CAA Draft EASA Compliant Part D

CAA Draft EASA Compliant Part D

D TRAINING 1. Description of scope: Training syllabi and checking programmes for all operations personnel assigned to operational duties in connection with the preparation and/or conduct of a flight. This part of the manual is key in establishing the operator specific training and checking programmes for all members of flight crew who embark upon Commercial Air Transport flight under the terms of the AOC. The majority of training and checking for licensing purposes must be carried out in accordance with Part FCL under the terms of an Approved Training Organisation (ATO), but limited scope is afforded to an AOC and these must be contained in the Part. All other Part FCL related syllabi and matters should not be included in this Part. Most AOCs who are also ATOs complete a type rating course merged with the operator conversion course syllabus. This includes CRM, Emergency and Survival Training/Checking and Line training/checking. At the end of the type related training the candidate is probably well versed in the company SOPs and completes Skills Test (ST) and initial Operator Proficiency Check (OPC). The conversion course then continues into line training and any Command related training if applicable. It is also common place for pilots to move within the industry with a type rating, and maybe related operational experience. Operators must ensure that the Operator Conversion Course material prepares such individuals for operations within their AOC. Even if the new AOC is very similar in its operational context it will probably be subtly different in a number of ways including culture, SOPs and equipment. Therefore this material must identify those differences by establishing additional training in Company SOPs, the use of role FMS/GPS systems, EFB, any new area of operations etc. Crew Resource Management (CRM) training An entry detailing the CRM training programme to be undertaken by company all crew members including cabin and technical crew. If the company lacks qualified CRM Ground instructors then it is acceptable to use appropriately qualified contractors but both the material and syllabus used must be set by the operator to ensure it is fit for their operational purposes. CRM TRAINING General All CRM training will be given by company CRMIs qualified in accordance with Section XX. CRM training reflects the safety culture of the Company as well as the type of operation and is conducted by means of both classroom training and practical exercises. This includes group discussions, accident and incident incident reviews to analyse communication problems and instances or examples of a lack of information or crew management. Whenever it is practicable to do so, the company will conduct line-oriented flight training

(LOFT) scenarios in FSTDs as part of the recurrent training programme. Whenever possible, initial CRM training will be conducted in a group session away from the working environment so that the opportunity is provided for flight crew members to interact and communicate in an environment conducive to open learning. Mixed classes of flight, cabin and technical crew is encouraged. Initial operator s crew resource management (CRM) training Flight crew members shall complete an initial CRM training course before commencing unsupervised line flying. If flight crew members have 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). Recurrent CRM Training Elements of CRM are integrated into all phases of the recurrent training programme. Each flight crew member will undergo specific modular CRM Ground training. All major topics of the initial CRM ground training syllabus will be covered by distributing modular training sessions as evenly as possible over each three-year period. See Section 2 for the syllabus. Operator conversion training and checking Flight crew member shall complete the operator conversion training course before commencing unsupervised line flying when changing to an aircraft for which a new type rating is required or when new to the Company. This may be combined with a Command upgrade. See section XX. Once the operator conversion course has commenced, the flight crew member shall not be assigned to flying duties on another type of aircraft until the course is completed or terminated. 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. The flight crew member shall complete an Operator Proficiency Check (OPC) check and Emergency and Safety Equipment training and checking before commencing line flying under supervision (LIFUS); and a line check upon completion of line flying under supervision. The conversion includes the following which must be completed in the following order:

1. Ground training and checking, including aircraft systems, and normal, abnormal and emergency procedures; 2. Emergency and safety equipment training and checking, (completed before any flight training in an aircraft commences); 3. Flight training and checking the type rating is a combined MCC/type rating and is carried out in both aircraft and FFS; 4. Line flying under supervision and final line check. When the flight crew member has not previously completed an operator s conversion course, he/she will undergo general first-aid training appropriate to offshore operations and first aid equipment carried. Further first aid survival training maybe appropriate depending upon the AOC region operated e.g arctic operations. Ditching training using Helicopter Underwater Escape Trainer (HUET), dinghy and lifejackets (representative of that used by the company) will be conducted in a pool setting. The operator s conversion may be combined with a new type rating training as required. Part FCL concentrates upon the Flying Pilot role for licensing purposes but when combined with operator conversion training specific Monitoring Pilot training shall be given. This includes company SOPs, deviation/alerting calls, checklist use, action in the event of incapacitation and MP action in the event of an emergency or abnormal situation. The operator conversion course includes training on all equipment installed on the aircraft as relevant to flight crew members roles. The syllabus can be found in Section 2. Differences and Familiarisation Training Differences training will be given: 1. When the company introduces a significant change of equipment and/or procedures on types or variants currently operated; and 2. When operating a variant of a helicopter currently operated. Familiarisation training requires only the acquisition of additional knowledge. It should be carried out when: 1. Operating another helicopter of the same type; or 2. When introducing a significant change of equipment and/or procedures on types or variants currently operated. On completion of the training all crew will be checked on their knowledge by a written exam. The pass mark will be 75%. Training for aircraft systems and navigation aids not covered by type rating training The company is to identify all additional equipment fitted to their fleets and ensure that both training and checking programmes are established. Some of this equipment is highly relevant to both conversion and OPC, and Line training and checking. Examples include EGPWS, TAWS, GPS, FMS, TCAS2.

Operator Checks Part A Section 5 of the Operations Manual states the checks and qualification requirements for crews undertaking CAT operations. The period of validity and any specific requirements are as follows: (to be stated) Operator Proficiency Check (OPC) Validity+ Pilots or training staff whose duties also require them to operate in either seat shall complete their proficiency checks from left and right hand seats, on alternate proficiency checks, provided that when the license proficiency check is combined with the operator proficiency check the pilot completes his training or checking from his normally occupied seat. All checks, from whatever seat, must be completed as prescribed in Appendix A. Line Check (LC) Annual Emergency and Safety Equipment Check (E & S) Triennial Emergency and Safety Equipment Check Crew Resource Management (CRM) Initial and recurrent requirement. Ground and Refresher Training Each flight crew member shall undergo ground and refresher training every 12 calendar months. Pilot Qualification to Operate in either Pilot's Seat When operating in the co-pilot s seat, the checks required for operating in the commander s seat must, in addition, be valid and current. Area/Role/Route Competence The period of validity of the Area/Role/Route Competence qualification shall be 12 calendar months in addition to the remainder of the month of issue. Area/Role/Route Competence qualification shall be revalidated by operating in the area, in the role or on the route, within the period of validity described above, and as part of the annual Line Check. If revalidated within the final three calendar months of validity of a previous Area/Role/Route Competence qualification, the period of validity shall extend from the date of revalidation until 12 calendar months from the expiry date of that previous Area/Role/Route Competence qualification. Items which cannot be carried out during a routine Line Check must be completed on a separate flight, as close as possible to the date of the Line Check.

Recent Experience A pilot shall not operate an aircraft: a) unless he has carried out at least three take-offs, three circuits and three landings as pilot flying in an aircraft or an approved flight simulator of the type to be used, in the preceding 90 days; and b) for night VMC operations: i) a pilot without a valid instrument rating shall have carried out at least three take-offs, three circuits and three landings at night within the preceding 90 days. This recency may be obtained in an STD. ii) a pilot with a valid instrument rating satisfies the night recent experience requirement if he has carried out at least three instrument approaches in the preceding 90 days. This recency may be obtained in an STD. The 90 day period may be extended up to a maximum of 120 days by flying on the line under the supervision of a nominated commander. Recent Experience Single Pilot Operations under IFR In addition to the requirements specified above, a pilot shall not conduct single pilot operations under IFR in IMC unless he has carried out three instrument approaches during the preceding 90 days on the aircraft type in the single pilot role. This requirement may be replaced by an IFR instrument approach check on the aircraft type. Recent Experience Single Pilot Operations at Night A pilot shall not conduct single pilot operations at night unless he has carried out at least three take-offs, three circuits and three landings as pilot flying at night during the preceding 90 days on the aircraft type. In addition, non-rated helicopter pilots shall, within 90 days (± 30 days) following the instrument flying training conducted by a TRE, conduct at least 30 minutes of instrument flying practice, which shall include: a) climbing and descending turns on to specified headings; b) level flight, control of heading, altitude and speed; c) level turns with 30 degrees bank, 180 to 360 degrees left and right; d) emergency let down procedures. This instrument flying practice may be conducted as mutual instrument flying practice, in VMC, by pilots qualified on type. Instrument Rating The Instrument Rating is valid for 12 months from the day of issue. The IR will be revalidated at the same time as the Type Rating. Part FCL allows for cross crediting of the IR if operating multi engine single pilot types.

Type Rating Type ratings are valid for 12 months from the day of issue. When the pilot holds an Instrument Rating, then the IR will be combined with the Type Rating but need not be completed during the same flight. Upgrading to Commander A pilot upgrading to commander shall complete an appropriate command course. The syllabus for this command course can be found at Section XX. Operator specific training requirements (such as Night Deck Recency, NVIS, HHO) Company Training and Checking Staff A list of all the staff assigned to training and checking duties is to be entered here. This includes any outsourced person or organisation. The ATO deals with licensing matters and only operator specific training/checking entries are required here. Training department general A description of the training department s organisational structure and reporting lines. Crew Training Post Holder (this may be different to the ATO Head of Training) Role, experience and any training/courses required. (GM2 ORO.AOC.135(a) requires TRI for CTPH or deputy, BUT the nominated person should have a thorough knowledge of the AOC holder s crew training concept for flight, cabin and when relevant other crew.) Other key training/checking posts (ie Fleet training captains, Chief technical crew member traininers, CRM Manager see Standards Doc 29 for CRM requirements) Role, experience and any training/courses required. All other training/checking staff (eg TRE, SFE, CRMI, Dangerous Goods instructors) Role, experience and any training/courses required. Use of Full Flight Simulators and other devices The operator should state which FSTDs are used and in what context. Part FCL requires the Type rating Skills Test and Proficiency Check to use a FFS where available. This company is committed to providing the highest levels of crew training available and as such will use the FFS for both licensing and operational training and checking. Assessment of FSTDs for operator use (post User Approval) The following are examples of the considerations that must be made in assessing a device as fit for purpose when comparing it to the line aircraft operated.

For the purpose of the training/checking, does the device simulate a specific EASA airport related environment: e.g. RWYs/ Ground movement area layout/sids/stars/approach procedures/ Visual procedures For the purpose of the training/checking, does the device need to simulate a specific physical environment: e.g. Surrounding terrain/weather conditions/surrounding traffic?/navigations AIDS/ARA Has any specific training/checking feature or capability been identified (e.g. Preset functions/processes: automated lesson plans, particular resets, speedup functions, repositioning capabilities, freeze functions, preloaded aircraft or weather settings, pre-set visual or flight conditions, etc)? Has any alternative means of delivering the training been determined so as to prevent potential negative impact on training? E.g. FMS/radio nav fit different from the fleet therefore utilising a CBT Has any device specific simulation limitations affecting the training been identified? No flight simulation is perfect. Simulation limitations are acceptable as long as they are managed properly and do not negatively affect the final outcome of the training provided. The operator is responsible for the identification of any simulation limitations that might affect the training. Some of them may have negligible impact on the training and do not need any remedial action (unrealistic ice accretion on windshield or airframe vibration). Others might impact the training but can still be accepted if the consequences are small enough to be corrected by other training means or methods (eg. Nr audio cues poor, Incorrect/generic runway lighting layout for RTOs ). In all cases, the operator shall identify the simulation limitations when initially accepting the device for the training and thereafter continually during its use. The impact on training shall be assessed and the remedial actions shall be documented and implemented. When no remedial is needed, the training organisation shall record the initial assessment made and keep it updated as this evaluation may need to be revised later on during the life cycle of the device. Has the training course related to the use of the device been adjusted to counterbalance the effects of known simulation limitations. All training/checking staff must have been trained and checked to address the known simulation limitations and documented as such. The above list is only an example and operators are to assess their device carefully against the constraints of the qualification certificate. The Part D, and TRTO manuals, must also address how the devices will be used. It is essential that the Part D states what areas of operational training, checking (OPCs) and recency it can be utilised for. It must also state what it cannot be used for e.g. training and checking of sloping ground, ARAs, weather radar, night deck landings, Low visibility training, etc. Reference must be made to the type rating manual detailing the licensing credits available e.g. conversion to type training, proficiency and skill tests. (The operator should classify any differences between the aircraft and FFS in accordance with the Air Transport Association (ATA) chapters as follows):

Compliance Levels a) Level A differences: i) no influence on flight characteristics; ii) no influence on procedures (normal and/or abnormal); iii) differences in presentation; and iv) differences in operation. Method: self-instruction via the operations manual or flight crew information. b) Level B differences: i) no influence on flight characteristics; ii) influence on procedures (normal and/or abnormal); and iii) possible differences in presentation and operation. Method: flight crew information, computer-based training, system device training or special instruction by instructor. c) Level C differences: i) influence on flight characteristics; ii) influence on procedures (normal and/or abnormal); and iii) eventually differences in presentation and operation. Method: special instruction by instructor, a selected partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme. d) Level D differences: i) influence on flight characteristics; and/or ii) influence on procedures (normal and/or abnormal); and/or iii) differences in presentation and/or operation; and iv) FSTD is level D qualified. Method: a specified partial training on another FSTD or aircraft or a waiver because of previous experience, special instruction or training programme. Limitation of examiner privileges in case of vested interests Examiners are not to examine candidates where the above definition could apply. The company should state examples of situations where the examiner should consider if his/her objectivity is affected during the course of his examining duties. Examples include when the applicant is a relative or a friend of the examiner, or when they are linked by economical interests or political affiliations, etc.

Operation on more than one Type or Variant Flight Crew If a flight crew member operates more than one type or variant the following provisions should be met: i) The recency requirements and the requirements for recurrent training and checking should be met and confirmed prior to CAT operations on any type, and the minimum number of flights on each type within a 3-month period specified in the operations manual. ii) Recurrent training and checking as applicable to type shall be met. iii) When credits related to the training, checking and recent experience requirements are defined in OSD data for the relevant types or variants, the requirements with regard to proficiency checks may be met by a 6 monthly check on any one type or variant operated. However, a proficiency check on each type or variant operated should be completed every 12 months. iv) For helicopters with a maximum certified take-off mass (MCTOM) of more than 5700 kg, or with a maximum operational passenger seating configuration (MOPSC) of more than 19: a) the flight crew member should not fly more than two helicopter types, unless credits related to the training, checking and recent experience requirements are defined in OSD data for the relevant types or variants; b) a minimum of 3 months and 150 hours experience on the type or variant should be achieved before the flight crew member should commence the conversion course onto the new type or variant, unless credits related to the training, checking and recent experience requirements are defined in OSD data for the relevant types or variants; c) 28 days and/or 50 hours flying should then be achieved exclusively on the new type or variant, unless credits related to the training, checking and recent experience requirements are defined in OSD data for the relevant types or variants; and d) a flight crew member should not be rostered to fly more than one type or significantly different variant of a type during a single duty period. e) In the case of all other helicopters, the flight crew member should not operate more than three helicopter types or significantly different variants, unless credits related to the training, checking and recent experience requirements are defined in OSD data for the relevant types or variants. 2. Training Syllabi and checking programmes 2.1 Flight Crew Crew Resource Management Initial operators CRM course (1 day single pilot, 2 days multi pilot)

This course is non assessable and contains the following modules. Each module is to be developed for the type of operation and crewing so that it is as relevant as possible. If the course is provided by a third party then the training department should vet the content for applicability. This syllabus shall be documented and due to its varying nature may be kept as a stand alone syllabus. Human error and reliability, error chain, error prevention and detection Operator safety culture, standard operating procedures (SOPs), organisational factors Stress, stress management, fatigue & vigilance Information acquisition and processing situation awareness, workload management Decision making Communication and coordination inside and outside the flight crew compartment Leadership and team behaviour synergy Automation, philosophy of the use of automation (if relevant to the type) Specific type-related differences Case studies Recurrent CRM training This is to be carried out as evenly as possible over three years so that every module below is covered: In depth: Human error and reliability, error chain, error prevention and detection Operator safety culture, standard operating procedures (SOPs), organisational factors Stress, stress management, fatigue & vigilance Information acquisition and processing situation awareness, workload management Decision making Communication and coordination inside and outside the flight crew compartment Leadership and team behaviour synergy Case studies Then, as required by type: Automation, philosophy of the use of automation (if relevant to the type) Specific type-related differences Emergency and Safety equipment training Initial E and S Training/Checking

The syllabus is reviewed annually and includes the following items. Each item is subject to a lesson plan and these are kept separately by the training department. Instruction on first-aid in general (initial conversion course only); instruction on firstaid 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). Aero-medical topics including: o hypoxia; o hyperventilation; o contamination of the skin/eyes by aviation fuel or hydraulic or other fluids; o hygiene and food poisoning; and o malaria. The effect of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment. 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. The operational procedures of security, rescue and emergency services. Survival information appropriate to the area of operation (e.g. polar, desert, jungle or sea) and training in the use of any survival equipment required to be carried. A comprehensive drill to cover all ditching procedures where flotation equipment is carried. This includes 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. 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. This would include such items as PLBs, automatic float deployment systems, mini flares etc. The training course will culminate in a closed book exam of 40 questions. The pass mark is 75%. The test is kept by the training department and is revised on an annual basis. Failure of the test will result in extra training and re-test. Recurrent E and S Training/Checking The syllabus is reviewed annually and includes the following items. Each item is subject to a lesson plan and these are kept separately by the training department. Emergency and safety equipment training is combined with emergency and safety equipment checking and should be conducted in an aircraft or a suitable alternative training device.

Annually: The annual emergency and safety equipment training programme includes the following: actual donning of a life-jacket, the Company uses the RFD Beaufort jacket; actual donning of protective breathing equipment,; actual handling of fire extinguishers of the type carried; instruction on the location and use of all emergency and safety equipment carried on the aircraft; instruction on the location and use of all types of exits; security procedures. 3 yearly: actual operation of all types of exits, this is achieved using the door rig designed for the purpose; 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; the effects of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment; actual handling of pyrotechnics, real or simulated, where applicable; demonstration in the use of the life-rafts where fitted. In the case of helicopters involved in extended over water operations, demonstration and use of the life-rafts. Helicopter Underwater Escape and water survival training at Dunkers Ltd; Wet drill to cover all ditching procedures should be practised by aircraft crew. This wet drill should include, as appropriate, 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. Crews should board the same (or similar) life-rafts from the water whilst wearing a life-jacket. Training should include the use of all survival equipment carried on board life-rafts and any additional survival equipment carried separately on board the aircraft; wet practice drill should always be given in initial training unless the crew member concerned has received similar training provided by another operator; particularly in the case where no cabin crew is required, first-aid, appropriate to the aircraft type, the kind of operation and crew complement. The successful resolution of aircraft emergencies requires interaction between flight crew and cabin/technical crew and emphasis should be placed on the importance of effective coordination and two-way communication between all crew members in various emergency situations. Emergency and safety equipment training should include joint practice in aircraft evacuations so that all who are involved are aware of the duties other crew members should perform. When such practice is not possible, combined flight crew and cabin/technical crew training should include joint discussion of emergency scenarios. Emergency and safety equipment training should, as far as practicable, 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. The training course will culminate in a closed book exam of 40 questions. The pass mark is 75%. The test is kept by the training department and is revised on an annual basis. Failure of the test will result in extra training and re-test. Initial Ground training Ground training comprises an organised programme of ground instruction supervised by training staff within the company training facility; this includes the use of a Garmin 530 CBT, PC based systems training and various visual aids. As this is a relatively simple type, unsupervised private study is also incorporated under the guidance of the training team and study notes. The syllabus includes the following: All sections of the Rotorcraft flight manual, but particular emphasis on the sections entitled normal, emergency, performance and relevant supplements. Manufacturer Technical Manual all sections Applicable Ads and SBs Flight displays and autopilot system the company recognises that a high level of AP awareness is key to dealing with those associated emergencies and as such all pilots must have a high knowledge in this area. Company Operations Manual Parts A to D Performance calculations using the RFM and EFB system Flight planning computer system use The training course will culminate in a closed book exam of 40 questions. The pass mark is 75%. The test is kept by the training department and is revised on an annual basis. Failure of the test will result in extra training and re-test. Annual recurrent ground training The ground training programme includes: a) the following aircraft systems: Fuel system, Drive train, Engine installation, Electrical distribution, Avionics fit, Flight displays and autopilot, b) operational procedures and requirements including: The OM Part B

Use of the OM Part C Contracted services eg remote fuelling sites, handling agents Ground de-icing and aircraft anti-ice systems Pilot incapacitation; and c) accident/incident and occurrence review with the Company FSO. The above is the basic syllabus but the current fleet specific version is kept in the Training Office and reviewed annually. Knowledge of the ground training is verified by a questionnaire with a pass mark of 75%. When the ground training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next ground and refresher training should be completed within 12 calendar months of the original expiry date of the previous training. Flying training Initial flying training and Operator Conversion Course General 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. 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. Before the resumption of the operator conversion course, the Crew Training Post Holder will evaluate how much of the course needs to be repeated before continuing with the remainder of the course. Type Rating/Operator Training The type rating will be conducted in accordance with Part FCL under the company ATO. As such, those crew members undertaking that training will be taught by company training staff and will be using company checklists and SOPS throughout the course. The expanded checklists, SOPs and deviation/alert calls can be found in the Parts A and B of the company OM. The company flying guide forms part of the conversion course material and is a supplement to the Part B. It contains expanded information on flying techniques and practical advice on each of the aircraft types. It is a controlled document and the master is held by the training office. In addition to the basic Part FCL requirements the following flying training will be conducted:

Low Visibility Take Offs only in an approved FFS offering runway centreline and edge markings. Both rejected take off near TDP and continued flight both AEO and OEI are to be trained and checked. TAWS/EGPWS See GM1 CAT.OP.MPA.290 Ground proximity detection TCAS use including TA and RA responses Enhanced Vision System (EVS) Helipad profile and Class 2 profile for offshore use. (Although a line training function the profile is introduced here for emergency handling training) Recurrent Flying Training Aircraft/FSTD training The company uses the FFS for all initial type rating and operator conversion training. Part FCL requires a number of hours in the aircraft after simulator training has been completed. i) General a) The aircraft/fstd training programme is to be established so that all major failures of aircraft systems and associated procedures will have been covered in the preceding 3 year period. As such the following syllabus has been established and will be conducted at the end of the combined PC/OPC. The company have identified that the recognition phase of complex flight display malfunctions is critical in our new types and as such we have introduced autopilot, AHRS and ADC malfunctions into every recurrent training session; Year 1 engine fire; fuselage fire; emergency operation of under carriage; autopilot, AHRS and ADC malfunctions; Year 2 engine failure and relight; hydraulic failure; electrical system malfunctions; loss of tail rotor effectiveness. autopilot, AHRS and ADC malfunctions;

Year 3 main gearbox oil pressure loss; tail rotor control failures and malfunctions; FADEC failure modes; settling with power and vortex ring; autopilot, AHRS and ADC malfunctions; The actual content is reflected in the OPC check form and is reviewed annually. b) When engine-out manoeuvres are carried out in an aircraft, the engine failure should be simulated. c) When the aircraft/fstd training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next aircraft/fstd training should be completed within 12 calendar months of the original expiry date of the previous training. ii) Helicopters The recurrent training should include the following additional items, which should be completed in an FSTD: 2.2 for cabin crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (Part-CC) of Commission Regulation (EU) xxx/xxxx and ORO.CC; 2.3 for technical crew, all relevant items prescribed in Annex IV (Part-CAT), Annex V (Part- SPA) and ORO.TC; 2.4 for operations personnel concerned, including crew members: (a) all relevant items prescribed in SPA.DG Subpart G of Annex IV (SPA.DG); and (b) all relevant items prescribed in Annex IV (Part-CAT) and ORO.SEC; 2.5 for operations personnel other than crew members (e.g. dispatcher, handling personnel etc.), all other relevant items prescribed in Annex IV (Part-CAT) and in this Annex pertaining to their duties. 3 Procedures: 3.1 Procedures for training and checking. Simulation of Emergency and Abnormal Situations A description of the scope of emergency and abnormal conditions that can be simulated under every phase of training/checking flight. Fleet differences may mean certain items cannot be conducted in the aircraft therefore only available under FSTD simulation. This must include: Conversion course and Operator Proficiency Checks

Line training/checking Line training refers to the normal use of the aircraft and as such emergency and abnormal conditions are not to be simulated. FSTDs Any limitation of FSTD used. Specific guidance on emergency simulation in flight (this must include the following) Single engine training If the simulated failed engine does not have an automatic engine recovery function then its control switch/lever must be physically covered for rapid acceleration at heights below 500 feet AGL. Entry into autorotation and recovery techniques Unusual attitudes Use of pro words and war cries Simulated IMC Electrical malfunctions Most electrical malfunctions should be simulated in an FSTD. Anything other than a simple generator/invertor reset could possibly result in permanent loss of the system due to relay problems. 3.2 Action in the event that crew fail to meet the company or licensing standards The company procedures must be clear to both candidate and examiner. Reference should also be made to Standards Document 24 H. 3.3 Prohibition of emergency, abnormal conditions and Sim IMC CAT flight CAT flights are to be subject to emergency or abnormal simulation. Neither should instrument flying screens or hood/optical devices be worn under such conditions. However, under initial line training conditions it is acceptable for LTCs to discuss emergency conditions in the line context Such flights must be conducted in an FSTD or dedicated training/checking flights without passengers unless carried for training/checking purposes.