Easy Access Rules for Air Operations

ED Decision 2025/002/R

SEATING POSITION AND MINIMUM EXPERIENCE OF A PILOT WHO IS RELIEVING THE COMMANDER IN FLIGHT

(a)It is recommended that flight crew members to whom the commander delegates the conduct of the flight remain seated at their natural seating position (for example, a first officer remains seated at the right-hand seat).

(b)Operators, when determining the minimum level of experience of a pilot who is relieving the commander in flight (see AMC1 ORO.FC.201(a)(2)(ii), are recommended to establish a minimum experience of 3 000 hours of flight time.

ED Decision 2025/002/R

LEADERSHIP AND DECISION-MAKING SKILLS OF THE PILOT RELIEVING THE COMMANDER

It is recommended that, to enhance the leadership and decision-making skills of the pilot relieving the commander, an operator include in its training programme training exercises related to issues identified by the operator’s safety risk management. Examples for such exercises are the initiation of emergency descent, engine failure in the cruise, smoke control and/or removal, unreliable airspeed indication, total loss of electrical power supply or upset prevention and recovery training.

ED Decision 2025/002/R

TRAINING AND CHECKING OF CRUISE RELIEF CO-PILOTS

(a)Training

The training of a cruise relief co-pilot is the same as the training for co-pilots in accordance with point ORO.FC.230, including take-off and landing exercises in both the PF and PM role.

(b)Checking

(1)As the cruise relief co-pilot may not exercise functions at the control of the aircraft during the take-off, there is no need to check for those manoeuvres neither in the PF nor in the PM role.

(2)However, in unforeseen circumstances, the cruise relief co-pilot may need to exercise functions at the control of the aircraft during landing; thus, a check of the landing manoeuvres at least in the role of the PM is necessary.

Regulation (EU) 2021/2237

In order to be able to fly under IFR or at night with a minimum flight crew of one pilot, the following shall be complied with:

(a)The operator shall include in the operations manual a pilot’s conversion and recurrent training programme that includes the additional requirements for a single-pilot operation. The pilot shall have undertaken training on the operator’s procedures, in particular regarding:

(1)engine management and emergency handling;

(2)use of normal, abnormal and emergency checklist;

(3)air traffic control (ATC) communication;

(4)departure and approach procedures;

(5)autopilot management, if applicable;

(6)use of simplified in-flight documentation;

(7)single-pilot crew resource management.

(b)INTENTIONALLY LEFT BLANK

(c)For aeroplane operations under IFR the pilot shall have:

(1)a minimum of 50 hours flight time under IFR on the relevant type or class of aeroplane, of which 10 hours are as commander; and

(2)completed during the preceding 90 days on the relevant type or class of aeroplane:

(i)five IFR flights, including three instrument approaches, in a single-pilot role; or

(ii)an IFR instrument approach check.

(d)For aeroplane operations at night the pilot shall have:

(1)a minimum of 15 hours flight time at night which may be included in the 50 hours flight time under IFR in (c)(1); and

(2)completed during the preceding 90 days on the relevant type or class of aeroplane:

(i)three take-offs and landings at night in the single pilot role; or

(ii)a night take-off and landing check.

(e)For helicopter operations under IFR the pilot shall have:

(1)25 hours total IFR flight experience in the relevant operating environment; and

(2)25 hours flight experience as a single pilot on the specific type of helicopter, approved for single-pilot IFR, of which 10 hours may be flown under supervision, including five sectors of IFR line flying under supervision using the single-pilot procedures; and

(3)completed during the preceding 90 days:

(i)five IFR flights as a single pilot, including three instrument approaches, carried out on a helicopter approved for this purpose; or

(ii)an IFR instrument approach check as a single pilot on the relevant type of helicopter, flight training device (FTD) or full flight simulator (FFS).

Regulation (EU) No 965/2012

(a)For aeroplane and helicopter operations, the command course shall include at least the following elements:

(1)training in an FSTD, which includes line oriented flight training (LOFT) and/or flight training;

(2)the operator proficiency check, operating as commander;

(3)command responsibilities training;

(4)line training as commander under supervision, for a minimum of:

(i)10 flight sectors, in the case of aeroplanes; and

(ii)10 hours, including at least 10 flight sectors, in the case of helicopters;

(5)completion of a line check as commander and demonstration of adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used; and

(6)crew resource management training.

ED Decision 2022/014/R

COMBINED UPGRADING AND CONVERSION COURSE — HELICOPTER

If a pilot is converting from one helicopter type to another when upgrading to commander:

(a)the command course should also include a conversion course in accordance with ORO.FC.220; and

(b)additional flight sectors should be required for a pilot transitioning onto a new type of helicopter.

Regulation (EU) No 965/2012

(a)The flight crew member shall have completed an initial CRM training course before commencing unsupervised line flying.

(b)Initial CRM training shall be conducted by at least one suitably qualified CRM trainer who may be assisted by experts in order to address specific areas.

(c)If the flight crew member has not previously received theoretical training in human factors to the ATPL level, he/she shall complete, before or combined with the initial CRM training, a theoretical course provided by the operator and based on the human performance and limitations syllabus for the ATPL as established in Annex I (Part-FCL) to Regulation (EU) No 1178/2011.

ED Decision 2022/014/R

TRAINING ELEMENTS AND TRAINER QUALIFICATION

Initial operator’s CRM training should:

(a)cover the applicable provisions of AMC1 ORO.FC.115, including the training elements as specified in Table 1 thereof; and

(b)be conducted by a flight crew CRM trainer who is qualified as specified in AMC2 ORO.FC.146.

Regulation (EU) 2021/2237

(a)CRM training shall be integrated into the operator conversion training course.

(b)Once an operator conversion course has been commenced, the flight crew member shall not be assigned to flying duties on another type or class of aircraft until the course is completed or terminated. Crew members operating only performance class B aeroplanes may be assigned to flights on other types of performance class B aeroplanes during conversion courses to the extent necessary to maintain the operation. Crew members may be assigned to flights on singleengined helicopters during an operator conversion course on a single-engined helicopter, provided that the training is unaffected.

(c)The amount of training required by the flight crew member for the operator’s conversion course shall be determined in accordance with the standards of qualification and experience specified in the operations manual, taking into account his/her previous training and experience.

(d)The flight crew member shall complete:

(1)the operator proficiency check and the emergency and safety equipment training and checking before commencing line flying under supervision (LIFUS); and

(2)the line check upon completion of line flying under supervision. For performance class B aeroplanes, LIFUS may be performed on any aeroplane within the applicable class.

(e)In the case of aeroplanes, pilots that have been issued a type rating based on a zero flight-time training (‘ZFTT’) course shall:

(1)commence line flying under supervision not later than 21 days after the completion of the skill test or after appropriate training provided by the operator. The content of that training shall be described in the operations manual;

(2)complete six take-offs and landings in an FSTD not later than 21 days after the completion of the skill test under the supervision of a type rating instructor for aeroplanes (‘TRI(A)’) occupying the other pilot seat. The number of take-offs and landings may be reduced when credits are defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012. If those take-offs and landings have not been performed within 21 days, the operator shall provide refresher training the content of which shall be described in the operations manual;

(3)conduct the first four take-offs and landings of the LIFUS in the aeroplane under the supervision of a TRI(A) occupying the other pilot seat. The number of take-offs and landings may be reduced when credits are defined in the mandatory part of the operational suitability data established in accordance with Regulation (EU) No 748/2012.

(f)If operational circumstances, such as applying for a new AOC or adding a new aircraft type or class to the fleet, do not allow the operator to comply with the requirements in (d), the operator may develop a specific conversion course, to be used temporarily for a limited number of pilots.

ED Decision 2022/014/R

OPERATOR CONVERSION TRAINING SYLLABUS

(a)General

(1)The operator conversion training should include, in the following order:

(i)ground training and checking, including all of the following:

(A)aircraft systems;

(B)normal procedures, which include flight planning and ground-handling and flight operations, including performance, mass and balance, fuel schemes, selection of alternates, and ground de-icing/anti-icing;

(C)abnormal and emergency procedures, which include pilot incapacitation as applicable;

(D)a review of relevant samples of accident/incident and occurrences to increase awareness of the occurrences that may be relevant for the intended operation;

(ii)emergency and safety equipment training and checking (completed before any flight training in an aircraft commences);

(iii)flight training and checking (aircraft and/or FSTD); and

(iv)line flying under supervision and line check.

(2)When the flight crew member has not previously completed an operator’s conversion course, he/she should undergo general first-aid training and, if applicable, ditching procedures training using the equipment in water.

(3)Where the emergency drills require action by the non-handling pilot, the check should additionally cover knowledge of these drills.

(4)The operator’s conversion may be combined with a new type/class rating training, as required by Commission Regulation (EU) No 1178/2011.

(5)The operator should ensure that:

(i)applicable elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, are integrated into all appropriate phases of the conversion training; and

(ii)the personnel integrating elements of CRM into conversion training are suitably qualified, as specified in AMC2 ORO.FC.146.

(b)Ground training

(1)Ground training should comprise a properly organised programme of ground instruction supervised by training staff with adequate facilities, including any necessary audio, mechanical and visual aids. Self-study using appropriate electronic learning aids, computer-based training (CBT), etc., may be used with adequate supervision of the standards achieved. However, if the aircraft concerned is relatively simple, unsupervised private study may be adequate if the operator provides suitable manuals and/or study notes.

(2)The course of ground instruction should incorporate formal tests.

(c)Emergency and safety equipment training and checking

(1)Emergency and safety equipment training should take place in conjunction with cabin/technical crew undergoing similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin.

(2)On the initial conversion course and on subsequent conversion courses as applicable, the following should be addressed:

(i)Instruction on first-aid in general (initial conversion course only); instruction on first-aid as relevant to the aircraft type of operation and crew complement, including those situations where no cabin crew is required to be carried (initial and subsequent).

(ii)Aero-medical topics, including:

(A)hypoxia;

(B)hyperventilation;

(C)contamination of the skin/eyes by aviation fuel or hydraulic or other fluids;

(D)hygiene and food poisoning; and

(E)malaria.

(iii)The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment.

(iv)Actual fire fighting, using equipment representative of that carried in the aircraft on an actual or simulated fire except that, with Halon extinguishers, an alternative extinguisher may be used.

(v)The operational procedures of security, rescue and emergency services.

(vi)Survival information appropriate to their areas of operation (e.g. polar, desert, jungle or sea) and training in the use of any survival equipment required to be carried.

(vii)A comprehensive drill to cover all ditching procedures where flotation equipment is carried. This should include practice of the actual donning and inflation of a life-jacket, together with a demonstration or audio-visual presentation of the inflation of life-rafts and/or slide-rafts and associated equipment. This practice should, on an initial conversion course, be conducted using the equipment in water, although previous certified training with another operator or the use of similar equipment will be accepted in lieu of further wet-drill training.

(viii)Instruction on the location of emergency and safety equipment, correct use of all appropriate drills, and procedures that could be required of flight crew in different emergency situations. Evacuation of the aircraft (or a representative training device) by use of a slide where fitted should be included when the operations manual procedure requires the early evacuation of flight crew to assist on the ground.

(3)Operations where no cabin crew is required

(i)Passenger handling

Other than general training on dealing with people, emphasis should be placed on the following:

(A)advice on the recognition and management of passengers who appear or are intoxicated with alcohol, under the influence of drugs or aggressive;

(B)methods used to motivate passengers and the crowd control necessary to expedite an aircraft evacuation; and

(C)the importance of correct seat allocation with reference to aircraft mass and balance. Particular emphasis should also be given on the seating of special categories of passengers.

(ii)Discipline and responsibilities

Emphasis should be placed on discipline and an individual’s responsibilities in relation to:

(A)his or her ongoing competence and fitness to operate as a crew member with special regard to flight and duty time limitation (FTL) requirements; and

(B)security procedures.

(iii)Passenger briefing/safety demonstrations

Training should be given in the preparation of passengers for normal and emergency situations.

(d)Flight training

(1)Flight training should be conducted to familiarise the flight crew member thoroughly with all aspects of limitations and normal, abnormal and emergency procedures associated with the aircraft and should be carried out by suitably qualified class and type rating instructors and/or examiners. For specific operations, such as steep approaches, ETOPS, or operations based on QFE, additional training should be carried out, based on any additional elements of training defined for the aircraft type in the operational suitability data in accordance with Commission Regulation (EU) No 748/2012, where they exist.

(2)In planning flight training on aircraft with a flight crew of two or more, particular emphasis should be placed on the practice of LOFT with emphasis on CRM, and the use of crew coordination procedures, including coping with incapacitation.

(3)Normally, the same training and practice in the flying of the aircraft should be given to co-pilots as well as commanders. The ‘flight handling’ sections of the syllabus for commanders and co-pilots alike should include all the requirements of the operator proficiency check required by ORO.FC.230.

(4)Unless the type rating training programme has been carried out in an FSTD usable for ZFTT, the training should include at least three take-offs and landings in the aircraft.

(e)Operator proficiency check

(1)For aeroplanes, the operator proficiency check that is part of the operator’s conversion checking should follow the provisions in AMC1 ORO.FC.230. For EBT, the operator should include either an EBT module in accordance with ORO.FC.231 or an OPC in accordance with AMC1 ORO.FC.230.

(2)For helicopters, the operator proficiency check that is part of the operator’s conversion checking should include at least the following emergency/abnormal procedures as relevant to the helicopter and operations:

(i)engine fire;

(ii)interior helicopter fire or smoke;

(iii)emergency operation of undercarriage;

(iv)hydraulic failure;

(v)electrical failure;

(vi)flight and engine control system malfunctions;

(vii)recovery from unusual attitudes;

(viii)landing with one or more engine(s) inoperative;

(ix)instrument meteorological conditions (IMC) autorotation techniques;

(x)autorotation to a designated area;

(xi)pilot incapacitation;

(xii)directional control failures and malfunctions; and

(xiii)engine failure and if relevant, relight;

and for multi-engined helicopters:

(xiv)engine failure during take-off before decision point;

(xv)engine failure during take-off after decision point;

(xvi)engine failure during landing before decision point; and

(xvii)engine failure during landing after decision point.

(3)For helicopter pilots required to engage in IFR operations, the proficiency check should include the following additional normal/abnormal/emergency procedures:

(i)3D approach operation to minima;

(ii)go-around on instruments;

(iii)2D approach operation to minima;

(iv)if relevant, at least one of the 3D or 2D approach operations should be an RNP APCH or RNP AR APCH operation;

(v)in the case of multi-engined helicopters, a simulated failure of one engine to be included in either the 3D or 2D approach operation to minima; and

(vi)where appropriate to the helicopter type, approach with flight control system/flight director system malfunctions, flight instrument and navigation equipment failures.

(4)For helicopters, the flight crew should be assessed on their CRM skills in accordance with the methodology described in AMC1 ORO.FC.115 and as specified in the operations manual.

(5)The use of FSTDs, composition of the flight crew, and the possible combinations with training or with the licence proficiency check should be defined as per AMC1 ORO.FC.230.

(f)Line flying under supervision (LIFUS)

(1)Following completion of flight training and checking as part of the operator’s conversion course, each flight crew member should operate a minimum number of sectors and/or flight hours under the supervision of a flight crew member nominated by the operator.

(2)The minimum flight sectors/hours should be specified in the operations manual and should be determined by the following:

(i)previous experience of the flight crew member;

(ii)complexity of the aircraft; and

(iii)the type and area of operation.

(3)For performance class B aeroplanes, the amount of LIFUS required is dependent on the complexity of the operations to be performed.

ED Decision 2014/017/R

OPERATOR CONVERSION TRAINING SYLLABUS — FLIGHT ENGINEERS

(a)Operator conversion training for flight engineers should approximate to that of pilots.

(b)If the flight crew includes a pilot with the duties of a flight engineer, he/she should, after training and the initial check in these duties, operate a minimum number of flight sectors under the supervision of a nominated additional flight crew member. The minimum figures should be specified in the operations manual and should be selected after due note has been taken of the complexity of the aircraft and the experience of the flight crew member.

ED Decision 2022/014/R

TRAINING PROGRAMMES

The operator should ensure that training programmes include the relevant de-identified feedback from the management system, including occurrence reporting and flight data monitoring programmes.

ED Decision 2022/014/R

ASSIGNMENT TO FLIGHTS DURING AN OPERATOR CONVERSION COURSE — HELICOPTERS

(a)A group of helicopter types should include either only single-engined turbine helicopters operated only under VFR or only single-engined piston helicopters operated only under VFR.

(b)The flight crew member should only be assigned to flights on a helicopter within the same group of helicopter types as the type used for the operator conversion training and checking.

(c)Once an operator conversion course has been commenced, the flight crew member should not start another operator conversion course on another helicopter type until that course is completed or terminated.

ED Decision 2014/017/R

COMPLETION OF AN OPERATOR’S CONVERSION COURSE

(a)The operator conversion course is deemed to have started when the flight training has begun. The theoretical element of the course may be undertaken ahead of the practical element.

(b)Under certain circumstances the course may have started and reached a stage where, for unforeseen reasons, it is not possible to complete it without a delay. In these circumstances, the operator may allow the pilot to revert to the original type.

(c)Before the resumption of the operator conversion course, the operator should evaluate how much of the course needs to be repeated before continuing with the remainder of the course.

ED Decision 2016/008/R

OPERATOR CONVERSION COURSE (OCC) FOR MULTI-CREW PILOT LICENCE (MPL) HOLDERS

When defining the amount of training for MPL holders, who undertake their first conversion course on a new type or at an operator other than the one that was involved in their training for the MPL, the operator should put a process in place to ensure that corrective action can be taken if post-MPL licence training evaluation indicates the need to do so.

ED Decision 2014/017/R

LINE FLYING UNDER SUPERVISION

(a)Line flying under supervision provides the opportunity for a flight crew member to carry into practice the procedures and techniques he/she has been made familiar with during the ground and flight training of an operator conversion course. This is accomplished under the supervision of a flight crew member specifically nominated and trained for the task. At the end of line flying under supervision the respective crew member should be able to perform a safe and efficient flight conducted within the tasks of his/her crew member station.

(b)A variety of reasonable combinations may exist with respect to:

(1)a flight crew member's previous experience;

(2)the complexity of the aircraft concerned; and

(3)the type of route/role/area operations.

(c)Aeroplanes

The following minimum figures for details to be flown under supervision are guidelines for operators to use when establishing their individual requirements:

(1)turbo-jet aircraft

(i)co-pilot undertaking first operator conversion course:

(A)total accumulated 100 hours or minimum 40 flight sectors;

(ii)co-pilot upgrading to commander:

(A)minimum 20 flight sectors when converting to a new type;

(B)minimum 10 flight sectors when already qualified on the aeroplane type.

ED Decision 2022/014/R

SPECIFIC CONVERSION COURSE — SUITABLY QUALIFIED COMMANDER NOMINATED BY THE OPERATOR — PILOTS WHO TEMPORARILY JOIN THE OPERATOR AND WILL BE NOMINATED TO CONDUCT LINE CHECKS

(a)In some cases, operational circumstances may require the operator to develop a specific conversion course to nominate pilots as suitably qualified commanders to conduct line checks in accordance with the requirements of ORO.FC.146. In this case, the operator conversion training should include training as follows:

(1)normal procedures, which include flight planning and ground-handling and flight operations, including performance, mass and balance, fuel schemes, selection of alternates, and ground de-icing/anti-icing;

(2)abnormal and emergency procedures, which include pilot incapacitation as applicable.

(b)The operator should ensure that the line checker is familiar with:

(1)the operating procedures and the use of checklists used by the operator;

(2)the emergency and safety equipment installed or carried on the operated aircraft.

(c)After the completion of the specific conversion course, the following apply:

(1)The line checker should not exercise duties at the controls of the aircraft.

(2)The line checker should only conduct recurrent line checks of pilots whose previous line check has not expired, in accordance with ORO.FC.230.

(d)The validity of the specific conversion course should be limited to 6 months.

ED Decision 2022/014/R

SPECIF CONVERSION COURSE TO BE USE TEMPORARILY FOR A LIMITED NUMBER OF PILOTS — NEW AOC OR ADDITION OF A NEW AIRCRAFT TYPE OR CLASS TO THE FLEET

For a new AOC or for the addition of a new aircraft type or class to the fleet, the operator may contact the competent authority to agree on a specific conversion course to be included in the operations manual (CAT requires approval in accordance with ORO.FC.145 point (c)) to be used temporarily for a limited number of pilots. The specific course may include an agreement on the minimum experience of the pilots, the required experience of the line supervisor and line checkers amongst others.

ED Decision 2019/025/R

UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES WITH A MAXIMUM OPERATIONAL PASSENGER SEATING CONFIGURATION (MOPSC) OF MORE THAN 19

(a)Upset prevention training should:

(1)consist of ground training and flight training in an FSTD or an aeroplane;

(2)include upset prevention elements from Table 1 for the conversion training course; and

(3)include upset prevention elements in Table 1 for the recurrent training programme at least every 12 calendar months, such that all the elements are covered over a period not exceeding 3 years.

Table 1: Elements and respective components of upset prevention training

(b)Upset recovery training should:

(1)consist of ground training and flight training in an FFS qualified for the training task;

(2)be completed from each seat in which a pilot’s duties require him/her to operate; and

(3)include the recovery exercises in Table 2 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years.

Table 2: Exercises for upset recovery training

(c)The operator should ensure that personnel providing FSTD UPRT are competent and current to deliver the training, and understand the capabilities and limitations of the device used.

(d)An FFS that is used for the training referred to in point (b)(1) should be qualified in accordance with the special evaluation requirements set out in CS-FSTD(A) (Issue 2 or later).

ED Decision 2019/025/R

UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES WITH A MAXIMUM OPERATIONAL PASSENGER SEATING CONFIGURATION (MOPSC) OF 19 OR LESS

(a)Upset prevention training should:

(1)consist of ground training and flight training in an FSTD or an aeroplane;

(2)include upset prevention elements in Table 1 of AMC1 ORO.FC.220&230 for the conversion training course; and

(3)include upset prevention elements in Table 1 of AMC1 ORO.FC.220&230 for the recurrent training programme at least every 12 calendar months, such that all the elements are covered over a period not exceeding 3 years.

(b)Upset recovery training should:

(1)consist of ground training and flight training in an FFS qualified for the training task, if available;

(2)be completed from each seat in which a pilot’s duties require him/her to operate; and

(3)include the recovery exercises in Table 2 of AMC1 ORO.FC.220&230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years.

(c)The operator should ensure that personnel providing FSTD UPRT are competent and current to deliver the training, and understand the capabilities and limitations of the device used.

(d)An FFS that is used for the training referred to in point (b)(1) should be qualified in accordance with the special evaluation requirements set out in CS-FSTD(A) (Issue 2 or later).

ED Decision 2019/005/R

UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES

The objective of the UPRT is to help flight crew acquire the required competencies in order to prevent or recover from a developing or developed aeroplane upset. Prevention training prepares flight crew to avoid incidents whereas recovery training prepares flight crew to prevent an accident once an upset condition has developed.

HUMAN FACTORS

Threat and Error Management (TEM) and Crew Resource Management (CRM) principles should be integrated into the UPRT. In particular, the surprise and startle effect, and the importance of resilience development should be emphasised.

Training should also emphasise that an actual upset condition may expose flight crew to significant physiological and psychological challenges, such as visual illusions, spatial disorientation and unusual g-forces, with the objective to develop strategies to deal with such challenges.

USE OF FSTD FOR UPRT

The use of an FSTD provides valuable training without the risks associated with aeroplane training. The training envelope (envelope within which all training exercises will be carried out) should be specified by the operator in terms of the range of attitudes, speed and g-loads that can be used for training, taking into account:

(1)the training environment;

(2)the capabilities of the instructors; and

(3)in the case of training in FSTDs, the limitations of the FSTD (as per GM15 to Annex I (Definitions) to Commission Regulation (EU) No 965/2012 for the FSTD training envelope); and

(4)in the case of training in aeroplanes, the capabilities and certification of the aeroplane, while considering a margin of safety in order to ensure that unintentional deviations from the training envelope will not exceed aeroplane limitations. Different training envelopes may be specified for different aeroplane types even within a single training course.

ADDITIONAL GUIDANCE

Specific guidance to the UPRT elements and exercises contained in the AMC is available from the latest revision of the ICAO Document 10011 (‘Manual on UPRT’).

Further guidance is available in:

—Revision 2 (as regards training scenarios for UPRT) and Revision 3 of the Aeroplane Upset Recovery Training Aid (AURTA (Revision 2) / AUPRTA (Revision 3)); and

—the Flight Safety Foundation Publication (‘A Practical Guide for Improving Flight Path Monitoring’), November 2014.

ED Decision 2019/005/R

UPSET PREVENTION TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES

The recurrent training should prioritise the upset prevention elements and respective components according to the operator’s safety risk assessment.

Upset prevention training should use a combination of manoeuvre-based and scenario-based training. Scenario-based training may be used to introduce flight crew to situations which, if not correctly managed, could lead to an upset condition. Relevant TEM and CRM aspects should be included in scenario-based training and the flight crew should understand the limitations of the FSTD in replicating the physiological and psychological aspects of exposure to upset prevention scenarios.

In order to avoid negative training and negative transfer of training, operators should ensure that the selected upset prevention scenarios and exercises take into consideration the limitations of the FSTD and the extent to which it represents the handling characteristics of the actual aeroplane. If it is determined that the FSTD is not suitable, the operator should ensure that the required training outcome can be achieved by other means.

GO-AROUNDS FROM VARIOUS STAGES DURING THE APPROACH

Guidance on go-around training is provided in point (d) of GM1 to Appendix 9 to Part-FCL.

ED Decision 2019/025/R

UPSET RECOVERY TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES

The upset recovery training exercises should be manoeuvre-based, which enables flight crew to apply their handling skills and recovery strategy whilst leveraging CRM principles to return the aeroplane from an upset condition to a stabilised flight path.

The flight crew should understand the limitations of the FFS in replicating the physiological and psychological aspects of upset recovery exercises.

In order to avoid negative training and negative transfer of training, operators should ensure that the selected upset recovery exercises take into consideration the limitations of the FFS.

STALL EVENT RECOVERY TRAINING

It is of utmost importance that stall event recovery training takes into account the capabilities of the FFS used. To deliver stall event recovery training, the FFS should be qualified against the relevant UPRT elements of CS-FSTD(A) (Issue 2 or later). Stall event recovery training should include training up to the stall (approach-to-stall). Post-stall training may be delivered, provided the device has been qualified against the relevant optional elements of CS-FSTD(A) (Issue 2 or later) and the operator demonstrates that negative training or negative transfer of training is avoided. A ‘stall event’ is defined as an occurrence whereby the aeroplane experiences one or more conditions associated with an approach-to-stall or stall.

Stall event recovery training should emphasise the requirement to reduce the angle of attack (AOA) whilst accepting the resulting altitude loss. High-altitude stall event training should be included so that flight crew appreciate the aeroplane control response, the significant altitude loss during the recovery, and the increased time required. The training should also emphasise the risk of triggering a secondary stall event during the recovery.

Recovery from a stall event should always be in accordance with the stall event recovery procedures of the OEMs. If an OEM-approved recovery procedure does not exist, operators should develop and train the aeroplane-specific stall recovery procedure based on the template in Table 1 below.

Refer to Revision 3 of the Airplane Upset Prevention and Recovery Training Aid (AUPRTA) for a detailed explanation and rationale on the stall event recovery template as recommended by the OEMs.

Table 1: Recommended Stall Event Recovery Template

NOSE HIGH AND NOSE LOW RECOVERY TRAINING

Nose-high and nose-low recovery training should be in accordance with the strategies recommended by the OEMs contained in the Tables 2 and 3 below. As the OEM procedures always take precedence over the recommendations, operators should consult their OEM on whether any approved type-specific recovery procedures are available prior to using the templates.

Refer to Revision 3 of the Airplane Upset Prevention and Recovery Training Aid (AUPRTA) for a detailed explanation and rationale on the nose high and nose low recovery strategies as recommended by the OEMs.

Table 2: Recommended Nose High Recovery Strategy Template

Table 3: Recommended Nose Low Recovery Strategy Template

ED Decision 2015/012/R

[deleted]

ED Decision 2019/005/R

PERSONNEL PROVIDING FSTD UPSET PREVENTION AND RECOVERY TRAINING (UPRT)

It is of paramount importance that personnel providing UPRT in FSTDs have the specific competence to deliver such training, which may not have been demonstrated during previous instructor qualification training. Operators should, therefore, have a comprehensive training and standardisation programme in place, and may need to provide FSTD instructors with additional training to ensure such instructors have and maintain complete knowledge and understanding of the UPRT operating environment, and skill sets.

Standardisation and training should ensure that personnel providing FSTD UPRT:

(1)are able to demonstrate the correct upset recovery techniques for the specific aeroplane type;

(2)understand the importance of applying type-specific Original Equipment Manufacturers (OEMs) procedures for recovery manoeuvres;

(3)are able to distinguish between the applicable SOPs and the OEMs recommendations (if available);

(4)understand the capabilities and limitations of the FSTD used for UPRT, based on the applicable FSTD training envelope;

(5)are aware of the potential of negative transfer of training that may exist when training outside the capabilities of the FSTD;

(6)understand and are able to use the IOS of the FSTD in the context of effective UPRT delivery;

(7)understand and are able to use the FSTD instructor tools available for providing accurate feedback on flight crew performance;

(8)understand the importance of adhering to the FSTD UPRT scenarios that have been validated by the training programme developer; and

(9)understand the missing critical human factor aspects due to the limitations of the FSTD and convey this to the flight crew receiving the training.

Regulation (EU) 2021/2237

(a)Each flight crew member shall complete recurrent training and checking relevant to the type or variant, and associated equipment of aircraft on which they operate.

(b)Operator proficiency check

(1)Each flight crew member shall complete operator proficiency checks as part of the normal crew complement.

(2)When the flight crew member will be required to operate under IFR, the operator proficiency check shall be conducted without external visual reference, as appropriate.

(3)The validity period of the operator proficiency check shall be 6 calendar months. For operations under VFR by day of performance class B aeroplanes that are conducted during seasons not longer than 8 consecutive months, one operator proficiency check shall be sufficient. The proficiency check shall be undertaken before commencing CAT operations.

(c)Line check

Each flight crew member shall complete a line check on the aircraft. The validity period of the line check shall be 12 calendar months.

(d)Emergency and safety equipment training and checking

Each flight crew member shall complete recurrent training and checking on the location and use of all emergency and safety equipment carried on board the aircraft. The validity period of an emergency and safety equipment training and checking shall be 12 calendar months.

(e)CRM training

(1)Elements of CRM shall be integrated into all appropriate phases of the recurrent training.

(2)Each flight crew member shall undergo specific modular CRM training. All major topics of CRM training shall be covered by distributing modular training sessions as evenly as possible over each 3-year period.

(f)Each flight crew member shall undergo ground training and flight training in an FSTD or an aircraft, or a combination of FSTD and aircraft training, at least every 12 calendar months.