Regulation (EU) 2020/359
(a) Holders of a pilot licence with privileges to fly aeroplanes or TMGs shall undertake aerobatic flights only if they hold an aerobatic rating in accordance with this point.
(b) Applicants for an aerobatic rating shall have completed:
(1) after the issue of the licence, at least 30 hours of flight time as PIC in aeroplanes or TMGs;
(2) a training course at DTO or at an ATO, including:
(i) theoretical knowledge instruction appropriate for the rating;
(ii) at least 5 hours of aerobatic instruction in aeroplanes or TMGs flown with engine power.
(c) The privileges of the aerobatic rating shall be limited to aerobatic flight in either aeroplanes or TMGs flown with engine power, depending on which aircraft the requirements of (b)(1) and (b)(2)(ii) were complied with. This limitation shall be lifted upon application if a pilot has successfully completed at least 3 dual training flights in aeroplanes or TMGs flown with engine power, as applicable, covering the full aerobatic training syllabus.
(d) Applicants for an aerobatic rating who also hold a TMG class rating as well as advanced aerobatic privileges for sailplanes with privileges as specified in point SFCL.200(d) of Annex III (Part‑SFCL) to Commission Implementing Regulation (EU) 2018/1976 shall:
(1) be exempted from getting their aerobatic rating limited to aeroplanes, as specified in paragraph (c) if they have complied with the requirements of (b)(1) and (b)(2)(ii) in aeroplanes, or
(2) receive full credit towards the requirements in paragraph (b) for the issue of an aerobatic rating restricted to TMGs flown with engine power. This limitation shall be lifted upon application if a pilot has completed the training as specified in paragraph (c).
ED Decision 2020/005/R
THEORETICAL KNOWLEDGE AND FLYING TRAINING
(a) The aim of the aerobatic training is to qualify licence holders to perform aerobatic manoeuvres.
(b) The DTO or the ATO should issue a certificate of satisfactory completion of the instruction to licence endorsement.
(c) Theoretical knowledge
The theoretical knowledge syllabus should cover the revision or explanation of:
(1) human factors and body limitation:
(i) spatial disorientation;
(ii) airsickness;
(iii) body stress and G-forces, positive and negative;
(iv) effects of grey- and blackouts.
(2) technical subjects:
(i) legislation affecting aerobatic flying to include environmental and noise subjects;
(ii) principles of aerodynamics to include slow flight, stalls and spins, flat and inverted;
(iii) general airframe and engine limitations (if applicable).
(3) limitations applicable to the specific aircraft category (and type):
(i) air speed limitations (aeroplane, TMG and sailplane, as applicable);
(ii) symmetric load factors (type-related, as applicable);
(iii) rolling Gs (type-related, as applicable).
(4) aerobatic manoeuvres and recovery:
(i) entry parameters;
(ii) planning systems and sequencing of manoeuvres;
(iii) rolling manœuvres;
(iv) looping manœuvres;
(v) combination manœuvres;
(vi) entry and recovery from developed spins, flat, accelerated and inverted.
(5) emergency procedures:
(i) recovery from unusual attitudes;
(ii) drills to include the use of parachutes (if worn) and aircraft abandonment.
(d) Flying training
The exercises of the aerobatic flying training syllabus should be repeated as necessary until the applicant achieves a safe and competent standard. Having completed the flight training, the student pilot should be able to perform a solo flight containing a sequence of aerobatic manoeuvres. The dual training and the supervised solo training flights should be tailored to the category of aircraft and limited to the permitted manoeuvres of that type of aircraft. The exercises should comprise at least the following practical training items:
(1) confidence manoeuvres and recoveries:
(i) slow flights and stalls;
(ii) steep turns;
(iii) side slips;
(iv) engine restart in-flight (if applicable);
(v) spins and recovery;
(vi) recovery from spiral dives;
(vii) recovery from unusual attitudes.
(2) aerobatic manoeuvres:
(i) Chandelle;
(ii) Lazy Eight;
(iii) rolls;
(iv) loops;
(v) inverted flight;
(vi) Hammerhead turn;
(vii) Immelmann.
FCL.805 Sailplane towing and banner towing ratings
Regulation (EU) 2020/359
(a) Holders of a pilot licence with privileges to fly aeroplanes or TMGs shall only tow sailplanes or banners when they hold the appropriate sailplane towing or banner towing rating.
(b) Applicants for a sailplane towing rating shall have completed:
(1) at least 30 hours of flight time as PIC and 60 take-offs and landings in aeroplanes, if the activity is to be carried out in aeroplanes, or in TMGs, if the activity is to be carried out in TMGs, completed after the issue of the licence;
(2) a training course at a DTO or at an ATO, including:
(i) theoretical knowledge instruction on towing operations and procedures;
(ii) at least 10 instruction flights towing a sailplane, including at least 5 dual instruction flights; and
(iii) except for holders of an SPL in accordance with Annex III (Part-SFCL) to Commission Implementing Regulation (EU) 2018/1976, 5 familiarisation flights in a sailplane which is launched by an aircraft.
(c) Applicants for a banner towing rating shall have completed:
(1) at least 100 hours of flight time and 200 take-offs and landings as PIC on aeroplanes or TMG, after the issue of the licence. At least 30 of these hours shall be in aeroplanes, if the activity is to be carried out in aeroplanes, or in TMG, if the activity is to be carried out in TMGs;
(2) a training course at a DTO or at an ATO including:
(i) theoretical knowledge instruction on towing operations and procedures;
(ii) at least 10 instruction flights towing a banner, including at least 5 dual flights.
(d) The privileges of the sailplane and banner towing ratings shall be limited to aeroplanes or TMGs appropriately to aircraft on which the flight instruction was completed. For banner towing, the privileges shall be limited to the towing method used for flight instruction. The privileges shall be extended if pilots have successfully completed at least three dual training flights covering the full towing training syllabus in either aircraft and towing method for banner towing.
(e) In order to exercise the privileges of the sailplane or banner towing ratings, the holder of the rating shall have completed a minimum of 5 tows during the last 24 months.
(f) When the pilot does not comply with the requirement in (e), before resuming the exercise of his/her privileges, the pilot shall complete the missing tows with or under the supervision of an instructor.
(g) Applicants for a sailplane towing or banner towing rating on TMGs in accordance with this point shall receive full credit towards the requirements of paragraph (b) or (c), as applicable, if they hold a sailplane towing or banner towing rating in accordance with point SFCL.205 of Annex III (Part‑SFCL) to Commission Implementing Regulation (EU) 2018/1976, as applicable, or if they have fulfilled all the requirements for the issue of that rating.
AMC1 FCL.805 Sailplane towing and banner towing rating
ED Decision 2018/009/R
THEORETICAL KNOWLEDGE AND FLYING TRAINING
(a) The aim of the towing instruction is to qualify licence holders to tow banners or sailplanes.
(b) The DTO or the ATO should issue a certificate of satisfactory completion of the instruction to licence endorsement.
(c) Theoretical knowledge: towing of sailplanes
The theoretical knowledge syllabus for towing of sailplanes should cover the revision or explanation of:
(1) regulations about towing flights;
(2) equipment for the towing activity;
(3) sailplane towing techniques, including:
(i) signals and communication procedures;
(ii) take-off (normal and crosswind);
(iii) in-flight launch procedures;
(iv) descending on tow;
(v) sailplane release procedure;
(vi) tow rope release procedure;
(vii) landing with tow rope connected (if applicable);
(viii) emergency procedures during tow, including equipment malfunctions;
(ix) safety procedures;
(x) flight performance of the applicable aircraft type when towing sailplanes;
(xi) look-out and collision avoidance;
(xii) performance data sailplanes, including:
(A) suitable speeds;
(B) stall characteristics in turns.
(d) Theoretical knowledge: banner towing
The theoretical knowledge syllabus for banner towing should cover the revision or explanation of:
(1) regulations about banner towing;
(2) equipment for the banner towing activity;
(3) ground crew coordination;
(4) pre-flight procedures;
(5) banner towing techniques, including:
(i) take-off launch;
(ii) banner pickup manoeuvres;
(iii) flying with a banner in tow;
(iv) release procedure;
(v) landing with a banner in tow (if applicable);
(vi) emergency procedures during tow, including equipment malfunctions;
(vii) safety procedures;
(viii) flight performance of the applicable aircraft type when towing a heavy or light banner;
(ix) prevention of stall during towing operations.
(e) Flying training: towing of sailplanes
The exercises of the towing training syllabus for towing sailplanes should be repeated as necessary until the student achieves a safe and competent standard and should comprise at least the following practical training items:
(1) take-off procedures (normal and crosswind take-offs);
(2) 360° circles on tow with a bank of 30° and more;
(3) descending on tow;
(4) release procedure of the sailplane;
(5) landing with the tow rope connected (if applicable);
(6) tow rope release procedure in-flight;
(7) emergency procedures (simulation);
(8) signals and communication during tow.
(f) Flying training: banner towing
The exercises of the towing training syllabus for banner towing should be repeated as necessary until the student achieves a safe and competent standard and should comprise at least the following practical training items:
(1) pickup manoeuvres;
(2) towing in-flight techniques;
(3) release procedures;
(4) flight at critically low air speeds;
(5) maximum performance manoeuvres;
(6) emergency manoeuvres to include equipment malfunctions (simulated);
(7) specific banner towing safety procedures;
(8) go-around with the banner connected;
(9) loss of engine power with the banner attached (simulated).
Regulation (EU) 2020/359
(a) Aeroplanes, TMGs, airships.
(1) Applicants shall have completed a training course within a period of up to 6 months at a DTO or at an ATO to exercise the privileges of an LAPL or a PPL for aeroplanes, TMGs or airships in VFR conditions at night. The course shall comprise:
(i) theoretical knowledge instruction;
(ii) at least 5 hours of flight time in the appropriate aircraft category at night, including at least 3 hours of dual instruction, including at least 1 hour of cross-country navigation with at least one dual cross-country flight of at least 50 km (27 NM) and 5 solo take-offs and 5 solo full-stop landings.
(2) Before completing the training at night, LAPL holders shall have completed the basic instrument flight training required for the issue of the PPL.
(3) When applicants hold both a single-engine piston aeroplane (land) and a TMG class rating, they may complete the requirements in (1) above in either class or both classes.
(4) Applicants for a night rating for aeroplanes or TMGs in accordance with this subparagraph shall receive full credit towards the requirements of subparagraphs (1) and (2) if they hold a TMG night rating in accordance with point SFCL.210 of Annex III (Part-SFCL) to Commission Implementing Regulation (EU) 2018/1976 or if they have fulfilled all the requirements for the issue of that rating.
(b) Helicopters. If the privileges of a PPL for helicopters are to be exercised in VFR conditions at night, the applicant shall have:
(1) completed at least 100 hours of flight time as pilot in helicopters after the issue of the licence, including at least 60 hours as PIC on helicopters and 20 hours of cross-country flight;
(2) completed a training course at a DTO or at an ATO. The course shall be completed within a period of six months and comprise
(i) 5 hours of theoretical knowledge instruction;
(ii) 10 hours of helicopter dual instrument instruction time; and
(iii) 5 hours of flight time at night, including at least 3 hours of dual instruction, including at least 1 hour of cross-country navigation and 5 solo night circuits. Each circuit shall include a take-off and a landing.
(3) An applicant who holds or has held an IR in an aeroplane or TMG, shall be credited with 5 hours towards the requirement in (2)(ii) above.
ED Decision 2020/005/R
AEROPLANE NIGHT RATING COURSE
(a) The aim of the course is to qualify holders of Part-FCL licences with privileges to fly aeroplanes or TMGs to exercise their privileges at night.
(b) The ATO or DTO should issue a certificate of satisfactory completion of the instruction that can be used for licence endorsement.
(c) Theoretical knowledge
The theoretical knowledge syllabus should cover the revision or explanation of:
(1) night VMC minima;
(2) rules about airspace control at night and facilities available;
(3) rules about aerodrome ground, runway, and obstruction lighting;
(4) aircraft navigation lights and collision avoidance rules;
(5) physiological aspects of night vision and orientation;
(6) dangers of disorientation at night;
(7) dangers of weather deterioration at night;
(8) instrument systems or functions and errors;
(9) instrument lighting and emergency cockpit lighting systems;
(10) map marking for use under cockpit lighting;
(11) practical navigation principles;
(12) radio navigation principles;
(13) planning and use of safety altitude; and
(14) danger from icing conditions, as well as from avoidance and escape manoeuvres.
(d) Flying training
The exercises of the night rating flight syllabus should be repeated as necessary until the student achieves a safe and competent standard.
(1) In all cases, exercises 4 to 7 of the night rating flight syllabus should be completed in an aeroplane or TMG.
(2) For exercises 1 to 3, up to 50 % of the required flight training may be completed in an FSTD(A). However, each item of exercises 1 to 3 should be completed in an aeroplane or TMG in flight.
(3) Starred items (*) should be completed in simulated IMC and may be completed in daylight.
(4) The flying exercises should comprise:
(i) exercise 1:
(A) revise basic manoeuvres when flying by sole reference to instruments*;
(B) explain and demonstrate transition from visual flight to instrument flight*; and
(C) explain and revise recovery from unusual attitudes by sole reference to instruments*;
(ii) exercise 2:
explain and demonstrate the use of radio navigation aids when flying by sole reference to instruments, to include position finding and tracking*;
(iii) exercise 3:
explain and demonstrate the use of radar assistance*;
(iv) exercise 4:
(A) explain and demonstrate night take-off techniques;
(B) explain and demonstrate night circuit techniques;
(C) explain and demonstrate night approaches with or without visual approach aids; and
(D) practise take-offs, circuits, as well as approaches and landings;
(v) exercise 5:
explain and demonstrate night emergency procedures including:
(A) simulated engine failure (to be terminated with recovery at a safe altitude);
(B) simulated engine failure at various phases of flight;
(C) simulated inadvertent entry to IMC (not on base leg or final approach);
(D) internal and external lighting failure; and
(E) other malfunctions and emergency procedures, as required by the AFM;
(vi) exercise 6:
solo night circuits; and
(vii) exercise 7:
(A) explain and demonstrate night cross-country techniques; and
(B) practise night cross-country dual flight and optionally supervised solo to a satisfactory standard.
ED Decision 2020/005/R
HELICOPTER NIGHT RATING COURSE
(a) The aim of the course is to qualify helicopter licence holders to exercise the privileges of the licence at night.
(b) The DTO or the ATO should issue a certificate of satisfactory completion of the instruction to licence endorsement.
(c) Theoretical knowledge
The theoretical knowledge syllabus should cover the revision or explanation of:
(1) night VMC minima;
(2) rules about airspace control at night and facilities available;
(3) rules about aerodrome ground, runway, landing site and obstruction lighting;
(4) aircraft navigation lights and collision avoidance rules;
(5) physiological aspects of night vision and orientation;
(6) dangers of disorientation at night;
(7) dangers of weather deterioration at night;
(8) instrument systems or functions and errors;
(9) instrument lighting and emergency cockpit lighting systems;
(10) map marking for use under cockpit lighting;
(11) practical navigation principles;
(12) radio navigation principles;
(13) planning and use of safety altitude;
(14) danger from icing conditions, avoidance and escape manoeuvres.
(d) Flying training
The exercises of the night rating flight syllabus should be repeated as necessary until the student achieves a safe and competent standard:
(1) In all cases, exercises 4 to 6 of the night rating flight syllabus should be completed in a helicopter in flight.
(2) For exercises 1 to 3, up to 50 % of the required flight training may be completed in an FSTD(H). However, each item of exercises 1 to 3 should be completed in a helicopter in-flight.
(3) Items marked (*) should be completed in simulated IMC and may be completed in daylight.
(4) The flying exercises should comprise:
(i) Exercise 1:
(A) revise basic manoeuvres when flying by sole reference to instruments*;
(B) explain and demonstrate transition to instrument flight from visual flight*;
(C) explain and revise recovery from unusual attitudes by sole reference to instruments*.
(ii) Exercise 2:
Explain and demonstrate the use of radio navigation aids when flying by sole reference to instruments, to include position finding and tracking*.
(iii) Exercise 3:
Explain and demonstrate the use of radar assistance*.
(iv) Exercise 4:
(A) explain and demonstrate the use and adjustment of landing light;
(B) explain and demonstrate night hovering:
(a) higher and slower than by day;
(b) avoidance of unintended sideways or backwards movements.
(C) explain and demonstrate night take-off techniques;
(D) explain and demonstrate night circuit technique;
(E) explain and demonstrate night approaches (constant angle) with or without visual approach aids to:
(a) heliports;
(b) illuminated touchdown areas.
(F) practise take-off’s, circuits and approaches;
(G) explain and demonstrate night emergency procedures to include:
(a) simulated engine failure (to be terminated with power recovery at a safe altitude);
(b) simulated engine failure, including SE approach and landing (ME only);
(c) simulated inadvertent entry to IMC (not on base leg or final);
(d) simulated hydraulic control failure (to include landing);
(e) internal and external lighting failure;
(f) other malfunctions and emergency procedures as required by the aircraft flight manual.
(v) Exercise 5:
Solo night circuits.
(vi) Exercise 6:
(A) explain and demonstrate night cross-country techniques;
(B) practise night cross-country dual flight and either flight as SPIC or supervised solo to a satisfactory standard.
Regulation (EU) 2020/359
(a) Privileges. The privileges of the holder of a mountain rating are to conduct flights with aeroplanes or TMGs to and from surfaces which are designated to require such a rating by the appropriate authorities designated by the Member States.
Holders of an LAPL or a PPL with privileges to fly aeroplanes or TMGs may obtain the initial mountain rating either on:
(1) wheels, to grant the privilege to fly to and from such surfaces when they are not covered by snow; or
(2) skis, to grant the privilege to fly to and from such surfaces when they are covered by snow.
(3) The privileges of the initial rating may be extended to either wheel or ski privileges when the pilot has undertaken an appropriate additional familiarisation course, including theoretical knowledge instruction and flight training, with a mountain flight instructor.
(b) Training course. Applicants for a mountain rating shall have completed, within a period of 24 months, a course of theoretical knowledge instruction and flight training at a DTO or at an ATO. The content of the course shall be appropriate to the privileges of the mountain rating applied for.
(c) Skill test. After the completion of the training, the applicant shall pass a skill test with an FE qualified for this purpose. The skill test shall contain:
(1) a verbal examination of theoretical knowledge;
(2) 6 landings on at least 2 different surfaces designated as requiring a mountain rating other than the surface of departure.
(d) Validity. A mountain rating shall be valid for a period of 24 months.
(e) Revalidation
To revalidate a mountain rating applicants shall either:
(1) complete at least six landings, on a surface designated as requiring a mountain rating, in the preceding two 2 years;
(2) pass a proficiency check complying with the requirements in point (c).
(f) Renewal. If the rating has lapsed, the applicant shall comply with the requirement in (e)(2).
ED Decision 2011/016/R
THEORETICAL KNOWLEDGE AND FLYING TRAINING
THEORETICAL KNOWLEDGE |
|
WHEEL |
SKI |
1. Equipment |
|
W.1.1 Personal equipment for the flight |
S.1.1 Personal equipment for the flight |
W.1.2 Aircraft equipment for the flight |
S.1.2 Aircraft equipment for the flight |
2. Take-off techniques |
|
W.2.1 Technique for approach and landing on a mountain surface |
S.2.1 Technique for approach and landing on a mountain surface S.2.2 Landing technique on skis |
W.2.2 Rolling techniques of the aircraft on various runway profiles |
S.2.3 Rolling techniques of the aircraft on skis about the snow nature |
W.2.3 Take-off technique |
S.2.4 Take-off technique on surfaces covered with snow |
W.2.4 Aircraft and engine performances about altitude |
S.2.5. Aircraft and engine performances about altitude |
3. Rules |
|
W.3.1 Mountain rating |
S.3.1 Mountain rating |
W.3.2 Overflight rules |
S.3.2 Overflight rules |
W.3.3 Surfaces classification |
S.3.3 Surfaces classification |
W.3.4 PIC responsibilities |
S.3.4 PIC responsibilities |
W.3.5 Responsibilities of the surface manager |
S.3.5 Responsibilities of the surface manager |
W.3.6 Flight plan |
S.3.6 Flight plan S.3.7 Certification of the ski mounted aeroplanes |
4. Meteorology |
|
W.4.1 Movements of the air mass |
S.4.1 Movements of the air mass |
W.4.2 Flight consequences |
S.4.2 Flight consequences |
W.4.3 Relief effect on the movement of the air masses |
S.4.3 Relief effect on the movement of the air masses |
W.4.4 Altimetry |
S.4.4 Altimetry |
5. Human Performance and Limitations |
|
W.5.1 The cold |
S.5.1 The cold |
W.5.2 The food |
S.5.2 The food |
W.5.3 The hypoxia |
S.5.3 The hypoxia |
W.5.4 The radiance |
S.5.4 The radiance |
W.5.5 The thirst |
S.5.5 The thirst |
W.5.6 The tiredness |
S.5.6 The tiredness |
W.5.7 Turbulence effects in altitude |
S.5.7 Turbulence effects in altitude |
6. Navigation |
|
W.6.1 Progress of the flight |
S.6.1 Progress of the flight |
W.6.2 Dead reckoning |
S.6.2 Dead reckoning |
W.6.3 The path over the relief |
S.6.3 The path over the relief |
W.6.4 Progress in the valleys |
S.6.4 Progress in the valleys |
W.6.5 Detection of obstacles (high voltage lines, chairlifts, cables, etc.). |
S.6.5 Detection of obstacles (high voltage lines, chairlifts, cables, etc.) |
7. Specific items |
|
|
S.7.1 Knowledge of the snow and assessment of the snow nature in-flight S.7.2 Knowledge of the glacier S.7.3 Life of the glacier S.7.4 Formation of the cracks S.7.5 Snow bridges S.7.6 Avalanches |
8. Survival |
|
|
S.8.1 Ways of survival (psychological aspects) S.8.2 Use of the equipments S.8.3 Removal of snow from the aircraft S.8.4 Building of a shelter S.8.5 How to eat and feed |
FLIGHT INSTRUCTION |
|
WHEEL |
SKI |
I.- Navigation |
|
W.I.1 Flight techniques in the valleys W.I.2 Flight over mountain passes and ridges. W.I.3 U-turn in narrow valleys W.I.4 Choice of the flight path of aerology W.I.5 W.I.5 Map reading |
S.I.I Flight techniques in the valleys S.I.2 Flight over mountain passes and ridges S.I.3 U-turn in narrow valleys S.I.4 Choice of the flight path of aerology S.I.5 Map reading |
II. – Arrival and reconnaissance |
|
W.II.1 Choice of the altitude of arrival |
S.II.1 Choice of the arrival altitude |
W.II.2 Choice of the arrival and overflight pattern |
S.II.2 Choice of the arrival and overflight pattern |
W.II.3 Choice of the landing pattern |
S.II.3 Description of the circuit pattern |
W.II.4 Aerology awareness |
S.II.4 Aerology awareness |
W.II.5 Evaluation of the length of the runway |
S.II.5 Evaluation of the runway length |
W.II.6 Evaluation of the runway profile (slope and banking) |
S.II.6 Evaluation of the runway profile (slope and banking) |
W.II.7 Collision avoidance. |
S.II.7 Collision avoidance |
W.II.8 Definition of the references for the landing (touchdown point) |
S.II.8 Definition of the references for the landing (touchdown point) |
W.II.9 Determination of the circuit pattern altitude |
S.II.9 Determination of the circuit pattern altitude |
W.II.10 Choice of the final speed depending on the runway profile |
S.II.10 Choice of the final speed depending on the runway profile S.II.11 Choice of the take-off axis S.II.12. Choice of the landing axis S.II.13 Choice of the parking area S.II.14 Observation of the obstacles on the ground (cracks, snow bridges, avalanches) S.II.15 Estimation of the snow nature S.II.16 Observation of the way to reach a refuge from the landing area |
III – Approach and landing |
|
W.III.1 Landing pattern altitude |
S.III.1 Landing pattern altitude |
W.III.2 Precision of flight along the landing path |
S.III.2 Precision of flight along the landing path |
W.III.3 Corrections on the landing path (accuracy and effectiveness) |
S.III.3 Corrections on the landing path (accuracy and effectiveness) |
W.III.4 Landing (precision of the flare and of the touchdown point) |
S.III.4 Landing (precision of the flare and of the touchdown point) |
W.III.5 Taxiing (use of the engine power) on various profiles |
S.III.5 Taxi of the aircraft on various snows and various runway profiles |
W.III.6 Parking of the aircraft (depending on the runway profile, the traffic, etc.) |
S.III.6 Parking of the aircraft (depending on the snow nature and the profile of the apron) S.III.7 Turns on various snow nature and various ground profiles |
IV. – Take-off |
|
W.IV.1 Safety checks before take-off |
S. IV.1 Safety checks before take-off. |
W.IV.2 Lining up on the runway |
S.IV.2 Lining up on the runway |
W.IV.3 Control of the runway axis during take-off |
S.IV.3 Control of the runway axis during take-off |
W.IV.4 Choice and use of the visual references of the take-off axis |
S.IV.4 Choice and use of the visual references of the take-off axis S.IV.5 Acceleration depending on the nature of the snow S.IV.6 Short take-off S.IV.7 Take-off avoiding the skid of the skis |
V. - Survival |
|
|
S.V.1 Use of the snowshoes S.V.2 Use of the markings |
ED Decision 2011/016/R
SKILL TEST AND PROFICIENCY CHECK
The skill test for the issue or the proficiency check for the revalidation or renewal of a mountain rating should contain the following elements:
(a) oral examination
This part should be done before the flight and should cover all the relevant parts of the theoretical knowledge. At least one question for each of the following sections should be asked:
(1) specific equipment for a mountain flight (personal and aircraft);
(2) rules of the mountain flight.
If the oral examination reveals a lack in theoretical knowledge, the flight test should not be done and the skill test is failed.
(b) practical skill test
During the flight test, two sites different from the departure airport should be used for recognition, approach, landing and take-off. For the mountain rating ski or the extension from wheel to ski, one of the two different sites should be a glacier.
Regulation (EU) 2016/539
(a) Holders of a pilot licence for aeroplanes or helicopters shall only act as PIC in category 1 or 2 flight tests, as defined in Part-21, when they hold a flight test rating.
(b) The obligation to hold a flight test rating established in (a) shall only apply to flight tests conducted on:
(1) helicopters certificated or to be certificated in accordance with the standards of CS-27 or CS-29 or equivalent airworthiness codes; or
(2) aeroplanes certificated or to be certificated in accordance with:
(i) the standards of CS-25 or equivalent airworthiness codes; or
(ii) the standards of CS-23 or equivalent airworthiness codes, except for aeroplanes with an maximum take-off mass of less than 2 000 kg.
(c) The privileges of the holder of a flight test rating are to, within the relevant aircraft category:
(1) in the case of a category 1 flight test rating, conduct all categories of flight tests, as defined in Part-21, either as PIC or co-pilot;
(2) in the case of a category 2 flight test rating:
(i) conduct category 1 flight tests, as defined in Part-21:
— as a co-pilot, or
— as PIC, in the case of aeroplanes referred to in (b)(2)(ii), except for those within the commuter category or having a design diving speed above 0,6 mach or a maximum ceiling above 25 000 feet;
(ii) conduct all other categories of flight tests, as defined in Part-21, either as PIC or co-pilot;
(3) conduct flights without a type or class rating as defined in Subpart H, except that the flight test rating shall not be used for commercial air transport operations.
(d) Applicants for the first issue of a flight test rating shall:
(1) hold at least a CPL and an IR in the appropriate aircraft category;
(2) have completed at least 1 000 hours of flight time in the appropriate aircraft category, of which at least 400 hours as PIC;
(3) have completed a training course at an ATO appropriate to the intended aircraft and category of flights. The training shall cover at least the following subjects:
— Performance,
— Stability and control/Handling qualities,
— Systems,
— Test management,
— Risk/Safety management.
(e) The privileges of holders of a flight test rating may be extended to another category of flight test and another category of aircraft when they have completed an additional course of training at an ATO.
AMC1 FCL.820 Flight test rating
ED Decision 2020/005/R
TRAINING COURSE
GENERAL
(a) Competency-based training:
(1) Training courses for the flight test rating should be competency-based. The training programme should follow as much as possible the syllabus outlined below, but may be adapted taking into account the previous experience, skill and theoretical knowledge level of the applicants.
(2) It should also be recognised that the syllabi below assume that suitable flight test experience will be gained subsequent to attendance at the course. Should the applicant be significantly experienced already, then consideration should be made of that experience and it is possible that course content might be reduced in areas where that experience has been obtained.
(3) Furthermore, it should be noted that flight test ratings are specific to both a certain category of aircraft (aeroplanes or helicopters) and to a certain category of flight test (category 1 or 2). Therefore, holders of a flight test rating wishing to extend their privileges to further categories of aircraft or to further categories of flight test (this is only relevant for holders of a category 2 flight test rating since the category one flight test rating includes the privileges for category 2 test flights) should not be requested to undertake the same course as an ‘ab-initio’ applicant. In these cases, the ATO should develop specific ‘bridge courses’ taking into account the same principles mentioned above.
(4) To allow proper consideration of the applicant’s previous experience, a pre-entry assessment of the applicant’s skills should be undertaken, on the basis of which the ATO may evaluate the level of the applicant to better tailor the course. Thus, the syllabi listed below should be regarded as a list of individual demonstrable competencies and qualifications rather than a list of mandatory training objectives.
(b) Continuous evaluation
Training courses for the flight test rating should be built on a continuous evaluation model to guarantee that successful completion of the course ensures that the applicant has reached the level of competence (both theoretical and practical) to be issued a flight test rating.
CONTENT OF THE COURSE
(c) In addition, the content of the course should vary taking into account whether the applicant seeks privileges for a category 1 or 2 flight test rating, as well as the relevant category of aircraft, and their level of complexity. To better take these factors into account, training courses for the flight test rating have been divided into two conditions:
(1) condition 1 courses apply to category 1 flight test ratings on:
(i) helicopters certificated in accordance with the standards of CS-27 or CS-29 or equivalent airworthiness codes;
(ii) aeroplanes certificated in accordance with:
(A) the standards of CS-25 or equivalent airworthiness codes; or
(B) the standards of CS-23 or equivalent airworthiness codes, within the commuter category or having an MD above 0.6 or a maximum ceiling above 25 000 ft.
(2) condition 2 training courses apply to:
(i) category 2 flight test ratings for:
(A) helicopters certificated in accordance with the standards of CS-27 or CS-29 or equivalent airworthiness codes;
(B) aeroplanes certificated in accordance with:
(a) the standards of CS-25 or equivalent airworthiness codes; or
(b) the standards of CS-23 or equivalent airworthiness codes (included those mentioned in (c)(1)(ii)(B)), except for aeroplanes with a maximum take-off mass of less than 2 000 kg.
(ii) category 1 flight tests for aeroplanes certificated in accordance with the standards of CS-23, with a maximum take-off mass of more than 2 000kg, with the exclusion of those mentioned in (c)(1)(ii)(B) (which are subject to condition 1 courses).
AEROPLANES
(d) Condition 1 courses for aeroplanes
(1) These courses should include approximately:
(i) 350 hours of ground training;
(ii) 100 hours of flight test training, during which at least 15 flights should be made without an instructor on board;
(iii) principles of test management and risk and safety managements should be integrated throughout the course. In addition, principles and methods applicable to the certification activity, as well as safety assessments should be taught.
(2) These courses should include instruction on at least 10 different aeroplane types, of which at least one should be certificated in accordance with CS-25 standards or equivalent airworthiness codes.
(3) During the course the student should be required to develop at least five substantial flight test reports.
(4) The student should be evaluated through examinations on all of the theoretical knowledge subjects, and undertake a final in-flight test upon completion of the syllabus.
(5) Syllabus. The following subjects should be covered in the course:
CONDITION 1 - AEROPLANES |
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Theoretical knowledge |
(a) aerodynamics; (b) stability and control or handling qualities; (c) engines and performance; (d) measurements and flight test instrumentation (including telemetry). |
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Flight test techniques and flight training
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(a) performance:
(at least one flight test report should be developed) |
(1) air speed calibration; (2) climb ME; (3) take-off and landing, including turboprop or turbofan OEI. |
(b) engines |
Turboprop or turbofan limitations and relight envelope |
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(c) handling qualities
(at least two flight test reports should be developed) |
(1) flight controls characteristics; (2) longitudinal handling qualities; (3) longitudinal manoeuvre stability; (4) take-off and landing MET or ME turbofan, including vmcq and vmu; (5) lateral, directional handling qualities; (6) handling qualities evaluation; (7) variable stability demo flights including HOFCS; (8) stalls; (9) spins; (10) vmca. |
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(d) systems
(at least one flight test report should be developed) |
At least three different systems, for example: (1) autopilot or AFCS; (2) glass cockpit evaluation; (3) radio navigation, instruments qualification and integrated avionics; (4) TAWS; (5) ACAS. |
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(e) high speed certification test |
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(f) final evaluation exercise (a flight test report should be developed) |
(e) Condition 2 courses for aeroplanes
(1) These courses should include approximately:
(i) 150 hours of ground training;
(ii) 50 hours of flight test training, during which at least eight flights should be made without an instructor on board.
Principles of test management and risk and safety managements should be integrated throughout the course. In addition, principles and methods applicable to the certification activity, as well as safety assessments should be taught.
(2) These courses should include instruction on at least seven different aeroplane types, of which at least one should be certificated in accordance with CS-25 standards or equivalent airworthiness codes.
(3) During the course the student should be required to develop at least three substantial flight test reports.
(4) The student should be evaluated through examinations on all of the theoretical knowledge subjects, and undertake a final in-flight test upon completion of the syllabus.
(5) Syllabus. The following subjects should be covered in the course:
CONDITION 2 - AEROPLANES |
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Theoretical knowledge |
(a) aerodynamics; (b) stability and control or handling qualities; (c) engines and performance; (d) measurements and flight test instrumentation (including telemetry). |
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Flight test techniques and flight training |
(a) performance: (at least one flight test report should be developed) |
(1) air speed calibration; (2) climb ME; (3) take-off and landing MET or ME turbofan. |
(b) handling qualities |
(1) flight control characteristics; (2) longitudinal static, dynamic stability and control or handling qualities; (3) lateral, directional stability and control or handling qualities; (4) stalls; (5) spins. |
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(c) systems (at least one flight test report should be developed) |
At least three different systems, for example: (1) autopilot or AFCS; (2) glass cockpit evaluation; (3) radio navigation, instruments qualification and integrated avionics; (4) TAWS; (5) ACAS. |
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(d) final evaluation exercise (a) flight test report should be developed) |
HELICOPTERS
(f) Condition 1 courses for helicopters:
(1) These courses should include approximately:
(i) 350 hours of ground training;
(ii) 100 hours of flight test training, during which at least 20 flights should be made without an instructor on board.
Principles of test management and risk and safety managements should be integrated throughout the course. In addition, principles and methods applicable to the certification activity, as well as safety assessments should be taught.
(2) These courses should include instruction on at least eight different helicopter types, of which at least one should be certificated in accordance with CS-29 standards or equivalent airworthiness codes.
(3) During the course the student should be required to develop at least five substantial flight test reports.
(4) The student should be evaluated through examinations on all of the theoretical knowledge subjects, and undertake a final in-flight test upon completion of the syllabus.
(5) Syllabus. The following subjects should be covered in the course:
CONDITION 1 - HELICOPTERS |
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Theoretical knowledge |
(a) aerodynamics; (b) stability and control or handling qualities; (c) engines and performance; (d) measurements and flight test instrumentation (including telemetry). |
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Flight test techniques and flight training |
(a) performance: (at least one flight test report should be developed) |
(1) air speed calibration; (2) level flight, climb and descent, vertical and hover performance; |
(b) engines |
(1) digital engine governing; (2) turbine or piston engine evaluation. |
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(c) handling qualities
(at least one flight test report should be developed) |
(1) flight control characteristics; (2) longitudinal static, dynamic stability and control or handling qualities; (3) lateral, directional stability and control or handling qualities; (4) ADS 33; (5) teetering rotor assessment; (6) rigid rotor assessment; (7) variable stability demo flights including HOFCS. |
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(d) systems
(at least one flight test report should be developed) |
At least three different systems, for example: (1) navigation management systems; (2) autopilot or AFCS; (3) night vision goggles or electro-optics; (4) glass cockpit evaluation; |
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(e) height and velocity envelope and EOL, including relights |
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(f) category A procedure |
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(g) vibrations and rotor adjustments |
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(h) auto rotations |
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(i) final evaluation exercise (a flight test report should be developed) |
(g) Condition 2 courses for helicopters
(1) These courses should include approximately:
(i) 150 hours of ground training;
(ii) 50 hours of flight test training, during which at least eight flights should be made without an instructor on board.
Principles of test management and risk and safety management should be integrated throughout the course. In addition, principles and methods applicable to the certification activity, as well as safety assessments should be taught.
(2) These courses should include instruction on at least four different helicopters types, of which at least one should be certificated in accordance with CS-29 standards or equivalent airworthiness codes.
(3) During the course the student should be required to develop at least three substantial flight test reports.
(4) The student should be evaluated through examinations on all of the theoretical knowledge subjects, and undertake a final in-flight test upon completion of the syllabus.
(5) Syllabus. The following subjects should be covered in the course:
CONDITION 2 - HELICOPTERS |
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Theoretical knowledge |
(a) aerodynamics; (b) stability and control or handling qualities; (c) engines and performance; (d) measurements and flight test instrumentation (including telemetry). |
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Flight test techniques and flight training |
(a) performance: (at least one flight test report should be developed) |
(1) air speed calibration; (2) level flight, climb and descent, vertical and hover performance. |
(b) engines |
(1) digital engines governing; (2) turbine or piston engine evaluation. |
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(c) handling qualities |
(1) flight control characteristics; (2) longitudinal static, dynamic stability and control or handling qualities; (3) lateral, directional stability and control or handling qualities. |
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(d) systems (at least one flight test report should be developed) |
At least three different systems, for example: (1) navigation management systems; (2) autopilot or AFCS; (3) night vision goggles or electro-optics; (4) glass cockpit evaluation. |
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(e) vibration and rotor adjustments |
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(f) final evaluation exercise (a flight test report should be developed) |
FCL.835 Basic instrument rating (BIR)
Regulation (EU) 2020/359
(a) Privileges and conditions
(1) The privileges of a BIR holder are to conduct flights under IFR on single-pilot aeroplanes for which class ratings are held, with the exception of high-performance aeroplanes and aeroplane variants if operational suitability data has determined that an IR is required.
(2) BIR privileges shall only be exercised in accordance with point FCL.205.A.
(3) BIR privileges may be exercised at night only if the pilot holds a night rating in accordance with point FCL.810.
(4) The privileges of a multi-engine BIR shall also be valid on single-engine aeroplanes for which the pilot holds a valid single-engine class rating.
(5) The exercise of BIR privileges shall be subject to all of the following conditions:
(i) the decision height (DH) or minimum descent height (MDH) used in aerodrome operating minima shall be at least 200 ft greater than what would otherwise be calculated according to point ‘NCO.OP.110 Aerodrome operating minima – aeroplanes and helicopters’ and point ‘NCO.OP.111 Aerodrome operating minima – NPA, APV, CAT I operations’ to Annex VII of Regulation (EU) No 965/2012; and
(ii) the visibility used in aerodrome operating minima shall not be less than 1 500 m;
(iii) the pilot-in-command shall not commence a flight under IFR or undertake a VFR‑to‑IFR transition, unless:
(A) at the aerodrome of departure, the visibility is at least 1 500 m and the cloud ceiling is at least 600 ft, or the published circling minimum applicable to the aeroplane category, whichever is the greater; and
(B) at the destination aerodrome and at any required alternate aerodrome the available current meteorological information indicates, for the period from 1 hour before until 1 hour after the estimated time of arrival, or from the actual time of departure to 1 hour after the estimated time of arrival, whichever period is shorter, a visibility of at least 1 500 m and a cloud ceiling of at least 600 ft, or the published circling minimum applicable to the aeroplane category, or the DH/MDH incremented by 200 ft in accordance with (i), whichever is the greater.
(b) Prerequisites. Applicants for the BIR shall hold at least a PPL(A).
(c) Training course. Applicants for the BIR shall have completed at an ATO:
(1) theoretical knowledge instruction in accordance with point FCL.615(a); and
(2) flight instruction that comprises the following instrument flight instruction modules:
(i) module 1 – the core flying training module of flight handling skills by sole reference to instruments;
(ii) module 2 – the applied flying training module of IFR departure, holding, 2D and 3D approach procedures;
(iii) module 3 – the applied flying training module of en-route IFR flight procedures; and
(iv) module 4 – if a multi-engine BIR is sought, the applied flying training module with one engine inoperative shall include asymmetric instrument approach and go‑around procedures; and
(3) flight instruction that complies with the following requirements:
(i) The module specified in paragraph (c)(2)(i) shall be completed first. The modules specified in paragraphs (c)(2)(ii) and (c)(2)(iii), and, if applicable, (c)(2)(iv), may be completed in an order chosen by the applicant.
(ii) The modules specified in paragraph (c)(2) may be completed in aeroplanes, FSTDs or a combination of these. In any case, the applicant shall receive training in the aeroplane to be used for the skill test.
(iii) The modules specified in paragraphs (c)(2)(i), (c)(2)(ii) and (c)(2)(iv) may be commenced outside an ATO but shall be completed at an ATO. The module specified in point (c)(2)(iii) may be completed outside an ATO.
(iv) Prior to commencing the module specified in paragraph (c)(2)(iv), a pilot who does not hold a multi-engine aeroplane class or type rating shall have received the multi-engine training specified in Subpart H of this Annex (Part-FCL).
(d) Theoretical knowledge. Prior to taking the skill test and through examinations in the subjects referred to in point FCL.615(b), the applicants shall demonstrate a level of theoretical knowledge that is appropriate to the privileges granted. The theoretical knowledge examination shall consist of one examination paper associated with each module as specified in paragraphs (c)(2)(i), (c)(2)(ii) and (c)(2)(iii).
(e) Skill test. After the completion of the training course specified in paragraph (c), the applicants shall pass a skill test in an aeroplane in accordance with Appendix 7 to this Annex. For a multi‑engine BIR, the skill test shall be taken in a multi-engine aeroplane. For a single-engine BIR, the skill test shall be taken in a single-engine aeroplane. A multi-engine centreline thrust aeroplane shall be considered to be a single-engine aeroplane for the purposes of this paragraph.
(f) By way of derogation from paragraph (d), holders of a single-engine BIR who also hold a multi‑engine class rating and who wish to obtain a multi-engine BIR for the first time shall complete a training course at an ATO that comprises the training as specified in paragraph (c)(2)(iv) and shall pass the skill test referred to in paragraph (e).
(g) Validity, revalidation and renewal
(1) A BIR shall be valid for 1 year.
(2) Applicants for the revalidation of a BIR shall:
(i) within a period of three months immediately preceding the expiry date of the rating, pass a proficiency check in accordance with Appendix 9 to this Part; or
(ii) within the validity period, complete 6 hours as PIC under IFR including three instrument approach procedures and complete a training flight of at least one hour with an instructor who holds privileges to provide training for the BIR.
(3) For each alternate subsequent revalidation, the holder of the BIR shall pass a proficiency check in accordance with paragraph (2)(i) in an aeroplane.
(4) If a pilot chooses to fulfil the revalidation requirements specified in paragraph (g)(2)(i) earlier than what is prescribed in that paragraph, the new validity period shall commence from the date of the proficiency check.
(5) Applicants who fail to pass the relevant sections of a BIR proficiency check before the expiry date of the BIR shall not exercise the BIR privileges until they have passed the proficiency check.
(6) If a BIR has expired, in order to renew their privileges, applicants shall:
(i) where necessary to reach the level of proficiency needed, complete refresher training provided by an ATO or, if the BIR is expired for three years or less, by an instructor who holds privileges to provide training for the BIR; and
(ii) pass a proficiency check in an aeroplane.
(7) For a multi-engine BIR, the proficiency check for the revalidation or renewal as well as the flying training required in paragraph (g)(2)(ii) shall be completed in a multi-engine aeroplane.
(8) The proficiency check for the revalidation or renewal of a BIR may be combined with a proficiency check for the revalidation or renewal of a single-pilot aeroplane class rating on which BIR privileges may be exercised in accordance with point FCL.835(a)(1).
(h) Applicants for the BIR who hold a PPL or CPL issued in accordance with Annex I (Part-FCL) and a valid IR(A) issued in accordance with the requirements of Annex 1 to the Chicago Convention by a third country may be credited in full towards the training course referred to in paragraph (c)(2). In order to be issued with the BIR, the applicants shall:
(1) successfully complete the skill test referred to in paragraph (e);
(2) demonstrate orally to the examiner during the skill test that they have acquired an adequate level of theoretical knowledge of air law, meteorology, and flight planning and performance; and
(3) have experience of at least 25 hours of flight time under IFR as PIC on aeroplanes.
(j) The holder of an IR shall receive full credits for the requirement in paragraph (c)(2).
AMC1 FCL.835 Basic instrument rating (BIR)
ED Decision 2020/018/R
BASIC INSTRUMENT RATING (BIR) COMPETENCIES
This AMC provides the competency criteria required for the relevant training modules of the BIR.
(a) Modules
The following modules are applicable:
(1) Module 1: Pre-flight operations and general handling;
(2) Module 2: Departure, precision (3D) approach procedures and non-precision (2D) approach procedures;
(3) Module 3: En-route IFR procedures;
(4) Module 4: Optional flight with one engine inoperative (multi-engine aeroplanes only).
Upon completion of the training, an applicant for a BIR should have received instruction on the same class of aeroplane to be used in the test.
(b) Flight tolerances
The following limits should apply and it should be borne in mind that such tolerances are expected only at the end of the training. Due consideration should be given to make allowance for turbulent conditions and the handling qualities and performance of the aircraft used:
Height
Generally ± 100 feet
Starting a go-around at decision height or altitude + 50 feet/– 0 feet
Minimum descent height, MAP or altitude + 50 feet/– 0 feet
On radio aids |
±5° |
For ‘angular’ deviations |
Half-scale deflection, azimuth and glide path (e.g. LPV, ILS, MLS, GLS) |
2D (LNAV) and 3D (LNAV/VNAV) ‘linear’ lateral deviations |
Cross-track error/deviation shall normally be limited to ± ½ the RNP value associated with the procedure. Brief deviations from this standard up to a maximum of one time the RNP value are allowable. |
3D linear vertical deviations (e.g. RNP APCH (LNAV/VNAV) using Baro VNAV) |
Not more than – 75 feet below the vertical profile at any time, and not more than + 75 feet above the vertical profile at or below 1 000 feet above aerodrome level. |
Heading
All engines operating ± 5°
With simulated engine failure ± 10°
Speed
All engines operating ± 5 knots
With simulated engine failure + 10 knots/– 5 knots
Given that the intention of the training for the BIR is to be entirely competency-based, the student and instructor need detailed guidance on these competencies. The following information is intended to provide that guidance. Each element of the training modules is described in text followed by a table which gives guidance on the competencies required and how to assess them using the key competencies model of:
OBJECTIVE (of the training item), and SKILL — KNOWLEDGE — ATTITUDE (to achieve the objective)
(c) Sample table
The table is separated into four rows as follows:
Training element |
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This cell describes the applicant’s proficiency to be assessed by the training organisation or instructor. |
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This cell describes the competency criteria that involve the applicant demonstrating: — manual aircraft control; — effective flight path management through proper use of flight management system guidance and automation; and — application of procedures. |
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This cell describes the knowledge needed to meet the objective’s proficiency requirements. |
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This cell describes the competency criteria encapsulated by airmanship, crew resource management (CRM), and threat and error management (TEM), such as: — situation awareness; — effective communication; — leadership and teamwork; — effective workload management; — effective problem-solving and decision-making. |
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General |
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In most phases of flight there are competencies that apply to a group of manoeuvres, e.g. turns, or even to the whole phase of flight. In order to avoid repetition, the common competencies are grouped under the ‘General’ item heading. |
(d) Content of the training
(1) Module 1: Pre-flight operations and general handling
Use of flight manual (or equivalent), especially for aircraft performance calculation, and mass and balance
Module 1: Pre-flight operations and general handling |
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Use of flight manual (or equivalent), especially for aircraft performance, and mass and balance |
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Understand the responsibilities of proper pre-departure planning and preparations.
Ensure appropriate and clear communication with all ground service personnel (ATC, dispatch, MET).
Manage passengers and ground personnel, as applicable.
Provide sufficient time and manage the workload for pre-flight procedures (including documentation) to be completed in an efficient manner.
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Pre-flight inspection
Module 1: Pre-flight operations and general handling |
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Pre-flight inspection |
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Full initial pre-flight inspection in accordance with the approved checklist assuming the risk to IFR flights such as icing conditions, database, etc. |
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Demonstrate correct coordination with ATC (where applicable).
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Taxiing
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Demonstrate correct ATC communication (where applicable).
Demonstrate correct coordination with ATC (where applicable).
Divide attention properly inside and outside the cockpit.
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Transition to instrument flight
Module 1: Pre-flight operations and general handling |
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Transition to instrument flight (must be performed by sole reference to instruments) |
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Establish the climb, complete a smooth transition to instrument flight, and complete post-take-off checks and drills. |
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Following the initial take-off procedure:
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Monitor aircraft flight path at all stages of the transition to instrument flight.
Demonstrate effective communication (as applicable).
Demonstrate effective coordination (as applicable).
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ATC liaison — compliance, radio-telephony (RTF) procedures
Module 1: Pre-flight operations and general handling |
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ATC liaison — compliance, radio-telephony (RTF) procedures |
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Establish communication with ATC on the correct frequencies and at the appropriate times.
Read back correctly, in a timely manner, the ATC clearance in the sequence received.
Demonstrate correct coordination with ATC (where applicable).
Copy correctly, in a timely manner, the ATC clearance as issued.
Interpret correctly the ATC clearance received and, when necessary, request clarification, verification, or change. |
Control of the aeroplane by reference solely to instruments, including: level flight at various speeds, level turns at rate 1 and up to 30 degrees angle of bank, trim
Module 1: Pre-flight operations and general handling (must be performed by sole reference to instruments) |
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Control of the aeroplane by reference solely to instruments, including: level flight at various speeds, level turns at rate 1 and up to 30 degrees angle of bank, trim |
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As applicable to the specific situation.
Aas applicable to the specific situation.
Use an appropriate ‘division of attention’ when completing flight log, etc., whilst manually controlling the aircraft.
Prioritise activities to allow maintenance of correct instrument scan. |
Climbing and descending turns with sustained rate-1 turn
Module 1: Pre-flight operations and general handling (must be performed by sole reference to instruments) |
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Climbing and descending turns with sustained rate-1 turn |
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Complete a coordinated climb or descent and turn at rate 1 using:
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Demonstrate orientation throughout the manoeuvre.
React to departure from stabilised steep turn attitude. |
Recovery from unusual attitudes, including sustained 45° bank turns and steep descending turns
Module 1: Pre-flight operations and general handling (must be performed by sole reference to instruments) |
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Recovery from unusual attitudes, including sustained 45° bank turns and steep descending turns |
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Recover from unusual attitudes, including sustained 45° bank turns and steep descending turns using the correct technique to minimise height loss. |
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Correct recovery technique using ‘full’ panel instruments, as appropriate. |
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Address the situation to recover situation awareness.
Communicate and coordinate, as appropriate, during the recovery manoeuvre.
React promptly to departure from controlled flight. |
Recovery from approach to stall in level flight, climbing/descending turns and in landing configuration
Module 1: Pre-flight operations and general handling (must be performed by sole reference to instruments) |
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Recovery from approach to stall in level flight, climbing/descending turns and in landing configuration (may be performed in an FSTD, if approved for this procedure) |
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Ensure the aircraft is in a safe area and clear of hazards prior to accomplishing an approach to a stall.
Communicate and coordinate.
Coordinate to ensure that there is adequate separation from other aircraft before initiating the stall.
As applicable to the specific situation.
As applicable to the specific situation. |
Limited panel instrument flight: stabilised climb or descent, level turns at rate 1 onto given headings, recovery from unusual attitudes
Module 1: Pre-flight operations and general handling (must be performed by sole reference to instruments) |
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Limited panel instrument flight: stabilised climb or descent, level turns at rate 1 onto given headings, recovery from unusual attitudes — only applicable to aeroplanes NB: Most modern light aircraft are now fitted with a ‘standby’ horizon in addition to or instead of turn rate gyros. Where this is the case, the pilot under training is to be taught these exercises using the ‘standby’ horizon. |
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Demonstrate continued control of the aircraft by interpreting aircraft attitude from aircraft standby instruments. |
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Address the situation to recover situation awareness.
Advise ATC if appropriate.
Communicate and coordinate as appropriate.
React promptly to departure from controlled flight. |
(2) Module 2: Departure, precision (3D) approach procedures and non-precision (2D) approach procedures
Weather minima
Module 2: Departure and arrivals, 3D approach and 2D approach |
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Weather minima |
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Confirmation of weather affecting departure, route, destination and diversion; acceptability for the flight. Determination of the expected instrument approach minimum heights/altitudes in accordance with NCO requirements. |
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Ability to interpret published weather charts such as synoptic charts and coded messages (TAF, METAR, SNOWTAM, etc.). |
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As applicable to the specific situation.
As applicable to the specific situation.
As applicable to the specific situation.
Make appropriate decisions based on available weather information. |
Pre-take-off briefing, take-off
Module 2: Departure and arrivals, 3D approach and 2D approach |
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Pre-take-off briefing, take-off |
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Demonstrate effective communication with ATC (as applicable).
Demonstrate effective coordination with ATC (as applicable).
Correctly assess take-off and climb hazards, particularly those related to other aircraft, aerodrome infrastructure, obstacles and weather, and have a strategy to mitigate the threats. |
Instrument departure procedures, altimeter setting
Module 2: Departure and arrivals, 3D approach and 2D approach |
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Instrument departure procedures, altimeter setting (must be performed by sole reference to instruments) |
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Complete the standard instrument departure (SID) procedure or follow the ATC departure instructions; use the correct altimeter-setting procedure; maintain aeroplane control, speed, heading and level. |
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Demonstrate correct communication with ATC (where applicable).
Demonstrate correct coordination with ATC (where applicable).
Prioritise attention properly between aircraft control, navigation and communication tasks.
Make the necessary decisions to mitigate the effect of changing conditions that may affect aircraft (weather, navigation aid serviceability, ATC, etc.). |
Holding procedure
Common to both 3D and 2D procedures (must be performed by sole reference to instruments) |
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Holding procedure |
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Complete the appropriate entry procedure followed by a standard ICAO holding fix, using information in order to maintain the protected area. |
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Establish communication with ATC on the correct frequencies and at the appropriate times.
Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the cleared holding pattern.
React to navigation errors or unexpected systems malfunctions. |
Setting and checking of navigation aids, identification of facilities
Module 2: 3D approach procedures (must be performed by sole reference to instruments) |
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Setting and checking of navigation aids, identification of facilities |
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Monitor to ensure safe flight profile whilst selecting and checking radio aids.
Demonstrate correct coordination with ATC (where applicable).
React to deviation errors or unexpected systems malfunctions. |
Arrival procedures, altimeter checks
Module 2: 3D approach procedures (must be performed by sole reference to instruments) |
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Arrival procedures, altimeter checks |
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Descent planning and consideration of minimum sector altitude (MSA) or terminal arrival altitude (TAA). Completion of the published arrival procedure or as instructed by ATC, including altimeter setting or protected area, ATC liaison and RTF procedures. |
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Establish communication with ATC on the correct frequencies and at the appropriate times.
Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the approach procedure.
react to deviation errors or unexpected systems malfunctions. |
Approach and landing briefing, including descent, approach, landing checks and missed approach
Module 2: 3D approach procedures (must be performed by sole reference to instruments) |
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Approach and landing briefing, including descent, approach, landing checks and missed approach |
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The approach briefing including weather and confirmation of instrument approach procedure minima, and applicable procedures. |
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Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the approach procedure.
React to deviation errors or unexpected systems malfunctions. |
Compliance with published approach procedure
Module 2: 3D approach procedures (must be performed by sole reference to instruments) |
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Compliance with published approach procedure |
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Establish communication with ATC on the correct frequencies and at the appropriate times;
Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the cleared procedure.
React to navigation errors or unexpected systems malfunctions. |
Altitude, speed, heading control (stabilised approach)
Module 2: 3D approach procedures (must be performed by sole reference to instruments) |
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Altitude, speed, heading control (stabilised approach) |
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Confirm that approach is stabilised.
Advise ATC if appropriate.
Monitor to ensure that the flight profile remains safe.
Make appropriate decision to abandon approach if required. |
Setting and checking of navigation aids, identification of facilities
Module 2: 2D approach procedures (must be performed by sole reference to instruments) |
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Setting and checking of navigation aids, identification of facilities |
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Monitor to ensure safe flight profile whilst selecting and checking radio aids.
Demonstrate correct coordination with ATC (where applicable).
React to deviation errors or unexpected systems malfunctions. |
Arrival procedures, altimeter checks
Module 2: 2D approach procedures (must be performed by sole reference to instruments) |
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Arrival procedures, altimeter checks |
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Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the approach procedure.
React to deviation errors or unexpected systems malfunctions. |
Approach and landing briefing, including descent, approach, landing checks and missed approach
Module 2: 2D approach procedures (must be performed by sole reference to instruments) |
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Approach and landing briefing, including descent, approach, landing checks and missed approach |
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The approach briefing including weather and confirmation of instrument approach procedure minima, and applicable procedures. |
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Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the approach procedure.
React to deviation errors or unexpected systems malfunctions. |
Compliance with published approach procedure
Module 2: 2D approach procedures (must be performed by sole reference to instruments) |
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Compliance with published 2D approach procedure |
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Establish communication with ATC on the correct frequencies and at the appropriate times;
Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the cleared procedure.
React to navigation errors or unexpected systems malfunctions. |
Altitude, speed and heading control (stabilised approach)
Module 2: 2D approach procedures (must be performed by sole reference to instruments) |
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Altitude, speed and heading control (stabilised approach) |
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Confirm that the approach is stabilised.
Advise ATC if appropriate.
Monitor to ensure that the flight profile remains safe.
Make appropriate decision to abandon approach if required. |
Approach timing
Module 2: Specificities of conventional 2D approach procedures (must be performed by sole reference to instruments) |
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Approach timing |
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Monitor or control the approach procedure using timing as necessary. |
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Where DME information from ground-based beacons (VOR or NDB) or marker is not available, the applicant makes appropriate adjustments to the procedure timing to allow for the effects of known wind. |
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Use an appropriate ‘division of attention’ whilst controlling the aircraft in order to apply wind-corrected timing.
As applicable to the specific situation.
As applicable to the specific situation.
As applicable to the specific situation. |
Go-around and missed approach action
Module 2: Common to both 3D and 2D procedures (must be performed by sole reference to instruments) |
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Go-around and missed approach action |
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Make a smooth transition to a climb at the correct speed and complete the checks when: (1) reaching the minima; (2) directed by ATC; (3) being in an unstabilised approach; (4) experiencing a loss of integrity; or (5) any other reasons affecting safety approach. |
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Monitor aircraft flight path at all stages of the go-around.
Demonstrate effective coordination with ATC (as applicable).
Correctly assess go-around and climb hazards, particularly those related to other aircraft, aerodrome infrastructure, obstacles and weather, and have a strategy to mitigate the threats. |
Landing
Module 2: Common to both 3D and 2D procedures (must be performed by sole reference to instruments) |
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Landing |
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(A) Visual landing or circle for landing, as appropriate, in a safe and controlled manner. (B) Define a strategy for track management in case of missed approach or go-around in the circle to land. |
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Landing:
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Demonstrate adequate judgement and knowledge of the aircraft performance and systems in order to comply with published approach procedures for the equipment used for the approach. |
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Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the approach procedure.
React to deviation errors or unexpected systems malfunctions. |
ATC liaison — compliance, RTF procedures
Module 2: Common to both 3D and 2D procedures (must be performed by sole reference to instruments) |
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ATC liaison — compliance, RTF procedures |
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Establish communication with ATC on the correct frequencies and at the appropriate times.
Read back correctly, in a timely manner, the ATC clearance in the sequence received.
Demonstrate correct coordination with ATC (where applicable).
Copy correctly, in a timely manner, the ATC clearance as issued.
Interpret correctly the ATC clearance received and, when necessary, request clarification, verification, or change. |
(3) Module 3: En-route IFR procedures
Use of air traffic services document and weather document
Module 3: En-route IFR procedures |
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Use of air traffic services document and weather document |
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Note potential weather hazards and act accordingly, submit flight plan in good time for planned departure.
Communicate with ATC and ground crew to ensure timely start.
Demonstrate correct crew coordination with ATC (where applicable).
Prioritise tasks to produce a safe and effective plan for the conduct of the flight.
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Preparation of ATC flight plan and IFR flight plan or log
Module 3: En-route IFR procedures |
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Preparation of ATC flight plan and IFR flight plan or log |
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Preparation of the ATC IFR flight plan for the route, including any off-airway sectors, and preparation of a full navigation and RTF flight log. |
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Demonstrate sufficient knowledge of the regulatory requirements relating to instrument flight. |
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(1) Understand the responsibilities of proper pre-departure planning and preparations; (2) Appropriate threat and error management for the flight
Ensure appropriate and clear communication with all ground service personnel (ATC, dispatch, MET).
Provide sufficient time, and manage the workload for departure procedures (including documentation) to be completed in an efficient manner.
Make appropriate decisions on all identified threats, and plan and implement suitable mitigation actions. |
Tracking, including interception, e.g. NDB, VOR, RNAV
Module 3: En-route IFR procedures |
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Tracking, including interception, e.g. NDB, VOR, RNAV |
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Demonstrate correct coordination with ATC (where applicable).
Monitor to ensure that the flight profile complies with the cleared en-route routing.
React to navigation errors or unexpected systems malfunctions. |
Use of radio aids
Module 3: En-route IFR procedures (must be performed by sole reference to instruments) |
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Use of radio aids |
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As applicable to the specific situation.
As applicable to the specific situation.
Use an appropriate ‘division of attention’ appropriately whilst controlling the aircraft and reset navigation aids.
React to navigation errors or unexpected systems malfunctions. |
Level flight, control of heading, attitude and airspeed, power-setting, trim technique
Module 3: En-route IFR procedures |
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Level flight, control of heading, attitude and airspeed, power-setting, trim technique |
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As applicable to the specific situation.
As applicable to the specific situation.
Use an appropriate ‘division of attention’ when completing flight log, etc., whilst manually controlling the aircraft.
Prioritise activities to allow maintenance of correct instrument scan. |
Altimeter setting
Module 3: En-route IFR procedures |
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Altimeter setting |
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Follow the altimeter-setting procedure, and cross-check and monitor en-route protected areas. |
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As applicable to the specific situation.
Use appropriate RTF procedures to update pressure settings.
As applicable to the specific situation.
Where necessary, identify and make appropriate decisions when confronted with system failures. |
Timing and revision of estimated time of arrival (ETA) (en-route hold, if required)
Module 3: En-route IFR procedures |
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Timing and revision of estimated time of arrival (ETA) (en-route hold, if required) |
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Understand the flight plan, and that the clearance is to be completed correctly. |
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Demonstrate correct coordination with ATC (where applicable).
Select the appropriate navigation systems or facilities and communication frequencies.
Deal with unexpected navigation errors or systems malfunctions. |
Monitoring of flight progress, flight log, fuel usage and management, systems management
Module 3: En-route IFR procedures |
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Monitoring of flight progress, flight log, fuel usage and management, systems management |
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Demonstrate correct coordination with ATC (where applicable).
Select appropriate navigation systems or facilities and communication frequencies.
Deal with unexpected navigation errors or systems malfunctions. |
Ice protection procedures, simulated if necessary
Module 3: En-route IFR procedures |
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Ice protection procedures, simulated if necessary |
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Demonstrate correct coordination with ATC (where applicable).
Select appropriate navigation systems or facilities and communication frequencies.
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ATC liaison — compliance, RTF procedures
Module 3: En-route IFR procedures |
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ATC liaison — compliance, RTF procedures |
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ATC liaison using the correct RTF procedures and phraseology, and compliance with ATC procedures and clearances. |
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ICAO (language proficiency level 4, as a minimum) and national RTF procedures. |
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Demonstrate correct coordination with ATC (where applicable).
Select the appropriate navigation systems or facilities and communication frequencies.
Deal with unexpected navigation errors or systems malfunctions. |
(4) Module 4: Optional flight with one engine inoperative (multi-engine aeroplanes only)
Simulated engine failure after take-off or during go-around
Module 4: Optional flight with one engine inoperative (multi-engine aeroplanes only) (must be performed by sole reference to instruments) (Multi-engine aeroplanes only) |
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Simulated engine failure after take-off or during go-around (at a safe altitude unless conducted in an adapted FSTD) |
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Communicate appropriately with ATC.
Demonstrate correct coordination with ATC (where applicable).
Identify critical situation and make timely decision on suitable actions to carry out a safe asymmetric flight path. |
Approach, go-around and procedural missed approach with one engine inoperative
Module 4: Optional flight with one engine inoperative (multi-engine aeroplanes only) (must be performed by sole reference to instruments) (Multi-engine aeroplanes only) |
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Approach, go-around and procedural missed approach with one engine inoperative |
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Recognise whether the approach profile is stabilised.
Communicate appropriately with ATC.
Demonstrate correct coordination with ATC (where applicable).
Apply appropriate abnormal procedures for asymmetric approach and go-around.
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Approach and landing with one engine inoperative
Module 4: Optional flight with one engine inoperative (multi-engine aeroplanes only) (must be performed by sole reference to instruments) (Multi-engine aeroplanes only) |
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Approach and landing with one engine inoperative |
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(B) Understand the factors affecting asymmetric committal height/altitude (ACH/A). |
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Recognise whether the approach profile is stabilised, leading to a safe asymmetric landing.
Liaise with ATC.
Demonstrate correct coordination with ATC (where applicable).
Apply appropriate abnormal procedures for asymmetric approach and landing.
Make appropriate decision at asymmetric committal height (ACH) to commit to final flap selection and landing. |
ATC liaison — compliance, RTF procedures
Module 4: Optional flight with one engine inoperative (multi-engine aeroplanes only) (must be performed by sole reference to instruments) (Multi-engine aeroplanes only) |
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ATC liaison — compliance, RTF procedures |
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ICAO (language proficiency level 4 or higher) standard phraseology. |
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Communicate with ATC that an emergency has occurred.
Read back correctly, in a timely manner, the ATC clearance in the sequence received.
Demonstrate correct coordination with ATC (where applicable).
Copy correctly, in a timely manner, the ATC clearance as issued.
Interpret correctly the ATC clearance received and ensure that it is compliant with aircraft in an asymmetric configuration. |