Can EK captains fly in RHS or not?
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Can EK captains fly in RHS or not?
Guys, sorry, can someone explain the latest FCI's? Seems like the talking horse is back...why can't they write an FCI in plain and simple English?? 
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The Emirates answer is yes. The real answer is no. It helps to have a Rubber Stamping GCAA. Whatever EK wants EK gets the GCAA to sign off on. FACTORING!
I have never sat in the right seat and numerous Capts have not been in the right seat in over 5 years. How can that possible be safe?
Nothing will change until some incident or God forbide an accident happens then we are the lawyers number one witness.
I have never sat in the right seat and numerous Capts have not been in the right seat in over 5 years. How can that possible be safe?
Nothing will change until some incident or God forbide an accident happens then we are the lawyers number one witness.
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Nothing to do with the GCAA it is the same under JAR/EASA.
To operate in 'either' seat as PF for landing and take-off you need a RHS check. At cruise level, you have to be familiar with the emergency procedures from the RHS and be trained UNLESS the procedures are essentially the same from both sides due to the Systems used.
It is hard to justify the need to train TCAS, Emergency D etc just because you are sitting 4 feet right with a slightly different view of the AP panel and EFIS. iMO if as a Captain you really think you need training from a capability point of view (not just rostering) you probably shouldn't be sitting in either seat.
To operate in 'either' seat as PF for landing and take-off you need a RHS check. At cruise level, you have to be familiar with the emergency procedures from the RHS and be trained UNLESS the procedures are essentially the same from both sides due to the Systems used.
It is hard to justify the need to train TCAS, Emergency D etc just because you are sitting 4 feet right with a slightly different view of the AP panel and EFIS. iMO if as a Captain you really think you need training from a capability point of view (not just rostering) you probably shouldn't be sitting in either seat.
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Whistleblower
Can you please explain then, why an FO needs to be trained in all these things in the left seat, when they need to be qualified to augment?
Or are the Captains that much superior to the FO's......??
Can you please explain then, why an FO needs to be trained in all these things in the left seat, when they need to be qualified to augment?
Or are the Captains that much superior to the FO's......??
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Bogey, Commanders are superior to First Officers in LAW that is why they get the big bucks. Anyone with a P1 rating can do the duties of a P2 with POTENTIALLY a couple of training requirements. Now you probably were not talking about regulation but rather capability but the regs guide. LHS training has been done in the past but it is not a requirement. This is what EASA CARs says
Appendix 1 to CAR–OPS 1.940 In-flight relief of flight crew members
(a) A flight crew member may be relieved in flight of his duties at the controls by another suitably qualified flight crew member.
(b) Relief of the Commander
(1) The commander may delegate conduct of the flight to:
(i) Another qualified commander; or
(ii) For operations only above FL200, a pilot qualified as detailed in sub-paragraph
(c) below.
(c) Minimum requirements for a pilot relieving the commander
(1) Valid Airline Transport Pilot Licence;
(2) Conversion training and checking (including Type Rating training) as prescribed in
CAR–OPS 1.945;
(3) All recurrent training and checking as prescribed in CAR–OPS 1.965 and CAR-OPS 1.968; and
(4) Route competence qualification as prescribed in CAR–OPS 1.975. (d) Relief of the co-pilot
(1) The co-pilot may be relieved by:
(i) Another suitably qualified pilot; or
(ii) A cruise relief co-pilot qualified as detailed in sub-paragraph (e) below.
(e) Minimum requirements for Cruise Relief Co-Pilot
(1) Valid Commercial Pilot Licence with Instrument Rating;
(2) Conversion training and checking, including Type Rating training, as prescribed in CAR–OPS 1.945 except the requirement for take-off and landing training; blah, blah....
There is then a reg to do with operating in either seat, I will spare you the requirements for training captains operating as PF during take-off and landing. It says:
d) A pilot relieving the commander shall have demonstrated, concurrent with the operator proficiency checks prescribed in CAR-OPS 1.965(b), practice of drills and procedures which would not, normally, be the relieving pilot's responsibility. Where the differences between left and right seats are not significant (for example because of use of autopilot) then practice may be conducted in either seat.
(e) A pilot other than the commander occupying the left-hand seat shall demonstrate practice of drills and procedures, concurrent with the operator proficiency checks prescribed in CAR–OPS 1.965(b), which would otherwise have been the commander's responsibility acting as pilot non-flying. Where the differences between left and right seats are not significant (for example because of use of autopilot) then practice may be conducted in either seat.
The key bit is in the dodgy font, the practice during LPC in your normal seat suffices. Does that help?
Appendix 1 to CAR–OPS 1.940 In-flight relief of flight crew members
(a) A flight crew member may be relieved in flight of his duties at the controls by another suitably qualified flight crew member.
(b) Relief of the Commander
(1) The commander may delegate conduct of the flight to:
(i) Another qualified commander; or
(ii) For operations only above FL200, a pilot qualified as detailed in sub-paragraph
(c) below.
(c) Minimum requirements for a pilot relieving the commander
(1) Valid Airline Transport Pilot Licence;
(2) Conversion training and checking (including Type Rating training) as prescribed in
CAR–OPS 1.945;
(3) All recurrent training and checking as prescribed in CAR–OPS 1.965 and CAR-OPS 1.968; and
(4) Route competence qualification as prescribed in CAR–OPS 1.975. (d) Relief of the co-pilot
(1) The co-pilot may be relieved by:
(i) Another suitably qualified pilot; or
(ii) A cruise relief co-pilot qualified as detailed in sub-paragraph (e) below.
(e) Minimum requirements for Cruise Relief Co-Pilot
(1) Valid Commercial Pilot Licence with Instrument Rating;
(2) Conversion training and checking, including Type Rating training, as prescribed in CAR–OPS 1.945 except the requirement for take-off and landing training; blah, blah....
There is then a reg to do with operating in either seat, I will spare you the requirements for training captains operating as PF during take-off and landing. It says:
d) A pilot relieving the commander shall have demonstrated, concurrent with the operator proficiency checks prescribed in CAR-OPS 1.965(b), practice of drills and procedures which would not, normally, be the relieving pilot's responsibility. Where the differences between left and right seats are not significant (for example because of use of autopilot) then practice may be conducted in either seat.
(e) A pilot other than the commander occupying the left-hand seat shall demonstrate practice of drills and procedures, concurrent with the operator proficiency checks prescribed in CAR–OPS 1.965(b), which would otherwise have been the commander's responsibility acting as pilot non-flying. Where the differences between left and right seats are not significant (for example because of use of autopilot) then practice may be conducted in either seat.
The key bit is in the dodgy font, the practice during LPC in your normal seat suffices. Does that help?
