FCL.905.TRI TRI – Privileges and conditions
Regulation (EU) 2021/2227
(a) The privileges of a TRI are to instruct for:
(1) the revalidation and renewal of an IR, provided the TRI holds a valid IR;
(2) the issue of a TRI or SFI certificate, provided that the holder meets all of the following conditions:
(i) has at least 50 hours of instructional experience as a TRI or SFI in accordance with this Regulation or Regulation (EU) No 965/2012;
(ii) has conducted the flight instruction syllabus of the relevant part of the TRI training course in accordance with point FCL.930.TRI(a)(3) to the satisfaction of the head of training of an ATO;
(3) in the case of the TRI for single-pilot aeroplanes:
(i) the issue, revalidation and renewal of type ratings for single-pilot high‑performance complex aeroplanes provided that the applicant seeks privileges to operate in single-pilot operations.
The privileges of the TRI(SPA) may be extended to flight instruction for single-pilot high-performance complex aeroplane type ratings in multi-pilot operations, provided that the TRI meets any of the following conditions:
(A) holds or has held a TRI certificate for multi-pilot aeroplanes;
(B) has at least 500 hours on aeroplanes in multi-pilot operations and completed an MCCI training course in accordance with point FCL.930.MCCI;
(ii) the MPL course on the basic phase, provided that he or she has the privileges extended to multi-pilot operations and holds or has held an FI(A) or an IRI(A) certificate;
(4) in the case of the TRI for multi-pilot aeroplanes:
(i) the issue, revalidation and renewal of type ratings for:
(A) multi-pilot aeroplanes;
(B) single-pilot high-performance complex aeroplanes when the applicant seeks privileges to operate in multi-pilot operations;
(ii) MCC training;
(iii) the MPL course on the basic, intermediate and advanced phases, provided that, for the basic phase, he or she holds or has held an FI(A) or IRI(A) certificate;
(5) in the case of the TRI for helicopters:
(i) the issue, revalidation and renewal of helicopter type ratings;
(ii) MCC training, provided that he or she has completed 350 hours of flight time as a pilot in multi-pilot operations in any aircraft category.
(6) in the case of the TRI for powered-lift aircraft:
(i) the issue, revalidation and renewal of powered-lift type ratings;
(ii) MCC training.
(b) The privileges of a TRI include privileges to conduct EBT practical assessment at an EBT operator, provided that the instructor complies with the requirements of Annex III (Part-ORO) to Regulation (EU) No 965/2012 for EBT instructor standardisation at that EBT operator.
GM1 FCL.905.TRI(b) Privileges and conditions
ED Decision 2019/005/R
INSTRUCTORS INSTRUCTING FOR THE ISSUE OF A TRI OR SFI CERTIFICATE
Training in an aeroplane is not a requirement for the issue of an SFI or a TRI certificate. In order to deliver effective UPRT, it is beneficial for the instructor to have first-hand experience of the critical psychological and physiological human factors, which might be present during recoveries from developed upsets. These human factors (effects of unusual acceleration, such as variations from normal 1G flight, the difficulty to perform counter-intuitive actions, and the management of the associated stress response) can only be experienced during training in an aeroplane because FFSs are not capable of reproducing sustained accelerations. Completion of the advanced UPRT course in accordance with FCL.745.A would provide such experience and is therefore useful for instructors providing instruction for the issue of a TRI or an SFI certificate.
FCL.910.TRI TRI – Restricted privileges
Regulation (EU) 2021/2227
(a) General. If the TRI training is carried out in FSTDs only, the privileges of TRIs shall be restricted to training in FSTDs. This restriction shall however include the following privileges for conducting, in the aircraft:
(1) LIFUS, provided that the TRI training course has included the training specified in point FCL.930.TRI(a)(4)(i);
(2) landing training, provided that the TRI training course has included the training specified in point FCL.930.TRI(a)(4)(ii); or
(3) the training flight specified in point FCL.060(c)(2), provided that the TRI training course has included the training referred to in points (a)(1) or (a)(2).
The restriction to FSTD shall be removed if TRIs have completed an assessment of competence in the aircraft.
(b) TRIs for aeroplanes and for powered-lift aircraft — TRI(A) and TRI(PL). The privileges of TRIs are restricted to the type of aeroplane or powered-lift aircraft in which the training and the assessment of competence were conducted. Unless otherwise determined in the OSD, to extend the privileges of TRIs to further types, TRIs shall have:
(1) completed within the 12 months preceding the application, at least 15 route sectors, including take-offs and landings on the applicable aircraft type, of which of maximum of 7 sectors may be completed in an FSTD;
(2) completed the relevant parts of the technical training and the flight instruction parts of the applicable TRI course;
(3) passed the relevant sections of the assessment of competence in accordance with point FCL.935 in order to demonstrate to an FIE or a TRE qualified in accordance with Subpart K to this Annex their ability to instruct a pilot to the level required for the issue of a type rating, including pre-flight, post-flight and theoretical knowledge instruction.
The privileges of TRIs shall be extended to further variants in accordance with the OSD if TRIs have completed the relevant parts of the technical training and flight instruction parts of the applicable TRI course.
(c) TRIs for helicopters — TRI(H).
(1) The privileges of TRIs(H) are restricted to the type of helicopter in which the assessment of competence for the issue of the TRI certificate was taken. Unless otherwise determined in the OSD, the privileges of the TRIs shall be extended to further types if TRIs have:
(i) completed the relevant parts of the technical training and flight instruction parts of the TRI course;
(ii) completed within the 12 months preceding the date of application, at least 10 hours on the applicable helicopter type, of which a maximum of 5 hours may be completed in an FFS or FTD 2/3; and
(iii) passed the relevant sections of the assessment of competence in accordance with point FCL.935 in order to demonstrate to an FIE or a TRE qualified in accordance with Subpart K of this Annex their ability to instruct a pilot to the level required for the issue of a type rating, including pre-flight, post-flight and theoretical knowledge instruction.
The privileges of TRIs shall be extended to further variants in accordance with the OSD if TRIs have competed the relevant parts of the technical training and flight instruction parts of the applicable TRI course.
(2) In order to extend the privileges of a TRI(H) to multi-pilot operations in the same type of single-pilot helicopters, the holder shall have at least 350 hours of flight time as a pilot in multi-pilot operations in any aircraft category or have at least 100 hours of flight time as a pilot in multi-pilot operations on the specific type within the last 2 years.
(3) Before the privileges of a TRI(H) are extended from single-pilot helicopters to multi-pilot helicopters, the holder shall comply with point FCL.915.TRI(d)(3).
(d) Notwithstanding the points above, holders of a TRI certificate who received a type rating in accordance with point FCL.725(e) shall be entitled to have their TRI privileges extended to that new type of aircraft.
GM1 FCL.910.TRI TRI Restricted privileges
ED Decision 2020/005/R
(a) The restrictions of the TRI privileges are annotated on the license under ‘Remarks and Restrictions’ against the appropriate TRI certificate, along with the following endorsements:
(1) if the training is carried out in an FSTD: ‘TRI/r’ (r=restricted);
(2) if the TRI training, as specified in point FCL.910.TRI(a)(1), includes the LIFUS training: endorsement as per point (a) and ‘LIFUS’; and
(3) if the landing training, as specified in point FCL.910.TRI(a)(2), is included in the TRI training course: endorsement as per point (a) and ‘LT’ (LT = landing training).
(b) For example a TRI restricted with LIFUS and landing training privileges will have on their license the following endorsement: ‘TRI/r LIFUS LT’.
GM1 FCL.910.TRI(b)(2) TRI training for type extension
ED Decision 2020/005/R
‘Relevant parts of the technical training and the flight instruction parts of the applicable TRI training course’ means that the training should be relevant to its purpose, taking into consideration the experience of the individual TRI on other aircraft types that are similar to the one for which the extension of TRI privileges is applied for.
FCL.915.TRI TRI – Prerequisites
Regulation (EU) 2021/2227
An applicant for a TRI certificate shall:
(a) hold a CPL, MPL or ATPL pilot licence on the applicable aircraft category;
(b) for a TRI(MPA) certificate:
(1) have completed 1 500 hours flight time as a pilot on multi-pilot aeroplanes; and
(2) have completed, within the 12 months preceding the date of application, 30 route sectors, including take-offs and landings, as PIC or co-pilot on the applicable aeroplane type, of which 15 sectors may be completed in an FFS representing that type;
(c) for a TRI(SPA) certificate:
(1) have completed, within the 12 months preceding the date of the application, at least 30 route sectors, including take-offs and landings, as PIC on the applicable aeroplane type, of which a maximum of 15 sectors may be completed in an FSTD representing that type; and
(2) (i) have competed at least 500 hours flight time as pilot on aeroplanes, including 30 hours as PIC on the applicable type of aeroplane; or
(ii) hold or have held an FI certificate for multi-engine aeroplanes with IR(A) privileges;
(d) for TRI(H):
(1) for a TRI(H) certificate for single-pilot single-engine helicopters, either:
(i) have completed 250 hours as a pilot on helicopters; or
(ii) hold an FI(H) certificate.
(2) for a TRI(H) certificate for single-pilot multi-engine helicopters, either:
(i) have completed 500 hours as pilot of helicopters, including 100 hours as PIC in single‑pilot multi-engine helicopters; or
(ii) hold an FI(H) certificate and have completed 100 hours of flight time as a pilot in multi‑engine helicopters.
(3) for a TRI(H) certificate for multi-pilot helicopters, have completed 1 000 hours of flight time as a pilot on helicopters, and have either 350 hours in multi-pilot operations on any aircraft category or 100 hours of flight time as a pilot in multi-pilot operations on the type for which the TRI(H) certificate is sought;
(e) for TRI(PL):
(1) have completed 1 500 hours flight time as a pilot on multi-pilot aeroplanes, powered-lift, or multi-pilot helicopters; and
(2) have completed, within the 12 months preceding the application, 30 route sectors, including take-offs and landings, as PIC or co-pilot on the applicable powered-lift type, of which 15 sectors may be completed in an FFS representing that type.
FCL.930.TRI TRI – Training course
Regulation (EU) 2019/1747
(a) The TRI training course shall be conducted in the aircraft only if no FSTD is available and accessible and shall include:
(1) 25 hours of teaching and learning;
(2) 10 hours of technical training, including revision of technical knowledge, the preparation of lesson plans and the development of classroom/simulator instructional skills;
(3) 5 hours of flight instruction on the appropriate aircraft or an FSTD representing that aircraft for single-pilot aircraft and 10 hours for multi-pilot aircraft or an FSTD representing that aircraft;
(4) the following training, as applicable:
(i) additional specific training before conducting LIFUS;
(ii) additional specific training before conducting landing training. That training in the FSTD shall include training for emergency procedures related to the aircraft.
(b) Applicants holding or having held an instructor certificate shall be fully credited towards the requirement of (a)(1).
(c) An applicant for a TRI certificate who holds an SFI certificate for the relevant type shall be fully credited towards the requirements of this paragraph for the issue of a TRI certificate restricted to flight instruction in simulators.
AMC1 FCL.930.TRI TRI Training course
ED Decision 2020/005/R
TRI TRAINING COURSE — AEROPLANES
(a) General
(1) The training course should develop safety awareness throughout by imparting knowledge, skills, and attitudes relevant to the TRI task, and should be designed to adequately train the candidate instructor in theoretical-knowledge instruction, flight instruction, and FSTD instruction to enable the candidate instructor to instruct others on an aeroplane type rating for which the candidate instructor is qualified.
(2) The TRI(A) training course should place particular emphasis on the role of the individual, human factors in the man–machine environment, and CRM.
(3) Special attention should be given to the candidate instructor’s maturity and judgment including their understanding of adults, behavioural attitudes, and variable levels of learning ability. During the training course, the candidate instructor should be made aware of their own attitude towards the importance of flight safety.
(4) For a TRI(A), the amount of time for flight training should vary depending on the complexity of the aeroplane type. A similar number of hours should be allotted to the instruction on, and practice of, both preflight and postflight briefing for each exercise.
(5) The flight instruction should ensure that the candidate instructor is able to teach the air exercises safely and efficiently and should be related to the type of aeroplane on which the candidate instructor wishes to instruct. The content of the training programme should cover training exercises applicable to the aeroplane type, which are set out in the applicable type rating training courses.
(6) Airmanship is a vital element of all flight operations. Therefore, in the following exercises, the relevant aspects of airmanship should be stressed at the appropriate times during each flight.
(7) The candidate instructor should learn how to identify common errors and how to correct them properly, which should be emphasised at all times.
(b) Content
The training course consists of three parts:
— Part 1: teaching and learning instruction in accordance with AMC1 FCL.920;
— Part 2: technical theoretical-knowledge instruction (technical training); and
— Part 3: flight instruction.
(1) Part 1 — Teaching and learning The content of the teaching and learning part of the FI training course as described in AMC1 FCL.930.FI should be used as guidance to develop the course syllabus.
(2) Part 2 — Technical theoretical-knowledge instruction syllabus
(i) If a TRI(A) certificate for MP aeroplanes is sought, particular attention should be given to MCC. If a TRI(A) certificate for SP aeroplanes is sought, particular attention should be given to the duties in SP operations.
(ii) The technical theoretical-knowledge instruction should comprise at least 10 hours of training to refresh Part-1 theoretical topics, as necessary, and aircraft technical knowledge. It should include preparation of lesson plans and development of briefing-room instructional skills. A proportion of the allotted 10 hours could be integrated into the practical flight instruction lessons of Part 3, using expanded preflight and postflight briefing sessions. Consequently, for practical purposes, Part 2 and Part 3 could be considered complementary to each other.
(iii) The type rating theoretical syllabus should be used to develop the TRI(A)’s teaching skills in relation to the type technical course syllabus. The course instructor should deliver example lectures from the applicable type technical syllabus and the candidate instructor should prepare and deliver lectures on topics that are selected by the course instructor from the type rating course.
(3) Part 3 — Flight instruction
(i) General
(A) The course should be related to the type of aeroplane on which the applicant wishes to instruct. It should consist of at least 5 hours of flight instruction for SP aeroplanes that are operated in SP operations, and at least 10 hours for MP aeroplanes or SP-certified aeroplanes that are operated in MP operations, per candidate instructor.
(B) TEM, CRM, and the appropriate use of behavioural markers should be integrated throughout.
(C) Training courses should be developed to help the candidate instructor gain experience in the training of a variety of exercises, covering both normal and abnormal operations.
(D) The syllabus should be tailored and appropriate to the aeroplane type, and the exercises used should be more demanding for each individual student.
(E) The course should cover the whole range of instructor skills to enable the candidate instructor to plan sessions, brief, train and debrief using all relevant training techniques that are appropriate to pilot training.
(ii) Use of FSTDs
(A) The applicant for a TRI(A) certificate should be instructed in using the device and made familiar with its limitations, capabilities, and safety features, including emergency evacuation.
(B) The applicant for a TRI(A) certificate should be instructed in providing and evaluating training from the instructor station and from all pilot operating positions, including demonstrations of handling exercises.
(C) The syllabus should include engine-out handling and engine-out operations in addition to representative exercises from the type rating course.
(D) Where no FSTD exists for the type of aeroplane for which the certificate is sought, or if the FSTD is not suitable to complete all the elements of the training programme for the TRI certificate, the entire course or a part of it should be conducted in the applicable aeroplane type, and the synthetic-device elements should be replaced with appropriate exercises in the aeroplane.
The assessment of competence should be performed:
— when no FSTD exists, in the aeroplane; and
— when not all elements of the training are completed in the FSTD, in both the aeroplane and the FSTD; this combined use of aeroplane and FSTD in the assessment of competence should reflect and be similar to the combined use of aeroplane and FSTD during the training course.
(F) In general, TRI training is designed to develop the competencies of a pilot to become an instructor. From this perspective, the training may be provided in several arrangements:
— the candidate instructor is seating in either pilot seat;
— the candidate instructor is seating at the IOS; or
— the candidate instructor is observing (seating as an observer).
The combination of the above-mentioned training arrangements and the allocation of time to each one of them depends on an analysis of several elements, including but not limited to the following:
— previous experience and curriculum of each candidate (e.g. previous instructor experience, experience on aeroplane type, total flight experience, etc.) in isolation and as part of the course group(s);
— specific requirements for aeroplane type and related training exercises;
— overall maturity and experience of the ATO in providing TRI training courses; and
— type, fidelity level, and reliability of the available devices.
Subject to particular training arrangements that are determined by the ATO and approved by the competent authority, a TRI may instruct in parallel two TRI candidate instructors under the following scenarios:
— one candidate is sitting at the controls (supported by a suitable pilot), while the second candidate is sitting at the IOS; this scenario may be used for demonstration of flight manoeuvres or engine out exercises; or
— both candidates receive instruction (general introduction and handling) at the IOS.
In this way, both candidates can independently develop specific competencies.
Additional TRI candidate instructors may be present as observers during such an instruction given in parallel, with no credit of hours for their TRI training.
For an initial TRI training course, such ‘in parallel’ instruction should be given only for a reasonable part of the overall TRI training course duration. For a TRI type extension, the amount of hours required forsuch an instruction may be increased.
In any case, the way of instruction largely depends on the experience of the TRI trainer in the various training arrangements and on the general experience of the candidate instructor.
(iii) SP MET aeroplane training for asymmetric power flight
During this part of the training, particular emphasis should be placed on:
(A) the circumstances under which the actual feathering and unfeathering is practised, e.g. safe altitude, compliance with regulations regarding minimum altitude or height for feathering, weather conditions, distance from the nearest available aerodrome;
(B) the procedure that should be used for cooperation between instructor and student, e.g. the correct use of touch drills and the prevention of misunderstandings, especially during feathering and unfeathering and when zero thrust is used for asymmetric circuits; this procedure should include a positive agreement on which engine should be shut down or restarted or set at zero thrust, as well as on identifying each control and the engine it will affect;
(C) avoiding overworking the operating engine and preventing degraded performance when operating the aeroplane in asymmetric flight; and
(D) the need to use the specific checklist for the given aeroplane type.
(iv) Long briefings on SP MET aeroplanes
Long briefings provide an essential link between academic principles and air exercises. They introduce aeronautical theory and the practical application of aeronautical principles to the student.
The instructor should ensure that the candidate instructor is able to teach all the following subjects:
(A) Asymmetric power flight:
(a) introduction to asymmetric flight;
(b) feathering the propeller: method of operation;
(c) effects on aeroplane handling at cruising speed;
(d) introduction to the effects upon aeroplane performance;
(e) identification of the foot load to maintain a constant heading (no rudder trim);
(f) feathering the propeller: regaining normal flight;
(g) finding the zero-thrust setting: comparison of foot load when the propeller is feathered and thrust is set to zero;
(h) effects and recognition of engine failure in level flight;
(i) forces and effects of yaw;
(j) types of failure:
(1) sudden or gradual, and
(2) complete or partial;
(k) yaw direction and further effects of yaw;
(l) flight instrument indications;
(m) identification of failed engine;
(n) couples and residual out-of-balance forces: resultant flight attitude;
(o) use of rudder to counteract yaw;
(p) use of aileron: dangers of misuse;
(q) use of elevator to maintain level flight;
(r) use of power to maintain safe airspeed and altitude;
(s) supplementary recovery to straight and level flight: simultaneous increase in speed and reduction in power;
(t) identification of failed engine: idle engine;
(u) use of engine instruments for identification:
(1) fuel pressure or flow;
(2) RPM gauge response effect of constant speed unit (CSU) action at lower and higher airspeed; and
(3) engine temperature gauges;
(v) confirmation of identification: closing the throttle of the identified failed engine;
(w) effects and recognition of engine failure in turns;
(x) identification and control; and
(y) side forces and effects of yaw.
(B) Turning flight:
(a) effect of ‘inside’ engine failure: sudden and pronounced effect;
(b) effect of ‘outside’ engine failure: less sudden and pronounced effect;
(c) possible confusion in identification (particularly at low power):
(1) correct use of rudder; and
(2) possible need to return to lateral level flight to confirm correct identification;
(d) visual and flight instrument indications;
(e) effect of varying speed and power;
(f) speed and thrust relationship;
(g) at normal cruising speed and cruising power: engine failure clearly recognised;
(h) at low safe speed and climb power: engine failure most likely recognised; and
(i) at high-speed descent and low power: asymmetry (engine failure) possibly not recognised.
(C) Minimum control speeds:
(a) Air speed indicator (ASI) colour coding: red radial line. Note: this exercise is intended to explore the ultimate boundaries of controllability of the aeroplane aircraft in an asymmetric state in various conditions with a steady power setting. A steady power setting is achieved by using a fixed power setting and adjusting the aircraft attitude to obtain a gradual speed reduction. The failure exercise should not be performed as a sudden and complete failure at the VMCA given in the AFM. The purpose of the exercise is to continue the gradual introduction of a student to the control of an aeroplane in asymmetric power flight in extreme or critical situations, and not to demonstrate VMCA.
(b) Techniques for assessing critical speeds at wings level, and recovery from those speeds; dangers involved when minimum control speed and stalling speed are very close: use of safe single-engine speed (Vsse).
(c) Establishing a minimum control speed for each asymmetrically disposed engine: establishing the critical engine (if applicable).
(d) Effects on minimum control speeds of:
(i) bank;
(ii) zero-thrust setting; and
(iii) take-off configuration:
(A) landing gear down and take-off flap set; and
(B) landing gear up and take-off flap set.
Note: the use of 5 ° of bank towards the operating engine results in a better climb performance than that obtained with wings level held. Manufacturers may use these conditions when determining the asymmetric climb performance of the aircraft.
Thus, the VMCA quoted in the AFM may be different from the speeds that are determined during this exercise.
(D) Feathering and unfeathering:
(a) minimum heights for practising feathering and unfeathering drills; and
(b) engine-handling precautions (overheating, icing conditions, priming, warm-up, method of simulating an engine failure: refer to the aircraft engine manual, service instructions, and bulletins).
(E) Engine failure procedure:
(a) once control is maintained, the phase of operation and the aircraft type determine in which order the procedures should be followed; and
(b) the flight phase should be:
(1) in cruising flight; or
(2) a critical phase, e.g. immediately after take-off or during approach to landing or during a go-around.
(F) Aircraft type:
Variations in the order of certain drills and checks inevitably occur due to differences between aeroplane types and perhaps between models of the same aeroplane type. The AFM should be consulted to establish the exact order of the related procedures.
For example, one AFM may call for the raising of flaps and landing gear before feathering, whereas another AFM may recommend feathering as a first step. The reason for this latter procedure may be that some engines cannot be feathered if RPM drop below a certain figure.
However, in some aeroplanes, the raising of the landing gear may create more drag during retraction due to the transient position of the landing gear doors, and as a result, retraction should be avoided until feathering is completed and propeller drag reduced.
Therefore, the order in which the drills and checks are presented under immediate and subsequent actions in this syllabus should be considered as general guidance only; the exact order of precedence is determined by reference to the AFM for the specific aeroplane type used in the course.
(G) In-flight engine failure during cruising or other flight phase not including take-off or landing:
(a) immediate actions:
(1) control of the aircraft;
(2) recognition of asymmetric condition;
(3) identification and confirmation of failed engine:
(i) idle leg = idle engine; and
(ii) closing of throttle or pulling back of power lever, as appropriate, for confirmation;
(4) identification of failure cause and fire check:
(i) typical reasons for failure; and
(ii) methods of rectification; and
(5) feathering decision and procedure:
(i) reduction of other drag;
(ii) need for speed but not haste; and
(iii) use of rudder trim;
(b) subsequent actions:
(1) operating engine:
(i) temperature, pressure, and power;
(ii) remaining services;
(iii) electrical load: assess and reduce, as necessary;
(iv) effect on power source for air-driven instruments;
(v) landing gear; and (vi) flaps and other services;
(2) replanning of the flight:
(i) ATC and weather;
(ii) terrain clearance, SE cruising speed; and
(iii) decision to divert or continue;
(3) fuel management: best use of remaining fuel;
(4) dangers of restarting damaged engine;
(5) action if unable to maintain altitude: effect of altitude on available power;
(6) effects on performance;
(7) effects on available power and required power;
(8) effects on various airframe configurations and propeller settings;
(9) use of AFM:
(i) cruising;
(ii) climbing: ASI colour coding (blue line);
(iii) descending; and (iv) turning;
(10) limitations and handling of operating engine; and
(11) control and performance of take-off and approach.
(H) Significant factors:
(a) significance of take-off safety speed:
(1) effect on aeroplane performance of landing gear, flap, feathering, take-off, trim setting, and systems for operating landing gear and flaps; and
(2) effect on aeroplane performance of mass, altitude, and temperature;
(b) significance of best SE climb speed (Vyse):
(1) accelerating to Vyse and establishing a positive climb;
(2) relationship between Vyse and normal climb speed; and
(3) action, if unable to climb; and
(c) significance of asymmetric committal height and speed: action, if baulked below asymmetric committal height.
(I) Engine failure during take-off:
(a) below VMCA or unstick speed:
(1) use AFM data, if available ; and
(2) accelerate or stop distance considerations;
(b) above VMCA or unstick speed and below safety speed;
(c) immediate relanding or use of remaining power for forced landing; and
(d) considerations:
(1) degree of engine failure;
(2) speed at the time;
(3) mass, altitude, temperature performance;
(4) configuration;
(5) length of remaining runway; and
(6) position of any obstacles ahead.
(J) Engine failure after take-off:
(a) simulated at a safe height and at or above take-off safety speed;
(b) considerations:
(1) need to maintain control;
(2) use of bank technique towards operating engine;
(3) use of available power to reach Vyse;
(4) mass, altitude, temperature performance; and
(5) effect of prevailing conditions and circumstances;
(c) immediate actions:
(1) maintaining control, including airspeed and use of power;
(2) recognition of asymmetric condition;
(3) identification and confirmation of failed engine;
(4) feathering and removal of drag (procedure for specific type); and
(5) reaching and maintaining Vyse; and
(d) subsequent actions, whilst carrying out an asymmetric power climb to the downwind position at Vyse:
(1) identification of failure and fire check;
(2) handling considerations for operating engine;
(3) remaining services;
(4) liaison with ATC; and
(5) fuel management.
Note: these procedures are dependent upon the aeroplane type concerned and actual flight situation.
(K) Asymmetric committal height
(a) Asymmetric committal height is the minimum height needed to put the aircraft into a positive climb, whilst maintaining an adequate speed to control the aircraft and reduce drag during an approach to landing.
(b) Due to the significantly reduced performance of many CS-23 aeroplanes when operating with one engine, a minimum height should be considered from which it would be safe to attempt a go-around procedure during an approach when the aeroplane must change from descent to climb in a high-drag configuration.
(c) Due to the height loss that occurs when the operating engine is turned to full power, with landing gear and flap retracted, and the aeroplane is put into a climb at Vyse, a minimum height (often referred to as ‘asymmetric committal height’) should be selected below which the pilot should not attempt to fly another circuit. This height should be compatible with the aeroplane type, all-up weight, altitude of the aerodrome used, air temperature, wind, height of obstructions along the climb-out path, and the pilot’s competence.
(d) Circuit approach and landing with asymmetric power:
(1) definition and use of asymmetric committal height;
(2) use of standard pattern and normal procedures;
(3) action, if unable to maintain circuit height;
(4) speed and power settings required; and
(5) decision to land or execute a go-around at asymmetric committal height: factors to be considered.
(e) Undershooting: importance of maintaining an appropriate airspeed.
(L) Speed and heading control:
(a) relationship between height, speed, and power: need for minimum possible drag; and
(b) reaching a positive climb at Vyse:
(1) effect of availability of systems, and power for the flap and landing gear; and
(2) operation and rapid clean-up.
Note 1: the airspeed at which the decision is made to make a landing or execute a go-around should normally be Vyse and not lower than the safety speed.
Note 2: instrument approach ‘decision height’ and its associated procedures should not be confused with the selection of minimum height for initiating a go-around in asymmetric power flight.
(M) Engine failure during an all-engine approach or missed approach:
(a) use of asymmetric committal height, and speed considerations; and
(b) speed and heading control: decision to attempt a landing, go-around or forced landing depending on circumstances. Note: at least one demonstration and practice of engine failure in this situation should be performed during the course.
(N) Instrument flying with asymmetric power:
(a) considerations relating to aircraft performance during:
(1) straight and level flight;
(2) climb and descent;
(3) standard rate turns; and
(4) level, climbing, and descending turns including turns to preselected headings;
(b) availability of vacuum-operated instruments; and
(c) electrical power source.
(v) Specific trainings: LIFUS training and landing training
The applicant for a TRI(A) certificate should receive instruction in an FSTD in accordance with FCL.930.TRI(a)(4).
(A) LIFUS training: content
(a) Training in an FSTD:
(1) familiarisation as PF on both seats, as applicable, which should include at least the following:
(i) pre-flight preparation and use of checklists;
(ii) taxiing;
(iii) take-off;
(iv) rejected take-off;
(v) engine failure during take-off, after take-off decision speed (V1);
(vi) one-engine-inoperative approach and go-around;
(vii) one-engine-inoperative (critical, simulated) landing;
(viii) other emergency and abnormal operating procedures (as necessary);
(ix) emergency evacuations; and
(x) task sharing and decision-making; and
(2) aeroplane training techniques:
(i) methods of providing appropriate commentary; and
(ii) intervention strategies developed from situations that are role-played by a TRI training course instructor, taken from but not limited to:
(A) take-off:
— tail strike awareness and avoidance,
— rejected take-off,
— actual engine failure,
— take-off configuration warning, and
— overcontrolling;
(B) approach and landing:
— normal approach,
— high flare, long float, no flare,
— immediate go-around after touchdown,
— baulked landing,
— rejected landing,
— crosswind, and
— overcontrolling; and
(C) flight management:
— task sharing and handover of controls,
— effect of ATC-delaying actions on endurance,
— alternate management and diversion, and
— traffic awareness when flying in pattern.
(b) Training in aeroplane (in flight)
This training should consist of at least one route sector where the candidate instructor:
(1) either observes a TRI(A) who conducts line flying under supervision, or
(2) conducts role play line flying under supervision for a TRI(A) who is qualified for line flying under supervision.
Upon completion of the above-mentioned training, the candidate instructor should complete a route sector under the supervision and to the satisfaction of a TRI(A) who is nominated for that purpose by the ATO.
(B) Landing training: content
(a) Training in an FSTD
The training in an FSTD should be tailored and appropriate to the aeroplane type, and the exercises should be more demanding for each candidate instructor. In addition to the LIFUS training items in the FSTD (listed under (a)(1) and (a)(2) above), the landing training should comprise a variety of exercises that cover both normal and abnormal operations including the following:
(1) consideration of threats during touch-and-go:
— operating at low altitude;
— General Aviation (GA) traffic;
— increased fuel consumption;
— bird strikes;
— decision to continue touch-and-go or make a full-stop landing; and
— aspects of performance and associated risks;
(2) incorrect rudder inputs;
(3) failure of a critical engine;
(4) approach and full-stop landing in simulated engine-out flight; and
(5) go-around in simulated engine-out flight. The applicant needs to be additionally trained in other abnormal items during the training course, if required.
(b) Training in an aeroplane
(1) Upon completion of the FSTD training, the applicant should perform role-play flying for landing training under the supervision and to the satisfaction of a TRI(A) who is nominated for that purpose by the ATO.
The training should cover at least the following elements:
— take-off,
— traffic pattern,
— touch-and-go,
— go-around, and
— full-stop landing with different flap settings.
(2) In exceptional circumstances, it may be necessary to perform simulated engine-out handling and engine-out operations in an aeroplane in addition to representative exercises from the type rating course.
(vi) UPRT
Instructors should have the specific competence to provide UPRT during the type rating training course, including the ability to demonstrate knowledge and understanding of the type-specific upset recovery procedures and of the recommendations that are developed by the original equipment manufacturers (OEMs). Therefore, during the TRI training course, the student instructor should:
(A) be able to apply the correct upset recovery techniques for the specific aeroplane type;
(B) understand the importance of applying type-specific OEM procedures for recovery manoeuvres;
(C) be able to distinguish between the applicable SOPs and OEM recommendations (if available);
(D) understand the capabilities and limitations of the FSTDs that are used for UPRT;
(E) ensure that the training remains within the FSTD training envelope to avoid the risk of negative transfer of training;
(F) understand and be able to use the IOS of the FSTD in the context of providing effective UPRT;
(G) understand and be able to use the available FSTD instructor tools to provide accurate feedback on pilot performance;
(H) understand the importance of adhering to the FSTD UPRT scenarios that are validated by the training programme developer; and
(I) understand the missing critical human factor aspects due to the limitations of the FSTD, and convey this to the student pilot(s) receiving the training.
AMC2 FCL.930.TRI TRI Training course
ED Decision 2020/005/R
HELICOPTERS
GENERAL
(a) The aim of the TRI(H) course is to train helicopter licence holders to the level of competence defined in FCL.920 and adequate for a TRI.
(b) The training course should develop safety awareness throughout by teaching the knowledge, skills and attitudes relevant to the TRI(H) task, and should be designed to give adequate training to the applicant in theoretical knowledge instruction, flight instruction and FSTD instruction to instruct for a helicopter type rating for which the applicant is qualified.
(c) The TRI(H) training course should give particular emphasis to the role of the individual in relation to the importance of human factors in the man-machine environment and the role of CRM.
(d) Special attention should be given to the applicant’s maturity and judgment including an understanding of adults, their behavioural attitudes and variable levels of learning ability. During the training course the applicants should be made aware of their own attitudes to the importance of flight safety. It will be important during the course of training to aim at giving the applicant the knowledge, skills and attitudes relevant to the role of the TRI.
(e) For a TRI(H) certificate the amount of flight training will vary depending on the complexity of the helicopter type.
(f) A similar number of hours should be used for the instruction and practice of pre-flight and post flight briefing for each exercise. The flight instruction should aim to ensure that the applicant is able to teach the air exercises safely and efficiently and should be related to the type of helicopter on which the applicant wishes to instruct. The content of the training program should cover training exercises applicable to the helicopter type as set out in the applicable type rating course syllabus.
(g) A TRI(H) may instruct in a TRI(H) course once he or she has conducted a minimum of four type rating instruction courses.
CONTENT
(h) The training course consists of three parts:
(1) Part 1: teaching and learning, that should comply with AMC1 FCL.920;
(2) Part 2: technical theoretical knowledge instruction (technical training);
(3) Part 3: flight instruction.
Part 1
The content of the teaching and learning part of the FI training course, as established in AMC1 FCL.930.FI, should be used as guidance to develop the course syllabus.
Part 2
TECHNICAL THEORETICAL KNOWLEDGE INSTRUCTION SYLLABUS
(a) The technical theoretical knowledge instruction should comprise of not less than 10 hours training to include the revision of technical knowledge, the preparation of lesson plans and the development of classroom instructional skills to enable the TRI(H) to instruct the technical theoretical knowledge syllabus.
(b) If a TRI(H) certificate for MP helicopters is sought, particular attention should be given to multi-crew cooperation.
(c) The type rating theoretical syllabus should be used to develop the TRI(H)’s teaching skills in relation to the type technical course syllabus. The course instructor should deliver example lectures from the applicable type technical syllabus and the candidate instructor should prepare and deliver lectures on topics selected by the course instructor from the subject list below:
(1) helicopter structure, transmissions, rotor and equipment, normal and abnormal operation of systems:
(i) dimensions;
(ii) engine including aux. power unit, rotors and transmissions;
(iii) fuel system;
(iv) air-conditioning;
(v) ice protection, windshield wipers and rain repellent;
(vi) hydraulic system;
(vii) landing gear;
(viii) flight controls, stability augmentation and autopilot systems;
(ix) electrical power supply;
(x) flight instruments, communication, radar and navigation equipment;
(xi) cockpit, cabin and cargo compartment;
(xii) emergency equipment.
(2) limitations:
(i) general limitations, according to the helicopter flight manual;
(ii) minimum equipment list.
(3) performance, flight planning and monitoring:
(i) performance;
(ii) light planning.
(4) load and balance and servicing:
(i) load and balance;
(ii) servicing on ground;
(5) emergency procedures;
(6) special requirements for helicopters with EFIS;
(7) optional equipment.
Part 3
FLIGHT INSTRUCTION SYLLABUS
(a) The amount of flight training will vary depending on the complexity of the helicopter type. At least 5 hours flight instruction for a SP helicopter and at least 10 hours for a MP ME helicopter should be counted. A similar number of hours should be used for the instruction and practice of pre-flight and post flight briefing for each exercise. The flight instruction should aim to ensure that the applicant is able to teach the air exercises safely and efficiently and related to the type of helicopter on which the applicant wishes to instruct. The content of the training programme should only cover training exercises applicable to the helicopter type as set out in Appendix 9 to Part-FCL.
(b) If a TRI(H) certificate for MP helicopters is sought, particular attention should be given to MCC.
(c) If a TRI(H) certificate for revalidation of instrument ratings is sought, then the applicant should hold a valid instrument rating.
FLIGHT OR FSTD TRAINING
(d) The training course should be related to the type of helicopter on which the applicant wishes to instruct.
(e) For MP helicopter type ratings MCC, CRM and the appropriate use of behavioural markers should be integrated throughout.
(f) The content of the training programme should cover identified and significant exercises applicable to the helicopter type.
FSTD TRAINING
(g) The applicant for a TRI(H) certificate should be taught and made familiar with the device, its limitations, capabilities and safety features, and the instructor station.
(h) The applicant for a TRI(H) certificate should be taught and made familiar with giving instruction from the instructor station seat as well as the pilot’s seats, including demonstrations of appropriate handling exercises.
(i) Training courses should be developed to give the applicant experience in training a variety of exercises, covering both normal and abnormal operations. The syllabus should be tailored appropriate to the helicopter type, using exercises considered more demanding for the student. This should include engine-out handling and engine-out operations in addition to representative exercises from the type transition course.
(j) The applicant should be required to plan, brief, train and debrief sessions using all relevant training techniques.
HELICOPTER TRAINING
(k) The applicant for a TRI(H) certificate should receive instruction in an FSTD to a satisfactory level in:
(1) left hand seat familiarisation, and in addition right hand seat familiarisation where instruction is to be given to co-pilots operating in the left hand seat, which should include at least the following as pilot flying:
(i) pre-flight preparation and use of checklists;
(ii) taxiing: ground and air;
(iii) take-off and landings;
(iv) engine failure during take-off, before DPATO;
(v) engine failure during take-off, after DPATO;
(vi) engine inoperative approach and go-around;
(vii) one engine simulated inoperative landing;
(viii) autorotation to landing or power recovery;
(ix) other emergency and abnormal operating procedures (as necessary);
(x) instrument departure, approach and go-around with one engine simulated inoperative should be covered where TRI(H) privileges include giving instrument instruction for the extension of an IR(H) to additional types.
(2) helicopter training techniques:
(i) methods for giving appropriate commentary;
(ii) instructor demonstrations of critical manoeuvres with commentary;
(iii) particularities and safety considerations associated with handling the helicopter in critical manoeuvres such as one-engine-inoperative and autorotation exercises;
(iv) where relevant, the conduct of instrument training with particular emphasis on weather restrictions, dangers of icing and limitations on the conduct of critical manoeuvres in instrument meteorological conditions;
(v) intervention strategies developed from situations role-played by a TRI(H) course instructor, taken from but not limited to:
(A) incorrect helicopter configuration;
(B) over controlling;
(C) incorrect control inputs;
(D) excessive flare close to the ground;
(E) one-engine-inoperative take-off and landings;
(F) incorrect handling of autorotation;
(G) static or dynamic rollover on take-off or landing;
(H) too high on approach with associated danger of vortex ring or settling with power;
(I) incapacitation;
(L) abnormal and emergency procedures and appropriate methods and minimum altitudes for simulating failures in the helicopter;
(M) failure of the driving engine during OEI manoeuvres.
(l) Upon successful completion of the training above, the applicant should receive sufficient training in an helicopter in-flight under the supervision of a TRI(H) to a level where the applicant is able to conduct the critical items of the type rating course to a safe standard. Of the minimum course requirements of 5 hours flight training for a SP helicopter or 10 hours for a MP helicopter, up to 3 hours of this may be conducted in an FSTD.
TRAINING WHERE NO FSTD EXISTS
(m) Where no FSTD exists for the type for which the TRI(H) certificate is sought, a similar course of training should be conducted in the applicable helicopter type. This includes all elements listed under sub paragraphs (k)(1) and (2) of this AMC, the FSTD elements being replaced with appropriate exercises in a helicopter of the applicable type, subject to any restrictions placed on the conduct of critical exercises associated with helicopter flight manual limitations and safety considerations.
FCL.935.TRI TRI – Assessment of competence
Regulation (EU) 2019/1747
(a) The assessment of competence for a TRI for MPA and PL shall be conducted in an FFS. If no FFS is available or accessible, an aircraft shall be used.
(b) The assessment of competence for a TRI for single-pilot high-performance complex aeroplanes and helicopters shall be conducted in any of the following:
(1) an available and accessible FFS;
(2) if no FFS is available or accessible, in a combination of FSTD(s) and an aircraft;
(3) if no FSTD is available or accessible, in an aircraft.
FCL.940.TRI TRI – Revalidation and renewal
Regulation (EU) 2019/1747
(a) Revalidation
(1) Aeroplanes
To revalidate a TRI(A) certificate, applicants shall, within the 12 months immediately preceding the expiry date of the certificate fulfil at least two out of the three following requirements:
(i) conduct one of the following parts of a complete type rating or recurrent training course: simulator session of at least 3 hours or one air exercise of at least 1 hour comprising a minimum of two take-offs and landings;
(ii) complete instructor refresher training as a TRI(A) at an ATO;
(iii) pass the assessment of competence in accordance with point FCL.935. Applicants who have complied with point FCL.910.TRI(b)(3) shall be deemed to comply with this requirement.
(2) Helicopters and powered lift
To revalidate a TRI (H) or TRI(PL) certificate, applicants shall, within the validity period of the TRI certificate fulfil at least two out of the three following requirements:
(i) completed at least 50 hours of flight instruction in each of the types of aircraft for which instructional privileges are held or in an FSTD representing those types, of which at least 15 hours shall be completed in the period of 12 months immediately preceding the expiry date of the TRI certificate. In the case of a TRI(PL), those hours shall be completed as a TRI or a type rating examiner (TRE), or as an SFI or a synthetic flight examiner (SFE). In the case of a TRI(H), the time flown as FIs, instrument rating instructors (IRIs), synthetic training instructors (STIs) or as any kind of examiners shall be accounted for this purpose;
(ii) complete instructor refresher training as a TRI(H) or TRI(PL), as relevant, at an ATO;
(iii) in the period of 12 months immediately preceding the expiry date of the certificate, passed an assessment of competence in accordance with points FCL.935, FCL.910.TRI(b)(3) or FCL.910.TRI(c)(3), as applicable.
(3) For at least each alternate revalidation of a TRI certificate, holders shall pass the assessment of competence in accordance with point FCL.935.
(4) If TRIs hold a certificate for more than one type of aircraft within the same category, the assessment of competence taken on one of those types of aircraft shall revalidate the TRI certificate for the other types held within the same category of aircraft, unless it is otherwise determined in the OSD.
(5) Specific requirements for the revalidation of a TRI(H) certificate
TRIs(H) holding an FI(H) certificate in the relevant type shall be deemed to comply with the requirements in point (a). In that case, the TRI(H) certificate shall be valid until the expiry date of the FI(H) certificate.
(b) Renewal
To renew a TRI certificate, applicants shall, within the 12 months immediately preceding the date of the application, have passed the assessment of competence in accordance with point FCL.935 and shall have completed the following:
(1) for aeroplanes:
(i) at least 30 route sectors, including take-offs and landings on the applicable aeroplane type, of which maximum 15 sectors may be completed in an FFS;
(ii) instructor refresher training as a TRI at an ATO which shall cover the relevant elements of the TRI training course;
(2) for helicopters and powered lift:
(i) at least 10 hours of flight time, including take-offs and landings on the applicable aircraft type, of which maximum 5 hours may be completed in an FFS or FTD 2/3;
(ii) instructor refresher training as a TRI at an ATO, which shall cover the relevant elements of the TRI training course.
(3) If applicants held a certificate for more than one type of aircraft within the same category, the assessment of competence taken on one of those types of aircraft shall renew the TRI certificate for the other types held within the same category of aircraft, unless it is otherwise determined in the OSD.
AMC1 FCL.940.TRI(a)(1)(ii), (a)(2)(ii), (b)(1)(ii), (b)(2)(ii); FCL.940.SFI(a)(2), (e)(1)
ED Decision 2020/005/R
(a) The refresher training for revalidation of the TRI and SFI certificates should be provided as a seminar. The seminar should consist of 6 hours of learning and may be held in the form of either one or more of the following: e-learning, two-way online meetings, face-to-face seminars. The content of the refresher seminar for revalidation should be selected from the following items:
(1) relevant changes to national or EU regulations;
(2) the role of the instructor;
(3) teaching and learning styles;
(4) observational skills;
(5) instructional techniques;
(6) briefing and debriefing skills;
(7) TEM;
(8) human performance and limitations;
(9) flight safety, prevention of incidents and accidents, including those specific to the ATO;
(10) significant changes in the content of the relevant part of the aviation system;
(11) legal aspects and enforcement procedures;
(12) developments in competency-based instruction;
(13) report writing; and
(14) any additional topics proposed by the competent authority.
(b) For the refresher training for renewal of the TRI and SFI certificates:
(1) the ATO should determine on a case-by-case basis the amount of refresher training needed, through an assessment of the candidate, taking into account the following factors:
(i) the experience of the applicant;
(ii) the amount of time elapsed since the expiry of the TRI or SFI certificate; and
(iii) the technical elements of the TRI or SFI training course, as determined by the assessment of the candidate by the ATO;
(2) the ATO should also consider the elements defined in point (a) above to determine the refresher training needed; and
(3) once the ATO has determined the needs of the applicant, it should develop an individual training programme that should be based on the content of the TRI or SFI training course and focus on the aspects where the applicant has the greatest needs.
(c) After successful completion of the seminar or refresher training, as applicable, the ATO should:
(1) in case of a seminar, in accordance with point (a), issue the applicant with a seminar completion certificate or another document specified by the competent authority, which describes the content of the seminar as in point (a), as well as a statement that the seminar was successfully completed; and
(2) in case of refresher training, in accordance with point (b), issue the applicant with a training completion certificate or another document specified by the competent authority, which describes the evaluation of the factors listed in point (b)(1) and the training received, as well as a statement that the training wassuccessfully completed; the training completion certificate should be presented to the examiner prior to the assessment of competence.
(d) Upon successful completion of the seminar or refresher training, as applicable, the ATO should submit the seminar or training completion certificate, or the other document specified by the competent authority, to the competent authority.