RECURRENT TRAINING AND CHECKING SYLLABUS
(a)Recurrent training Recurrent training should comprise the following:
(1)Ground training
(i)The ground training programme should include:
(A)aircraft systems;
(B)normal procedures including but not limited to flight planning, ground handling, flight operation, including VCA performance, mass and balance, fuel/energy schemes, selection of vertiports and diversion locations;
(C)abnormal and emergency procedures, which include pilot incapacitation;
(D)the review of relevant occurrences to increase awareness regarding the occurrences that may be relevant for the intended operation.
(ii)Knowledge of the ground training should be verified by means of a questionnaire or other suitable methods.
(2)Emergency and safety equipment training
(i)Emergency and safety equipment training may be combined with emergency and safety equipment checking, and should be delivered in a VCA or a suitable, alternative training device.
(ii)Every year, the emergency and safety equipment training programme should include the following:
(A)actual donning of life jackets if the VCA is operated over water;
(B)actual handling of handheld fire extinguishers of the type used;
(C)instruction on the location and use of all emergency and safety equipment carried on the VCA;
(D)instruction on the location and use of all types of exits;
(E)security procedures.
(iii)Every 3 years, the emergency and safety equipment training programme should include the following:
(A)actual operation of all exits;
(B)demonstration of the method used to deploy a slide, if fitted;
(C)actual firefighting using equipment that is representative of that carried in the VCA of an actual or simulated fire except that, with halon extinguishers, an alternative extinguisher may be used;
(D)the effects of smoke in an enclosed area and actual use of all relevant equipment in a simulated smoke-filled environment;
(E)actual handling of pyrotechnics, real or simulated, where applicable;
(F)demonstration and use of life rafts if the VCA is involved in overwater operations at hostile or non-hostile sea at a distance from land corresponding to more than 10 minutes flying time at normal cruise speed. VCA water survival training If the VCA is equipped with life rafts in accordance with point UAM.IDE.MVCA.310, a comprehensive wet drill to cover all ditching procedures should be practised by crew members. The wet drill should include, as appropriate, practice of the actual donning and inflation of life jackets, together with a demonstration or audiovisual presentation of the inflation of life rafts. Crew members should board the same (or similar) life rafts from the water whilst wearing a life jacket. The training should include the use of all survival equipment carried on board, of life rafts and of any additional survival equipment carried separately on board the VCA. The provision of further specialist training should be considered, such as underwater escape training. Where operations are predominantly conducted over water at hostile or non-hostile sea at a distance from land corresponding to more than 10 minutes flying time at normal cruise speed, operators should provide VCA underwater escape training every 3 years at an appropriate facility. Wet drill should always be practised in initial training unless the crew member concerned has received similar training by another operator;
(G)first aid, appropriate to the type of operation and crew complement.
(iv)The successful resolution of emergencies involving VCA requires flight crew and technical crew interaction, if applicable, and emphasis should be placed on the importance of effective coordination and two-way communication between all crew members in various emergency situations.
(v)As regards emergency and safety equipment training, flight crews and technical crews should jointly practise VCA evacuation so that all those involved are aware of the duties other crew members should perform. When such practice is not possible, combined flight crew and technical crew training should include joint discussion of emergency scenarios.
(vi)Emergency and safety equipment training should, as far as practicable, be provided in conjunction with technical crews receiving similar training with emphasis on coordinated procedures and two-way communication between the flight crew compartment and the cabin.
(3)CRM Elements of CRM training, as specified in Table 1 of AMC1 ORO.FC.115, should be integrated into all appropriate phases of recurrent training.
(4)VCA/FSTD training
(i)General
(A)The VCA/FSTD training programme should be established in a way that all major failures, including CFP, of VCA systems and associated procedures will have been trained in the preceding 3-year period.
(B)The CFP should preferably be simulated and trained in an FSTD, and not trained in a VCA.
(C)The recurrent VCA/FSTD training of a single task or a manoeuvre should be separate from, and should not take place at the same time as, an operator proficiency check of the item.
(ii)VCA/FSTD
(A)If the operator can demonstrate, on the basis of a compliance and risk assessment, that alternating the use of an FSTD with the use of a VCA for the training provides standards of training equivalent as regards safety levels to those achieved using an FSTD, the VCA may be used (alternating it with the use of an FSTD) for the training to the extent necessary.
(b)Recurrent checking Recurrent checking should comprise the following:
(1)Operator proficiency checks
(i)VCA/FSTD
(A)The VCA/FSTD checking programme should be established in a way that ensures all major failures of VCA systems, including CFP, and associated procedures have been checked in the preceding 3-year period. The operator should define which failures are major for the purpose of the operator proficiency check based on a risk assessment, taking the following into account:
(a)cautions or warnings associated with the failure;
(b)the criticality of the situation or failure;
(c)the outcome of the procedure (‘land immediately’ or ‘land as soon as possible’ as opposed to ‘land as soon as practicable’);
(d)when available, manufacturer documentation including relevant information in OSD; and
(e)the list of abnormal/emergency procedures described in point (e) of AMC1 ORO.FC.420.
(B)The flight crew should be assessed on their CRM skills in accordance with the methodology described in AMC1 and AMC2 ORO.FC.115, and as specified in the operations manual.
(C)If the operator can demonstrate, on the basis of a compliance and risk assessment, that alternating the use of an FSTD with the use of a VCA for the training provides standards of checking equivalent as regards safety levels to those achieved using an FSTD, the aircraft may be used (alternating it with the use of an FSTD) for the checking to the extent necessary.
(ii)The checks prescribed in point (b)(1)(i) may be combined with the skill test or proficiency check required for the issue, revalidation or renewal of the aircraft type rating.
(2)Emergency and safety equipment checks The items to be checked should be those for which training has been provided in accordance with point (a)(2).
(3)Line checks
(i)A line check should establish the ability of the flight crew to perform satisfactorily a complete line operation, including pre-flight and post-flight procedures and the use of the equipment provided, as specified in the operations manual. The route chosen should be such as to give adequate representation of the scope of a pilot’s normal operations. The PIC should also demonstrate their ability to manage the operation and take appropriate command decisions.
(ii)The flight crew should be assessed on their CRM skills in accordance with the methodology described in AMC1 ORO.FC.115 and as specified in the operations manual.
(iii)The CRM assessment should not be used as a reason for the failure of the line check unless the observed behaviour could lead to an unacceptable reduction in the safety margin.
(iv)When pilots are assigned duties as ‘pilot flying’ and ‘pilot monitoring’, they should be checked in both functions.
(v)A line check should be conducted by a PIC nominated by the operator. The operator should maintain a list of nominated PICs and inform the competent authority about the persons nominated.
(vi)CRM assessment during the line check The CRM assessment that takes place during the line check should be solely based on observations made during the initial briefing, flight crew compartment briefing and those phases where the line checker occupies the observer’s seat.
(vii)Complementary CRM assessment If a suitable FSTD is available and accessible for operator proficiency checks or FSTD training, then the CRM assessment should take place in a line-oriented flight scenario (LOFT or line-oriented section of the OPC) of an FSTD session. This assessment complements the CRM assessment that takes place during the line check, but is not part of the line check.
(4)The recurrent checks referred to in points (b)(1) and (b)(3) should be performed in the single-pilot role in an environment representative of the operation.
(c)Flight crew incapacitation training
(1)Procedures should be established to train flight crew to recognise and handle flight crew incapacitation. This training should be conducted every year and can form part of other recurrent training programmes. It should take the form of classroom instruction, discussion, audiovisual presentation or other similar formats.
(2)If an FSTD is available for the type of aircraft operated, practical training in flight crew incapacitation should be provided at intervals not exceeding 3 years.
(d)Use of FSTD
(1)Training and checking provide an opportunity to practise abnormal/emergency procedures that rarely arise in normal operations and should be part of a structured recurrent training programme. Training and checking should be carried out in an FSTD, when available and accessible.
(2)The line check should be performed in a VCA. All other training and checking should be performed in an FSTD, or, if it is not reasonably practicable to gain access to such devices, in an aircraft of the same type or, in the case of emergency and safety equipment training, in a representative training device. The type of equipment used for training and checking should be representative of the instrumentation, equipment and layout of the VCA type operated by the flight crew member.
(3)Due to the unacceptable risk when simulating CFP, the CFP should preferably be covered in an FSTD. If there is no FSTD available, CFP may be covered in an aircraft using a safe airborne simulation, bearing in mind the effect of any subsequent failure, and the exercise should be preceded by comprehensive briefing.