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Commission Implementing Regulation (EU) 2018/1974 of 14 December 2018 amending Regulation (EU) No 1178/2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EU) 2018/1139 of the European Parliament and of the Council (Text with EEA relevance)
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THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulation (EC) No 552/2004 and (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91(1), and in particular Article 23 thereof,
Whereas:
(1) Commission Regulation (EU) No 1178/2011(2) lays down technical requirements for the certification of flight simulation training devices, the certification of pilots involved in the operation of certain aircraft, and the certification of persons and organisations involved in the pilot training, testing and checking.
(2) Since the last decade, aeroplane upset or loss of control have been identified among the major risk factors that could lead to fatal accidents in commercial air transport operations and its prevention became a strategic priority in Europe(3) and at a global level. This included new training requirements to better prepare pilots for adverse situations of aircraft upset and loss of control.
(3) By Commission Regulation (EU) 2015/445(4), the existing training requirements for commercial pilots were updated to include upset prevention and recovery training (UPRT) as a mandatory constituent of the theoretical knowledge of pilots. Further detailed training elements and training objectives are needed to improve pilot competencies for both prevention of and recovery from aeroplane upsets that can lead to a loss of control and, eventually, to a fatal accident.
(4) UPRT needs to be integrated at various stages of a professional pilot's career and should be reflected in the privileges stated in the individual pilot licence. A well-developed and well-maintained competence of professional pilots in upset prevention and recovery should be ensured. UPRT should become a mandatory part of the multi-crew pilot licence (MPL) training course and the integrated training course for airline transport pilots for aeroplanes (ATP(A)) and a training course for a commercial pilot licence for aeroplanes (CPL(A)) as well as for class and type-ratings for single-pilot aeroplanes operated in multi-pilot operations, single-pilot non-high-performance complex, high-performance complex aeroplanes and multi-pilot aeroplanes ratings. In order to allow pilots to develop advanced competencies in upset prevention and recovery, the relevant training course should include related air exercises in an aeroplane.
(5) Further to the introduction of the new course related to the development of advanced pilot competencies in upset prevention and recovery, the requirements for instructor certificates should be revised in order to ensure that persons instructing on this course are appropriately qualified.
(6) This Regulation reflects the provisions adopted by the International Civil Aviation Organisation (ICAO) in 2014 on UPRT for multi-crew pilot licences and for multi-pilot aeroplane type ratings through the amendment to Annex 1 to the Chicago Convention on Personnel Licensing.
(7) It is in the interest of aviation safety that the new UPRT elements should be implemented as soon as possible. Transitional provisions should be put in place to allow training courses that have started before these UPRT-related amendments to the requirements on pilot training become effective, to be completed without any further adaptation. In this context, it should be considered that pilots flying for commercial air operators in accordance with Commission Regulation (EU) No 965/2012(5) need to undergo regular operator training which already today contains UPRT elements. Additionally, pilot training organisations should be given a transitional period to adapt their training programmes to comply with the new UPRT requirements. At the end of that transitional period, all relevant training courses should be conducted in accordance with the new UPRT requirements.
(8) Negotiations between the Union and certain third countries are currently still ongoing, including on the conversion of pilot licences and associated medical certificates. In order to ensure that Member States may continue to recognise third country licences and medical certificates for an interim period in light of those negotiations, it is necessary to prolong the period during which Member States may decide not to apply the provisions of Regulation (EU) No 1178/2011 in their territory to pilots holding a licence and associated medical certificate issued by a third country involved in the non-commercial operation of certain aircraft.
(9) The European Union Aviation Safety Agency submitted draft implementing rules to the European Commission together with its Opinion No 06/2017.
(10) The measures provided for in this Regulation are in accordance with the opinion of the Committee established by Article 127 of Regulation (EU) 2018/1139,
HAS ADOPTED THIS REGULATION:
Regulation (EU) No 1178/2011 is amended as follows:
after Article 4a, the following Article 4b is inserted:
1.Upset prevention and recovery training shall become a mandatory part of a training course for a multi-crew pilot licence (MPL), an integrated training course for airline transport pilots for aeroplanes (ATP(A)), a training course for a commercial pilot licence for aeroplanes (CPL(A)) and training courses for a class or type rating for:
(a)single-pilot aeroplanes operated in multi-pilot operations;
(b)single-pilot non-high-performance complex aeroplanes;
(c)single-pilot high-performance complex aeroplanes; or
(d)multi-pilot aeroplanes;
in accordance with Annex I (Part-FCL).
2.For training courses referred to in paragraph 1 that commence before 20 December 2019 at an approved training organisation (ATO), upset prevention and recovery training shall not be mandatory provided that:
(a)CPL(A), ATP(A) or MPL training course is otherwise completed in accordance with Annex I (Part-FCL) and the skill test is completed in compliance with points FCL.320 (CPL), FCL.620 (IR) or FCL.415.A (MPL) of Annex I (Part-FCL) by 20 December 2021 at the latest; or
(b)class or type rating training course for the aeroplanes is otherwise completed in accordance with Annex I (Part-FCL) and the skill test is completed in compliance with the second subparagraph of paragraph (c) of point FCL.725 of Annex I (Part-FCL) to this Regulation by 20 December 2021 at the latest.
For the purpose of paragraph 1, the competent authority may on its own assessment and pursuant to a recommendation from an ATO give credit for any upset prevention and recovery training completed before 20 December 2019 under national training requirements.’;
in Article 12, paragraph 4 is replaced by the following:
‘4.By way of derogation from paragraph 1, Member States may decide not to apply the provisions of this Regulation until 20 June 2020, to pilots holding a licence and associated medical certificate issued by a third country involved in the non-commercial operation of aircraft as specified in Article 2(1)(b), points (i) or (ii), of Regulation (EU) 2018/1139. Member States shall make those decisions publicly available.’;
Article 12, paragraph 8, is replaced by the following:
‘8.By way of derogation from paragraph 1, point FCL.315.A, the second sentence of paragraph (a) of point FCL.410.A and paragraph (c) of point FCL.725.A of Annex I (Part-FCL) shall apply from 20 December 2019.’;
Annex I to Regulation (EU) No 1178/2011 is amended in accordance with the Annex to this Regulation.
This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.
However:
Article 1(1) shall apply from 20 December 2019.
Article 1(4) shall apply from 20 December 2019.
Notwithstanding point (b) above, points (2), (4), (5) and (12) of the Annex to this Regulation shall apply from 31 January 2022.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 14 December 2018.
For the Commission
Violeta Bulc
Member of the Commission
Annex I to Regulation (EU) No 1178/2011 (Part-FCL) is amended as follows:
Point FCL.010 is amended as follows:
the introductory sentence is replaced by the following:
‘For the purposes of this Annex (Part-FCL), the following definitions shall apply:’;
a new definition of ‘Accessible’ is inserted before the definition of ‘Aerobatic flight’ as follows:
‘“Accessible” means that a device can be used by:
the approved training organisation (ATO) under whose approval a training course for a class or type rating is being conducted; or
the examiner conducting the assessment of competence, skill test or proficiency check for the purpose of assessing, testing or checking.’;
the definition of ‘Aerobatic flight’ is replaced by the following:
‘“Aerobatic flight” means an intentional manoeuvre involving an abrupt change in an aircraft's attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight or for instruction for licences, certificates, or ratings other than the aerobatic rating.’;
After the definition of ‘Aeroplane required to be operated with a co-pilot’, a new definition of ‘Aeroplane upset prevention and recovery training’ is inserted as follows:
‘“Aeroplane upset prevention and recovery training” (UPRT) means training consisting of:
aeroplane upset prevention training: a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to prevent aeroplane upsets; and
aeroplane upset recovery training: a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to recover from aeroplane upsets.’;
After the definition of ‘Airship’, a new definition of ‘Available FSTD’ is inserted as follows:
‘‘Available FSTD’ means any flight simulation training device (FSTD) that is vacant for use of the FSTD operator or of the customer irrespective of any time considerations.’;
Point FCL.310 is replaced by the following:
Applicants for the issue of a CPL shall demonstrate a level of knowledge appropriate to the privileges granted in the following subjects:
air law;
aircraft general knowledge — airframe/systems/power plant;
aircraft general knowledge — instrumentation;
mass and balance;
performance;
flight planning and monitoring;
human performance;
meteorology;
general navigation;
radio navigation;
operational procedures;
principles of flight; and
communications.’;
Point FCL.410.A is replaced by the following:
Applicants for the issue of an MPL shall have completed a training course of theoretical knowledge and flight instruction at an ATO in accordance with Appendix 5 to this Annex (Part-FCL).
Applicants for the issue of an MPL shall demonstrate a level of theoretical knowledge appropriate to the holders of an ATPL(A), in accordance with FCL.515, and to a multi-pilot type rating.’;
Point FCL.515 is replaced by the following:
Applicants for an ATPL shall have completed a training course at an ATO. The course shall be either an integrated training course or a modular course, in accordance with Appendix 3 to this Annex (Part-FCL).
Applicants for the issue of an ATPL shall demonstrate a level of knowledge appropriate to the privileges granted in the following subjects:
air law;
aircraft general knowledge — airframe/systems/power plant;
aircraft general knowledge — instrumentation;
mass and balance;
performance;
flight planning and monitoring;
human performance;
meteorology;
general navigation;
radio navigation;
operational procedures;
principles of flight; and
communications.’;
Point FCL.615 is replaced by the following:
Applicants for an IR shall have completed a course of theoretical knowledge and flight instruction at an ATO. The course shall be:
an integrated training course which includes training for the IR, in accordance with Appendix 3 to this Annex (Part-FCL); or
a modular course in accordance with Appendix 6 to this Annex (Part-FCL).
Applicants shall demonstrate a level of theoretical knowledge appropriate to the privileges granted in the following subjects:
air law;
aircraft general knowledge — instrumentation;
flight planning and monitoring;
human performance;
meteorology;
radio navigation; and
communications.’;
Point FCL.725 paragraph (d) is replaced by the following:
Point FCL.720.A is replaced by the following:
Unless otherwise determined in the operational suitability data established in accordance with Annex I (Part-21) to Regulation (EU) No 748/2012 (OSD), applicants for the issue of a class or type rating shall comply with the following experience requirements and prerequisites for the issue of the relevant rating:
Applicants for the issue of a first class or type rating on a single-pilot aeroplane seeking the privilege to operate the aeroplane in multi-pilot operations shall meet the requirements in points (b)(4) and (b)(5).
Additionally, for:
Applicants for the issue of a first class or type rating on a single-pilot multi-engine aeroplane shall have completed at least 70 hours as PIC in aeroplanes.
Before starting flight training, applicants for the issue of a class or type rating for a single-pilot aeroplane classified as a high-performance aeroplane shall:
have at least 200 hours of total flying experience, of which 70 hours as PIC in aeroplanes; and
comply with one of the following requirements:
hold a certificate of satisfactory completion of a course for additional theoretical knowledge undertaken at an ATO; or
have passed the ATPL(A) theoretical knowledge examinations in accordance with this Annex (Part-FCL); or
hold, in addition to a licence issued in accordance with this Annex (Part-FCL), an ATPL(A) or CPL(A)/IR with theoretical knowledge credit for ATPL(A), issued in accordance with Annex 1 to the Chicago Convention.
Applicants for the issue of a type rating for a complex single-pilot aeroplane classified as a high-performance aeroplane shall, in addition to meeting the requirements in point (2), hold or have held a single- or multi-engine IR(A), as appropriate and as established in Subpart G and shall meet the requirements in point (b)(5).
Applicants for the issue of the first type rating course for a multi-pilot aeroplane shall be student pilots currently undergoing training on an MPL training course or comply with the following requirements:
have at least 70 hours of flight experience as PIC in aeroplanes;
hold or have held a multi-engine IR(A);
have passed the ATPL(A) theoretical knowledge examinations in accordance with this Annex (Part-FCL);
except when the type rating course is combined with an MCC course:
hold a certificate of satisfactory completion of an MCC course in aeroplanes; or
hold a certificate of satisfactory completion of MCC in helicopters and have more than 100 hours of flight experience as pilots of multi-pilot helicopters; or
have at least 500 hours as pilots of multi-pilot helicopters; or
have at least 500 hours as pilots in multi-pilot operations on single-pilot multi-engine aeroplanes, in commercial air transport in accordance with the applicable air operations requirements; and
have completed the training course specified in FCL.745.A.
Point FCL.725.A is replaced by the following:
Unless otherwise determined in in the operational suitability data established in accordance with Annex I (Part-21) to Regulation (EU) No 748/2012:
for single-pilot multi-engine aeroplanes:
the theoretical knowledge course for a single-pilot multi-engine class rating shall include at least 7 hours of instruction in multi-engine aeroplane operations; and
the flight training course for a single-pilot multi-engine class or type rating shall include at least 2 hours and 30 minutes of dual flight instruction under normal conditions of multi-engine aeroplane operations, and not less than 3 hours 30 minutes of dual flight instruction in engine failure procedures and asymmetric flight techniques.
for single-pilot aeroplanes (sea):
the training course for single-pilot aeroplane (sea) ratings shall include theoretical knowledge and flight instruction; and
the flight training for a class or type rating (sea) for single-pilot aeroplanes (sea) shall include at least 8 hours of dual flight instruction if applicants hold the land version of the relevant class or type rating, or 10 hours if applicants do not hold such a rating; and
for single-pilot non-high-performance complex aeroplanes, single-pilot high-performance complex aeroplanes and multi-pilot aeroplanes, the training courses shall include UPRT theoretical knowledge and flight instruction related to the specificities of the relevant class or type.’;
A new point FCL.745.A is inserted as follows:
The advanced UPRT course shall be completed at an ATO and shall comprise at least:
5 hours of theoretical knowledge instruction;
preflight briefings and postflight debriefings; and
3 hours of dual flight instruction with a flight instructor for aeroplanes FI(A) qualified in accordance with point FCL.915 (e) and consisting of advanced UPRT in an aeroplane qualified for the training task.
Upon completion of the UPRT course, applicants shall be issued with a certificate of completion by the ATO.’;
Point (b)(1) of point FCL.900 is replaced by the following:
new aircraft in the Member States or in an operator's fleet; or
new training courses in this Annex (Part-FCL).
Such a certificate shall be limited to the training flights necessary for the introduction of the new type of aircraft or the new training course and its validity shall not, in any case, exceed 1 year.’;
Point FCL.915 is amended as follows:
Applicants for the issue of an instructor certificate shall be at least 18 years of age.
Applicants for the issue of or holders of an instructor certificate with privileges to conduct flight instruction in an aircraft shall:
for licence training, hold at least the licence or, in the case of point FCL.900(c), the equivalent licence, for which flight instruction is to be given;
for a rating training, hold the relevant rating or, in the case of point FCL.900(c), the equivalent rating, for which flight instruction is to be given;
except in the case of flight test instructors (FTIs), have:
completed at least 15 hours of flight time as pilots of the class or type of aircraft on which flight instruction is to be given, of which a maximum of 7 hours may be in an FSTD representing the class or type of aircraft, if applicable; or
passed an assessment of competence for the relevant category of instructor on that class or type of aircraft; and
be entitled to act as PIC in the aircraft during such flight instruction.
Applicants for further instructor certificates may be credited with the teaching and learning skills already demonstrated for the instructor certificate held.
Hours flown as an examiner during skill tests or proficiency checks shall be credited in full towards revalidation requirements for all instructor certificates held.
In addition to (b), before acting as instructors for a training course according to FCL.745.A, holders of an instructor certificate shall:
have at least 500 hours of flight time as pilots of aeroplanes, including 200 hours of flight instruction;
after complying with the experience requirements in point (e)(1)(i), have completed a UPRT instructor training course at an ATO, during which the competence of applicants shall have been assessed continuously; and
upon completion of the course, have been issued with a certificate of course completion by the ATO, whose Head of Training (HT) shall have entered the privileges specified in point (e)(1) in the logbook of the applicants.
The privileges referred to in point (e)(1) shall only be exercised if instructors have, during the last year, received refresher training at an ATO during which the competence required to instruct on a course in accordance with point FCL.745.A is assessed to the satisfaction of the HT.
Instructors holding the privileges specified in point (e)(1) may act as instructors for a course as specified in point (e)(1)(ii), provided that they:
have 25 hours of flight instruction experience during training according to FCL745.A;
have completed an assessment of competence for this privilege; and
comply with the recency requirements in point (e)(2).
These privileges shall be entered in the logbook of the instructors and signed by the examiner.’;
Appendix 1 is replaced by the following:
principles of flight;
operational procedures;
flight performance and planning;
aircraft general knowledge; and
navigation.
021 — Aircraft general knowledge: airframe and systems, electrics, power plant and emergency equipment;
022 — Aircraft general knowledge: instrumentation;
032/034 — Performance aeroplanes or helicopters, as applicable;
070 — Operational procedures; and
080 — Principles of flight.
021 — Aircraft general knowledge: airframe and systems, electrics, power plant and emergency equipment;
022 — Aircraft general knowledge: instrumentation;
032/034 — Performance aeroplanes or helicopters, as applicable;
070 — Operational procedures; and
080 — Principles of flight.
air law;
principles of flight (helicopter); and
communications.
principles of flight (helicopter); and
communications.
human performance;
meteorology; and
communications.
air law;
flight planning and flight monitoring; and
radio navigation.’’;
Appendix 3, Section A is amended as follows:
point (4) is replaced by the following:
theoretical knowledge instruction to the ATPL(A) knowledge level;
visual and instrument flying training;
training in MCC for the operation of multi-pilot aeroplanes; and
UPRT in accordance with FCL.745.A unless applicants have already completed this training course before starting the ATP integrated course.’;
point (5) is replaced by the following:
point 7 is renamed ‘7.1.’ and a new point (7.2.) is inserted as follows:
point (9) is replaced by the following:
95 hours of dual instruction, of which up to 55 hours may be instrument ground time;
70 hours as PIC including VFR flight, and instrument flight time as SPIC. The instrument flight time as SPIC shall only be counted as PIC flight time up to a maximum of 20 hours;
50 hours of cross-country flight as PIC, including one VFR cross-country flight of at least 540 km (300 NM), in the course of which full-stop landings at two aerodromes different from the aerodrome of departure shall be made; and
5 hours of flight time at night, comprising 3 hours of dual instruction, which shall include at least:
1 hour of cross-country navigation;
five solo take-offs; and
five solo full-stop landings;
UPRT flight instruction in accordance with FCL.745.A;
115 hours of instrument time comprising, at least:
20 hours as SPIC;
15 hours of MCC, for which an FFS or an FNPT II may be used;
50 hours of instrument flight instruction, of which up to:
25 hours may be instrument ground time in an FNPT I; or
40 hours may be instrument ground time in an FNPT II, an FTD 2 or an FFS, of which up to 10 hours may be conducted in an FNPT I.
Applicants holding a module completion certificate for the Basic Instrument Flight Module shall be credited with up to 10 hours towards the required instrument instruction time. Hours done in a BITD shall not be credited; and
5 hours in an aeroplane which:
is certificated for the carriage of at least 4 persons; and
has a variable pitch propeller and retractable landing gear.’;
Appendix 5 is amended as follows:
point (7) is replaced by the following:
theoretical knowledge instruction for the relevant type rating, in accordance with Subpart H; and
UPRT theoretical knowledge instruction in accordance with FCL.745.A.’;
point (8) is replaced by the following:
Specific basic single-pilot training in an aeroplane
Introduction of multi-crew operations and instrument flight
Application of multi-crew operations to a multi-engine turbine aeroplane certified as a high-performance aeroplane in accordance with Annex I (Part-21) to Regulation (EU) No 748/2012
Type rating training within an airline-oriented environment.
MCC requirements shall be incorporated into the relevant phases above.
Training in asymmetric flight shall be given either in an aeroplane or an FFS.’
a new point (8a) is inserted as follows:
all the experience requirements of Subpart H;
UPRT flight instruction in accordance with FCL.745.A;
aeroplane UPRT exercises related to the specificities of the relevant type in accordance with FCL.725.A(c);
night flying;
flight solely by reference to instruments; and
the experience required to achieve the relevant airmanship.’;
Appendix 9 is replaced by the following:
The training for MPA and PL type ratings shall be conducted in an FFS or in a combination of FSTD(s) and FFS. The skill test or proficiency check for MPA and PL type ratings and the issue of an ATPL and an MPL, shall be conducted in an FFS, if available.
The training, skill test or proficiency check for class or type ratings for SPA and helicopters shall be conducted in:
an available and accessible FFS, or
a combination of FSTD(s) and the aircraft if an FFS is not available or accessible; or
the aircraft if no FSTD is available or accessible.
If FSTDs are used during training, testing or checking, the suitability of the FSTDs used shall be verified against the applicable ‘Table of functions and subjective tests’ and the applicable ‘Table of FSTD validation tests’ contained in the primary reference document applicable for the device used. All restrictions and limitations indicated on the device's qualification certificate shall be considered.
managing crew cooperation;
maintaining a general survey of the aircraft operation by appropriate supervision; and
setting priorities and making decisions in accordance with safety aspects and relevant rules and regulations appropriate to the operational situation, including emergencies.
The approved flight training shall be performed by a qualified instructor under the responsibility of:
an ATO; or
an organisation holding an AOC issued in accordance with Annex III (Part-ORO) to Regulation (EU) No 965/2012 and specifically approved for such training; or
the instructor, in cases where no aircraft flight training for SP aircraft at an ATO or AOC holder is approved, and the aircraft flight training was approved by the applicants' competent authority.
A certificate of completion of the type rating course including the flight training in the aircraft shall be forwarded to the competent authority before the new type rating is entered in the applicants' licence.
the FFS has been qualified in accordance with the special evaluation requirements in CS-FSTD(A); and
the ATO has successfully demonstrated to the competent authority that any negative transfer of training is mitigated.
operate the aeroplane within its limitations;
complete all manoeuvres with smoothness and accuracy;
exercise good judgement and airmanship;
apply aeronautical knowledge;
maintain control of the aeroplane at all times in such a manner that the successful outcome of a procedure or manoeuvre is never in doubt;
understand and apply crew coordination and incapacitation procedures, if applicable; and
communicate effectively with the other crew members, if applicable.
Height
Generally | ± 100 ft |
Starting a go-around at decision height/altitude | + 50 ft/– 0 ft |
Minimum descent height/MAPt/altitude | + 50 ft/– 0 ft |
Tracking
Heading
all engines operating | ± 5° |
with simulated engine failure | ± 10° |
Speed
all engines operating | ± 5 knots |
with simulated engine failure | + 10 knots/– 5 knots |
The following symbols mean:
P = | Trained as PIC or co-pilot and as PF and PM |
OTD = | Other training devices may be used for this exercise |
X = | An FFS shall be used for this exercise; otherwise, an aeroplane shall be used if appropriate for the manoeuvre or procedure |
P# = | The training shall be complemented by supervised aeroplane inspection |
The practical training shall be conducted at least at the training equipment level shown as (P), or may be conducted on any higher level of equipment shown by the arrow (---->).
The following abbreviations are used to indicate the training equipment used:
A = | aeroplane |
FFS = | full-flight simulator |
FSTD = | flight simulation training device |
The starred (*) items of Section 3B and, for multi-engine, Section 6, shall be flown solely by reference to instruments if revalidation/renewal of an IR is included in the skill test or proficiency check. If the starred (*) items are not flown solely by reference to instruments during the skill test or proficiency check, and when there is no crediting of IR privileges, the class or type rating will be restricted to VFR only.
Section 3A shall be completed to revalidate a type or multi-engine class rating, VFR only, where the required experience of 10 route sectors within the previous 12 months has not been completed. Section 3A is not required if Section 3B is completed.
Where the letter ‘M’ appears in the skill test or proficiency check column, this will indicate a mandatory exercise or a choice where more than one exercise appears.
An FSTD shall be used for practical training for type or ME class ratings if they form part of an approved class or type rating course. The following considerations will apply to the approval of the course:
the qualification of the FSTD as set out in the relevant requirements of Annex VI (Part-ARA) and Annex VII (Part-ORA);
the qualifications of the instructors;
the amount of FSTD training provided on the course; and
the qualifications and previous experience on similar types of the pilots under training.
If privileges for multi-pilot operation are sought for the first time, pilots holding privileges for single-pilot operations shall:
complete a bridge course containing manoeuvres and procedures including MCC as well as the exercises of Section 7 using tthreat and error management (TEM), CRM and human factors at an ATO; and
pass a proficiency check in multi-pilot operations.
If privileges for single-pilot operations are sought for the first time, pilots holding privileges for multi-pilot operations shall be trained at an ATO and checked for the following additional manoeuvres and procedures in single-pilot operations:
for SE aeroplanes, 1.6, 4.5, 4.6, 5.2 and, if applicable, one approach from Section 3.B;and
for ME aeroplanes, 1.6, Section 6 and, if applicable, one approach from Section 3.B.
Pilots holding privileges for both single-pilot and multi-pilot operations in accordance with points (g) and (h) may revalidate privileges for both types of operations by completing a proficiency check in multi-pilot operations in addition to the exercises referred to in points (h)(1) or (h)(2), as applicable, in single-pilot operations.
If a skill test or a proficiency check is completed in multi-pilot operations only, the type rating shall be restricted to multi-pilot operations. The restriction shall be removed when pilots comply with point (h).
The training, testing and checking shall follow the table mentioned below.
Training at an ATO, testing and checking requirements for single-pilot privileges
Training at an ATO, testing and checking requirements for multi-pilot privileges
Training at an ATO, testing and checking requirements for pilots holding single-pilot privileges seeking multi-pilot privileges for the first time (bridge course)
Training at an ATO, testing and checking requirements for pilots holding multi-pilot privileges seeking single-pilot privileges for the first time (bridge course)
Training at an ATO and checking requirements for combined revalidation and renewal of single and multi-pilot privileges
(1) | (2) | (3) | (4) | (5) | ||||||
---|---|---|---|---|---|---|---|---|---|---|
Type of operation | SP | MP | SP → MP (initial) | MP → SP (initial) | SP + MP | |||||
Training | Testing/checking | Training | Testing/checking | Training | Testing/checking | Training, testing and checking (SE aeroplanes) | Training, testing and checking (ME aeroplanes) | SE aeroplanes | ME aeroplanes | |
Initial issue | Sections 1-6 | Sections 1-6 | Sections 1-7 | Sections 1-7 | MCC CRM Human factors TEM Section 7 | Sections 1-7 | 1.6, 4.5, 4.6, 5.2 and, if applicable, one approach from Section 3.B | 1.6, Section 6 and, if applicable, one approach from Section 3.B | ||
SP complex | 1-7 | 1-7 | ||||||||
Revalidation | n/a | Sections 1–6 | n/a | Sections 1–7 | n/a | n/a | n/a | n/a | MPO: Sections 1-7 SPO: 1.6, 4.5, 4.6, 5.2 and, if applicable, one approach from Section 3.B | MPO: Sections 1-7 SPO: 1.6, Section 6 and, if applicable, one approach from Section 3.B |
SP complex | 1-7 | 1-7 | ||||||||
Renewal | FCL.740 | Sections 1-6 | FCL.740 | Sections 1-6 | n/a | n/a | n/a | n/a | Training: FCL.740 | Training: FCL.740 |
SP complex | 1-7 | 1-7 | Check: as for the revalidation | Check: as for the revalidation |
To establish or maintain PBN privileges, one approach shall be an RNP APCH. Where an RNP APCH is not practicable, it shall be performed in an appropriately equipped FSTD.
TMGs AND SINGLE-PILOT AEROPLANES, EXCEPT FOR HIGH-PERFORMANCE COMPLEX AEROPLANES | PRACTICAL TRAINING | CLASS OR TYPE RATING SKILL TEST OR PROFICIENCY CHECK | ||||
---|---|---|---|---|---|---|
Manoeuvres/procedures | FSTD | A | Instructor initials when training completed | Tested or checked in FSTD or A | Examiner initials when test or check completed | |
SECTION 1 | ||||||
1 1.1 | Departure Preflight including:
| OTD | ||||
1.2 | Pre-start checks | |||||
1.2.1 | External | OTD P# | P | M | ||
1.2.2 | Internal | OTD P# | P | M | ||
1.3 | Engine starting: normal malfunctions. | P----> | ----> | M | ||
1.4 | Taxiing | P----> | ----> | M | ||
1.5 | Pre-departure checks: engine run-up (if applicable) | P----> | ----> | M | ||
1.6 | Take-off procedure:
| P----> | ----> | M | ||
1.7 | Climbing:
| P----> | ----> | M | ||
1.8 | ATC liaison — compliance, R/T procedures | P----> | M | |||
SECTION 2 | ||||||
2 2.1 | Airwork (visual meteorological conditions (VMC)) Straight and level flight at various airspeeds including flight at critically low airspeed with and without flaps (including approach to V Vmca when applicable) | P----> | ----> | |||
2.2 | Steep turns (360° left and right at 45° bank) | P----> | ----> | M | ||
2.3 | Stalls and recovery: (i) clean stall; (ii) approach to stall in descending turn with bank with approach configuration and power; (iii) approach to stall in landing configuration and power; and (iv) approach to stall, climbing turn with take-off flap and climb power (single-engine aeroplanes only) | P----> | ----> | M | ||
2.4 | Handling using autopilot and flight director (may be conducted in Section 3), if applicable | P----> | ----> | M | ||
2.5 | ATC liaison — compliance, R/T procedures | P----> | ----> | M | ||
SECTION 3A | ||||||
3A 3A.1 | En route procedures VFR (see B.5 (c) and (d)) Flight plan, dead reckoning and map reading | P----> | ----> | |||
3A.2 | Maintenance of altitude, heading and speed | P----> | ----> | |||
3A.3 | Orientation, timing and revision of ETAs | P----> | ----> | |||
3A.4 | Use of radio navigation aids (if applicable) | P----> | ----> | |||
3A.5 | Flight management (flight log, routine checks including fuel, systems and icing) | P----> | ----> | |||
3A.6 | ATC liaison — compliance, R/T procedures | P----> | ----> | |||
SECTION 3B | ||||||
3B 3B.1* | Instrument flight Departure IFR | P----> | ----> | M | ||
3B.2* | En route IFR | P----> | ----> | M | ||
3B.3* | Holding procedures | P----> | ----> | M | ||
3B.4* | 3D operations to decision height/altitude (DH/A) of 200 ft (60 m) or to higher minima if required by the approach procedure (autopilot may be used to the final approach segment vertical path intercept) | P----> | ----> | M | ||
3B.5* | 2D operations to minimum descent height/altitude (MDH/A) | P----> | ----> | M | ||
3B.6* | Flight exercises including simulated failure of the compass and attitude indicator:
| P----> | ----> | M | ||
3B.7* | Failure of localiser or glideslope | P----> | ----> | |||
3B.8* | ATC liaison — compliance, R/T procedures | P----> | ----> | M | ||
Intentionally left blank | ||||||
SECTION 4 | ||||||
4 4.1 | Arrival and landings Aerodrome arrival procedure | P----> | ----> | M | ||
4.2 | Normal landing | P----> | ----> | M | ||
4.3 | Flapless landing | P----> | ----> | M | ||
4.4 | Crosswind landing (if suitable conditions) | P----> | ----> | |||
4.5 | Approach and landing with idle power from up to 2 000 ft above the runway (single-engine aeroplanes only) | P----> | ----> | |||
4.6 | Go-around from minimum height | P----> | ----> | M | ||
4.7 | Night go-around and landing (if applicable) | P----> | ----> | |||
4.8 | ATC liaison — compliance, R/T procedures | P----> | ----> | M | ||
SECTION 5 | ||||||
5 | Abnormal and emergency procedures (This section may be combined with Sections 1 through 4.) | |||||
5.1 | Rejected take-off at a reasonable speed | P----> | ----> | M | ||
5.2 | Simulated engine failure after take-off (single-engine aeroplanes only) | P | M | |||
5.3 | Simulated forced landing without power (single-engine aeroplanes only) | P | M | |||
5.4 | Simulated emergencies: (i) fire or smoke in flight; and (ii) systems' malfunctions as appropriate | P----> | ----> | |||
5.5 | ME aeroplanes and TMG training only: engine shutdown and restart (at a safe altitude if performed in the aircraft) | P----> | ----> | |||
5.6 | ATC liaison — compliance, R/T procedures | |||||
SECTION 6 | ||||||
6 6.1* | Simulated asymmetric flight (This section may be combined with Sections 1 through 5.) Simulated engine failure during take-off (at a safe altitude unless carried out in an FFS or an FNPT II) | P----> | --->X | M | ||
6.2* | Asymmetric approach and go-around | P----> | ----> | M | ||
6.3* | Asymmetric approach and full-stop landing | P----> | ----> | M | ||
6.4 | ATC liaison — compliance, R/T procedures | P----> | ----> | M | ||
SECTION 7 | ||||||
7 | UPRT | |||||
7.1 | Flight manoeuvres and procedures | |||||
7.1.1 | Manual flight with and without flight directors (no autopilot, no autothrust/autothrottle, and at different control laws, where applicable) | P-----> | ----> | |||
7.1.1.1 | At different speeds (including slow flight) and altitudes within the FSTD training envelope. | P-----> | ----> | |||
7.1.1.2 | Steep turns using 45° bank, 180° to 360° left and right | P-----> | ----> | |||
7.1.1.3 | Turns with and without spoilers | P-----> | ----> | |||
7.1.1.4 | Procedural instrument flying and manoeuvring including instrument departure and arrival, and visual approach | P-----> | ----> | |||
7.2 7.2.1 | Upset recovery training Recovery from stall events in:
| P-----> | ----> | |||
7.2.2 | The following upset exercises:
| P FFS qualified for the training task only | X An aeroplane shall not be used for this exercise | FFS only | ||
7.3 | Go-around with all engines operating* from various stages during an instrument approach | P---> | -----> | |||
7.4 | Rejected landing with all engines operating:
| P-----> | -----> |
The following symbols mean:
P = | Trained as PIC or co-pilot and as PF and PM for the issue of a type rating as applicable. |
OTD = | Other training devices may be used for this exercise |
X = | An FFS shall be used for this exercise; otherwise an aeroplane shall be used if appropriate for the manoeuvre or procedure |
P# = | The training shall be complemented by supervised aeroplane inspection |
The practical training shall be conducted at least at the training equipment level shown as (P), or may be conducted up to any higher equipment level shown by the arrow (----->).
The following abbreviations are used to indicate the training equipment used:
A = | aeroplane |
FFS = | full-flight simulator |
FSTD = | flight simulation training device |
The starred items (*) shall be flown solely by reference to instruments.
Where the letter ‘M’ appears in the skill test or proficiency check column, this will indicate a mandatory exercise.
An FFS shall be used for practical training and testing if the FFS forms part of an approved type rating course. The following considerations will apply to the approval of the course:
the qualifications of the instructors;
the qualification and the amount of training provided on the course in an FSTD; and
the qualifications and previous experience on similar types of the pilots under training.
Manoeuvres and procedures shall include MCC for multi-pilot aeroplane and for single-pilot high-performance complex aeroplanes in multi-pilot operations.
Manoeuvres and procedures shall be conducted in single-pilot role for single-pilot high-performance complex aeroplanes in single-pilot operations.
In the case of single-pilot high-performance complex aeroplanes, when a skill test or proficiency check is performed in multi-pilot operations, the type rating shall be restricted to multi-pilot operations. If privileges of single-pilot are sought, the manoeuvres/procedures in 2.5, 3.8.3.4, 4.4, 5.5 and at least one manoeuvre/procedure from Section 3.4 have to be completed in addition as single-pilot.
In the case of a restricted type rating issued in accordance with FCL.720.A(e), applicants shall fulfil the same requirements as other applicants for the type rating except for the practical exercises relating to the take-off and landing phases.
To establish or maintain PBN privileges, one approach shall be an RNP APCH. Where an RNP APCH is not practicable, it shall be performed in an appropriately equipped FSTD.
NOTE: CAT II/III operations shall be performed in accordance with the applicable air operations requirements.
Section 6 shall be completed to revalidate a multi-engine class rating sea, VFR only, where the required experience of 10 route sectors within the previous 12 months has not been completed.
operate the helicopter within its limitations;
complete all manoeuvres with smoothness and accuracy;
exercise good judgement and airmanship;
apply aeronautical knowledge;
maintain control of the helicopter at all times in such a manner that the successful outcome of a procedure or manoeuvre is never in doubt;
understand and apply crew coordination and incapacitation procedures, if applicable; and
communicate effectively with the other crew members, if applicable.
IFR flight limits
Height
Generally | ± 100 ft |
Starting a go-around at decision height/altitude | + 50 ft/– 0 ft |
Minimum descent height/MAPt/altitude | + 50 ft/– 0 ft |
Tracking
Heading
all engines operating | ± 5° |
with simulated engine failure | ± 10° |
Speed
all engines operating | ± 5 knots |
with simulated engine failure | + 10 knots/– 5 knots |
VFR flight limits
Height | |
Generally | ± 100 ft |
Heading | |
Normal operations | ± 5° |
Abnormal operations/emergencies | ± 10° |
Speed | |
Generally | ± 10 knots |
With simulated engine failure | + 10 knots/– 5 knots |
Ground drift | |
T.O. hover I.G.E. | ± 3 ft |
Landing | ± 2 ft (with 0 ft rearward or lateral flight) |
=
Trained as PIC for the issue of a type rating for single-pilot helicopters (SPH) or trained as PIC or co-pilot and as PF and PM for the issue of a type rating for multi pilot helicopters (MPH).
The following abbreviations are used to indicate the training equipment used:
FFS = | full-flight simulator |
FTD = | flight training device |
H = | helicopter |
the qualification of the FSTD as set out in the relevant requirements of Annex VI (Part-ARA) and Annex VII (Part-ORA);
the qualifications of the instructor and examiner;
the amount of FSTD training provided on the course;
the qualifications and previous experience in similar types of the pilots under training; and
the amount of supervised flying experience provided after the issue of the new type rating.
SINGLE/MULTI-PILOT HELICOPTERS | PRACTICAL TRAINING | SKILL TEST OR PROFICIENCY CHECK | ||||
---|---|---|---|---|---|---|
Manoeuvres/procedures | FSTD | H | Instructor initials when training completed | Checked in FSTD or H | Examiner initials when test completed | |
SECTION 1 — Preflight preparations and checks | ||||||
1.1 | Helicopter exterior visual inspection; location of each item and purpose of inspection | P | M (if performed in the helicopter) | |||
1.2 | Cockpit inspection | P | ----> | M | ||
1.3 | Starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies | P | ----> | M | ||
1.4 | Taxiing/air taxiing in compliance with ATC instructions or with instructions of an instructor | P | ----> | M | ||
1.5 | Pre-take-off procedures and checks | P | ----> | M | ||
SECTION 2 — Flight manoeuvres and procedures | ||||||
2.1 | Take-offs (various profiles) | P | ----> | M | ||
2.2 | Sloping ground or crosswind take-offs & landings | P | ----> | |||
2.3 | Take-off at maximum take-off mass (actual or simulated maximum take-off mass) | P | ----> | |||
2.4 | Take-off with simulated engine failure shortly before reaching TDP or DPATO | P | ----> | M | ||
2.4.1 | Take-off with simulated engine failure shortly after reaching TDP or DPATO | P | ----> | M | ||
2.5 | Climbing and descending turns to specified headings | P | ----> | M | ||
2.5.1 | Turns with 30° bank, 180° to 360° left and right, by sole reference to instruments | P | ----> | M | ||
2.6 | Autorotative descent | P | ----> | M | ||
2.6.1 | For single-engine helicopters (SEH) autorotative landing or for multi-engine helicopters (MEH) power recovery | P | ----> | M | ||
2.7 | Landings, various profiles | P | ----> | M | ||
2.7.1 | Go-around or landing following simulated engine failure before LDP or DPBL | P | ----> | M | ||
2.7.2 | Landing following simulated engine failure after LDP or DPBL | P | ----> | M | ||
SECTION 3 — Normal and abnormal operations of the following systems and procedures | ||||||
3 | Normal and abnormal operations of the following systems and procedures: | M | A mandatory minimum of 3 items shall be selected from this section | |||
3.1 | Engine | P | ----> | |||
3.2 | Air conditioning (heating, ventilation) | P | ----> | |||
3.3 | Pitot/static system | P | ----> | |||
3.4 | Fuel system | P | ----> | |||
3.5 | Electrical system | P | ----> | |||
3.6 | Hydraulic system | P | ----> | |||
3.7 | Flight control and trim system | P | ----> | |||
3.8 | Anti-icing and de-icing system | P | ----> | |||
3.9 | Autopilot/flight director | P | ---> | |||
3.10 | Stability augmentation devices | P | ----> | |||
3.11 | Weather radar, radio altimeter, transponder | P | ----> | |||
3.12 | Area navigation system | P | ----> | |||
3.13 | Landing gear system | P | -----> | |||
3.14 | APU | P | ----> | |||
3.15 | Radio, navigation equipment, instruments and FMS | P | ----> | |||
SECTION 4 — Abnormal and emergency procedures | ||||||
4 | Abnormal and emergency procedures | M | A mandatory minimum of 3 items shall be selected from this section | |||
4.1 | Fire drills (including evacuation if applicable) | P | ----> | |||
4.2 | Smoke control and removal | P | ----> | |||
4.3 | Engine failures, shutdown and restart at a safe height | P | ----> | |||
4.4 | Fuel dumping (simulated) | P | ----> | |||
4.5 | Tail rotor control failure (if applicable) | P | ----> | |||
4.5.1 | Tail rotor loss (if applicable) | P | A helicopter shall not be used for this exercise | |||
4.6 | Incapacitation of crew member — MPH only | P | ----> | |||
4.7 | Transmission malfunctions | P | ----> | |||
4.8 | Other emergency procedures as outlined in the appropriate flight manual | P | ----> | |||
SECTION 5 — Instrument flight procedures (to be performed in IMC or simulated IMC) | ||||||
5.1 | Instrument take-off: transition to instrument flight is required as soon as possible after becoming airborne | P* | ---->* | |||
5.1.1 | Simulated engine failure during departure | P* | ---->* | M* | ||
5.2 | Adherence to departure and arrival routes and ATC instructions | P* | ---->* | M* | ||
5.3 | Holding procedures | P* | ---->* | |||
5.4 | 3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach procedure | P* | ---->* | |||
5.4.1 | Manually, without flight director. Note: According to the AFM, RNP APCH procedures may require the use of autopilot or flight director. The procedure to be flown manually shall be chosen taken into account such limitations (for example, choose an ILS for 5.4.1 in the case of such AFM limitation). | P* | ---->* | M* | ||
5.4.2 | Manually, with flight director | P* | ---->* | M* | ||
5.4.3 | With coupled autopilot | P* | ---->* | |||
5.4.4 | Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1 000 ft above aerodrome level until touchdown or until completion of the missed approach procedure | P* | ---->* | M* | ||
5.5 | 2D operations down to the MDA/H | P* | ---->* | M* | ||
5.6 | Go-around with all engines operating on reaching DA/H or MDA/MDH | P* | ---->* | |||
5.6.1 | Other missed approach procedures | P* | ---->* | |||
5.6.2 | Go-around with one engine simulated inoperative on reaching DA/H or MDA/MDH | P* | ---->* | M* | ||
5.7 | IMC autorotation with power recovery | P* | ---->* | M* | ||
5.8 | Recovery from unusual attitudes | P* | ---->* | M* | ||
SECTION 6 — Use of optional equipment | ||||||
6 | Use of optional equipment | P | ----> |
operate the powered-lift aircraft within its limitations;
complete all manoeuvres with smoothness and accuracy;
exercise good judgement and airmanship;
apply aeronautical knowledge;
maintain control of the powered-lift aircraft at all times in such a manner that the successful outcome of a procedure or manoeuvre is never in doubt;
understand and apply crew coordination and incapacitation procedures; and
communicate effectively with the other crew members.
IFR flight limits
Height | |
Generally | ± 100 ft |
Starting a go-around at decision height/altitude | + 50 ft/– 0 ft |
Minimum descent height/altitude | + 50 ft/– 0 ft |
Tracking | |
On radio aids | ± 5° |
Precision approach | half-scale deflection, azimuth and glide path |
Heading | |
Normal operations | ± 5° |
Abnormal operations/emergencies | ± 10° |
Speed | |
Generally | ± 10 knots |
With simulated engine failure | + 10 knots/– 5 knots |
VFR flight limits:
Height | |
Generally | ± 100 ft |
Heading | |
Normal operations | ± 5° |
Abnormal operations/emergencies | ± 10° |
Speed | |
Generally | ± 10 knots |
With simulated engine failure | + 10 knots/– 5 knots |
Ground drift | |
T.O. hover I.G.E. | ± 3 ft |
Landing | ± 2 ft (with 0 ft rearward or lateral flight) |
=
Trained as PIC or co-pilot and as PF and PM for the issue of a type rating as applicable
FFS = | full-flight simulator |
FTD = | flight training device |
OTD = | other training device |
PL = | powered-lift aircraft |
Applicants for the skill test for the issue of the powered-lift aircraft type rating shall pass Sections 1 to 5 and, if applicable, Section 6.
Applicants for the revalidation or renewal of the powered-lift aircraft type rating proficiency check shall pass Sections 1 to 5 and, if applicable, Section 6 and/or Section 7.
The starred items (*) shall be flown solely by reference to instruments. If this condition is not met during the skill test or proficiency check, the type rating will be restricted to VFR only.
the qualification of the FSTDs as set out in the relevant requirements of Annex VI (Part-ARA) and Annex VII (Part-ORA); and
the qualifications of the instructor.
POWERED-LIFT AIRCRAFT CATEGORY | PRACTICAL TRAINING | SKILL TEST OR PROFICIENCY CHECK | ||||||
---|---|---|---|---|---|---|---|---|
Manoeuvres/procedures | Instructor's initials when training completed | Checked in FFS PL | Examiner's initials when test completed | |||||
OTD | FTD | FFS | PL | |||||
SECTION 1 — Preflight preparations and checks | ||||||||
1.1 | Powered-lift aircraft exterior visual inspection; location of each item and purpose of inspection | P | ||||||
1.2 | Cockpit inspection | P | ----> | ----> | ----> | |||
1.3 | Starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies | P | ----> | ----> | ----> | M | ||
1.4 | Taxiing in compliance with ATC instructions or with instructions of an instructor | P | ----> | ----> | ||||
1.5 | Pre-take-off procedures and checks including power check | P | ----> | ----> | ----> | M | ||
SECTION 2 — Flight manoeuvres and procedures | ||||||||
2.1 | Normal VFR take-off profiles:
| P | ----> | ----> | M | |||
2.2 | Take-off at maximum take-off mass (actual or simulated maximum take-off mass) | P | ----> | |||||
2.3.1 | Rejected take-off:
| P | ----> | M | ||||
2.3.2 | Take-off with simulated engine failure after passing decision point:
| P | ----> | M | ||||
2.4 | Autorotative descent in helicopter mode to ground (an aircraft shall not be used for this exercise) | P | ----> | ----> | M FFS only | |||
2.4.1 | Windmill descent in aeroplane mode (an aircraft shall not be used for this exercise) | P | ----> | M FFS only | ||||
2.5 | Normal VFR landing profiles:
| P | ----> | ----> | M | |||
2.5.1 | Landing with simulated engine failure after reaching decision point:
| |||||||
2.6 | Go-around or landing following simulated engine failure before decision point | P | ----> | M | ||||
SECTION 3 — Normal and abnormal operations of the following systems and procedures: | ||||||||
3 | Normal and abnormal operations of the following systems and procedures (may be completed in an FSTD if qualified for the exercise): | M | A mandatory minimum of 3 items shall be selected from this section | |||||
3.1 | Engine | P | ----> | ----> | ||||
3.2 | Pressurisation and air conditioning (heating, ventilation) | P | ----> | ----> | ||||
3.3 | Pitot/static system | P | ----> | ----> | ||||
3.4 | Fuel system | P | ----> | ----> | ||||
3.5 | Electrical system | P | ----> | ----> | ||||
3.6 | Hydraulic system | P | ----> | ----> | ||||
3.7 | Flight control and trim system | P | ----> | ----> | ||||
3.8 | Anti-icing and de-icing system, glare shield heating (if fitted) | P | ----> | ----> | ||||
3.9 | Autopilot/flight director | P | ---> | ---> | ||||
3.10 | Stall warning devices or stall avoidance devices and stability augmentation devices | P | ----> | ----> | ||||
3.11 | Weather radar, radio altimeter, transponder, ground proximity warning system (if fitted) | P | ----> | ----> | ||||
3.12 | Landing gear system | P | -----> | -----> | ||||
3.13 | APU | P | ----> | ----> | ||||
3.14 | Radio, navigation equipment, instruments and FMS | P | ----> | ----> | ||||
3.15 | Flap system | P | ----> | ----> | ||||
SECTION 4 — Abnormal and emergency procedures | ||||||||
4 | Abnormal and emergency procedures (may be completed in an FSTD if qualified for the exercise) | M | A mandatory minimum of 3 items shall be selected from this section | |||||
4.1 | Fire drills, engine, APU, cargo compartment, flight deck and electrical fires including evacuation if applicable | P | ----> | ----> | ||||
4.2 | Smoke control and removal | P | ----> | ----> | ||||
4.3 | Engine failures, shutdown and restart (an aircraft shall not be used for this exercise) including one engine inoperative conversion from helicopter to aeroplane modes and vice versa | P | ----> | ----> | FFS only | |||
4.4 | Fuel dumping (simulated, if fitted) | P | ----> | ----> | ||||
4.5 | Wind shear at take-off and landing (an aircraft shall not be used for this exercise) | P | FFS only | |||||
4.6 | Simulated cabin pressure failure/emergency descent (an aircraft shall not be used for this exercise) | P | ----> | ----> | FFS only | |||
4.7 | ACAS event (an aircraft shall not be used for this exercise) | P | ----> | ----> | FFS only | |||
4.8 | Incapacitation of crew member | P | ----> | ----> | ||||
4.9 | Transmission malfunctions | P | ----> | ----> | FFS only | |||
4.10 | Recovery from a full stall (power on and off) or after activation of stall warning devices in climb, cruise and approach configurations (an aircraft shall not be used for this exercise) | P | ----> | ----> | FFS only | |||
4.11 | Other emergency procedures as detailed in the appropriate flight manual | P | ----> | ----> | ||||
SECTION 5 — Instrument flight procedures (to be performed in IMC or simulated IMC) | ||||||||
5.1 | Instrument take-off: transition to instrument flight is required as soon as possible after becoming airborne | P* | ---->* | ---->* | ||||
5.1.1 | Simulated engine failure during departure after decision point | P* | ---->* | ---->* | M* | |||
5.2 | Adherence to departure and arrival routes and ATC instructions | P* | ---->* | ---->* | M* | |||
5.3 | Holding procedures | P* | ---->* | ---->* | ||||
5.4 | Precision approach down to a decision height not less than 60 m (200 ft) | P* | ---->* | ---->* | ||||
5.4.1 | Manually, without flight director | P* | ---->* | ---->* | M* (Skill test only) | |||
5.4.2 | Manually, with flight director | P* | ---->* | ---->* | ||||
5.4.3 | With use of autopilot | P* | ---->* | ---->* | ||||
5.4.4 | Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing the OM and continued either to touchdown or until completion of the missed approach procedure | P* | ---->* | ---->* | M* | |||
5.5 | Non-precision approach down to the MDA/H | P* | ---->* | ---->* | M* | |||
5.6 | Go-around with all engines operating on reaching DA/H or MDA/MDH | P* | ---->* | ---->* | ||||
5.6.1 | Other missed approach procedures | P* | ---->* | ---->* | ||||
5.6.2 | Go-around with one engine simulated inoperative on reaching DA/H or MDA/MDH | P* | M* | |||||
5.7 | IMC autorotation with power recovery to land on runway in helicopter mode only (an aircraft shall not be used for this exercise) | P* | ---->* | ---->* | M* FFS only | |||
5.8 | Recovery from unusual attitudes (this one depends on the quality of the FFS) | P* | ---->* | ---->* | M* | |||
SECTION 6 — Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (200 ft) (CAT II/III) | ||||||||
6 | Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed approach procedures, all powered-lift aircraft equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) shall be used. | |||||||
6.1 | Rejected take-off at minimum authorised RVR | P | ----> | M* | ||||
6.2 | ILS approaches: in simulated instrument flight conditions down to the applicable DH, using flight guidance system. Standard operating procedures (SOPs) of crew coordination shall be observed. | P | ----> | ----> | M* | |||
6.3 | Go-around: after approaches as indicated in 6.2 on reaching DH. The training shall also include a go-around due to (simulated) insufficient RVR, wind shear, aircraft deviation in excess of approach limits for a successful approach, ground/airborne equipment failure prior to reaching DH, and go-around with simulated airborne equipment failure. | P | ----> | ----> | M* | |||
6.4 | Landing(s): with visual reference established at DH following an instrument approach. Depending on the specific flight guidance system, an automatic landing shall be performed. | P | ----> | M* | ||||
SECTION 7 — Optional equipment | ||||||||
7 | Use of optional equipment | P | ----> | ----> |
operate the airship within its limitations;
complete all manoeuvres with smoothness and accuracy;
exercise good judgement and airmanship;
apply aeronautical knowledge;
maintain control of the airship at all times in such a manner that the successful outcome of a procedure or manoeuvre is never in doubt;
understand and apply crew coordination and incapacitation procedures; and
communicate effectively with the other crew members.
IFR flight limits:
Height | |
Generally | ± 100 ft |
Starting a go-around at decision height/altitude | + 50 ft/– 0 ft |
Minimum descent height/altitude | + 50 ft/– 0 ft |
Tracking | |
On radio aids | ± 5° |
Precision approach | half-scale deflection, azimuth and glide path |
Heading | |
Normal operations | ± 5° |
Abnormal operations/emergencies | ± 10° |
VFR flight limits:
Height | |
Generally | ± 100 ft |
Heading | |
Normal operations | ± 5° |
Abnormal operations/emergencies | ± 10° |
=
Trained as PIC or co-pilot and as PF and PM for the issue of a type rating as applicable.
FFS = | full-flight simulator |
FTD = | flight training device |
OTD = | other training device |
As = | airship |
Applicants for the skill test for the issue of the airship shall pass Sections 1 to 5 and, if applicable, Section 6.
Applicants for the revalidation or renewal of the airship type rating proficiency check shall pass Sections 1 to 5 and, if applicable Section 6.
The starred items (*) shall be flown solely by reference to instruments. If this condition is not met during the skill test or proficiency check, the type rating will be restricted to VFR only.
the qualification of the FSTDs as set out in the relevant requirements of Annex VI (Part-ARA) and Annex VII (Part-ORA); and
the qualifications of the instructor.
AIRSHIP CATEGORY | PRACTICAL TRAINING | SKILL TEST OR PROFICIENCY CHECK | ||||||
---|---|---|---|---|---|---|---|---|
Manoeuvres/procedures | Instructor's initials when training completed | Checked in | Examiner's initials when test completed | |||||
OTD | FTD | FFS | As | FFS As | ||||
SECTION 1 — Preflight preparations and checks | ||||||||
1.1 | Preflight inspection | P | ||||||
1.2 | Cockpit inspection | P | ----> | ----> | ----> | |||
1.3 | Starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies | P | ----> | ----> | M | |||
1.4 | Off-mast procedure and ground manoeuvring | P | ----> | M | ||||
1.5 | Pre-take-off procedures and checks | P | ----> | ----> | ----> | M | ||
SECTION 2 — Flight manoeuvres and procedures | ||||||||
2.1 | Normal VFR take-off profile | P | ----> | M | ||||
2.2 | Take-off with simulated engine failure | P | ----> | M | ||||
2.3 | Take-off with heaviness > 0 (Heavy T/O) | P | ----> | |||||
2.4 | Take-off with heaviness < 0 (Light/TO) | P | ----> | |||||
2.5 | Normal climb procedure | P | ----> | |||||
2.6 | Climb to pressure height | P | ----> | |||||
2.7 | Recognising of pressure height | P | ----> | |||||
2.8 | Flight at or close to pressure height | P | ----> | M | ||||
2.9 | Normal descent and approach | P | ----> | |||||
2.10 | Normal VFR landing profile | P | ----> | M | ||||
2.11 | Landing with heaviness > 0 (Heavy Ldg.) | P | ----> | M | ||||
2.12 | Landing with heaviness < 0 (Light Ldg.) | P | ----> | M | ||||
Intentionally left blank | ||||||||
SECTION 3 — Normal and abnormal operations of the following systems and procedures | ||||||||
3 | Normal and abnormal operations of the following systems and procedures (may be completed in an FSTD if qualified for the exercise): | M | A mandatory minimum of 3 items shall be selected from this section | |||||
3.1 | Engine | P | ----> | ----> | ----> | |||
3.2 | Envelope pressurisation | P | ----> | ----> | ----> | |||
3.3 | Pitot/static system | P | ----> | ----> | ----> | |||
3.4 | Fuel system | P | ----> | ----> | ----> | |||
3.5 | Electrical system | P | ----> | ----> | ----> | |||
3.6 | Hydraulic system | P | ----> | ----> | ----> | |||
3.7 | Flight control and trim system | P | ----> | ----> | ----> | |||
3.8 | Ballonet system | P | ----> | ----> | ----> | |||
3.9 | Autopilot/flight director | P | ---> | ---> | ----> | |||
3.10 | Stability augmentation devices | P | ----> | ----> | ----> | |||
3.11 | Weather radar, radio altimeter, transponder, ground proximity warning system (if fitted) | P | ----> | ----> | ----> | |||
3.12 | Landing gear system | P | -----> | -----> | ----> | |||
3.13 | APU | P | ----> | ----> | ----> | |||
3.14 | Radio, navigation equipment, instruments and FMS | P | ----> | ----> | ----> | |||
Intentionally left blank | ||||||||
SECTION 4 — Abnormal and emergency procedures | ||||||||
4 | Abnormal and emergency procedures (may be completed in an FSTD if qualified for the exercise) | M | A mandatory minimum of three items shall be selected from this section | |||||
4.1 | Fire drills, engine, APU, cargo compartment, flight deck and electrical fires, including evacuation if applicable | P | ----> | ----> | ----> | |||
4.2 | Smoke control and removal | P | ----> | ----> | ----> | |||
4.3 | Engine failures, shutdown and restart: in particular phases of flight, inclusive multiple engine failure | P | ----> | ----> | ----> | |||
4.4 | Incapacitation of crew member | P | ----> | ----> | ----> | |||
4.5 | Transmission/gearbox malfunctions | P | ----> | ----> | ----> | FFS only | ||
4.6 | Other emergency procedures as outlined in the appropriate flight manual | P | ----> | ----> | ----> | |||
SECTION 5 — Instrument Flight Procedures (to be performed in IMC or simulated IMC) | ||||||||
5.1 | Instrument take-off: transition to instrument flight is required as soon as possible after becoming airborne | P* | ---->* | ---->* | ---->* | |||
5.1.1 | Simulated engine failure during departure | P* | ---->* | ---->* | ---->* | M* | ||
5.2 | Adherence to departure and arrival routes and ATC instructions | P* | ---->* | ---->* | ---->* | M* | ||
5.3 | Holding procedures | P* | ---->* | ---->* | ---->* | |||
5.4 | Precision approach down to a decision height not less than 60 m (200 ft) | P* | ---->* | ---->* | ---->* | |||
5.4.1 | Manually, without flight director | P* | ---->* | ---->* | ---->* | M* (Skill test only) | ||
5.4.2 | Manually, with flight director | P* | ---->* | ---->* | ---->* | |||
5.4.3 | With use of autopilot | P* | ---->* | ---->* | ---->* | |||
5.4.4 | Manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing the OM and continued to touchdown or until completion of the missed approach procedure | P* | ---->* | ---->* | ---->* | M* | ||
5.5 | Non-precision approach down to the MDA/H | P* | ---->* | ---->* | ---->* | M* | ||
5.6 | Go-around with all engines operating on reaching DA/H or MDA/MDH | P* | ---->* | ---->* | ---->* | |||
5.6.1 | Other missed approach procedures | P* | ---->* | ---->* | ---->* | |||
5.6.2 | Go-around with one engine simulated inoperative on reaching DA/H or MDA/MDH | P* | M* | |||||
5.7 | Recovery from unusual attitudes (this one depends on the quality of the FFS) | P* | ---->* | ---->* | ---->* | M* | ||
SECTION 6 — Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (200 ft) (CAT II/III) | ||||||||
6 | Additional authorisation on a type rating for instrument approaches down to a decision height of less than 60 m (200 ft) (CAT II/III). The following manoeuvres and procedures are the minimum training requirements to permit instrument approaches down to a DH of less than 60 m (200 ft). During the following instrument approaches and missed approach procedures, all airship equipment required for the type certification of instrument approaches down to a DH of less than 60 m (200 ft) shall be used. | |||||||
6.1 | Rejected take-off at minimum authorised RVR | P | ----> | M* | ||||
6.2 | ILS approaches: in simulated instrument flight conditions down to the applicable DH, using flight guidance system. SOPs of crew coordination shall be observed. | P | ----> | M* | ||||
6.3 | Go-around After approaches as indicated in 6.2 on reaching DH. The training shall also include a go-around due to (simulated) insufficient RVR, wind shear, aircraft deviation in excess of approach limits for a successful approach, ground/airborne equipment failure prior to reaching DH and, go-around with simulated airborne equipment failure. | P | ----> | M* | ||||
6.4 | Landing(s): with visual reference established at DH following an instrument approach. Depending on the specific flight guidance system, an automatic landing shall be performed | P | ----> | M* | ||||
SECTION 7 — Optional equipment | ||||||||
7 | Use of optional equipment | P | ---->’ |
Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91 (OJ L 212, 22.8.2018, p. 1).
Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 311, 25.11.2011, p. 1).
European Plan for Aviation Safety 2018-2022, pt. 5.3.1, p. 33.
Commission Regulation (EU) 2015/445 of 17 March 2015 amending Regulation (EU) No 1178/2011 as regards technical requirements and administrative procedures related to civil aviation aircrew (OJ L 74, 18.3.2015, p. 1).
Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (OJ L 296, 25.10.2012, p. 1).
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