Section C0 Preface Pages

TRAINING AND CHECKING

MANUAL
For

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TABLE OF CONTENTS

 Section 1 Preface Pages

 Section 2 Definitions
 Section 3 Training and Checking Organisation
 Section 4 Training and Checking Personnel
 Section 5 Training and Checking Requirements
 Section 6 Policy and Procedures
 Section 7 Aircrew Training Records
 Section 8 Instructor Guides
 Section 9 Flight Simulators
 Section 10 Synthetic Trainers
 Annex A B200 Endorsement
 Annex B Trimble GPS Familiarisation
 Annex C LAHSO Training
 Annex D Training Forms and Certificates
 Annex E Spectrum System Training
 Annex F Cabin Crew Training
 Annex G Level 2 T&C Captain Groundschool Training
 Annex H Level 2 T&C Captain Simulator Training
 Annex I Level 2 T&C Captain Aircraft Training
 Annex J Supervisory Captain Training
 Annex K Groundschool Refresher
 Annex L CAO 20.11 Training
 Annex M Ansett Simulator Instructor Training
 Annex N CRM Training
 Annex O Differences – B200 and Raisbeck 200.
 Annex P IRE Training Course Level 1 T&C Captain - Simulator
 Annex Q IRE Training Course Level 1 T&C Captain - Aircraft
 Annex R Training Course - Conversion for type rated pilots
 Annex S Training Course - fixed wing pilot Line training
 Annex T Training Course - Level 1 Simulator Endorsement Training and Checking Captain
 Annex U Training Course Level 1 Aircraft Endorsement Training and Checking Captain

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List of Effective Pages – Part C

Section Page Version

1-10 1-76 15 May 11
Annex A 1-14 15 May 11
Annex B 1-3 15 May 11
Annex C 1-3 15 May 11
Annex D 1-18 15 May 11
Annex E 1-4 15 May 11
Annex F 1-6 15 May 11
Annex G 1-4 15 May 11
Annex H 1-12 15 May 11
Annex I 1-6 15 May 11
Annex J 1-22 15 May 11
Annex K 1-1 15 May 11
Annex L 1-9 15 May 11
Annex M 1-4 15 May 11
Annex N 1-54 15 May 11
Annex O 1-7 15 May 11
Annex P 1-3 15 May 11
Annex Q 1-2 15 May 11
Annex R 1-11 15 May 11
Annex S 1-15 15 May 11
Annex T 1-3 15 May 11
Annex U 1-3 15 May 11

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Contents of Sections 1 ‐ 10
1.0 PREFACE PAGES ..............................................................................................................................8
1.1 INTRODUCTION ................................................................................................................................ 8
1.2 REGULATORY REQUIREMENTS..................................................................................................... 8
1.3 SAFETY POLICY ............................................................................................................................... 9
1.4 AUTHORISATION STATEMENT ....................................................................................................... 9
1.5 AMENDMENT RECORD .................................................................................................................... 9
1.6 OPERATION NOTICES ................................................................................................................... 10
1.7 AMENDMENT / MODIFICATION REQUESTS ................................................................................ 10
1.8 AMENDMENT / MODIFICATION REQUEST FORM ....................................................................... 11
2.0 DEFINITIONS ....................................................................................................................................12
3.0 TRAINING AND CHECKING ORGANISATION ...............................................................................13
3.1 ROLE ................................................................................................................................................ 13
3.2 MODUS OPERANDI ........................................................................................................................ 13
3.3 MAKEUP OF THE ORGANISATION ............................................................................................... 13
3.4 STRUCTURE OF THE ORGANISATION ........................................................................................ 13
3.5 PROGRESSION THROUGH THE ORGANISATION ...................................................................... 15
3.6 TRAINING AND CHECKING FACILITIES ....................................................................................... 15
4.0 TRAINING AND CHECKING PERSONNEL ....................................................................................16
4.1 GENERAL ........................................................................................................................................ 16
4.2 QUALITIES OF PERSONNEL ......................................................................................................... 16
4.3 SUPERVISORY CAPTAIN ............................................................................................................... 16
4.3.1 Role ........................................................................................................................................ 16
4.3.2 Responsibilities: ..................................................................................................................... 16
4.3.3 Number................................................................................................................................... 17
4.3.4 Prerequisites .......................................................................................................................... 17
4.3.5 Selection process ................................................................................................................... 17
4.3.6 Training requirements ............................................................................................................ 17
4.3.7 Post graduate Checking Requirements ................................................................................. 18
4.3.8 Recent experience requirements ........................................................................................... 18
4.4 LEVEL 2 TRAINING AND CHECKING CAPTAIN............................................................................ 19
4.4.1 Role ........................................................................................................................................ 19
4.4.2 Responsibilities ...................................................................................................................... 19
4.4.3 Number................................................................................................................................... 19
4.4.4 Prerequisites .......................................................................................................................... 19
4.4.5 Selection process ................................................................................................................... 20
4.4.6 Training requirements ............................................................................................................ 20
4.4.7 CASA Approval ...................................................................................................................... 20
4.4.8 Checking Requirements ......................................................................................................... 20
4.4.9 Recent experience requirements ........................................................................................... 20
4.5 LEVEL 1 TRAINING AND CHECKING CAPTAIN............................................................................ 22
4.5.1 Role ........................................................................................................................................ 22
4.5.2 Responsibilities ...................................................................................................................... 22
4.5.3 Number................................................................................................................................... 22
4.5.4 Prerequisites .......................................................................................................................... 22
4.5.5 Selection process ................................................................................................................... 23
4.5.6 Training requirements ............................................................................................................ 23
4.5.7 CASA Approval ...................................................................................................................... 23
4.5.8 Checking Requirements ......................................................................................................... 23
4.5.9 Recent experience requirements ........................................................................................... 23
4.6 HEAD OF TRAINING AND CHECKING (H0TC) (IF APPOINTED) ................................................. 25
4.6.1 Role ........................................................................................................................................ 25
4.6.2 Responsibilities: ..................................................................................................................... 25
4.6.3 Prerequisites .......................................................................................................................... 25
4.6.4 Selection process ................................................................................................................... 26
4.6.5 Training requirements ............................................................................................................ 26
4.6.6 CASA Approval ...................................................................................................................... 26
4.6.7 Checking Requirements ......................................................................................................... 26
5.0 TRAINING AND CHECKING REQUIREMENTS ..............................................................................27
5.1 TRAINING COURSES ..................................................................................................................... 27

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5.1.1 Internal training ...................................................................................................................... 27

5.1.2 Recurrent training................................................................................................................... 27
5.1.3 External training ..................................................................................................................... 28
5.2 CHECKING REQUIREMENTS ........................................................................................................ 28
5.2.1 Annual Pilot Checks ............................................................................................................... 28
5.2.2 Annual Nurse Checks ............................................................................................................ 29
5.2.3 (Reserved).............................................................................................................................. 29
5.2.4 Who Checks Who .................................................................................................................. 29
5.2.5 External Checks ..................................................................................................................... 29
5.2.6 Summary of Check requirements .......................................................................................... 29
5.2.7 Summary of Training and Checking requirements for an unendorsed pilot .......................... 30
5.2.8 Summary of Training and Checking requirements for an endorsed pilot .............................. 30
5.2.9 Summary of Training and Checking requirements for a company line pilot .......................... 31
5.3 ROUTINE SURVEILANCE ............................................................................................................... 31
5.3.1 Line flying ............................................................................................................................... 31
5.3.2 Training file reviews ............................................................................................................... 31
6.0 TRAINING AND CHECKING POLICY AND PROCEDURES ..........................................................32
6.1 AUTHORITY TO TRAIN AND CHECK............................................................................................. 32
6.1.1 CASA Delegations ................................................................................................................. 32
6.1.2 Renewal of CASA Delegations .............................................................................................. 32
6.2 INTERACTION WITH CASA ............................................................................................................ 32
6.2.1 Flight Test Notification............................................................................................................ 32
6.2.2 Flight Test Result Notification ................................................................................................ 33
6.2.3 Carriage of CASA Inspectors on Flights ................................................................................ 33
6.3 GENERAL POLICY AND PROCEDURES ....................................................................................... 33
6.3.1 Content of Training and Checking flights ............................................................................... 33
6.3.2 Authorisation .......................................................................................................................... 33
6.3.3 Training Airfields .................................................................................................................... 33
6.3.4 Command Responsibility ....................................................................................................... 34
6.3.5 Pilot-in-Command during Training and Checking ................................................................. 34
6.3.6 In Command Under supervision ............................................................................................ 35
6.4 PLANNING THE FLIGHT ................................................................................................................. 35
6.5 USE OF THE SYLLABUS OR CHECK GUIDE................................................................................ 35
6.5.1 Explanation of common Behavioural Verbs ........................................................................... 35
6.6 BRIEFING......................................................................................................................................... 36
6.6.1 Briefing Training Flights ......................................................................................................... 36
6.6.2 Briefing Check Flights ............................................................................................................ 36
6.6.3 Preflight briefing content ........................................................................................................ 36
6.6.4 Start emergency brief ............................................................................................................. 37
6.6.5 Takeoff brief ........................................................................................................................... 37
6.6.6 Passenger brief ...................................................................................................................... 38
6.6.7 Briefing Training events in flight ............................................................................................. 38
6.6.8 Briefing Check events in flight ................................................................................................ 38
6.7 DEBRIEFING.................................................................................................................................... 38
6.7.1 Post flight debriefing content .................................................................................................. 39
6.8 FUEL LOAD...................................................................................................................................... 39
6.9 BALLAST .......................................................................................................................................... 39
6.10 PERSONNEL ON BOARD ............................................................................................................... 40
6.11 OCCUPATION OF SEATS DURING TRAINING AND CHECKING ................................................ 40
6.11.1 Responsibilities During Flight ................................................................................................. 40
6.11.2 Handover and Takeover......................................................................................................... 41
6.11.3 Seat Belts and Shoulder Harnesses ...................................................................................... 41
6.11.4 Seat Changes ........................................................................................................................ 41
6.12 TAKEOFF AND LANDING OPERATIONS ...................................................................................... 41
6.12.1 Landing Aimpoint ................................................................................................................... 41
6.12.2 Minimum circuit altitude.......................................................................................................... 42
6.12.3 Circuit limitations .................................................................................................................... 42
6.12.4 Touch and Go landings .......................................................................................................... 42
6.12.5 Flapless circuits ...................................................................................................................... 42
6.12.6 Approach flap landings........................................................................................................... 42
6.12.7 Rejected Take-Off Manoeuvre ............................................................................................... 42

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6.12.8 Minimum Landing Distance Exercise ..................................................................................... 43

6.12.9 Reduced Power Take-Offs ..................................................................................................... 43
6.12.10 Use of warning devices .......................................................................................................... 43
6.12.11 Checklists in the circuit........................................................................................................... 43
6.13 UNUSUAL ATTITUDE RECOVERIES ............................................................................................. 43
6.14 STALLING EXERCISES .................................................................................................................. 44
6.14.1 Incipient stalls ......................................................................................................................... 44
6.14.2 Fully developed stalls ............................................................................................................. 44
6.15 SIMULATED ASYMMETRIC FLIGHT .............................................................................................. 45
6.15.1 Flights in which Asymmetric conditions may be Simulated ................................................... 45
6.15.2 Simulated Engine Failure Briefing .......................................................................................... 45
6.15.3 Engine Failure Simulation ...................................................................................................... 46
6.15.4 Zero Thrust Setting ................................................................................................................ 46
6.15.5 Simulated Assymetric Rejected Take-Offs ............................................................................ 46
6.15.6 Simulated Engine Failure after Take-Off................................................................................ 46
6.15.7 Simulated EFATO tolerances................................................................................................. 46
6.15.8 Assymetric Technique ............................................................................................................ 47
6.15.9 Engine Failure Identification ................................................................................................... 47
6.15.10 Assymetric Circuit .................................................................................................................. 47
6.15.11 Asymmetric Landings ............................................................................................................. 47
6.15.12 Approach Flap Asymmetric Missed Approach ....................................................................... 48
6.15.13 Full Flap Asymmetric Missed Approach................................................................................. 48
6.15.14 Simulated Asymmetric landings ............................................................................................. 48
6.15.15 Simulated Engine Failure in Cruise ........................................................................................ 48
6.15.16 Engine Shutdown in Flight ..................................................................................................... 49
6.15.17 VMCA Demonstrations........................................................................................................... 49
6.15.18 Asymmetric training at Night .................................................................................................. 49
6.15.19 One engine inoperative approach and landing procedure ..................................................... 49
6.16 SIMULATED MALFUNCTIONS ....................................................................................................... 49
6.16.1 Verbal announcements .......................................................................................................... 49
6.16.2 Simulated Emergencies at Night ............................................................................................ 50
6.16.3 Pulling circuit breakers ........................................................................................................... 50
6.17 SIMULATION OF IMC ...................................................................................................................... 50
6.18 GENUINE MALFUNCTIONS............................................................................................................ 50
6.18.1 General................................................................................................................................... 50
6.18.2 During Checks ........................................................................................................................ 50
6.19 MANAGEMENT OF FLIGHT CHECKS ............................................................................................ 51
6.19.1 Master Schedule of checks .................................................................................................... 51
6.19.2 Allocation of Check Captains ................................................................................................. 51
6.19.3 Flight and duty limits .............................................................................................................. 51
6.19.4 Aircraft Scheduling ................................................................................................................. 51
6.19.5 Crew rostering ........................................................................................................................ 51
6.19.6 ATC Liason ............................................................................................................................ 51
6.19.7 Notice to the candidate of Check flights................................................................................. 51
6.19.8 Candidtates responsibilities ................................................................................................... 52
6.19.9 Pre check Acknowledgement ................................................................................................. 52
6.19.10 Post Check Notification requirements .................................................................................... 53
6.20 MANAGEMENT OF FLIGHT TRAINING ......................................................................................... 53
6.20.1 Master Schedule of training ................................................................................................... 53
6.20.2 Allocation of Training Captains .............................................................................................. 53
6.20.3 Flight and duty limits .............................................................................................................. 53
6.20.4 Aircraft Scheduling ................................................................................................................. 54
6.20.5 Crew rostering ........................................................................................................................ 54
6.20.6 Notice to the trainee of training .............................................................................................. 54
6.20.7 Trainee responsibilities .......................................................................................................... 54
6.20.8 Acknowledgement of requirements ........................................................................................ 54
6.20.9 Developing Captaincy ............................................................................................................ 54
6.20.10 Post Training Notification requirements ................................................................................. 54
6.21 REQUIRED FLIGHT TOLERANCES/ PERFORMANCE ................................................................. 55
6.21.1 Taxiing, takeoff & landing ...................................................................................................... 55
6.21.2 Incipient Stall .......................................................................................................................... 55

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6.21.3 Fully developed Stall .............................................................................................................. 55

6.21.4 Steep Turn ............................................................................................................................. 55
6.21.5 Normal flight tolerances: ........................................................................................................ 55
6.21.6 Asymmetric flight tolerances: ................................................................................................. 55
6.21.7 Instrument appraoch tolerances: ........................................................................................... 55
6.21.8 Stabilised Approach criteria (VMC) ........................................................................................ 56
6.21.9 Stabilised approach criteria (IMC) .......................................................................................... 56
6.21.10 Go-round criteria .................................................................................................................... 56
6.21.11 Required Knowledge .............................................................................................................. 57
6.22 PERFORMANCE RATING SYSTEM ............................................................................................... 57
6.22.1 General Intent ........................................................................................................................ 57
6.22.2 Company Performance Standards......................................................................................... 57
6.22.3 CareFlight grading System..................................................................................................... 58
6.22.4 Equating written exams to the rating system ......................................................................... 58
6.22.5 Generic Aspects to be Assessed ........................................................................................... 59
6.22.6 Awarding grades .................................................................................................................... 60
6.22.7 Playing pretend ........................................................................ Error! Bookmark not defined.
6.22.8 Visibility of Training files ......................................................................................................... 60
6.23 UNSATISFACTORY TRAINING SEQUENCE AIRBORNE ............................................................. 60
6.24 UNSATISFACTORY CHECK SEQUENCE AIRBORNE .................................................................. 61
6.24.1 Repeat with training ............................................................................................................... 61
6.24.2 Handling of Repeats............................................................................................................... 61
6.25 UNSATISFACTORY TRAINING MODULE ...................................................................................... 63
6.25.1 Definition of an Unsatisfactory training module...................................................................... 63
6.25.2 Immediate actions .................................................................................................................. 63
6.25.3 Recovery Plan ........................................................................................................................ 63
6.25.4 Additional training Resources available ................................................................................. 63
6.25.5 Satisfactory progress ............................................................................................................. 64
6.26 UNSATISFACTORY CHECK ........................................................................................................... 64
6.26.1 Definition of an Unsatisfactory check ..................................................................................... 64
6.26.2 Immediate actions .................................................................................................................. 64
6.26.3 Remedial Training Plan .......................................................................................................... 64
6.26.4 Additional training Resources available ................................................................................. 64
6.26.5 Recommendation for re-test................................................................................................... 65
6.26.6 Re-testing ............................................................................................................................... 65
6.27 FAILURE TO PROGRESS ............................................................................................................... 65
7.0 AIRCREW TRAINING RECORDS ....................................................................................................66
7.1 GENERAL ........................................................................................................................................ 66
7.1.1 Storage of Records ................................................................................................................ 66
7.1.2 Forms for checks and Training............................................................................................... 66
7.1.3 Forms for aircrew training records ......................................................................................... 67
7.1.4 Examination Material.............................................................................................................. 67
8.0 INSTRUCTOR GUIDES ....................................................................................................................68
9.0 FLIGHT SIMULATORS .....................................................................................................................69
9.1 GENERAL ........................................................................................................................................ 69
9.2 ANSETT B200 FLIGHT SIMULATOR .............................................................................................. 69
9.2.1 Simulator capabilities ............................................................................................................. 69
9.2.2 Simulator instructors .............................................................................................................. 70
9.3 SIMULATOR TRAINING AND CHECKING CAPTAINS .................................................................. 70
9.3.1 CASA Requirements .............................................................................................................. 70
9.3.2 CareFlight requirements......................................................................................................... 70
9.3.3 Training requirements ............................................................................................................ 70
9.3.4 Approval process ................................................................................................................... 71
9.3.5 Currency requirements........................................................................................................... 71
9.4 SIMULATOR USAGE POLICY......................................................................................................... 71
9.5 THE PSYCHOLOGY OF SIMULATORS ......................................................................................... 75
9.6 SIMULATOR FLIGHT CHECKS....................................................................................................... 76
9.7 AIRCRAFT ENDORSEMENTS ........................................................................................................ 76
10.0 SYNTHETIC TRAINERS...................................................................................................................77

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1.0 PREFACE PAGES

1.1 INTRODUCTION
The Part C Training and Checking Manual is issued to all training and checking staff as
a guide to the correct discharge of their duties in relation to training and checking and
should be used in conjunction with other company documentation and policy
instructions.
The Training and Checking Manual is, and remains the property of CareFlight and is
provided to the recipient in the course of his / her employment. The Training and
Checking Manual contains proprietary information and under no circumstances should
it be provided, or disclosed, to third parties. When not in use the Training and Checking
Manual should be securely stored.
All training and checking staff members are expected to be thoroughly conversant with
the contents of the Training and Checking Manual.
The Training and Checking Manual is issued to all training and checking staff for their
personal use and must not be transferred from one to another without the approval of
the Chief Pilot.
From time to time revisions will be issued to the Training and Checking Manual. These
may be reissues or revisions depending upon the urgency. Such documents must be
incorporated without delay, and details entered in the appropriate Record Sheet.
Amended pages or chapters should be destroyed or rendered unusable.
Distribution of the Training and Checking Manual and its revisions is the responsibility
of the Chief Pilot to which the manual must be returned when no longer required.
All enquiries regarding the Training and Checking Manual must be addressed to the
Chief Pilot.

Jeff Konemann
Chief Pilot
CareFlight
T: (02) 9843 5122
M: 0407605157
[email protected]

1.2 REGULATORY REQUIREMENTS

An operator is required, by CAR 215 (1), to provide an Operations Manual for the use
and guidance of the operations personnel of that operator. Volumes of the Operations
Manual, which are pertinent to their function, shall be issued to appropriate
persons/departments to inform them of company procedures and policies necessary for
the proper discharge of their duties. All personnel/contractors are reminded that CAR
215 (9) requires them to comply with all instructions contained in the Operations
Manual in so far as they relate to their duties or activities. Failure to do so may
constitute a breach of law.

Operational safety and professional conduct requires an in-depth knowledge of the

contents of the Operations Manual, a thorough understanding of policy, procedures
and their correct application in the conduct of all normal and abnormal operations. The
correct application of policy and procedures, as set out in the Operations Manual, is
mandatory for all persons involved with the operation of Careflight aircraft. Disciplinary
action will be taken against persons who fail to comply with the requirements of the
Operations Manual without justifiable cause.

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1.3 SAFETY POLICY

Careflight is dedicated to ensuring the provision of a safe and efficient air transport
system for passengers, cargo and employees.
A safe operation is the result of combining qualified staff, well-maintained equipment,
appropriate procedures, adequate training and supervision.
This manual is one of a number of manuals that form the CareFlightCareFlight
operating manual suite, in accordance with the orders issued by the Civil Aviation
Safety Authority (CASA).
Those orders govern the terms and conditions under which CareFlight holds an Air
Operators Certificate (AOC) and is subject to regular audits. Accordingly this manual
outlines the company requirements and expectations of both employees and
Contractors. Hence, it is imperative that all parties strictly adhere to these authorised
procedures.
As safety is everyone’s responsibility your feedback is important in ensuring all
anomalies and deficiencies are investigated and that procedures are reviewed and
amended to enhance the company’s overall safety and efficiency.
Safe flight operations are economically healthy and bring benefits to clients, the
company, its employees and the community at large.
Accordingly CareFlight expects your total commitment to this Safety Policy by ensuring
you act in a professional manner and adhere to the authorised procedures contained
within the manual.

Jeff Konemann
Chief Pilot
CareFlight

1.4 AUTHORISATION STATEMENT

The Training and Checking Manual is one of a series of manuals forming the
Aviation Operations Manual suite.
All company flight training and checking staff must comply with the directions,
instructions and procedures contained in this manual in the performance of their duties,
unless information or instructions in any other company documentation overrides such
advice.
This manual is a living document. As a result of experience, legislative change or new
technology, it may need revision from time to time. I encourage all staff to contribute
ideas for the improvement of the content or the work practices covered by procedures
in this manual. Submit any ideas you may have to the Chief Pilot by completing an
Amendment / Modification Request Form in accordance with the procedures provided
under Section C0.6.

Jeff Konemann
Chief Pilot
CareFlight

1.5 AMENDMENT RECORD

The Chief Pilot or his delegate are the only people who can authorise revisions to the
Training and Checking Manual after such changes have been formally approved by the
appropriate personnel. Any staff member can initiate amendments to the manual using

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Section C0 Preface Pages

the Amendment / Modification Request Form in accordance with the procedures

provided under Section C0.6.
Amendments are made directly to the CareFlight Intranet Operations Manual
Content Managementr System.

1.6 OPERATION NOTICES

From time to time there may be a requirement to issue an urgent or temporary revision
to the Training and Checking Manual. Where this requirement occurs the Chief Pilot
will prepare and issue a company Operations Notice to all applicable personnel.
The preparation, approval and distribution of Operations Notices will be in accordance
with the procedures stated in the company Quality Manual.
All company personnel and Contractors are required to check the Operations Notice
folder each day before they commence work. The requirements of Operations Notices
are to be implemented immediately and maintained accordingly.
Operations Notices applicable to the Training and Checking Manual will remain current
until their content is incorporated into the next revision of the Training and Checking
Manual.

1.7 AMENDMENT / MODIFICATION REQUESTS

Use the Amendment / Modification Request Form at C1.8, to suggest changes to any
manual in the Company Operations Manual Suite. Photocopy the form and complete
and send the copy to the address listed below. Do not send the original of this page.
Input concerning the structure and layout of the Company Operations Manual Suite, or
any policies and procedures detailed therein is encouraged. Please send the
completed form, together with any attachments, via internal mail, email or in person
to:

Jeff Konemann
Chief Pilot
Careflight

4 Barden St
Northmead NSW 2152

Upon receipt, the Chief Pilot will register each individual Amendment/ Modification
Request Form and issue it with a number for tracking purposes.
The Chief Pilot will consider all Amendment/ Modification Request Forms applicable to
manual content. Accepted requests will be incorporated into the next manual revision.
Where a request is declined the Chief Pilot will provide a written explanation, which will
be copied to the Originator for their feedback.

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1.8 AMENDMENT / MODIFICATION REQUEST FORM

To be completed to request an amendment or modification to Ops Manual or other approved document.

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2.0 DEFINITIONS
A “candidate” is a person undergoing a check.
A “trainee” is a person under training.
A “sequence” is a manouvre or series of manouvres that is classed as one
competancy. Eg. the circuit is a 6 minute long series of manouvres that is classed as a
single competancy.
“Base training flights” are non revenue flights with minimum crew on board for the
purpose of conducting training or checks.
“Line training flights” are flights which are revenue flights with normal staff on board
for the purpose of conducting operations.

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3.0 TRAINING AND CHECKING ORGANISATION

3.1 ROLE
Because of the nature of Careflight’s operation, CASA has directed that CareFlight
must use a training and checking organisation.
The purpose of Careflight’s B200 CAR 217 Training and Checking organisation is to
train B200 aircrew for the competent, safe, efficient and standard operation of the B200
fleet, then maintain this standard through regular training, proficiency checks, and
surveilance.
Part C of the Careflight Operations Manual provides policy and procedures for the
operation of the CASA approved CAR 217 Training and Checking organisation.
CareFlight may, from time to time, with CASA permission, engage outside contractors
or organisations to perform Training and Checking. In that event, any proficiency
checks carried out by such arrangement are deemed to be checks carried out by
CareFlight .

3.2 MODUS OPERANDI

The Training and Checking organisation’s modus operandi will be:
a) to encourage and outwardly assist,
b) to promote improvement and learning,
c) to promote open discussion and questioning,
d) to standardise operations, and
e) non-punitive.

3.3 MAKEUP OF THE ORGANISATION

In order to achieve the Training and Checking requirements of Careflight, the following
staff have oversight of, or responsibilities within the Training and Checking
organisation:
a) Chief Pilot,
b) B200 Fleet Manager,
c) Head of Training and Checking,
d) Level 1 Training and Checking Captains,
e) Level 2 Training and Checking Captains, and
f) Supervisory Captains.

3.4 STRUCTURE OF THE ORGANISATION

Careflight’s Training and Checking organisation has the following structure:

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Chief Pilot

Fleet Manager

Head of Training and

Checking

Level 1 Training
and Checking
C t i Level 2 Training and
Checking Captains
Supervisory
Captains

The Chief Pilot has overall control of the Training and Checking organization through
the B200 Fleet Manager and Head of Training and Checking (HoTC) (if appointed).
The Head of Training and Checking (if appointed) is in charge of the day to day
operation of the Training and Checking organization with separate lines of authority
down to the Training and Checking captains and supervisory captains.

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3.5 PROGRESSION THROUGH THE ORGANISATION

The following flow chart depicts the normal progression that a member of the Training
and Checking organisation will experfience:

Entrant

Supervisory captain course Supervisory

Captain

Check Capt Sim Inst cse Aircraft inst Level 2 T&C

cse cse Captain

Sim IRE Aircraft SIM End Aircraft End Level 1 T&C

cse IRE cse inst cse inst cse Captain

Head of
T&C

3.6 TRAINING AND CHECKING FACILITIES

In accordance with CAO 82.1 Appendix 2, para 3; Careflight’s General Manager NT
operations is to provide private classroom facilities with a whiteboard to facilitate
ground school lectures and the briefing and debriefing of trainees and candidates.
A lockable cabinet is required to display and store training materials for use by trainees
and candidates.
An aircraft model is required to assist in lectures and briefings.

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4.0 TRAINING AND CHECKING PERSONNEL

4.1 GENERAL
A minimum of two check captains will be required within Careflight’s Training and
Checking organisation at the time checks are due, each to check the other (“check the
checker”) then check the line pilots.
The number of Training and Checking captains must be minimised to achieve
consistency, however Careflight also needs to take a long-term and contingency view
and have new Training and Checking pilots under development, as an experienced
check pilot cannot be replaced overnight. Careflight’s Training and Checking
organisation will therefore ideally have one extra captain above the minimum specified
in this manual.

4.2 QUALITIES OF PERSONNEL

Careflight Training and Checking personnel are expected to be a very good example to
other company pilots by their personal and professional conduct, particularly by:
a) Maintaining a high standard of flying skill (particularly in the right seat),
b) Demonstrating effective CRM skills,
c) Maintaining a high standard in performing aircraft fllows and checklist,
d) Adhering to the company operations manual and the procedures it specifies,
e) Adhering to CASA regulations,
f) Preparing thorough and timely preflight briefs,
g) Adhering to the Careflight training syllabi,
h) Adhering to the Careflight check guides,
i) Being fair and unbiased in their assessment of trainees and candidates,
j) Conducting thorough post flight debriefs,
k) completing paperwork in a timely manner,

4.3 SUPERVISORY CAPTAIN

4.3.1 Role
A supervisory (training) captain’s role is to supervise endorsed company pilots during
routine flying operations and during line training required for pilots to achieve “checked
to line” status. It is limited to the conduct of normal operations, and the consideration of
en-route emergency/abnormal operations. Refer to CAR 5.01(3) and CAR 5.40.
4.3.2 Responsibilities:
A supervisory Captain’s responsibilities include:
a) The supervision of endorsed pilots preparing for a route/Line Check;
b) The supervision of endorsed pilots as directed by the head of Training and
Checking.

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c) Flying as a safety pilot to enable endorsed pilots to practice instrument flying.
d) The timely completion of training reports and training records,
e) Ensuring that satisfactory standards are maintained in instrument and general
flying.
f) Making recommendations to the HoTC on areas of crew standards, SOPs and
aviation safety.
A supervisory Captain shall not engage in asymmetric flight training or simulated
emergencies that involve rendering a system inoperative.
Supervisory captains shall not undertake route training duties without having been
approved on Form CF 3005
4.3.3 Number
Careflight shall have at least 1 supervisory captain per 8 pilots. This number must not
include Level 1 and 2 Training and Checking captains.
This ratio will allow each supervisory captain to fly the line for 2 days of a 4 day shift
and fly with each of the 8 pilots once per month for the purposes of surveillance,
training, Instrument currency, etc.
4.3.4 Prerequisites
The requirements for a B200 supervisory Captain are as follows:
a) A valid CPL;
b) Current Command Instrument Rating;
c) 2000 hours total experience;
d) 600 hours total multi engine;
e) 300 hours multi engine command;
f) 100 hours on type in command;
g) completed at least 3 months line flying with the operation;
h) Good Performance recorded over the previous flight checks;
i) Maturity and competence in the company operations;
j) Good General attitude toward both flying and the company;
k) A desire to teach, impart knowledge and carry out the duties of a training captain;
l) Trainees must have the spare capacity to be able to fly and instruct a trainee
simultaneously.
m) The candidate shall have a sound knowledge of aircraft systems and their operation in
normal and emergency conditions.
4.3.5 Selection process
Training Captains shall be recommended by the Head of Training and Checking to the
chief pilot who will then seek approval from CASA under CAO 82.1 paragraph 3.3.
4.3.6 Training requirements
Candidates selected to be supervisory captains shall undertake the following training:

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a) Supervisory Captain training course unless it has been completed at an earlier
date. This program is outlined in Annex J.
4.3.7 Post graduate Checking Requirements
A supervisory Captain must undergo the following checks:
a) The same checks as a line pilot, plus
b) A Supervisory captain check every 12 months.
4.3.8 Recent experience requirements
In order to satisfy recent experience requirements, a supervisory Captain must:
a) Perform three supervisory flights on a company pilot every 6 months,
b) Be up to date (as determined by the Head of Training and Checking) with current
work practices and policies.
Failure to comply with these recency requirements shall result in the supervisory
Captain requiring a flight check from the right seat with a Training captain who
occupies the left seat prior to him/her carrying out further duties as a supervisory
Captain.

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4.4 LEVEL 2 TRAINING AND CHECKING CAPTAIN

4.4.1 Role
Level 2 Training and Checking Captains are responsible for the training and proficiency
checking of company pilots against the flying standards set down by CASA and
Careflight. They are not CASA Approved Testing Officers for the purposes of renewing
instrument ratings and are not able to conduct endorsement training or checking.
4.4.2 Responsibilities
Level 2 Training and Checking Captains are approved by CASA and have
responsibilities to CASA as CASA delegates. Refer to delegates’ handbook at
www.casa.gov.au.
A level 2 Training and Checking Captain’s responsibilities include:
a) Perform the role and responsibilities of a supervisory captain,
b) Training pilots in the aircraft for a MECIR initial and renewal,
c) Training pilots in the simulator for a MECIR initial and renewal,
d) Training pilots who have failed a CASA or Careflight check,
e) checking company pilots in the aircraft on Route/Line checks,
f) Checking company pilots in the aircraft on proficiency checks,
g) Checking company pilots in the simulator on proficiency checks,
h) Assessing company pilots as directed by the HoTC,
i) (when approved by CASA) Conducting CAO 20.11 emergency procedures &
equipment training,
j) (when approved by CASA) Conducting CAO 20.11 emergency procedures &
equipment checks,
k) The timely completion of check reports and training records,
l) Ensuring that satisfactory standards are maintained in all disciplines by all crew
members, and
m) Making recommendations to the HoTC on areas of crew standards,
standard operating procedures (SOP’s) and aviation safety.
4.4.3 Number
Careflight shall have at least 1 Level 2 Training and Checking Captain per 20 pilots.
Each month this ratio will allow each level 2 Training and Checking captain to:
a) fly the line for 4 days,
b) conduct 1.5 proficiency checks over 6 days, and
c) conduct other Training and Checking duties during the remaining 6 duty days.
4.4.4 Prerequisites
The requirements for a level 2 Check Captain are as follows:
a) Satisfied the prerequisites for a supervisory captain;

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b) 3000 hours total experience;
c) 800 hours total multi engine;
d) 400 hours multi engine experience in command;
e) 200 hours on type in command.
f) 10 sectors as a B200 supervisory captain.
4.4.5 Selection process
Supervisory Captains shall be recommended by the Head of Training and Checking
then approved and formally appointed to the position of Level 2 Training and Checking
Captain by the Fleet manager or Chief Pilot following CASA approval.
4.4.6 Training requirements
Captains selected to be Level 2 Training and Checking Captains shall undertake the
following training:
a) The same training as for a Supervisory captain.
b) Training and Checking captain course. This course is outlined in Annex G.
c) Simulator Training and Checking captain course. This course is outlined in Annex
H.
d) Aircraft Training and Checking captain course. This program is outlined in Annex I
4.4.7 CASA Approval
Captains selected to be Level 2 Training and Checking Captains must be
recommended to CASA for assessment only after the completion of a satisfactory
syllabus of training.
CASA should only be asked to undertake assessments where the head of training and
checking has certified that training has been conducted in accordance with the relevant
syllabus and that the candidate has been assessed as suitable. The purpose of the
CASA approval test is to confirm that the pilot applicant possesses the necessary
knowledge, skills and judgement to perform the functions covered by the approval. The
locality and timing of the test will need to be mutually agreed.
4.4.8 Checking Requirements
A level 2 Check Captain must undergo the following checks:
a) The same checks as a line pilot each year (one must be done in the left seat and
one from the right seat).
4.4.9 Recent experience requirements
In order to satisfy recent experience requirements, a level 2 Check Captain must:
a) Perform one Night line/Route check on a company pilot every 6 months, and
b) Perform one proficiency check on a company pilot every 6 months,
c) Perform one simulator check on a company pilot every 12 months,
d) Be up to date (as determined by the Head of Training and Checking) with current
work practices and policies.
Failure to comply with these requirements shall require the check captain to undergo a
flight check as a checker from the right hand seat with the HoTC, Fleet Manager or
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Chief Pilot who occupies the left seat prior to him/her carrying out further duties as a
level 2 Check Captain.

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4.5 LEVEL 1 TRAINING AND CHECKING CAPTAIN

4.5.1 Role
Level 1 Training and Checking Captains are responsible for the checking of company
pilots against the flying standards set down by CASA and Careflight. They are
Approved Testing Officers (ATO) for CASA and as such are able to renew instrument
ratings and issue aircraft endorsements.
4.5.2 Responsibilities
Level 1 Training and Checking Captains have responsibilities to CASA as CASA
delegates. Refer to delegates’ handbook at www.casa.gov.au.
The responsibilities of a Level 1 Training and Checking Captain include:
a) Performing the role and responsibilities of a level 2 Training and Checking
Captain, plus
b) Checking pilots in the aircraft for a MECIR renewal once approved,
c) Checking pilots in the simulator for a MECIR renewal once approved
d) Training pilots in the ground subjects for an endorsement.
e) Training pilots in the aircraft for the award of an aircraft endorsement once
approved;
f) Training pilots in the simulator for the award of an aircraft endorsement once
approved;
g) Checking pilots in the aircraft for the award of an aircraft endorsement once
approved;
h) Checking pilots in the simulator for the award of an aircraft endorsement once
approved;
4.5.3 Number
Careflight shall have at least 1 level 1 Training and Checking Captain per 15 line pilots.
If pilot numbers expand above 15 pilots then 2 level 1 Training and Checking Captains
will be required. The second Level 1 Training and Checking Captain will perform the
duties of a level 1 and level 2 Training and Checking Captain until Careflight have
greater than 20 pilots when a second Level 2 Training and Checking Captain will be
appointed.
Each month this ratio will allow each level 1 Training and Checking captain to:
a) fly the line for 4 days,
b) conduct 1.5 IRT proficiency checks in 6 days, and
c) conduct other Training and Checking duties during the remaining 6 days.
4.5.4 Prerequisites
The minimum requirements for a Training and Checking Captain are as follows:
a) Satisfied the prerequisites for a level 2 Check captain;
b) 4000 hours total experience;
c) 1000 hours total multi engine;
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d) 500 hours multi engine experience in command;
e) 300 hours on type in command.
f) 20 sectors as a B200 supervisory captain.
g) Conducted 2 route/line checks on company pilots;
h) Conducted 2 proficiency checks on company pilots; and
Endorsement as a Training and Checking Captain is subject to the recommendation of
the Chief pilot and the successful completion of a CASA flight test.

4.5.5 Selection process

Level 2 Check and Tarining Captains shall be recommended by the Head of Training
and Checking then approved and formally appointed to the position of Level 1 Training
and Checking Captain by the Fleet manager or Chief Pilot following CASA approval.
4.5.6 Training requirements
Captains selected to be Level 1 Training and Checking Captains shall undertake the
following training:
a) The same training requirements as for a Level 2 Training and Checking captain.
b) Simulator IRE training course. This program is outlined in Annex P
c) Aircraft IRE training course. This program is outlined in Annex Q
d) B200 simulator endorsement instructor training course. This course is outlined in
Annex T
e) B200 aircraft endorsement instructor training course. This course is outlined in
Annex U.
4.5.7 CASA Approval
Captains selected to be Level 1 Training and Checking Captains must be
recommended to CASA for assessment only after the completion of a satisfactory
syllabus of training.
CASA should only be asked to undertake assessments where the head of training and
checking has certified that training has been conducted in accordance with the relevant
syllabus and that the candidate has been assessed as suitable. The purpose of the
CASA approval test is to confirm that the pilot applicant possesses the necessary
knowledge, skills and judgement to perform the functions covered by the approval. The
locality and timing of the test will need to be mutually agreed.
4.5.8 Checking Requirements
A Training and Checking Captain must undergo the following checks:
a) The same checks as a line pilot (one must be done in the left seat and one from
the right seat)
b) Annual MECIR renewal done by CASA or a person approved by CASA (because
of delegate status).
4.5.9 Recent experience requirements
In order to satisfy recent experience requirements, a Training and Checking Captain
must:

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a) Perform one IRT & Proficiency check on a company pilot every 6 months,
b) Perform one Night line/Route Check on a company pilot every 6 months, and
c) Perform one Proficiency Check on a company pilot every 6 months,
d) Perform one simulator check on a company pilot every 12 months,
e) Be up to date (as determined by the Head of Training and Checking) with current
work practices and policies.
Failure to comply with these requirements shall require the check captain to undergo a
flight check as a checker from the right hand seat with the HoTC, Fleet Manager or
Chief Pilot who occupies the left seat prior to him/her carrying out further duties as a
level 1 Check Captain.

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4.6 HEAD OF TRAINING AND CHECKING (H0TC) (IF APPOINTED)

4.6.1 Role
The Head of Training and Checking is in charge of Careflight’s Checking & Training
organisation in accordance with Section 28 of the Civil Aviation Act 1988.

4.6.2 Responsibilities:
The B200 fleet manager delegates the following specific Training and Checking tasks
to the HoTC:
a) Administering and scheduling the initial, upgrade, and recurrent training
and checking requirements for all Company flight crew.
b) Monitoring and if necessary correcting the flying standards of all company flight
crew.
c) Managing the effective and efficient utilisation of all Training and Checking pilots
within the Training and Checking organisation.
d) Monitoring the individual progress and performance of flight crew undergoing air
and ground training.
e) Taking timely remedial action in cases of unsatisfactory progress by flight
crew during air and ground training.
f) Monitoring and if necessary correcting the safety standards of all flight crew.
g) Establishing operating procedures and techniques for the companies B200
operations.
h) periodically reviewing all procedures and techniques to ensure compliance with all
relevant requirements.
i) Ensuring the security of all confidential training files.
j) The maintenance of a training record for each company pilot;
k) Ensuring the security of all exam material.
l) Liaison with CASA on all CAR 217 training programs.
m) Set and maintain standards for the checking & training of flight crew;
n) Issue standardisation notices regarding B200 flying techniques and procedures.
o) Ensure that check pilots have correctly entered the details of flight tests and
aircraft endorsements into pilot log books and submit flight test report returns to
CASA within 14 days of the conduct of the test.
p) Ensure that the register of all CASA check pilot approvals and delegations are
valid and apply to CASA for their renewal.
q) Ensure there are sufficient check pilots available to carry out the Training and
Checking requirements of the Company.
r) Maintain a level 1 Check Captain approval on the B200 whilst employed by the
Company.
4.6.3 Prerequisites
The candidate must satisfy the prerequisites for a level 1 Check Captain.
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4.6.4 Selection process
A Level 1 Check and Tarining Captain shall be selected by the chief pilot for the role of
Head of Training and Checking and formally appointed to the position following CASA
approval.
4.6.5 Training requirements
The candidate for the Head of Training and Checking position must have completed
the training required for a level 1 Training and Checking captain.
4.6.6 CASA Approval
A Captain selected to be Head of Training and Checking for Careflight must be
approved by CASA Before they can perform the duties of that position.
4.6.7 Checking Requirements
The HoTC must undergo the following checks:
 The same checks as a line pilot (one must be done in the left seat and
one from the right seat)
 Annual MECIR renewal done by CASA or a person approved by CASA
(because of delegate status).

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5.0 TRAINING AND CHECKING REQUIREMENTS

The following sections detail the training courses, checks and routine surveilance
applicable to aircrew.

5.1 TRAINING COURSES

5.1.1 Internal training
Careflight’s B200 Training and Checking organisation will conduct the following training
courses:
a) Induction training (see Annex D) or a checklist form
b) B200 pilot endorsement training course (see Annex A)
c) Careflight aircraft conversion training course (see Annex R)
d) Spectrum AIRMED system training course (see Annex E)
e) (RESERVED)
f) Aircraft Supervisory captain training course (see Annex J)
g) Simulator Training and Checking Captain training course (see Annex M)
h) Aircraft Training and Checking Captain training course (see Annex I)
i) CAO 20.11 emergency procedures & equipment training course (see Annex L)
j) Cabin Crew aircraft Familiarisation training course (see Annex F)
k) CRM training course (see Annex N)
l) LAHSO training course (see Annex C)
m) Simulator IRE training course (see Annex P)
n) Aircraft IRE training course (see Annex Q)
o) Endorsement instructor Training course (see Annex U)
The syllabus, forms and certificate for each of these training courses is contained in the
applicable annexes to this manual.
Note, all trainees undertaking courses utilizing the ansett simulator in Melbourne need
to be aware of the differences between the simulator andCareflight’s Raisbeck aircraft.
Annex O details the policy to manage the differences between these platforms during
training and checks.
5.1.2 Recurrent training
Careflight’s Training and Checking organisation will conduct the following recurrent
training:
a) If a pilot has not flown for 1-3 months and his/her proficiency check has not
lapsed (maximum of 8 months), he/she will require: CAO 20.11 Emergency
equipment and procedures training and check (if lapsed), 1 day or night shift of
ICUS line flying training and the recommendation of the supervisory captain
before returning to line duties.
b) If a pilot has not flown for 3-6 months and his/her proficiency check has not
lapsed (maximum of 8 months), he/she will require: CAO 20.11 Emergency
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equipment and procedures training and check (if lapsed), 2 day shifts of ICUS line
flying training plus 2 night shifts of ICUS line flying training and the
recommendation of the supervisory captain before returning to line duties.
c) If a pilot has not flown for 3-12 months and his/her proficiency check has lapsed
(maximum of 8 months), he/she will require: CAO 20.11 Emergency equipment
and procedures training and check (if lapsed), 2 day shifts of ICUS line flying
training plus 2 night shifts of ICUS line flying training, an IRT & Proficiency check
plus a route/line check.
d) If a pilot has not flown for 12 months or more, he/she will be required to
complete: an engineering exam, a CAO 20.11 Emergency equipment and
procedures training and check, the type conversion training course, full line
training course, an IRT & Proficiency check and a route/line check.
5.1.3 External training
External training organisations will conduct the following training courses:
a) DG awareness training
b) Drug and Alcohol Management Procedures training

5.2 CHECKING REQUIREMENTS

5.2.1 Annual Pilot Checks
Careflight’s B200 Training and Checking organisation will conduct the following annual
checks on each pilot:
c) IRT & Proficiency (Base) Check including CAO 20.11. Emergency Checks
This Check comprises a Command instrument rating renewal as part of the proficiency
check as required by CAO 40.1.5 A2.
This check will normally be performed in the simulator. Some simulators, the Essendon
Ansett B200 simulator for example, do not have the visual fidelity to allow circling
procedures to be tested. The LuftTransport B200 and Flight Safety simulators
have the required fidelity for all testing sequences to be conducted. Where
incomplete elements of this check remain due simulator inability to complete the
full range of checking requirements these may be completed in the aircraft. When
a simulator is not available, the check may be performed completely in the
aircraft.
This requirements for this check, and the paperwork associated with it are contained in
Form CF 3001
d) Proficiency Check including CAO 20.11 Emergency Checks – 6+/- 2 Months
after IRT & Proficiency (Base) Check.
This Check comprises a proficiency check as required by CAO 40.1.5 A2.
This check will normally be completed in the simulator. The same simulator comments
for para 5.2 c) remain extant for this check. When a simulator is not available, the
check may be performed completely in the aircraft.
This requirements for this check, and the paperwork associated with it are contained in
Form CF 3001.
e) Emergency Equipment & Procedures Check

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This Check comprises a check of each pilots knowledge of emergency equipment and
emergency procedures as required by CAO 20.11
This requirements for this check, and the paperwork associated with it are contained in
Annex L.
The flying checks form part of each Proficiency Check at 6 and 12 months.
5.2.2 Annual Nurse Checks
Careflight’s B200 Training and Checking organisation will conduct the following annual
checks on each nurse:
a) Emergency Equipment & Procedures Check (in accordance with CAO 20.11)
5.2.3 (Reserved)
5.2.4 Who Checks Who
For all checks:
a) Line pilots will be checked by appropriately approved Level 1 or level 2 check
captains,
b) Supervisory captains will be checked by appropriately approved Level 1 or level
2 check captains,
c) Level 2 Check captains will be checked by level 1 check captains.
d) Level 1 check captains will be checked by level 1 check captains when available
otherwise by level 2 check captains.
5.2.5 External Checks
External checking organisations will conduct the following checks:
a) DG awareness testing every two years.
b) Drug and Alcohol Management Procedures (DAMP) testing
5.2.6 Summary of Check requirements
1st year 2nd year

IRT & Prof CRM Proficiency Ground IRT & Prof CRM Proficiency
Chk refresher Check school Chk refresher Check
refresher

Night 20.11 Day Route Night Route 20.11 Day Route

Route Check Check Check Check Check
Check

FRMS
refresher

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5.2.7 Summary of Training and Checking requirements for an unendorsed pilot

If the Ansett simulator is available

Ground SIM SIM IRT & ACFT ACFT IRT &

school Trng Prof check Trng Prof check

ACFT Line
Line
Trng check

Ground ACFT IRT &

school ACFT Trng Prof check

If the Ansett simulator is NOT available

5.2.8 Summary of Training and Checking requirements for an endorsed pilot

If the Ansett simulator is available

Ground
school SIM SIM IRT & ACFT ACFT IRT &
refresher Trng Prof check Trng Prof check

ACFT Line
Line
Trng check

Ground
school ACFT IRT &
refresher
ACFT Trng Prof check

If the Ansett simulator is NOT available

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5.2.9 Summary of Training and Checking requirements for a company line pilot

If the Ansett simulator is available

SIM Trng
SIM IRT &/or ACFT IRT Day Line
Prof check
check

ACFT Trng ACFT IRT &/or Day Line

Prof check
check

If the Ansett simulator is NOT available

5.2.10

5.3 ROUTINE SURVEILANCE

5.3.1 Line flying
Training and Checking staff must reqularly fly the line with line pilots so as to
understand operational issues, monitor performance and determine trends.
Ideally each line pilot should fly with a check or training captain every month.
5.3.2 Training file reviews
The HoTC or his delegate must review the training files of each pilot every 6 months.
Ideally this should be done just after the pilot has undertaken a proficiency check. The
aim of this review is to identify trends in performance and target pilots with remedial
training before it is required at a greater cost to the company and individuals.

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6.0 TRAINING AND CHECKING POLICY AND PROCEDURES

6.1 AUTHORITY TO TRAIN AND CHECK
6.1.1 CASA Delegations
The following paragraph outline the CASA delegations that are applicable to
Careflight’s Training and Checking personnel:
a) CAR 5.20. Those Level 1 training captains nominated to conduct training for the
issue or renewal of an instrument rating in the simulator will require a CAR 5.20
approval which gives a Training captain approval to give flying training for the
issue of a flight crew rating.
Those Level 1 training captains nominated to conduct training for the issue or
renewal of an instrument rating in the aircraft will require a CAR 5.20 approval
which gives a Training captain approval to give flying training for the issue of a
flight crew rating.
b) CAR 5.19. Those check captains nominated to conduct the flight tests for the
issue or renewal of an instrument rating will require a CAR 5.19 delegation which
gives a Check captain approval to conduct a flight test in relation to a flight crew
rating.
c) CAR 5.21. Those Level 1 Training captains nominated to conduct training for the
issue of an aircraft endorsement in the simulator require a CAR 5.21 approval
which gives a Training captain approval to give aeroplane conversion training.
Those Level 1 Training captains nominated to conduct training for the issue of an
aircraft endorsement in the aircraft require a CAR 5.21 approval which gives a
Training captain approval to give aeroplane conversion training.
d) CAR 5.14. Those check captains nominated to conduct flight tests for the issue or
renewal of an instrument rating will require a CAR 5.14 delegation which gives a
Check captain approval to make a (sticky label) entry in a candidate’s log book
following a successful flight test in relation to a flight crew rating.

6.1.2 Renewal of CASA Approvals and Delegations

The Training and Checking approvals issued by CASA to Training and Checking
Captains have a finite period of validity. The Chief Pilot or HoTC (if appointed) must
keep a register of all Training and Checking approvals issued by CASA and shall apply
for their renewal in a timely manner.

6.2 INTERACTION WITH CASA

6.2.1 Flight Test Notification
CASA must be notified at least 24hours before each:
a) Multi engine command instrument rating renewal, and
b) Proficiency line/route check
c) Simulator or aircraft proficiency base check

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This nofication process is so that CASA may attend and monitor Careflight’s checking
organisation.
Flight test notifications and test numbers are arranged electronically via the CASA
Website https://portal.casa.gov.au/ftns/ato/ and can only be arranged by CASA
Delegates.
6.2.2 Flight Test Result Notification
CASA must be notified of the results of a flight test within 14 days of the test.
6.2.3 Carriage of CASA Inspectors on Flights
Where CASA Flying operations Inspectors (FOIs) are carried for the purpose of
surveillance of operating flight crew and/or company operations, the Company Captain
shall be the ‘Pilot-in-Command’.
In a simulator, when the FOI asks for a manoeuvre to be performed, it is a requirement.
In an aircraft, it is a request that the pilot in command may veto if he or she believes
the safety of the aircraft may be jeopardised. Where the FOI requires a particular
manoeuvre to be demonstrated or completed in an aircraft, and the pilot in command
elects not to comply on the grounds of safety, the FOI may cancel the approval
inspection.

6.3 GENERAL POLICY AND PROCEDURES

6.3.1 Content of Training and Checking flights
All training must take place in accordance with the CASA approved syllabus contained
in this manual. Any variations to training must be authorized by the HoTC.
All Checking must take place in accordance with the CASA approved guidance
contained in this manual. Any variations to checking must be authorized by the HoTC.
6.3.2 Authorisation
Because each candidate or trainee has differing strengths and weaknesses, training
flights and check flights need to be flexible to achieve the best training and checking
outcomes. To this end, where required and when approved by the HoTC, Training and
Checking captains may add sequences to a training flight or check flight.
Training and Checking flights once programmed and organized need to be authorized
by the HoTC before the flight may take place. The purpose of this authorization
procedure is to ensure that Training and Checking staff are adequately supervised and
to ensure that a second set of eyes looks over a Check or training Captains plan for a
Check flight or Training flight. If the HoTC is not contactable then the most senior check
or training captain available should be consulted.
6.3.3 Training Airfields
The following airfields may be used for base trainnig flights in the Northern Territory:
a) Darwin
b) Katherine
c) Gove
d) Snake Bay
Additional airfields must be specifically approved by the HoTC.
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Before conducting a base training flight, Check Captains should liase with ATC (if
applicable) to determine the most convenient time to operate so as to maximise
training or checking efficiency and minimise delays to other airport users.
6.3.4 Command Responsibility
During Training. Training captains hold the dreams, progression and future careers of
their trainees within their grasp. Training Captains must therefore understand that their
own training ability, style and demeanour are significant factors in a trainees
performance on a training course. In other words, if a trainee is struggling to progress,
it may be because the instructor isn’t training them properly. Training captains therefore
carry a significant responsibility towards their trainees and should always endeavor to
do their best and use alternative teaching methods which may be more suitable to
different trainees. Training Captains must not hesitate to seek advise from other
instructors at the earliest opportunity.
During Checking. Check captains hold the dreams, livelihoods and future careers of
their candidates within their grasp. Check Captains must therefore ensure that
candidates clearly understand the context of the checking scenario and what is
expected of them. If it becomes apparent that a candidate has misunderstood what
was required of them they should be given the opportunity to redo the exercise.
General. Base training flights will be scheduled under the command of a qualified
Training and Checking Captain, who will be authorised for the flight by the HoTC.
The nominated Training and Checking Captain is responsible for the planning and
execution of any flights they are in command of. Tasks may be delegated to trainees or
candidates but the responsibility for completion of the tasks and the flight rests with the
pilot-in-command.
Where more than one Training and Checking Captain is rostered to conduct training on
a single Base training flight, this will be clearly indicated on the daily roster. The point of
captaincy changeover is to be clearly defined before the flight and a formal
handover/takeover is to be used at the time.
It is essential that, at all times, command responsibility rests clearly with one pilot.
Should a Training and Checking Captain become incapacitated during a Base training
flight, if no other Training and Checking Captain is on board, the trainees will land the
aircraft in accordance with the provisions of the Operation Manual and seek
assistance.
The Pilot-in-Command is responsible for ensuring that the aircraft is operated safely
and in accordance with regulations. They must not allow check or training duties to
detract from this safety of flight responsibility.
6.3.5 Pilot-in-Command during Training and Checking
A Training and Checking Captain in the process of Checking shall be the designated
‘Pilot-in-Command’.
A Training and Checking Captain conducting training shall be the designated ‘Pilot-in-
Command’.
A Supervisory Captain conducting training shall be the designated ‘Pilot-in-
Command’.

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Where CASA Inspectors are being carried for the purpose of surveillance of
operating flight crew and/or company operations, the Company Captain shall be the
‘Pilot-in-Command’.
Where two Captains are rostered to operate an aircraft together, the designated ‘Pilot-
in-Command’ shall be indicated by the letter ‘C’ along side his/her name on the
roster, If any doubt exists as to the ‘Captain status’ on board, the Rosterer, HoTC or
Chief Pilot is to be contacted prior to departure to resolve the situation.
6.3.6 In Command Under supervision
In accordance with CAR 5.40, a pilot undergoing line training i n Command Under
Supervision (ICUS) shall fulfil the following requirements:
a) Hold a Commercial, or an Airline Transport License or a Certificate of Validation
that has the effect as if it were a CPL or an ATPL;
b) Hold an aircraft endorsement that authorises them to fly the aircraft as Pilot-in-
Command;
c) Hold an Instrument Rating that permits them to fly the aircraft as Pilot-in-
Command; and
d) Be approved by the Chief Pilot to fly as Pilot-in-Command Under Supervision.
The pilot is not required to have passed a proficiency check in order to fly ICUS.

6.4 PLANNING THE FLIGHT

Training and Checking Captains conducting Check or Training flights are responsible
for planning all aspects of the flight in accordance with standard operating procedures.

6.5 USE OF THE SYLLABUS OR CHECK GUIDE

Training and Checking Captains must use the CASA approved syllabus of training and
the CASA approved check guides contained in this manual.
6.5.1 Explanation of common Behavioural Verbs
Observe – The trainee or candidate must watch a training captain perform a task. The
training captain will ask the trainee questions about what will be done before hand and
ask what happened afterwards. The trainee is expected to know what is going on.
Describe – The trainee or candidate must have sufficient knowledge to be able to
describe the required items in full without prompting.
Discuss – The training captain will discuss aspects of a topic that may be too
complicated for a trainee to describe or that a trainee might not be able to research.
With these items, less is required from a trainee but, the trainee will be expected to
contribute all they know.
Demonstrate – The trainee or candidate will show a check or training captain by
practical exercise and if necessary verbal commentry that they can perform a particular
task or skill. OR a training captain is expected to show a trainee how to perform an
exercise.
Perform – The trainee or candidate is expected to conduct an exercise with or without
assistance.

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Complete – The trainee or candidate is expected to do set tasks which have been
stipulated.
Identify – The trainee or candidate is expected to name a particular item or event.
Locate – The trainee or candidate is expected to point out the geographical location of
an item.

6.6 BRIEFING
Briefing is an essential part of any check or training exercise as it puts all personel on
the same sheet of music. Training and Checking personnel should not expect a good
performance unless the candidate knows what is required of them.
A good preflight brief will also assist in easing any apprehension a trainee or candidate
may have and so create a situation which will allow better training or a better evaluation
of their ability.
A full and comprehensive pre flight briefing must therefore be given to all personel
involved with a check or training flight. Because Check flights are different to training
flights the style and content of each brief will differ.
6.6.1 Briefing Training Flights
Trainees are expected to adequately prepare for training flights before the preflight
brief. The flight must be viewed as an opportunity to see and practice what has already
been learnt. The flight must not be treated as a spoon feeding exercise.
Given this, Training captains should make good use of questioning techniques to
ensure Trainees have the required knowledge of the material, rather than adopt a one
way lecture style approach. Trainees who do not know the sequences, limits and the
standards required for the flight at the time of the preflight brief should not be taken
flying and the sortie recorded as a fail.
Despite this, the flight remains a training flight and it is essential that trainees have a
good knowledge of sequences before they are attempted in the airborne environment
therefore training captains must not hesitate to give instruction where necessary to
clear up misunderstandings or misconceptions.
6.6.2 Briefing Check Flights
Candidates are expected to adequately prepare for check flights before the preflight
brief. The flight and associated briefings and debriefings must all be viewed as a test.
Given this, Check captains should make good use of questioning techniques to ensure
candidates have the required knowledge of the material. Candidates who do not know
the sequences, limits and the standards required during the preflight brief should not be
taken flying and the sortie recorded as a fail.
6.6.3 Preflight briefing content
Suggested preflight briefing content includes:
a) State the clear aim of the flight;
b) Highlight any pertinant airmanship points;
c) Nominate the pilot-in-command and if the flight will be dual or ICUS;
d) State which sequences will be demonstrated;

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e) State which sequences will be practiced;
f) Nominate the order in which the sequences will be conducted;
g) Explain the key words which will be used during demonstrations and directs;
h) Discuss the means by which failures will be announced and simulated;
i) Discuss the response to simulated failures (i.e. verbal & touch);
j) Discuss the use of checklists during simulated emergency / abnormal procedures;
k) Explain the control inputs and forces to be expected for each manoeuvre;
l) Discuss the procedures in the event of an actual emergency / abnormal situation;
m) Share expected weather and NOTAMS;
n) Share the aircraft fuel load, take-off weight and C of G position;
o) Discuss ATC or training airport restrictions;
p) Discuss Aircraft MEL items and any maintenance issues;
q) State any monitoring requirements for the non flying pilot;
6.6.4 Start emergency brief
On all Training and Checking flights, and on all flights where 2 pilots occupy the control
seats, the flying pilot is to give a start emergency brief which is to include:
a) The order of engine start,
b) Who will broacast a mayday,
c) Who will open which door, and
d) Where the crew will meet after exiting the aircraft.
For example: I’ll start the left then the right. If there is a problem during start call it. I will
shutdown the engines if required and broadcast a mayday. You lead us out through the
most applicable exit and we will meet on the left side of the aircraft for a head count of
2. Any questions or suggestions?
6.6.5 Takeoff brief
On all flights the flying pilot is to brief him/her self regarding the takeoff. This brief must
be verbalised on all check and training flights, and on all flights where 2 line pilots
occupy control seats (even if one is a passenger). The takeoff brief is to include:
a) The weight and flap for takeoff,
b) The VR and V2 speeds,
c) The decision point for problems on the ground (Dg),
d) The decision point for an engine failure (Def) including
(1) The runway overrun path, and
(2) the climb out path,
e) Actions in the event of a time-critical emergency,
f) Actions in the event of a non time-critical emergency,
g) Departure procedure, and

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h) Destination, outbound track and planned cruising altitude.

Example: My 12,000lb flapless takeoff. VR is 94kts and V2 is 103kts. Any problems

prior to 2000ft to go I’ll abort. From 2000ft to go to 35ft: I’ll only abort for complete
engine failures by steering left of the centreline. Vref will be 97kts. Engine failures
above 35ft: I’ll climb to 1500ft, then do an assymetric circuit into the live engine onto
this runway. Time critical emergencies can come back onto runway 36. Any other
problems I’ll sort out above 1900ft 10MSA. Darwin 4 departure, straight ahead to 600ft
then as instructed on climb to 3000ft for RAGER, 087o F190. Any questions or
suggestions?

6.6.6 Passenger brief

This should not be required for check or base training flights except if a CASA FOI is
carried. If this is the case then the FOI must be given a full passenger brief in
accordance with the requirements of the operations manual.
On all line checks or line training flights a full passenger brief is required for all
passengers in accordance with the requirements of the operations manual. .
6.6.7 Briefing Training events in flight
The training captain must brief the trainee before each simulated emergency so that
the trainee mentally prepares themself and practices the correct procedure.
At the precise moment the failure is initiated, the training captain must also verbalise
the words “for practice” then brief the symptoms associated with the emergency that
would be immediately obvious to the trainee in a real situation.
No airborne sequence should be attempted when the person under training has
demonstrated insufficient knowledge on the ground or when the sequence has not
been fully briefed before hand.
6.6.8 Briefing Check events in flight
Because check flights are tests, there is no requirement for the check captain to
prebrief simulated emergencies (except in the preflight brief on the ground).
However, at the precise moment a failure is initiated, the check captain must also
verbalise the words “for practice” then state the symptoms associated with the
emergency that would be immediately obvious to the trainee in a real situation.

6.7 DEBRIEFING
Debriefing is the most important part of a flight because it allows the aircraft occupants
to review what occurred, clarify misunderstandings, reinforce lessons learned, ensure
understanding of sequences practised and enable Check Captains to assess future
training requirements.
A significant proportion of learning occurs during the debrief therefore Training and
Checking captains must ensure that a debrief is not rushed or bypassed.
Remember that any debriefing needs to concentrate on the needs of the trainee or
candidate rather than those of the Training and Checking personnel. The trainee or
candidate needs to be given time to ask their questions and have them properly
answered.
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The rule `Always start on a positive note and finish on a positive note' generally holds
good when conducting a debrief.
The debrief should firstly spend time completing any subject matter that could not be
fully covered during the flight. Once the lesson is complete the analysis can start.
The Training and Checking captain should then go through the check or training
form pointing out the reasons for each individual grading and discussing any
comment made regarding the crew members’ performance. All comments on the
check form must be discussed with the crew member and no comment is to be added
after the check form has been signed by the crew member and Flight Check Captain.
If criticism has been made, advice must be given to the crew member as to how they
can improve their standard in that area.
All debriefs (including those following a check) are training debriefs therefore the
Training and Checking captain is to ensure that the candidate or trainee leaves the
debrief with the correct understanding of a procedure or leaves with a plan to correct
their misunderstandings.
It is important that candidates also receive reassurance and praise from check captains
with regard to correct procedures and good performance.
Only at the conclusion of a debrief should the candidate be inforfmed of their overall
result. This is to ensure that the candidate or trainee pays attention during the debrief.
If a candidate has performed unsatisfactorily see paragraph 6.25.
6.7.1 Post flight debriefing content
Suggested post flight debriefing content includes:
a) Starting and finishing on a positive note;
b) Discussing the sequences performed and standard demonstrated;
c) Explaining the reason for the grade given and what would be required to achieve
a higher grade;
d) Sumarising the lessons learnt and tieing them back to the aims and objectives;
e) If applicable, detail the sequences that will be covered on the next flight to allow
the pilot to conduct prior preparation.

6.8 FUEL LOAD

Adequate fuel for the Training and Checking session is to be carried in accordance with
the Fuel Policy set out in the Operations Manual.
Training and Checking Captains are to be mindful of the impact they may cause by
loading an aircraft with an excessive fuel load if the subsequent training flight does not
occur. This may result in the aircraft requiring de-fuelling or passenger offloading to
meet the performance limitations of the next scheduled revenue service.
It is preferable for safety and operational reasons to load ballast rather than fuel into
the aircraft if additional weight is desired.

6.9 BALLAST
When ballast is required to ensure that the aircraft centre of gravity remains within
limits or to simulate a realistic operation weight, it may take the form of water
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containers (preferable), bundles of newspapers / magazines, sandbags or other non-
hazardous items that may be easily secured in the cabin. The tie down specifications
contained in the AFM are to be observed.
If practicable the aircraft's centre of gravity is to replicate the normal operating range.

6.10 PERSONNEL ON BOARD

With the exception of persons listed in the following paragraph under Approved
Persons, no person (other than a person engaged in instructing personnel or testing
the aircraft in flight, or a person approved by the CASA) shall be carried in any aircraft
on any fight when it is the intention of the pilot-in-command to carry out in the course of
that flight any of the following types of flying:-
a) Practice or proficiency testing for the issue or renewal of a pilot licence, rating or
qualification;
b) Practice or proficiency testing for the purpose of obtaining an aircraft type
endorsement;
c) Practice of emergency or abnormal flight manoeuvres such as asymmetric
landings; or
d) The testing of the aircraft or its components, power plant or equipment
(Exception: Engineering personnel who are directly concerned in the overhaul,
inspection or adjustment of the aircraft or its components, power plant or
equipment who are required as part of their duties to be present in the aircraft
during flight, may be carried).
Approved persons are as follows:-
a) The personnel carried shall consist of technical crew, i.e. pilots;
b) The personnel carried shall consist of those technical crew members rostered to
receive or conduct training during a single training or checking period up to a
maximum of three (3) persons;
c) Personnel carried on the flight deck shall be provided with a seat and seat belt in
accordance with CAR 251 (1). (Note: CAR 251 (A) exempts an authorised officer
of CASA from the above requirements whilst undertaking examinations,
inspections or checks of the work of an aircraft or its equipment under CAR 262.
Accordingly, such officers should be afforded every courtesy to enable them to
carry out their tasks as required by CAR 262. Should the Pilot-in-Command, for
valid operational reasons, require that the authorised officer of the CASA wear a
seat belt then the matter should be discussed and agreed upon prior to engine
start).
Carriage of any other person on a check or training flight that positions a Company
aircraft to a training airport shall only be undertaken with the specific approval of the
HOTC and the Fleet manager.

6.11 OCCUPATION OF SEATS DURING TRAINING AND CHECKING

6.11.1 Responsibilities During Flight
In normal circumstances only a person properly and fully qualified for the category in
which the aircraft is engaged shall manipulate the controls, occupy a pilot's seat or
operate as a crewmember.

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An authorised Flight Operations Inspector from CASA may occupy a pilot seat during
aircraft Base training. If this occurs the pilot-in-command is to occupy the “doctors” seat
behind the copilot and is to be connected to the nurse intercom panel via a long lead.
Supervisory, Training and Checking Captains' may occupy the RHS as Pilot-In-
Command during all en-route operations and training flights for the purpose of
conducting training, checking or to effect the recency of another pilot.
Captains undergoing supervisory captain, Training Captain or Check Captain training
may carry out take-offs and landings from the RHS to demonstrate proficiency.
Supervisory captains, Training Captains and Check Captains under check may be
required to carry out take-offs and landings from the RHS to demonstrate proficiency.
Where two Captains are rostered to fly together, one Captain will be designated Pilot-
In-Command and may occupy which ever seat he so chooses if a particular seat is not
required for check or training purposes.
6.11.2 Handover and Takeover
Handing over control of the aircraft to another pilot will be made by stating the words:
"Handing Over". The pilot accepting control will reply with: "Taking Over". The pilot
handing over will relinquish control and the pilot taking over will assume control at the
completion of the phrase “taking over”.
During abnormal operations or emergencies trainees and candidates should not
assume that the check or training captain will takeover control of the aircraft. They must
continue flying the aircraft unless the captain takes over.
6.11.3 Seat Belts and Shoulder Harnesses
Seat belts with shoulder harnesses (where fitted) must be worn at all times by all
occupants during Training and Checking flights. This includes all other approved
persons on board.
6.11.4 Seat Changes
Cockpit seat changes may be accomplished whilst the aircraft is on the ground with the
park brake set and both props in feather. This procedure is applicable to all seat
changes including seat changes when one pilot remains strapped in. Seat chages
should be performed as quickly as possible so that the props can be unfeathered as
soon as possible to restore cooling airflow to the engine.
Cockpit seat changes may be accomplished airborne provided one pilot remains
strapped in at all times and there is no expectation of turbulence that could cause a
pilot leaving or entering the cockpit to be injured or fall into the flight controls.

6.12 TAKEOFF AND LANDING OPERATIONS

6.12.1 Landing Aimpoint
During circuit operations the aimpoint should be:
a) 300ft into the runway (the first centre line marking after the number) for runways
less than 1000m/3300ft.
b) 500ft markers for runways 1000m/3300ft or longer.
c) 1000ft markers for runways 1500m/5000ft or longer.

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6.12.2 Minimum circuit altitude
6.12.2.1 The normal circuit height for training is 1500ft above aerodrome or ALA elevation.
6.12.2.2 During check and training flights which involve circling approaches and bad weather
circuits, the minimum altitude until aligned with the landing runway is:
a) By Day – 300ft above obstacles, and
b) By night – circling minima.

6.12.3 Circuit limitations

Training and Checking Captains must not conduct more than 6 circuits before
proceeding onto a 15 minute rest period for the hydraulic system. A suggested
alternative activity is an instrument approach or some upper air work.
6.12.4 Touch and Go landings
Touch and go landings should only be conducted on runways greater in length than
1500m / 4921ft (5000ft). [This is based on a 1000ft touchdown zone + LDR (flaps down
without reverse) + TORR (flaps up) at 40oC, 12,500lbs, 1000ft elev, nil wind and nil
slope.]
If VR is not attained by 2000ft to go, the Touch & Go is to be aborted using reverse.
[This is based on 1100ft with reverse and 1600ft without reverse.]
6.12.5 Flapless circuits
Trainees must understand the considerations and performance applicable to flapless
landings in the event of a flap malfunction. To this end flapless landings must be
practiced provided 2 flapless stop & gos are not performed in succession to allow time
for brake heat to dissipate.
The circuit, approach and landing shall be in accordance with the AFM. Airspeed on
base should be maintained within 5kts of 140kts until wings level on finals.
The final approach and touch down shall be accomplished using a normal 3o approach
gradient.
The landing distance required for a flapless landing (obtained from the weight card)
must be greater than the Landing distance available (obtained from ERSA or DAPS or
JEPPS).
6.12.6 Approach flap landings
Aircraft may be landed with approach flap at the conclusion of real or simulated
assymetric approaches and after straight in instrument approaches. As a result
approach flap landings must be practiced in these circumstances provided the LDA is
greater than the LDR for a flapless landing multiplied by the applicable safety factor.
The required distance (with safety factor applied) is listed on the weight card in each
aircraft.
6.12.7 Rejected Take-Off Manoeuvre
A rejected takeoff should only be initiated by simulating a non engine related problem.
The check or training captain should initiate the simulated problem:
a) at least 500ft before any agreed refusal point on the ground, or
b) at least 10kts before any agreed refusal speed.
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The candidate or trainee is expected to promptly select idle on both engines and apply
the brakes and reverse as required to pull up within the TORA.
6.12.8 Minimum Landing Distance Exercise
To preclude the possibility of damage to the aircraft, minimum landing distance
exercises are not to be practised during training flights in aircraft. They are however to
be practiced during simulator training.
6.12.9 Reduced Power Take-Offs
These are not to be performed or practiced.
6.12.10 Use of warning devices
The ALTSEL is to be set to 1100 ft above the desired or cleared circuit altitude. This
will cause the gong to sound if the aircraft climbs more than 100ft above the desired of
cleared circuit altitude.
The RADALT is to be set to 100 ft below the desired circuit altitude. This will cause the
gong to sound if the aircraft descends more than 100ft below the desired circuit
altitude.
Upon hearing gongs pilots must initiate altitude correction action.
6.12.11 Checklists in the circuit
During circuit operations there is limited time to conduct checks whilst flying the aircraft
and looking out. Nevertheless, the following checks must be carried out:
After Takeoff. The after take off flow is completed by the flying pilot on upwind and
crosswind. The after takeoff checks are then completed once the aircraft Is trimmed out
and stable on early downwind.
Before landing. The before landing flow is completed by the flying pilot on downwind.
The checks should ideally be completed on late downwind before turning base.
Finals. The flying pilot is to verbalise the finals checks for the benefit of the check or
training captain. Failure to do this will lead the check or training captain to conclude
that the checklist has not been completed.
Touch & Go / Stop & Go. When conducting a touch & go or a stop & Go, a ground
based runway procedure is required. The runway procedure is:
a) Flaps up
b) Props up
c) Trim set
d) Confirm flaps up
During a touch & go, the flying pilot is to perform the entire runway procedure. This
procedure is not to be shared.

6.13 UNUSUAL ATTITUDE RECOVERIES

If the aircraft is in an unusual attitude it may have been caused by a main AI failure. If
any doubt exists about the servicability of the main AI, immediately use the copilots
instruments. Regardless of which instruments are used, the following procedure must
be utilised:

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Height check for increasing or decreasing and the margin from LSALT
as this will determine the level of aggression used.
Speed Check airspeed. If stable leave power as set. If rapidly
increasing select idle. If rapidly decreasing set full power.
Attitude If the nose is low – roll wings level then pull to the climb attitude.
If the nose is high – simultaneously roll wings level and push to
zero pitch.
Height Get above LSALT / MSA using a max angle climb at 100KIAS
Configuration Check configuration (flaps and gear up or down?)
Overspeed/stress Confirm nothing is damaged. If so leave gear or flaps in their
current position and slow to the appropriate limit speed.
Checks Perform the after takeoff checks
Orientation Where are you, particularly reference LSALT / MSA?
Reason for UA Determine the cause

6.14 STALLING EXERCISES

Stall exercises may be conducted in the simulator and in the aircraft.
Stall exercises may be conducted in the aircraft at not less than 3,000 ft AGL or 3,000ft
above cloud in VMC by day. They may be practiced in any aircraft configuration.
.
6.14.1 Incipient stalls
An incipient stall Recovery is to be initiated on recognition of the following:
a) stall warning horn, or
b) prestall buffet.
The recovery technique is to:
a) Apply full “power”,
b) “Hold” the attitude,
c) use “rudder” to counter the slipstream effect,
d) Roll “wings level”, then
e) Adopt the “climb” attitude, and
f) Carry out the after takeoff flow and checks.
6.14.2 Fully developed stalls
A fully developed stall Recovery is to be initiated on recognition of the following:
a) Nose drop,
b) Wing drop,
c) buffet, or
d) sudden loss of altitude.

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The recovery technique is to:
a) Apply full “power”,
b) Lower the attitude sufficient to “unstall” the wings,
c) use “rudder” to stop any yaw,
d) Roll “wings level”, then
e) Adopt the “climb” attitude, and
f) Carry out the after takeoff flow and checks.

6.15 SIMULATED ASYMMETRIC FLIGHT

6.15.1 Flights in which Asymmetric conditions may be Simulated
Simulated asymmetric flight in Careflight B200 aircraft shall only be carried out in
accordance with the following paragraphs:
a) Simulated engine failures are limited to flights for the purpose of:
i. Endorsement training,
ii. Instrument Rating Renewals,
iii. proficiency checks,
iv. Supervisory, Training and Checking captain training, and
v. maintenance test flights;
b) Simulated engine failures must only be practiced by day and in VMC.
c) Simulated engine failures may only be conducted by a Training and Checking
captain holding the appropriate approval to do so.
d) Simulated engine failures are to be fully briefed by the Training and Checking
Captain prior to the exercise being initiated;
Wherever possible simulated engine failures are to be conducted in an approved flight
simulator.
6.15.2 Simulated Engine Failure Briefing
Engine failures must not be simulated unless the candidate or trainee has been fully
briefed prior to the flight. The Check or training captain must determine that the trainee
or candidate knows the correct responses to the simulation prior to flight.
Simulated engine failures after takeoff during a traininng flight must be prebriefed
immediately before takeoff.
Simulated engine failures after takeoff during a check flight need not be prebriefed
before takeoff.
The Training and Checking captain must verbalise the word “practice” at the moment
the failure is simulated. The Training and Checking captain is also to immediately
volunteer other symptoms of the simlated emergency that would be immediately
obvious to the pilot during a real emergency.

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6.15.3 Engine Failure Simulation
With the exception of endorsement training when the simulator is not available, the only
permitted means of simulating an Engine failure in Careflight B200 aircraft is by slowly
retarding the power lever of the relevant engine to:
a) Mid range, to simulate a partial power failure, or
b) 100TQ, to simulate a feathered propellor, or
c) Idle, to simulate a windmilling propeller.
During endorsement training an engine may be shutdown using the condition lever or
the propellors may be feathered.
6.15.4 Zero Thrust Setting
After the candidate has correctly identified and indicated the correct engine for
feathering, zero thrust is to be set by the check or training captain. Zero thrust is
100TQ and 1600RPM. This setting will match the performance of a feathered propeller.
6.15.5 Simulated Asymetric Rejected Take-Offs
Training in asymetric rejected take-offs must not be undertaken in the aircraft. This is
due to the high probability of a momentary or total loss of directional control which may
lead to a runway excursion and damage to the aircraft. They are however to be
practiced during simulator training.

6.15.6 Simulated Engine Failure after Take-Off

Practice engine failures after takeoff may be initiated:
a) Above 300ft AGL, and
b) with the gear selected up, and
c) Above an airspeed of V2 / VTOSS+10kts.
Training and Checking Captains are to guard the rudder pedals during each initiation
and be prepared to block rudder movement should the incorrect rudder application be
made. If this occurs the Check Captain is to immediately take control of the aircraft
rather than wait and see if the candidate will rectify the problem. A trainee should be
rebriefed before a second engine failure exercise is attempted. Check Candidates
should be assessed as a fail.
At low altitudes Check Captains' are encouraged to take over early.
The aircraft rudder must not be trimmed until the pilot has made a positive identification
of the failed engine.
6.15.7 Simulated EFATO tolerances
Following a simulated EFATO the flying pilot must maintain control of the aircraft within
the tolerances specified below:
a) No loss of altitude during acceleration to Vtoss/V2;
b) Airspeed maintained at V2/VTOSS +5/–0 kts to circling altitude;
c) HDG+/-20o of desired immediately after engine failure then HDG+/-5o of desired,
d) Correct height and speed schedule for flap retraction;
e) Airspeed maintained at VYSE +5/–0 kts from circling to enroute altitude.
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6.15.8 Asymetric Technique
After a simulated engine failure a Training and Checking captain should observe good
technique by a trainee or candidate particularly:
a) a stable aircraft attitude,
b) deliberate unhurried action,
c) that the pilot’s feet are correctly placed,
d) that the aircraft is not retrimmed until the failed engine is identified,
e) no tendency to divert from ‘flying’ the aircraft until the aircraft is trimmed out
above a safe altitude, and
f) correct application of the AFM engine failure procedure.
6.15.9 Engine Failure Identification
As the checklist is written around shutting down the “dead engine” all cockpit
references to legs and gauges should focus on the failed engine.
Identification of a failed engine should be accomplished by cross checking as many of
the following indications as possible:
a) Identifying the “dead leg” – the leg which is limp,
b) Identifying the ITT gauge which has the lowest temperature,
c) Identifying the TQ gauge which has the lowest TQ,
d) Identifying the fuel flow gauge which has the lowest fuel flow.
Once the failed/dead engine is identified, the shut down procedure should be simulated
by pointing using a closed fist. At no time must an outstretched finger be placed on or
near an engine lever during a simulated engine problem.
The power lever must not be used to confirm which engine has failed. The auto feather
system in the B200 requires the power lever to be in the full power position to make a
micro-switch which energises the auto feather system. If the power lever is retarded to
confirm which engine has failed then the autofeather process will be deenergised if it
has not completed.
6.15.10 Asymetric Circuit
Where environmental conditions permit, the pilot should fly a standard circuit pattern
(1500ft above aerodrome or ALA elevation) with only the changes to configuration and
speed specified in the AFM.
Before selecting flap or landing gear, the flying pilot is to verbalise “performance
sufficient” to indicate that aircraft performance has been assessed and is considered
ample to handle the extra drag.
6.15.11 Asymmetric Landings
The committal point for an asymmetric landing in Careflight B200 aircraft is:
a) 200ft AGL, or
b) the selection of full flap (whichever occurs first).
Speed must not decrease below VYSE (121kts at 12,500lbs) whilst asymmetric until
the committal point.

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After the committal point, rudder trim must be centralized to help prevent a possible
runway excursion during the use of reverse thrust.
Simulated asymmetric landings must not be made when the crosswind component on
the runway in use exceeds 15 knots, including gusts.
When performing an assymetric landing in the aircraft, no more than idle reverse may
be used as a runway excursion may result from the rapid use of significant assymetric
reverse. Full reverse thrust landings are to be practiced in the simulator.
Asymmetric touch and go landings must not be conducted.
6.15.12 Approach Flap Asymmetric Missed Approach
The Approach flap asymmetric missed approach procedure is:
a) Apply full power and rudder to counter yaw.
b) press the Go round button an Raise the attitude to 7o NU
c) Positive rate of climb on both the ALT and VSI – gear up
d) VYSE – flap up and raise the attitude (10o Nose Up)
e) Maintain VYSE to a safe altitude
f) After takeoff flow then checks.
6.15.13 Full Flap Asymmetric Missed Approach
The full flap asymmetric missed approach procedure is:
a) Apply full power and rudder to counter yaw.
b) press the Go round button and raise the attitude to 7o NU
c) At Vref Appr – select Flap to APPR
d) Positive rate of climb on both the ALT and VSI – gear up
e) VYSE – flap up and raise the attitude (10o Nose Up)
f) Maintain VYSE to a safe altitude
g) After takeoff flow then checks.
If flap is not selected to approach first, the landing gear warning horn will sound very
loadly (because full flap is out and the gear is up – the aircraft is trying to stop you from
landing without the gear up). The aircraft will struggle to climb with full flap so if the
aircraft is close to the ground the gear should remain down until such time as a positive
rate of climb has been confirmed.
6.15.14 Simulated Asymmetric landings
Aircraft may be landed with approach flap during real and simulated assymetric
landings provided the runway length is greater than the LDR for a flapless landing
multiplied by the applicable safety factor. The required distance (with safety factor
applied) is listed on the weight card in each aircraft.
6.15.15 Simulated Engine Failure in Cruise
A simulated engine failure or fire shall normally be simulated when the pilot has settled
down in the cruise.

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The auto pilot should be left in as yaw is very minimal due to the limited assymetric
thrust. Provided the engine instruments provide a clear indication of which engine has
failed there is no need for the pilot to disengage the autopilot whilst the engine shut
down drills are completed.
6.15.16 Engine Shutdown in Flight
Only for the purposes of conducting endorsement training in accordance with an
approved syllabus may one engine of a Careflight B200 be shutdown or a propeller
feathered in flight (appart from a real emergency) provided:
a) The aircraft is greater than 3000ft AGL or 3000ft above cloud; and
b) a SARwatch maintained with Airservices.
6.15.17 VMCA Demonstrations
Practice Vmca exercises must not be conducted in the aircraft except for endorsement
training when the simulator is not available, They must be practiced in the simulator.
For endorsement training, If the simulator is not available, Vmca demonstrations may
be conducted in the aircraft provided:
a) they are conducted in VMC by day;
b) the demonstration commences greater than 3000ft AGL or 3000ft above cloud;
c) a SARwatch maintained with Airservices.
d) the aircraft captain is a level 1 Training and Checking captain;
e) a spin recovery brief is conducted;
f) maximum rudder input is simulated at a speed no less than VSSE (110kts);
g) rudder boost is on and the bleed valves are not off.
6.15.18 Asymmetric training at Night
Simulated engine failures in the aircraft at night are prohibited. They are to be practiced
in the simulator only.
6.15.19 One engine inoperative approach and landing procedure
Following a real or simulated engine failure there is no requirement to conduct the “one
engine inoperative approach and landing procedure” provided the ‘descent’, ‘before
landing’, and ‘finals’ checks are completed and full flap is not selected until a landing is
assured. Adherance to these requirements will satisfy the of the one engine inoperative
approach and landing procedure.

6.16 SIMULATED MALFUNCTIONS

6.16.1 Verbal announcements
All malfunctions must be announced by the Training and Checking Captain saying
“practice” immediately prior to simulating a malfunction.
The Training and Checking captain should then immediately volunteer the major
symptoms that would be immediately obvious following this emergency in real life by
using the phrase “symptoms are….”.
For example: “practice; symptoms are as you see them plus left fire light, plus lots of
smoke from the left engine.”
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6.16.2 Simulated Emergencies at Night
Other than external lighting malfunctions, simulated abnormal or emergency
procedures are not to be practiced in the aircraft at night.
6.16.3 Pulling circuit breakers
Simulated malfunctions must not be practiced in-flight by the pulling of circuit breakers.
Circuit breakers may be pulled on the ground, however, a thorough check must be
made to ensure that all circuit breakers are reset prior to flight and all affected systems
are functioning thoroughly.

6.17 SIMULATION OF IMC

Foggles or hoods will be used to simulate instrument conditions. Under no
circumstances are other devices that cover the windshield or restrict the view outside
the aircraft to be used. Pilot’s cannot log simulated IF in an aircraft unless wearing a
foggle or hood.
Whenever foggles or hoods are used, a safety pilot who has the full amount of forward
and side vision afforded by the aircraft design must occupy the other control seat to
lookout for traffic. Pilot’s cannot log simulated IF unless accompanied by a safety pilot.

6.18 GENUINE MALFUNCTIONS

6.18.1 General
In the event of a genuine malfunction or emergency during a check or training flight, the
flying pilot must continue flying the aircraft until such time as the aircraft captain makes
a decision to the contrary.
Should a genuine emergency occur during a training flight the Check Captain will
cease any simulated emergencies and return the aircraft to the most favorable
configuration then take appropriate action to deal with the genuine emergency.
Should a check or training Captain take control of the aircraft, Pilots under check or
training are to revert to the pilot not flying role and should do as much to help the
captain as possible. The Captain must not be left to fly the aircraft single pilot.
6.18.2 During Checks
If the captain elects to takeover through no fault of the candidate, and all of the check
requirements are not satisfied then the check flight will need to be completed at a later
date.
If the captain takes over because of a failure by the candidate to maintain control of the
aircraft within the prescribed tolerances and the candidate should be competant to
handle the situation, the check is to be recorded as a fail.
If the captain allows the candidate to continue handling the emergency, the check pilot
should remain silent unless questioned or asked for assistance. The Check pilot must
not question or distract the candidate in order to complete the requirements of the
check. Similarly, under no circumstances is the check captain to complicate the
emergency by requiring the candidate to do sequences that will complete the check.
Provided each element of the flight after the commencement of the genuine emergency
is handled satisfactorily and in accordance with the laid down tolerances, those
elements of the flight after the emergency may count for the check.

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6.19 MANAGEMENT OF FLIGHT CHECKS
6.19.1 Master Schedule of checks
The HoTC shall maintain a master schedule of checks that records the due date for
each company pilot’s checks. This schedule shall be used to manage Training and
Checking staff resources.
This schedule is to be reviewed weekly or as necessary by the HoTC.
This schedule is to be visable to all company pilots for planning purposes.
6.19.2 Allocation of Check Captains
4 weeks before a check is due, the HoTC shall allocate a check captain (here after
known as the allocated check captain) to do a particular check.
The allocated check captain is then responsible to organize all elements of the check.
The check captain should delegate elements of this organisation to the check
candidate but the check captain remains responsible for ensuring the orgaisation is
completed.
6.19.3 Flight and duty limits
When conducting base check flights, a Check captain shall not fly more than 8 hours of
in a period of duty. This is to allow 1 hour for check preparation, 1 hour for briefing the
candidate, 1 hour for debriefing the candidate and 1 hour for post flight paperwork
within a 12 hour roster period. If 2 sorties are flown in one duty period then a Check or
Training captain shall not fly more than 5 hours in that period of duty.
When conducting line check duties, a check captain shall fly as much as is required
within the FRMS limits for a shift. Check captain preparation and briefing of the
candidate must occur prior to the shift commencing. It is preferable that the preflight
brief occurs at the end of the previous day or previous shift so that the candidate has
time to prepare for the sortie.
6.19.4 Aircraft Scheduling
The allocated check captain shall ensure that an aircraft or simulator is organised for a
check to achieve the most cost and time effective use of aircraft and crew resources.
Wherever possible check events should be programmed for the morning so that
candidates and their check captains are least fatigued.
6.19.5 Crew rostering
The allocated check captain shall liaIse with the rosterer to ensure that crewing
requirements for check flights are included on the published roster.
6.19.6 ATC Liason
At some locations, the sequence of manoeuvres should be discussed and cleared with
ATC during the planning stage. Failure to do so may lead to delays if ATC is unable to
comply with the plan.
6.19.7 Notice to the candidate of Check flights
3-4 weeks before the check, the allocated check captain must contact the candidate
and inform them of:
a) the name of the Check Captain who will do the check,

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b) the date and time for the check,
c) the requirement to read the company Training and Checking manual regarding
their check, and
d) any other organisational requirements.
6.19.8 Candidtates responsibilities
Before the day of their check, candidates are responsible to:
a) monitor the due date for their own checks and inform the HoTC if they have not
heard from a check captain 3 weeks before a check is due.
b) Study for checks,
c) Ensure their logbooks are up to date,
d) Ensure they have an up to date copy of their license and medical,
e) Ensure that their training record is up to date, and
f) Ensure that Air Maestro is up to date.
6.19.9 Pre check Acknowledgement
Prior to commencing a check, a candidate must sign to verify that they:
a) Have read and understood all of the Training and Checking manual.
b) Are not sick for the check ride, and
c) They are not fatigued for the check ride.

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6.19.10 Post Check Notification requirements
Some checks require CASA to be informed before a check is conducted in the event
that they may wish to conduct surveilance of the Training and Checking organisation.
The check guides provide guidance in this regard.
Some checks require CASA to be informed after a check is conducted. The check
guides provide guidance in this regard.
After completing checks on company pilots the HoTC, Fleet Manager and the Chief
Pilot are to be notified of the result by a short email.

6.20 MANAGEMENT OF FLIGHT TRAINING

6.20.1 Master Schedule of training
The HoTC shall maintain a master schedule of training that records the planned date
for all aircrew training.
This schedule shall be used to manage Training and Checking staff resources and
ensure training is completed in a timely manner.
This schedule shall be reviewed weekly or as necessary.
6.20.2 Allocation of Training Captains
4 weeks before a training course commences, the HoTC shall nominate a Training
captain to conduct a particular training course.
That Training captain is then responsible to organize all elements of the training
course. The training captain may delegate elements of this organisation to the trainee
but still remains responsible to ensure that it is done correctly.
6.20.3 Flight and duty limits
Wherever possible training events should be programmed for the morning so that
trainees and their training captains are least fatigued and in the best frame of mind for
learning and teaching.
Trainees shall not fly for more than 6 cumulative hours on base training events in the
aircraft or simulator.
Trainees shall have a minimum of 12 hours rest between aircraft or simulator training
events.
Trainees undertaking line/route training are under the same flight and duty time
restrictions as pilots who are cleared to line.
When conducting base check or training flights, a Check or Training captain shall not
fly more than 8 hours of training in a period of duty. This is to allow 1 hour of instructor
preparation, 1 hour for briefing the trainee, 1 hour for debriefing the trainee and 1 hour
for post flight paperwork within a 12 hour roster period. If 2 sorties are flown in one duty
period then a Check or Training captain shall not fly more than 5 hours of training in
that period of duty.
When conducting line training duties, a Training captain shall fly as much as is required
within the FRMS limits for a shift. Training captain preparation and briefing of the
trainee must occur prior to the shift commencing. It is preferable that the preflight brief
occurs at the end of the previous day or previous shift so that the trainee has time to
prepare for the sortie.
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6.20.4 Aircraft Scheduling
The training captain shall ensure that an Aircraft is scheduled for all training
requirements to achieve the most effective use of aircraft and crew flight time.
6.20.5 Crew rostering
The training captain shall liase with the rosterer to ensure that crewing requirements for
training flights are included on the published roster.
6.20.6 Notice to the trainee of training
3-4 weeks before a training course commences, the allocated training captain must
contact the trainees and inform them:
d) the name of the training Captain who will be responsible for supervising and
conducting their training,
e) The dates and times for the training,
f) to read the company Training and Checking manual regarding their training, and
g) any other organisational requirements.
6.20.7 Trainee responsibilities
Trainees are responsible to:
h) Ensure they meet all the prerequisites for the training course,
i) Study for training course,
j) Ensure that their training record is progressively updated,
k) Ensure their logbooks are up to date,
l) Ensure they have an up to date copy of their license and medical,
m) Ensure that their training record is up to date, and
n) Ensure that Air Maestro is up to date.
6.20.8 Acknowledgement of requirements
Prior to commencing a training course, a trainee must sign to verify that they have read
and understood all of the Training and Checking manual (Any questions should have
been addressed to Training and Checking staff before the commencement of training).
6.20.9 Developing Captaincy
Trainees must learn to make decisions for themselves.
At Careflight, trainees must act as pilot-in-command at all times they are the pilot flying.
As such, trainees should make a decision, announce it, pause for 3 seconds, then act
on their decision. The 3 second pause gives the Captain time to overrule the trainee if
they so desire.
6.20.10 Post Training Notification requirements
Some training requires CASA to be informed before the training is conducted in the
event that they may wish to conduct surveilance of the training process. The training
syllabus provide guidance in this regard.
After completing training on company pilots the HoTC, Fleet Manager and the Chief
Pilot are to be notified by a short email.

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6.21 REQUIRED FLIGHT TOLERANCES/ PERFORMANCE
The following flight tolerances apply to all Company operations. There shall be no
sustained errors in excess of the specified tolerances. Company pilots are expected to
demonstrate a margin above these flight tolerances.
6.21.1 Taxiing, takeoff & landing
a) No more than 2m from the desired centerline.
6.21.2 Incipient Stall
a) Immediate application of power,
b) the aircraft is not to be allowed to enter into a fully developed stall,
c) 100 feet maximum height loss permitted in any configuration.
6.21.3 Fully developed Stall
a) Immediate application of power,
b) 250 feet maximum height loss permitted in any configuration.
6.21.4 Steep Turn
a) Conducted at 45° ± 5°angle of bank,
b) Nominated airspeed +10 knots. The nominated airspeed is to be above blueline
(121kts) and below VA (181kts),
c) Altitude ± 100 feet.
6.21.5 Normal flight tolerances:
a) Heading ±5° of nominated heading;
b) Airspeed ±10 knots of nominated speed;
c) Airspeed not below minimum approach speed for the configuration;
d) Airspeed not above maximum speed specified in AIP, JEPPS or AFM;
e) Altitude ±100 feet; and
f) at minimum altitudes + 100 feet - 0 feet.
6.21.6 Asymmetric flight tolerances:
a) Heading (from datum heading) ±20° initially, then ±5°; and
b) Airspeed during initial climb – V2/Vtoss +5/-0 knots;
c) Airspeed during Subsequent operations ±10 knots;
d) Airspeed not below minimum approach speed for the configuration; and
e) at minimum altitudes + 100 feet and - 0 feet.
6.21.7 Instrument appraoch tolerances:
a) NDB ±5 degrees of nominated track;
b) for NDB procedure, descent shall not be commenced unless established within
this tolerance; and
c) VOR ± 5 degrees of nominated track;

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d) for VOR procedure, descent shall not be commenced unless established within
this tolerance; and
e) ILS and LLZ ± ½ scale deflection (and equivalent on expanded scale);
f) For DME/GPS Arrival procedure, if a specific track is not defined by the
procedure, the aircraft must remain within the specified sector at all times;
g) For Descent below LSALT or limiting altitude for a step — not before the distance
specified in the arrival procedure for commencement of descent to the next step;
h) RNAV procedures ± 1/2 scale deflection at each waypoint passage and on final
approach,
i) For RNAV procedures descent must not be started unless established within this
tolerance;
j) For RNAV procedures GNSS approach mode must be activated during final
approach; and
k) DME or GNSS arc ± 2 nautical miles.
6.21.8 Stabilised Approach criteria (VMC)
In VMC Aircraft must be stabilised by 300ft AGL:
a) On glide path -3°(ie. within full scale PAPI or VASIS deviation (if used)),
b) Wings level on centreline (between the runway lights, or runway edges),
c) With Correct configuration,
d) Sink rate < 1000 fpm,
e) Speed between 130kts and Vref.
If an aircraft is not stabilised a go-around must be carried out.
6.21.9 Stabilised approach criteria (IMC)
In IMC Aircraft must be stabilised by 1000ft AGL:
a) On glide path -3° (ie. within ½ scale vertical deviation or within 300ft of the profile
altitude);
b) Wings level within the tracking tolerance for the navaid being flown;
c) With Correct configuration;
d) Sink rate < 1000 fpm;
e) Speed between 130kts and VYSE from 1000ft AGL to MDA.
If an aircraft is not stabilised a go-around must be carried out.
6.21.10 Go-round criteria
After satisfying the stabilised approach criteria, a pilot must commence a go-around if:
a) Sink rate to reach the desired aimpont exceeds 1000fpm;
b) the aircraft leaves the area within the runway lights, or runway edges below 300ft;
c) airspeed drops below Vref;
d) airspeed is outside the range Vref +5 / -0kts at 50ft AGL;

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e) The aircraft is not touched down by 30% of the runway length (1000ft markers for
1000m runway, 1500ft for 1500m runway).
6.21.11 Required Knowledge
A candidate shall have a sound knowledge of aircraft systems and their operation in
normal and emergency conditions necessary to carry out their responsibilities as an
aircraft captain.

The candidate shall have a sound knowledge of CASA legislation and CareFlight’s
Operations Manual as it applies to their role within the company.

6.22 PERFORMANCE RATING SYSTEM

6.22.1 General Intent
A rating system is required to provide a trainee or candidate with assessments and
constructive comments that will build to complete a picture of a their performance
during training or checks.
The rating system must indicate not only satisfactory or unsatisfactory performance,
but also the margin by which the performance was either satisfactory or unsatisfactory.
In this manner it can be noted if there is a definite trend towards a failure to reach the
required standard. Also if a candidate or trainee is consistently maintaining a good
margin over the required standard it can normally be assumed that there would be little
difficulty in reaching the required standard in more advanced aircraft or roles.
As the complexity and difficulty of a training course can vary over the length of the
course. The rating system can be used to identify struggling or advanced trainees by
comparing their rating with the historical trend for that part of the course. Any tendency
to slip below the line may be cause for concern and perhaps may indicate an inability to
reach the final standard required. On the other hand, if a trainee has been maintaining
a good margin above the satisfactory performance, an occasional "dart" below the line
may indicate a short "plateau", trouble at home, or an "off' day.
Similarly, during checks, if a trainee has been maintaining a good margin above the
satisfactory performance, an occasional "dart" below the line may indicate a short
"plateau", trouble at home, or an "off' day.
The rating system can also be used to monitor the Training and Checking Captain's
standard of assessment to ensure the "hard" and "easy" Training and Checking
Captains remain within acceptable limits. Over a period of time data will build for a
particular pilot and the grades given by individual Training and Checking Captains. This
data can then be analysed to indicate the spread of grades between the individual
Training and Checking Captains.
6.22.2 Company Performance Standards
A common rating system is used to indicate the standard demonstrated by trainees and
candidates.
when undertaking a check, a candidate will be rated against the desired standard as
defined by the required performance above.
When undertaking training, a trainee will be rated against the normal expected rate of
progress for that stage of training.

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6.22.3 Careflight grading System
The following grades are to be awarded by Training and Checking personnel in the
appropriate places on Training and Checking forms:
5 Excellent standard. Perfect. Unable to fault. The desired standard. Activity is
decisive, rehersed, smooth and faultlessly executed. Comments are not required
unless the Check or Training Captain deems it advantageous.
4 Highly satisfactory standard. This rating indicates a polished standard. It is a high
standard but not a perfect standard. Comments are not required unless the
Check or Training Captain deems it advantageous.
3 Satisfactory Standard. This is the minimum standard desired by Careflight. This
rating indicates that the person has kept up with the normal rate of progression
through training, they have spare capacity, and are at the average level of
competance. Comments are not required unless the Check or Training Captain
deems it advantageous.
2 Low Satisfactory standard. This rating indicates that the trainee or candidate has
a margin of performance over that required to meet the minimum standard, but is
not a 3 rating. Further training and consolidation is required. A full explanation of
the trainee’s or candidate’s weaknesses must be made on the Company Form
with recommendations for further training and management.
1 Marginal standard. This is the minimum acceptable standard but not Careflight’s
desired standard. This rating indicates that progress has achieved the objectives
but with little or no margin over the minimum acceptable standard or rate of
progress. Activity is slow, hesitant, unsure, and lacking in confidence. Further
training and consolidation is required to lift the performance of the trainee or
candidate to a point where they posses spare capacity. A full explanation of the
trainee’s or candidate’s weaknesses must be made on the Company Form with
recommendations for further training and management.
0 Unsatisfactory standard. Fail. Trainee Requires more Training or retraining in
areas that he/she should now be competent in. A full explanation of the trainees
or candidates weaknesses and failings must be made on the Company Form with
recommendations for further training and management.
R Repeat. Check events which are repeated succesfully after a fail are to be graded
as a 1 and the R box crossed to indicate that the event was repeated.
____ Not assessed. If a training or check item was not assessed then a line should be
drawn through the description of the event and through the grading boxes. These
non assessed events must be assessed, as soon as possible, at a later date.
The rating scale is meant to be used throughout its entire length. In any group of pilots
it is expected to see an occasional 5 or an occasional 1 but hopefully, seldom a 0.
Training and Checking captains need to take care using the grading system that the
grades accurately reflect the performance of the pilot being graded. Any comments
must match the grade given.
6.22.4 Equating written exams to the rating system
Generally speaking a rating of 5 equates to a mark of 100% only. The marks between
the pass mark and 99% then must be divided equally. A passmark of 100% will only

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see the awarding of 2 ratings – a 0 and a 5. If a passmark for a written exam is 80%,
then the following ratings apply for each mark:
0-79%=0
80-84%=1
85-89%=2
90-94%=3
96-99%=4
100%=5
6.22.5 Generic Aspects to be Assessed
On each check or training sortie a trainee or candidate must be assessed in the
following areas:
a) Manipulative Skills and Knowledge. This factor describes a pilots knowledge of
and ability to properly and accurately and smoothly carry out a prescribed flight or
ground manoeuvre.
b) Knowledge of rules and Procedures. This factor describes a pilots knowledge of
the rules and procedures specified by the aircraft and its systems manufacturers,
Careflight, CASA, Darwin Airport, and other agencies.
c) Automated Systems Usage. This factor describes a pilots understanding, use,
and monitoring of the automated systems (such as the flight director, Autopilot,
FMS, GPS, and pressurisation) in the aircraft.
d) Checklist procedures. This factor describes a pilots understanding of and
adherance to documented checklist procedures.
e) Background knowledge. This factor describes a pilots level of knowledge on a
particular subject relevant to flying or Careflights aeromedical operation.
f) Teamwork and CRM. This factor describes a pilots ability to work together
effectively with their team (Doctor, Nurse, Logistics coodinator, ground support
officer, Air Traffic controler, and training captain etc).
g) Workload Management, organisation and Prioritization. This factor describes a
pilots ability to efficiently manage him/herself within the cockpit.
h) Situational Awareness. This factor describes a pilots ability to gather and
understand what is going on around him now and project that information into a
set of circumstances and implications for the future.
i) Captaincy, Problem Solving & Decision Making. This factor describes a pilots
ability to gather information, assess it and make appropriate decisions regarding
the safe and efficient operation of the aircraft in the aeromedical role.
j) Attitude. This factor describes a pilot’s attitude to his/her work, learning and
crewmembers.
k) Composure. This factor describes a pilots ability to handle stressfull situations.
l) Capacity. This factor describes a pilots ability to perform additional thoughts and
duties whilst carry out his/her primary task of flying the aircraft.

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6.22.6 Awarding grades
A grade is to be awarded for each sequence on the check or training form. For training,
the grading system is based on the average rate of learning. Therefore if a trainee’s
first go at an event is a complete failure and most other students fail at it as well, the
student may be graded as a 3 for the event. A student who however accomplishes the
sequence first go may be graded a 4 or 5.
For check rides the grading system is based on a standard of competance. The
candidate is expected to be proficient and as such is expected to perform the sequence
well to be graded a 3. A failure to accomplish the sequence would be scored a 0 and a
faultless event graded a 5.
A grade is to be awarded for the generic aspects listed above. This grade cannot be
more than the lowest grade received for a particular sequence covered by the generic
aspect.
An overall grade for the flight is to be awarded based on the lowest grade awarded for
the generic aspects however, 2 marginals in a row constitute a fail.
6.22.7 Responding to Operational Scenarios
During Training and Checking events, abnormal and emergency situations need to be
practiced and assessed. This necessitates the trainee or candidate having to respond
to artificially created operational scenarios. Under the stress of having to handle an
abnormal or emergency situation, a good pilot with good situational awareness will
assess the difference between the artificial situation and the fact that there is really
nothing wrong with the aircraft. This may lead the candidate or trainee to respond
inappropriately to the artificial situation at times. Such responses may be attributed to
insufficient “realism” having been provided by the Training Captain
In situations where a candidate or trainee becomes confused during such a scenario,
the exercise should be repeated at a later time with the Training and Checking captain
providing more guidance in the form of more realistic symptoms. These situations are
not to be treated as repeats.
6.22.8 Visibility of Training files
Every pilot may see their training file for the purpose of analysing and gaining feedback
on their own performance.
All Company forms shall be signed by the trainee or candidate to indicate they have
been made aware of the contents. Forms are not to be amended after they have been
signed by the trainee/candidate.

6.23 UNSATISFACTORY TRAINING SEQUENCE AIRBORNE

It must be remembered that training is training. The whole purpose of training is to
learn what you do not know and the best way is by making mistakes. Not every trainee
is Chuck Yeager and most make lots of mistakes before perfecting each sequence. A
syllabus indicates when a trainee is to start learning a sequence not when they are to
have mastered it.
It must be expected that a trainee learning a new sequence will not master it first go.
The only trainees that should be graded a 0 on their first go are those that did not turn
up to the preflight brief with any idea.

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If however, a sequence which has already been learnt, practiced and consolidated is
flown to such a low standard that considerable retraining would be needed, the
Training Captain may assess the sortie as a FAIL at that point, and either terminate the
sortie to find out how to remedy the problem or if the cause of the problem has been
identified, devote extra time to remidying that problem.
If a pre-learnt sequence is performed unsatisfactorily and the Training and Checking
captain is confident that the candidate can perform the sequence correctly they may
offer the trainee a “repeat” after a short airborne debrief and/or after some additional
practice.
During training, repeats may be done anytime during the sortie – Immediately while the
trainee’s mind is focused on the sequence is the preference, or later after the trainee
has had a rest break if one is required. Repeats may continue as long as the instructor
deems them desirable in order to reach a desired to standard or to reinforce training.

6.24 UNSATISFACTORY CHECK SEQUENCE AIRBORNE

If a sequence is flown to such a low standard that considerable training would be
needed, the Check Captain may assess the sortie as a FAIL at that point, and either
terminate the sortie to find out how to remedy the problem or if the cause of the
problem has been identified, devote the remainder of the session to training.
If however a sequence is performed unsatisfactorily and the Training and Checking
captain is confident that the candidate can perform the sequence correctly then they
may offer the candidate a ‘repeat’ with training or a ‘repeat’ without training.
If an external event affected the candidates performance of the sequence then they are
to be given a repeat without penalty.
During a Check, repeats should be left until the end of the session so that the overall
standard can be assessed without the effect of the practice that would be given if one
or more sequences were repeated during the check portion of the session.
6.24.1 Repeat with training
Following an unsatisfactory airborne sequence, a check captain may provide some
remedial training then allow the candidate to repeat the unsatisfactory sequence.
It is important that the Training and Checking Captain define to the person under check
the "training" segment, and then clearly nominate when the "repeat" sequence begins.
It is not permissable to merely practice a sequence until one falls within the required
tolerance.
Logically the person under check should be trained to a Good (3) Standard before
attempting a repeat of the sequence. If the "nominated repeat" is below standard, then
the check is to be rated as a FAIL.
6.24.2 Handling of Repeats
A repeat of a maximum of one (1) individual sequence may be given. If 2 sequences
are unsatisfactory then the sortie is an automatic fail.
Training & Check Captains must ensure that written comments are entered on
Company forms to detail the original and repeat standards achieved by the candidate.
If a candidate is granted a repeat the "R" box is to be ticked to signify this fact.

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The candidate is not to be graded above a "1" for a repeat element regardless of the
standard attained on the second attempt.
CASA approved Check Captains must be mindful that, in grading a candidate with a
pass after an unsatisfactory sequence, they fully expect that the candidate will maintain
that standard until the next proficiency check which could be in another 8 months. If in
doubt the candidate must be failed.

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6.25 UNSATISFACTORY TRAINING MODULE

6.25.1 Definition of an Unsatisfactory training module
If any sequence on the training form is scored a 0 then the module is to be recorded as
a FAIL.
6.25.2 Immediate actions
The training captain who assesses a trainee to be below standard is to discuss the
situation with the HoTC.
The trainee shall have an interview with the HoTC who will endeavour to determine if
external influences or training captain personality conflicts have been a factor. Armed
with a more complete picture, the HoTC will formulate a recovery plan for the trainee.
6.25.3 Recovery Plan
The recovery plan for a trainee will depend on a great many factors so it is imposible to
provide guidance for them all.
Some options for the recovery plan include:
a) A training captain change,
b) Continuation with the syllabus but with the addition of extra elements or
requirements,
c) A tutorial,
d) airborne training, and
e) Allocation of a remedial training captain to develop a remedial training package.
To help formulate a remedial training plan the HoTC must assess the trainees
training file for clues or trends.
The following paragraphs provide guidance to assist in the formulation of a
recovery plan.
6.25.4 Additional training Resources available
Over the whole duration of a training course, in addition to the normal syllabus time
available for training, a trainee may receive:
a) A maximum of 2 hours of flight training time in a B200 aircraft, covering at least
the areas found to be deficient during a flight training. The actual time being spent
on the training shall be at the discretion of the training captain, but shall be a
maximum of 2 hours.
b) A maximum of 4 hours training time in the Ansett simulator covering at least the
areas found to be deficient during the flight test. The actual time being spent on
the training shall be at the discretion of the training captain, but shall be a
maximum of 4 hours.
c) A maximum of 8 shifts (where flying occurred) of remedial line training. The
actual time being spent on the training shall be at the discretion of the training
captain, but shall be a maximum of 8 shifts.
d) A maximum of 7 days study time prior to the commencement of remedial training.
During this period the candidate shall be relieved of all duties with the company.

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e) Unlimited synthetic trainer hours,
6.25.5 Satisfactory progress
If a trainee fails a particular sequence within a training sortie they must demonstrate
satisfactory progress in that sequence before moving on in the syllabus.
A trainee who has undergone remedial training shall not progress with the syllabus
unless the remedial training captain feels that the trainee has satisfactorily progressed
enough to continue.
A trainee need only demonstrate progress in the sequence for which they were
assessed as a fail. There is no requirement to refly the whole syllabus sortie.
If the trainee fails to satisfactorily progress after the maximum remedial training
resources have been spent, the trainee is to be managed in accordance with the
paragraph headed failure to progress.

6.26 UNSATISFACTORY CHECK

6.26.1 Definition of an Unsatisfactory check
If any sequence on the check form is scored a 0 then the check is to be recorded as a
FAIL.
6.26.2 Immediate actions
The check captain who assesses a candidate to be below standard is to immediately
discuss the situation with the HoTC. Any candidate whose performance is found to be
below standard is to be immediately suspended from operational duties and will be
required to display a satisfactory standard prior to being reinstated.
The HoTC is to immediately notify the fleet Manager so that rosters can be amended if
required.
Not before 12 hours after the check, the candidate shall have an interview with the
HoTC who will endeavour to determine if external influences have been a factor. If they
have not, then the HoTC will explain the way ahead and allocate a remedial training
captain (if required).
6.26.3 Remedial Training Plan
The allocated remedial training captain is to liase with the original check captain and
the candidate to asertain the candidates issues and formulate a remedial training plan.
To help formulate a remedial training plan the allocated training captain must assess
the candidates training file for clues or trends.
The allocated remedial training captain should then discuss their remedial training plan
with the HoTC.
The following paragraphs provide guidance to assist in the formulation of Remedial
training plans.
6.26.4 Additional training Resources available
The candidate may be allocated:
a) A maximum of 2 hours of personal flight training time in a B200 aircraft, covering
at least the areas found to be deficient during a flight test. The actual time being

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spent on the training shall be at the discretion of the remedial training captain, but
shall be a maximum of 2 hours.
b) A maximum of 4 hours training time in the Ansett simulator covering at least the
areas found to be deficient during the flight test. The actual time being spent on
the training shall be at the discretion of the remedial training captain, but shall be
a maximum of 4 hours.
c) A maximum of 8 shifts (where flying occurred) of remedial line training. The actual
time being spent on the training shall be at the discretion of the remedial training
captain, but shall be a maximum of 8 shifts.
d) A maximum of 7 days study time prior to the commencement of remedial training.
During this period the candidate shall be relieved of all duties with the company.
e) Unlimited synthetic trainer hours,

6.26.5 Recommendation for re-test

A candidate who has undergone remedial training shall not be put up for a retest
unless the remedial training captain feels that the candidate is capable of passing the
retest.
If the candidate fails to be recommended for a retest after the maximum remedial
training resources have been spent, the candidate is to be managed in accordance
with the paragraph headed ‘failure to progress’.
6.26.6 Re-testing
A candidate need only demonstrate proficiency in the sequence for which they were
assessed as a fail.

6.27 FAILURE TO PROGRESS

If a trainee or candidate fails to progress:
a) Through remedial training, or
b) Through a second Renewal or Flight Check;
then the following people shall conference together for a Pilot Review Board:
(1) Chief Pilot,
(2) HoTC,
(3) Original check captain,
(4) Remedial training captain,
(5) Second Check Captain, and
(6) Human Resources manager.
A decision shall be made as to whether the pilot’s employment with the company shall
be terminated or whether further training resources will be invested into the pilot.

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7.0 AIRCREW TRAINING RECORDS

7.1 GENERAL
Upon commencing employment with each Pilot and Flight nurse will have an aircrew
training record raised for them.
All crew training, renewals, upgrades and non-flying tests shall be recorded on the
appropriate form and retained by Aviation Admin under the guidance of the Chief Pilot.
All aircraft related training for nurses will be recorded in the nurses training record
using the documents in this manual.
An aircrew training record shall contain the following sections:
a) Personal details
b) Performance summary
c) License & Medical
d) Command instrument rating
e) Proficiency Base/Sim Checks
f) Line/Route Checks
g) Emergency Procedures & Equipment Checks
h) Remedial training
i) Approvals
j) Other training

7.1.1 Storage of Records

All documents relating to the Training and Checking of company aircrew are to be
stored in aircrew training records. These documents are to be retained for at least 3
years.
Aircrew training records are confidential and shall be stored in a lockable filing cabinet
under the control of the Fleet Manager or HoTC (if appointed). Only Training and
Checking staff shall have access to the filing cabinet.
A company pilot may only view his/her training record under the supervision of a
member of the Training and Checking staff.
7.1.2 Forms for checks and Training
Each flight check or Training course has its own form for recording performance. These
forms are contained within Annex Dfor each flight check or Training course.
These forms must be used by Training and Checking staff.
The purpose of these forms is to document:
a) What training or checking has been undertaken,
b) How the trainee or candidate performed
c) weak areas and remidies (if known) so that:
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 the candidate or trainee may better focus his/her study, and
 other staff members may assist in remedial training,

Any other additional paperwork related to a particular company pilot (Eg training file
trend analysis, or Training plans etc) should also be included in a company pilot’s
aircrew training record.
Paperwork attached to a company pilot’s aircrew training record must be numbered
with the company pilot’s initials, the section of their aircrew training record, and the folio
number (Eg. DW-9-12 would be the 12th folio in the Approval section of David Wards
Aircrew training record).
7.1.3 Forms for aircrew training records
a) Personal particulars form
b) Aircrew induction training form
c) Aircrew summary of performance form
d) Remedial training summary form
e) Approvals summary form
f) Crew Member Emergency Procedures Proficiency Test and Certificate of
Proficiency (Emergency Procedures Proficiency Check (Form CF 3001)
i. To be completed by Training and Checking pilots after initial and recurrent
emergency procedures and equipment checks for applicable aircraft types.
ii. To be kept on the individual pilot’s personal file.
g) Flight Proficiency Check (Form CF 3001)
i. To be completed by the Check Pilot after each six (6) monthly Base Check.
ii. To be kept in the pilot’s personal file.
h) Endorsement Certification
i. (Form CF 3002) shall be completed as a record of endorsement ground
training completed. Copies shall be kept on the pilot’s file.
i. (Form CF 3002) shall be completed as a record of endorsement flight
training.
ii. Copies shall be kept on the pilot’s file.

i) Check Captain Appointment (Form CF 3005)

i. Used for recommendation and internal approval of
Check/Training/Supervisory Captains.

7.1.4 Examination Material

Training and Checking Captains shall ensure that all blank company exam papers are
kept secure at all times.
Completed exam papers are stored in individual training records and as such pilots
must be supervised by Training and Checking staff whilst they read their files to
prevent copying.
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8.0 INSTRUCTOR GUIDES

8.1 Ground Training will be conducted in a private classroom provided by or for CareFlight.
Simulator Training will be conducted as follows;
a) In Ansett B200 simulator located at Essendon using a CareFlight or other
instructor approved by the Chief Pilot to instruct in accordance with the
CareFlight Training Syllabus.
b) In Lufttransport simulator located in Oslo, Norway using a CareFlight or other
instructor approved by the Chief Pilot to instruct in accordance with the
CareFlight Training Syllabus.
c) In Flight Safety simulator located in USA using an instructor approved by the
Chief Pilot to instruct in accordance with the Flight Safety approved Syllabus.

8.2 An element of ground training will occur during most training courses. The
requirements for ground training will be specified on the applicable syllabus.

8.3 The HoTC is required to develop and maintain an instructor guide for Training and
Checking staff that covers all checks and all training courses conducted by Careflight’s
Training and Checking organisation.
The instructor guide will be stored on the CareFlight Intranet so that it will be available
to staff at all times.
At the conclusion of all Training and Checking events, instructors are to submit the
following material to the HoTC for possible inclusion in the Instructor Guide:
a) Preflight briefing material
b) Order of training
c) Simulator settings
d) Use of Demo, Direct & Monitor
e) Key words used
f) Simulated emergencies
g) Gotchas
h) Lessons learnt
Prior to all Training and Checking events, T&C Captains must consult the Instructor
Guide for any guidance or assistance it may offer.
T&C captains should follow the guidance contained in the instructor guide as it reflects
the experience of “those who have gone before” but are not constrained to do so. T&C
Captains should point out intended deviations from the instructor guide when
consulting the HoTC for preflight authorisation.
.

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9.0 FLIGHT SIMULATORS

9.1 GENERAL
Simulators offer Training and Checking organisations the opportunity to train and check
their pilots on most emergency situations that they are likely to encounter in a real
aircraft whilst keeping them perfectly safe. These events can be treated realistically
with full manipulation of all aircraft controls, engine and electrical for example during an
engine failure. During an artificially created operational scenario in the aircraft the
Training and Checking Captain will need to more fully supervise the flying pilot’s
actions to ensure a “real” engine shutdown does not occur due to inadvertent/incorrect
trainee actions and lapses in supervision by the Training and Checking Captain.

Accordingly, CareFlight training and checking functions will attempt in the first instance
to conduct any critical malfunctions training and checking in a Full Flight Simulator.
Line training is exempt this requirement.

9.2 ANSETT B200 AND LUFTTRANSPORT FLIGHT SIMULATORS

Careflight’s Training and Checking organisaton may utilise the Ansett B200 Simulator
in Melbourne.Training and Checking in the simulator will be delivered and assessed by
CareFlight’s training and checking captains or by other suitably qualified and
authorised instructors approved by the Chief Pilot to instruct in accordance with the
CareFlight Training Syllabus.
9.2.1 Simulator capabilities
The Ansett simulator is approved by CASA for:
a) all proficiency check items except the circling approach, bad weather circuit, and
day landings,
b) all endorsement sequences except circuits,
c) all Intrument rating sequences except the circling approach and RNAV
approaches, and
d) all night route check requirements.
The LuftTransport and Flight Safety Simulators are Level D and JAA/FAA approved for;
e) all proficiency check items including the circling approach, bad weather circuit,
and day landings,
f) all endorsement sequences,
g) all Intrument rating sequences including the circling approach and RNAV
approaches, and
h) all night route check requirements.

The Flight Safety simulators can be pre-configured to aircraft serial number and GPS
configuration.

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9.2.2 Simulator instructors
Careflight’s simulator Training and Checking captains will conduct Training and
Checking of Careflight pilots.
AOCM para 7.12.3.1.1.1 states that the conduct of Training and Checking in aircraft
and in simulators is sufficiently dissimilar to require separate approvals for each
vehicle. Accordingly, a pilot competency in one does not automatically imply
competency in the other. As such, the approval to act as a check or training captain
must be limited to the vehicle used in the demonstration—that is:
a) Approval as a check or training captain on a particular aircraft type does not
extend to a simulator for that type
b) check or training approval on one aircraft type does not extend to check or
training approval on another aircraft type (also true for simulators representing
different aircraft types)
c) In the case of simulators, check or training approval on one device representing a
particular aircraft type as built by one manufacturer does not extend to another
simulator manufacturer’s version of the same aircraft type.
As a result of this requirement, Careflight’s Training and Checking organisation will
train Training and Checking captains to operate both the simulator and the aircraft.

9.3 SIMULATOR TRAINING AND CHECKING CAPTAINS

9.3.1 CASA Requirements
Simulator Training and Checking captains require a CAR 5.20 approval from CASA in
order to conduct flying training for the issue of a flight crew rating (MECIR) in a
simulator.
Simulator Training and Checking captains require a CAR 5.21 approval from CASA in
order to conduct aircraft conversion/endorsement training in a simulator.
9.3.2 Careflight requirements
All Careflight level 2 Training and Checking captains will undertake training to become
CAR 5.20 Simulator Training and Checking captains.
All Careflight level 1 Training and Checking captains will undertake training to become
CAR 5.21 Simulator Training and Checking captains.
9.3.3 Training requirements
Simulator Training and Checking captains need to complete the following training:
a) Be trained in the operation of the simulator instructor panel and safety equipment
by the chief pilot, their delegate or an approved person.
b) Observe a minimum of one training session conducted by an approved person for
each sequence that an approval is sought.
c) Conduct a minimum of two training sessions under supervision and be observed
to be proficient by the chief pilot, their delegate or an approved person.
The chief pilot may vary the training requirements if the candidate has previous
simulator Training and Checking experience.

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9.3.4 Approval process
For check captains to be approved for simulator Training and Checking they need to
have completed the training listed above.
For instructors requiring 5.21 approval CASA would be required to observe a session
or sessions to qualify the candidate for approval.
9.3.5 Currency requirements
Simulator Training and Checking captains must have completed one simulator training
session in the previous six months to remain current.
Failure to maintain this currency will result in the simulator Training and Checking
captains requiring a check flight in the right seat and at the instructor console with a
current simulator Training and Checking captain.

9.4 SIMULATOR USAGE POLICY

The LuftTransport Flight Simulator is configured with a ProLine 21 Cockpit. Prior to a
CareFlight pilot completing any training or checks in this simulator they must have
completed a ProLine 21 course.
Flight Safety simulators can be preconfigured to the appropriate aircraft serial number.
Any differences are cosmetic in nature and will not have any bearing on the pilot’s
performance or expected outcomes.
The Ansett B200 simulator and Careflight’s aircraft differ significantly in terms of cockpit
layout, operating procedures and performance. The following table outlines the
differences and details the policy to manage these differences in order to maintain
effective Training and Checking.

Difference Policy
The aircraft has an EFIS Attitude and None of the simulator training or checking
Direction Indicator (EADI) whereas the packages require the trainee to utilize
simulator has an analog one. The basic information that is exclusively available on
information displayed by each the EADI. This will not have a bearing on
instrument is essentially the same. The simulator training. No policy is required.
EADI displays additional information like
Radar altitude, Flight director modes,
Autopilot status, Yaw damper status,
glidepath and localizer.

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The aircraft has an EFIS Horizontal None of the simulator training or checking
Situation Indicator (EHSI) whereas the packages require the trainee to utilize
simulator has an analog one. The basic information that is exclusively available on
information displayed by each the EHSI. This will not have a bearing on
instrument is essentially the same. The simulator training. No policy is required.
EHSI displays additional information like
Radar, routing, waypoints, navaid
needles, GS, distance, Time,
groundspeed, etc.

The aircraft has an EFIS Multi-Function None of the simulator training or checking
Display (MFD) whereas the simulator packages require the trainee to utilize
has a simple radar display. The EHSI information that is exclusively available on
displays additional information like the MFD. Therefore this will not have a
navigational waypoints, routing, radials, bearing on simulator usage. No policy is
weather, terrain, Air Data, . required.

The aircraft flight director is different In the simulator the trainee shall select the
to the one in the simulator. They have most appropriate and suitable simulator
similar but not identical modes. flight director mode.
After each selection in the simulator and
aircraft, the pilot is to verbalise:
“Auto pilot, Yaw damper” (to confirm they
are on), [Horizontal mode] (to confirm the
correct mode), [Vertical mode], (to confirm
the correct mode), ALT Arm (to confirm it
is armed), for Flight level [XYZ] (to confirm
it is set correctly).”

The aircraft auto pilot is different to The trainee shall select the most
the one in the simulator. They have appropriate and suitable simulator
similar but not identical modes. autopilot mode.

The audio panel in the simulator has The audio panel differences will not have a
an Auto function that allows the pilot to bearing on simulator training. No policy is
hear the same radio that he is required.
transmitting on. This Auto function is not
on the aircraft.

The aircraft power levers have a flight In the simulator, if the trainee wants
idle stop, a ground idle stop and a max reverse thrust then they shall say “double
reverse stop whereas the simulator lift” while they select reverse otherwise
has a single idle stop and a max their selection will be assessed as ground
reverse stop. fine by the check or training captain.

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The oxygen system controls are The instructor is to pre-brief the trainee on
located in the simulator cockpit ceiling the location of the controls in the simulator
whereas they are located either side of and aircraft.
the throttle quadrant in the aircraft.
The trainee is to utilize the simulator
controls but state the location and use of
the controls in the aircraft.

The engine anti-ice controls are The instructor is to pre-brief the trainee on
located under the simulator control the location of the controls in the simulator
yoke in the simulator whereas they are and aircraft.
located above the pilots left knee in
The trainee is to utilize the simulator
the aircraft.
controls but state the location and use of
the controls in the aircraft.

The aircraft has -42 engines whilst the In the simulator, the trainee shall set the
simulator has -41 engines. The power power settings applicable to the aircraft
settings produce the same then make adjustments as required to
performance. achieve the desired performance.

During start emergency procedures, the

trainee shall use the decals on the gauge
to determine engine limits but the time
limits that are applicable to the aircraft.

The aircraft is not fitted with engine In the simulator, the trainee shall use the
fire extinguishers but the simulator fire extinguishers in accordance with the
is. appropriate checklist.

The aircraft flap selector can select In the simulator, the trainee shall select
flap up to approach by a single action flap fully up then when it has reached the
whereas the simulator requires the approach position move the lever to the
flaps to be selected fully up then when Approach position.
it has reached the approach position
Errors in this procedure shall be rebriefed
move the lever to the Approach
and reflown without penalty.
position.

Careflight aircraft are late model In the simulator, the normal, abnormal and
B200’s with Raisbeck modifications. emergency aircraft checklists are to be
The simulator is an early model B200. used not the simulator checklists.
The normal, abnormal and
emergency aircraft checklists are
different between the two models.

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The cockpit configuration and If a switch is missing in the simulator that
instrumentation layout are significantly is present in the aircraft, the trainee shall
different. verbalise the pretend activation of the
switch.
If a switch is in a different location in the
simulator, the trainee should attempt first
to find it in the aircraft location then find it
and select it in the simulator.

The aircraft utilizes the MFD to In the simulator the careflight A5 paper
process the normal checklist checklist is to be utilized for all normal
whereas this is not possible in the checklists.
simulator.

The internal lighting systems and The instructor is to pre-brief the trainee on
switching is different between the the use of internal lighting in the simulator
aircraft and simulator prior to any simulator session.

The instructor is to pre-brief the trainee on

the use of internal lighting in the aircraft
prior to any aircraft night flying session that
follows a simulator program.

The aircraft oxygen masks use The instructor is to pre-brief the technique
oxygen pressure to inflate an elastic to don and use the simulator oxygen mask.
mask support whereas the simulator In the simulator the trainee is to utilize the
has a mechanical mask support. oxygen mask donning technique required
by the simulator.

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The normal & emergency airspeeds In the simulator the trainee should fly the
for the Aircraft are different to the normal & emergency airspeeds for the
normal & emergency airspeeds for the aircraft. Some of these airspeeds are
Simulator. outlined on the aircraft weight cards which
are to be used in the simulator.

Vmca exercises. The instructor is to elicit

the Vmca speeds for the aircraft but are
then to point out that there will be a
different speed in the simulator. Emphasis
in the simulator is to be on Vmca
recognition using the simulator provided
cues not on the airspeed.

Stalling exercises. The instructor is to elicit

the stall speeds for the aircraft but are then
to point out that there will be a different
speeds in the simulator. Emphasis in the
simulator is to be on stall recognition using
the simulator provided cues not on the
airspeed.

The aircraft and simulator have In the simulator, the trainee should accept
significantly different performance in whatever performance is evident and act
almost every regard. accordingly.

9.5 THE PSYCHOLOGY OF SIMULATORS

Full flight simulators have proved to be a successful tool in the training and checking of
flight crews. However it is important that all Simulator Instructors and Check Captains
fully understand the physiological and psychological limitations of simulated flight in the
training and checking environment.
There are some physical limitations to the motion system. The basic reason for this
limitation is that the simulator requires a tilting movement to create the necessary ‘G’
forces that simulate motion feeling. After each tilt the simulator washes out to a neutral
position before applying the next tilt. In some cases, as in rapidly applied stabbing
brake movement, the simulator is unable to neutralise before application of the next ‘G’
force. Consequently, be aware that under certain conditions some motion sensations
may not be as expected.
A major shortcoming of using simulators in training and checking programmes is not
understanding the psychological effect a poorly conducted session may have on the
trainee. It is therefore important that simulator instructors have full appreciation of what
they are asking and expect of the trainee and not create unrealistic or overload
situations. Simulator Instructors and Check Captains need to be constantly vigilant in
this regard, taking care to note possible onset of psychological symptoms related to
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trainee overload. Consequently, only necessary items, as required by CASA and
listed in the CAO’s, should be covered in the design and conduct of flight proficiency
checks. Theoretical exercises, including multiple unrelated failures, should be limited
to simulator training sessions. A possible repercussion of an unrealistic request or a
requirement for an untrained manoeuvre during a flight proficiency check is an
unsatisfactory performance resulting in failure. This could have a psychological effect
on the trainee requiring expensive follow up retraining and further checking.

9.6 SIMULATOR FLIGHT CHECKS

The Instrument Rating Renewal and Proficiency Checks will normally be conducted in
the simulator. All items of the Instrument Rating Test and/or Proficiency Check which
can not be completed in the simulator would need to be completed in the aircraft.
All flight checks in the simulator will be carried out in accordance with the CareFlight
operations manual.
A 2 hour session should be programed for each check.
The simulator is to be serviceable for all checks which are required by legislation. The
visual system must be serviceable for certain tests that require its use. The check pilot
must ensure that the simulator is serviceable for the applicable task before leaving
home base to travel to the simulator and before commencing the check session in the
simulator.
While training and checking is taking place in the simulator, it is important to maintain
as much realism as possible. In order to achieve this a headset is to be worn and
normal and correct R/T phraseology should be used along with realistic weather
scenarios. The use of simulator freeze and resets should be kept to a minimum, and
the instructor’s presence should be as unobtrusive as possible.
The visibility/RVR and cloud base passed to the crew should be chosen by the check
captain to create a scenario in which a particular technique or approach shall be
chosen by the candidate. The visibility/RVR and cloud base set by the check captain
should also be chosen in order to achieve a particular response i.e. Go-Around or
Landing.

9.7 AIRCRAFT ENDORSEMENTS

Aircraft endorsements using the simulator must be completed in accordance with the
syllabus contained in Annex A by level 1 Training and Checking captains who are
authorised to conduct such renewals by CASA.
Any syllabus items which can not be completed in the simulator must be completed in
the aircraft by a Training and Checking captain approved by CASA to do so.

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10.0 SYNTHETIC TRAINERS

(Reserved)

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