INTERGLOBE AVIATION LTD

SUPERVISED LINE FLYING (RHS) – FIRST OFFICER

Date__________________ Total Sectors______ PF _____ PM ____

Name of Trainee__________________________ Name of TRI-A / LTC___________________

Flight Sectors__________________________ Cumulative Hours__________________

REPORTING TIME/ON BOARD TIME : HRS / : HRS

DOCUMENTATION
FLIGHT RELEASE S/N
TECHNICAL STATUS S/N
WEATHER- SIGMET/TAF/METAR S/N
NOTAMS S/N
CFP ROUTE CROSS CHECK & REVIEW S/N
FUEL REQUIREMENTS(TANKERING) S/N
ON BOARD DOCUMENTS S/N
SAFETY EXTERIOR INSPECTION S/N
PRELIMENARY COCKPIT S/N
PREPARATION
EXTERIOR INSPECTION S/N

FLIGHT PHASE
PRE DEP / TAKE OFF / CLIMB CRZ /
DES / APP AND / TAXI
PERFORMANCE MARKER

PERFORMANCE MARKER 1 2 3 4 5

1. APPLICATION OF PROCEDURES

PERFORMANCE MARKER 1 2 3 4 5

2. COMMUNICATIONS

PERFORMANCE MARKER 1 2 3 4 5

3. FLIGHT PATH MANAGEMENT,

AUTOMATION

PERFORMANCE MARKER 1 2 3 4 5

4. FLIGHT PATH MANAGEMENT,

MANUAL CONTROL

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PERFORMANCE MARKER 1 2 3 4 5

5. KNOWLEDGE

PERFORMANCE MARKER 1 2 3 4 5

6. LEADERSHIP AND TEAMWORK

PERFORMANCE MARKER 1 2 3 4 5

7. PROBLEM SOLVING AND

DECISION MAKING

PERFORMANCE MARKER 1 2 3 4 5

8. SITUATION AWARENESS

PERFORMANCE MARKER 1 2 3 4 5

9. WORKLOAD MANAGEMENT

NORMAL PROGRESS
NEEDS EXTRA TRAINING

SAFETY PILOT  REQUIRED  NOT REQUIRED Trainees Signature:

COMMENTS:-

Trainers (TRI-A / LTC) Name & Signature

Name:

Signature:

MANDATORY  THIS WILL BE RESPONSIBILITY OF THE TRAINEE TO SCAN & E-MAIL REPORT AFTER
EVERY FLIGHT TO [email protected]

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THE 9 AIRBUS COMPETENCIES AND THE PERFORMANCE INDICATORS:

- Follows SOP’s unless a higher degree of safety

dictates otherwise
Identifies and applies - Identifies and applies all operating instructions in a
procedures in accordance timely manner
Application of with published operating - Correctly uses aircraft systems, controls and
Procedures instructions and applicable instruments
regulations, using the - Safely manages the aircraft to achieve best value for
appropriate knowledge. the operation, including fuel, the environment,
passenger comfort and punctuality
- Identifies the source of operating instructions
- Knows what, how, where, when, how much and with
whom he or she needs to communicate
- Ensures the recipient is ready and able to receive the
information
- Conveys messages and information clearly,
accurately, timely and adequately
Demonstrates effective - Confirms that the recipient correctly understands
oral, non-verbal and important information
Communication
written communications, in - Listens actively, patiently and demonstrates
normal and non-normal understanding when receiving information
situations. - Asks relevant and effective questions, and offers
suggestions
- Uses appropriate body language, eye contact and
tone, and correctly interprets non-verbal
communication of others
- Is receptive to other people’s views and is willing to
compromise
- Controls the aircraft using automation with accuracy
and smoothness as appropriate to the situation
- Detects deviations from the desired aircraft trajectory
and takes appropriate action
- Contains the aircraft within the normal flight envelope
Controls the aircraft flight - Manages the flight path to achieve optimum
Aircraft Flight
path through automation, operational performance
Path
including appropriate use of - Maintains the desired flight path during flight using
Management,
flight management automation whilst managing other tasks and
automation
system(s) and guidance. distractions
- Selects appropriate level and mode of automation in
a timely manner considering phase of flight and
workload
- Effectively monitors automation, including
engagement and automatic mode transitions

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- Controls the aircraft manually with accuracy and

smoothness as appropriate to the situation
- Detects deviations from the desired aircraft trajectory
and takes appropriate action
- Contains the aircraft within the normal flight envelope
Controls the aircraft flight
- Controls the aircraft safely using only the relationship
path
Aircraft Flight between aircraft attitude, speed and thrust
through manual flight,
Path - Manages the flight path to achieve optimum
including appropriate use
Management, operational performance
of flight management
manual control - Maintains the desired flight path during manual flight
system(s) and flight
whilst managing other tasks and distractions
guidance systems.
- Selects appropriate level and mode of flight guidance
systems in a timely manner considering phase of
flight and workload
- Effectively monitors flight guidance systems including
engagement and automatic mode transitions
- Demonstrates practical and applicable knowledge of
limitations and systems and their interaction
- Demonstrates requi red knowledge of published
operating instructions
Demonstrates knowledge - Demonstrates knowledge of the physical
and understanding of environment, the air traffic environment including
relevant information, routings, weather, airports and the operational
Knowledge
operating instructions, infrastructure.
aircraft systems and the - Demonstrates appropriate knowledge of applicable
operating environment legislation
- Knows where to source required information
- Demonstrates a positive interest in acquiring
knowledge
- Is able to apply knowledge effectively
- Understands and agrees with the crew’s roles and
objectives
- Is approachable, enthusiastic, motivating and
considerate of others
- Uses initiative, gives direction and takes
responsibility when required
- Anticipates other crew members’ needs and carries
Demonstrates effective out instructions when directed
Leadership and leadership and team - Is open and honest about thoughts, concerns and
Teamwork working. intentions
- Gives and receives both criticism and praises well,
and admits mistakes
- Confidently says and does what is important for
safety
- Demonstrates empathy, respect and tolerance for
other people
- Involves others in planning and allocates activities
fairly and appropriately to abilities

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- Identifies and verifies why things have gone wrong

and does not jump to conclusions or make
uninformed assumptions
- Seeks accurate and adequate information from
appropriate sources
- Perseveres in working through a problem without
Accurately identifies risks
Problem reducing safety
and resolves problems.
Solving and - Uses appropriate, agreed and timely decision-making
Uses the appropriate
Decision processes
decision-making
Making - Applies essential and desirable criteria and prioritizes
processes.
- Considers as many options as practicable
- Makes decisions when needed, reviews and changes
them if required
- Considers risks but does not take unnecessary risks
- Improvises appropriately when faced with unforeseen
circumstances to achieve the safest outcome
- Is aware of the state of the aircraft and its systems
Perceives and
- Is aware of where the aircraft is and its environment
comprehends
- Keeps track of time and fuel
all of the relevant
- Is aware of the condition of people involved in the
Situation information available and
operation including passengers
Awareness anticipates what could
- Develops “what if” scenarios and plans for
happen that may affect the
contingencies
operation.
- Identifies threats to the safety of the aircraft and
people, and takes appropriate action
- Is calm, relaxed, careful and not impulsive
- Plans, Prepares, prioritizes and schedules tasks
effectively
Managing available
- Manages time efficiently when carrying out tasks
resources efficiently to
- Offers and accepts assistance, delegates when
Workload prioritize and perform tasks
necessary and asks for help early
Management in a timely manner under
- Reviews, monitors and cross-checks actions
all circumstances.
conscientiously
- Ensures tasks are completed
- Manages interruptions, distractions, variations and
failures effectively

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APPLICATION OF PROCEDURES

1. The pilot did not apply procedures correctly, by rarely demonstrating any of the
performance indicators when required, which resulted in an unsafe situation.

2. The pilot applied procedures at the minimum acceptable level, by only occasionally
demonstrating some of the performance indicators when required, but which overall did
not result in an unsafe situation.

3. The pilot applied procedures adequately, by regularly demonstrating most of the

performance indicators when required, which resulted in a safe operation.

4. The pilot applied procedures effectively, by regularly demonstrating all of the

performance indicators when required, which enhanced safety.

5. The pilot applied procedures in an exemplary manner, by always demonstrating all of

the performance indicators when required, which significantly enhanced safety
effectiveness and efficiency.

COMMUNICATIONS

1. The pilot did not communicate effectively, by rarely demonstrating any of the
performance indicators when required, which resulted in an unsafe situation.

2. The pilot communicated at the minimum acceptable level, by only occasionally

demonstrating some of the performance indicators when required, but which overall did
not result in an unsafe situation.

3. The pilot communicated adequately, by regularly demonstrating most of the

performance indicators when required, which resulted in a safe operation.

4. The pilot communicated effectively, by regularly demonstrating all of the performance

indicators when required, which enhanced safety.

5. The pilot communicated in an exemplary manner, by always demonstrating all of the

performance indicators when required, which significantly enhanced safety
effectiveness and efficiency.

FLIGHT PATH MANAGEMENT, AUTOMATION

1. The pilot did not manage the automation effectively, by rarely demonstrating any of the
performance indicators when required, which resulted in an unsafe situation.

2. The pilot managed the automation at the minimum acceptable level, by only
occasionally demonstrating some of the performance indicators when required, but
which overall did not result in an unsafe situation.

3. The pilot managed the automation adequately, by regularly demonstrating most of the
performance indicators when required, which resulted in a safe operation.

4. The pilot managed the automation effectively, by regularly demonstrating all of the
performance indicators when required, which enhanced safety.

5. The pilot managed the automation in an exemplary manner, by always demonstrating

all of the performance indicators when required, which significantly enhanced safety
effectiveness and efficiency.

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 INTERGLOBE AVIATION LTD

FLIGHT PATH MANAGEMENT, MANUAL CONTROL

1. The pilot did not control the aircraft effectively, by rarely demonstrating any of the
performance indicators when required, which resulted in an unsafe situation.

2. The pilot controlled the aircraft at the minimum acceptable level, by only occasionally
demonstrating some of the performance indicators when required, but which overall did
not result in an unsafe situation.

3. The pilot controlled the aircraft adequately, by regularly demonstrating most of the
performance indicators when required, which resulted in a safe operation.

4. The pilot controlled the aircraft effectively, by regularly demonstrating all of the
performance indicators when required, which enhanced safety.

5. The pilot controlled the aircraft in an exemplary manner, by always demonstrating all of
the performance indicators when required, which significantly enhanced safety
effectiveness and efficiency.

KNOWLEDGE

1. The pilot did not have adequate knowledge, by rarely demonstrating any of the
performance indicators when required, which resulted in an unsafe situation.

2. The pilot had knowledge of a minimum acceptable level, by only occasionally

demonstrating some of the performance indicators when required, but which overall did
not result in an unsafe situation.

3. The pilot had adequate knowledge, by regularly demonstrating most of the

performance indicators when required, which resulted in a safe operation.

4. The pilot had good knowledge, by regularly demonstrating all of the performance
indicators when required, which enhanced safety.

5. The pilot had exemplary knowledge, by always demonstrating all of the performance
indicators when required, which significantly enhanced safety, effectiveness and
efficiency.

LEADERSHIP AND TEAMWORKING

1. The pilot did not lead or work as a team member effectively, by rarely demonstrating
any of the performance indicators when required, which resulted in an unsafe situation.

2. The pilot led and worked as a team member at the minimum acceptable level, by only
occasionally demonstrating some of the performance indicators when required, but
which overall did not result in an unsafe situation.

3. The pilot led and worked as a team member adequately, by regularly demonstrating
most of the performance indicators when required, which resulted in a safe operation.

4. The pilot led and worked as a team member effectively, by regularly demonstrating all
of the performance indicators when required, which enhanced safety.

5. The pilot led and worked as a team member in an exemplary manner, by always
demonstrating all of the performance indicators when required, which significantly
enhanced safety, effectiveness and efficiency.

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PROBLEM SOLVING AND DECISION MAKING

1. The pilot did not solve problems or make decisions effectively, by rarely demonstrating
any of the performance indicators when required, which resulted in an unsafe situation.

2. The pilot solved problems and made decisions at the minimum acceptable level, by
only occasionally demonstrating some of the performance indicators when required,
but which overall did not result in an unsafe situation.

3. The pilot solved problems and made decisions adequately, by regularly demonstrating
most of the performance indicators when required, which resulted in a safe operation.

4. The pilot solved problems and made decisions effectively, by regularly demonstrating
all of the performance indicators when required, which enhanced safety.

5. The pilot solved problems and made decisions in an exemplary manner, by always
demonstrating all of the performance indicators when required, which significantly
enhanced safety effectiveness and efficiency.

SITUATION AWARENESS

1. The pilot’s situation awareness was not adequate, by rarely demonstrating any of the
performance indicators when required, which resulted in an unsafe situation.

2. The pilot’s situation awareness was at the minimum acceptable level, by only
occasionally demonstrating some of the performance indicators when required, but
which overall did not result in an unsafe situation.

3. The pilot’s situation awareness was adequate, by regularly demonstrating most of the
performance indicators when required, which resulted in a safe operation.

4. The pilot’s situation awareness was good, by regularly demonstrating all of the
performance indicators when required, which enhanced safety.

5. The pilot’s situation awareness was exemplary; all performance indicators always
demonstrated when required, which significantly enhanced safety, effectiveness and
efficiency

WORKLOAD MANAGEMENT

1. The pilot did not manage the workload effectively, by rarely demonstrating any of the
performance indicators when required, which resulted in an unsafe situation.

2. The pilot managed the workload at the minimum acceptable level, by only occasionally
demonstrating some of the performance indicators when required, but which overall did
not result in an unsafe situation.

3. The pilot managed the workload adequately, by regularly demonstrating most of the
performance indicators when required, which resulted in a safe operation.

4. The pilot managed the workload effectively, by regularly demonstrating all of the
performance indicators when required, which enhanced safety.

5. The pilot managed the workload in an exemplary manner, by always demonstrating all
of the performance indicators when required, which significantly enhanced safety
effectiveness and efficiency.

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LINE TRAINING BRIEFING TOPIC – FIRST OFFICER

Goals and Objectives

At the end of the SLF’s the trainee First Officer will be able to:

1. Fly the aircraft with proficiency in IndiGo procedures.

2. Fly the aircraft using IndiGo operations manual and consistent with IndiGo philosophy.
3. Handle the aircraft in a smooth, safe and efficient manner.
4. Display traits of good airmanship, leadership and decision making.

Note:- ALL TOPICS MAY NOT BE COVERED INFLIGHT AND CAN BE DISCUSSED AND
COVERED ON GROUND. POST FLIGHT DEBRIEFING MUST BE DONE.

TOPIC DATE Training

Capt. Sign

NAME OF TRAINEE PILOT: _________________________

1. Preflight Documentation and Fuel Tankering.

 Understanding of weather and prognostic charts
 Fuel planning
 Company policy on fuel tankering (effect of increase or decrease in
ZFW, direct routing expected)
 Calculation of MTOW using EFB and RTOW charts
 Understanding of each item of CFP

2. Flight and Jeppesen Documentation / Charts.

 Knowledge of mandatory documents on board
 Knowledge of all the approvals (AOP)
 Techlog Understanding
 EFB set up (Layer3 / Jepp and EFB version) including MEL if any
 Discussion on contents of L&T and checking L&T for gross error
 Clear understanding of SID / Enroute / STAR / Appch charts

3. External Inspection with FCOM References

4. Seat Adjustment and Emergency Equipment.

 Importance of correct seating position / Arm Rest / Rudder pedals
for T/O and Landing, specially for LVO.
 Ensuring serviceability and usage of emergency equipment
 Cockpit window operations
 How to use dead bolt for cockpit door
 Cabin Emergency Equipment - LOPA

5. Aircraft Operating Limitations

 Discussion on IndiGo and Airbus limitations

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TOPIC DATE Training

Capt. Sign

NAME OF TRAINEE PILOT: _________________________

6. Operations Manual: Part A

 Conditions to commence or continue approach
 Handling unruly passengers
 Handling Medical Emergencies on board

7. Operations Manual Part B

 Normal Procedures
 Abnormal & Emergency Procedures

8. Operations Notice 4 series

 Adherence to SOPs
 Emphasis on Standard Callouts
 Task Sharing

9. ECAM handling philosophy and decision making (use of FORDEC)

 Emphasis on Airbus Golden Rules, then calling for ECAM
handling procedures.
 ECAM handling philosophy and use of QRH summaries with
reference to FCTM.

10. Use of MEL

 Discussion on preamble.
 ECAM Flowchart for Dispatch criteria.
 Actual and False Alerts.
 Applicability of the MEL.

11. Engine Failure In Cruise

 Initial Actions.
 Strategy to be followed.
 LRC / Obstacle Ceilings.
 Alternate decision making.
 Re-engagement of auto thrust.

12. Emergency Descent

 Review Memory items.
 Usage of oxygen masks / stowage.
 Failures that could lead to decompression.
 Callouts and Task Sharing.
 Things to be considered after reaching safe altitude.
 Differences between Rapid / Emergency Descent – Conditions
Governing.

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TOPIC DATE Training

Capt. Sign

NAME OF TRAINEE PILOT: _________________________

13. Interaction with Automation and Mode reversions.

 Auto thrust modes and protections
 Mode reversions
 Importance of FMA and detailed discussion on FMGS
 Implementation of Automation Policy

14. Effect of wrong ZFW / C.G. & Forward and Aft C.G.
 Threats caused due to wrong ZFW feeding.
 Difference between FMGC and FAC computed ZFW.
 Effects of FWD and AFT CG on handling, performance & fuel.
 Company policy on L & T Data sharing as per Ops Notice 4 series

15. Lost Communication & Radio Telephony procedure

 ICAO procedure in case of Lost COMM from Take-off to Landing.
 State rules or Airport specific procedures in case of Lost COMM.
 Usage of ACARS in case of Lost COMM.
 Expected Cruise Level to Fly.

16. RVSM and Contingency Procedures

 Concept and advantages of RVSM.
 Weather deviation in RVSM airspace (non-radar environment).
 Inflight Contingency Procedures.
 Equipment required for RVSM.

17. Operations Manual Part A

 Company Fuel Policy
 Minimum and May Day Fuel
 Usage of Contingency and Extra Fuel
 MDF
 Discuss Fuel leak as per QRH
 Filling of Fuel chit.

18. Standard call outs

 Discuss Airbus and Company (Ops Notice Series 4) Standard
Call outs – Normal & Abnormal

19. Crew Resource and Flight Deck management
 Discuss importance of CRM
 Responsibility of each crew member in case of approach not
stabilized by 1000 feet for IFR or 500 feet for visual approach.
 Etiquettes and Hygiene, stowage of bags.
 Importance of following SOPs for better Flight Deck Management.

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TOPIC DATE Training

Capt. Sign

NAME OF TRAINEE PILOT: _________________________

20. QRH, Normal & Abnormal ALD and V Approach calculation.

 V Approach and ALD calculations from EFB and QRH, with /
without failures.
 Applicability of company safety margins.

21. QRH review

 Review various sections of QRH (COMP RESET, ADV, OPS
DATA, etc.).
 Awareness of 49VU and 121VU CB panels
 QRH OEBs and how they are different from FCOM.
 Review of Inflight performance.

22. Memory Items

 Detailed and clear understanding of each and every memory
item with reference to the FCOM and FCTM.
 Standard call outs for memory items.

23. Diversion from enroute / destination

 The factors to be considered for enroute diversion
 Suitable Airfield
 Weather
 ALD
 Fuel Reserves
 Coordination with company, etc.
 MDF and usage of extra fuel.
 Closest Airport and usage of ETP function for SA.
 How to change destination alternate and associated fuel
planning and effect of ENABLE ALTN on flight plan.
 Ops Notice 2A (on Ground / Air Turn backs)

24. Adverse Weather / Monsoon Operations / Windshear

 Discussions on latest AWO CAR and Company policies on AWO.
 Weather avoidance and usage of different weather radar installed
(Ops Notice 10).
 Discussion on visibility, aquaplaning, slippery runway and taxi
ways etc.
 Understanding of the usage of CONFIG FULL and medium AUTO
BRAKES during heavy rains.(Ops Notice 04 series)
 Discussion on WINDSHEAR and WINDSHEAR AHEAD
 Illusions and significance of Instrument flying.
 Review colored minima folders / CMV, LVTO, etc.

25. Smoke in Cruise

 Discuss various types of smokes and threats.
 Review Smoke and Removal of Smoke Checklist from QRH.
 Review importance of effective communication between Cockpit
and Cabin.

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TOPIC DATE Training

Capt. Sign

NAME OF TRAINEE PILOT: _________________________

26. Visual Illusions

 Discussion on various kinds of illusions with reference to the
Ops Manual and its mitigating methods
 Black Hole effect.
 Importance of Instrument Flying.

27. Operations Manual:

 Parameters and thresholds for a stabilized approach in precision
and NPA.
 Difference between Early Stabilized and Decelerated Approach.
 STD Deviation call outs.
 Emphasis on go around in case of un-stabilized approach.
 Company policy after 02 GA’s in case of marginal weather.
 Landing Technique – Long Float / Deep Touch Down
 Energy Management at Approach : Delayed Descent
 Energy Arc
 Track Miles required / Available
 Thumb Rule – DTG x 3 / Distance to decelerate
 Visual Circuit – Plan & Brief how to intercept off a route vector in.
 G/S from Above – When / How / Limits

28. Operations Manual Security Instructions

 Discussion on different levels of disruptive behavior
 Handling of unruly passenger / passengers.
 Difference between Hijack and Attempt to Hijack.
 Hijack Procedure as per Company policy including usage of
ACARS / 7500 report.
 Filing of ASRC
 DGCA CAR on Communicable Diseases

29. Operations Manual – Suspected Sabotage

 How to deal with Bomb Threat on Ground
 Company policy to deal with Bomb on Board and In Air.
 Review QRH Procedure for Bomb on Board.
 Usage of manual pressurization to control DIFF Pressure during
decent and approach.
 Anti Sabotage procedures in case of passenger offload on
ground.
 Discuss LRBL

TRAINEE NAME : __________________

SIGNATURE : ________________
LICENCE NO. _________________

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RECORD OF APPROACHES – FIRST OFFICER SLF

VISUAL MANAGED SELECTED FLAP 3 TRAINER SIGN

DATE
APP NPA NPA LDG

Note:- (a) PREFERRED LANDING IS CONFIG 3, PERFORMANCE PERMITTING.

(b) VISUAL APPROACHES TO BE CARRIED OUT, CONDITIONS PERMITTING.

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