PF Pilot Flying
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PIC Pilot in Command
PL Payload
PIREP Pilot In-flight Weather Report
POH Pilot's Operating Handbook
PNF Pilot Non-Flying

PY
PRM Person(s) with Reduced Mobility
PROB Probably
Pt Pint
MSA Minimum Sector Altitude
QA Quality Assurance

O
QDM Magnetic Heading (Zero Wind)
QFE Height Above Airport Elevation (Based on local station pressure)

C
QM Quality Manager
QNH Altitude Above Sea Level (Based on local station pressure)
Qt Quart
RA Resolution Advisory

ED
RA Radio Altimeter Setting Height
RAC Air Traffic Routes and Services
RCL Restricted Cryogenic Liquid
RCM Corrosive Material
Ref Refer to
LL
REG Registration
REP Reported
RFG Flammable Gas
O

RFL Flammable Liquids

RFS Flammable Solids
RFW Substances which in contact with water emit Flammable Gases
TR

RIS Infectious Substances

RM Route Manual(s)
RMD Miscellaneous Dangerous Goods
RNAV Area Navigation
RNG Non-Flamable Non-Toxic Gas
N

RNP Required Navigation Performance

ROP Organic Peroxides
O

RoR Record of Revisions

ROX Oxidizing Substances
RPB Poisonous (Toxic) Substances
C

RPG Toxic Gas

RPL Repetitive Flight Plan
RRW Radioactive Material
N

RRY Radioactive Material

RSB Polystyrene (Polymeric) Beads or Granules
U

RSC Substances liable to Spontaneous Combustion

RTOW/M Regulated Take-off Weight (Mass)
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
S Sweden
SAR Search and Rescue
SAT Static Air Temperature
SCT Scattered
SELCALSelective Calling
SID Standard Instrument Departure Route
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SIGMET Significant Meteorological Report
SITA Société International de Telecommunications Aeronautiques
SKC Sky Clear
SNOWTAM Snow Notice to Airmen
SOP Standard Operating Procedures

PY
SPECI Special Report Amending a METAR
SPO System Panel Operator (Flight Engineer)
SRA Surveillance Radar Approach
SRE Surveillance Radar Equipment
SSR Secondary Surveillance Radar

O
STAR Standard Terminal Arrival Route
SPO System Panel Operator

C
STCR Stretcher (see Chapter 8.2.2.3)
STD Standard
STD Synthetic Training Device
STPD Standard Temperature Pressure Dry

ED
TA Traffic Advisory
TAT Total Air Temperature
TAG Trans-cockpit Authority Gradient
TAF Terminal / Aerodrome Forecast
TAS True Airspeed
LL
TCAS Traffic Alert and Collision Avoidance System
TCU Towering Cumulus
TEL Telephone
O

TEMPO Temporary
TERPS United States Standard for Terminal Instrument Procedure
TGL Temporary Guidance Leaflet (published by JAA)
TR

TI Transport Index
TL Transition Level
TLB Technical Log Book
TLD Tailored (customized) Pages
TM Training Manual
N

TMA Terminal Control Area

TOC Top of Climb
O

ToC Table of Contents

TOD Top of Descent
TOD Take-off Distance
C

TODA Take-off Distance Available

TOR Take-off Run
TORA Take-off Run Available
N

TOW/M Take-Off Weight/Mass

U

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PY
O
C
ED
LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
U

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COMPANY LTD Training ISSUE 2 Page 1

CHAPTER 1: GENERAL AND FLIGHT CREW TRAINING

1.0 INTRODUCTION

PY
1.1 GENERAL
This Company Manual is issued in accordance with Nigerian Civil Aviation
Regulations (Nig. CARs), as well as the terms and conditions for commercial
air transportation of the company's Air Operator's Certificate (AOC).

O
This manual is compiled by the Training and Standards Manager, under the
responsibility of the Director of Flight Operations.

C
This manual is the property of United Nigeria Airlines and is subject to
immediate recall or modification, when deemed necessary. Promulgation of its
contents to third parties without authorization is prohibited, except for

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inspection by the relevant authorities.

1.1.1 Usage
The Operations Manual Part D is for the use of those company personnel
who have been appointed to carry out training and/or checking duties in
LL
respect of flight crew. Copies of the manual will also be made available to
non-company personnel who may be authorized to carry out training on the
Company's behalf (e.g. approved training organizations who may be
employed to conduct training to a new aircraft type).
O

The Operations Manual Part D consists of the following Parts:

TR

Part D1 - General and Flight Crew Training.

Part D2 - Cabin Crew Training.
Part D3 - Flight Dispatcher's Training.
N

Specifically, this manual addresses Part D1.

O

1.1.2 Interpretation
C

For brevity the pronoun 'he' is used in this manual. Where appropriate, the
N

pronoun 'she' should be inferred or assumed.

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1.2 TRAINING

1.2.1 Indoctrination Training - Nig.CARs 8.10.1.9

PY
United Nigeria Airlines provides indoctrination training for employees, which
includes at least 40hours of instruction. This training course is designed to
bring all operations staff aboard in an efficient and safe manner.

O
The course will teach new operations staff about the company, its history, the
structure/management system of the organization, its procedures and its
technical manuals system. it will also cover health and safety accident

C
prevention, workplace ethics, the quality system, basic technical theory
relevant to the aircraft system and structure fitted to the fleet United Nigeria
Airlines maintains.

ED
Specific information about the aircraft type on which candidate intend to be
licensed regardless of any previous experience a newly employed operations
staff may have, it is the policy of United Nigeria Airlines that all staff complete
initial indoctrination training to ensure efficiency in the dissemination of their
LL
duties, this includes theoretical and practical instructions towards being deeply
rooted in the culture of doing things right with the values of integrity, customer
satisfaction, quality service delivery and reliability, in clear terms ,to make the
O

airline most preferred in terms of quality service delivery in the aviation

industry.
Each operations staff must successfully complete an indoctrination and initial
TR

training before undertaking aircraft type rating training on the aircraft to be

operated.

1.2.2 Training program principles

N

The flight crew Training program is based on three principles:

Systematic Approach to Instruction: The task of Training must be
O

considered as a whole and an instruction system must be defined to achieve

the Training objectives. These objectives are determined by a task analysis.
Methods and means necessary to implement the instruction system are
C

chosen for their qualities and adaptability to the objectives. Each phase in the
Training system is intended to fulfill part of the objectives.
N

Learning by doing. It is very important that practical exercises are included

in every Training phase. Practical Training all system Training shall be
U

provided as soon as possible to ensure that the theoretical Training all

knowledge is retained and to train the flight crewmembers in their respective
tasks in the cockpit environment.
Training to proficiency: At the end of the Training program, each
crewmember must be capable of carrying out his task safely and efficiently,
in accordance with the Training objectives. Therefore, it is not possible to

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permit a trainee to pass from one phase to the next phase until he has
acquired the skills necessary to complete the objectives.
To effectively utilize the Training syllabi, assignment into the correct category
of Training for each student must be ensured. A description of each category

PY
follows:
1.2.3 Categories of Training

1.2.4 Human Factors (HF) Training Procedures

O
1.2.5 Introduction

C
Inaccuracies, ambiguities, ignorance, lack of attention, etc. in UNA may lead to
maintenance errors. Indirectly most of these errors may also encourage or
give reasons to maintenance personnel to deviate from given instructions.

ED
The development of HF related skills and knowledge in the maintenance
organisation could be improved through training of all personnel. To prevent
errors and/or failures from occurring,
LL
1.2.6 Applicability

Human factor training is targeted for all UNA technical personnel. The scope
O

of training given is dependent on the function that the person fulfils within the
organisation. The content of each subject is tailored to be specified
TR

requirements of the department. To take into account the differing levels of

knowledge required, there are several types of HF Training performed at AP.

1.2.7 Purpose and Scope

N

Evidence from incidents and accidents shows those Human Errors and
Human Factor problems are not limited to “hands-on” maintenance staff, but
O

may extend to planners, technical records staff, Quality, etc. Senior

management commitment to, and support of, the company Human Factors
Programme is essential to the success of such programmes. Staff needs to be
C

convinced of this commitment by the management. Managers’ attendance of

the Human Factors training is one way of showing this.
N

The goal of Human Factors Training is improving the awareness in order to

U

i. Improve safety
ii. Reduce errors & Risks
iii. Increase productivity & reliability
iv. Give knowledge on HF and safety to the employees
v. Give details of how the company HF programme works
vi. Influence peoples’ attitudes
vii. Influence behaviour

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1.3 DEFINITIONS

‘Human Factors’ (HF) means principles, which apply to aeronautical design,

certification, training, operations and maintenance. It seeks a safe interface
between the human and other system components by proper consideration of

PY
human performance.

Human Performance’ means human capabilities and limitations, which have

O
an impact on the safety and efficiency of aeronautical operations.

Human Error’ has been defined as an inappropriate or undesirable human

C
decision or behaviour that reduces, or has the potential for reducing,
effectiveness, safety, or systems performance.

ED
1.3.1 Human Factors Training at UNA

UNA Flight Operations is responsible to ensure that

i. Initial HF Training Course is carried out.

LL
ii. Continuation HF Training is regularly adjusted to reflect quality
audit findings, and other
iii. Sources of information, such as deficiency or investigation
O

reports.
iv. People responsible for putting HF Training in place are
appropriately trained
TR

v. Training Needs Analysis (TNA) is performed.

vi. Training Material and Location are available for instructors to
perform HF training.
N

Aims and Objectives:

This paragraph is intended to highlight the aims and objective of Human
performance and capabilities which have an impact on aviation maintenance,
O

and safety related issues. Figure 1.6-1 below demonstrates the Elements of
a Human Factors Programme interaction.
C
N
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O
C
ED
LL
O
TR
N
O
C
N
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Figure 1.6-1 Elements of a Human Factors Programme interaction

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1.4 COMPANY PROCEDURES INDOCTRINATION and FAMILIARIZATION

United Nigeria Airlines shall ensure that all operations personnel are provided
company indoctrination training, on first hire, which covers the following areas:

PY
1) The Company organization, scope of operation and administrative practices
as applicable to their assignments and duties.
2) Appropriate provisions of the Nig.CARs (Nigeria Civil Aviation Regulations)
and other applicable regulations and guidance materials.

O
3) Content of United Nigeria Airlines’ certificate and operations specifications (not
required by cabin crew).
4) United Nigeria Airlines’ policies, procedures and the essence of safety as

C
paramount.
5) Crew member and flight operations officers’ duties and responsibilities.
6) United Nigeria Airlines testing program for alcohol and narcotic psychoactive

ED
substances.
7) Applicable crew member manuals including SOP (Standard Operating
Procedures) and West African Meteorology.
8) Appropriate portions of United Nigeria Airlines Operations Manual.
Documentation: Attendance records and Certificate.
LL
Course duration: 5 days/40 hours.,
The training venue shall be at the United Nigeria Airlines HQ
Course instruction is given by Flight Operations Quality Manager, Chief Pilot, Safety
O

Manager, Crew Training Manager.

TR

1.4.1 Company Procedures Indoctrination Timetable

PERIOD DAY 1 DAY 2 DAY 3 DAY 4 DAY 5

8-10:00 Intro to UNA Nig. CARs UNA AOC Alcohol, OPS
N

(2:00) Organization Overview: OPSSPEC Narcotics & Manuals

Psychoactive Overview:
10:10- Scope of Ops: - Applicable Company Substance OMA:
O

12:40 Fleet, Regulations Policies tests 5,6,8

(2:30) -Dispatch
L U N C H BREAK
C

13:20- -Engineering Route Guide/ Procedures, Crew manuals OMA 8

15:20 -Sales/Accounts Jeppesen Safety + SOP
N

(2:00) Manual Emphasis SOP

15:30- Admin applicable Applicable Crewmember West African Gen. Test
17:00 to duties Regulations Responsibility Met.
U

(1:30) +assignment. + Dispatch

Duty

UNA – United Nigeria Airlines AOC – Air Operator’s Certificate

OPSSPEC – Operations Specification OPS – Operations
SOP – Standard Operating Procedure OMA – Operations Manual Part A
MET – Meteorology.

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2.0 ADMINISTRATION

2.1 GENERAL

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The Director of Flight Operations is responsible for determining the syllabi,
contents and timescales for all training courses in consultation with the Crew
Training Manager and Cabin Crew Safety / Training Instructor as appropriate.
He will ensure that sufficient ground training courses and flying training

O
programmes are arranged to accommodate planned operations. He will also
be responsible for ensuring that sufficient training and checking staff are

C
available to meet the training requirements. He will also ensure that the
Company nominated approved Type Rating Training Organizations meet all
the requirements of the NCAA.

2.1.1 Training Scheduling

ED
The Director of Flight Operations and the Crew Training Manager are
LL
responsible for ensuring that correctly qualified trainers are rostered to
complete training and testing requirements. Ground Training, including Flight
Simulator is generally coordinated by Flight Operations Department; Line
Flying scheduling is delegated to the Rostering Officers who will refer to Part
O

D to confirm the level of authority of individual training staff.

TR
N
O
C
N
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2.2 MANDATORY REQUIREMENTS

Nig. CARs; 9.2.2.5

The Chief Pilot, under the supervision of the DFO will be responsible for

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maintaining a record of the expiry dates of the following checks/tests/training:

(a) Operator Proficiency checks;

O
(b) Line check;
(c) Annual Emergency and Safety Equipment check;

C
(d) Triennial Emergency and Safety equipment check;
(e) CRM training; - (Initial and Refresher Training);

ED
(f) Ground and Refresher training;
(g) License Proficiency Check;
(h) Route and Aerodrome competence;
(i) First Aid Training;
LL
(j) Dangerous Goods see Appendix D Dangerous Goods Training.
O

The Chief Pilot will notify the Crew Rostering Section and the flight crew
concerned sufficiently in advance of the expiry of any check/test/training.
TR

Operator Proficiency Checks and LPC skill tests may be carried out in total or in
part on an approved flight simulator. Abnormal or emergency procedures
training requiring the application of part or all of abnormal or emergency
procedures and simulation of Instrument Meteorological Conditions by artificial
N

means are not to be undertaken during commercial air transportation flights.

O
C
N
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2.3 RECORDS

On completion of a check or test, the authorized person conducting the check

or test should advise crewing that the flight crew member being checked or

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tested is, or is not, cleared to continue their rostered duties and forward the
completed forms to the Flight operations department. Part one of the LPC
form will be forwarded to NCAA.

O
The Chief Pilot is to ensure that the forms have been completed correctly and
are retained on the individual flight crew members file and that Rostering
Section are aware of the result of the check or test. The training

C
documentation of the pilot will be kept for the period of his employment and for
3 years after that date. The documentation is listed below:

IS: 9.2.2.5(a)

a)
b)
c)
Ground and Flight Training (All types)
ED
Route & Aerodrome Qualification Training,
Dangerous Goods Training,
LL
d) Security Training,
e) Proficiency & Qualification Checks (All types),

2.3.1 Records Availability

O

The records of all training are available, on request, to the Flight Deck Crew
member concerned. All flight crew records shall be kept with the CP.
TR

2.3.2 Actions in the Event of Failure of a Check or Below Standard

Performance, or Failure to Make Appropriate Progress

If at any stage of training, or as a result of a test, it is evident that the pilot has
N

not reached the necessary standards, the Training Captain must refer the
case to the Training Coordinator.
O

A review will be completed by the Training Coordinator of the circumstances of

the failure or inadequate performance or progress; this will include the historic
C

records of the pilot concerned as well as all training reports.

The Training Coordinator/Chief Pilot will decide the course of action:

N

(a) Continue with Training.

U

(b) Award additional training.

(c) Suspend training.

In all circumstances the pilot concerned will be interviewed and advised of the
decision, and a record retained on his training file.

The Chief Pilot and Fleet Managers will be advised of the decision; in the
event of a suspension of training the Chief Pilot will be responsible for the
decision regarding the future employment of the individual.

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2.4 MINIMUM QUALIFICATION/EXPERIENCE LEVELS

The following subsections detail the minimum experience levels required by

the Company, however, the Director of Flight Operations has discretion to

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alter the minimum experience levels, with due regard to past experience,
training background and competence levels, where deemed appropriate.
2.4.1 Commander - Multi Crew Aeroplanes.

O
(a) A valid ATPL(A) with IR.
(b) Valid and appropriate type or class rating, and

C
(c) Minimum flying experience of;
i. 4000 hours of which 1000 hours are on type for an external Senior

ED
First Officer; or
ii. 3500 hours, including 500 hours PIC on multiengine turbojet aircraft
with an MTOW higher than 15000 kg; or
iii. 4000 hours, including 1000 hours PIC on multiengine
turboprop aircraft with an MTOW higher than 15000 kg.
LL
2.4.2 Co-Pilot
(a) Valid CPL with IR for multi-crew aeroplanes.
O

(b) Valid and appropriate type or class rating, and

(c) Total minimum flying experience of 250 hours.
TR

Note: Second Officers with a total time of less than 500 hours will
undergo 200 hours of line supervision.
N

2.4.3 In-house Upgrade to Commander

The requirements for a Senior First Officer for promotion to command are:
O

a) License – ATPL with appropriate aircraft type-rating P1 endorsement.

Upgrade will not normally be given where an aircraft conversion is
C

required.
b) Minimum flying experience of 3500 hours of which 1000 hours are on
N

the type or 1500 hours are on similar type in the same category.
The selection for command upgrade will be made by a selection board
U

consisting of a minimum of three of the following: Director, Flight Operations,

Chief Pilot, Training Coordinator, Senior Training Captain and the Fleet
Manager, if any.

Note: With the approval of the NCAA and the DFO, hours accrued in the
Company may be factored by 1.25 and included as part of the total
aeronautical experience requirement for command upgrade.

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2.5 PERIODS OF VALIDITY

Nig. CARs; 8.10.1.20

2.5.1 Operator Proficiency Check / License Proficiency Check

PY
(a) The period of validity of an Operator Proficiency Check shall be
6 months.

O
(b) The period of Validity of a License Proficiency Check shall be 12
calendar months.

C
2.5.2 Line Check

The period of validity of a line check shall be 12 calendar months in addition to

the remainder of the month of issue.

2.5.3 Annual Emergency and Safety Equipment Check

ED
The period of validity of an annual emergency and safety equipment check
LL
shall be 12 calendar months.

2.5.4 Triennial Emergency and Safety Equipment Check

O

The period of validity of a triennial emergency and safety equipment check

shall be 3 calendar years.
TR

2.5.5 Crew Resource Management

Flight crew members undergo CRM course every 12 calendar months.

2.5.6 Ground and Refresher Training

N

Each flight crew member shall undergo ground and refresher training every 12
calendar months.
O

2.5.6.1 Aviation Security Training

C

Each flight crew member will undergo Aviation Security Training every 12
calendar months.
N

2.5.6.2 Dangerous Goods Awareness Training

U

Each flight crew member will undergo Dangerous Goods Awareness Training
every 24 calendar months. The validity of the training will be 24 months from
the date of training.

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2.5.7 Pilot Qualification to Operate in Either Pilot's Seat

A commander whose duties also require him to operate in the right-hand seat

PY
shall complete a simulator and the following additional training and LPC/OPC
on the right side.

Such training and evaluation shall be completed during initial ground and

O
simulator training and subsequently during recurrent simulator training every 6
months.
(a) An engine failure take-off,

C
(b) A one engine inoperative approach and go-around,
(c) A one engine inoperative landing.
2.5.8 Route and Aerodrome Competence Qualification - Commander

ED
The period of validity of the route and aerodrome competence qualification
shall be 12 calendar months.
LL
2.5.9 Recent Experience - Nig. CARs 8.10.1.21

A pilot shall not operate an aeroplane for commercial air transportation as

O

commander unless he has carried out at least three take-offs and three
landings as pilot flying in an aeroplane or an approved flight simulator, of the
type to be used, in the preceding 90 days.
TR

2.5.10 Commander Multi-Pilot Operations

ADDITIONAL REQUIREMENTS
N

The following additional requirements must be met when the Pilot has been off
flying the type for:
O

(a) Greater than 36 months – Pilots will undergo total re-training

(b) Less than 36 months greater than 24 months – Same as (a)
C

above
(c) Less than 24 months greater than 12 months – 3 days ground
N

school 12 hrs SIM Training and LPC/OPC check ride

Note: Items (a) through (c) will be at the discretion and instruction of the
U

Approved TRTO in consultation with the Head of Training.

(d) Less than 12 months greater than 6 months
Ground school and exam either written or oral and flying training
course (sim) Minimum 2 x 4hours sim details included
LPC/OPC OPC and LVO's if applicable LPC If applicable 6
sectors of supervised Line Training including Line Check

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(e) Less than 6 months greater than 3 months

3 Take-offs and Landings with a Check Airman, or a LTC
(nominated by the Head of Training, CP or DFO). An approved
flight sim may be used for this purpose.

PY
2.5.11 Recent Experience - Co-Pilot - Nig. CARs 8.10.1.21

O
A co-pilot shall not serve at the flight controls during take-off and landing
unless he has served as a pilot at the controls during at least three take-offs
and three landings of an aeroplane of the same type or an approved simulator,

C
of the aeroplane type to be used in the preceding 90 days.

2.5.11.1 Additional Requirements

ED
The following additional requirements must be met when the Pilot has been off
flying the type for:
LL
(a) Greater than 36 months – Pilot must undergo total re-training
(b) Less than 36 months greater than 24 months – Same as (a)
O

(c) Less than 24 months greater than 12 months – 3-day ground

school
TR

and a 12hr simulator session and check

Note: Items (a) through (c) will be at the discretion and instruction of the
Approved TRTO in consultation with the Head of Training.
N

(d) Less than 12 months greater than 6 months

O

Ground school and exam either written or oral and flying training
course (Sim)
Minimum 2 x 4hours Sim details included LPC/OPC OPC and
C

LVO's if applicable LPC If applicable

6 sectors of supervised Line Training including Line Check
N

(e) Less than 6 months greater than 3 months

U

3 Take-offs and Landings with a Check Airman, or a LTC (nominated by the

Head of Training, CP or DFO) an approved flight sim may be used for this
purpose if further training is required.

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2.5.12 Recent Experience - All Pilots

The recency requirements are listed in paragraphs 2.5.10 Recent

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Experience -Commander Multi-pilot Operations and 2.5.11 Recent
Experience - Co-pilot.

2.5.13 Recent Experience for LVTO and CAT II/III Operations (if applicable)

O
To be completed on every LPC and OPC:
(a) Rejected take-off at minimum authorized RVR,

C
(b) Take-off with the engine failure between V1 and V2 (Approved
Simulator only) at minimum authorized RVR,

(c)

(d)

(e)
3 approaches,

Missed approach. ED
Missed approach as a result of an Auto-Pilot Failure at or below
LL
decision height when the last reported RVR was 300m or less
(this item to be covered at least once in three consecutive
OPC's).
O
TR
N
O
C
N
U

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3.0 TRAINING POLICY

3.0.1 Mission Statement

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The Flight Operations Department mission is to provide crew members to the
Company Flight Operations Department, who are trained and competent to
undertake all flight operations; and are fully cognizant of the safety and quality
culture of the Company.

O
The Crew Training Manager and staff are all personally committed to the Safety
and Quality Policy of the Company.

C
3.0.2 Training Policy
The Training Policy is invariably to train to the Nig.CARs and Company
standard.

ED
Training will always be up to the Company standard, never down to minimum
acceptable or to time and cost considerations.
As an additional element of United Nigeria Airlines Training Policy, pilot
LL
checking and /or evaluation will not be conducted by the same check airman /
examiner who conducted the training.

United Nigeria Airlines will ensure flight crew members receive training that
O

supports fleet, new policies, rules, instructions and proceedings.

3.0.3 Authority and Responsibility

TR

The Crew Training Manager has his authority from and is responsible to the
Accountable Manager through the Director of Flight Operations.
The Crew Training Manager is responsible for providing crew training in
N

accordance with the Company Operations Manual and Nigerian CARs.

O
C
N
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3.1 INSTRUCTORS AND CHECK PERSONNEL

3.1.1 General
The DFO should ensure that regular monthly meetings are held to analyses

PY
the issues arising in training, progress of training, the results and all training
parameters to ensure continual improvement of the flight crew training and
evaluation program, to include as a minimum, the monitoring, recording and
evaluation of results of successful and unsuccessful flight crew evaluations. the
records they are required to submit are both accurate and complete. Each item

O
of training has an objective which should be understood and each Training
Captain must be aware of the objectives and standards required. Training will

C
be conducted in support of the introduction of new policies, rules, instructions
and procedures.

Such analysis and evaluation should be documented.

3.1.2 Selection and Administration
ED
The selection of training staff will be carried out by the Crew Training Manager
in consultation with the DFO and Check Airmen. The selection of pilots for
LL
training appointments will not be governed by their seniority. Potential Training
Captains will be issued with a copy of the Training Manual and a Record of
Training sub file will be raised. The file is to contain the paperwork required
relevant to the issue of the authority to act as Training Captain. New training
O

staff will self-study to familiarize themselves with Nigerian CARs with particular
reference to purpose and scope of training.
TR

The Crew Training Manager will arrange the ground training required. Further
training will be in accordance with this Chapter of the Training Manual. See
Chapter 2 for the procedure for selection.
3.1.3 Training - Line Training Captains
N

Personnel selected as Line Training Captains will be required to carry out a

Company Line Training Captains Course as follows:
O

(a) Complete a Core Course which includes CRMI requirements.

C

(b) Familiarization with the relevant legislation, record keeping and

documentation.
N

(c) Flight simulator training, including the Operator Proficiency Check or

test items flown from the right-hand seat before training / checking
U

Captains.

3.1.4 Training – Check Airman

A person selected to be a Check Airman will already be a qualified Certified
Instructor and in addition will:

(a) Successfully complete an appropriate Check Airman course,

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(b) Observe Competency checks,

(c) Successfully complete an approved NCAA Check Airman
standardization course,
(d) Carry out Competency checks under supervision,
(e) Be observed by the relevant Authority Training Inspector in the

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conduct of a License Proficiency Check in the simulator

3.1.5 Provision
The appointment of Line Training/Line Check Captains and Certified Instructors

O
are made by the HOT on behalf of the Company. The training requirements
described for these appointments may be reduced where the Training Captain
has previous experience in the role either in this Company or in another with

C
similar standards of operation.

3.1.6 Previous Experienced Trainers

(a)

(b)
ED
Will attend a company organized course highlighting the targets,
techniques and objectives needed to uphold United Nigeria
Airlines training standards.
Operate 4 sectors of supervised instructional training.
LL
(c) Operate 4 sectors of observed training and assessed for a check.
(d) Check ride done by United Nigeria Airlines Check Airman,
minimum 2 sectors.
O

3.1.7 Maintenance of Training Standards

TR

The Chief Pilot shall be responsible for the maintenance of training standards
of:
Chapter 5: Conversion Training and Checking.
Chapter 6: Route and Aerodrome competence qualification.
Chapter 7: Differences Training and Familiarization Training.
N

Chapter 8: Recurrent Training.

Chapter 9: Recurrent Checking
O

Chapter 9.5 Recent Experience.

Chapter 11: Pilot Qualification to operate in either pilot's seat.
C

3.1.8 Maintenance of Training Records

The Chief Pilot shall liaise with the Training Coordinators for maintaining a
N

record of checking and qualification undertaken by all flight crew members:

Chapter 5: Conversion Training and Checking.
U

Chapter 6: Route and Aerodrome competence qualification.

Chapter 8: Recurrent Training.
Chapter 9: Recurrent Checking.
Chapter 10: Nomination as Commander.
Chapter 11: Pilot Qualification to operate in either pilot's seat.
The records of all courses and recurrent training and checking will be available,
on request, to the flight crew member concerned.

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3.2 CONDUCT OF TESTS

It is the Company's policy that an approved simulator, acceptable to the NCAA,
be used for the initial and recurrent training for pilots. This chapter is written on
the premise that a simulator will be used for the test and that an instructor will

PY
be seated at the instructor panel. Additional information applicable to tests
carried out in aircraft is contained in Subsection 4.3 Conduct of Training/Check
Flight in Aircraft of the Training Manual.

O
3.2.1 Use of Simulator

C
The License Proficiency Check / Operator Proficiency Check will normally be
conducted in an Approved Flight simulator minimum level C or D. A copy of the
current Authority Approval must be displayed in the simulator for confirmation,
and to indicate which items of the Nigerian CAA Type Rating Test may be

ED
examined in the simulator. All items of the LPC/OPC may be tested except for
the 'aircraft external inspection' which should be covered by an oral
examination. For the Type Rating Skills Test all items must be completed.
The simulator motion system must be serviceable for all checks which are
LL
required by Statutory Legislation. The visual system must be serviceable for
certain tests and training exercises as indicated in the Approval. These include
but are not limited to an Asymmetric Landing. The Flight Director should be
O

serviceable and used in accordance with Company’s SOP.

The Check Airman conducting the test must be familiar with the simulator
TR

Instructor Panel and have been authorized by the Authority to conduct License
Proficiency Checks and Operator Proficiency Checks in a simulator.
No allowance should be made for the shortcoming in a candidate's performance
which may be in any way attributable to the malfunctioning of the simulator or
N

its associated equipment. In these circumstances the test must be abandoned

until the malfunction is rectified.
O

If the candidate complains, either during the test or the ensuring debrief, about
any aspect of the performance, response, or feel of either the simulator or its
C

associated equipment, the Check Airman will investigate the validity of the
complaint. If justified, a complete retest will be carried out after the fault has
been rectified. If the complaint is not justified the test will be resumed, if still in
N

progress, or the result confirmed if the complaint is made after the test has
been completed.
U

During test and training 'flights' in a simulator it is important to maintain as high

a degree of realism as possible. To this end headsets and full seat harness
should be worn. R/T exchanges and ATC clearances must adhere to
conventional procedure and weather scenarios should be practical and realistic.
The use of simulator reset and freeze facilities must be kept to a minimum and
the Training Captain's presence should be unobtrusive. Avoid the use of a
stereotyped SID, airways route, and STAR, and vary flight levels and ambient
conditions to reflect Line experience.

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The visibility/RVR and cloud base passed to the crew should be chosen by the
examiner to create the scenario in which a particular technique will be used.
The visibility/RVR and cloud base set on the Instructor Panel should be chosen
by the examiner to achieve the result required (e.g. Go-around or Landing).
Because of the reduced peripheral vision on some simulator visual equipment

PY
and the difficulty of reproducing the 'light scatter' seen during real approaches in
poor visibility, if a landing is required it is recommended that the visibility/RVR
set is better than that passed to the crew, particularly in the case of non-
precision approaches.

O
3.2.2 Role of the Examiner

C
The Check Airman function is to ensure that a pilot meets the standards set by
the Company and the Nigerian CAA under the test conditions demanded by
Statutory Legislation.

ED
The examiner will expect all normal maneuvers in the test to be accomplished
to a high standard. These maneuvers represent a combination of precision
flying and knowledge of SOP, both of which the candidate should constantly
practice during routine line flying duties.
LL
The standard of flying during non-normal maneuvers will reflect the training and
experience of the candidate. As it is rarely possible for the candidate to practice
these maneuvers between License and Operator Proficiency Checks the
O

examiner should bear in mind that a simulator provides an opportunity for

continuation training. If the candidate's performance of a non-normal maneuver
TR

is marginal the examiner should consider the possibility, depending on

circumstances and the candidate's general performance, of providing additional
instruction prior to a repeat of the maneuver during the same 'flight'.

It can be seen that the apparently conflicting roles of examiner and instructor
N

are complementary. The examiner must have a clear and precise

understanding of what constitutes a satisfactory performance and be inflexible
O

in insisting that the candidate achieves the standard of flying skill, SOP and
technical knowledge required. If the candidate falls short of the standard or,
despite a satisfactory performance, reveals a weakness or lack of polish in
C

some area, the examiner must encourage the candidate by instruction prior to
retest or any other means, to make every effort to improve. The examiner
N

should constantly strive to raise the standard within the Company by assisting,
as an Instructor, the endeavours of individual pilots to better their own
U

performance. It will not always be possible or desirable to give instruction during

a simulator session or Line check flight and the examiner must exercise
discretion and judgment in the matter.

Because the candidates will invariably be colleagues within the Company, and
on occasion senior management personnel, the examiner must adopt a
consistently tactful, detached, and impartial manner to pilots under test. The
examiner must apply the proper standards without fear, favour, or prejudice,
and on the basis of the candidate's performance at that particular time.

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3.2.3 Pre-Flight Briefing

The briefing should be delivered in a friendly and sympathetic manner but

nevertheless be clear and precise. The candidate must understand exactly the
purpose and requirements of the test before commencing the "flight" and be

PY
encouraged to ask questions during the briefing to remove any doubt that may
exist about any aspect of the test. The briefing shall ensure that the candidate is
familiar with the maneuvers and/or malfunctions that might be presented during
the assessment but the candidate will not be given information on the exact

O
sequence and circumstances under which they will be presented. The briefing
may include comments under the following headings. Ensure that the candidate
understands that the test is also an opportunity to practice non-normal

C
procedures.

3.2.3.1 Flight Deck Management

ED
(a) Stresses that the aircraft must be operated in strict accordance with the
Company Operations Manual, SOPs, and Checklist. The candidate will
be responsible for the safe and proper conduct of the flight including
compliance with R/T procedures and ATC instructions and clearances.
LL
(b) The use of autopilot/auto-throttle systems may be restricted [Paragraph
4.2.11 Use of Autopilot (AP)] to enable the candidate to demonstrate
handling skill.
O

(c) Where applicable the aircraft must be flown to follow the Flight Director
commands. The speed/flap schedule will be to the fleet standard, and
the vertical and horizontal profile of the flight as instructed by ATC or as
TR

published on the approach procedure. The configuration and target

speed of the aircraft in each phase of flight will be determined during the
briefing; the candidate may be asked to specify these details.
(d) The candidate will always act as the handling pilot, to all intents and
N

purposes in command of the flight. The non-handling pilot will act as a

competent flight deck crew member but will not offer advice,
O

suggestions, or reminders except as required by the Standard Call-outs

which include warning of divergence from certain flight parameters.
While adopting the non-handling role in these circumstances a Captain
C

may be absolved from the normal command responsibilities.

3.2.3.2 Liaison with ATC and Use of Radio Aids.
N

The candidate will normally instruct the non-handling pilot to initiate R/T
U

procedures. The candidate may also ask the non-handling pilot to select
radio aid frequencies but may not delegate the responsibility for their
identification.

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3.2.3.3 Operation of Aircraft Systems

The candidate will command the non-handling pilot to accomplish changes to
the aircraft configuration and will similarly initiate the operation of any aircraft

PY
system, including engine and airframe ice protections.

3.2.3.4 Weather
The weather for the LPC/OPC will always incorporate actual and forecast icing

O
condition from ground level. Weather conditions for other tests may be varied to
cover the range of temperatures and air masses experienced within the area of
operation. Cloud ceiling, meteorological visibility and RVR should be varied to

C
suit the test requirements and Company Minima. A brief but realistic synoptic
weather situation should be presented: wind gradient and turbulence may be
introduced in the interests of realism. For the circling approach, simulator

ED
limitations may require the visibility to be set higher than the circling minimum.

3.2.3.5 Description of License Proficiency Check (LPC) For Instrument Rating

Renewal
LL
The test should be described in chronological order. The test will normally be
conducted with all engines operating.
(a) Quiz on external inspection,
O

(b) Internal pre-flight check. Taxi, Takeoff (SID) and Climb. Arrival
procedure,
TR

(a) All of the items for the Operator Proficiency Check (see Description of
Operator Proficiency Check below),
(b) Normal/Abnormal and Abnormal/Emergency operations. Minimum of 3
items per category on LPC/OPC. All items are to be covered over a
three-year period.
N

3.2.3.6 Description of Operator Proficiency Check

O

The test should be described in chronological order, which will be decided by

the examiner. It will include the following items:
C

(a) Rejected Takeoff, LVTO and engine failure on take-off,

(b) Non-precision Approach to minima,
(c) Engine failure on Take-off (between V1 and V2) and engine
N

out procedure,
U

(d) Radar vector for asymmetric hand flown ILS approach to

Decision Altitude and Go- around.
(e) Asymmetric Landing.
(f) Non-precision approach.
(g) Non -normal procedures and Emergency drills.

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3.2.3.7 ATC
Draw attention to the fact that ATC instructions at any stage may require a
change to the briefed sequence.

3.2.3.8 Summary

PY
On completion of the briefing invite the candidate to ask any questions and
seek the candidate's acknowledgement that the briefing has been properly
given and is fully understood.

O
3.2.4 Tolerances

The tolerance given below for the LPC/OPC, and for other tests which require normal

C
operation of the aircraft, may be confidently applied in the reasonable expectation that
all candidates should be able to meet them without jeopardizing either the smoothness
and coordination of control or the use of SOPs.

ED
The introduction of non-normal procedures caused by failures of aircraft systems may
produce handling or other problems which make flight within the normal tolerances
difficult to achieve. Provided that the candidate makes every effort to meet the normal
standards by applying proper corrective techniques, minor discrepancies may be
allowed. The examiners’ own experience of the aircraft's characteristics should serve
LL
as a guide to what may reasonably be expected of a candidate of average ability.
Tolerances regarding control of height and speed may occasionally be exceeded
because of momentary inattention by the candidate without deserving a fail. The
O

situation under which the error occurs, the magnitude and duration of the error, and
the efficacy of the corrective action must be taken into consideration by the examiner,
TR

as must the frequency of such errors. Continuous inaccuracy of the flight path, albeit
within the area of tolerance, may be considered a reason for failure whereas a single
gross error in an otherwise faultless performance may not be.
Failure to follow recommended Flight Deck Management techniques and failure to
N

adhere to Company SOP must be considered in the light of the importance of these
principles to the safe operation of sophisticated jet aircraft. Minor lapses in Standard
O

Call-outs or procedures may be acceptable. Absence of fundamental Multi Crew

Cooperation techniques, improper use of Checklists or aircraft systems, incorrect
altimeter settings are not acceptable.
C

Wherever there are minor flying inaccuracies or procedural errors, which do not merit
a Fail classification, the examiner may at his discretion repeat the items in the interests
N

of training. In such cases the LPC form does not have to be annotated to show the
repeat.
U

The following limits are for general guidance. The examiner shall make allowance for
turbulent conditions and the handling qualities and performance or the aeroplane
used.
( a ) Height
Normal flight ± 100 feet
With simulated engine failure (ME) ± 150 feet
Limited or partial panel ± 200 feet

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Starting a go-around at Decision Altitude + 50 feet/-0 feet

Minimum Descent Altitude/MAP/altitude + 50 feet/-0 feet
Circling minima +100ft/ -0 ft

(b) Tracking ± 50 on radio aids Precision Approach

PY
At all times when using a deviation bar display. Half scale deflection
azimuth and glidepath.
DME arcing ±1nm

O
Heading
All engines operating Co-pilot ±100 Captain ±50

C
With simulated engine failure Co-pilot ±150 Captain ±100
Limited or Partial panel ±150

ED
( c ) Speed
Take-off and approach ±5 Kts
All other flight regimes ±10 Kts
Limited or Partial panel ±10 Kts
With simulated engine failure ± 50
LL
With simulated engine failure +10/ -5 Kts

3.2.5 Fail Points

O

The following list illustrates some fail points which may occasionally be recorded
during checks on Company pilots; it is not intended to be either a comprehensive or an
exhaustive list of all the fail points which may be encountered.
TR

a) Incorrect use of the Flight Director system.

b) Incorrect altimeter setting or misuse of Servo or Radio altimeters.
c) Failure to monitor safe obstacle clearance.
d) Incorrect use of aircraft systems including the ice protection systems,
N

anadems/MCP etc.
e) Failure to obtain or comply with ATC clearance.
f) Incorrect speed schedule for flap or gear. Failure to observe an aircraft
O

Limitation. Inappropriate configuration during takeoff, approach or go-

around procedures.
C

g) Misidentification of radio facilities, mis-turning of radio equipment.

h) Failure to call for any one of the appropriate Checklists, Drills, or flight
deck procedures or the misconduct of any of these items. Mis-
N

management of flight deck activity.

i) Failure to adhere to the Company SOP. Failure to follow the appropriate
U

approach or go-around procedure.

j) Inability to settle within 5 degrees of specified track using NBD, VOR, or
LOC.
k) Correcting track the wrong way and maintaining the error for an
unreasonable period of time.
l) Inability to maintain accurately the required height and speed; Gross
mishandling of the aircraft.
m) Inability to remain within half-scale deflection of the ILS GS or LOC.

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n) Failure to check the RVR against the airfield minima prior to commencing
the approach; Operating to incorrect minima. Continuing the approach
below the relevant minima following system failure, RVR deterioration, or
loss of specified visual reference

PY
3.2.6 Assessment

It is impossible to devise a complete and detailed formula by which an examiner can

O
assess whether a candidate has passed or failed a test. Nevertheless, it is essential
that the highest degree of standardization in assessment is achieved. The Tolerances
and Fail Points given in Subsections; 4.2.4 Tolerances and 4.2.5 Fail Points provide a

C
basis to enable the examiner to reach a fair conclusion in borderline cases when the
circumstances demand careful review and analysis of the candidate's performance.

ED
The License Proficiency Check is primarily a proficiency check prescribed by the
authority (NCAA) in the make and the model of the aircraft on which their services is
required.

The OPC should be conducted satisfactorily within 12 calendar months.

LL
The Operators Proficiency Check is also used to demonstrate and practice handling
skill but the engagement of the autopilot and auto throttle (if available) should be
O

encouraged as an initial reaction to aircraft malfunction. Certain exercises may be

conducted using the automatic systems. The successful combination and proper use
of the aircraft systems, SOP, Checklists, and Standard Call-outs is vital to the safe
TR

operation of the aircraft fleets operated by the Company. This ability must be
satisfactorily demonstrated by the candidate during the test, every 6 months.

Emergency Procedures and Drills must always be performed correctly and these will
N

invariably be accomplished by the PM at the command of the PF . The PF under test

remains responsible for the correct implementation of the appropriate non-normal
actions. Nevertheless, it would be unusual to fail a candidate because of the
O

incompetent behaviour of the PM.

C

The complexity of operation of the modern flight deck and interdependence of the
roles of the two-crew operation makes the assessment of CRM an important factor.
Poor performance of the non-handling duties should be considered in the overall
N

assessment of a candidate's performance. A Captain will be expected to deliver a

satisfactory demonstration of CRM. The assessment of the CRM skills of a co-pilot is
U

more difficult. In a situation which demands more from the candidate than the SOP
activity an allowance may be made for the co-pilot candidate's experience. A co-pilot
would rarely be assessed as failing in this discipline unless demonstrating either a
gross breach of airmanship or gross dereliction of duty such as to hazard aircraft
safety.

If the candidate is unable to meet the required standard on more than five items of the
Licence Proficiency Check then a "Fail" must be recorded.

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If the candidate is unable to meet the required standard on a single part of the Licence
Proficiency Check then that part may be retested on the same flight following a short
debrief, up to a maximum of five single items. However, he must complete the detail in
full before the retest is allowed.

PY
During a Licence Proficiency Check / Operators Proficiency Check any failure must be
annotated as a "Fail" in appendix 4 Combined OPC/LPC. Details of the failed items
should be included in the 'Comments' section

O
3.2.7 Debriefing

C
Debrief is an important part of the test as it may provide the examiner with the
opportunity to offer advice and guidance which will encourage candidates to

ED
raise their standard of operation. Debrief should be delivered in a friendly
manner which does not antagonize the candidate, especially if it is critical of
performance, otherwise the advice and guidance may be ignored by the
candidate.
LL
Training and checking staff will whenever possible make maximum use of
Facilitation techniques to structure debriefs.
For guidance on the use of various question techniques, See Chapter3.2.7.1
Facilitation Skills.
O

Before leaving the flight deck after a test flight the examiner may wish to clear
TR

up any uncertainty there may be about the completion of any pre-flight or

checklist item by questioning the candidate. The examiner may wish to
playback simulator "snapshots" or point out any serious errors of instrument
settings, switches, or aircraft systems, which may exist. The examiner shall
make use of the copy facility in the simulator to provide additional material for
N

debrief or discussion, or to illustrate an instructional point. The use of "freeze"

facility to point out errors during a test flight is not recommended.
O

Debrief must be structured to be of maximum benefit to the candidate. Advise

the candidate of the result. If no fail points have been recorded a comment of
C

overall standard of the flight is permissible but should not be noted on the Test
Form. If the candidate has done well, say so. This may be followed by a
N

summary of any minor points of weakness or standardization. Discussion

should be encouraged. If a candidate presents a marginal performance the
examiner may decide to summarize the weaknesses first.
U

If a fail is recorded the examiner must tell the candidate and adjust the debrief
to cover the major fail points in order of severity. The examiner should refrain
from minor criticisms of a nature likely to provoke argument. A brief
commentary on the whole test in chronological order should follow, including
advice on how to remedy the faults and to prepare for a retest. If appropriate
the candidate's good points should be mentioned. The requirements of the
retest should be stated and the examiner must observe the instructions given

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below for procedure in the case of a failure or partial pass. If a failed exercise is
retested on the same flight the candidate must be given a short debrief prior to
the retest. The examiner must highlight the fault and may advise a remedy. The
candidate must be able to concentrate on the debrief and should be temporarily
relieved of handling duties.

PY
All pilots should be encouraged to develop the ability to criticize or debrief their
own performance. Self-awareness and self-criticism are qualities which are
essential for the maintenance of the highest standards.

O
3.2.7.1 Facilitation Skills

C
The skills required to use facilitation as a technique are as follows:

Type Purpose Response Example

ED
Open To get a more Unknown but 'What, when, why,
accurate and fuller they will say where, who, how....'
response. more than a few
words.
Closed To check Can be 'Yes', 'No' 'Did you, were you,
LL
understanding or specific data. had you '
and to control the
discussion.
O

Probing/Building To obtain further More in depth 'Tell me more, why

information. response. was that, explain....'
Summarizing To confirm Yes. 'Is what you mean,
TR

agreement. have you agreed....'

(a) Questioning
N

Asking the right questions at the right time is a fundamental skill of

facilitation and these are the type of questions that can be used.
O

Avoid
C

(i) Leading: 'You did that, didn't you, wouldn't you agree that...'
(ii) Multiple.
N

(iii) R h e t o r i c a l - 'W h o c a r e s ? '

(iv) Ambiguous.
U

(b) Listening
It has often been said that hearing is done with your ears whereas listening is
done with your mind. In this respect the term active listening means that a
person is concentrating carefully on what is being said, so that they can really
understand the other person. This mnemonic helps to capture some key points:

Look interested;

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Inquire with questions;

Stay on target;
Test understanding;
Evaluate the message;
Neutralize your thoughts, feelings and opinions.

PY
(c) Body language

Reading body language and managing your own are essential when facilitating.

O
A trainer should be able to know when a student is uncomfortable, confused,
interested, distracted or bored. Furthermore, it is important that a trainer is able
to manage their own body language so that the messages they are giving are

C
accurate and consistent.

(d) Observation of behaviour

ED
The ability to observe and discuss behaviour and attitudes rather than technical
issues is an important skill that trainers need to develop to become effective at
facilitation. Also trainers should have the ability to observe behaviour objectively
LL
against established standards.

(e) Role modeling

O

As attitude is an imprecise part of competency, there is no better way of

demonstrating appropriate behaviour than role modeling. This is because the
student can observe at firsthand what this behaviour is and experience the
TR

positive effects on themselves. Furthermore, in order to maintain credibility as a

trainer in human factors, it is important that you behave to the highest level of
CRM standards.
N

(f) Giving and receiving criticism

A trainer should be able to receive criticism well in order to develop and be

O

approachable. Furthermore, there may be occasions when it is appropriate and

constructive to give students direct criticism and this must be carefully handled
C

3.2.8 Procedure in Case of a Pass

N

The examiner will sign the Aircraft Rating - Certificate of Test/Check, or

Experience in the pilot’s license, except in the case of a License Skills Test
U

(LST) where the license is signed by the Authority.

The Authority Forms must be Signed by the Examiner after a Successful Test:
a) Application for a Multi Pilot Aeroplane Type Rating Skill Test for initial
conversion only must be completed on the appropriate Licensing Authority's
LST documentation.
b) Application for a Multi Pilot Aeroplane Type Instrument / Rating Renewal /
Revalidation for NCAA Licenses (Form LST/LPC MPA).

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c) Line Check Form (must be countersigned by the Training Coordinators or the

Training and Standards Manager).

Emergency and Survival Training Form (must be countersigned by the Head of

Training and the Training and Standards Manager).

PY
3.2.9 Procedure in Case of a Fail / Partial Pass

O
The Crewing Department must be informed immediately in the event of any
failure of any test which cannot be retested within the rostered period.

C
If the candidate is unable to meet the required standard and on more than five
parts of the License Proficiency Check then a complete retest of all parts o f the
appropriate test or check must be undertaken, including a test of any part or

ED
parts in which the candidate may have achieved a satisfactory standard.

If the candidate is unable to meet the required standard in one part of the
License Proficiency Check and an immediate retest on the same flight is not
possible then a "Partial Pass" will be recorded.
LL
In the case of either a Fail or Partial Pass the candidate will be unable to
undertake normal Line duties and the examiner must inform the Crewing
Department immediately.
O

The examiner must warn the candidate not to exercise the privileges of his
TR

aircraft rating until a successful retest has been accomplished.

Retest Requirements (LPC / OPC Line Check):

a) Fail.
N

A complete retest of the License Proficiency Check or the Operators

Proficiency Check must be accomplished in the event of a failure.
O

b) Partial Pass.
Only the part of the test or check in which a failure was recorded need be
C

retested.
N

If a Fail is recorded on a Line Check the candidate may not act as PF. For any
subsequent sector(s) flown in the aircraft to return to base the Training Captain
U

will assume the PF role. The Chief Pilot and Check Airman will then decide on
what level of retraining is required before a further Line Check is attempted.

Following a Fail, the Training Coordinator will review the candidate's

performance prior to authorizing any additional training or testing which may be
required

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3.2.10 Programme Improvement

There shall be a monthly meeting, headed by the DFO, Chief Pilot or Head of

PY
Training and Procedures, in which the all Training Captains (Certified
Instructors, Check Airmen, Ground School Instructors) and a line Captain from
each fleet attend to review the trainings, performance and compliance of flight
crew with SOPs and to achieve continual improvement of ground, simulator and
aircraft training and line operations.

O
The meeting shall review and assess the performance of line pilots during line

C
checks and recurrent training, the meetings shall identify flight crew operational
non-compliances, training deficiencies, and particularly repeated unsatisfactory
performances and trend in a bid to upgrade training material, methods and
procedures where necessary to achieve as a minimum required level of
proficiency.

ED
In furtherance a quarterly meeting shall be held by the training Captains with
Operational Management Chaired by the Director of Flight Operations or his
LL
designee to review training programmes improvement, any trend in operational
deficiencies and the recommendations of the training Captains.

3.2.11 Use of Autopilot (AP)

O

Company SOP should be followed if the use of Autopilot (AP) is to be made

TR

during a test flight.

The autopilot will not be engaged when flying the one engine inoperative ILS
and one engine inoperative missed approach during the License Proficiency
Check. The autopilot may be used during Operators Proficiency Check;
N

however, the Instructor may choose to "fail" the autopilot if he wishes to assess
the pilot's manual flying skill. At all other times use of the AP will be at the
O

discretion of the examiner.

Throughout a Licence Proficiency Check/Operators Proficiency Check the

C

candidate should be encouraged to engage an auto pilot as soon as practicable

after a system failure in order to relieve the work load on the flight deck and to
N

improve flight deck management.

Notwithstanding the training which must be given to pilots to ensure that they
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engage and monitor the use of the automatic system in non-normal situations,
manual flying practice to improve handling skills must not be ignored.

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3.3 CONDUCT OF TRAINING/CHECK FLIGHT IN AIRCRAFT

United Nigeria Airlines will plan for zero flight time training at all times as approved by
the Authority. Taking into consideration the level of simulator (C or D), minimum pilot
experience and the demonstration of competency in the flight simulator and in the

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aircraft under supervision of an evaluator, instructor or approved pilot-in -command.
Should the need arise, aircraft training would be restricted to base training only for
type rating purpose.

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3.3.1 Limitations

When an aircraft is used for initial training for the mandatory takeoff landing

C
exercise, the following General Training Limitations will apply. Checking must
be conducted by an approved Check Airman-Certified Instructor A/C.

ED
a) NO Simulated or actual engine shutdowns will be performed in the aircraft.
b) W e a t h e r M i n i m a : At all times the weather must be at or above the
minima laid down for commercial air transport operations.
c) M e a n s o f S i m u l a t i n g I M C : Screens for simulating IMC must be
approved by the Authority. On commercial air transport flights with
LL
passengers it is not permitted to use any form of screen.
d) Maximum Cross-wind for touch and go landings is 15kts.
e) Minimum runway length 2200m. Minimum runway width 30m/45ft.
f) Maximum weight for full stop or touch & go landings is normal Maximum
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Landing weight for the aircraft type.

g) Touch and Go landings are not permitted on "slippery" runways.
TR

h) P a s s e n g e r s o n T r a i n i n g F l i g h t s : Only Flight Deck personnel

specifically detailed for a Training detail or those persons specifically
authorised by the Chief Pilot and/or the Authority may be carried on board
an aircraft engaged on base training.
N

3.3.2 General Instruction for Aircraft Training Flights

O

No training other than Line Training may take place on passenger flights.

3.3.2.1 Briefing
C

Thorough briefing of all crew members is essential. The following points must
be included in the Training Captain's brief to pilots under training.
N

(a) Purpose of the flight.

(b) Responsibilities of the crew (pilot under training, supernumerary and
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Training Captain, e.g. look out).

(c) Conduct of the flight and use o f training checklist.
(d) Use o f screen to s i m u l a t e I n s t r u m e n t F l y i n g .
(e) Action on touch and go landings, see Subsection Touch-and-go
Practice, below.
(f) M i n i m u m heights, control speeds and m a x i m u m angle o f b a n k .
(g) All aspects of the prevailing weather conditions, aircraft and airfield
serviceability.

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3.3.2.2 Weather
Limitations as laid down in subsection 3.3.1 Limitations (a) Weather Minima above
apply. However, as weather conditions deteriorate towards those limits, the
effectiveness o f the training exercise m a y diminish. The Training Captain conduction
the exercise must decide whether the prevailing conditions will allow him to conduct a

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safe and effective training exercise. In particular, touch and go landings must not be
attempted if:
a) Crosswindcomponentexceeds15 kts, or
b) R u n w a y i s s l i p p e r y .

O
3.3.2.3 Practice Rejected Take-Offs

C
Practice Rejected Take-offs is not permitted in company aircraft.

3.3.2.4 Actual Engine Shutdown

ED
NO simulated or actual engine shutdowns will be performed in the aircraft.

3.3.2.5 Landings
Instructors should consider commencing each candidate training with an ILS approach
to allow the candidate to become accustomed to the aspect, if this is not possible he
LL
should demonstrate a long final to accustom the candidate; thereafter the visual circuit
is sufficient.

Maximum angle of glide to landing demonstrations will not be made.

O

Maximum braking landing demonstrations may only be made on the final landing when
TR

the tyre and brake cooling period can be achieved.

3.3.2.6 Touch-And-Go Practice

N

Touch-and-Go practice is permitted provided a qualified Aircraft Check Airman -

Certified Instructor is seated at the controls and revenue passengers are not carried.
Touch-and-go practice must not detract from the need to develop experience in
O

making full stop landings and normal takeoffs.

C

The Check Airman-Certified Instructor must remain aware of Vmca and V1 to ensure
safe operation at all times.
N

The trainee must be reminded on each circuit that a touch-and-go landing will be
accomplished. The instructor must confirm on final approach that the autobrakes and
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ground spoiler systems are disarmed and that the trainee will not operate the
footbrakes or reverse thrust.
If any retardation device is inadvertently mis-applied during the touch-and -go landing
the instructor must ensure that the touch-and-go is converted to a full stop by taking
control and applying appropriate brake and reverse thrust input.

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a) It is very important that each member of the training crew is clear about his
actions during the touch and go landings. The following procedure must be
adopted during the landing phase of the Touch and Go circuit:

i. During the landing roll, with thrust levers closed, the trainee will keep

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the aircraft straight on the centre line using the rudder.
ii. The instructor will then:
a) S e t F l a ps,
b) S e t Trim,

O
c) Check Speed breakdown.
iii. At the appropriate time the instructors instruct the trainee to move the

C
thrust levers to approximately the vertical position (so engines
stabilize before applying go-around thrust)
iv. When engines are stabilized, the instructor instructs the trainee to set

ED
thrust which he then refines.
v. At VREF the instructor call "ROTATE" and the trainee rotates to
approximately 15° pitch up and climbs at VREF+1 5 to 25 knots.
LL
(b) Points that the instructor should note during Touch-and-Go training are:
(i) The trainee must be advised prior to each approach that a Touch-
and-Go landing will be conducted.
O

(ii) On final approach the instructor shall confirm that:

TR

Autobrake is to OFF;

Speedbrake/Ground s p o i l e r s y s t e m i s NOT a r m e d ,

The trainee must not operate foot brakes, ground spoilers, or reverse thrust
N

during the Touch and Go landing.

(iii) If during the roll, brakes, reverse thrust, or ground spoilers are
O

operated, the instructor must convert the Touch and Go into a full
stop landing by:
C

Calling "STOP, I HAVE CONTROL",

Applying brakes,
N

Thrust levers closed,

Moving spoilers to UP, and
Applying reverse thrust.
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Note: Observe the limitations at 3.3.1 Limitations.

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COMPANY LTD
3.3.2.7Simulated Emergencies

Nig.CARs IS 9.3.1.3 para. 2.2

Simulated emergencies and non-normal situations are NOT to be conducted on the

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aircraft in flight for any purpose.

United Nigeria Airlines herein specifies those required maneuvers and procedures that
cannot be safely accomplished in an aircraft during flight training. United Nigeria
Airlines shall ensure such maneuvers and procedures are trained and evaluated in a

O
representative flight training device that has been approved and certified by the
Nigerian Civil Aviation Authority.

C
Maneuvers and procedures that cannot be safely accomplished in an aircraft for the
purposes of flight training shall be;

ED
i. Wind shear Avoidance and Recovery
ii. Response to GPWS Alerts and Warning and the avoidance of Controlled Flight
into Terrain (CFIT)
iii. Response to TCAS/ACAS alerts.
iv. Knowledge and conduct of associated procedures in terrain awareness and
LL
maneuvers

These emergencies, non-normal procedures and maneuvers which are not to be

performed in an aircraft must be performed and trained to proficiency only in the
O

representative flight simulator.

TR

3.3.2.8 Brake Cooling

Brake temperatures must not exceed the aircraft limitations at any time during training
exercises. If necessary, the landing gear should be left down while in the air to cool the
N

brakes.
O

3.3.2.9 Use of Checklists

The full check list is to be used on training details until the first take-off of the detail is
C

completed. Thereafter the instructor will use the appropriate Training Checklist where
a training checklist is published.
N

Safety Pilots Duties and Responsibilities

(a) Trainee-flying, look out.
(b) Training Captain - Instruction, radio, lookout, control & demonstration.
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(c) S a f e t y P i l o t - l o o k o u t , m o n i t o r - a c t i on s o f t h e c r e w , r a d i o
c a l l s , instruments, act as a replacement crew member, complete
voyage report, and record times / No. of landings / Go-arounds and
Touch-and-Go's.

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3.3.2.10 Jump Seat - Nig.CARs 9.1.1.10 (b)

On Line Checks, where both the operating pilots are in check and are "current",
the Training Captain should occupy the flight deck supernumerary crew seat.

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This will allow crew activity to be monitored and Multi Crew Co-operation (CRM)
to be assessed. In addition, NCAA inspectors may occupy jumpseat if required.

O
C
ED
LL
O
TR
N
O
C
N
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3.4 ALLOWABLE TRAINING WHEN SIMULATORS ARE DEFECTIVE

For defects on the Simulator, Instructors are encouraged to refer to the

Simulator Component Inoperative Guides where provided. The Instructor shall

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refer to the guide and determine the limitations imposed by the unserviceability
of such components on the training. Where there is no SCIG the MEL shall be
used to determine if the unserviceability may be accepted for the training or
checking; if a MEL relief for the unserviceable item is provided, the simulator
should be considered acceptable unless the unserviceability interferes with the

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approved training program. Where possible and acceptable the instructor may
utilize such sessions to conduct LOFT/LOS trainings in systems defects where

C
emphasis can be laid on proper Check List usage and procedures (e.g.:
Electrical Smoke Checklist; Loss of Pressurization/Emergency Descent Check
list)

ED
When the Simulator is without visual display, the instructor can utilize the
simulator period to do the following training: Aerial Work; Procedures;
Instrument Approaches to Go-Around; Wind shear and TCAS training.

In situations when the simulator is without motion, instructors are encouraged to

LL
use such periods for procedures training; checklist usage and non-normal
procedures that do not require motion.
O
TR
N
O
C
N
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O
C
ED
LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
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4.0 TRAINING AND CHECKING PERSONNEL

4.1 INTRODUCTION

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Nig.CARs8.10.1.37/38/39

In order to standardize training and provide training staff with a formalized structure to
follow, it is necessary to provide specific details of the actual content and format of

O
every type of training activity. The normal procedures required to conduct the training
are also presented.

C
The company will ensure that training for flight crew members is conducted by fully
qualified personnel at all times. UNA. will also ensure that training aids and other
devices and/or course materials used in flight crew training and evaluation

ED
programme reasonably reflect the configuration of the fleet(s) for which the respective
training is being conducted. UNA. will also ensure that all Instructors, Line Check
airmen, Training facilities, Devices, Equipment and course materials (whether owned
or subcontracted):
LL
i. have the required certification(s) and approval from the NCAA;

ii. meet the required qualification and performance standards of the

NCAA;
O

iii. are periodically evaluated to ensure compliance with required

qualification and performance standards.
TR

Effective liaison between flight crew and cabin crew training departments is
encouraged. Provision is made for flight crew and cabin crew instructors to observe
and comment on each other's training. When possible, flight deck scenarios should
be created on video for playback to all cabin crew during recurrent training, and the
N

opportunity for cabin crew, particularly senior cabin crew, to participate in flight crew
LOFT training is provided.
O

Instructors, evaluators and line check airmen are permitted to perform assigned
activities without inappropriate interference from management and/or external
organizations.
C

UNA. will ensure emergency evacuation is coordinated among flight crew members
N

and as applicable, cabin crew members, and such training shall be completed during
initial ground training and subsequently during recurrent training Once every three (3)
calendar years.
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4.1.1 Training Organizational Structure

CHIEF EXECUTIVE OFFICER /

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CEO

DIRECTOR FLIGHT
OPERATION

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C
CHIEF P ILOT CABIN FLIGHT
SERVICES MGR. OPERATIONS MGR.

ED
CREW TRG.
MANAGER
LL
TRE/TRI CABIN/SEPT FLT DISP/ TRAINING TRTOs
TRG CAPTs INSTRUCTORS GRND OPS COORDINATOR LOCAL ATOs
O

INSTRUCTORS
TR

Job Description
1. DFO: Ref. Operations Manual Part A 1.3.2
2. Crew Training Manager: Ref. Operations manual Part A 1.3.8
N

3. Training Coordinator: To assist the DFO/Training manager in day to day operations

4. Chief Pilot: Ref. Operations Manual Part A 1.3.3
O

5. Safety Equipment and Procedures Trainer: Responsible for carrying out SEP training
in accordance with Company Standards.
C

6. Cabin Crew Instructor: Ref Cabin Crew Training manual 1.1.4

N

7. Training captain: The training Capt. Is responsible for carrying out training and
Checks in accordance with company Standards.
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8. Flight Operations Manager: Ref. Operations Manual Part A 1.3.4

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4.2 APPOINTMENT OF FLIGHT CREW TRAINING STAFF

4.2.1 General

Flight crew training staff will be appointed by the DFO in consultation with the Crew

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Training Manager. Cabin Crew training staff will be appointed by the Cabin Services
Manager in consultation with the Crew Training Manager and the Cabin Crew Safety /
Training Coordinator.

4.2.2 General (Flight Crew)

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Before appointment, all instructors will satisfy the experience requirements listed
below and successfully complete the appropriate instructor courses.

C
Progress through initial training must be recorded on the Instructor Training Record
Summary.

4.2.3 Selection Procedure

ED
Vacancies for training appointments are open to all company pilots. The exact
requirement for each vacancy will be made known when the position is advertised. All
LL
applications must be made in writing to the Crew Training Manager before the
nominated closing date.

Suitable candidates will be selected following an interview by the Selection Board

consisting of the Crew Training Manager and Company Check Airmen.
O

The Selection Board will conduct a full review of the candidates Training Records.
TR

The Selection Board will consider all recommendations from the Flight Operations
Management and/or the Training Department.

Seniority is not a factor in the selection process. Decisions will be taken by the
N

Selection Board entirely on merit.

All members of Selection Board and all those involved in the selection process are
O

required to maintain strict confidence in respect of the selection activities in which

they are involved.
C

4.2.4 Selection Criteria

The two main attributes required to make a successful trainer are integrity and the
ability to co-operate with others in an operational flight training organization.
N

The ability to instruct and, generally speaking, be of a gregarious nature with an

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essentially friendly disposition are also desirable attributes. A genuine liking of people
and the ability to communicate are equally important. The list of attributes should
include attention to appearance, personal bearing, high professional ability, a
practical outlook, tact, patience and an understanding nature.
A very important quality should be the sense of the need to control stress rather than
create it. Sensitivity to situations and total impartiality are vital.

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Successful instructors will demonstrate:

a. An above average knowledge of their subject.
b. The ability to teach.

He will know how people learn and will provide instruction appropriate to the

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individual and the circumstances. The instruction will be accurate and properly
sequenced.

a) A genuine interest in the learner.

O
He likes working with people. He maintains a good instructor/student relationship and
he has the confidence of those who are learning. He is considerate of the student

C
point of view. The relationship with the trainee is that of friendly authority.

a. Professional in the air and in a training device.

b. He has skill and is self-disciplined in the aeroplane or in a

ED
training device. Adaptability.

If the old "proven" methods do not work with particular students,

professional instructors will devise new techniques.
LL
Consistency
a) He will not change criteria, but use the same standards from one
student to another.
O

Updated instructing techniques

TR

He will take a look at himself on a regular basis to see if he is still motivated, and
change his outlook to rejuvenate his attitude toward instructing. He strives to embed
the spirit of co-operation into the training
N

4.2.5 Instructor Advancement

It is company policy that instructors should progress through the various categories
O

as vacancies occur and subject to suitability, gaining experience in each appointment

before promotion to the next. The categories are as follows:
C

Company Ground Instructor, Synthetic Flight Instructor, Line Training Captain, Type
Rating Instructor, Type Rating Examiner.
N

4.2.6 Additional Instructors

U

CRM Instructors.B737 Fleet

1) TBA

Safety Equipment and Procedures Training

2) TBA

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4.2.7 Company and Nominated Training Staff

DESIGNATION NAME
Director of Flight Operations Capt. IMEDIEGWU

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Chief Pilot Capt. EKEINDE
Crew Training Manager Capt . TBA

EMB 145 Fleet Manager Capt. TBA

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Training Coordinator
Cabin Crew Instructor MRS ROUNKE BABALOLA

C
Line Training Capt. Capt.
Safety Equipment

TRTO (External Organisations to be Authorised to Carry Out Training on Behalf of the

Company)

ED
The below named training facilities have been chosen by UNA Limited to serve for Pilot
Training as approved by NCAA:
LL
Sim Aero Training (Pty) Ltd
Hangar A7,
3-8 Atlas Road,
O

Denel Industrial Properties,

Kempton Park 1619
South Africa
TR

ComAir Training Centre

Fortress and Whirlwind Roads
Rhodesfield, Kempton Park
N

South Africa
O
C
N
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4.3 DUTIES AND RESPONSIBILITIES

4.3.1 Crew Training Manager

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Is the nominated post holder for crew training accountable to the Accountable
Manager through the Director Flight Operations for all training matters described in
Part A General/Basic and is responsible for all the Training Staff as shown in
Subsection 2.1 Organizational Structure, above.

O
4.3.2 Training Captains
Training Captains are accountable to the Director Flight Operations through the Crew

C
Training Manager for carrying out training and testing to the standards specified in
this manual. Their duties are as follows:

(a) Carrying out training or conducting a check, as directed, on flight crew,

(b)

(c)
ED
Correcting any procedure not in accordance with the Flight Crew Training
Manual, Operations Manual or the Requirements,

Supervising ground and en-route training,

LL
(d) Familiarizing flight crew with the latest operational procedures,

(e) If holding a relevant Authorization, carrying out Type Rating Tests and Line
Proficiency Checks on behalf of the Authority and Operator Proficiency
O

Checks and Line Checks on behalf of the Company,

(f) Making proposals for improving safety standards and efficiency in training
TR

and line operations,

(g) Completing training and check forms promptly on completion of the training
or check and for forwarding the completed forms to the Training Standards
Captain,
N

(h) Where so qualified, validating pilot licenses as appropriate on satisfactory

completion of a test or check.
O
C
N
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4.4 QUALIFICATIONS AND EXPERIENCE

4.4.1 General

For UNA.'s initial training programme for instructors, evaluators and line check

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airmen, see item 4.4.5 of this manual.

Flight crew nominated as Training Captains (Flight Instructor), Check Airman, must
satisfy the requirements of Nig.CARs given in Nig.CARs 8.10.1.36 - Minimum
Requirements:

O
Prior to appointment to a training position, nominees must have been checked in
those duties applicable to the appointment. A certificate of competence to conduct the

C
duties of the particular training or checking capacity must be verified and evidence
retained on the individual's personal training file.

Where training and check personnel are required to occupy either pilot's seat, it is

ED
essential that they are additionally checked and certified in their normal and
emergency duties in both seats and completes the Company RHS OPC.

Flight crew nominated to conduct Licence Proficiency Checks/Instrument Rating

Renewals tests are required to be authorized by the Authority. The authorization
LL
permits the nominated examiner to conduct Tests/Checks as detailed in their
authorization.

4.4.2 Training Captains (Flight Instructors) - Minimum Requirements

O

An applicant for the initial issue of a Flight Instructor rating shall:

a) Be a Captain.
b) Successfully completed an approved Technique Core Course (4.4.5).
TR

c) Completed at least 1500 hours flight time as a pilot of multi-pilot aeroplanes,

d) Completed within the 12 months preceding the application at least 30 route
sectors, to include take-off and landings as pilot-in-command on the applicable
aeroplane type, or a similar type as agreed by the Authority, of which not more
than 15 sectors may be completed in an approved flight simulator, and
N

e) Conducted on a complete type rating course at least one part related to the duties
of a Flight Instructor on the applicable type of aeroplane under the supervision of
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a Check Airman notified by the Authority for this purpose.

4.4.3 Check Airman - Minimum Requirements

C

The minimum requirements for authorization as a Check Airman are as follows:

1) Holds the airman licences and ratings required to serve as a PIC or a flight
engineer, as applicable;
N

2) Has satisfactorily completed the appropriate training phases for the aircraft,
including recurrent training and differences training, that are required to serve as
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a PIC or flight engineer, as applicable;

3) Has satisfactorily completed the appropriate proficiency, competency and recency
of experience checks that are required to serve as a PIC or flight engineer, as
applicable;
4) Has satisfactorily completed the applicable initial or transitional training
requirements and the Authority-observed in-flight competency check;
5) Holds the appropriate medical certificate if serving as a required flight
crewmember; and
6) Has been approved by the Authority for the check airman duties involved.

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4.4.4 Line Training Captain/Check airman Requirements

Nig.CARs 8.10.1.37; 8.10.1.38

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Commanders nominated as Line Training and Line Check Captains must:
(a) Be acceptable to the Authority,
(a) Have had practical in-flight training and examination by a Check Airman
who must be an instructor Training Captain nominated by the company,
both must be qualified on type. Completed the Company Line Training

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Captain's Course.
(b) Have completed the required Core Course (4.4.5), which includes
CRMI contents.

C
4.4.5 Initial Ground Training & Flight Training for Instructors/Check Airmen

ED
UNA shall not use anyone to serve as a flight crewmember, unless that person is qualified for
the operations for which he or she is to be used and shall have completed the initial flight
training approved by the Authority. No person shall serve as a crew member in UNA unless
he or she has completed the initial flight training approved by the Authority for the aircraft
type which shall be focused on Maneuvering and safe operation of the aircraft in accordance
LL
with the approved procedures for normal, abnormal and emergencies.
UNA as an AOC holder shall ensure that initial ground training for flight instructors includes
the following—
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1) Flight instructor duties, functions, and responsibilities.

2) Applicable regulations and UNA policies and procedures.
3) Appropriate methods, procedures, and techniques for conducting the required
TR

checks.
4) Proper evaluation of student performance including the detection of:
(i) Improper and insufficient training; and
(ii) Personal characteristics of an applicant that could adversely affect
safety.
N

5) Appropriate corrective action in the case of unsatisfactory checks.

6) Approved methods, procedures, and limitations for performing the required normal,
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abnormal, and emergency procedures in the aeroplane.

7) Except for holders of existing flight instructor licenses:
(i) The fundamental principles of the teaching-learning process;
C

(ii) Teaching methods and procedures; and

(iii) The instructor-student relationship.
8) Briefing and debriefing of flight crew
N

9) Human Factor performances issues

UNA as an AOC holder shall ensure that the transition ground training for flight
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instructors includes the approved methods, procedures, and limitations for performing
the required normal, abnormal, and emergency procedures applicable to the aeroplane
to which the flight instructor is in transition.

United Nigeria Airlines, an AOC holder shall ensure that the initial and transition flight
training for flight instructors (aircraft), flight engineer instructors, and flight navigator
instructors includes the following:

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1) The safety measures for emergency situations that are likely to develop during
instruction.
2) The potential results of improper, untimely, or non-execution of safety
measures during instruction.
3) For pilot flight instructor (aircraft):

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i. In-flight training and practice in conducting flight instruction from the left and
right pilot seats in the required normal, abnormal, and emergency procedures
to ensure competence as an instructor; and
ii. The safety measures to be taken from either pilot seat for emergency situations
that are likely to develop during instruction.

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4) For Flight Engineer instructors and Flight Navigator instructors, in-flight training to

C
ensure competence to perform assigned duties.
5) United Nigeria Airlines as an AOC holder may accomplish the flight training requirements
for flight instructors in full or in part in flight or in a flight simulation training device, as
appropriate.

ED
6) United Nigeria Airlines as an AOC holder shall ensure that the initial and transition flight
training for flight instructors (flight simulation training device) includes the following:

i. Training and practice in the required normal, abnormal, and emergency

procedures to ensure competence to conduct the flight instruction required by
LL
this part. This training and practice shall be accomplished in full or in part in a
flight simulation training device.
ii. Training in the operation of flight simulation training devices, to ensure
competence to conduct the flight instruction.
O
TR
N
O
C
N
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4.5 FLIGHT INSTRUCTOR/CHECK AIRMAN/CRMI - REVALIDATION AND RENEWAL

In addition to the requirements approved by the Authority, the instructors,

evaluators, and line check airmen undergo monthly Standardization meetings

PY
as defined by UNA. Training or evaluation sessions (simulator or aircraft)
conducted while supervised by an individual approved by the Authority.

Recurrent biannual training program if he/she is acting as operating crew

O
member (see chapter 4.5.1, 4.5.2 and 4.5.2.1 of this manual for recurrent
qualification program for instructors, evaluators, and line check airmen) and a
jump seat observation program or equivalent approved or accepted by the

C
authority for non-line qualified instructors to provide familiarity with current and
type-related line operations.

4.5.1 Flight Instructor Rating

Nig.CARs 8.10.1.36
ED
For revalidation of a Flight Instructor rating an applicant shall have conducted within
the last 12 months preceding the expiry date of the rating:
LL
(a) One part of a complete type rating course/refresher/recurrent training:

(i) One simulator session of at least 3 hours, or

O

(ii) One air exercise of at least 1 hour comprising of 2 take offs

and 2 landings.
TR

(b) Refresher training as a Flight Instructor to the satisfaction of an

authorized examiner notified by the Authority.
N

If the rating has lapsed the applicant shall have:

(a) Completed within the 12 months preceding the application at least 30

O

route sectors, to include take-off and landings as pilot-in-command

on the applicable aeroplane type, or a similar type as agreed by the
C

competent authority,

(b) Successfully completed an approved Certified Instructor course,

N

according to the requirements of the competent authority, and

(c)
U

Conducted on a complete type rating course at least one part related

to the duties of a Certified Instructor on the applicable type of
aeroplane under the supervision of a Certified Instructor notified by
the competent authority for this purpose.

(d) Training or evaluation session (Sim or A/C)

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4.5.2 Check Airman Authorization

For revalidation of a Check Airman authorization the applicant shall be a

certified instructor, have completed at least 2 skill tests or proficiency checks
in every yearly period within the 3 year authorization period and a supervised

PY
examiner skill test within the last year of authorization.

For renewal of an expired authorization an applicant must re-apply to the

Authority.

O
4.5.3 Criteria for Revalidation

C
Instructors Stimulator/Base Check Airmen will be accredited with CRM instructional
and assessment skills when their authority is revalidated by an NCAA Training
Inspector or a company Revalidation Examiner (RE / TRE). Certified Instructors may

ED
be revalidated by a Certified Instructor.

a) Line Training Captains will be accredited by a company CRM instructor on a

three yearly renewal basis. The accreditation process may be done as a
workshop, during actual line training or during a simulator LOFT detail in the
LL
multi-crew environment.
O
TR
N
O
C
N
U

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O
C
ED
LL
INTENTIONALLY LEFT BLANK
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TR
N
O
C
N
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5.1 GENERAL
A flight crew member shall complete a Type Rating course which satisfies the

PY
applicable requirements of Nigerian CAA when changing from one type of aeroplane
to another type or class of aeroplane for which a new type or class rating is required.
A flight crew member will be required to complete a conversion course before
commencing unsupervised line flying on the EMB 145:

O
(a) When changing to an aeroplane for which a new type or class
rating is required.

C
When the type rating training is conducted as part of conversion training, the
conversion training programme will include all the licensing requirements.

the flight crew members previous training.

The Conversion course shall include:

ED
The amount of training required will be determined after due note has been taken of
LL
a) Flight training and checking including aeroplane systems, normal, abnormal
and emergency procedures; refer to appendix 16
O

b) Emergency and safety equipment training and checking;

c) Aircraft performance training to include electronic-based training such as the
Embraer E-Perf.
TR

d) CRM training; refer to chapter 8.4

e) Flight simulator training and checking, eight sessions Refer to Appendix 22
f) Line flying under supervision and line check.
N

Once a flight crew member has commenced a conversion course he shall not
undertake flying duties on another type or class of aircraft until the course is
O

completed or terminated.
In the case of a flight crew member changing aeroplane type, the Operator
C

Proficiency Check may be combined with the Type Rating Skill Test as required by
the Nigerian CAA.
N
U

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5.2 CONVERSION TRAINING

Nig. CARs 8.10.1.15

PY
All flight crew will attend a Conversion Training prior to being examined as approved
by the NCAA in conjunction with the Training facility

The conversion course will incorporate formal tests on aeroplane systems,

performance and flight planning, where applicable. Crews will be expected to pass

O
the NCAA type technical exam before starting enroute training.

The syllabus for the course is produced by the TRTO and is shown in chapter 5

C
Conversion Training and Checking - Ground Syllabus and will be issued to Instructors
and students at the appropriate time. Ref Appendix 16

5.2.1 All flight crew will attend a Conversion Training prior to being examined as

ED
approved by the NCAA in conjunction with the Training facility.
The conversion course will incorporate formal tests on aeroplane systems,
performance and flight planning, where applicable. Crews will be expected to
pass the NCAA type technical exam before starting enroute training.
LL
The syllabus for the course is produced by the TRTO and is shown in chapter 5
Conversion Training and Checking - Ground Syllabus and will be issued to
Instructors and students at the appropriate time. Ref Appendix 16.
O

5.2.2 Flying Under Supervision after Zero-Flight Time Training (ZFTT) Conversion
Course
TR

ZFTT refers to the training given on an aircraft type-rating course that is carried
out entirely in a simulator. UNA uses an NCAA approved type rating training
syllabus that is equivalent to a zero-flight time training (ZFTT) programme and
does not require airplane training after completion of the syllabus. The syllabus is
N

referenced in Appendix 16 of OMD.

For the NCAA approved type rating course, the following requirements must be
O

satisfied:

•
C

The training shall be conducted in a Category D synthetic training device,

representative of the actual aircraft flown for endorsement of the type on
the holder’s licence;
N

• The Synthetic training MEL shall be used in conjunction with that of the
actual airplane;
U

• Any defect that affects the full motion capability of the simulator, will render
the training device unusable. Training shall be discontinued until the full
motion capability of the simulator is restored;
• The training shall include a minimum of 8 practiced landings during the
type rating course;
• Each training course shall be customized as necessary to address pilot
experience and flight crew position;

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• Evaluation of competency shall be carried out during the simulator skill

test;
• Final demonstration of competency is completed in an aircraft during actual
line operations under the supervision of an NCAA approved designated

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check airman.
• All other requirements applicable in Nig. CARs IS 9.3.1.3.
Following the completion of a ZFTT conversion course, the pilot shall
• Commence line flying under supervision within 45 days and

O
• Conduct his or her initial four takeoffs and landings in the actual airplane
with a TRI/LTC occupying the left seat.

C
5.2.3 REQUIREMENTS FOR ENROLLING ONTO A ZFTT COURSE.
An applicant for the type rating course for a multi-pilot areophane (MPA) shall

ED
comply with the following requirements:
• Hold at least a CPL(A) issued in accordance with Nig. CARs 2.3.5.
• Hold a First-Class medical certificate issued in accordance with Nig. CARs
2.3.5.1.
LL
• Have at least 70 hours of flight experience as PIC on aeroplanes;
• Hold or have held a multi-engine IR(A) in accordance with Nig. CARs
2.3.8.3.
O

• Have completed the Upset Prevention and Recovery Training (UPRT)

course as part of an MPA course specified in Nig. CARs 2.3.6.2.
•
TR

Hold a certificate of satisfactory completion of an MPA course in

aeroplanes as specified by Nig. CARs 2.3.6.2.
Additionally, an additional MPA course (high experience) applicant wishing
to undertake a ZFTT course shall have completed at least 500 hours flight
N

time or 100 route sectors on either:

• A multi-pilot turbo-jet aeroplane, or
• A multi-pilot turbo-prop aeroplane having a maximum certificated take-off
O

mass of not less than 10 tonnes or a certificated passenger seating

configuration of more than 19 passengers.
C

5.2.4 COMPANY PROCEDURES INDOCTRINATION TRAINING- Nig. CARs 8.10.1.9

N

UNA shall not make anyone to serve nor use a person in its employment unless
that person has completed the company indoctrination curriculum approved by
U

the Authority, appropriate to that person’s duties and responsibilities. The

indoctrination curriculum shall include training in knowledge and skills related to
human performance and means of English proficiency assessment to be carried
out by regulatory body and endorsed in the license of such crew member.

UNA shall not use a crewmember or flight dispatcher unless that person has
completed the company procedures indoctrination curriculum approved by the
Authority.

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Company Procedures Indoctrination Training consisting of a minimum of 40

programmed hours of instruction is provided for newly engaged operations
personnel (Orientation course) that covers the following areas:

PY
a. UNA organisation, scope of operation, and administrative practices as
applicable to their assignments and duties.
b. Appropriate provisions of the Nigeria Civil Aviation Regulation (Nig. CARs)

O
and other applicable regulations and guidance materials.
c. Contents of the airline’s certificate and operations specifications (not
required for cabin crew).

C
d. The airline’s policies and procedures inclusive of the testing programme for
alcohol and narcotic psychoactive substances.
e. Crew member and flight operations officer duties and responsibilities.
f.
airline’s Operations Manual.
ED
Applicable crew member manuals and the appropriate portions of the

UNA shall provide approved Ground, Flight Training and where applicable Examination
programmes approved by the NCAA, which require that all Instructors, Examiners,
LL
Line Check Airmen and flight crew (whether employed or subcontracted) are trained for their
assigned tasks on the type(s) of aircraft for which the flight crew member is assigned to
operate. The Ground and Flight Training programmes shall include:
O

a) initial training provided to newly hired cockpit crew members comprises company
indoctrination and initial endorsement on company aircraft types.
This presupposes that the newly hired cockpit crew member already holds a
TR

commercial flying licence;

b) recurrent;
c) transition (conversion) referring to type qualification;
N

d) requalification;
e) upgrade to Commander;
O

f) recency;
g) familiarization;
C

h) differences or other specialized training.

N

Flight crew members, including instructors and examiners, whose native language is
not the same as English language are required to demonstrate a level of proficiency in
English language that will permit such flight crew members to effectively communicate
U

during the performance of operational duties as well as understand information in the

Operations Manual pertaining to duties and responsibilities. Formal and regular
communication between and among flight operation management, instructors,
examiners, line check airmen and flight crew members are encouraged to achieve
continuous improvement of ground, simulator and aircraft training and line operations.
English proficiency assessment to be carried out by regulatory body and
endorsed in the license of such crew member"

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5.2.4.1 A. Organisation
1. This curriculum segment provides pilots with the Company Procedures
Indoctrination required by [Nig C ARs 9.2.2.9] .

PY
2. For the Command Upgrade program, the curriculum segments are the
same as for the Initial program, but the emphasis is on the specific duties
and responsibilities of the PIC.
B. Training Objectives

O
1. Familiarize students with pilot duties and responsibilities.
2. Familiarize students with UNA operations, operating philosophy, and
security requirements.

C
3. Familiarize students with UNA company forms, records, and administrative
procedures.
4. Review with students the structure and content of the airline regulations
which apply to UNA operations.

the airports where UNA operates.

ED
5. Familiarize students with UNA Operating Certificate, route structure and

6. Review areas of advanced aeronautical knowledge specific to flight crew.

7. Familiarize students with UNA Drug and Alcohol Program.
LL
5.3 EMERGENCY AND SAFETY EQUIPMENT TRAINING
Nig.CARs; IS.8.10.1.13

On the initial conversion course and on subsequent conversion courses as

O

applicable, the following items shall be addressed:

1. PBE/Fire Fighting Drill
2. Emergency Evacuation Drill
TR

3. Emergency Exit Drill

4. Emergency Oxygen System Drill
5. Floatation Device Drill
6. Ditching Drill
7. Slide Raft/Transfer Drill
N

(a) Instruction on first aid in general (Initial conversion course only); instruction on
O

first aid as relevant to the aeroplane type of operation and crew complement
(Initial and subsequent courses).
(b) Aero medical topics including:
C

i. Hypoxia;
ii. Hyperventilation;
N

iii. Contamination of the skin/eyes by aviation fuel or hydraulic or other

fluids;
U

iv. Hygiene and food poisoning;

v. M a l a r i a ; a n d
vi. Incapacitation of flight crew members.
(c) The effect of smoke in an enclosed area and actual use of all relevant
equipment in a simulated smoke-filled environment;
(d) The operational procedures of security, rescue and emergency services;
(e) Survival information appropriate to the areas of operation and training in the
use of any survival equipment required to be carried;

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(f) A comprehensive drill to cover all ditching procedures will be practiced where
floatation equipment is carried. This will include practice of the actual donning
and inflation of a lifejacket, together with a demonstration or film of the inflation
of life-rafts and/or slide-rafts and associated equipment. This practice will, on
an initial conversion course, be conducted using the equipment in water,

PY
although previous certificated training with another operator or the use of
similar equipment will be accepted in lieu of further wet-drill training.

(g) Instruction on the location of emergency and safety equipment, appropriate to

type including operation and use of exits, emergency exits, correct use of all

O
appropriate drills, and procedures that could be required of flight crew in
different emergency situations. Evacuation of the aeroplane (or representative

C
training device) by use of a slide where fitted will be included in the above
instruction for all Flight Crew members.
Testing will be in accordance with the Company Emergency and Survival Procedures.

ED
Certificates for the particular type will be issued. The results are to be recorded by the
person supervising the tests.

5.4 CRM TRAINING

Nig.CARs 8.10.1.12 IS. 8.10.1.12
LL
If the flight crew member has not previously completed an operator's conversion
course then a full-length CRM course will have to be completed. If the flight crew
member undergoes a subsequent conversion course he shall complete the
O

appropriate elements of the CRM course.

The syllabus for the course is listed below:

TR

1) Communications processes and decision behaviour.

2) Internal and external influences on interpersonal communications.
3) Barriers to communication.
4) Listening skills.
5) Decision-making skills.
N

6) Effective briefings.
7) Developing open communications.
O

8) Inquiry, advocacy, and assertion training.

9) Crew self-critique.
10) Conflict resolution.
C

11) Team building and maintenance.

12) Leadership and followership training.
N

13) Interpersonal relationships.

14) Work load management.
15) Situational awareness.
U

16) How to prepare, plan and monitor task completions.

17) Work load distribution.
18) Distraction avoidance.
19) Individual factors.
20) Stress reduction.

The student will be assessed either during or on completion of specific CRM training,
courses or exercises.

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5.5 DANGEROUS GOODS TRAINING

Nig.CARs 8.10.1.10

Prior to operating an aircraft, crew must undergo training in Dangerous Goods following
the syllabus below:

PY
1) General Philosophy
2) Limitations on Dangerous Goods in The Air Transport
3) Classification and List of Dangerous Goods

O
4) Package Marking and Labeling
5) Loading, Restriction on Loading and Segregation
6) Emergency Procedures

C
5.6 SYNTHETIC TRAINING DEVICE/AEROPLANE

ED
5.6.1 GENERAL

Flying training will be structured and sufficiently comprehensive to familiarise the flight
crew member thoroughly with all aspects of limitations and normal/abnormal and
emergency procedures associated with the aeroplane and will be carried out by
LL
suitably qualified SFI/SFE/ Certified Instructor/Check Airman. Additional training will
be required for specialised operations such as Cat II/III operations when approval is
granted.
O

Aeroplane/flight simulator training with a flight crew of two or more will place particular
emphasis on the practice of LOFT and CRM. [See Subsection 5.6.4 Line Oriented
Flight Training (LOFT)].
TR

The same training and practice in flying of the aeroplane will be given to co-pilots as
well as commanders. The flight handling sections of the syllabus for commanders and
co-pilots alike will include all the requirements of the Operator Proficiency Check.
N

Unless the type rating training programme has been carried out in an appropriate
flight simulator approved for zero flight time conversion, training in the aeroplane is
O

required as specified in Subsection 5.6.3 Aeroplane Training, below.

A flight simulator, subject to its qualification level and approval, may be used for all or
C

part of the checks, except for the Line Check, subject to the approval of the Authority.
Recurrent Line Checks are to be conducted on the aeroplane.
N

Flying training both in the simulator and the aeroplane will be conducted in
accordance with the procedures and the company SOPs as laid down in the
Operations Manual.
U

All training devices to be used for training and evaluation shall have prior inspection
and approval by the NCAA and the Flight Operations department of UNA to ensure
that all such devices reflect the configuration of the airplanes in the UNA fleet for
which the training and or evaluation is to be conducted. Differences training where
and when required shall be in compliance with Operations Manual Part D, Section 7
and all devices used for the differences training shall comply with the above
provision.

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A final demonstration of competency is completed in an aircraft during actual line

operations under the supervision of an evaluator, instructor or current and qualified
Pilot- in-Command {PIC} designated for the purpose by UNA and NCAA.

5.6.1.1 Use of Flight Simulation Training Devices - Nig. CARs 8.10.1.2

PY
Each flight simulation training device that is used by UNA for flight crewmember
qualification shall be specifically approved by the Authority (NCAA) for United Nigeria.

(i) The approval for UNA shall be on the type of aircraft, including type variations,

O
for which the training or check is being conducted and shall be for the
particular manoeuvre, procedure, or crewmember function involved.

C
(ii) The Device performance, functional, and other characteristics that are
required for approval shall be maintained and be modified to conform with any
modification to the aeroplane being simulated that results in changes to

ED
performance, functional, or other characteristics required for approval.

(iii) Such device for approval shall be given a daily functional pre-flight check
before use and have a daily discrepancy log completed by the appropriate
Instructor or check airman at the end of each training or check flight.
LL
The simulation device shall have the same technology for the basic flight instruments
(attitude indicator, airspeed, altimeter, heading reference) as those of the aircraft used
by UNA.
O

i.) Aircraft that have electronic/glass displays shall use simulators that have
electronic/glass displays.
TR

ii) Aircraft that have standard instruments shall use simulators that have
standard instruments.
N

5.6.2 SYNTHETIC TRAINING DEVICE TRAINING

The Synthetic Training Device conversion syllabus is designed to provide a
O

progressive sequence of training appropriate to the average pilot. The course

consists of 9 details (with the 9th being the check) of 4.00 hours shared by two pilots
in accordance with the syllabus issued by the TRTO nominated for Company use
C

through the Training and Standards Manager and duly approved by the NCAA. The
aims of the Synthetic Flight Training are to:
(a) Provide environmental training in instrument flying and
N

normal/abnormal/emergency in-flight procedures so that the pilot will react

without error or loss of control to any given situation.
U

(b) Instill pilot confidence in his ability and in the integrity of the aeroplane and its
systems.
(c) Provide realistic and complete practice of abnormal drills.
(d) Certify those licensing or operator items for which the simulator is approved.
(e) Achieve a high standard of overall performance.
(f) The flight simulator conversion syllabus is to provide a progressive sequence
of training appropriate to the average pilot. Initially the pilot should be taught
to fly accurately and in trim with the correct attitude, speed and thrust. This is

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extremely important as it forms the basis of subsequent exercises. Flight

crew conversion training will include PF and PM duties throughout.
(g) At the end of the Course the trainee must be able to meet the following
criteria:

PY
(i) He must be able to fly on speed, on height and in trim within
the specified limits of accuracy,

(ii) He must be able to carry out accurate engine out ILS

approaches and go-arounds with and without the Flight

O
Director, and accurate ADF and VOR approaches,

(iii) He must have a thorough knowledge of normal and

C
emergency procedures and the use of the Check List.

(h) It is essential that flight crew incapacitation is discussed and practiced during

ED
the course

(i) Briefing and debriefing for simulator details form an essential part of the
course. Discussion of all aspects of company operations should be stimulated
and a thorough knowledge of the manuals and procedures is essential. At the
LL
end of the course the crew member must reach a standard of proficiency
such that he can pass the LPC/OPC check and instrument rating revalidation
test and is capable of completing the type rating skill test with the minimum of
aircraft training time.
O

(j) The LPC/OPC demands that a crew member under test demonstrates his
proficiency in flight planning procedures, operating in accordance with a
TR

normal IFR air traffic control clearances and his ability to use the radio and
the anti-icing equipment correctly.

5.6.3 Aeroplane Training

The aims of the aeroplane training are reflected in Subsection 5.6.2 Synthetic
N

Training device Training above, but include the following additional aspects:

(a) To provide practice in all aspects of visual flight and to confirm the values of
O

the techniques used in the simulator.

(b) To ensure that a pilot can land safely by day and by night on a repetitive
C

basis solely by reference to visual clues, with and without glide slope
information.
N

(c) To complete the Type Rating Skill Test requirements. The Check Airman is
required to ensure that all items of this test are completed correctly.
U

Unless the type rating programme has been carried out in an appropriate flight
simulator, approved for zero time conversion, the training shall include at least six
take-offs and landings in the aeroplane. Two of which must be to a full stop, and one
without PAPIs or Glide Slope information.

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5.6.4 Line Oriented Flight Training (12 Calendar month)

LOFT is a training concept which requires that all training, particularly training that is
carried out in the simulator, should be conducted in the context of a Line Flight.

PY
Flight crew shall receive annual Line Oriented Flight Training (LOFT) in the simulator,
approved by the Authority that includes an uninterrupted planned scenario in real time
in a line environmental setting with specific technical and CRM objectives, where
such skills are observed and debriefed upon completion.

O
Examiners must always insist that the basic principles of LOFT are observed and that
the operation of the simulator is treated as a real aircraft operation. The examiner can

C
contribute to this by providing correct ATC R/T exchanges and by maintaining an
unobtrusive presence at the control panel. With practice, examiners will find that
many exercises can be operated exactly as in a line flight and in real time.

5.7 Flying Test and Checks

ED
The following mandatory tests and checks will be carried out on or prior to completion
of the conversion training and prior to commencing Line Flying under Supervision:
(a) Emergency and Safety Equipment Check.
LL
(b) Licence Skill Test.
(c) OPC.
The Emergency and Safety Equipment Check must be completed before the
candidate flies the aeroplane (see Subsection 5.1 General, above).
O

5.8 Line Flying Under Supervision

TR

Nig.CARs 8.10.1.26

Line flying under supervision provides the opportunity for a flight crew member to put
into practice the procedures and techniques he has been made familiar with during
the ground training of the conversion course. At the end of line flying under
N

supervision the respective flight crew member should be able to perform a safe and
efficient flight conducted within the terms of reference of his flight crew member
station. The aim is to achieve proficiency and therefore whilst sectors are important
O

the determining factor will always be the proficient and safe operation of the aircraft.

Following completion of synthetic training device and aeroplane training and

C

checking, each flight crew member shall operate a minimum number of sectors under
the supervision of a Training captain. The minimum sectors/hours will be determined
N

by the following:
(a) previous experience of the flight crew member;
(b) complexity of the aeroplane; and
U

(c) the type and area of operation.

A type rated pilot shall be rostered to fly as supernumerary for the initial 5 sectors
when the trainee pilot has a previous type rating on a similar type and is experienced
in the area of operation and for the initial 10 sectors when the trainee pilot has no
previous type rating on a similar type. Training captains may cancel/continue the
requirement for the carriage of a supernumerary crew member during initial line
training at their discretion.

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5.8.1 Number of Sectors and Hours

Nig.CARs 8.10.1.26;

The sectors and hours to be flown under supervision are as follows:

PY
Commanders

Line flying under supervision will be to proficiency with a minimum of 40 hours or

40 sectors excluding the line check.

O
With previous experience:

C
Line flying under supervision will be to proficiency with a minimum of 20 hours or
20 sectors excluding the line check.

ED
On completion of line flying under supervision, the line check will be conducted by
a Line Training Captain, the Chief Pilot or the DFO and the results recorded on
the Line Check form.

First Officers
LL
First Conversion Course:
Line flying under supervision will be not less than 20 flying hours or a minimum of 5
sectors.
O

The line training for Second-In- Command (SIC) shall include and ensure that the
Second-In-Command (Co-Pilot) is trained to proficiency for Pilot-Not-Flying (PNF)
TR

and Pilot Flying (PF) duties.

With previous experience:

Line flying under supervision will be to proficiency with a minimum of 10 hours and 5
sectors including line check.
N

On completion of line flying under supervision, the line check will be conducted by a
Check Airman nominated by the Training Manager and the results recorded on the
O

Line Check form

5.9 Low Visibility Operations
C

UNA intends to qualify for LVO and ETOPs operations in the very near future;
therefore all references in this manual in respect of LVO and ETOPs training are
intended for the future and included for information purposes only. Prior to being
N

authorised by the NCAA to conduct take-offs in RVRs below 150 metres (below 200
metres for category D aeroplanes) the following training must be carried out, as part
of the pre-qualification exercises:
U

(a) Normal take-off i n m i n i m u m a u t h o r i z e d c o n d i t i o n s ;

(b) Take-off in minimum authorised RVR conditions with an engine failure

between V1 and V2 or as soon as safety considerations permit; and

(c) Take-off in minimum authorised RVR conditions with an engine failure before
V1 resulting in a rejected take-off.

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5.10 RVSM TRAINING

Nig.CARs 8.10.1.16.b5
Flight crew who are required to operate aeroplanes in airspace or on routes where
RVSM is applied will be required to undergo additional training as follows:

PY
(a) Knowledge and understanding of standard ATC phraseology used in each
area of operation,

(b) The importance of crew members cross checking to ensure that ATC

O
clearances are promptly and correctly complied with,

(c) The use and limitations in terms of accuracy of standby altimeters in

C
contingencies. Where applicable, the pilot should review the application of
SSEC/PEC through the use of correction cards,

ED
(d) The problems of visual perception of other aircraft at 1,000 ft (300 m) planned
separation during darkness, and when encountering local phenomena such
as Northern Lights,

(e) The characteristics of aircraft altitude capture systems which may lead to
LL
overshoots,

(f) The relationship between the aircraft's altimetry, automatic altitude control
and transponder systems in normal and abnormal conditions, and
O

(g) Any airframe operating restrictions, if required for the specific aircraft group,
related to RVSM airworthiness approval.
TR
N
O
C
N
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5.11 Security Training (Nig.CARs 8.10.1.11)

Prior to operating an aircraft and subject to approval of the authority, all UNA pilots must undergo
training in Security. This training will cover the following topics:

PY
A. Crew Training

1. The training courses are centered upon:

O
a) Responsibilities and actuation of the ground personnel, cockpit and cabin
crew;

C
b) Acknowledgment of suspicious or dangerous items, such as arms,
explosives and other devices that can be involved in sabotage acts,
hijacking, unlawful seizure of the aircraft or other unlawful interference act;

c)

d) ED
Procedures to be considered in the handling of such objects;

Adequate procedures for the situations where passengers, after being

submitted to check-in, fail to appear on boarding;
LL
e) Search procedures of the aircraft, on ground and inflight;

f) Compartmental and conduction techniques for disorderly or disruptive

O

passengers (INAD) passengers, Deportees under custody, escorted

prisoners and (disorderly or potentially dangerous);
TR

g) Procedures to protect the aircrafts on the ground and control of the access
on board;

h) Actions to develop against sabotages, hijackings and diversions of the

N

aircrafts, bomb threats or real bomb actions, and other unlawful acts;

i) Definition of the jobs to execute in high risk, alert and emergency situations;
O

j) Legislation about Security in Civil Aviation;

C

k) Elaboration of reports and other documents (forms, surveys and others)

reporting anomalous situations and other occurrences; Importance of the
c o n t a c t s to maintain with aeronautical authorities, medias and public in
N

general.
U

l) Recognize measures to be applied in case of accident with dangerous goods

2. Specifically about the security training programs for the crewmembers, and in
accordance with Nig.CARs (2015) Part17 Aviation Security Sub-part V 59(2), must be
established as an approved security training program which assures that the crew
members acts adequately in order to minimize the consequences of any unlawful
interference act, including, at least, the following items:

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a) Determination of gravity and veracity of any occurrence;

b) Communication and coordination among the crew members;

c) Adequate responses in self-defense;

PY
d) Using of non-lethal protection devices, delivered to the crewmembers with
approved utilization;

O
e) Understanding of the terrorists behavior to become uneasy the capacity of
the crewmembers to deal with the hijacker conduct and to give answers to
the passengers;

C
f) Practical exercises in the cockpit and cabin for protecting the aircraft;

g) Security Inspection procedures of the aircraft and instruction about the

ED
specific place of the aircraft where there are minimum damages provoked by
an explosion.

B. Flight Deck Staff Training

LL
Flight Deck Staff syllabus must include the following items:

a) All the items listed in 12.1 (A);

b) Increase of security requirements and procedures in high risk situations;
O

c) Management of incidents and contingency plans;

d) Incident and accident reports;
TR

e) Relevant details of the airport security programmes and its effective

application;
f) Protection of the aircraft on ground, especially illicit access to it;
g) Characteristics and psychological aspects of derailed persons;
h) Procedures for the actions to take in suspected or real illicit situations;
N

i) Duties and responsibilities during high risk or dangerous situations;

j) Procedures and actions in case of bomb threat and /or bomb on board,
suspected objects and their removal and unlawful seizure of aircraft.
O

k) Recognize measures to be applied in the event of accident with dangerous

goods
C
N
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5.12 Aircraft Upset Prevention and Recovery

During Initial training prior to operating an aircraft, the requirements for training and
evaluation in adverse weather operation and aircraft Upset Prevention and Recovery
Training (UPRT) shall be conducted for all pilots.

PY
The training shall subsequently be conducted at least once in every two (02) years.

This training shall comprise the following:

(a) Academic training designed to equip pilots with the knowledge and awareness

O
needed to understand the threats to safe flight and the employment of
mitigating strategies; and
(b) Practical training designed to equip Pilots with the required skill sets to

C
effectively employ upset avoidance strategies and, when necessary,
effectively recover the airplane to the originally intended flight path. The
practical training component is FSTD Training - on specific or generic

ED
aeroplane types to build knowledge and experience, and apply these to the
multi-crew CRM environment at all stages of flight, and in representative
conditions, with appropriate aeroplane and system performance,
functionality and response.

5.12.1 Adverse Weather Training

LL
Adverse weather training shall be carried out during the initial type qualification
training for all ab initio pilots joining the United Nigeria Airlines system and thereafter,
at least once in every two (02) years.
O

The adverse weather training shall include among other subjects:

- Operations in contaminated runway conditions, thunderstorm avoidance,
TR

operations in heavy rain and identification of frontal systems and microbursts.

- Cold weather operation
- De/anti-ice policies and procedures
- Windsher avoidance
N

5.13 TCAS Training/ACAS

O

During initial ground school training and initial simulator training but prior to operating
an aircraft all pilots shall be required to undergo training in TCAS/ACAS systems. The
C

training shall include as a minimum.

Discussion of all operational modes, recovery and knowledge of the listed

N

terminology applicable to TCAS:

Proximate Intruder Threat; Traffic Advisory (TA); Resolution Advisory (RA), Altitude-
U

reporting intruders; Non-altitude reporting intruders; Multiple intruders TCAS visual

displays and symbology.

Audio alerts and annunciations.

ATC phraseology: "TCAS Climb" or "TCAS Descent".
"Unable to Comply;
TCAS Resolution Advisory".

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Flight Simulator
a) Various airborne traffic conflict scenarios.
The training shall subsequently be conducted at least once in every year.

PY
5.14 GPWS/CFIT Awareness Training

1. GPWS/CFIT AWARENESS training shall be completed during all initial, transition,

O
recurrent, and upgrade training.
2. For initial, upgrade, recurrent, and transition flight training programs, at least the

C
following GPWS/CFIT AWARENESS training will be included:

Briefing
The program shall expose all pilots to the following as a minimum:

ED
Definition of CFIT, Review of CFIT accident statistics; influence of situational
awareness on the avoidance of CFIT; Importance of maintaining company GPWS
response SOP's; Preventive Strategies,
LL
Flight Simulator

a) A GPWS 'Don't sink' warning after Take-off.

b) A simulated CFIT scenario with GPWS response during approach
O

maneuvering in IMC
c) A simulated GPWS warning and response during final approach in IMC.
TR

3. For recurrent flight training, at least one from the three phases of flight
simulator training listed in paragraph 2 above will be included. These
scenarios shall be alternated so that a Pilot receives training on a different
event each time.
N

3. The Instructor is discouraged from alerting the student to impending MSA

compromise. He should intentionally issue radar vector clearances which will
O

provoke GPWS warnings. The Major point of the training is to reinforce the
maintenance of situational awareness, and also to practice immediate
response to GPWS warnings.
C

5.15 Windshear Training

N

1. Windshear low altitude training shall be completed during all initial, transition,
recurrent, and upgrade training. If time permits, windshear training may be
U

conducted during aircraft and instrument proficiency checks.

2. For initial, upgrade, recurrent, and transition flight training programs, at least
the following windshear training will be included:

Briefing
The program shall expose all pilots to the following as a minimum:
Definition of windshear; influence of windshear on aircraft performance; awareness
and avoidance of windshear; recognition of Predictive and Reactive windshear

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warnings; recovery techniques for windshear encounter; factors affecting windshear

awareness; Human Factors and CRM and Preventive Strategies.
Flight Simulator
a) A simulated windshear encounter during takeoff prior to VR.

PY
b) A simulated windshear encounter during takeoff after VR.
a) A simulated windshear encounter during an approach (below 1000 feet AGL).

3. For recurrent flight training, at least one from the three phases of flight
simulator training listed in paragraph 2 above will be included. These

O
scenarios shall be alternated so that a Pilot receives training on a different
event each time.

C
4. In recognition of the fact that actual windshear encounters are highly
unpredictable, one encounter should be arranged to be "recoverable" and one
should be severe and potentially "unrecoverable." The purpose of the

ED
recoverable demonstration is training and practice in recovery technique. The
unrecoverable demonstration is intended to emphasize the potential severity
of unexpected windshear.

3. The pilot flying should be able to escape the recoverable windshear. He/she
may also be able to escape the unrecoverable windshear if he/she applies
LL
optimum techniques without delay. However, escape from every windshear
encounter is not required; the emphasis is placed on recognition and prompt
application of corrective action.
O

The Instructor is discouraged from alerting the student to impending windshear. If the
student anticipates the windshear and applies corrective action before he/she
TR

normally would do so during line operations, the training value is diminished.

5.16 Approval of a Flight Simulation Training Device for Credit in Training and
Checking
N

UNA shall ensure any flight simulation training device for training or checking of Flight
crew to be used must have been specifically approved by the Authority (NCAA) in
O

writing before such a simulator device can be used. Simulator credit in training,
recency and checking other than that specified in the Authority’s approval for UNA
shall not be used.
C
N
U

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O
C
ED
LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
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6.0 ROUTE COMPETENCE TRAINING

6.1 Route Competence Training

PY
All flight crew shall undergo training to ensure that he / she has obtained
adequate knowledge of the route to be flown and of the aerodromes (including
alternates), facilities and procedures to be used. This shall also be accomplished
prior to being assigned as PIC.

O
Route competence training syllabus will include instruction on:
(a) Terrain and minimum safe altitudes;

C
(b) Seasonal meteorological conditions;
(c) Meteorological, communication and air traffic facilities, services and
procedures;

ED
(d) Search and rescue procedures; and
(e) Navigational facilities associated with the route along which the flight is to
take place.
LL
6.2 Category B Airfield Training

Prior to operating into a Category B aerodrome, the Commander should be briefed or

self-briefed by reference to the relevant aerodrome brief in Part C Routes and
O

Aerodromes and will certify that he has carried out these instructions when a Line
Check is completed.
TR

6.3 Category C Airfield Training

When operating to a Category C Airfield the following Training requirements must be

N

met.

The requirements for validation into Category C aerodromes are specified in Part C
O

Routes and Aerodromes, and some Category C aerodromes require specific training
for Commanders before they can be cleared to operate into them.
C

If simulator revalidation is permitted and is conducted, then at least one landing and
take-off should be carried out pointing out all relevant restrictions or reasons why the
aerodrome is Category C.
N

In addition, emergencies, Go-Arounds etc. should be practiced if the procedures in

force make them relevant to the Category C aerodrome.
U

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O
C
ED
LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
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7.0 DIFFERENCES AND FAMILIARIZATION TRAINING

7.1 Differences Training ERJ145

PY
a. A flight crew member shall complete differences training when:
(i) Operating another variant (Operation on More Than One Type or
Variant) of an aeroplane of the same type or another type of the
same class currently operated; or

O
b. A change of equipment and/or procedures on types or variants
currently operated requires additional knowledge and training on an

C
appropriate training device.

The differences training will consist of the following:

(1) Operations procedures—

i. ED
Operations under adverse weather phenomena conditions,
including clear air turbulence, windshear, and thunderstorms.
LL
ii. Mass and balance computations and load control procedures.
iii. Aircraft performance computations, to include takeoff mass
limitations based on departure runway, arrival runway, and enroute
O

limitations, and also engine-out limitations.

iv. Flight planning procedures, to include route selection, flight time,
and fuel requirements analysis.
TR

v. Dispatch release
preparation.
vi. Crew briefings.
vii. Flight monitoring procedures.
N

viii. Flight crew response to various emergency situations, including the

assistance the aircraft flight operations officer can provide in each
O

situation.
ix. MEL and CDL procedures.
x. Manual performance of required procedures in case of the loss of
C

automated capabilities.
xi. Training in appropriate geographic areas.
N

xii. ATC and instrument procedures, to include ground hold and central
flow control procedures.
U

xiii. Radio/telephone procedures.

(2) Emergency procedures—

(i) Actions taken to aid the flight crew.

(ii) AOC holder and Authority notification.

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7.2 Familiarization Training

A flight crew member shall complete familiarisation training when:

PY
(a) Operating another aeroplane of the same type or variant; or
(b) A change of equipment and/or procedures on types or variants currently
operated requires the acquisition of additional knowledge.

Familiarization Training will be conducted in accordance with the Nig.CARs on

O
Differences Courses.

On completion of a differences course pilots should complete their familiarisation

C
sectors within 90 days. After 90 days additional training may be required at the
discretion of Management.

ED
The required variant familiarisation sectors must be completed before reverting to
the original variant.

Pilots initially line trained on the series Aircraft will complete a minimum of 100 hrs
flying time on that variant before completing the familiarisation sectors on the other
LL
variant.

Recency requirements are as in 8.1.1 of this manual (Recency).

O
TR
N
O
C
N
U

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8.0 RECURRENT TRAINING - (Nig.CARs 8.10.1.33)

8.1 Recency

PY
The process to ensure recency of experience requirements below is provided here in;

8.1.1 Take-off and Landings

O
Commander

1. No person shall act as Commander of an aeroplane carrying passengers, nor of

C
an aeroplane certificated for more than one required pilot flight crewmember
unless, within the preceding 90 days, the pilot has:

i. Made 3 take-offs and landings as the sole manipulator of the flight controls in

ED
an aeroplane of the same category and class and if a type rating is required,
of the same type;
ii. For night operations, made the 3 take-offs and landings required in Chapter a)
above at night.
LL
2. A pilot who has not met the recency of experience requirements for take-offs and
landings shall satisfactorily complete a re-qualification curriculum acceptable to
the Authority;
O

3. Requirements of paragraph (i) and (ii) above may be satisfied in a Flight Simulator
approved by the Authority.
TR

Second-in-Command (SIC)

a) The Commander shall not allow an unqualified person to manipulate the controls of
an aeroplane during commercial air transport operations;
N

b) UNA shall not assign a Co-pilot to operate the flight control during take-off and
landing unless on the same type of aeroplane within the preceding 90 days, that Co-
O

pilot has operated the flight control, as Commander or as Co-pilot, during three take-
offs and landings or has shown competence to act as Co-pilot on a flight simulator
approved for the purpose.
C

8.1.2 Take-off and Landings - Re-Establishing Recency

N

In addition to meeting all applicable training and checking requirements, a required

pilot who, in the preceding 90 days has not made at least 3 take-offs and landings in
U

the aeroplane type or variant of a type in which that person is to serve, shall, under
the supervision of a check pilot, re-establish recency of experience as follows:

a) Make at least 3 take-offs and landings in the aeroplane type in which that person
is to serve or in a qualified Flight Simulator;

b) Make at least 1 take-off with a simulated failure of the most critical power plant,
one landing from the minimum ILS authorised for the airline operator, and one
landing to a full stop;

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c) Where the required flight crewmember is flying several variants of the same type
of aeroplane or different type of aeroplane with similar characteristics in terms of
operating procedure, systems and handling, the Authority shall approve
conditions and requirements for each variant or each type of aeroplane or their

PY
combination;

d) When using a Flight Simulator to accomplish any of the take-off and landing
training requirements necessary to re-establish recency of experience, each
required flight crewmember position shall be occupied by an appropriately

O
qualified person and the Flight Simulator shall be operated as if in a normal in-
flight environment without use of the repositioning features of the Flight Simulator;

C
e) A check pilot who observes the take-offs and landings of a pilot flight
crewmember shall certify that the person being observed is proficient and
qualified to perform flight duty in operations and may require any additional

ED
manoeuvres that are determined necessary to make this certifying statement.
LL
O
TR
N
O
C
N
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8.2 Recurrent Training

8.2.1 Ground and Refresher Training

PY
UNA as an AOC holder shall ensure that flight crew member recurrent ground training
includes at least the following:
(1) General subjects

O
i. Flight locating procedures.
ii. Principles and method for determining mass/balance and runway limitations.
iii. Meteorology to ensure practical knowledge of weather phenomena including the

C
principles of frontal system, icing, fog, thunderstorms, windshear, and high-altitude
weather situations.
iv. ATC systems and phraseology.
v. Navigation and use of navigational aids.

ED
vi. Normal and emergency communication procedures.
vii. Visual cues before descent to MDA.
viii. Accident/incident and occurrence review.
ix. Other instructions necessary to ensure the pilot’s
competence.
LL
(2.a) Normal and non-normal procedures and maneuvers (Training &
Evaluation) Every 6 month
O

i. Pilot Monitoring (PM)/Pilot Flying (PF) and other flight crew division of duties
(task sharing);
TR

ii. Positive transfer of aircraft control

Consistent checklist philosophy;
Emphasis on a prioritization of tasks (e.g. "aviate, navigate, communicate")
iii. Proper use of all levels of flight automation
iv. Rejected Takeoff
N

v. Emergency Evacuation
vi. Engine Failure
O

(2.b) Aircraft systems and limitations

C

i. Normal, abnormal, and emergency procedures.

ii. Aircraft performance characteristics.
N

iii. Engines and, if applicable, propellers.

iv. Major aircraft components.
U

v. Major aircraft systems (i.e.flight controls, electric, hydraulic and

other systems as appropriate).
vi. Ground icing and de-icing procedures and requirements.
(3) Emergency equipment and drills
(4) Every12months—
i. Location and use of all emergency and safety equipment carried on
the aeroplane.
ii. The location and use of all types of exits.

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iii. Actual donning of a life jacket where fitted.

iv. Actual donning of protective breathing equipment.
v. Actual handling of fire extinguishers.

PY
(5) Every 3years—
i. Operation of all types of exits.
ii. Demonstration of the method used to operate a slide, where fitted.
iii. Fire-fighting using equipment representative of that carried in the
aeroplane on an actual or simulated fire.

O
Note: With halon extinguishers, an alternative method acceptable to the authority
may be used.

C
iv. Effects of smoke in an enclosed area and actual use of all relevant equipment in a
simulated smoke-filled environment.
v. Actual handling of pyrotechnics, real or simulated, where fitted. Demonstration in the

ED
use of the life-raft(s), where fitted.
vi. An emergency evacuation drill.
vii. A ditching drill, if applicable.
viii. A rapid decompression drill, if applicable.
LL
(6) Crew resource management—
i. Decision-making skills.
ii. Briefings and developing open communication.
O

iii. Inquiry, advocacy, and assertion training.

iv. Work load management.
v. Situational awareness.
TR

(7) Dangerous goods—

i. Recognition of and transportation of dangerous goods.
ii. Proper packaging, marking, and documentation.
N

iii. Instructions regarding compatibility, loading, storage and handling characteristics.

(8) Security—
O

i. Hijacking.
ii. Disruptive passengers.
C

8.2.2 Aeroplane /Flight Simulator Training

UNA as an AOC holder shall ensure that pilot recurrent flight training include at least the
N

following:

Note: Flight training may be conducted in an appropriate aircraft or adequate flight

U

simulation training device.

(1) Preparation—
i. Visual inspection (use of pictorial display authorized).
ii. Pre-taxi procedures.

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(2) Ground operation—

i. Performance limitations.
ii. Cockpit management.
iii. Securing cargo.

PY
iv. Pushback.
v. Power back taxi, if applicable.
vi. Starting.
vii. Taxi.

O
viii. Pre-takeoff checks.

(3) Takeoff—

C
i. Normal.
ii. Crosswind.
iii. Rejected.

ED
iv. PowerfailureafterV1.
v. Power plant failure during second segment.
vi. Low Visibility Takeoff Operations.

(4) Climb—
LL
i. Normal.
ii. One-engine inoperative climb to enroute altitude.

(5) Enroute—
O

i. Steep turns.
ii. Approaches to stalls (takeoff, enroute, and landing configurations).
In-flight power plant shutdown.
TR

iii. Inflight power plant restart.

iv. High speed handling characteristics.

(6) Descent—
N

i. Normal.
ii. Maximum rate.
O

(7) Approaches—
i. VFR procedures.
C

ii. Visual approach with 50% loss of power of available power

plants.
iii. Visual approach with slat/flap malfunction.
N

iv. IFR precision approaches (ILS normal and ILS with one-engine
inoperative).
U

v. IFR non-precision approaches (NDB normal and VOR normal).

vi. Non-precision approach with one engine inoperative (LOC back
course, SDF/LDA, GPS, TACAN and circling approach procedures).

Note: Simulator shall be qualified for training/checking on the circling

manoeuvre.
vii. Missed approach from precision approach.
viii. Missed approach from non-precision approach.

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ix. Missed approach with power plant failure.

(8) Landings—
i. Abnormal with a pitch mistrim (small aircraft only).

PY
ii. Abnormal from precision instrument approach.
iii. Abnormal from precision instrument approach with most critical
engine inoperative.
iv. Abnormal with 50% loss of power of available power plants.
v. Abnormal with flap/slat malfunction.

O
vi. Rejected landings.
vii. Crosswind.
viii. Short/soft field (small aircraft only).

C
ix. Glassy/rough water (seaplanes only).

(9) After landing—

i.
ii.
iii.
Parking.
Emergency evacuation.
ED
Docking, mooring, and ramping (seaplanes only).

(10) Other flight procedures during any airborne phase—

LL
i. Airborne Collision Avoidance System: use and avoidance maneuvers
ii. Holding.
iii. Ice accumulation on airframe.
iv. Air hazard avoidance.
O

v. Wind shear/microburst.

(11) Normal, abnormal and alternate systems procedures during any phase—
TR

i. Pneumatic/pressurization.
ii. Air-conditioning.
iii. Fuel and oil.
iv. Electrical.
N

v. Hydraulic.
vi. Flight controls.
O

vii. Anti-icing and deicing systems.

viii. Flight management guidance systems and/or automatic or other approach and
landing aids.
C

ix. Stall warning devices, stall avoidance devices, and stability augmentation systems.
x. Airborne weather radar.
xi. Flight instrument system malfunction.
N

xii. Communications equipment.

xiii. Navigation systems.
xiv. Autopilot.
U

xv. Approach and landing aids.

xvi. Flight instrument system malfunction.

(12) Emergency systems procedures during any phase—

i. Aircraft fire.
ii. Smoke control.
iii. Powerplant malfunctions.

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8.3 EMERGENCY AND SAFETY EQUIPMENT (Nig.CARs 8.10.1.13, IS 8.10.1.13)

8.3.1 General

The emergency and safety equipment training programme may be combined with

PY
emergency and safety equipment checking and shall be conducted in an aeroplane or
a suitable alternative training device.

O
All variants will be covered during annual/triennial training.

C
8.3.2 Annual

Every year the emergency and safety equipment training programme must include
the following:
(a)
(b)
ED
Actual donning of a lifejacket where fitted,
Actual donning of protective breathing equipment,
LL
(c) Actual handling of fire extinguishers,

(d) Instruction on the location and use of all emergency and safety equipment
O

carried on the aeroplane,

(e) Instruction on the location and use of all types of exits, and
TR

(f) Security procedures.

8.3.3 Triennial
N

Every three years the programme of training must include the following:
(a) Actual operation of all types of exits,
O

(b) Demonstration of the method used to operate a slide where fitted,

(c) Actual fire-fighting using equipment representative of that carried in the
C

aeroplane on an actual or simulated fire except that, with Halon extinguishers,

N

an alternative method acceptable to the Authority may be used.

(d) The effects of smoke in an enclosed area and actual use of all relevant
U

equipment in a simulated smoke-filled environment;

(a) Actual handling of pyrotechnics, real or simulated, where fitted; and
(b) Demonstration in the use of the life-rafts, where fitted.

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8.4 CRM (Nig.CARs 8.10.1.12)

CRM training shall cover and satisfy the requirements of Nigerian CARs. Flight crew
members will be required to complete a half day ground training every 24 calendar
months. See Appendix 13 Conversion Training and Checking - Crew Resource

PY
Management / Threat and Error Management

CRM training will normally be addressed during LOFT

Flight crew members will be required to complete the major elements of the full-length

O
CRM course over a three-year recurrent training cycle.

Whenever a flight crew member undergoes operator proficiency check or command

C
course, CRM skills will be included in the overall assessment but must not be used as
a single fail point.

ED
The Company CRM requirements will be covered within three yearly rolling syllabi.

The syllabus is broken down as follows:

CRM Training Syllabus

LL
Year 1
4 Situation awareness, workload management
O

5 Decision Making
6 Communication & Co-ordination inside and outside the aircraft
7 Leadership and team behaviour
TR

10 Case based studies

3 Stress, stress management, fatigue and vigilance

Year 2
N

1 Human error and reliability, error chain, error prevention and detection
2 Company Safety Culture, SOPs, organisation factors
O

4 Information acquisition and processing

10 Case based studies
C

8 Automation, philosophy of the use of automation

9 Specific type related differences
11 Threat and Error Management
N
U

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9.0 RECURRENT CHECKING (Nig. CARs 8.10.1.33)

9.1 General

PY
A flight crew member will undergo recurrent checking as required by the authority.
Line checks, route and aerodrome competency and recent experience requirements
are intended to ensure the crew member's ability to operate efficiently under normal
conditions, whereas other checks and emergency and safety equipment training are
primarily intended to prepare the crew member for abnormal/ emergency procedures.

O
The recurrent line check is performed in the aeroplane. All other training and
checking will be performed in the aeroplane or an approved flight training device or, in

C
the case of emergency and safety equipment training, in a representative training
device. The type of equipment used for checking should be representative of the
instrumentation, equipment and layout of the aeroplane type operated by the flight
crew member.

9.2 License and Operator Proficiency Check

Nig. CARs 8.10.1.20
ED
a) Aircraft and instrument proficiency checks for PIC and CP must include the following
LL
operations and procedures listed in the appropriate skill test in Part 2, on each type or
variant of type of aircraft.

b) The oral and flight test phases of a proficiency check should not be conducted
O

simultaneously.

c) When the examiner determines that an applicant’s performance is unsatisfactory,

TR

the examiner may terminate the flight test immediately or, with the consent of the
applicant, continue with the flight test until the remaining events are completed.

d) If the check must be terminated (for mechanical or other reasons) and there are
N

events which still need to be repeated, the examiner shall issue a letter of
discontinuance, valid for 60days, listing the specific areas of operation that have
been successfully completed.
O

e) Satisfactory completion of a proficiency check following completion of an approved

air carrier training programme for the particular type aircraft, satisfies the
C

requirement for an aircraft type rating skill test if—

1. That proficiency check includes all manoeuvres and procedures required for a type
N

rating skill test.

2. Proficiency checks are to be conducted by an examiner approved by the Authority.
U

Note: NO Emergency or Non-normal Procedures are to be performed in the aircraft

Proficiency Checks must include the items listed below for either an OPC or a
combined LPC/OPC:
(a) General
(i) Documentation
(ii) Emergency Equipment Drills

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(iii) General Handling
(iv) PM Duties
(v) Flight Deck Management-CRM
(vi) Standard Operating Procedures

PY
b) OPC Rejected Take-off
(i) Take-off with eng failure between V1 and VR
(ii) ILS -Approach to minima- Engine Inop
(iii) Missed Approach-Engine Inop
(iv) Non-Precision Approach

O
(v) Landing -Critical Engine Inop
(vi) Two engines Go Around

C
(c) Combined LPC/OPC

(i) Pre-Start Checklist

ED
(ii) Pre-Flight Checklist
(iii) Rejected Take-off at Minimum RVR
(iv) Take-Off with engine failure between V1 & VR
(v) STAR/SID/ATC Compliance LST3.9
(vi) ILS -Approach to minima- Engine INOP Manually Flown
LL
(vii) Missed Approach-Engine INOP
(viii) Non-Precision Approach (autopilot may be used)
(ix) Two engines Go Around
(x) Landing -Critical Engine INOP
O

(d) LVO
TR

(i)Rejected Take-off at minimum authorised RVR

ILS to DH
(ii)
Go-Around from DH
(iii)
ILS approach with malfunction
(iv)
(v)Autopilot Fail at or below DH RVR<300m (once every 3 OPC)
N

(vi) Landing with visual reference established at DH

No engine-out manoeuvres are to be carried out in an aeroplane.
O

In addition to the checks prescribed in subparagraphs (a) to (d) above the

requirements governing the issue of flight crew licenses must be completed every 12
C

months and may be combined with an Operator Proficiency Check (refer to

Subsection 3.5.13 Recent Experience for LVTO and CAT II/III Operations).
N

The Operator Proficiency Checks must be conducted by a Type Rating Examiner.

A list of company Check Airman/Certified Instructors can be found in Subsection 2.2
Appointment of Flight Crew Training Staff.
U

Training Staff.

A supplementary technical questionnaire must be completed on the pilot for the

aeroplane type /variant for which the LPC/OPC relates. The pass mark is 75%. The
Training Captain conducting the test will mark and discuss the test paper with the
candidate before signing the relevant section on the company check form. If no
technical questionnaire available then an aural tech quiz should be given.

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When an approved flight simulator is used, the opportunity should be taken, where
possible, to use LOFT. Where possible a senior cabin crew member should be
included to enhance the CRM Training of both Flight Crew and Cabin Crew.

A specimen schedule for the Operator Proficiency Check and the 3 Yearly

PY
Requirements LPC/OPC (Emergency/Abnormal) system summary, are contained in
Section 12 Training Records and Checking Forms. These forms are to be used to
record the check.

9.3 Emergency and Safety Equipment Check

O
Emergency and safety equipment training should, as far as is practicable, take place
in conjunction with cabin crew undergoing similar training with emphasis on

C
coordinated procedures and two-way communication between the flight deck and the
cabin.

The items to be checked shall be those for which training has been carried out in

ED
accordance with Subsection 8.4 Emergency and Safety Equipment, above.

9.4 LINE CHECK - Nig. CARs 8.10.1.26

The line check is considered a particularly important factor in the development,

LL
maintenance and refinement of high operating standards, and can provide a valuable
indication of the usefulness of company training policy and methods. Line checks are
a test of a flight crew member's ability to perform a complete line operation
satisfactorily, including pre-flight and post flight procedures and use of the equipment
O

provided, and an opportunity for an overall assessment of his ability to perform the
duties required. The route chosen should be such as to give adequate representation
of the scope of a pilot's normal operations. The line check is not intended to
TR

determine competence on any particular route.

The Line Check must include a demonstration of knowledge of the operations

approved as part of the UNA AOC (Operations Specifications) during initial training
(Initial Line Check) and subsequently once every 12 months (Annual Line Check).
N

These Line Checks shall include a demonstration of knowledge of, as a minimum:

O

(i) Approaches authorized by the Authority; (see AOC/Ops. Specs);

(ii) Ceiling and visibility requirements for takeoff, approach and landing; (Ops. Specs.)
C

(iii) Allowance for inoperative ground components; (OM-A A 8.1.3.13.1)

(iv) Wind limitations (crosswind, tailwind and, if applicable, headwind (FCOM).
N

See line check form appendix 12.

In addition to the above duties, flight crew members should be assessed on their
U

CRM skills. The pilot-in-command, or co-pilot acting as pilot-in-command, should also

demonstrate his ability to manage the operation and take appropriate command
decisions. When assessing CRM skills, the examiner required by Subsection 2.3.6
Training and Check Captains should normally occupy an observers seat.

Each flight crewmember shall undergo a line check on the aeroplane to demonstrate
his competence in carrying out normal line operations once every 12 months.

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Line checks must establish the ability to perform satisfactorily a complete line
operation including pre-flight and post-flight procedures and use of the equipment
provided.

Where a pilot is required to operate as pilot flying and pilot non-flying, he will be

PY
checked on one sector as pilot flying and on another sector as pilot non-flying.
However, where the procedures require integrated flight preparation, integrated
cockpit initialization and that each pilot performs both flying and non-flying duties on
the same sector, then the line check may be performed on a single sector.
The flight crew will be assessed on their CRM skills. Line checks must be completed

O
in the aeroplane.
Line checks must be conducted by commanders nominated by the company and

C
acceptable to the Authority.

A specimen schedule for the line check is on Appendix 7 Line Check, Recency and
SEP in Section 12 Training records and Checking Forms.

9.4.1 Additional Line Training

ED
If a crew member is thought to be experiencing problems during normal Line flying it
should be reported to DFO or any member of the Training Staff. The crew member
LL
will be rostered to fly with a LTC to assess whether or not further training is required.
If more training is needed then the crew member will only fly with a LTC until a further
Line Check is passed. If it is assessed that no further training is required the crew
member may be released to line flying and the flight details recorded accordingly. If
this is the case the Line Check form need not be completed as the original Line
O

Check is still valid. Any training or additional line checks carried out for this purpose
do not count for the annual Line Check requirements which must be completed on
TR

their original anniversary.

9.5 Recency

The Recency may be renewed in the appropriate simulator by a Check Airman or

N

Certified Instructors.

When using a flight simulator for meeting the landing requirements a complete visual
O

traffic pattern or complete IFR procedures starting from the Initial Approach Fix
should be flown.
C
N
U

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10.0 COMMAND TRAINING

The Company is committed to developing the careers of Company pilots and the
following sections detail the command selection and training program. Refer to part A

PY
operations manual.

10.1 Command Upgrade Evaluation

The upgrade selection process is divided into three phases:

O
Command Review list: Pilots who meet the Minimum Experience requirements set
out below are placed on this list.

C
Command Assessment list: Pilots who have performed a satisfactory first simulator
evaluation and are in the process of being assessed on flights prior to completion of
the final simulator evaluation are placed on this list.

ED
Command Shortlist: Pilots who have performed a satisfactory final simulator
evaluation and who have received a positive evaluation by the command upgrade
board are placed on this list. Selection for command training will then be made
according to seniority as vacancies arise.
LL
First Officers complying with the upgrade requirements are evaluated by a Check
Airman during a recurrent or proficiency check. This evaluation is the First Simulator
Evaluation Check and the Check Airman will open a Commander's Assessment
Training Folder. On every subsequent flight with a Training Captain, a command
O

assessment will be made and recorded on the Line Check form, but without advising
the F/O whether he is ready for command or not. On the next recurrent or proficiency
check the Final Simulator Evaluation Check will be performed and the complete
TR

dossier will be presented to the Head of Training and Standards. The Selection Board
will take then take a final decision as to whether the candidate is fit for command
upgrade. If the decision is favourable, he will be placed on the Command Shortlist in
order of seniority
N

10.2 Minimum Experience

The minimum level of experience required by a Senior First Officer before being
O

considered for upgrade evaluation is:

Minimum flight time for Company command:

C

4000 hours total time, of which 2000 hours are on aeroplanes of weight greater than
30,000 kgs.
N

The candidate must also satisfy any other Nigerian CAA licensing requirements
U

(ATPL, medical, etc.)

A candidate may be approved for, and commence, command training with less than
the specified hours, but will not be RELEASED on line, until attaining 4000 hours
flight time or 3500 hours with prior agreement of the Nigerian CAA and the DFO.

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10.3 Eligibility for Command

The assessment and selection of candidates for command is made in reaction to

PY
identified vacancies. A formally convened Command Selection Board selects
candidates.

First Officers exceeding the minimum requirements and with four OPC/LPC simulator
sessions completed to an average performance rating or better, together with a

O
positive command recommendation from a Check Airman, will be eligible for
selection.

C
10.4 Command Simulator Assessment

The command simulator assessment will be conducted by an experienced Check

Airman and will use Mini-Loft exercises flown from the RHS with continuous

10.5
assessment throughout.
Command Selection Board Composition
ED
The Command Selection Board will be convened by the Director of Flight Operations.
LL
The Command Board will include:
Director of Flight Operations - Chairman.
Chief Pilot,
At least one of: Fleet Manager or deputy,
Training Captain or Training staff.
O

The Command Selection Board observes the following criteria and Protocols:
TR

(a) Training Standards:

Careful consideration will be given to the standards attained by First Officers,

the Board will only proceed with those pilots who have consistently maintained
N

the required standard. Merely to have obtained the standard will not
automatically enable a candidate to be selected.
O

(b) Previously Selected Candidates:

First Officers who have had an unsuccessful attempt at command training
may be reconsidered. However, they must have satisfied the
C

recommendations made following their unsuccessful attempt fully, but as a

minimum must have achieved at least one further LPC/OPC to a standard
N

commensurate with Command.

(c) Maximum Number of Attempts:

U

First Officers will only be permitted two attempts to complete Command

Training.

Other Factors: The Command Board will consider the overall employment
record of potential candidates.

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10.5.1 Candidate Notification

The Chairman will ensure that all First Officers considered by the Command Board
will be advised of the Board's decision.

10.5.2 Command Interview

PY
Following selection by the Board, the successful candidates will undergo a formal
interview. The interview board will consist of either:

Director of Flight Operations and not less than two of the following; Chief Pilot, Fleet

O
Manager and a Human Resources representative.

C
10.6 Command Simulator

This will consist of 5 simulator details. The syllabus is as laid down in this manual,
chapter 12 Appendix 16. United Nigeria Airlines uses the ATO simulator worksheet

ED
for command training.

10.7 Line Flying Under Supervision

Line training in command under supervision. In addition to sectors flown in the
LL
simulator, a minimum of 20 sectors or 50 hours is required for pilots already qualified
on the aeroplane type, a minimum of 40 sectors or 100 hours when not qualified on
type.
O

A Management Captain observing from the jump seat, with a Training Captain in the
right hand seat, will conduct the Final Check.
TR

10.7.1 Command Debrief

The Management Captain conducting the Final Check will debrief the candidate and
advise whether or not the course has been successful. He will then advise the Chief
Pilot who will issue the appropriate paperwork for the candidate to be promoted. A
N

continuous process of assessment will operate throughout the course and the trainee
must be advised of his/her progress at all times.
O

In the event that progress is unsatisfactory, then additionally the Training/Standards

Manager and the Chief Training Captain must be informed so that remedial measures
may be put in place. Complete and accurate records are essential to monitor
C

progress. Liaison must be maintained between Training Captains as to the state of

progress of the trainee during the course, and complete handover notes written. As
N

the trainee approaches the final check standard, scheduling should be informed so
that a final check may be organised.
U

A newly promoted Captain will be on probation until passing his first recurrent OPC
following the successful completion of command training.

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PY
O
C
ED
LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
U

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Annex A: Course Structure and Notes

Initial Command Management Course

PY
Command Ground School

The initial command management ground school is designed to prepare prospective

commanders for the command course and for their future role. The two-day course is
run by a CRM Instructor and a nominated Training Captain, and covers policy,

O
technical and CRM issues.

C
ED
LL
O
TR
N
O
C
N
U

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PY
O
C
ED
LL
O
TR
N
O
C
N
U

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PY
O
C
ED
LL
O
TR
N
O
C
N
U

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Annex B: Simulator Phase Trainees Notes

Structure

PY
The course consists of five simulator details with a Final Check observed by a
management pilot on day 5.

Personnel
The instructor for all details will be a Check Airman. The trainees will be paired, apart

O
from days four and five when a line First Officer will occupy the right hand seat. A
management pilot will observe the final check.

C
Content
The outlines for the five details are attached.

Command Course Briefings

ED
DAY 1
(a) Introduce yourself. "Tell me about yourselves." Course overview.
(b) Visual Circuits/Approach
(c) X/Wind T/O and Landing.
(d) Non-precision Approach.
LL
(e) Emergency/Rapid Descent.
(i) Don Oxygen Mask demonstration in Sim.
(ii) Make certain they only put their headsets round their necks prior to
donning
O

(iii) Oxygen masks.

(f) Circling Approach.
TR

DAY 2
(a) In-depth LVO brief. Minimum 1 hour
(b) LPC/OPC Brief
(c) EFTO.
N

Cover departure brief requirements and EFP in detail.

O

DAY 3
(a) Talk about "What makes a good Captain". Refs: Team Skills /
C

Notechs.
(b) D. O. D. A. R.
(b1) N. I. T. S.
N

(c) Jeppesen Booklets needed for LOFTs.

(d) LOFT 1
U

(i) Hot Start QRH - Discuss who does what in split start.
(ii) Gen Fail QRH - APU fails to start. Must land.
Policy: One of any system except air, must land at nearest Suitable airfield.
(iii) AC Bus Off QRH - You are busy flying a/c on Sby Insts. Co-pilot does
QRH and checks.

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(e) LOFT 2

(i) ENG Start Problems.

(ii) Eng. Start Valve Manual Ops Part B

PY
Stress importance of organising communication with engineers.
(iii) HYD SYS
(iv) FLAP ASSYM

O
DAY 4
Mini Lofts. Increase the pressure.

C
DAY 5 Test Day:

(a) Make sure there are copies of:

(i) Computer Flight Plan,

(ii) Weather and Notams,
(iii) Loadsheet. ED
LL
Stress that all times and dates are pertinent to the current time and that any flight
number or aircraft registration differences are not there!!

(b) If more fuel required by candidate, get him to add it to Loadsheet as an LMC
O

Annex C: What Makes a Good Captain?

TR

Basic Skills: Aviate, Navigate and Communicate. D.O.D.A.R. Effective

Crew Leaders:
(a) Communicate tasks and responsibilities.
(b) Involve all resources.
N

(c) Establish authority.

(d) Model appropriate behaviour.
O

To communicate tasks and responsibilities you would expect the

following behaviour to be evident:
(a) All operational decisions are stated clearly.
C

(b) "Bottom lines" for operational safety are established and

communicated.
N

(c) The "big picture" and game plan are shared.

(d) Work priorities are clearly communicated.
(e) Challenge and response environment developed.
U

To involve all resources, you would expect the following behaviour

to be evident:
(a) Sharing tasks efficiently and prioritizing.
(b) Workload distribution is clearly stated for operational safety.
(c) Avoids conflict between secondary and Key Tasks.
(d) Ensures non-operational factors such as social interaction do not
interfere with essential tasks.

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To establish authority you would expect the following behaviours to
be evident:
(a) Establishes proper balance between authority and assertiveness.
(b) Acts decisively when required.
(c) Demonstrates desire to achieve most effective operation possible.

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(d) Adheres strictly to SOP's.
(e) Manages the time available for task accomplishment.
(f) Remains calm under stressful conditions.
(g) Recognises and deals with demands on resources posed by

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operation of automated systems.

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To model appropriate behaviour you would expect the following to be evident:

(a) Ensures the cockpit environment is appropriate to the operational situation e.g.
social conversation in low workload but not in high workload.

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(b) Recognises the effect of stress, overload and fatigue on the performance of self
and co-pilot.
(c) The co-pilot is encouraged to state his own ideas, opinions and
recommendations.
(d) Effort is made to create an atmosphere conducive to free and open
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communications, questions are encouraged, questions are answered openly
and non-defensively.
(e) Shows sensitivity and the ability to adapt to the personality of his crew.
(f) The flight deck tone is friendly, relaxed and supportive.
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(g) Recognizes potential distractions posed by automated systems.

The behaviour you would expect to see for Preparation:

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(a) Includes his co-pilot in the planning process.

(b) Stays ahead of the curve in preparing for expected or contingency situations.
(c) Shares all relevant information with his co-pilot.
(d) Demonstrates and expresses situation awareness, and shares the "model" of
N

what is happening with his co-pilot.

(e) Verbally assures his co-pilot is aware of plans.
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The behaviour you would expect to see for Briefings:

(a) Establishes environment for open and interactive communications: i.e.
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(i) Asks for questions and comments,

(ii) Listens with patience,
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(iii) Does not interrupt or "talk over",

(iv) Does not rush through the briefing,
(v) Makes eye contact as appropriate.
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(b) Is interactive; emphasizes the importance of questions and the offering of

information.
(c) Establishes team concept; uses "we" and encourages all to participate.
(d) Covers relevant safety and operational issues.
(e) Identifies potential problems.
(f) Provides guidelines for crew, e.g. allocation of work.

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Annex D: Decision Making Process

D. Diagnosis
O. Options

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D. Decision
A. Assign tasks
R. Review Diagnosis

The diagnosis process should be asking:

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(a) What is the problem? NOT what is the solution?
(b) What are the symptoms? Use all resources, all 5 senses. ASK

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what, when, how, who, why, where.
TIME SPENT ON DIAGNOSIS IS RARELY WASTED.
Options

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Is there more than one option?
Doing nothing may be an option!
Has anyone else thought of an option?
How do we know if an option is viable? - consider the consequences.
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CONSULTATION IS NOT A SIGN OF WEAKNESS

Decision
There is not always a "perfect" decision, but if the diagnosis has been
O

done thoroughly, all the options and their consequences considered, then
it is probably the best decision that could be made at the time.
TR

Assign tasks
Was workload and experience considered when assigning tasks? Has the
situation been created where it is OK to say "I'm overloaded"? Has the
crew been questioned to check if they understand their role?
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Review
Is the decision still valid?
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Have all the tasks been completed?

Does everyone know the current situation?
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TIME FOR A REVIEW SHOULD ALWAYS BE FOUND

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Annex E: Emergency Briefing

In the event o f a pre-planned emergency where there is time available to

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brief and prepare the cabin for an emergency landing or ditching, the
following drill should be carried out. A "N.I.T.S." briefing should be used when
communicating emergency situations. This briefing is a two-way
communicating system between the Flight Crew and the Cabin Crew:
N. Nature of the emergency

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I. Intentions
T. Time available
S. Special instructions

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Nature
e.g. engine fire, technical problem

Intentions

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Forced landing or ditching, airport or not

Time Available Time remaining before impact

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Special Instructions
Brace signal, if PAS, in unserviceable, preparing passengers for an
emergency landing/ditching, likelihood of fire/smoke.
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On receiving the "N.I.T.S." briefing instructions, the Purser must repeat back
to the Commander to ensure understanding.
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On return to the cabin, the Purser must brief the Cabin Crew using the
"N.I.T.S." briefing.
N
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N
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11.0 QUALIFICATION TO OPERATE IN EITHER PILOTS SEAT - Nig.CARs; 8.10.1.16 b4

11.1 First Officers Nominated As “Relief of the Commander”

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Commanders whose duties also require them to operate in the right-hand seat and
carry out duties of a Co-Pilot, or a Commander required to conduct training or
examining duties from the right-hand seat, shall complete additional training and
checking concurrent with the operator proficiency checks in Chapter 9.2 Operator
Proficiency Check. This additional training must include at least the following:

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(a) An engine failure during take-off,

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(b) A one engine inoperative approach and go-around, and
(c) A one engine inoperative landing.

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No simulated or actual engines out manoeuvres are carried out in the aeroplane.
When operating in the right-hand seat the checks required for operating in the left-
hand seat must, in addition, be valid and current.

Captains who have been Right Hand Seat checked in the simulator are allowed to
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operate only as Pilot Monitoring (PM) for take-off and landing when occupying the
right-hand seat.

When two Captains are rostered together, the Captain occupying the left-hand seat is
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to be the Aircraft Commander and must sign the Technical Log, Loadsheet, and any
other relevant documentation.
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This requirement does not apply to Company Training Captains, who may operate as
Handling Pilot (PF) and Commander, from either seat.
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INTENTIONALLY LEFT BLANK

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12.1 GENERAL

All Training Materials, including manuals, evaluation and training forms used
for the purpose of training and evaluation by the company shall be those

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approved by the authority (NCAA). No forms, handouts or operational
materials of any sort shall be distributed nor utilized by any instructors,
evaluators, line check airmen, flight crew members or TRTOs for the purpose
of training and evaluation unless approved by the company or NCAA.

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The training and checking forms used by the company in order to meet the
requirements of Nig.CARs are in Sub-section 12.1.1 Specimen Training and

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Checking Forms, below.

The administration and completion of all Company forms is extremely

ED
important and the following comments should be followed:

a) Accuracy and legibility are of paramount importance. Full completion of

paperwork saves Flight Operations administration a lot of time.
LL
b) Most paperwork requires certain items to be deleted as appropriate and care
must be taken to ensure that this is done, i.e. Captain-F/O-Annual-Tri-annual.
Cross out not applicable items.
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c) Some Forms require not only the signature of the examiner but also the
counter signature of the responsible Manager/Chief Pilot/Chief Training
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Captain. Therefore, make sure you sign in the correct place.

d) Dates recorded may vary depending upon completion of all items on one day
or over several days. In general, the first day of partial completion is kept for
record purposes.
N
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Appendix 1: TRAINING SERVICE AGREEMENT

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Appendix 2

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LINE TRAINING CAPTAINS CERTIFICATE

Rank/Name…………………….. A/C Type: ………………….. Lic. No. ……………….

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Observation of line training Sectors (by the u/t LT/CC)

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Sector 1 LTC ………………………. Student …………………………………….
Sector 1 LTC ……………………... Student ………………………………….

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Signed …………..………………………. LTC …………………………..………….

Observation of line training Sectors by TRE(on the u/t LT/CC)

Sector 1 LTC ………………………. Student …………...……………………….

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Sector 1 LTC ……………………... Student …………...…………………….
Signed …………..………………………… TRE ……………………………..………….
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Training Captain Appointment

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The syllabus is contained in Operations manual Part D Training. Section 4 training

policy
Captain……………………………….
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The above named pilot has completed his training to a satisfactory standard and is now
nominated for appointment as:
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Line Training Captain

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Comments: …………………………………………………………………………………..
…...........………………………………………………………………………………………
N

Signature:……………………… TM/DFO Date:…………………………

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Name:………………………………………………………………………………..

The above named pilot is appointed to the nominated position.

Signature:……………………… TM/DFO Date:…………………………
Name:………………………………………………………………………………..

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Appendix 3

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Appendix 4

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Appendix 5

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Appendix 6

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* All items are Mandatory to be covered within 3 years

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* All items are Mandatory to be covered within 3 years.

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Appendix 7

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TM/DFO
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Appendix 8

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Appendix 9

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TM/DFO

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Appendix 10: INITIAL CRM COURSE

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Initial CRM Course

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The company accepts that the above named person completed Crew resource Management
Training in accordance with NCARs with a named reputable organisation on the date stated:
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DFO/TM
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Appendix 11 FLIGHT CREW QUALIFICATION

Rank/Name: ...................................... A/C Type: ........................ Lic. No:..............................

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Previous Experience to Date: …………………………………….. Age: ……………………..

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S/N QUALIFICATION REQUIREMENTS REMARKS
1 Licenses/certification

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2 Specific Qualifications (LVP, RVSM)
3 Equipment Qualifications ( TCAS/ACAS
G PWS/EG PWS,HGS)
4
5
6
Recency- of - experience
Medical status, including medical Certificate
Initial training and checking/line check/proficiency
ED
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check/recurrent training and checking results
7 Right seat qualification
8 Type(s) qualification
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9 Airport and route competence (including

special airports)
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10 Instructor/evaluator/line check airman qualification

11 CRM/Human Factor training
12 Dangerous goods training
N

13 Security training
14 Accrued flight time, duty time, duty periods and
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completed rest periods for the purposes of fatigue

management and compliance with operator or
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State flight/or duty time limitations

15 Letter of Data Integrity
N
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Appendix 12 FLIGHT CREW PROFICIENCY/ROUTE CHECK

Date of Check:
Route:
Name of Crew (Full Names) Type of Check:

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Position:
Aircraft type:
Name of Check Pilot: Block Time:

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GRADING:
S-SATISFACTORY; U-UNSATISFACTORY; W-WAIVER; D-DISCUSSED

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PRE-FLIGHT
1. Technical Knowledge
2. Pre-Flight Inspection (External & Internal)
3. Start and Taxi
TAKE OFFS
4. Normal After T/O Checks
5. Cross – Wind T/O
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6. With Simulated Power Plant Failure
7. Aborted Take Off

INFLIGHT
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8. Relationship with Other Crew and PAX Briefing

9. Communications
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INSTRUMENT PROCEDURES
10. Standards Instrument Department
11. Holding
N

12. ILS Approaches

13. Other Instrument Approaches – VOR
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14. Circling Approaches

15. Missed Approaches
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LANDING
16. Normal
17. From An ILS Approach
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18. Cross – Wind

19. With Simulated Power Plant Failure
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20. Aborted Landing

21. Normal and Abnormal Procedures
22. Emergency Procedures
23. Judgment

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REMARKS:

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C
RESULT OF CHECK:
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CREW SIGNATURE: CHECK PILOTS SIGNATURE

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INSTRUCTOR STUDENT CAPT/FO

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COMPANY LTD
Appendix 13

INITIAL AND REFRESHER GROUND SCHOOL COURSE

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UNITED NIGERIA AIRLINES…………………………………………………………….
DATE SUBJECT PERIOD TIME
AIRPLANE GENERAL
AIRCONDITIONING & PRESSURIZATION
APU

O
ELECTRICAL & FIRE PROTECTION
HYDRAULIC POWER & FLIGHT CONTROLS

C
POWER PLANT
FUEL
ICE AND RAIN PROTECTION

ED
LANDING GEAR
PNEUMATICS
LIMITATIONS
FLIGHT INSTRUMENTS & AIR DATA
NAVIGATING & COMMUNICATION SYSTEM
LL
COCKPIT PROCEDURE TRAINING
NORMAL PROCEDURES
EMERGENCY/ABNORMAL PROCEDURES
O

SUPPLEMENTARY PROCEDURES
FLIGHT PLANNING & PERFORMANCE
CREW RESOURCE MANAGEMENT
TR

THREAT AND ERROR MANAGEMENT

N

Instructor’s Signature & Date

Training Manager
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C
N
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Appendix 14
FLIGHT TRAINING RECORDS

A/C TYPES

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CREW NAME:
DATE:
ROUTE:
BLOCK TIME: TOTAL TIME

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REMARKS:

C
INSTRUCTOR:
DATE:

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ROUTE:
BLOCK TIME: TOTAL TIME
REMARKS:
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INSTRUCTOR:
DATE:
O

ROUTE:
BLOCK TIME: TOTAL TIME
REMARKS:
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INSTRUCTOR:
N

DATE:
ROUTE:
O

BLOCK TIME: TOTAL TIME

REMARKS:
C
N

INSTRUCTOR :
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Appendix 15
TRAINING PROGRAM

DATE:

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ROUTE:
BLOCK TIME: TOTAL TIME
REMARKS:

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INSTRUCTOR:

C
DATE:
ROUTE:
BLOCK TIME: TOTAL TIME

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REMARKS:

INSTRUCTOR:
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DATE:
ROUTE:
BLOCK TIME: TOTAL TIME
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REMARKS:
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INSTRUCTOR:
DATE:
ROUTE:
N

BLOCK TIME: TOTAL TIME

REMARKS:
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C

INSTRUCTOR:
N
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APPENDIX 16 INITIAL PILOT SIMULATOR TRAINING

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Appendix 16A

INITIAL PILOT GROUND SCHOOL TRAINING

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AIRLINE………………………………………………………………………………………

DATE SUBJECT PERIOD TIME

AIRPLANE GENERAL

O
AIRCONDITIONING & PRESSURIZATION
APU

C
ELECTRICAL & FIRE PROTECTION
HYDRAULIC POWER & FLIGHT CONTROLS
POWER PLANT
FUEL
ICE AND RAIN PROTECTION
LANDING GEAR
PNEUMATICS
LIMITATIONS
ED
LL
FLIGHT INSTRUMENTS & AIR DATA
NAVIGATING & COMMUNICATION SYSTEM
COCKPIT PROCEDURE TRAINING
NORMAL PROCEDURES
O

EMERGENCY/ABNORMAL PROCEDURES
SUPPLEMENTARY PROCEDURES
TR

FLIGHT PLANNING & PERFORMANCE

CREW RESOURCE MANAGEMENT
WEIGHT/MASS AND BALANCE
PERFORMANCE (TAKE-OFF, CLIMB, CRUISE,
APPROACH AND LANDING
N

OBSTACLE CLEARANCE
PLANNING (FUEL AND DIVERSION)
O

DRIFT DOWN
EFFECT OF INOPERATIVE ON MISSING
C

COMPONENT (USE OF MEL)

ADVERSE WEATHER
CONTAMINATED RUNWAY
N

THUNDERSTORM AVOIDANCE
U

Instructor’s Signature & Date

Training Manager

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O
C
ED
LL
O
TR
N
O
C
N
U

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O
C
ED
LL
O
TR
N
O
C
N
U

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APPENDIX 19 LPC/OPC CHECK RIDES RECORD

PY
O
C
ED
LL
O
TR
N
O
C
N
U

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APPENDIX 19A. LPC/OPC RECURRENCY TRAINING RECORD

PY
O
C
ED
LL
O
TR
N
O
C
N
U

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Appendix 20
ROUTE TRAINING RECORDS

Route Check—Line Training—Line Proficiency Check

PY
Captain/First Officer______________ Flight Number Date
Check captain Aircraft Type

A – Above Average S – Satisfactory U – Unsatisfactory

O
PRE-FLIGHT DESCENT

C
PRE-FLIGHT BRIEFING TOD
PRE-FLIGHT PREPARATIONS SPEED CONTROL
CHECKLIST PRESSURIZATION

ED
PASSENGER HANDLING NAVIGATION
COCKPIT AND CABIN CO-ORDINATION

TAKE OFF APPROACH

ENGINE START AND CHECKLIST SPEED CONTROL

LL
TAXI HOLDING
BEFORE T/O PREPARATION & C/LIST INSTRUMENT LET DOWN
TAKE OFF TECHNIQUE VOR/NDB/ILS
AFTER T/O CHECKS GLIDE PROFILE
O

MDA/DH
CLIMB GO AROUND
TR

S I D FL-------- LANDING
CLIMB PROFILE
SPEED CONTROL TOUCH DOWN
NAVIGATION TOUCH DOWN SPEED
TURBULENCE LANDING PROCEDURE
N

AFTER LANDING CHECKS

CRUISE SHUT DOWN CHECKLIST
O

ALTITUDE CONTROL GENERAL

SPEED CONTROL
NAVIGATION CREW COORDINATION
C

TURBULENCE COCKPIT DISCIPLINE

APPROACH BRIEFING APPEARANCE
N

ABNORMAL SITUATION
EMERGENCY
DECISION MAKING
U

REMARKS

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Appendix 21

PY
O
C
ED
LL
O
TR
N
O
C
N
U

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Appendix 22

PY
O
C
ED
LL
O
TR
N
O
C
N
U

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Appendix 23

FLYING TRAINING

PY
NOTE:

The amount of flying time in the air will be that required to complete the CA Form LST (MPA). In the
case of an experienced pilot, the requirement will be for a minmum of 4 landings and the completion to
a satisfactory standard. Otherwise, for a pilot with less than 500 hours flight time on similar types of

O
aircraft or less than 1500 hours total flight time, a minimum of 6 landings and completion to a
satisfactory standard with be required.

C
SKILL TEST MCC √
1 AEROPLANE EXT VISUAL INSPECTION 1.2

NAME:

COURSE:
DATE:
MIN. LDGS REQD

T & G LANDINGS
FS LANDINGS
ED CHOCKS
OFF:
CHOCKS ON:
TOTAL TIME:
LL
A/C REG. GO AROUND AIRFIELD:
O
TR
N
O
C
N
U

The above named Pilot has*/has not* completed Aircraft Training to a satisfactory standard.

SIGNED: TITLE: DATE:

*Delete as applicable

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Appendix 24

PY
RVSM TRAINING

AIRLINE………………………………………………………………………………………

O
DATE SUBJECT PERIOD TIME
GENERAL CONCEPT

C
AIRCRAFT CERTIFICATION
FLIGHT PLANNING
PRE-FLIGHT PROCEDURES

ED
PROCEDURES PRIOR TO RVSM AIRSPACE
ENTRY
ON FLIGHT PROCEDURES
CONTINGENCY PROCEDURES AFTER ENTRY
RVSM
LL
CONTINGENCY PROCEDURES UNABLE TO
NOTIFY ATC
POST FLIGHT
O

PHRASEOLOGY ASSOCIATED WITH RVSM

TR
N
O

Instructor’s Signature & Date

Training Manager
C
N
U

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PY
O
C
ED
LL
INTENTIONALLY LEFT BLANK
O
TR
N
O
C
N
U

UNITED NIGERIA AIRLINES UNA-OMD