ORO.FC.420 Operator conversion training and checking

OPERATOR CONVERSION TRAINING SYLLABUS FOR IAM OPERATIONS WITH VCA

(a)General

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

(i)ground training, including the following:

(A)VCA systems;

(B)normal procedures, including but not limited to flight planning, ground handling, flight operations, fuel/energy schemes, selection of vertiports and diversion locations, VCA performance, mass and balance;

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

(D)a review of the occurrences that may be relevant for the intended operation;

(ii)emergency and safety equipment training and checking, including survival equipment training (completed before any flight training in a VCA commences);

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

(iv)line flying under supervision and line check.

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

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

(4)The operator should ensure that:

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

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

(b)Ground training

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

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

(c)Emergency and safety equipment training

(1)Emergency and safety equipment training should be delivered in conjunction with technical crew receiving similar training, as far as applicable and practicable; emphasis should be placed on the importance of effective coordination and two-way communication between crew members in various emergency situations.

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

(i)Instruction on first aid in general (initial conversion course only; instruction on first aid as relevant to the type of operation (initial and subsequent)).

(ii)Aeromedical topics, as relevant to the type of operation.

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

(iv)Actual firefighting, using equipment representative of that carried in the VCA, of actual or simulated fire.

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

(vi)Survival information appropriate to the areas of operation and training in the use of any survival equipment required to be carried.

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

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

(3)Passenger handling

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

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

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

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

(ii)Discipline and responsibilities Emphasis should be placed on discipline and on individual’s responsibilities in relation to:

(A)his or her continuous competence and fitness to operate as an aircrew member with special regard to flight and duty time limitation (FTL) requirements; and

(B)security procedures.

(iii)Passenger briefing / safety demonstration Training should be given in the preparation of passengers for normal and emergency situations.

(d)Flight training

(1)Flight training should be provided to flight crew members to familiarise themselves thoroughly with all aspects of limitations and of normal, abnormal and emergency procedures associated with the VCA and should be delivered by suitably qualified type rating instructors and/or examiners or a suitably qualified PIC that holds an FI/TRI/SFI certificate and is nominated by the operator, as applicable.

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

(3)Normally, the same training and practice in the flying of the VCA should be delivered to all flight crew members. The ‘flight handling’ sections of the syllabus should include all the requirements of the operator proficiency check required by point ORO.FC.430.

(4)Unless the type rating training programme has been carried out in a suitable FSTD, the training should include at least three take-offs and landings with the VCA.

(e)Operator proficiency check

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

(i)lift and thrust system fire;

(ii)interior VCA fire or smoke;

(iii)emergency operation of undercarriage;

(iv)hydraulic failure;

(v)electrical failure;

(vi)malfunction of the flight and lift and thrust units control system;

(vii)recovery from unusual attitudes;

(viii)landing with one or more lift and thrust unit(s) inoperative;

(ix)pilot incapacitation;

(x)directional control failures and malfunctions;

(xi)other system failures;

(xii)CFP during take-off before decision point;

(xiii)CFP during take-off after decision point;

(xiv)CFP during landing before decision point; and

(xv)CFP during landing after decision point.

(2)The flight crews’ CRM skills should be assessed in accordance with the methodology described in AMC1 ORO.FC.115 and AMC2 ORO.FC.115, as applicable, and as specified in the operations manual.

(3)The use of FSTDs, the composition of the flight crew, and the possible combinations with training or with licence proficiency checks should be defined as per AMC1 ORO.FC.430.

(f)Line flying under supervision (LIFUS)

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

(2)The minimum number of flight hours should be specified in the operations manual and should be determined by all the following:

(i)previous experience of the flight crew member; and

(ii)complexity of the operation, considering the type of aircraft as well as the type and area of operation.

TRAINING PROGRAMMES The operator should ensure that training programmes include the relevant de-identified feedback from the management system, including occurrence reporting.

COMPLETION OF OPERATOR’S CONVERSION COURSE

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

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

(c)Before the resumption of the operator’s conversion course, the operator should evaluate what part of the course needs to be repeated before the pilot continues with the remainder of the course.

LINE FLYING UNDER SUPERVISION (LIFUS)

(a)LIFUS provides the opportunity for a flight crew member to put into practice the procedures and techniques he or she has been made familiar with during the ground and flight training of an operator’s conversion course. This is accomplished under the supervision of a flight crew member that is specifically nominated and trained for the task. At the end of LIFUS, the respective flight crew member should be able to perform a safe and efficient flight.

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

(1)a flight crew member’s previous experience; and

(2)the complexity of the operation, considering the type of aircraft as well as the type and area of operation.

(c)The operator defines the details to be flown under supervision in the operations manual.

SPECIFIC CONVERSION COURSE — PILOTS THAT TEMPORARILY JOIN THE OPERATOR AND ARE NOMINATED TO CONDUCT LINE CHECKS

(a)In some cases, operational circumstances may require the operator to develop a specific conversion course to nominate pilots that temporarily join the operator as suitably qualified PIC to conduct line checks in accordance with point ORO.FC.146. In such cases, the operator’s conversion training should include the following:

(1)normal procedures including but not limited to flight planning, ground handling, flight operations, including performance, mass and balance, fuel/energy schemes, selection of vertiports and/or diversion locations, VCA performance, mass and balance;

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

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

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

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

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

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

(2)The line checker should only conduct recurrent line checks of pilots whose previous line check has not expired, in accordance with point ORO.FC.430.

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

SINGLE-PILOT INCAPACITATION IN IAM OPERATIONS WITH VCA ‘Pilot incapacitation’ is the term used to describe a sudden degradation of the medical fitness of an operating flight crew member, rendering the flight crew member unable to carry out their normal duties because of the onset, during flight, of the effects of physiological factors. Incapacitation may have different severity states. Death is the most extreme example of incapacitation (typically due to cardiovascular disease). By far, the most common cause of flight crew incapacitation is gastroenteritis. Other causes may include: hypoxia at altitudes above 10 000 ft; smoke or fumes associated with contamination of the air-conditioning system; food poisoning or food allergy; falling asleep; heart attack, stroke due to cardiovascular disease; physical injury; a hostile act by an unruly passenger, terrorist action. Initial and recurrent training in the form of classroom instruction, discussion, audiovisual presentation or other similar formats may be provided to pilots involved in single-pilot IAM operations or to pilots and technical crew members involved in VEMS operations to be able to (self-)detect the early stages of pilot incapacitation and handle it including by activating the relevant operator’s procedure. The training objectives may include: (self-)detection of pilot incapacitation; taking appropriate actions including correct stop/go decision; applying the appropriate operator’s procedure correctly; maintaining aircraft control, as applicable (e.g. in single-pilot operations with a technical crew member aboard); managing the consequences for non-incapacitated crew members, as applicable (e.g. in single-pilot operations with a technical crew member aboard).